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Mayner

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Mayner last won the day on September 22

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About Mayner

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  • Biography
    Born Dublin, lived most of my life in Dublin and the UK. One time builder, moved to New Zealand several years ago. One time WHHR Volunteer Portmadoc, track ganger, diesel loco driver and bulldozer driver, plant operator, now an Armchair

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    Hamilton, New Zealand

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    My family, solving problems, anything to do with railways, travel, blues, rock, jazz, stirring thing

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    Fun Police

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  1. Mayner

    Class 141 1E 171 Murphy models

    Its just about possible that B165 worked over the Derry Road, B141-B177 were all entered service in 1961 and were initially concentrated on long distance and express passenger work. They were more reliable than the Metrovicks and an obvious choice for the Lough Derg pilgrimage trains where a breakdown on the single line west of Portadown would have been highly disruptive. You could always run with the scenario of the Derry Road remaining open with Strabane continuing as a rail head for Donegal with B141s working the heavy cross border goods traffic from Dundalk.
  2. I though it would be useful to apply the EMGS standard to Irish 5'3" gauge to help people weight up the pros and cons of modelling in 21mm gauge and to make an objective comparison between working to P4 or to EM/OO fine wheel and track standards. In particular to dispel the misconception that 21mm EM profile wheel sets are substantially wider than P4 wheel sets and it is necessary to reduce the gauge to 20.2 (Irish EM)or increase clearances between splashers/side frames & w irons to accomodate the greater width. EM & P4 standards were developed by groups of modelers in the UK who aspired to a higher standard of modelling than was achievable with models and components available in 4mm scale during the 1940s and the 1960s. P4 adapted a wider gauge of 18.83 compared with the 18.2 adapted by the EM Gauge Society combined more significantly with more prototypical running tolerances and wheel profiles. Closer running tolerances in combination with finer flanges and wheel tyres demand a more precise standard of baseboard, track and wheel assembly than required in EM or OO. Some form of springing or active suspension is usually required in P4 though not absolutely necessary if working to OO/EM standards. One P4 modeler raised controversy in a recent-ish Model Railway Journal by running stock with EM profile wheels on P4 track in order to achieve reliable trouble free running. 21mm modelers appear to mainly work independently or in small groups and have tended to develop standards on their own initiative rather than through groups. Tony Miles pioneered fine scale 21mm developing a similar set of wheel and track standards more or less concurrently with the P4 Society. Tim Cramer published an article on modelling in 21mm in the Railway Modeller in 1972, using proprietary OO/EM wheels set at a back to back of 19.5mm. I started working in 21mm in the mid 1980s building locos and stock though did not have time or space for a layout. I got involved with the MRSI Loughrea group when I returned to Ireland in the mid 1990s and had a pleasant surprise when my locos and stock some with quite fine wheel ran on Loughrea. Interestingly I had no problems running locos and stock with EM/OO finescale wheels set at 19.5mm back to back through the pointwork on the Loughrea layout, though it was necessary to reduce the back to backs on wagons fitted with older wheels with a coarser profile to 19.3mm which correlates with the EM standard. Note on tyre width and back to back One of the major differences between the P4 and EM gauge standards is that the P4 standard specifies min-max tolerances for back to back gauge and tyre width while the EM standard specifies specific values. Provided the back to back gauge and tyre width does not exceed the standard the overall width of a 21mm OO/EM wheel set is marginally narrower than a 21mm P4 set at maximum tolerance. for back to back and tyre width. In practice Ultrascale , Gibson OO/EM wheel sets do not exceed the 2.27mm tyre width specified in the standard and excessive wheelset width width is unlikely to be a problem. Interestingly the majority of my steam locos are fitted with Sharman B profile wheels (alas no longer available!) these wheels have a tyre width of 2.07mm very close to the 2mm max specified in the P4 standard! I have included WCG or Wheel Check Gauge (Back to back +1 Effective flange) although not identified in the EM Gauge Trackwork Standard In some of his works on trackwork and rolling stock, Iain Rice identified that the "Wheel Check Gauge" (distance measured between the rear of one flange to the face of the opposing flange) rather than the back to back gauge as the vital constant in assuring the correct relationship between wheels and track. The WCG becomes particularly important when wheels with different flange thicknesses are used on a layout (e.g. mixing scale wheels like Ultrascale & Gibson with universal wheels from rtr manufacturers). Scalefour Digest 1 Track and Wheel Standards.pdf EMF Standard for Irish Broad Gauge Track.pdf
  3. Mayner

