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Showing content with the highest reputation on 12/08/2018 in all areas

  1. 6 points
    A "Lap of Honour" in the MRSI last night Ran like a dream 20181207_200702.mp4
  2. 5 points
    Just putting these up here to keep the thread up to date and keep all our Irish stuff in one place. The Boxed Set! Box interior IRM 1020 Set A IRM 1021 Set B IRM 1022 Set C IRM 1023 Set D IRM 1024 Set E
  3. 4 points
    Latest Loco alluded to above, is the GSR 670 Class 0-6-2T These locomotives 670 - 674 were built by the GSR for the ex DSER line to handle commuter traffic between Greystones and Dublin. From all accounts they were complex machines with inclined valves and limited access for maintenance and repairs. Photo courtesy of the "Good Book" (Clements & Mc Mahon) Constructed in 1933 with Z-type boilers and mainly of welded construction resulting in smoother lines. Drawing was developed again from sketches generously provided by IIRS and developed into a cut drawing for the CNC Mill. Parts cut out and construction commenced on the cab area first as this is of great interest due to all the curves. The split level footplate led to a different approach - rather than a single footplate with a hole cut out, profiled tabs were cut which were then fixed to the frames. This allowed both the split levels, but also to retain the distinctive high frames at the smokebox area. Compensated chassis again with fixed rear axle for motor and gearbox, with middle and front axles in high level hornblocks. Compensated beam between font and middle axle. Trailing bogey is carried in a pony truck cut on the mill and bent into shape. Chassis and footplate constructed to get to here: Add the body shown before and we get: What is nice about these locos is the smoke box; large with a curved front plate dropping down between the high frames. Smoke box formers were created, curved, drilled and fixed. Boiler barrel is 18mm pipe with a captive bolt to thread into the smoke box. This brings us to here: Belpaire section of the boiler was formed and soldered to the cab - still need to fix boiler barrel to belpaire section, however that may be a simple tapered slip connection which will facilitate dismantling for painting and maintenance. Put it all together & we get: What is interesting is the relative size of locomotives. Not having actual prototypes available to compare we are left with comparing statistic in books, however, you can read as many books as you like, but when you see locos on the track you start to get an idea. What is noticeable is how big the 670 locos really were - they really fill out all available space on the footplate. Compare 670 class vs the 458 class: More as time permits! Ken
  4. 2 points
    I have received my sets and all I can say is that they are superb models with such attention to detail. I am very impressed with the sprung coupling pocket. A new standard to be extremely proud of. Well done again lads of the IRM.
  5. 2 points
    This caught my attention some years ago Also this
  6. 2 points
    1965 The former GNR diesel, now CIE’s K801 (another “800” class!) had done little work since CIE got it. One wonders what the UTA might have used it for, had they got it in in 1958? Probably shunting at Great Victoria Street….. However, towards the end of 1964 it had been in use on the Cork suburban services before it was sent to Inchicore for repairs. Lengthy delays in getting the right spares from Germany resulted in a long layover there, but in the New Year it was ready to go back. However it failed while running light back to Cork, having only made it as far as Sallins, so it was back to Inchicore. The thing rarely turned a wheel again, despite being repainted from CIE green to the all-black CIE livery it bore on the only occasion when I ever saw it. By the spring, there was a clear distinction in the diesel fleet. Passenger services were still AEC railcars in some cases, especially on Greystones to Dublin, and Dublin – Howth and Dundalk; but Waterford used them on main line trains too. Elsewhere, virtually all passenger work, including Cork suburban, was loco-hauled, absolutely dominated by the 121 and 141 class. On the other hand, most goods was A class. A pair of “yanks” was a rarity on goods, but in the early part of the year, when so many As were in use on the beet, the 20:10 Kingsbridge – Cork goods regularly had a B141 class “pair”. Location of a new fertiliser siding at New Ross was identified by the nearest milepost, in accordance with normal practice – but it was noted that this indicated that it was 102 miles from Harcourt Street; as a former DSER line, despite now being unconnected with Macmine Junction and the rest of the DSER, the original DSER mileages were still in use, measured from the erstwhile DWWR terminus, now closed for almost 7 years. Goods traffic was reported to be buoyant on the CIE system in general, with much talk of new traffic to Foynes, New Ross and other places. In great contrast, the Derry Road goods had breathed its final; despite being equally buoyant, thanks to Stormont’s inexcusable closure of this route for malevolent political reasons. Meanwhile, on the GNR main line – about all that was left – the unique former GSR “Bredin” all-first 1144 was noted in the CIE “Enterprise” consist. It was living out its elder years in style – it was noted a few days later on a Cork express! On 4th January, a new “Enterprise” service was added, consisting usually of a B121 with the following make-up: “Laminate” all-first, a matching dining car of the 24xx series, and three or four Cravens – the first use of these on this service. Various parcel and tin vans took up the rear. Just after Christmas 1964, and into January 1965, a little-reported and highly unusual visitor to Great Victoria Street was the former SLNCR railcar “B”, now CIE 2509. The previous year it had been in use on the Nenagh branch, but was now being used for a short time in crew training. It set sail from Amiens Street in this capacity, using goods timings to reach Belfast. Has anyone got a photo of this unique vehicle passing through Goraghwood, Portadown, Lisburn, or in G V Street? It is noted that this continued until 1st January 1965, at which time the “Enterprise” is noted as an AEC set – this must have been the UTA one. Now – get this; the MOST peculiar operation EVER, I am sure without chance of contradiction – was that on 1st January a goods train ran out of diesel on Kellystown Bank near Dundalk. The resultant disruptions to the Enterprise and Dundalk-Dublin local trains, meant that the SLNCR railcar was pressed into use on its crew-training return, and it took a connection out of the Enterprise of ten passengers at Drogheda, for Dublin. After that it entered another period of storage, and would see little more use, apart from a spell in Waterford in 1966/7. It was noted too that the heating inside it was working too well – the thing was like a microwave, whereas the passengers had just got off a poorly heated train! 