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Mayner last won the day on June 10

Mayner had the most liked content!

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About Mayner

  • Rank
    Senior Member


  • 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


  • Location
    Hamilton, New Zealand


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


  • Occupation
    Fun Police

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  1. Mayner

    Class 800 Gauge O CNC Parts

    From the early 1900 up to the introduction of the Britannia Pacifics in the early 1950s 3-4 cylinders was basically the standard for large British express steam locos due to the improved balance of 3-4 cylinder layout and reduced damage to the track. The trade off was increased build and maintenance cost compared with a 2 cylinder machine. The 10 GSWR 400 Class 4-6-0s were introduced in preference to building more large inside cylinder Class 341 Class 4-4-0s as the 4 cylinder layout of the 4-6-0s was considered to be easier on the track than the 341 Class. The GSR eventually rebuilt 8 of the 400s to a 2 cylinder layout and scrapped the un-rebuilt locos to improve reliability and reduce maintenance costs. In the early 1920s the LSWR N15/GSWR 500 Class/GWR Hall/LMS Black 5 basically set the UK & Irish standard for the modern 2 cylinder mixed traffic 4-6-0 capable of express passenger and goods work, BR appears to have adapted the 2 cylinder layout for the Class 7 Britannia pacifics as they were considered to be mixed traffic rather than an express design, the solitary BR Class 8 Pacific the Duke of Gloucester which had a 3 cylinder layout similar to the 800 & Vs Class rather than the 4 cylinder layout used in the LMS Class 7 & 8 pacifics and GWR Star/Castle/King Class 4-6-0s
  2. Mayner

    Dugort Harbour

    CIE had a habit of leaving un-economic bus routes in rural areas to private enterprise. CIE carefully avoided running a staged service to Castletownbere and Glendalough and quickly gave up on Thurles-Clonmel once it abandoned its rail passenger services. Fuel oil to the Dugort Harbour fishing fleet rather than the occasional internal user tank wagon, would probably be a more likely traffic and tie in with the original purpose of a railway built to stimulate the fishing industry in the West of Ireland. To quote Eoin there appeared to be 45gal oil drums or barrels every where at Valencia Harbour in CIE days, the barrels may have been for use on the island before the opening of the bridge in the 1970s rather than fuel for fishing boats. The County Donegal used scaled down tank wagons to service the Killybegs fishing fleet, the Swilly also had tank wagons ,so ESSO or Irish Shell Class A tank wagon with silver tank barrel and red solebars would make a nice contrast to CIEs grey and green rolling stock. Bachmann produce passable models of these older cradle mounted tank wagons which survived in traffic into the early 70s. https://www.track-shack.com/acatalog/Bachmann-37-684A-OO-Gauge-14-Ton-Tank-Wagon-ESSO-Bachmann-37-684A.html. Most branch terminals (including Cahirciveen) and some through stations had small oil depots since the 1930s. Some had vertical like Bantry others horizontal tanks. Ratio produce a passable fuel depot https://www.track-shack.com/acatalog/Peco-Ratio-529-OO-Scale-Oil-Depot-Peco-Ratio-RT-529.html The other common wagon at Valencia Harbour was the ventilated version of the outside framed Irish Railway Clearing House & GSWR van most likely used for fish traffic on the afternoon "Perishable" to Farranfore which connected into the Up Tralee-Mallow & Cork-Dublin Night Mail trains to arrive in time for the Dublin Fish Market. The simplest solution might be to replace these with green CIE H vans no doubt introduced to replace the pre-amalgamation vans used for perishible traffic, or modify a few Provincial Wagons GNR standard vans with plasticard louvers to resemble the older vans. L
  3. Mayner

    Class 800 Gauge O CNC Parts

    The balance weight on the leading drivers would most likely compensate for the loading from the coupling rods, the inside crank for the cylinder I would be interesting to work out the relative positions of the driving cranks on a 3 cylinder loco like 800 or a Royal Scot, perhaps a visit to Cultra to solve the mystery?
  4. Mayner

    barrow street

    Very impressive model and structure. Generally with a building of this nature 1-2 floor levels of composite steel decking are installed before the concrete topping is laid, depending on type of decking and span the decking may or may not require propping. These days edge protection and safety netting would be installed to a floor level before the composite decking is installed on a level. The steel decking acts as a crash deck for workers (typically steelfixers & concrete layers) working below the structural steel erectors. Floor design and construction loadings with composite slabs is critical, I had one near miss on a project I was managing about 20 years ago and investigated a couple of composite floor collapses, in two cases the decks were supposedly designed to be self supporting. Service installation/interior fit out can take place on the lower levels once slab meets minimum required strength, it gets a bit more complicated where propping is required as it may be necessary to back prop to lower levels of the building. Generally the planner/project manager would avoid installing cladding to an elevation until structural steelwork and concrete works are complete to the full height of a building to eliminate the risk of damage to the (very expensive) cladding.
  5. Mayner

    barrow street

    Hi Warb. Nice to see a model of a Composite floor system. Are you modelling the building under construction? Combination of building elements, shuttering, cranes and other plant would make an interesting and very different model.
  6. Mayner

