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Everything posted by Mayner

  1. Mayner


    Eoin's detail is spot on & should prevent any long term problems at floor level.
  2. Mayner


    Driving rain tracking in between the concrete slab and floor seems to be the biggest risk with your shed, the floor slab appears to be high enough off the ground to minimise the risk of rainwater water splash causing problems. The flashing detail to the barges is not great and could be improved, on the plus side corrugated iron and weatherboard are very effective cladding systems and will last indefinitely once they are installed correctly and adequately maintained, our house was built in 1924 most of the weatherboard and timber framing is original, original roofing iron replaced after 70-80 years I would look seriously at adding another strip of weather board (rustic or shiplap) or ripping a strip of treated plywood to provide a min 50mm overlap between the weatherboard and the concrete slab as detailed below. If its to last any length of time pine weatherboard should be painted with a paint system such as Dulux Weathershield or Wattyl Solaguard. (Primer and min 2 coats) Detail are from NZS Standard for Timber Frame Building so the timber sections and concrete slab design is heavier but the basic principals can be applied to a garden shed. A purpose made barge flashing and closing in the end of the ridge will provide better protection to the gables than the current arrangement. The correct metal flashings are fairly inexpensive. Rilco Roofing Products or Tegral should be able to point you in the right direction.
  3. Mayner

    7mm scale 101 - a tribute to Richard Chown

    As far as I remember TMD loco kits were supplied with a boiler formed from brass tube, I did not realise the 7mm J15 was supplied with a boiler. The top of the firebox and boiler are flush on locos with the 4'4" boiler, I usually use a strip of scrap brass curved to the inside diameter of the boiler to provide a seating for the firebox/to reinforce the firebox/boiler joint on locos with round topped boilers. I have not noticed the issue of the boiler being higher at the smoke box with my earlier locos, I still have to assemble the smokebox for one of the new locos. I like the idea of a removable boiler for painting, I am planning to fit the firebox as a sliding fit into the spectacle plate at the cab end with the existing bolt fixing at the smokebox end. I forgot what I did with my earlier kits the footplates and boilers have not been separated in over 20 years. The builder of the "white engine" cut the firebox off flush inside the cab and may have soldered firebox to spectacle plate and running board.
  4. Mayner

    A Gaggle of J15s

    Having re-built the chassis from the white engine as a replacement chassis for 193, I thought that it was better to crack on with erecting the frames for the other locos using a combination of SSM frames 101 Class frames and the heavier frames fitted to some superheated locos including 196 by the GSR in the 1930s. I am planning to fit CBS (continuous beam suspension) to the loco with the replacement frames and fit beam compensation to the other two locos. Although http://www.clag.org.uk/pannier-csb.html CLAG have published instruction for fitting CSB to the GWR dean Goods and Pannier Tanks which had the same coupled wheel base as the 101 Class fitting CBS to the SSM chassis was likely to be challenging, I was unable to locate the forward fulcrum points for the beam as the chassis was fore-shortened and the turned brass frame spacers would obstruct the movement of the suspension beams. Cutting out the hornblock openings is a significant task on a loco with a suspension system. The Monteiths (well worth visiting their brewery when visiting Greymouth on the West Coast South island) was to steady the nerves. I made a new saw table from a piece of hardwood moulding. I bought the Eclipse saw as a teenager many moons ago, blades I buy in bulk from Micro-Mark in the USA. The cutouts are partly etched through to aid cutting out. I clamp in vice then snap off the remaining section once I have cut through the sides, then dress the edge with a flat file. Chassis for superheated loco (designed 2012) has reinforced section over rear axle and conventional fold up frame spacers. I drilled out the frames for CBS fulcrum points using High Level Jig in conjunction with CLAG High Level Pannier instructions. I had to reduce the distance between leading axle and fulcrum point from 13.5 to 11mm due to foreshortened chassis to suit SSM cosmetic leading frames. Line up of frames. Turned spacers fitted to SSM Chassis, I will fit reinforcing strips above trailing axle hornblock cut outs similar to those fitted to my other locos, I will test fit motor and gearbox before fitting additional frame spacers. Superheated loco chassis set up with home made chassis alignment jig. Chassis from above the ashpan sides fits inside the frame cut outs at the rear, there don't appear to be frame cut outs or lightening holes in the area between the leading and driving axles. I will probably half etch the ashpan detail with the frames in a production etch Based on photos I took of 186 at Whitehead about 25 years ago. Line up of frames for 4 locos, the "white engine" or or possibly 193 may be rebuilt as superheated locos. I am planning to build the superheated loco as 101 which retained its original light frames. I don't remember if I allocated a number to the "white engine", it would be a good candidate for a re-build as the original builder cut off the firebox inside the cab and I am planning to replace the direct reversing lever with the linkage type surplus from the 229 build.
  5. Mayner

