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Everything posted by Mayner

  1. A CDU would probably increase rather than decrease the risk of blowing up one of the LS110s. Luckily enough I was able to re-use the old lever frames and cable looms from the old layout and one of the frames is now hardwired into the yard section of the new layout. Funnily enough I used Triang lever frames to control the Seep point motors in the main yard and DCC to control Peco point motors in the staging and a crossing place on the old layout. I still have a hankering (and most of the hardware) to build an American main line layout controlled by a JMRI CTC panel with the LS110s controlling signals and switches
  2. I am planning to use Lenz LS110 Accessory Decoders to control Seep Point motors. Does anyone know if it is feasible to control two point motors used in a crossover from a single accessory decoder output? The unit appears to be unable to reliably operate a crossover with the pulse set at the default 0.1 sec. Would increasing the pulse duration and or increasing supply voltage above 15V/1A DC improve operation or potentially burn out the decoder? The decoder load capacity 1.7A continuous 3A peak (max 20 sec) (individual & whole decoder) supply voltage 8-25V pure DC or 8-18v AC or pulsing AC. The pulse duration for solenoid operation can be varied between 0.1 & 15 Sec.
  3. I have gone back to analogue operating the points with some very old Triang lever switches salvaged from the old N Gauge layout. Apparently the Seep pointmotors can draw up to 4 AMP and potentially overload the Lenz LS110 decoders.
  4. Mayner

    Roundhouses in Ireland

    Interesting no obvious sign of a goods yard. Goods traffic seems to have almost been an afterthought on early passenger carrying railways like the Liverpool & Manchester, Dublin & Drogheda, Cork and Bandon and Dublin and Drogheda. Its possible that the Luggage Hall may have handled urgent or valuable goods traffic (wines, spirits, tobacco?) in addition to "Baggage". Early coupled engines like the Liverpool & Manchester "Lion" 0-4-2 were described as a Luggage or Baggage Train locomotives, the MGWR had completed its main line to Galway and had 23 (2-2-2) passenger engines on the books before buying 0-4-0 No24 Hawthorn for "Baggage Train" service in 1852. The original Amiens St terminus would make a very interesting and challenging model
  5. The kits will be ready for shipping from 25th February. Currently completing the instructions. A limited number of kits are available at $250NZ + shipping for those that have not already placed an order.
  6. 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
  7. Interesting the invitation to tender was issued by the NTA as the "contracting authority". The invitation to tender includes the option of leasing or purchasing the trains directly by the NTA or IE acting as their nominated agent. https://irl.eu-supply.com/app/rfq/publicpurchase_frameset.asp?PID=141241&B=ETENDERS_SIMPLE&PS=1&PP=ctm/Supplier/publictender. This would simplify things if the government decides at some stage to contract out passenger train operation to Transdev or a similar operator.
  8. Eoin Lining the interior of the sides with plasticard appears to be a new development in terms of 4mm coach building. Did you cut out the window opening by hand or use some form of profile cutter?
  9. Mayner

    Looking for a good book any suggestions?

    Ernie Shepherd's Cork Bandon & South Coast Railway includes a chapter on the Timoleague & Countmacsherry and includes a number of photos of stations, locos and rolling stock. https://www.amazon.com/Cork-Bandon-South-Coast-Railway/dp/185780198 The Ian Allen "Irish Railway Pictorial" series includes Rails around Cork & Kerry ISBN(10) 0 7110 3158 4 & Great Southern Railways ISBN (10) 0 7110 3150 9 include photos of the T&C Irish Railways in Colour a Second Glance (Midland Publishing) 1995 ISBN 1 85780 019 2 includes 7 colour photos of the line in CIE days. https://www.amazon.co.uk/Irish-Railways-Colour-Second-1947-70/dp/1857800192
  10. Mayner

