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Showing content with the highest reputation on 11/19/2018 in all areas

  1. 5 points
    A Class Insight: A23r, CIE Black & Tan Livery, as Rebuilt with 'dipped' tan band. This evening we look at A23r in Black and Tan livery, one that is remembered fondly on the network. When A23r and her sisters emerged from Inchicore after rebuilding, it was in this livery. This variant of the livery features a dipped band, which runs under the body-side grill, rather than through it, as illustrated here with special thanks to Jonathan Allen. A23 entered traffic in February 1956, was rebuilt in June 1971 and was withdrawn in October 1991. You can place your order for A23r here: https://irishrailwaymodels.com/collections/a-class-locomotive/products/a23r-a-class-locomotive
  2. 4 points
    Quite week on buildings for barrow street. Mock up made for pedestrian bridge to google buildings.
  3. 3 points
    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.
  4. 3 points
    Due to an ever increasing workload and with the business growing in the UK market, Model Rail Baseboards will no longer be attending the Train and Model Fair in Bray. I would like to wish the lads the very best of luck and success in the future.
  5. 3 points
    Fitting ETH to some of the C Class seems to have been part of a last ditch attempt to provide heating on passenger and mixed trains on short feeder branch lines in West Cork and in the Midlands and West of Ireland. The saga of CIEs attempts to provide electric train heating on branch lines worked by diesel locomotives is covered in an earlier Irish Railfans News. Apparently an number of bogie coaches were converted to "self heating carriages" for branchline use with C Class locomotives by fitting small generator sets. The self heating carriages appear to have been intended for use on the one coach mixed train on the West Cork Branches, Ballina & Birr. The generator sets do not appear to have been too successful in operation and some C Class were fitted with ETH shortly before the West Cork & Valencia branch lines closed, leaving Ballina & Birr as the only branch lines with a diesel worked passenger services. Birr closed and Ballina lost its passenger connections from Manulla in 1963 leaving little or no regular passenger work for the C Class. Funnily enough there is a nice photo 1968 photo in the Irish Metrovicks book of a freshly re-painted C203 with silver ETH connection on buffer beam although in all probability the handful of eth fitted coaches had been withdrawn. In the photo C203 looks very smart in all over black livery with yellow warning panel & buffer beam, white cab band, tiny air horn and windscreen wiper on drivers side only. .
  6. 2 points
    Excellent photo. Black'n'Tan delight. Might I helpfully suggest that pic is put on IRM's A23r shop page instead of the existing A42r photo to avoid customer confusion about the loco number and livery variant. https://irishrailwaymodels.com/collections/a-class-locomotive/products/a23r-a-class-locomotive
  7. 2 points
    1960 I'm reading forward from January 1960. First thing of interest is that in 1959/60, ten "C"'s were fitted with electric heating equipment. Clearly, it was not to prove successful, as subsequently tin vans were used. It seems that lining was first added to green-repainted As and Cs once they were repainted from silver, but new paint jobs (green, obviously) were seen by April 1960 with no lining. In spring 1960, we see the first instance of an ex-GNR dining car on a CIE line - Westland Row to Galway; plus a CIE diner (No. 2400) appearing on the Enterprise. Meanwhile, branch closures abound. Some lines are in an advanced stage of having track lifted, others are just closed, and announcements are being made that others are either under threat, or rumoured to be, or notices have been published. Interestingly, the West Clare, now Ireland's last narrow gauge system, is thriving and traffic is heavy. CIE appear to be making positive noises about its future (ten months before closure!) - so that's all right, then! By summer 1960, CIE have 140 steam engines nominally on their books. Many, however, are long out of use. 800, 801 and "Sambo" are among them. Almost half of the surviving steam engines are J15s. The UTA have started putting their full coat of arms on rolling stock, and repainting ex-GNR locos. It is thus certain that no GNR loco in UTA livery ever bore the older "Red Hand" emblem. On CIE, the first repaint of a GNR dining car into green has taken place, at the same time that the UTA paint an ex-GNR diner (88) in their dark green. By summer 1960, the UTA is starting to put the "wasp" stripes on railcars, and the first ex-GN BUT car has received UTA green. Closures abound again: now the West Cork, West Clare and Tramore lines are scheduled for closure. All are reporting record traffic! Thank you, Todd Andrews; you're responsible for both this AND Tubridy. Ghastly. The IRN mentions that the obviously planned closure of the West Clare is doubtless the reason that CIE didn't seek an stock off the Donegal. One would have thought railcars 19 and 20 would have come in handy, plus some carriages. Elsewhere, the IRN expresses incredulity that CIE would propose closing four Dublin suburban halts, and raises eyebrows at some closure policies. This is the difference between this periodical and the IRRS journal: we have here a refreshing look at the railway through open, measured eyes. The IRRS Journal has, inexplicably, throughout its 60+ year life, never, ever criticised the railway, even when clearly warranted. We'll finish 1960 and I'll come back to this in a while. I'm off on holiday for two weeks so expect radio silence for a while after this post!
  8. 2 points
    Today serviced and test ran weathered no 379 hauling six green CIE flying snail era coaches (3 x Bachmann + 2 x Dapol + 1 x Hornby)
  9. 2 points
    The final CAD's were available for viewing at the recent MRSI show, 2019 all going well. There will be several versions available with all variants covered, from B121 in Silver/Grey to 124/134 in IE Orange
  10. 1 point
    I have for sale a couple of MIR White Metal and Resin 4 Wheel Flat Wagons. These were used for Kegs and Containers usually around the network. The 2 x white metal wagons have the beer Loads, The Resin ones will have container loads and one single Beer Basket. Fitted with Tension locks coupling and Hornby 3 hole Wagon Wheels for excellent running Qualities. All individually numbered Looking for €25 per single wagon without load. With Bell / Orange Container Add €10.00 (3 Only) Wagon with 3 Keg Baskets, 2 with loads (drunk the other load sorry!) Add €15.00 (1 only) With 1 Keg basked add €5.00 (2 only) Postage per wagon is €5.00 Job Lot price €165.00 plus postage Can meet at Wexford show if you want to save postage? Also can weather for €15.00 for all 5 wagons and throw in 3 kids for free
  11. 1 point
    Beautiful finish on the Sulzer Noel, as said above it looks very well. C class with the ferts in the background looks great aswell.
  12. 1 point
    Today was the first outing of an Irish steam loco on the layout. Bachmann CIE exGSR/MGWR Woolwich no 390
  13. 1 point
    A closer look at our A Classes - A39r in black and tan with high waistband livery. Our second most popular A Class so far is preserved A39r. It was delivered to CIE in 1956, entering traffic on May 14th of that year, before being re-engined on July 23rd 1969 and being outshopped in the now famous black and tan livery as our model will depict. Eventually renumbered 039, the loco went on to have a long career with CIE, being one of the last A's in service. It was also one of the locos selected by The Irish Traction Group for preservation. Through the hard work of their volunteers, the locomotive has conducted mainline railtours in preservation and is currently operational on the Downpatrick and County Down Railway. A39r is also the locomotive we surveyed to create our model of the A Class, with special thanks to both groups for facilitating us. You can place your order for A39r here and you can read more about the history of the loco itself on the superb ITG website.
  14. 1 point
    Black'n'Tan heaven this evening re-enacted at Woodvale Junction A pseudo re-enactment below of the B&W photo of B&T locos posted earlier today. Nostalgia Gold - B&T Heaven in B&W posted earlier http://irishrailwaymodeller.com/topic/7134-nostalgia-gold-bt-heaven-in-bw/
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