3rd January saw the final closure of all internal UTA goods trains, the Derry and Warrenpoint lines, and the Dungannon – Coalisland branch line, as well as all stations between Portadown and Dundalk. The modern “Newry” station (actually the old GNR Bessbrook one) had already closed, so Newry would have no rail service at all for several decades until NIR would reopen Bessbrook, rebranding it as Newry. York Road had given heavy overhauls in recent times to no less than nine WTs, or half the fleet of them. Other than that, ex-GNR 0.6.0 No. 49, and the SLNCR “Lough Erne” (used as York Road shunter only) were the only other locomotives serviced. Little else was needed now. British Rail’s Swindon and Derby works were reconditioning several “Jeep” boilers too. With the ex-GNR locomotives on the Derry Road having been deliberately run down, four Jeeps (1, 7, 8 & 9) which were normally on the NCC had been transferred into the GN section to assist, particularly with heave cement traffic coming from Dundalk (originating in Drogheda). A six-coach AEC set formed the last passenger train to leave Newry (Edward Street), while three ex-GN coaches hauled by 0.6.0 No. 40 made up Warrenpoint’s last train. On the NCC, Courtaulds coal traffic to Carrickfergus continued for a while longer, as did fitted van trains to Larne Harbour. The coal trains were worked by Jeeps, and the fitted goods by pairs of MPD cars. Fitted goods trains to and from Derry (Waterside) were also hauled by MPD cars – usually two, but sometimes three. An MPD car was usually used to shunt in Derry. With Goraghwood gone now, steam working south of Portadown ceased. The Enterprise services were now CIE loco hauled, with two return trips formed of the UTA’s ex-GNR AEC railcars. No locomotive swops therefore took place at Dundalk any more – the practice had been for a few years to have some services hauled by 121s as far as Dundalk, and UTA steam locos north of there. Now, goods was CIE diesel-worked to Belfast, but the Derry goods was taken by CIE diesel to Lisburn where MPD cars hooked on to take it onwards up the otherwise abandoned Antrim branch onto the NCC. The UTA temporarily closed the Belfast Central, due to the removal of a bridge to facilitate a road construction. However, the UTA being the UTA, it would not re-open until NIR days (1976). Four coaches were upgraded by the UTA, all of NCC origin. Steel-bodied coaches were absent on the UTA, and would not appear until NIR introduced them in 1970, so everything they had was steam-era wooden. But they tended to introduce modern formica internally, and new upholstery – I remember some looking quite smart and feeling confortable – others, I have to say, smelled strongly of damp, being stored outside and seeing little use over winter. Another 12 were to be done – the entire lot of side-corridor stock, and all of NCC parentage. While steam passenger trains had disappeared from regular service entirely, peak-hour extras and excursions still required a stock of loco-hauled stock. However, new stock was on the cards. What would become known as the 70 class railcars were to be ordered for delivery in 1966. These would consist of two six-car sets for the NCC main line, another 3-car set for the Larne line, and two spare power cars. The ex-GNR railcars used by the UTA on the Enterprise were showing their age and high mileage now, and the BUT cars were seen as noisy and less comfortable. My own recollections of AEC and BUT cars were that they were comfortable seating-wise, but undeniably noisy at times, especially when accelerating, and they could be poorly heated in winter. Thus, of the four sets used to provide the serice, only one was a UTA set. CIE provided the others, though one of theirs used a UTA dining car due to a complex series of manoeuvres. These were 121 or 141 class locomotives with a mix of ex-GNR stock (now in black’n’tan), laminates and Cravens, with sundry tin vans. Following the UTA closures, extensive timetable amendments were made on the former GNR, but south of Dublin the use of new stock had resulted in speeding up of many services, and major timetable expansion and alteration was also done there. The railway seemed to be facing into a new era. Yet, it was noted more than once, despite the UTA’s history of anti-rail, pro-bus policies, its publicity machine for its remaining rail services was light years ahead of an apparently indifferent CIE publicity department! However, just as today, the neglect by CIE (and IE!) of cross country routes was as wilful as Stormont. The Rosslare – Mallow and Waterford – Limerick lines had poor and infrequent services – one each way per day, and a second in summer months only. As a train service, that was (and is, sixty years later) little better than useless. In 1965, AEC sets were still employed on some main line trains on the Waterford and Sligo lines. May saw the closure of the Guinness brewery rail system. Within the last month, 0.4.0ST No. 2 had still been in use when a car collided with it on St. John’s Road! This month saw a CIE AEC set form the Enterprise on one occasion, as a result of a breakdown elsewhere. And the bubbles were in traffic – between Castlemungret and Cabra. The older cement hoppers were being used between Limerick and Athy. Castlemungret was loading 180 wagons per day. Sunday 14th February saw the last trains on the Derry Road. These were: A five coach BUT set, a six coach one with two vans, Jeep No. 8 with the goods. The down 20:05 was a three coach AEC set. The last down train of an eight car BUT set broke down just as soon as it had cleared the platform in Great Victoria Street, but the leading car was replaced and on it went; enthusiasts present had hoped that steam engine might have been substituted! Following the closure, pilot engines remained at Foyle Road, Strabane. Omagh and Dungannon. The last railcar into Derry had left at 00:21 to go back empty to Belfast. Three days after closure, the pilot engines had been steamed to clear all remaining wagons and stock held in sidings. The three stations in Co. Donegal (Porthall, St. Johnston and Carrigans) had been