    barrow street

    It may be easier to find a CNC Profile Cutting business rather than jumping in at the deep end with buying a laser profile cutter. Businesses that carry out laser or water jet profile cutting for industry may be prepared to take on one off and low volume work for individuals, a company like York Modelrail https://www.yorkmodelrail.com/ is probably the best bet option for an in-experienced designer. http://www.cnclasercutting.ie/materials/ http://cirruslaser.co.uk/cutting-services Members of our local Large Scale modelling group have had plasticard coach sides cut using water jet cutting for approx $20 for a pair of sides and have also used water jet cutting rather than CNC milling for profile cutting parts in metal for large scale locos. CAD takes time to master AutoCAD or SolidWorks are professional level programmes which is reflected in their pricing, Draftsight is a more reasonably priced option for 2D drafting for the casual designer, while Sketchup is widely used for 3D modelling by amateurs and professionals alike.
  11. Mayner

    Omagh archaeology.

    Omagh had a loco depot at the Dungannon end of the station There is a interesting tradition in New Zealand of local volunteer groups exhuming and restoring old steam locos that were dumped into rivers 60-90 years ago. https://en.wikipedia.org/wiki/NZR_K_class_(1877) There is a great sense of self reliance in rural New Zealand most of the recovery and restoration of dumped locos is usually self financed and are carried out by groups that don't fit into the general category of railway enthusiasts or preservation societies Perhaps the boiler could become a s rallying point for a similar group in Omagh.
  12. Pre-1900 would certainly fit in with the coaching stock in the 1st photograph. The 3rd & 4th coaches in the train look like 4 wheel coaches which had all gone by the 1925 Amalgamation. The GSWR & GSR operated through Dublin-Cobh boat trains in conjunction with the Transatlantic Ocean Liner services. Postcard of 500 Class 4-6-0 on Queenstown Mail. Does anyone know when the Transatlantic Boat Trains ceased running?
  13. Mayner

    GSWR lining

    1905 Old & new Postcard
  14. Mayner

    Unofficial A Class names

    OO7 or James Bond christened by passengers on an IRRS special. In the late 1970s a returning Dublin-Youghal IRRS special was blocked at Thurles by an up passenger that failed at Templemore. 007 the Thurles pilot loco ran wrong road to Templemore to haul the failed train to Heuston.
  15. Loco in the 1st photo most likely to be a 60 Class (GSR/CIE D14) the standard GSWR passenger loco of the late 19th Century or possibly the slightly smaller 52 Class (GSR D17) 60 Class No 95 52 Class No 59. The ex GSWR 4-4-0s went through major re-building which considerably changed their appearance after the 1925 re-building Both classes were re-built by the GSR & CIE with superheated boilers and larger/more modern cabs and lasted into the late 1950s. 60 Class No 89 rebuilt with superheated boiler, modern cab and raised running board. 60 Class 60 with rebuilt with superheated boiler. 52 Class 52 rebuilt with superheated boiler. As Eoin indicated no rtr model or kit is available for these locos and the Hornby T9 is a much larger loco and require considerable work. A Hornby 2P or Triang-Hornby L1 https://www.ebay.com/itm/HORNBY-R2099B-LMS-BLACK-4-4-0-CLASS-2P-LOCOMOTIVE-645-MINT-BOXED-nh/332408690831?epid=553125494&hash=item4d651a188f:g:5LEAAOSwrnNXP2 could be converted into one of the larger 321 Class 4-4-0s which were used on the Dublin-Cork main line and may have worked into Cobh 321 as rebuilt with superheated boiler modern cab and raised running board
  16. Mayner