    Wagon Underframes

    The GNR (I) cement vans and CIE pallet wagons had RCH style brakes similar to unfitted BR Mineral Wagons and older tank wagons, i.e. the lever operated the brake shoes on one side only. The most noticeable spotting feature are the double V irons on each side and the absence of a cross shaft and Morton clutch.
  4. Collision avoided !. Porter had cleared up starting signal to call 3T forward to take water, before setting back into the loop to cross the Mixed. The C&L used staff and ticket working with station master or porter operating the ground frame. The likliehood of a head on collision was low with this type of working provided everyone followed the rules. Station Master was responsible for handing the driver the staff or or showing the driver the staff before leaving the station, but the Clogher Valley came close to a "corn-field" meet with two cattle specials near Caldon. Tynan sent one loco off a double headed fair special back to Aughnacloy on a Ticket to pick up a laden cattle train, while the second loco made up a train for Aughnacloy. Some how or other the laden train left Aughnacloy on the same Ticket while the empty train was already in section from Tynan with the staff. Luckily enough the train crews saw each others smoke and managed to stop in time. 3T waits in the loop as 6T arrives with the mixed. Busy time of day at Keadue with 2L on shed & 8L running off the turntable. Even in CIE days the Arigna-Sligo section operated more or less as two separate railways with mixed trains from Sligo & Ballinamore terminating and returning to their respective terminals with only coal specials running through from Arigna to Sligo
  5. Looks like Binghampton & Binghampton will part company. Wife had a look at the new set up decided the N gauge was too high to be seen and suggested moving to a new larger L shaped site on the opposite side of the room, and the display shelves above Keadue becomes a bookshelves. So I thought I would stage some photos of the old order rather than run a last train! Downtown Binghampton mid 1970s. RS11 5005 leads a pair of RS3 diesels on a freight from Bufalo, while PA1 diesels 16&17 await entry to the yard, meanwhile a pair of Baldwin Shark Nose diesels switch some local industries. In the 60s & 70s the real Delaware and Hudson was famous for its colourful mainly Alco diesel fleet, downtown Binghampton was famous for the parallel Erie & Delaware Lakawanna & Western main lines surrounded by buildings seemingly straight out of a Walthers catalog. Very early 1980s a pair of Alco C424m Century diesels and an RS11 drag a freight out of the D&H Bevior St Yard while a U23B diesel waits at the loco servicing facility. The C424m were the last Alcos added to the D&H fleet, the real Bevior St yard closed around the same time and traffic transferred to the ex DLWR Yard. There was a real feed mill in much the same location the small silos were used for storing coal not ideal next to a feed/grain store!. While the two modules could be operated as a self contained switching layout, this module acted as the yard throat for a 5 track marshaling yard. A pair of SD45 and General Electric U23 & U 30 diesels wait in the loco servicing tracks. The Kato U30 were the first N gauge diesels to have low friction drives, the U30 & SD 40-45 argubly the best N gauge chassis of the early-mid 1990s. The U23B is one of a pair with shortened Kato U30c body shells on Atlas U28B chassis. At the time Kato manufactured Atlas HO & N Gauger locos. Rare colour photo of 3T arriving at Keadue on a laden coal train. Something radically wrong with the signalling system at Keadue ! Both home and starting signals off while 6T & 3T approaching on main line with opposing trains! C&L No 4 & No 8 on shed Shaky photo from van at rear of train, railfan photographers cars pulled over to side of road as 6t leaves roadside section with mixed New home for the N gauge just need to re-locate everything else!