closed by CIE too, but a day earlier as they had no Sunday trains. Thus, their last service was the last Strabane - Derry local on the Saturday, consisting of “S” class 4.4.0 No. 60, two carriages and a van. This resulted in major changes in the workings of the UTA railway, as it had been just about halved. Moreover, the need for steam traction had been greater in the GNR area than the remaining NCC, as goods traffic was much heavier – indeed, the Derry Road carried the bulk of the UTA’s goods, and right until closure, goods trains over the route were heavily laden. Following the closures alluded to above, but a single engine (a “Jeep”) was kept as a pilot / spare engine at Portadown. The large roundhouse there would soon be redundant. Great Victoria Street had “S” class 4.4.0 No. 66 as pilot – and as far as the GN was concerned, that was that steam wise. On the NCC, just the Courtaulds coal traffic was left, worked also by Jeeps – the “spoil trains” were not yet running! Another Jeep shunted York Road. I remember it…. No scheduled passenger trains anywhere were now steam, though a few surprises could still be thrown up with excursions or extra workings. The last of the large GNR express locos, Vs 4.4.0 No. 207 “Boyne” remained in traffic, though in an increasingly dishevelled state – the UTA never repainted it in their livery, and it bore the now unsightly, faded and filthy GN blue. As an added indignity, its nameplates had been removed and replaced by wooden ones with the name painted on. The Lansdowne Road rugby specials saw it in action in April on specials from Belfast. Jeeps 4, 10 and 52 were all in action on various sports-related specials into the summer, both on the GN and the NCC. Six ex-GN 0.6.0s, three ex-GN 4.4.0s were now stored, withdrawn, at Portadown Shed, in the company of Jeeps. However, one of the two remaining W class had new cylinders, and ex-SLNCR “Lough Erne” had received attention at York Road. Steam was not dead yet! Two unusual ballast workings were noted during the summer. One was a routine one operating south of Portadown, but what was unusual was the motive power – No. 207! More bizarrely, a ballast train was seen on the closed Portadown – Annaghmore stretch of the “Derry Road”. Why would a ballast train be wanted on a closed line, and one with well maintained track? Answer: to bring stone to several locations where accommodation crossings across the track were to be upgraded to proper roads once the track had been lifted. A strange one! A visitor to the south west in the spring found B169 in charge of the North Kerry goods, with 21 wagons plus van. G617 was working coal trains in from Fenit to Tralee. By this stage, for modellers, open wagons in use were about 40% old wooden ones, and 60% corrugated “Provincial Wagons” opens. Beet traffic would have been similar. By 1970 or so, the wooden ones were rare, if not disappeared. B152 was working in the other direction, the two crossing at Listowel. The northbound train was 40 minutes arriving in Limerick, almost all of this due to a tar tanker which was detached at Lixnaw. These tankers were elderly, and subjected to a speed limit. In addition, the shunting procedure at Lixnaw was complex due to the restricted track layout. At the same time, the trains to Wexford and Rosslare (DSER) were reported to be a mix of 121 class and AEC / BUT railcar sets. The Mallow – Tralee line was still mostly AEC cars too, as were Tralee – Dublin expresses. Mid May saw the final closure of the Guinness tramway in Dublin, as previously mentioned. No. 3 worked the last train, as the broad gauge diesel, No. 4 was out of use. A few days later, No. 3 was steamed to take 2 and 4, dead, across the road to Kingsbridge. No. 4, of course, ended up in Whitehead where it remains today, in fine form. Note for modellers: it currently carries a shade of blue much lighter than it would have had in Guinness’ days. In its original state as first built, it was dark olive green with some of the motion in red, as per the 1’10” gauge Guinness loco in the Guinness Storehouse in Dublin. During the summer, the steam engines abandoned at various locations mentioned earlier were being brought to Mullingar (B151 having been noted towing two old Midland 0.6.0s there) and Inchicore. That would be an interesting working on a layout – a shiny 141 hauling a dead and shabby steam loco away to the scrappers…. tissues, please! Two Bredin compos (2116/7) were seen in the summer of 1965 working as railcar intermediates in ex-GNR AEC railcar sets on the Dublin – Dundalk route. While the UTA tended to include old steam carriages in MPD consists and occasionally MED ones on the NCC, their share of GNR cars tended to use whatever stock the GNR had used with them. CIE, like the NCC section, had all manner of things as AEC intermediates. Old wooden bogies had been used, and there was a short lived experiment with (I think) two Cravens used as such. The last of 500 palletised wagons were being turned out of Inchicore meanwhile. On 29th May, an unusual IRRS trip took place. C206, later to be an occasional visitor to the Loughrea branch, took a train across to Albert Quay and back. An old wooden brake second was used, but with it, despite being withdrawn – six-wheeler 39M; this was the last time a six wheeled coach was ever used to carry passengers. 39M was one of the last clutch of these things which had been retained for excursions in Cork. Most of the rest had been sent to Mullingar to be scrapped, as mentioned earlier, and a few survived into departmental use. Five years after closure, lifting of the West Cork was completed in the summer. Lifting trains were still active elsewhere in the sections from Clonsilla – Navan and Ballylinan, with lifting due to start between Streamstown and Clara (abandoned for many, many years, but not formally abandoned until quite recently), the North Wexford line, and the short Ardnacrusha branch. On 26th July, with G614 in attendance as shunter, the first trainloads of fertiliser left Shelton Abbey. Further north, the UTA sold 24 locomotives of a number of classes for scrap, almost all of GNR types, and thus making GNR locos a rarer species now. By the autumn of 1965, the UTA’s locomotive stock was as follows: GNR Vs 4.4.0 No. 207 (still in blue-(ish!) livery) GNR S 4.4.0 Nos. 170, 171, 174 (all still in old blue livery) GNR UG 0.6.0 Nos. 48 & 49 (Retained for the summer to work excursions across the Belfast Central line to Bangor) GNR SG3 0.6.0 No. 37 (Thought to be retained to work lifting trains on the “Derry Road”. Many of the scrapped locos were other ex-GNR 0.6.0s) SLNCR 0.6.4Ts Nos. 26 and 27 (26 was seeing little use) Shunting at York Road only. NCC W 2.6.0 No. 97 (not in use; retained for spares for Jeeps) NCC WT “Jeep” Nos. 1-10 and 51-57 (all but one whole fleet of them; 50 was stored out of use at Portadown, and when this survey was done, 9 was with it; out of use, but operable. 