    Baltimore Lifeboat

    Similar timetable and operating methods to Glasgow-Forth William & Mallaig line 3-4 Albert Quay-Bantry & Baltimore trains worked by pairs of 2700 railcars (with gangways) splitting and combining at Drimoleague, possibly a single car Sparrow if the Clonakilty branch survived. It would have been interesting to see how passenger figures would have worked out if CIE had introduced railcars on the West Cork branch lines and operated a more frequent service with better rolling stock on the branches. The main line was worked by a single 3 car AEC set and goods and branch line services by a trio of C Class. Two of the locos worked the two daily main line goods trains and the Baltimore-Skibereen branch connections, the third loco was more or less captive to the Clonakilty branch. There was no connection to Clonakilty out of the morning Cork-Bantry railcar after the Courtmacsharry branch was diesilised. as the morning mixed from Clonakilty to the Junction returned as a goods in order to work an as required trip to Timoleague and Courtmacsharry.
  7. Mayner

    Class 800 Gauge O CNC Parts

    Hi Eoin What make/model of cnc profile milling machine are you using?
  8. Mayner

    Limerick Junction changes

    Those of use over a certain age tend to see the railways of the past through rose tinted glasses. Passenger traffic was in decline from after WW1 up to the mid-late 1960s when BR & CIE started to concentrate on what we now call Intercity services, mainly because more people could afford to travel on account of the 60s boom and growth in 3rd level education. Freight traffic remained more or less static and CIEs road and rail monopoly a sitting duck once road transport was liberalised in the early 1990s. I certain respects Ireland's railways North & South have never been in a better condition with relatively frequent passenger service on the main routes with modern rolling stock and adequately maintained infrastructure, no place for the run-down railway of most of the pre-2000 era with infrequent services, worn out infrastructure and rolling stock. Most of freight traffic on Ireland's railways was based around exporting livestock or manufactured. Ireland has developed a highly successful agri -business based on exporting high value goods by road direct from the factory to the UK or European Market rather than cattle on the hoof through The North Wall, Belfast or Waterford. Manufacturing has moved in a similar way with most IT, Pharmaceutical & Chemical Manufacturing clustered around Cork and Dublin Ports and the Shannon Estuary. Coca Cola in Ballina is something of an exception and no doubt a hangover from subsidising the transport costs of businesses in the west. Internationally railfreight is moving away from the railway goods yard to new purpose built terminals often owned and financed by the railfreight customer, its telling that this has only recently happened in Dublin Port and DFDS struggled to fill the spaces on their very short Ballina-Waterford liner. Distances in Ireland appear shorty and traffic too light for rail to take on the Line Haul between posts and distribution centers for logistics and shipping companies, 18 wagon 36TEU container trains are unlikely to compete on cost and time with road freight. The continuation of railfreight in Ireland up to 2007 was largely supported by dominant/monopoly manufacture of beer cement & fertiliser. Craft breweries are giving Diagio a run for their money, Irish Cement has long ceased to have a monopoly of cement manufacture, IFI is history farmers are moving away from urea and nitrogen fertilisers on account of cost and environmental issues. Perhaps there is a case for Tipperary & Waterford County Councils to come to the party and finance a more frequent Limerick Junction-Waterford passenger service and a Waterford Line platform at Limerick Junction
  9. Mayner