    A Gaggle of J15s

    I ended up modelling the 101 Class almost by accident. I set out too many years ago with the intention of modelling the Mayo Road in the 1950s & scratchbuilt a number of locos including a 650 Class and a 594 Midland standard goods, ten along came the TMD J15 in 1985-85. My early scratchbuilding efforts ran reasonably well but looked a bit rough, I was impatient and did not have the steadiest hand with the piercing saw. I scrapped my scratchbuilt engines keepings the wheels gears and motors castings and other bits with the intention of building replacements, but I am only getting round to it 30 years later, though I did build quite a few brass and whitemetal kits both Irish & UK. I seem to go through a pattern of building a J15 every 8-10 years and currently have a total of 5. Two working, one part built and two unbuilt kits. I 1st assembled 193 (loco on left) between 1986-7, it did not run the best so I rebuilt it 7-8 years later and flowed up with 191 in 1995. I acquired my 3rd J15 as part of a job lot of part built & unbuilt TMD/SSM kits at Expo EM around 2000, the builder of this loco had attempted to assemble the loco with a compensated chassis to S4 standards and ran into problems with the chassis assembly. I acquired a further pair about 10 years ago, when my modelling interests turned towards the Limerick-Sligo line where the 101 Class handled the majority of freight workings from the Amalgamation to the end of steam. The basic idea is to retire 193 and have 4 locos available for freight service, with at least one with a superheated boiler and heavier frames, to free-up a set of frames. I prepared a set of test etches for converting the SSM kit, I hope to cover off the test assembly of the superheated loco using these parts in the thread. I though it would be useful to review how I approached the challenge of assembling and motorising 193 & 191, before considering the build completion of further locos. 191 & 193 have different motors and gearboxes, and I decided to standardise on Mashima 10X20 motors and Branchlines Road Runner + gearboxes on the "new" locos to bring a bit of standardisation into the fleet. A bit like the GSR my attempts at standardisation will only add to the variety of the fleet. 193 has lost some of her tender springs and 191 some of its tender axlebox covers which were glued on, I soldered them on to the white engine! 193 has a sprung chassis, with Anchorage DS10 (Tenshodo?) open frame motor and Sharman milled brass gearbox with 40:1 reduction gearing, Sharman B profile wheels set to 21mm gauge with a back to back of 19.5mm. Pick up is through the axles and bearings on the "American system" with the loco picking up power on the opposite side to the tender, the driving and tender wheels are shorted out on one side with fine brass wire. The phosphor/bronze wire soldered to the frame space may be to aid power pick up from the axle to the frames and motor. This system has operated reliably at exhibitions and at home except when I lubricated the bearings with a Labelle oil for the Inchacore 150 Exhibition. I flushed out the bearings with a solvent and oiled the beraings with my usual Fleishmann oil and the locos ran perfectly on the second day of the exhibition. Initially assembling the chassis almost defeated me, I fitted new frame spacers, sprung hornblocks and flywheel during the 1993-4 rebuild, unfortunately I discarded the brake gear during the 1st attempts at assembling the loco as I did not have any suitable bits to drill 0.45 or 0.7mm holes. The DS10 motor was one of the smallest available at the time and is a bit high revving for a goods loco, the Sharman gearbox is fully enclosed with an Ultrascale 40:1 gear set. I will probably re-use the motor and gearbox in a passenger loco when 193 is retired from service. 191 is fitted with a Mashima 12X24 motor and Branchline Slimline open frame gearbox with 80:1 gearing, which gives more realistic handling and top speed for a goods locomotive. This loco is fitted with a compensated chassis with a fixed rear axle and the leading and driving axle free to move up and down approx .5mm from center. Smoother slow speed running compared to a loco with a rigid chassis (as a result of improved pickup with all 6 wheels in contact with the rails) is probably the main benefit of a suspension system in a small loco. I build my locos in removable sub-assemblies to allow a loco to be dismantled for painting, and maintenance. The loco brake hangers and pull rods are a removable sub-assembly, which allow the wheels, gearbox and motor to be dropped out. I soldered a piece of brass rod to the brake stretcher bars to reinforce a very fragile sub-assembly. The brass strip under the tender is an afterthought that serves the same function! The insulated loco-tender drawbar is a piece of C&L abs plastic sleeper strip, power connection between the loco and tender is a very neat single pin connector that was sold by a UK kit/part supplier possibly Crownline or Comet at exhibitions. 191s compensation beam may also perform a power pick up function. The "White Engines" frames after removal of hornblock system. The white engine was originally fitted with an early version of the Perseverence Hornblock system and a Mashima motor and Branchlines gearbox similar to 191. I initially tried to re-use the chassis with the minimal amount of effort, by reaming out the existing bearings and fitting Sharman B Profile wheels. The original builder had become stuck at the same point with a number of engines and gave up in frustration, mainly weak soldered joints possibly as a result of insufficient heat soldering frames to spacers and axles seizing in their bearings due to a combination of inadequate preparation and flux contamination. I was dis-satisfied with running so I ended up removing the existing hornblocks to fit MJT hornblocks similar to those used on 191, the solder joints between frames and machined brass spacers failed as a result of the heat, so its probably simpler to use one of the nickle silver chassis from one of the un-built kits to get this loco into service, than try and rebuild the existing chassis. The photo also exposes a major weak point of the chassis for a builder who intends fitting a suspension system, there is precious metal left above the hornblock cutouts at the rear of the chassis once the half etched lines are cut out. I fitted reinforcing strips to the rear of 191 & 193s chassis as a result of a lesson learned during my first attempt at assembly of the same loco. There has been a lot of development in fine scale chassis since I 1st assembled 193, I am looking at the feasibility of fitting the 3 new chassis with a continuous beam suspension system which has become popular during the past 20 years rather than compensation like 191 or sprung hornblocks like 193, I am also looking at the pros and cons of mounting the motor in the tender with a flexible drive to the loco compared with mounting the new smaller 10X24 motor between the frames in order to maximise weight in the boiler and firebox and increase adhesion weight.
  6. Mayner