    101 class tender details

    JHB I would not dismiss the idea of 186s tender having run behind a 400 Class 4-6-0 as a myth. This type of tender appears to have been the standard for larger locos built from 1900 to the early 1920s including the four Inchacore built members of the 400 Class 400-402 & 406. Larger tenders were introduced for use with the six Armstrong Whitworth built members of the 400 Class & the 500 Class from 1922 onwards. 407 running with a 3345 gal tender similar to 186 before rebuilding in 2 cylinder form in 1937. This loco was the last survivor of the Class in its original 4 cylinder form before re-building in 1938 402 rebuilt in 2 cylinder form with 4500 Gal tender. The GSR scrapped a significant number of larger more modern GSWR locos during the Depression era including 3 members of the 400 Class, 6 inside cylinder 4-6-0s, and 5 large 4-4-0s and inside cylinder 2-6-0 locomotives. This scrapping would have freed up a number of 3345 gallon tenders for use with J15s & D14 4-4-0s and would have been useful on long distance work. D14 No 60 with 3345 gal tender
  17. Mayner

    101 class tender details

    Tenders on 101 Class and small GSWR tender locos were not fitted with coal raves or extension plates in GSWR days. 134 looks very tempting with 4' boiler, cast iron funnel and wheels! 186s tender is of much more modern design than the loco and may have been built for use with the 400 Class 4-6-0s during the early 1920s. The chute arrangement on SSM kit appears to be an RPSI modification, the 1864 Gallon GSWR tenders had a low shovelling plate and appear to have had a snaphead riveted flat tank top/coal plate to make life difficult for the fireman/coal trimmers.
  18. I visited my 1st exhibition in about two years today one of the most striking things was the contrast between the realistic modelling of scenery (sometimes animals!) buildings and structures on models of New Zealand prototypes compared with an almost generic standard of scenic modelling on British models. On club "layout" was quite novel incorporating separate NZR and British Rail layouts on a common baseboard. The contrast was interesting everything was either scratch or kit built on the NZR side and everything fresh out of the box rtr on the BR side. The NZR side was bascially completed to a high standard while the British Modelers had completed tracklaying and wiring but had not started the scenic work. Most Irish layouts with a few notable exceptions tend to be indistinct in their scenery, buildings and structures and could be anywhere in the UK with the possible exception of Ireland. Has anyone thought about modelling the distinct regional variety between different parts of Ireland such as the GNR, County Down, C&L & SLNCR Drumlin Country of County Down and the Border & Midlands Region, the MGWR & GNR branch lines ines in the rich lands wooded lands of County Meath with their ancient monuments. The MGWR main line & GSWR Athlone Branch a caravan trail across the bog of Allen. The GSWR in the fertile river valleys of Munster. The GSWR on its dramatic traverse of the hill country between the Blackwater and Lee valleys with its dramatic viaducts and steep gradients and oddly placed Rathpeacon marshalling yard The Fuscia lined West Cork branches and small harbours. The Government Extension lines through the wildest most uninhabited parts of Connemara, Mayo & Donegal? I tried to capture some of the atmosphere of the ridge of the Arigna mountains and the Lough Allen area in my Keadue narrow gauge layout. Thought are divided between open stone wall country of central Mayo-Roscommon or the Drumlin Country of Cavan with its hills and lakes for a 4mm broad gauge layout. Anyone have similar ideas or aspirations?
  19. Mayner

    OO Irish freight wagons, vans etc

    Up Claremorris Liner ESSO tank wagons attached Jully 2005
  20. Mayner

    Heljan Class A tank wagon

    Something I hadn't noticed. Heljan have introduced a OO gauge model of the Charles Roberts Class A tank wagon, ideal for the ESSO North Wall-Sligo & (Oranmore) Claremorris oil trains. https://www.hattons.co.uk/203086/Heljan_1154_4_wheel_A_tank_44290_in_Esso_grey_with_1980s_Hazchem_symbols_weathered/StockDetail.aspx Lot simpler than trying to extend the tank barrel on the old Dapol/Airfix tank wagon Apart from re-gauging the wagons appear to have ran in original condition until CIE fitted anchor strips between the tank barrel and underframe at some stage post 1980. ESSO also imported a small number of Class B tank wagons. I saw one North Wall late 1990s in same livery grey barrel and red solebars as the Class A wagons presumably converted to carry Class A (petrol or diesel rather than heavy fuel oil.
  21. Mayner