7 was partly cannibalised at York Road.) Thus, in mainstream use, we now see seventeen Jeeps, and four GNR 4.4.0s. Even at this, the thinking was that by the end of the summer, many of the above would also not be needed and would be scrapped. This isn’t long before their saviour, the spoil contract, had been announced. Had this never happened, it is probable that over the winter all but three or four Jeeps would have been scrapped. From mid-April to mid-June, the Enterprise reverted to steam working between Dundalk and Belfast, a 121 usually having it south of Dundalk. 207 was also in use on Belfast – Dublin excursions again. In July, new “sectional” liveries were introduced by the UTA. It is worth noting that when the UTA was dissolved two years later, these had still not permeated the whole fleet, and as I recall very well, much if not most was still in the dark green livery. However: Bangor line MED sets acquired a new light olive green and cream livery, while on the GN section a mid blue (similar to GN loco blue, but much lighter than GN coach / railcar blue, was used. Cream upper panels, with blue above that, and silver-grey roofs completed the picture, Short lived it might have been, but it looked very smart as I recall. AEC / BUT cars meant for local services had a thinner cream band at window level, with “main line” ones having the cream extending to just below, and just above, window level. The blue was dipped at the front, in the same way as tan on CIE “A” class locos. NCC section railcars had maroon and light grey; this would later become the new NIR livery with few alterations. I could be wrong on this, but recollection suggests that the maroon was marginally lighter than that eventually adopted by NIR in 1968. As mentioned before, a certain number of steam-era carriages had been retained and refurbished. These were classed as “Class A” carriages, and were to be plain maroon. (NIR would later add a 3” light grey line below window level). Other carriages remained in the old UTA green. An indicator of the still-varied traffic carried by the railway was given by the record of a northbound train on the DSE section in the charge of B122. As well as the seven coaches, a loaded fish van took up the rear. Its counterpart in the down direction was a three-coach AEC set. In 1965 almost 600,000 tons of cement was carried by CIE, or 25% of ALL rail freight. We now had the bubbles, but also much was carried in “H” and “Palvans” – standard covered vans, a good few old wooden ones also included. It was noted that this traffic “just exceeds the total of the two next heaviest traffics – beet and artificial manure”. Amidst the destruction of the Derry Road, with two old GNR Gardner railcars in use on the lifting train, as well as a Jeep, the temporary saviour of steam was announced. Seventy side-tipping “spoil wagons” were to be ordered for delivery in 1966. Elsewhere, construction had commenced of the new diesel-electric railcars, which would come to be known as the “70 class”. The tide was now turning for what was left of the railway, and the UTA was belatedly following CIE in a modernisation programme, Unfortunately for much of its route mileage, it was too late. One wonders how the Derry Road, Dundalk – Enniskillen – Omagh, and Belfast – Downpatrick – Newcastle would have fared with modern fast diesel trains. The Inchicore trial train still had a workshop coach in its midst – 662A. This had formerly been dining car 74D – probably the very last ex-DSER vehicle in use. A late survey of the Mallow-Waterford line found the following in use – B152 (with a train of laminates, but a GSWR 12-wheel diner 353 included, plus two tin vans and two fitted “H” vans. The dining car had been tastefully adorned with Christmas decorations. A25 was crossed at Lismore with a beet special. It was noted that up and down main line trains at Mallow had both been double headed 141s. Black and Tan sheer heaven! The year ended with severe floods – the worst in living memory, with sections of Mallow-Waterford, Limerick – Ennis, and near Longford all blocked. Floods and downed power lines all added to the chaos. The Rosslare Express had to operate via Limerick Junction, but the Sligo line was worst disrupted, with widespread bustitutions. An AEC set took four hours to get from Longford to Dublin; it was too late to form its return train, so B173 replaced it with a set of 5 laminates, two tin vans, and a GNR-origin dining car. One unusual working was B152 hauling a dead 6-car AEC set from Dublin-Sligo. The same set was hauled another day by an A class. B125, B130 and B123 were also noted, in each case with trains of 3 or 4 laminates and tin vans. The 121 class were to be regulars on the Sligo line for some 15 years. The Westport line was similar with AEC sets on some mainline services, but 141s primarily on loco-hauled ones. One train was reported as a three-car AEC hauling a goods van and a tin van. In the coming days, the area between Bray and Greystones, and the notorious Ballygannon, suffered severe delays due to extreme weather. Without delving into every delay and special working, it’s worth noting the make-up of trains. One set was a four coach ex-GNR AEC set with two tin vans. B133 and B160 were on up and down goods trains. One set on one day was a 121 hauling a BUT railcar set. For nine days there was chaos….. I hope that the foregoing has given a flavour of the world into which the IRM “A” class locos lived. They entered a railway full of variety, with many routes still open that are long history. They worked traffic that many today would be almost unaware of. “A” class locos worked the North Kerry, Mallow – Waterford and other places…Ardee… One went on a test run down the West Cork, though they never worked there; another got as far as Monaghan via Cavan, and yet another got into Carrickmacross, I think, with a goods train about 1958. Their more recent history is better known, thanks to the increasing presence of prolific photographers and the internet. The above articles have related to the period from 1960 to January 1966. When I get time I’ll go back in time, and do 1955, the arrival of the “A” class, to 1960. If anyone is still awake, I’ll eventually do 1947-55. Goodnight!