  6. Applying a little bit of lateral thinking, it would be simpler to fit a replacement chassis(& preserve the re-sale value as a OO model) rather than attempt to widen the existing chassis or thin the backs of the w irons to fit 21mm wheelsets. I used the 20' flat wagon fret to illustrate the concept, the flat wagons had lighter underframes, brake shoes on one side and tie-downs for securing loads. The width over solebars of the IRM & JMD underframes are very close, the use of metal allows a closer to scale thickness solebars and W irons leaving adequate for 21mm gauge wheelsets on 28mm axles. The hopper body would fit to the underframe in a similar manner to the IRM model, the kit would include end braces and other details so that there would be no need to butcher the IRM chassis to complete the conversion. The conversion kit would have the heavier solid w irons and brake shoes on both sides used in the hopper and cement bubble underframes. Please reply on this thread or send a PM if you are interested, the conversion kits would be supplied in sets of 3 complete with 28mm non-magnetic axles and castings , buyer to supply wheels. I will re-master the springs and dampers as I am not 100% happy with these castings, which is the main reason I have not introduced the flat wagon kit.
  7. Not sure I will have to put 463 on a rolling road and hook her up to a set of amps 😁. It can get a bit much when I am using 463 quite late in the evening to set up the trains for the next operating session, Phoenix have a volume switch but like kids no mute button! The Jackson County has to compete with Kiwirail main line freight and shunting services along the nearby East Coast Main Trunk Line 9.29-10.31,events at the Claudelands arena & across the river at Waikato Stadium and next door neighbours who love have a regular afternoon music session.
  8. Spring has finally arrived. Newly acquired K27 463 had her damaged pilot repaired and has been fitted up for battery remote control with a Deltang receiver/electronic power controller and sound system re-wired with the chuff timer set up on a driving rather than a tender axle as on my other locos. Although the loco was in very good condition, her pilot was damaged and may had a nose dive at some stage similar to my C19 #348 The idea was to capture the sound of the driving wheels slipping, though in practice 463 stalls when overloaded rather than kicking up a racket slipping. Today I managed an operating session of sorts while catching up on the gardening. In spring the old RGS used to run stock specials to return sheep to high pasture for summer grazing K27s 463 & 464 teamed up to work the empties back to the DRGW interchange along with some general freight. 463 is fitted with a Phoenix sound system similar to 464 but is a noiser and has an interesting echo whistle, the matt black/grey stock cars are part of a recent purchase, I am planning to tone down my existing stock cars with a flat finish to achieve a similar effect. The train has crested a grade and is starting to pick up speed on a long down grade. 463 has just arrived at Utah Junction, helper engine C19 348 & caboose have just turned on the wye and is waiting in the clear. The train will reverse its direction here before climbing the High Line to the DRGW interchange 463 and the rest of her train the High Line branches off behind the train in the distance and climbs on a 4% grade to the staging yard in the garden shed. The timber track base has started to dry out following the long wet winter, interestingly the timber is in good condition with little weathering after over 10 years use possibly because it was covered by a layer of ballast. #348 & her caboose have set back along the main line past the wye allowing #463 to draw forward. #464 waits at the clearance point while 463 & the front portion of her train draw forward past the West Switch of the wye. #463 has cut off her portion of the train and draws forward past the east switch of the wye. #463 turns on the wye before picking up her cars and drawing forward onto the High Line. Currently the tail track of the wye is only long enough for a loco and one car, once its extended it will be possible the turn a complete train without the need to divide and re-marshall. #463 has picked up her cars and has drawn forward on to the siding to take water. Once she's clear #464 will draw forward and repeat the exercise with her portion of the train. #464 and the 1st portion of her cars couple on. Once #463 & #464 and their cars have drawn clear #348 will grab the box cars then hook on to the rear of the train. The whole ensemble complete with helper locomotive and caboose will draw forward along the main line, before setting back to pick up the caboose, the whole train will then set back eastwards along the main in order to get a good run at the high line. All went well until the radio transmitter for 348 failed as I was putting away the last portion of the train, fortunately it was still light and 348 was in a reachable place! The general idea is to set up regular operating sessions, once some of the operating bugs with trackwork and stock is sorted
  9. Mayner