    How to make your own 121 class

    I built a pair of 121s using the MIR whitemetal kits and Athearan chassis about 20 years ago, the Rails 3D printed body builds i to a better model despite the limitations of the 3D printing process. The 3D printing process seems to be a good way to go for layout stock that fits the 2' rule where the viewer is looking at the entire train than an individual model. Kirley recently built some convincing 4w IE timber wagons using the Rails 3D printed body in conjunction with old Triang-Hornby Presflo wagon underframes. The correct bogie sideframes makes a huge difference to the 121 compared with the stock Athearn sideframes. Whitemetal MIR 121 c-2000 Athearn SW1500 chassis. My standard of painting an d lining still has a long way to go 🙄
  7. Mayner

    Yet another new book!

    Definitely seems appears to be a sequel to "Narrow Gauge Album", the original is definitely worth while seeking out in second hand bookstores or Amazon for its account of the early days of the preservation movement and stories of railway operation. Following on on Noel's suggestion a series of pictorials of lines in the Midlands would be nice, perhaps combining colour and black and white photos with condensed versions of J P O'Dea's John O'Meara's, and N J McAdams IRRS papers would really bring the operation of these lines in the 1950s & 60s to life. The IRRS papers are very useful from a modelling perspective usually including details of motive power and traffic patterns and station track layouts. John O'meara published papers on the Meath Line and Tuam Branch, NJ McAdams The Mayo Line and J P O'Dea just about everywhere else including the Banagher & Ballaghdereen Branches The more recent Ian Allen/Midland Publishing Irish Railway Pictorial series contain high quality photos through from the steam age to the present including albums on the Great Southern Railways, Great Northern Railways, a number of regional and narrow gauge albums.
  8. The etched parts (body,chassis, roof) for the 1889 Horsebox and the Meat/Fish Van are available to order direct from the engravers. Detail castings are available from the Dart Castings MJT range https://www.dartcastings.co.uk/mjt.php Horse Box $40NZ + postage and packing at cost (min $26.5 registered post within UK & Ireland) MGWR Meat/Fish Van $40NZ+ P&P at cost
  9. Mayner