  7. 2 points
    Main controls completed for barrow street with circuit breakers on each dcc section and a separate 12v line
  8. 2 points
    And so....the first batch of the superbly designed and manufactured Tara wagons arrived today at Tara junction to undergo trial runs and platform clearance, Here we see retro liveried locomotive 071 haul the short four wagon consist on a gauge clearance special around the layout, Thanks very much to the lads at IRM HQ for these superbly detailed wagons, well done from a delighted customer. I removed the tension lock coupling on the rear wagon to glue the vacuum brake pipe into position and also and more importantly was the fitting of the two red tail lamps to complete the set of wagons.
  9. 2 points
    David i can only work on half the layout at one time and as with all not enough space.here are some photos of what i have up at the moment regards
  10. 1 point
    Thanks for showing that, David. It looks as if I'm wasting money on a Stay-alive chip - mind you, I'm sure the MRSI's track is fifty-times as well laid as mine! Sorry to hear about the wonky cab. I believe it is a separate "piece", as I believe Roderick told me he was going back to having a metal boiler - just the thing for an 0-6-0, giving it bags of torque and pulling power (like the redly thing!).
  11. 1 point
    Got my bundle of all 5 packs yesterday and very impressed with them. Only ordered them on the 5th December. How's that for delivery service. Roll on the container flats and ferts PS. Any word on the plough vans yet?
  12. 1 point
    Extraordinary ambition and vision, while I've seen whole layouts built on the footprint of the control panels. Thank you. Love the shot looking down on the Google footbridge. For me, the signs of a great layout are how many dimensions it has. Not the physical ones, but the visual ones and suspect there are a great many interesting and satisfying views from all angles. One of these days, maybe you're doing it already, you will look at Barrow Street and think, 'Did I really build that?' Eventually, (not now!), it would be fascinating to read about what inspired this opus, how it will operate etc, etc. Many more miles on the journey yet and look forward to each new installment.
  13. 1 point
    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.
  14. 1 point
    2 boxes arrived at the home house I wonder whats inside 🙄
  15. 1 point
    In reality, while obviously not intended in the model, it was not unusual to find locos with things like that in real life! Especially older locos that had been around a lot for a long time...... I saw some incredibly lopsided engines in normal service in India and Indonesia in the 1970/80s!
  16. 1 point
    Sorry Bos, I didn't understand that 😕
  17. 1 point
    Yes, that's not right. I'm glad you;re getting a replacement. Hopefully no issues with that or we're all in trouble
  18. 1 point
    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.
  19. 1 point
    Between packing more orders (we can barely keep up atm, lots of new orders have come in with people adding to their rakes!) I managed to get some pics of each set. As per usual, we have done lots of individualism on the deco, all per the real wagons of course! Pack A Pack B Pack C Pack D Pack E. Get them while you can! https://irishrailwaymodels.com/collections/tara-mines
  20. 1 point
    Definitely iffy cab fit,tender springs look odd as they don't have any spring hangers.Andy.
  21. 1 point
    I'm no steam enthusiast but to me that looks awful. I may be wrong but does the picture in first post on this thread seem to have a similar problem? Are these cast in one piece or is the whole loco assembled from separate sections? No offence but I wouldn't be happy if it were me!
  22. 1 point
    Disappointed, but not surprised, unenlightened Ireland being what it is. One train set (sic.) is as good as the next it seems. From the post above it looks like it's going to be a new fangled "Interpretive Centre" rather than the Fry Model Railway we knew.
  23. 1 point
  24. 1 point
    Loops? Surely also an Immelmann turn or a split S.
  25. 1 point
    News on 21mm conversion is good news and will have to see how easy it is. Robert
  26. 1 point
    They really look great running behind an 071, can't wait get an A up front. These Taras make you wish the MM 071s had rotating axel caps too, really adds to the running quality. They look great from every angle and just look "right". They really show up the design compromises Murphy had to make with the scale of the 71s in the buffer width spacing. Yet again, top marks lads. More than worth the wait.
  27. 1 point
    I have a difference of opinion on this matter, but it would be wrong to take up issue on this thread as it relates to the Gauge OO layout of which I'm sure Dave will provide a superb layout as per his brief from the design team. I and a few others campaigned for retention of a Gauge O Layout for the new facility but it fell on deaf ears- the councillors are more interested in the kudos of the project than getting an understanding of the scale difference and the significance of the Fry Model Layout display and what it could be into the future. I suggest further debate on the Gauge O matter be carried out on this thread;- Eoin
  28. 1 point
    1963 Concluded Back from the tropics now, so back to delving, and we're now in 1963. With steam finally dying on CIE this year, it was a truly momentous year in Irish railway history, and this huge change in motive power over the previous decade was now focussing minds on the strengths and weaknesses of the new forms of propulsion. Over the past decade, we had seen a shift from the general rule, like this: 1950-2 Steam everywhere. 1952-5 AEC on almost all secondary passenger services, and many main line ones. Steam everywhere else. 1955-60 AEC and A class on main line, secondary and suburban passenger, and A, B101 and C joining steam on goods. Steam still on many branches and pilot working. The B101 class are seen as "southern engines", being based in Cork, Limerick & Waterford. Unlike other diesels, they are not to be seen all over the system. B101s are mainly active on Rosslare - Waterford - Mallow - Cork, Waterford - Limerick, and Cork - Tralee, but make more than a few appearances on the North Kerry (normally AEC on passenger and "A" on goods) and Limerick - Sligo less often. The B101 class are also occasionally to be seen on the DSER but rarely on the ex-GN lines, and almost unheard of on the Midland. This will remain their lifetime habits. 