    Irish Railway Models 21mm Conversions

    I haven't touched mine the ballast requires significant alteration to convert to 21mm gauge, while 21mm wheel sets will fit between the w irons of the cement wagons. Sourcing 21mm wheel sets and suitable axles is an issue at the moment as Ultrascale have ceased to accept new orders apparently due to a significant backlog of work, business previously worked on a 9-12 month lead time. The Scale Four Society used to supply suitable axles, wagon w irons and track gauges, but I am unable to comment on the current circumstances. North Yard in New Zealand may supply a 28mm 2.03mm brass pinpoint axle. northyard.co.nz item no 471 catalog. I have used a combination of Ultrascale 21mm gauge wheelsets expensive but very high quality and Gibson wagon and coach wheels on 28 mm axles from various sources and 26mm pin point axles extended to 28mm by cutting and sleeving with 2mm bore brass tube sourced from Eileen's Emporium https://eileensemporium.com/ Personally I find it a lot simpler to assemble a kit to run on one of the wider gauges (I went through a BR EM gauge fad) than to modify a rtr wagon to a wider gauge. The issue with wagons with skeletal framing like the ballast and cement bubbles is a bit more complex as there is no floor to hide the w irons and compensation units which provide the free running. Some conversions I did earlier. CIE Pallet Van from a Parkside BR kit solebars moved out 1mm each side brake gear lined up with tyres. H Van improvised from Parkside BR ply van kit SSM 26mm w irons one axle compensated. Gibson wheels axles extended to 21mm by cutting in two and sleeving with 2mm brass tube. SSM Irish Railway Clearing House standard open wagon. Gibson wheels axles possibly sourced through S4 Society sales officer.
  10. I am planning to release the kit in January 2019. I am looking at the option of supplying the kit with wheels gears and motor, but the position with the supply of motors and suitable wheels is uncertain at the moment and I am waiting clarification on availability from the suppliers. The loco and tender kit includes parts to assemble the loco in either later MGWR or CIE condition with alternative cabs, springs and tender coal rails/plates. The GSR cut crescent shaped holes in the valences of MGWR locos from the 1930s onwards. Although I have formed a half etched rebate on the inside of the valence to assist in cutting out the crescents (drilling & filing), I am looking at the option of supplying locos with this detail etched through for late GSR/CIE locos. Pricing information: MGWR Ks CIE/GSR 650 Class . 0.40mm etched brass loco and tender body with nickle silver chassis, whitemetal detail fittings including boiler fittings, buffers, tool boxes, springs and axleguards. Brass top-hat wheel bearings, turned brass handrail knobs and straight brass wire for handrails and ejector pipework. $240.00 NZ approx €135.00 ₤121.00 shipping approx $20NZ 10% deposit on placing order. Balance prior to dispatch. payment by Paypal to majral@xtra.co.nz Please state whether you prefer the valences pierced or solid. Motorising Kits. My preference are Markits wheels for OO gauge locos, with a High Level Road Runner + gearbox , Mashima or Canon motor. Markits wheels are ideal for layout locos with cast metal centers and are self quartering on stainless steel axles with squared ends and generous tyre width suitable for Peco and other "Universal" track systems. The Markits wheels have the added advantage that they can be set up "live axle" eliminating the need to fit power pick up, the loco and tender picking up power "American Style" through the frames. Unfortunately suitable driving wheels for the 650 Class are currently out of stock and unlikely to be available for another 3 months. Alan Gibson Workshops supply a large range of plastic centered "push-on" wheels which require greater care in set up than Markits wheels, require separate power pick ups and their OO/EM wheel has a narrower wheel thread closer to EM & OO Gauge Societies Standards than the Markits wheel. I would recommend a 54:1 gear box for a realistic top speed for a mixed traffic loco. Estimated pricing information motorising kits: These rates for the supply of motorising kits are provisional and are based on a minimum order to the suppliers for 10 sets of parts. Motor and gears $74 approx €42.00 ₤38.00 Markits wheels, axles, crankpins & axlenut covers $94 approx €53 ₤48.00 Prices quoted do not include local sales and purchase tax and may be subject to these taxes on importation
  11. Mayner

