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Showing content with the highest reputation on 12/08/2018 in all areas

  1. 4 points
    Latest Loco alluded to above, is the GSR 670 Class 0-6-2T These locomotives 670 - 674 were built by the GSR for the ex DSER line to handle commuter traffic between Greystones and Dublin. From all accounts they were complex machines with inclined valves and limited access for maintenance and repairs. Photo courtesy of the "Good Book" (Clements & Mc Mahon) Constructed in 1933 with Z-type boilers and mainly of welded construction resulting in smoother lines. Drawing was developed again from sketches generously provided by IIRS and developed into a cut drawing for the CNC Mill. Parts cut out and construction commenced on the cab area first as this is of great interest due to all the curves. The split level footplate led to a different approach - rather than a single footplate with a hole cut out, profiled tabs were cut which were then fixed to the frames. This allowed both the split levels, but also to retain the distinctive high frames at the smokebox area. Compensated chassis again with fixed rear axle for motor and gearbox, with middle and front axles in high level hornblocks. Compensated beam between font and middle axle. Trailing bogey is carried in a pony truck cut on the mill and bent into shape. Chassis and footplate constructed to get to here: Add the body shown before and we get: What is nice about these locos is the smoke box; large with a curved front plate dropping down between the high frames. Smoke box formers were created, curved, drilled and fixed. Boiler barrel is 18mm pipe with a captive bolt to thread into the smoke box. This brings us to here: Belpaire section of the boiler was formed and soldered to the cab - still need to fix boiler barrel to belpaire section, however that may be a simple tapered slip connection which will facilitate dismantling for painting and maintenance. Put it all together & we get: What is interesting is the relative size of locomotives. Not having actual prototypes available to compare we are left with comparing statistic in books, however, you can read as many books as you like, but when you see locos on the track you start to get an idea. What is noticeable is how big the 670 locos really were - they really fill out all available space on the footplate. Compare 670 class vs the 458 class: More as time permits! Ken
  2. 2 points
    Main controls completed for barrow street with circuit breakers on each dcc section and a separate 12v line
  3. 2 points
    And so....the first batch of the superbly designed and manufactured Tara wagons arrived today at Tara junction to undergo trial runs and platform clearance, Here we see retro liveried locomotive 071 haul the short four wagon consist on a gauge clearance special around the layout, Thanks very much to the lads at IRM HQ for these superbly detailed wagons, well done from a delighted customer. I removed the tension lock coupling on the rear wagon to glue the vacuum brake pipe into position and also and more importantly was the fitting of the two red tail lamps to complete the set of wagons.
  4. 2 points
    David i can only work on half the layout at one time and as with all not enough space.here are some photos of what i have up at the moment regards
  5. 1 point
    Yes, that's not right. I'm glad you;re getting a replacement. Hopefully no issues with that or we're all in trouble
  6. 1 point
    The choice between 21mm and OO is really about whether a person draws the more satisfaction from the technical and physical challenges of building to an odd-ball gauge or building and operating a layout using rtr stock. For someone wanting to build a large layout within a reasonable time frame or a continuous run in a restricted space OO or even EM is probably a better option than 21mm gauge. Mounting the layout near eye level and using Bullhead or Peco Code 75 track will reduce the narrow gauge look of OO gauge track. It should be possible to build an continuous run 21mm layout to OO standards with No 2 or No 3 radius curves and NMRA 110 wheels , but the gauge would have to be reduced below 21mm to provide sufficient splasher and cylinder clearance with steam locos which is probably not worth the effort, though a couple of modelers model Irish broad gauge on EM track. (Templot) Martin Wynne has specifies a track gauge of 20.2mm with a 1mm flangeway gap and a minimum recommended radius of 1000mm for Irish broad gauge track laid to EMGS standards. The gauge was presumably reduced the risk of EMF wheels fouling steam loco splashers and coupling rods/crossheads on outside cylinder steam locos. The flangeway clearances would have to be increased to 1.5mm and wider NMRA wheels and the gauge narrowed further to avoid the problem of the minimum radius is reduced to 600mm. I don't know if any 5'3" gauge modeler has reduced the gauge to 20.2mm , clearances are tight but workable with Gibson & Ultrascale EMF profile wheels wheels. The distance between splashers/coupling rods cross heads on outside cylinders would have to be increased or the gauge reduced if you intend using steam locos with NMRA 110 profile wheels. NMRA 110 profile wheels with b-b set 1t 19.3 fouling splashers on SSM J15.