1960-3 AEC graduate towards Dublin suburban mostly, with A taking the lead on other passenger trains for a very short time until the B121s and B141s are in use. C's on remaining branches as they close. A, C and B101 on goods. Steam on a few branch duties and pilot work, very occasional goods e.g. beet and cattle specials. 1964-7 The "Yanks" take over passenger work very substantially. The increasingly unreliable A class are largely on goods now, and the even more disastrously unreliable C class are mostly on pilot work now, with rare appearances on passengers trains. AEC cars now in Dublin. Steam gone. In 1963, it is noted that on average only 12 of the 34 "C" class are in traffic at any one time. With their branch lines (e.g. Birr, West Cork) gone, they do little but pilot work. The rest await on the Tiresome Long Term Illness Siding at Inchicore for their next appointment with the long-suffering fitters. Then somebody suggests new engines for them! It was noted, though, that with the B121 and B141 class spread thinly all over the system, while many opportunities presented themselves where double-heading would be beneficial, rarely were there two of these classes in the same place, at the same time, and available for such duty. Thus, their 950hp power was an operational limitation. However, the C class, even when working, were worse - it was noted that five bogies was as much as one could deal with in realistic terms. The newer E class had proven unstable at speed, and were thus confined to shunting around Dublin, though two were allocated to Cork and one to Limerick. A G was in Tralee to handle the Castleisland goods and shunt. Another G had for just a couple of months dealt with the daily Foynes mixed - in between the end of (J15) steam there, and the end of passenger services in '63. With all the new locos, especially the B121 / B141 classes, plus further closures of smaller intermediate stations, many passenger services were considerably speeded up. The Dublin - Galway service had a full half an hour knocked off it.The final trains on the Sligo - Claremorris and Tralee - Limerick sections were, as usual, AEC railcar sets of three cars. The "Burma Road" one trailed a tin van - AEC sets were often seen towing all manner of items - from six wheel coaches to tin vans to having Park Royals or even older wooden corridor stock as intermediates. Now, the Limerick - Ballina service, bereft of its railcar, would switch to a 141 and coaches - a pattern maintained until passenger services ceased in 1976. Naturally, many many steam engines were now lined up for scrap, including old GNR types. On 10th June, J15 151 was steamed and went from Amiens Street to Bray and back, the purpose for which being unclear. Prior to that, 184, 111, 187 and 151 had all been in steam for filming purposes in the spring, but this jaunt to Bray does appear to be the last time any locomotive was used by CIE for any sort of normal use, even if apparently it didn't haul anything. I say "normal" use; two weeks later the old Cork gantry vertical boiler locomotive "Pat" was steamed for an IRRS group. This left locos in store at various locations, but the vast majority in Inchicore. Elsewhere, lifting of closed lines continued in the vicinities of West Cork (with a C class on lifting trains), Port Laoise - Kilkenny, Birr, Ballaghaderreen, Mountmellick and Banagher. Other lines slumbered, the cutting torch hanging over their heads; now weeds would gather, soon the track would be removed. Not quite yet, so Newmarket slept, as did Ballylinan, Oldcastle, Edenderry, North Wexford, and Bagenalstown - Palace East. I remember the eerie sense of an abandoned Palace East when jhb171Snr took me there just after the track had been lifted. A farmer with a shotgun, to whom I assume the land had just been sold, kindly advised us where we ought to go, and how quickly we ought to go there. The UTA was still whinging about how much money it was losing. Paltry by todays standards, at £438,000, but not really all that enormous by the standards of the day either. Some creative accounting ensured that the road services showed up as best as they could, while the railway showed as financially bad as possible. However, some stations on the Derry Road were being smartly painted up and renovated; obviously, closure couldn't be far away! Victoria Bridge, Pomeroy and Sion Mills all won best-kept station prizes. Yet, they increased their steam fleet. Loco shortages on the ex-GNR section meant that three S class and one Vs (170, 171, 174 and 207) were now being bought from CIE, who had inherited them in 1958 but with the end of steam had no use for them. The blue livery, albeit so filthy that it could barely be seen, would grace the Derry Road once more, as buoyant passenger traffic meant that steam hauled passenger trains would not entirely be displaced by AEC and BUT cars on the Derry line. In contrast to what CIE were doing, it's interesting to see what was working on the UTA. The last ex-NCC 0.6.0, No. 13, wasn't doing much and would be withdrawn soon, but was noted shunting York Road, despite having been out of use for a while. York Road (or Duncrue Street, as they now called it) had recently overhauled "Jeeps" 2, 51 and 57, with 10 under repair. Alongside 10, "W" class 2.6.0 No. 97 (possibly the last of these in traffic?) and two GNR 0.6.0s were also under heavy repair. Eleven more steam engines of both NCC and GNR origin were advertised for scrap, while W class 95 and 98 were hauled dead to be stored at Whitehead, never to run again. The Derry Road had seen little steam on passenger work in recent years, the majority of trains being AEC railcars, but the summer of '63 saw what might be seen as an Indian summer. The three S class locos recently acquired from CIE, and the busy summer traffic, saw up to 50% of the trains on the line in the summer being steam. As well as the S class trio, the remaining U / UG types put in appearances, especially the Posrtadown - Dungannon local. And this was to be the season that on several occasions, CIE B141 class diesels would grace this line as far as Omagh on Lough Derg pilgrimage trains. I believe, but I am not certain, that a CIE AEC railcar set did this duty at least once. On the NCC, steam took a further step backwards, with a noticeable increase in specials being formed of the various types of MPD railcars. From normal