    eBay Watch

    You get some interesting ones where either the dealer has no idea of the market for model trains or are simply trying it one. This tender was originally listed around $1700 close to the going rate for a complete loco and tender about 12 months ago, an antique dealer had a brass railcar listed for about twice the market proce for about two years before withdrawing the item https://www.ebay.com/itm/Accucraft-Large-Scale-D-RGW-Bumble-Bee-Tender-Only-1-20-3-Model-Train-Electric/112148162447?hash=item1a1c8d278f:g:0E8AAOSw4shX54a3
  12. Don't remember that far back was only a toddler then 😁. I have a Busch UFO to add to the layout, one of the Aliens has taken up residence in the Diner as the energy beam is gone missing. http://www.busch-model.com/moba/info1010.htm.
  13. I built a modular N gauge American layout before we left Ireland for New Zealand, the layout has basically been in storage for several years as I concentrated on Large Scale American narrow gauge and Irish broad and narrow gauge modelling. The N gauge was almost forgotten until I announced that I was going to run a last train before storing/getting rid of the layout to make some space for a long planned Irish 21mm gauge layout. In brief wife and daughter put the pressure on and the N gauge got a reprieve and after a bit of horse trading is now set up in the office with Keadue my Irish 3' narrow gauge layout. Anna taking in the view at Keadue, Binghampton set up temproarily overhead. The basic idea is to replace the N gauge baseboards with something shallower(possibly foam board with softwood trim) so we don't need scaffold to operate the layout and act as a lighting pelmet for Keadue and form a proscenium arch to to complete the staging of Keadue. I will probably scrap the N gauge baseboards and revise the track layout, the module was designed as a junction between two main lines a loco depot an approach trackage to a yard and is a bit spread out for a self contained unit, (the yard modules were dismantled a couple of years ago. Dinosaur switching cars unfinished bridge on left. 2 L approaching Keadue with an empty coal special from Sligo/Boyle? The layout has had a clean up, signals & trees replanted after the cats departure. 2L was built from a Backwoods Miniatures kit around 1994-5 and is due a rebuild with a new gearbox to improve slow running. Coal wagons have one piece cast resin bodies on Backwoods Miniatures chassis. I experimented with different camera settings to maximise depth of field. Coal stage is scratch built from individual wooden sleepers signals are SSM. One of the major jobs left on the layout is to fence the lineside! General view of station buildings and village. The building are scratchbuilt using a combination of Wills Scenic sheets and plasticard. Wagons are fitted with Kadee HOn3 couplers which are more reliable that the N gauge couplers originally used, but I am looking at moving to B&B hook and loop couplers as they appear to be more reliable with 4w stock. These have a delayed magnetic uncoupling similar to Kadee, are unobtrusive and in-expensive (I have used them with 4mm British outline stock and found them to be very reliable)
  14. Mayner

    650 Class test build

    Almost anything is feasible but re-gauging an assembled chassis from OO to 21mm would involve a certain amount of wasted time and effort. Dismantling and re-assembling the chassis would basically involve replacing the OO frame spacers and motion bracket with 21mm gauge parts supplied with the kit, replacing brake riggings (0.7mm wire), replacing loco and tender axles this would only work with Alan Gibson or Ultrascale wheels. Ultrascale probably supply the best quality wheels in 4mm and will supply 21mm gauge wheel sets, but have ceased to take new work on account of an order backlog. Alan Gibson supply suitable wheels, but axles have to be cut to length for 21mm gauge. If you are thinking of changing gauge at some stage in the future a better option might be to build a second chassis so that you have the option of running the loco on either OO or 21mm gauge. I can supply an additional chassis fret with the kit or at a later stage if you decide to re-gauge or build a second chassis.
  15. Mayner

    650 Class test build

    The chassis is designed to be assembled in OO or 21mm gauge. The OO gauge chassis basically folds up into a box structure, conventional L shaped frame spacers are used in 21mm with slots and tabs to aid alignment. The bending jig is basically a section of round tube or bar of suitable diameter bolted to a section of rectangular bar or box section with a fixed stop. I basically use round bar/tube of differing diameters to form curves in sheet metal. Crude but effective I originally used the jig in combination with rolling bars to for the elliptical roofs for my 4w van kits. The raised smoke box rivets are formed as part of the photo-engraving process by etching half way through the metal to produce relief detail, the same process us used to represent raised coach panelling. An alternative is to mark the position of the rivets by etching little dimples on the reverse of the metal and then punch the rivets using a riveting tool, I used this technique with the "Inchacore" pattern cabs where the riveting pattern varies considerably from locos to loco.
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