    Signalling diagrams

    Track layout looks suspiciously like Loughrea without the carriage siding road, its unlikely that the loco release turnout at an Irish branch line terminus would be controlled from the signal cabin or ground frame unless the passenger platform extended to the buffer stops. Movements from the main line to run round loop or down siding is more likely to be controlled by hand signal from the cabin than a signal arm or disc. The Home signal would be held at danger and an approaching train brought to a stand, before the signal man would change the points for the diverging road and flag the train into the siding or loop. Discs were usually provided to control movements from a loop or siding to a main line, I am not sure whether a cattle special would depart directly from the cattle bank or set back onto the platform road to attach the guards van. Levers controlling signals facing point locks and turnouts are usually numbered sequentially in direction in a lever frame in this example 1-5 control movements along the main line in the down direction, 6&7 are spare & 8-10 control movements in the up direction. Signalling likely to be a fixed distant, (1) Home Signal (2) Facing Point Lock Main to Down Siding (3), Turnout & Trap Point Main to Down Siding. (4) facing point lock Crossover Main to Loop (5), Crossover Main to Loop. (6,7) spare (8) Up Starting Signal, (9) Disc Loop to Main Line, (10) Down Siding to Main Line. From a signalling point of view it does not matter whether a turnout is single or tandem (3 way) The Fixed Distant could be moved out and an Outer Home signal provided approx 1/2 mile out from the home to allow shunting to take place on the main line when a second train is approaching the station, Loughrea had an Outer Home signal though Ballinrobe a station handling a similar level traffic had a simpler signalling layout without an Outer Home
  10. Mayner

    Bargain Watch

    Looks like a D&M Models 2600 Arrow Railcar set. Will be interesting to see what it fetches
  11. Mayner

    First Look at the IRM Tara!

    The initial shipments of ore from Tara were exported through Foynes in Byrtes wagons as the Tara Mines Terminal at Gouldings wharf was blacked by former Goulding Fertiliser workers holding out for better redundancy terms. I don't know the background around the Tara Ore exports through Arklow. Arklow appears to have been trying to compete with Dublin Port for bulk cargo around the same time when Cawoods coal was imported in containers and was transported by rail to destinations on the IE & NIR networks. The main drawback was the absence of a rail connection to the port, which ironically removed in the 1850s when the DWWR extended its line to Arklow and diverted ore traffic from the Avoca Copper mines to DunLaoire rather than upgrade the existing ore tramway to Arklow Harbour.
  12. De Selby's RM Web GNR (I) Vs Class loco building thread contains a lot of information on assembling the SSM "Merlin" kit. http://www.rmweb.co.uk/community/index.php?/topic/98951-gnr-ireland-vs-class-4-4-0-a-skritchbuild-in-4mm/ De Selby used the SSM V Class as a basis for scratch building the more modern Vs 4-4-0 which had a lot in common with Merlin and includes a useful step by step on assembling, bolier chassis and cab.
  13. Mayner


    I like the way you are modelling the station and overall roof off scene, saves more room to model the yard and approach tracks. Several goods sheds including Tuam, Gort, Claremorris were converted to cement stores with access for forklifts when the pallet cement wagons were introduced around 1978. Goods sheds were no longer required for sundries/general goods traffic with the introduction of the 10' & 20' Uniload Containers & Bedford trucks with tail lifts for local deliveries. H vans were retained for a while for trainload movements of empty kegs to Guinness breweries for example Dundalk to Kilkenny
  14. Mayner

    GSWR 6w Bk3rd from a SSM kit

    Its been an enjoyable build everything fits together so well, my only reservation is the thickness of brass is a bit whippy for the inside bearing under frame parts, I may assemble the 1st with putside bearings and a hollow middle axle to go round curves. Same problem with verdigris with the Saphire 'no clean flux" on brass, dipping the model in boiling or hot water seems to do the trick, without the need for detergent.
  15. Went a little off the rail recently adding more locos and stock. The excuse was that another Mudhen was needed to handle the traffic and as insurance against the day 464 breaks her frames or the motion falls apart with metal fatigue, more freight cars were needed to cope with the stock rush and mine traffic just like the old RGS. 463 an early Accucraft model brass construction with stainless steel motion and tyres, should outlast 464 though motor may need replacement at some stage. Loco is currently track power will convert to on board battery r.c., loco is fitted with a Phoenix sound system similar to 464. 464 brings in her train, the "new" stock cars and box cars appear to have been sprayed with Testors Dull Cote or some form of flat finish to tone down the factory satin finish. 463 waits on the siding to be cut into the train as helper as 464 runs past on the main with a cut of stock cars. 463 now cut into the train as mid-train helper. The RGS depended on hired DRGW Mudhens to move its heaviest trains from the late 1930s onwards, even in its final season of operation mid train helpers were needed to handle the Autumn stock rush and final ore trains. The loco shed is due to be replaced with a brick roundhouse more typical of the area and a timber coaling tower, some day I might even get round to building a depot

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