  7. 1 point
    Between packing more orders (we can barely keep up atm, lots of new orders have come in with people adding to their rakes!) I managed to get some pics of each set. As per usual, we have done lots of individualism on the deco, all per the real wagons of course! Pack A Pack B Pack C Pack D Pack E. Get them while you can! https://irishrailwaymodels.com/collections/tara-mines
  8. 1 point
    Definitely iffy cab fit,tender springs look odd as they don't have any spring hangers.Andy.
  9. 1 point
    I'm no steam enthusiast but to me that looks awful. I may be wrong but does the picture in first post on this thread seem to have a similar problem? Are these cast in one piece or is the whole loco assembled from separate sections? No offence but I wouldn't be happy if it were me!
  10. 1 point
    Disappointed, but not surprised, unenlightened Ireland being what it is. One train set (sic.) is as good as the next it seems. From the post above it looks like it's going to be a new fangled "Interpretive Centre" rather than the Fry Model Railway we knew.
  11. 1 point
  12. 1 point
    Loops? Surely also an Immelmann turn or a split S.
  13. 1 point
    News on 21mm conversion is good news and will have to see how easy it is. Robert
  14. 1 point
    They really look great running behind an 071, can't wait get an A up front. These Taras make you wish the MM 071s had rotating axel caps too, really adds to the running quality. They look great from every angle and just look "right". They really show up the design compromises Murphy had to make with the scale of the 71s in the buffer width spacing. Yet again, top marks lads. More than worth the wait.
  15. 1 point
    I have a difference of opinion on this matter, but it would be wrong to take up issue on this thread as it relates to the Gauge OO layout of which I'm sure Dave will provide a superb layout as per his brief from the design team. I and a few others campaigned for retention of a Gauge O Layout for the new facility but it fell on deaf ears- the councillors are more interested in the kudos of the project than getting an understanding of the scale difference and the significance of the Fry Model Layout display and what it could be into the future. I suggest further debate on the Gauge O matter be carried out on this thread;- Eoin
  16. 1 point
    1963 Concluded Back from the tropics now, so back to delving, and we're now in 1963. With steam finally dying on CIE this year, it was a truly momentous year in Irish railway history, and this huge change in motive power over the previous decade was now focussing minds on the strengths and weaknesses of the new forms of propulsion. Over the past decade, we had seen a shift from the general rule, like this: 1950-2 Steam everywhere. 1952-5 AEC on almost all secondary passenger services, and many main line ones. Steam everywhere else. 1955-60 AEC and A class on main line, secondary and suburban passenger, and A, B101 and C joining steam on goods. Steam still on many branches and pilot working. The B101 class are seen as "southern engines", being based in Cork, Limerick & Waterford. Unlike other diesels, they are not to be seen all over the system. B101s are mainly active on Rosslare - Waterford - Mallow - Cork, Waterford - Limerick, and Cork - Tralee, but make more than a few appearances on the North Kerry (normally AEC on passenger and "A" on goods) and Limerick - Sligo less often. The B101 class are also occasionally to be seen on the DSER but rarely on the ex-GN lines, and almost unheard of on the Midland. This will remain their lifetime habits. 1960-3 AEC graduate towards Dublin suburban mostly, with A taking the lead on other passenger trains for a very short time until the B121s and B141s are in use. C's on remaining branches as they close. A, C and B101 on goods. Steam on a few branch duties and pilot work, very occasional goods e.g. beet and cattle specials. 1964-7 The "Yanks" take over passenger work very substantially. The increasingly unreliable A class are largely on goods now, and the even more disastrously unreliable C class are mostly on pilot work now, with rare appearances on passengers trains. AEC cars now in Dublin. Steam gone. In 1963, it is noted that on average only 12 of the 34 "C" class are in traffic at any one time. With their branch lines (e.g. Birr, West Cork) gone, they do little but pilot work. The rest await on the Tiresome Long Term Illness Siding at Inchicore for their next appointment with the long-suffering fitters. Then somebody suggests new engines for them! It was noted, though, that with the B121 and B141 class spread thinly all over the system, while