    During the 1950s the GNR introduced the "Derry Vacuum" Dublin-Strabane-Foyle Road express goods service for urgent overnight traffic to Donegal. The Vacuum appears to have been initially an AEC railcar set hauling a couple of fitted vans and container wagons, before morphing into the Derry Goods of the UTA/NIR era. This seems to have been the first fully fitted express freight train in Ireland the precursor of the modern Liner Train running close to passenger train speeds with power braking on all wagons. JHB may be able to correct me but Dundalk appears to have been what the Americans call a division point for Dublin-Belfast operation with NIR crews operating cross border freight services. This would have been tied up with pre-1993 Customs examination and working arrangements with the CIE & NIR Unions. This lead to trip working from Dundalk to Adelaide with quite varied wagon consists (keg, container, bulk cement, fertiliser in the one train) compared to the more uniform wagons consists south of the Border. One of the more interesting workings were loose coupled trains carrying Harp Larger traffic between Dundalk and Adelaide operated into the early 80s. These trains included the unusual combination of modern 4w keg wagons and 30t brake vans. Loose coupled operation ceased when the keg traffic was transferred from the station to Barrack St Yard. The early 90s was probably the busiest time for cross border freight operation when Freightliners Ltd ceased their Holyhead-Dublin sailings and attempted to serve Dublin by a rail connection off its Liverpool-Belfast sailings. This resulted in Freightliners chartering two daily return Belfast-Dublin liner trains to handle traffic to and from the South.
  10. Mayner

    Goods Yard Building

    Tony: The different levels make it much more visually interesting compared to a conventional flat baseboard and helps to make sense of the unusual and distinctive split level goods/shed grain store. The track that leads from the y turnout into the goods shed should be long enough for a loco and at least one or two wagons otherwise it will be difficult to run round while shunting the yard. The low relief goods shed looks really effective and there is no doubt that the model is based on Omagh. I would be inclined to to curve the backscene behind the shed rather than leave it at a 90 angle.
  11. For years I thought that I had imagined seeing a big blue steam loco until I saw a colour slide of 171 about 10 years later and borrowed a copy of Colin Boockocks irish Railway Album from the library complete with several photos of 207. Ours was firmly a car and bus family, my first train ride was around 69 or 70 in a compartment coach with wooden paneling behind a black noisy diesel from Killiney to Tara Street.
  12. That's interesting about 207 still working Belfast-Dublin excursions in the summer of 65. My early railway memories possibly earlier than 65 was of a big blue steam loco leading a long train across the viaduct at Gormanstown Strand and dark green trains without an engine at the front.
  13. 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
  14. Both Steam Era Models (Black Beetle Motor Bogies) & Hollywood Foundry (Bull-Ant) in Australia will supply 21mm gauge motor bogies & chassis to order. Hollywood Foundry will produce chassis to any gauge upwards of N including 12mm for Irish 3' and English Broad Gauge for modelers who are in to that sort of thing.
  15. 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.
  16. North Yard in New Zealand supply a 28mm 2.03dia blackened brass pin point axle @ $0.90NZ (app £0.48) Item 471 delivery approx 2 weeks postage app $15-20NZ per order. Northyard.co.nz North Yard wheels and axles are mainly intended for modelling S scale use. I have used these axles successfully with Alan Gibson and Hornby wheels in 21mm gauge and with North Yard wheels in OO. An alternative is to extend a standard 26mm axle by cutting and sleeving with 2mm inside diameter brass tube available from Eileen's Emphorium in the UK. I haven't worked out mimimum track centers for 21mm, distance will vary subject to a number of factors including track alignment, lineside structures, min vehicle width and length. The MGWR loading gauge specified a minimum of 6'2⅝" rail centre-rail centre between tracks, very close to the nominal 6' way or 24mm in 4mm Distance between running roads needs to be increased above a min 24mm on curved trackage and between running lines and yard trackage and between tracks in yards where people were likely to be working. I ran into problems with side swiping between 60'X9'6" coaches on curved track laid at a min radius of 3' and 24mm between tracks.
  17. Mayner

    OO Works 101 - Coming Closer!

    119 may have been fitted with a large tender to increase coal and water capacity for working Limerick-Sligo goods trains, there is a photo of 229 with a large tender on a southbound goods at Ballycar. Before closure the Limerick Sligo goods only called at the principal stations south of Claremorris before calling at all intermediate stations Claremorris to Sligo. There was a similar arrangement with the North Wall-Ballina goods which basically operated as a limited stop service Northwall-Claremorris before calling at all stations on the branch. West of Athlone a Midland Standard goods worked the train due to weight restrictions on the Ballina Branch.
  18. Mayner

    OO Works 101 - Coming Closer!

    It just occurred to me that the J15s were originally a Beyer Peacock design supplied to both the GSWR and Dublin and Drogheda Railway in the 1860s. These is a photo of one crossing the Boyne Bridge on the cover of an IRRS Journal, its possible that they may have worked into Portadown in GNR days. A J15 in GNR livery would be a good talking point, not sure when the ex DDR locos were withdrawn but some Ulster Railway and Irish North Western 0-6-0s survived into the late 1940s
  19. Mayner

    OO Works 101 - Coming Closer!

