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I presume it's safer to call off the next one to avoid the same issue happening and in the meantime see if a simple solution can be found, I think it will be grand.🌧️

The GSR in the 1930s in a way was a bit like the UTA wanting to replace loss making rail services with buses with no real long term need for a fleet of 'modern' steam locos for branch and secondary duties. The GSR proposed a series of closures in the mid-late 1930s that would have closed most branch and secondary lines such as the West Cork. In a way the GSR had a surplus of 4-6-0s for the Cork Line and the 27 Woolwich filled the bill in terms of a modern mixed traffic loco for main line work. The GSWR 333 Class supplemented by the 1930s built 342s (both classed as D4) were a useful mixed traffic design which proved themselves capable of working passenger trains on the South Eastern, Rosslare Route and popular locos for working excursion trains. The superheating of the smaller goods and passenger locos could be justified by reduction in operating costs as a result of reduced fuel consumption without going to the expense of building new locos for passenger services the GSR hoped to replace with busses. Many of the short feeder branches had lost their passenger services by the Mid-30s but traffic from cattle fairs justified retaining the lines for goods traffic. The GSR had already gone for the jugular by closing the Clifden, Achill and Killala Branches by the Mid-30s as the building of the lines were financed by Government grants and closure did not result in a major write off of capital. The Drumm Battery trains appear to have been forced on the GSR possibly a quid-pro quo for passing of the Transport Act that gave the GSR similar monopoly powers to the Northern Ireland Transport Board and dependent of the supply of electricity from the Shannon scheme at a discounted rate. The system was surely capable of development but the Government  "was not prepared to subsidise inventions" when Drumm and the GSR applied to funding for new batteries during the  late 30? or 40s. This was at an age when railways were still expected to stand on their own feet fund improvements from their own resources or borrowing and operate without subsidy, after all immediately before WWI the GSR and Midland were efficient and reasonable profitable companies. The main issue with the Drumm Trains appears to have been the high capital cost compared to steam and short battery life. Two car Drumm Unit similar capital cost to a new steam loco and a 5 coach train. My father at the time subscribed to a conspiratory theory that "the Drumm Trains were driven off the rails" (possibly the mid 30 Sandycove derailment or perhaps 'brown envelopes" from AEC and the oil companies. Certainly something to be said about a train that 90 years ago was capable of a trial trip from Amiens St to Gorey and back with minimal topping up and a battery life of 5 years before needing refurbishment (not replacement!) Definitely left a favourable impression on my father though at the time the family lived in Ballinascorney in the Dublin mountains, their transport was a Ford V8 and pony and trap!

I say that having seen numerous theories, all currently just that. You made a blanket comment about a steam ban in spring/summer too, completely unsubstantiated 

Turning out well. Hope it didn’t take too much fiddling.

Moguls cost £5000-£6000 dependent on build year. They were trialled against an S on the GN main line in the 30s so not unfeasible that GSR could have arranged similar. Probably a bit small for Cork trains but could have done pretty much anything else - they did a lot of GN-region mileage at the end of their lives and could handle most things. The Jeeps interestingly did not do well on the Derry Road due to their limited braking capacity as opposed to tender locos.