many opportunities presented themselves where double-heading would be beneficial, rarely were there two of these classes in the same place, at the same time, and available for such duty. Thus, their 950hp power was an operational limitation. However, the C class, even when working, were worse - it was noted that five bogies was as much as one could deal with in realistic terms. The newer E class had proven unstable at speed, and were thus confined to shunting around Dublin, though two were allocated to Cork and one to Limerick. A G was in Tralee to handle the Castleisland goods and shunt. Another G had for just a couple of months dealt with the daily Foynes mixed - in between the end of (J15) steam there, and the end of passenger services in '63. With all the new locos, especially the B121 / B141 classes, plus further closures of smaller intermediate stations, many passenger services were considerably speeded up. The Dublin - Galway service had a full half an hour knocked off it.The final trains on the Sligo - Claremorris and Tralee - Limerick sections were, as usual, AEC railcar sets of three cars. The "Burma Road" one trailed a tin van - AEC sets were often seen towing all manner of items - from six wheel coaches to tin vans to having Park Royals or even older wooden corridor stock as intermediates. Now, the Limerick - Ballina service, bereft of its railcar, would switch to a 141 and coaches - a pattern maintained until passenger services ceased in 1976. Naturally, many many steam engines were now lined up for scrap, including old GNR types. On 10th June, J15 151 was steamed and went from Amiens Street to Bray and back, the purpose for which being unclear. Prior to that, 184, 111, 187 and 151 had all been in steam for filming purposes in the spring, but this jaunt to Bray does appear to be the last time any locomotive was used by CIE for any sort of normal use, even if apparently it didn't haul anything. I say "normal" use; two weeks later the old Cork gantry vertical boiler locomotive "Pat" was steamed for an IRRS group. This left locos in store at various locations, but the vast majority in Inchicore. Elsewhere, lifting of closed lines continued in the vicinities of West Cork (with a C class on lifting trains), Port Laoise - Kilkenny, Birr, Ballaghaderreen, Mountmellick and Banagher. Other lines slumbered, the cutting torch hanging over their heads; now weeds would gather, soon the track would be removed. Not quite yet, so Newmarket slept, as did Ballylinan, Oldcastle, Edenderry, North Wexford, and Bagenalstown - Palace East. I remember the eerie sense of an abandoned Palace East when jhb171Snr took me there just after the track had been lifted. A farmer with a shotgun, to whom I assume the land had just been sold, kindly advised us where we ought to go, and how quickly we ought to go there. The UTA was still whinging about how much money it was losing. Paltry by todays standards, at £438,000, but not really all that enormous by the standards of the day either. Some creative accounting ensured that the road services showed up as best as they could, while the railway showed as financially bad as possible. However, some stations on the Derry Road were being smartly painted up and renovated; obviously, closure couldn't be far away! Victoria Bridge, Pomeroy and Sion Mills all won best-kept station prizes. Yet, they increased their steam fleet. Loco shortages on the ex-GNR section meant that three S class and one Vs (170, 171, 174 and 207) were now being bought from CIE, who had inherited them in 1958 but with the end of steam had no use for them. The blue livery, albeit so filthy that it could barely be seen, would grace the Derry Road once more, as buoyant passenger traffic meant that steam hauled passenger trains would not entirely be displaced by AEC and BUT cars on the Derry line. In contrast to what CIE were doing, it's interesting to see what was working on the UTA. The last ex-NCC 0.6.0, No. 13, wasn't doing much and would be withdrawn soon, but was noted shunting York Road, despite having been out of use for a while. York Road (or Duncrue Street, as they now called it) had recently overhauled "Jeeps" 2, 51 and 57, with 10 under repair. Alongside 10, "W" class 2.6.0 No. 97 (possibly the last of these in traffic?) and two GNR 0.6.0s were also under heavy repair. Eleven more steam engines of both NCC and GNR origin were advertised for scrap, while W class 95 and 98 were hauled dead to be stored at Whitehead, never to run again. The Derry Road had seen little steam on passenger work in recent years, the majority of trains being AEC railcars, but the summer of '63 saw what might be