    Leslie could always work on the basis that the Midland reached Armagh and obtained running powers over the GNR to Belfast and Antrim. The Carrickmacross Branch was built with the intention of blocking the Midland extending from Kingscourt to Castleblaney and Armagh. A J15 worked a weedkiller train from Mullingar to Dundalk via Cavan and Clones in CIE days. Apparently the arrival of a "foreign" loco unexpectedly in Dundalk lead to some calls to train control, possibly more an issue of maintaining custom and practice in rostering arrangements than anything else. A Dundalk crew may have felt that they should have worked the train through from the junction with the "Southern" at Cavan, a light engine run from Dundalk to Cavan to pick up the train would have been a nice little earner to a Northern Crew especially with traffic drying up on the Irish North with the closure of the lines west of Clones and the ending of the coal specials from Belturbet to the Drogheda Cement factory.
  20. Mayner

    A Gaggle of J15s

    Has an interesting experience today: I managed to break two 1.2mm drill bits while boring out some frame spacers in the lathe for tapping last night. Went to one of the local machine tool suppliers, two of the assistants were playing in the stock room the other sulking behind the counter. Didn't have the sized I needed in stock, said "I only work here" when I asked him if there was an engineering supplier in town. He eventually muttered that there was another supplier in town but "they are terrible people". The "terrible people" turned out to be very helpful and friendly and had the bits in stock, I guess I wont be going back to the 1st supplier.
  21. Mayner

    7mm scale 101 - a tribute to Richard Chown

    The kit was designed by the late Eamonn Kearney an active modeler who worked to S4 standards, he designed the majority of the TMD and SSM loco and coach kits. From memory Terry McDermott was mainly interested in pre-group Midland Railway in 7mm scale, I had a look at the test build of the J15 in Terry's house before buying the kit. The J15 was one of the first TMD kits to incorporate elements of slot and tab and modular construction, quite advanced by the standards of kit design in the early-mid 1980s. We seem to have taken opposite directions in assembling the running-board, I retained the temporary splashers and removed the central section with my two locos. O gauge is expensive in comparison with OO but no where near as expensive as Gauge 1 or Large scale narrow gauge where ready to run plastic and brass locos cost upwards of $1000, but you get a lot more metal or plastic for your money than in N or OO
  22. Ian McNally has re-introduced some of the wagons in his MIR range and they are available on e-bay. https://www.ebay.co.uk/sch/sylvimcnall-0/m.html?_nkw=&_armrs=1&_ipg=&_from= Kieran has recently covered the assembly of a rake of the bagged cement wagons in his RM Kirley Thread. The bagged cement wagons are in resin with some very nice whitemetal castings
  23. Mayner

    Etched parts for MGWR Horsebox & Fish/Meat van.

    Bit too close to home! Horsemeat seems to have been a standard ingredient in hamburgers supplied by Irish processors to the British market for several years https://en.wikipedia.org/wiki/2013_horse_meat_scandal#ABP_Food_Group.
  24. Mayner

    Goods Yard Building

    There are several different methods each have have their own merits. On Keadue I used expanded polystyrene covered with plaster bandage and Woodland Scenics scatter for cuttings and embankments. The main advantage of of using polystyrene is that you have good control over the final contours and its reasonably solid for planting trees and post and wire fences. Main disadvantage is that its very messy if you cut carve it indoors. s http://www.rmweb.co.uk/community/index.php?/topic/94655-hillsideembankment-best-way-to-make/ I have also formed embankments on open frame baseboards (ply or mdf baseboard surface only under track or roadways) using card/paper strip technique again with plaster bandage and Woodlands Scenic scatter material. Main advantage, light very little mess in construction, good access underneath for wiring, installing point motors . bankments formed from cardboard
  25. Just received delivery of 21mm wheel sets ordered in February. Main issue a bit like CIE ordering the second batch of Deutz is that the rationale the wheel sets has changed during the past 10 months. The intention was to order enough wheels for 1970s passenger train (Cravens, 1953 Buffet, BR van) and re-gauge a rake of IRM wagons which no longer fit in with the overall scheme of things. The 3'1" disc and 3 hole wheels will end up under GSR era wagons which is much the same as when I was planning to re-gauge a rake of Airfix MK2D coaches nearly 20 years ago. Wheels are certainly to a high standard , unlikeley to work loose on their axle or loose a tyre unlike some wheels at the scale end of the market. I will probably go back to Ultrascale when I use up my stock of Sharman steam loco wheels.

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