passenger service, steam was almost extinct on the NCC. On 27th May 1963, an MPD set ventured off the NCC for the first time with a 5-piece passenger special from Portrush to Dublin and back, while a couple of weeks later B165 took a CIE set on a Dublin - Portrush excursion. The MPD jaunt south was repeated a week after that. Steam activity on specials in the summer of '63 saw W class 91 do fourteen specials, ex-GNR 4.4.0s 58 and 60, "Jeep" 50 and W 104 also seeing action. With Warrenpoint and Derry still working, this might be seen as an Indian Summer for UTA steam, even as the fires went out on CIE. The official roster - bearing in mind that some locos officially in traffic were not actually so - was as follows: NCC "WT" Class 2.6.4T "Jeep": 1-10, 50-57 (18 - the entire fleet of them) NCC "W" class 2.6.0: 91-9, 104 (8, though 95 and 98 had been out of use for a long time) NCC "V" class 0.6.0: No. 13 (1; saw little use, shunting only) SLNCR "Lough" Class 0.6.4T: 26 "Lough Melvin" and 27 "Lough Erne". Shunting only at York Road; 26 rarely used. (2) GNR "SG3" 0.6.0: 32-32-7 (6) GNR "SG2" 0.6.0: 38, 39 (2) GNR "SG" 0.6.0: 43, 44 (2) GNR "UG" 0.6.0: 45, 47-9 (4) GNR "Vs" 4.4.0: 58, 207 (2) GNR "S" 4.4.0: 60, 61*, 170, 171, 174 (5) (* out of use for some time; GNR numbers still on recent ex-CIE purchases, UTA numbers on others) GNR "S2" 4.4.0: 62, 63 (2) GNR "U" 4.4.0: 66-8 (3) GNR "T2" 4.4.2T: 5X (Not much in use - shunting at Gt. Vic. St) The "X" after the number meant that it was to be set aside for scrap if even the slightest fault developed, i.e. zero budget for maintenance. (1) GNR "T1" 4.4.2T: 187X As above (1). Of the above 57 locomotives, 18 were of one type, but the remaining 39 engines were of no less than thirteen types! Look at the GNR stock for example - no ex-GNR type had more than six members, and many were a class of 1 or 2. The summer Rosslare set was noted as being an AEC set (that much was typical) but with an old GSWR wooden dining car included. A cameo of workings on the Sligo - Limerick route in June 1963 saw a two-car AEC as the normal passenger set; that on Limerick - Tralee was the same formation. Single B121s were on the goods on this route, and on the main line to Sligo. The ballina branch train, however, had a C, usually hauling an old wooden bogie and a tin van. G615 was shunting in Ballina, while a C often handled the branch goods. In these times the Nenagh branch still was seen as the main line into Limerick. One typical train is recorded: B144 hauling a train of a Bredin, a Park Royal, three laminates, a dining car and a tin van. The ex-SLNCR railcar, now clad in CIE green, was working Limerick - Nenagh locals. The summer of 1963 saw busy traffic on weekend summer excursions from Castleieland to Fenit and back. AEC railcars dealt with this traffic. As autumn fell, the GAA's All Ireland Football Final would produce some interesting traffic as it has done from time immemorial to recent years. Nobody can convince me that there's anything even remotely interesting about getting a camera out for a Kerry supporter's special in these days - ehhh, oh, it's a 4 car ICR. Zzzzzzzzzzzzzzzzzzz. ALL the normal trains on that line are ICRs. But we're not talking about the glorified LUAS that passes for a railway today, all the way from Londonstrokederrybrexitcityderry to Cobh. It's September 1963, and no less than seven special s would leave Waterford for Dublin on All Ireland Day. But - with the recent closure of the Kilkenny - Port Laoise line, section occupancy was impossible on the main line for the normal service plus six specials all leaving within half an hour of each other. The solution was to send them up to New Ross - still open for goods, and beyond; the New Ross - Palace East - Macmine line had been closed since April but was not lifted. Thus began and ended 141 class operation over this line, as another remarkable feature of these trains is that they were all 141 hauled.B176 was first, then B147 left at 07:00, followed by B177, B158, B160 and a double-headed B148/B170! Autumn saw G615 alternating with a C on the Loughrea line, with its unique one coach train. Meanwhile, Inchicore's last two wholly-built coaches, two firsts of laminate stock, and the first Cravens, were out on test. Steam and Cravens had just missed each other; while all steam was gone months earlier, no Craven was yet in traffic. The first Craven was 1504, the rest numbered numerically after that. G617, the Tralee shunter / Castleisland goods engine, managed a rare passenger feat in September, when it took a two-coach special for an IRRS group on a rare non-stop run through Tralee, as it travelled from Castleisland to Fenit and back. One of the old GNR articulated Gardner railcars, No. 105 (ex railcar G) was still working on the Warrenpoint branch, but a single BUT car, 129, was also working on its own on off-peak Belfast - Portadown services. Every year, when the Orangemen and Apprentice Boys came out of the woodwork, many interesting railway workings would result. While 1962 had seen ex-GNR 0.6.0s predominate on the GNR section, now, with the recent purchases of a trio of S class from CIE, now-neglected filthy 4.4.0s were to the fore again. The last NCC "W" class 2.6.0, No. 104, did take a train from Sion Mills to Belfast, however. Passenger workings on the GNR by these locos was rare. As the year ended, a new dawn was about to break. If the railway hadn't been run down enough, the lowest ebb of the dark clouds of the Benson Report was about to appear. This would result in first, almost halving what little was left of the UTA network, followed by a new renaissance of the rest. All goods would go, along with the Derry Road and the Warrenpoint branch. But, out of the ashes, the new 70 class railcars would come, along with - at long last - the North's first ever main line diesel locomotives being planned. But that's for another day; 1963 is hereby put to bed, as will I quite shortly. Goodnight all; we awaken to 1964 when I'm in the mood.
  29. 1 point
  30. 1 point
    https://youtu.be/lhrIbyALCKE
  31. 1 point
    30.9.18. NIR GM 8113 & Water Jetter wagon at various locations between Scarva & Newry.
  32. 1 point
    13.10.18. Dublin Connolly Station.
  33. 1 point
    24.11.18. Downpatrick & County Down Railway. All photos were taken accompanied by a DCDR operations volunteer with full permission to photograph from safe locations . Many thanks to the Railway as always for facilitating me .