seen as an Indian summer. The three S class locos recently acquired from CIE, and the busy summer traffic, saw up to 50% of the trains on the line in the summer being steam. As well as the S class trio, the remaining U / UG types put in appearances, especially the Posrtadown - Dungannon local. And this was to be the season that on several occasions, CIE B141 class diesels would grace this line as far as Omagh on Lough Derg pilgrimage trains. I believe, but I am not certain, that a CIE AEC railcar set did this duty at least once. On the NCC, steam took a further step backwards, with a noticeable increase in specials being formed of the various types of MPD railcars. From normal passenger service, steam was almost extinct on the NCC. On 27th May 1963, an MPD set ventured off the NCC for the first time with a 5-piece passenger special from Portrush to Dublin and back, while a couple of weeks later B165 took a CIE set on a Dublin - Portrush excursion. The MPD jaunt south was repeated a week after that. Steam activity on specials in the summer of '63 saw W class 91 do fourteen specials, ex-GNR 4.4.0s 58 and 60, "Jeep" 50 and W 104 also seeing action. With Warrenpoint and Derry still working, this might be seen as an Indian Summer for UTA steam, even as the fires went out on CIE. The official roster - bearing in mind that some locos officially in traffic were not actually so - was as follows: NCC "WT" Class 2.6.4T "Jeep": 1-10, 50-57 (18 - the entire fleet of them) NCC "W" class 2.6.0: 91-9, 104 (8, though 95 and 98 had been out of use for a long time) NCC "V" class 0.6.0: No. 13 (1; saw little use, shunting only) SLNCR "Lough" Class 0.6.4T: 26 "Lough Melvin" and 27 "Lough Erne". Shunting only at York Road; 26 rarely used. (2) GNR "SG3" 0.6.0: 32-32-7 (6) GNR "SG2" 0.6.0: 38, 39 (2) GNR "SG" 0.6.0: 43, 44 (2) GNR "UG" 0.6.0: 45, 47-9 (4) GNR "Vs" 4.4.0: 58, 207 (2) GNR "S" 4.4.0: 60, 61*, 170, 171, 174 (5) (* out of use for some time; GNR numbers still on recent ex-CIE purchases, UTA numbers on others) GNR "S2" 4.4.0: 62, 63 (2) GNR "U" 4.4.0: 66-8 (3) GNR "T2" 4.4.2T: 5X (Not much in use - shunting at Gt. Vic. St) The "X" after the number meant that it was to be set aside for scrap if even the slightest fault developed, i.e. zero budget for maintenance. (1) GNR "T1" 4.4.2T: 187X As above (1). Of the above 57 locomotives, 18 were of one type, but the remaining 39 engines were of no less than thirteen types! Look at the GNR stock for example - no ex-GNR type had more than six members, and many were a class of 1 or 2. The summer Rosslare set was noted as being an AEC set (that much was typical) but with an old GSWR wooden dining car included. A cameo of workings on the Sligo - Limerick route in June 1963 saw a two-car AEC as the normal passenger set; that on Limerick - Tralee was the same formation. Single B121s were on the goods on this route, and on the main line to Sligo. The ballina branch train, however, had a C, usually hauling an old wooden bogie and a tin van. G615 was shunting in Ballina, while a C often handled the branch goods. In these times the Nenagh branch still was seen as the main line into Limerick. One typical train is recorded: B144 hauling a train of a Bredin, a Park Royal, three laminates, a dining car and a tin van. The ex-SLNCR railcar, now clad in CIE green, was working Limerick - Nenagh locals. The summer of 1963 saw busy traffic on weekend summer excursions from Castleieland to Fenit and back. AEC railcars dealt with this traffic. As autumn fell, the GAA's All Ireland Football Final would produce some interesting traffic as it has done from time immemorial to recent years. Nobody can convince me that there's anything even remotely interesting about getting a camera out for a Kerry supporter's special in these days - ehhh, oh, it's a 4 car ICR. Zzzzzzzzzzzzzzzzzzz. ALL the normal trains on that line are ICRs. But we're not talking about the glorified LUAS that passes for a railway today, all the way from Londonstrokederrybrexitcityderry to Cobh. It's September 1963, and no less than seven special s would leave Waterford for Dublin on All Ireland Day. But - with the recent closure of the Kilkenny - Port Laoise line, section occupancy was impossible on the main line for the normal service plus six specials all leaving within half an hour of each other. The solution was to send them up to New Ross - still open for goods, and beyond; the New Ross - Palace East - Macmine line had been closed since April but was not lifted. Thus began and ended 141 class operation over this line, as another remarkable feature of these trains is that they were all 141 hauled.B176 was first, then