    OO Irish freight wagons, vans etc

  22. Mayner

    Heljan Class A tank wagon

    Most likely 26628-31 & 26636-26652 series tank wagons visually similar to the 26570-26589 tank cars built for oil traffic to the cement factories. Short of scratchbuilding a wagon the Bachmann 14t anchor mounted tank wagon although shorter would make a passable model of the tank wagons used by CIE for heavy fuel oil traffic to the cement factories and Ballinacourty.
  23. Mayner

    Heljan Class A tank wagon

    The CIE diagram indicates that the length of the tank barrel or underframe length was not altered when the wagons were re-gauged for use in Ireland. Presumably 995-999 were the re-gauged Type B tank wagons which had a shorter tank barrel than the Type A wagons. Before block trains were introduced in the mid 1970s these wagons ran individually or in small cuts in loose coupled goods trains to Sligo & Mayo. The J Hangers may have been fitted at some stage after the wagons entered service, I had a photo of one of these wagons at Inchacore with the same same suspension and tank mounts as the Heljan model These may have been the first modern Irish private owner wagons an some may have ran in ESSO livery when 1st introduced in the late 1960s. The CIE traffic (Burma & Cement Ltd) and stores oil wagons were considerably shorter than the ESSO wagons running on the "standard" 20T wagon underframe. JHB Unless the Dugort Harbour line survived into the mid late 70s the CIE stores oil wagon is a bit too modern. Before the introduction of the "modern: stores oil wagons CIE transported its fuel oil in a motley collection of company owned and private owner shortwheel base tank wagons. Many of these tank wagons were basically 5'3" gauge versions of standard British tank wagons similar to the Bachmann rtr models.
  24. Mayner

    OO Irish freight wagons, vans etc

    The 1970s was a revolutionary period for CIEs freight operation during which traditional loose coupled goods trains were replaced with fixed formation Liner Trains made up of high capacity long wheel based wagons (by Irish standards). Apart from sugar beet loose coupled goods trains were eliminated by the late 70s and traditional unbraked wagons and vans withdrawn from service and scrapped. General goods traffic was transported by container on scheduled Liner Trains between the major centers. Bulk or single commodity traffic like bagged and bulk cement, fertiliser, oil and mineral ores were transported in block trains of specialist wagons. Mixed consists of different types of wagons sometimes operated where there was not enough traffic for a particular company, this became more common during the 1990s. Heljan have released a OO gauge model of the ESSO Class A tank wagon https://www.hattons.co.uk/203086/Heljan_1154_4_wheel_A_tank_44290_in_Esso_grey_with_1980s_Hazchem_symbols_weathered/StockDetail.aspx CIE re-gauged a batch of these wagons for ESSO oil traffic from Dublin Port to Sligo, Claremorris. Irish Freight Models https://www.facebook.com/Irish-Freight-Models-1252098201500518/app/251458316228/ produce rtr models of many of the more modern wagons.
  25. Mayner

    barrow street

    Keeps taking me back to when I last worked in Dublin around 2002 our offices were at the corner of Grand Canal Street & Harmony Row. The staff canteen was on the 2nd floor overlooking the line between the Boston Yard and Pearse Station, explored the area around the Pearse Station and the Dock during lunch time. Amazingly our relatively new 1990s? brick clad office building which was in keeping with the existing street scape appears to have been demolished and replaced with a more modern open plan office block with curtain wall cladding. Interesting times 201s and MK3 Push Pull stock replaced the 2700 railcars on Northern Outer suburban services were stored during off peak periods on the running loops between Pearse and Grand Canal Dock, the occasional single 141 working Connolly-Rosslare passenger services if an 071 was not available. On weekends the Platin-Cork Bulk cement train regularly ran to the Boston to run round as the North Wall freight yards were normally closed Saturday afternoons and Sundays. Happy Times!

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