  34. 1 point
    This thread is getting stranger with each post
  35. 1 point
    1963 Continued A note mentions the last passenger train from Limerick to Tralee. The normal two-coach AEC set on this occasion, as a one-off, hauled a "new second, No. 1502". As mentioned in the last post, while steam was now history on CIE, they did retain a sizeable stock of serviceable locomotives, as a precaution in case some major unforeseen issue might afflict the new diesel fleet. Thus, many locomotives were not officially withdrawn until the end of 1965 - but for the historian, it is important to note that doesn't mean that steam was in use until then. Far from it - not one of the reserve locos would ever turn a wheel in traffic again, bar the few used on the 1964 all-Ireland RCTS steam tour. Most would be scrapped, but as we know, ex-GN 131, 90, 184, 186 and 461 would find their way into active preservation, with the old No. 36 plinthed in Cork. West Clare 5c was by now plinthed at Ennis on the site of the former WCR loco yard. Two Cavan and Leitrim engines and one T & D would survive, but that's for another day. The UTA proceeded to overhaul nine steam locos, of which five were "Jeeps", one "W", and two GN 0.6.0s. Ex-SLNCR "Lough Erne", now also numbered 27, had just emerged from the works and would spend all its UTA life shunting around York Road. With CIE now all diesel, the Dundalk banking (steam) engine was gone. G614 had appeared at Dundalk as a shunter, and it would have been utterly incapable of banking anything heavier than a Dunnes carrier bag. Thus, the northern section of the goods train, now worked almost entirely by "Jeeps", often did two runs between Dundalk and Goraghwood. Ex-GN SG and SG2 class 0.6.0s would occasionally work these trains, having the same haulage power as a "Jeep", but these GN engines stayed mostly on the Derry Road, where they were very much to the fore on goods traffic. Unusually, Queens Quay (the erstwhile BCDR terminus) refurbished five ex-GN AEC railcars, as well as its usual diet of Bangor line MEDs (the single least comfortable railcars ever to run in Ireland; albeit only marginally worse than the utterly dreadful NIR "Castle Class"*). Several new Portadown locals were specifically in the hands of ex-GN BUT cars. As these cars had no forst class, they were particularly allocated to these services which were advertised thus as second class only. And just like West Cork, Warrenpoint station was completely refurbished and repainted. Closure couldn't be far away! An ex-GNR bogie parcels van, 780, appeared from Dundalk paint shop in black'n'tan; while F501 was taken to Inchicore and the ex-GN steam crane was sent with match trucks to Waterford. By June, a pogrom of small rural intermediate stations had occurred. No less than 33 stations closed completely, with another 20 surviving only for certain types of traffic - this was usually goods of some sort, with passenger services withdrawn. And from the bizarre to the ridiculous; the last two trains into Athboy were worked the whole way from Dublin by G612! (They must have departed just before the Great Famine....). One, on 29th March had eight cattle wagons, and the following day the other - the very last train on the line - had seven cattle wagons from Loughrea Fair, plus four empty wagons for the collection of signalling equipment. Now the line was shut. The Oldcastle line, by contrast, required A34 to handle 24 wagons on the goods the same day! A55 would take the last ever train - 20 wagons and van - out of Oldcastle the next day. TO BE CONTINUED (* The term "450 class" for these abominations in recent years appears to be a gricer term - railwaymen always called them "Castle Class". And no railwayman EVER referred to the 80's as "Thumpers". Dammit, do they LOOK narrow gauge?).
  36. 1 point
    I did not manage to get many photos of other layouts at Cultra on the 10th November. A few that i did get were Castlederg a truly impressive layout. Another one was of Obins street Some of the others have already been posted above by Irishrailwayman MikeO
  37. 0 points
    It is very disappointing to hear the announcement that the running model will now be in Gauge OO scale, it was inevitable I suppose with the way the County Council design team ignored the scale of the Fry Layout and chose a facility & extension not compatible with what would be required. A large Gauge OO layout will be a delight to have but will in no way personify, compare or pay homage to the Fry Layout. This may not matter to the general public, but in my opinion, and others, dilutes and seriously diminishes the impact and essence of what the Fry Model is, or from now on- used to be. There is a belief on the part of the design team that the Gauge O models cannot be restored to running condition (the original Fry Models are restricted from running) or new stock prepared on the basis of the cost- 1.5 million Euro was left by Mr Gaffney, which is now probably over 2 million Euro on deposit, for the restoration of the Fry Model and housing the exhibit in the Casino, of which the majority of this money the Council has decided is going on the building and interior display systems and a very small proportion of the bequeath is going on conservation of the models and the building of the Gauge OO layout. In my opinion this is wrong and has come about because of the lack of understanding of what the Fry Model is, it's scale, and the fact that there was no 'Qualified' person on the design team to represent the Fry Model and to promote the restoration of the models and keep the running layout at Gauge O scale. Also ensuring an adequate proportion of the funds went towards the exhibits restoration and additions in the future. I have not seen the interior design for this project, but on reviewing previous work the appointed interior design company has done- it's minimalistic, with very modern feel, a design company that will spend far more money on interior finishes, display cabinets and display systems than the Council has decided to spend on the actual exhibits. There is also additional money being put into the building project by the Council on behalf of the Irish people! I made several attempts to offer assistance to the Action Team for the Fry Model, and to the County Council, but my assistance was flatly refused and ignored. I did make submission during the planning process and was successful in having a few alterations done to the design- but the main point of 'Scale' was ignored. An opportunity lost, it could have been so much better, though it would have required a larger budget and a lot more visionary thinking and planning on the part of the design team to achieve it. It is great to see the project proceed, although in diminished form. Eoin
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