B147 left at 07:00, followed by B177, B158, B160 and a double-headed B148/B170! Autumn saw G615 alternating with a C on the Loughrea line, with its unique one coach train. Meanwhile, Inchicore's last two wholly-built coaches, two firsts of laminate stock, and the first Cravens, were out on test. Steam and Cravens had just missed each other; while all steam was gone months earlier, no Craven was yet in traffic. The first Craven was 1504, the rest numbered numerically after that. G617, the Tralee shunter / Castleisland goods engine, managed a rare passenger feat in September, when it took a two-coach special for an IRRS group on a rare non-stop run through Tralee, as it travelled from Castleisland to Fenit and back. One of the old GNR articulated Gardner railcars, No. 105 (ex railcar G) was still working on the Warrenpoint branch, but a single BUT car, 129, was also working on its own on off-peak Belfast - Portadown services. Every year, when the Orangemen and Apprentice Boys came out of the woodwork, many interesting railway workings would result. While 1962 had seen ex-GNR 0.6.0s predominate on the GNR section, now, with the recent purchases of a trio of S class from CIE, now-neglected filthy 4.4.0s were to the fore again. The last NCC "W" class 2.6.0, No. 104, did take a train from Sion Mills to Belfast, however. Passenger workings on the GNR by these locos was rare. As the year ended, a new dawn was about to break. If the railway hadn't been run down enough, the lowest ebb of the dark clouds of the Benson Report was about to appear. This would result in first, almost halving what little was left of the UTA network, followed by a new renaissance of the rest. All goods would go, along with the Derry Road and the Warrenpoint branch. But, out of the ashes, the new 70 class railcars would come, along with - at long last - the North's first ever main line diesel locomotives being planned. But that's for another day; 1963 is hereby put to bed, as will I quite shortly. Goodnight all; we awaken to 1964 when I'm in the mood.
  17. 1 point
  18. 1 point
  19. 1 point
    30.9.18. NIR GM 8113 & Water Jetter wagon at various locations between Scarva & Newry.
  20. 1 point
    13.10.18. Dublin Connolly Station.
  21. 1 point
    24.11.18. Downpatrick & County Down Railway. All photos were taken accompanied by a DCDR operations volunteer with full permission to photograph from safe locations . Many thanks to the Railway as always for facilitating me .
  22. 1 point
    This thread is getting stranger with each post
  23. 1 point
    1963 Continued A note mentions the last passenger train from Limerick to Tralee. The normal two-coach AEC set on this occasion, as a one-off, hauled a "new second, No. 1502". As mentioned in the last post, while steam was now history on CIE, they did retain a sizeable stock of serviceable locomotives, as a precaution in case some major unforeseen issue might afflict the new diesel fleet. Thus, many locomotives were not officially withdrawn until the end of 1965 - but for the historian, it is important to note that doesn't mean that steam was in use until then. Far from it - not one of the reserve locos would ever turn a wheel in traffic again, bar the few used on the 1964 all-Ireland RCTS steam tour. Most would be scrapped, but as we know, ex-GN 131, 90, 184, 186 and 461 would find their way into active preservation, with the old No. 36 plinthed in Cork. West Clare 5c was by now plinthed at Ennis on the site of the former WCR loco yard. Two Cavan and Leitrim engines and one T & D would survive, but that's for another day. The UTA proceeded to overhaul nine steam locos, of which five were "Jeeps", one "W", and two GN 0.6.0s. Ex-SLNCR "Lough Erne", now also numbered 27, had just emerged from the works and would spend all its UTA life shunting around York Road. With CIE now all diesel, the Dundalk banking (steam) engine was gone. G614 had appeared at Dundalk as a shunter, and it would have been utterly incapable of banking anything heavier than a Dunnes carrier bag. Thus, the northern section of the goods train, now worked almost entirely by "Jeeps", often did two runs between Dundalk and Goraghwood. Ex-GN SG and SG2 class 0.6.0s would occasionally work these trains, having the same haulage power as a "Jeep", but these GN engines stayed mostly on the Derry Road, where they were very much to the fore on goods traffic. Unusually, Queens Quay (the erstwhile BCDR terminus) refurbished five ex-GN AEC railcars, as well as its usual diet of Bangor line MEDs (the single least comfortable railcars ever to run in Ireland; albeit only marginally worse than the utterly dreadful NIR "Castle Class"*). Several new Portadown locals were specifically in the hands of ex-GN BUT cars. As these cars had no forst class, they were particularly allocated to these services which were advertised thus as second class only. And just like West Cork, Warrenpoint station was completely refurbished and repainted. Closure couldn't be far away! An ex-GNR bogie parcels van, 780, appeared from Dundalk paint shop in black'n'tan; while F501 was taken to Inchicore and the ex-GN steam crane was sent with match trucks to Waterford. By June, a pogrom of small rural intermediate stations had occurred. No less than 33 stations closed completely, with another 20 surviving only for certain types of traffic - this was usually goods of some sort, with passenger services withdrawn. And from the bizarre to the ridiculous; the last two trains into Athboy were worked the whole way from Dublin by G612! (They must have departed just before the Great Famine....). One, on 29th March had eight cattle wagons, and the following day the other - the very last train on the line - had seven cattle wagons from Loughrea Fair, plus four empty wagons for the collection of signalling equipment. Now the line was shut. The Oldcastle line, by contrast, required A34 to handle 24 wagons on the goods the same day! A55 would take the last ever train - 20 wagons and van - out of Oldcastle the next day. TO BE CONTINUED (* The term "450 class" for these abominations in recent years appears to be a gricer term - railwaymen always called them "Castle Class". And no railwayman EVER referred to the 80's as "Thumpers". Dammit, do they LOOK narrow gauge?).
  24. 1 point
    I did not manage to get many photos of other layouts at Cultra on the 10th November. A few that i did get were Castlederg a truly impressive layout. Another one was of Obins street Some of the others have already been posted above by Irishrailwayman MikeO
  25. 0 points
    It is very disappointing to hear the announcement that the running model will now be in Gauge OO scale, it was inevitable I suppose with the way the County Council design team ignored the scale of the Fry Layout and chose a facility & extension not compatible with what would be required. A large Gauge OO layout will be a delight to have but will in no way personify, compare or pay homage to the Fry Layout. This may not matter to the general public, but in my opinion, and others, dilutes and seriously diminishes the impact and essence of what the Fry Model is, or from now on- used to be. There is a belief on the part of the design team that the Gauge O models cannot be restored to running condition (the original Fry Models are restricted from running) or new stock prepared on the basis of the cost- 1.5 million Euro was left by Mr Gaffney, which is now probably over 2 million Euro on deposit, for the restoration of the Fry Model and housing the exhibit in the Casino, of which the majority of this money the Council has decided is going on the building and interior display systems and a very small proportion of the bequeath is going on conservation of the models and the building of the Gauge OO layout. In my opinion this is wrong and has come about because of the lack of understanding of what the Fry Model is, it's scale, and the fact that there was no 'Qualified' person on the design team to represent the Fry Model and to promote the restoration of the models and keep the running layout at Gauge O scale. Also ensuring an adequate proportion of the funds went towards the exhibits restoration and additions in the future. I have not seen the interior design for this project, but on reviewing previous work the appointed interior design company has done- it's minimalistic, with very modern feel, a design company that will spend far more money on interior finishes, display cabinets and display systems than the Council has decided to spend on the actual exhibits. There is also additional money being put into the building project by the Council on behalf of the Irish people! I made several attempts to offer assistance to the Action Team for the Fry Model, and to the County Council, but my assistance was flatly refused and ignored. I did make submission during the planning process and was successful in having a few alterations done to the design- but the main point of 'Scale' was ignored. An opportunity lost, it could have been so much better, though it would have required a larger budget and a lot more visionary thinking and planning on the part of the design team to achieve it. It is great to see the project proceed, although in diminished form. Eoin

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