Lough Erne

First I hope I am not breaking any forum rules.

On behalf of the RPSI Whitehead C&W Officer, we are about to resume work on 861 and unfortunately the photographic record has gone out in sympathy with the previous C&W Officer - however we are currently working at trying to recover the file contents.

The appeal is mostly directed to those who may have travelled in the coach on early RPSI railtours and taken either external or internal photos - the greater focus is on the interior at the moment.

If you think you can help please contact the RPSI either by post or email - info on the RPSI website - either using the contact us page or new 861 page.

Many thanks

Lough Erne

A quick perusal of the internet produces this

Would agree with minister.

Also GSR corridor doors tended to be of solid panelled construction with the top and bottom panels split into two panels similar to 861s doors. I am certain it is of GNR heritage as the directors saloon at whitehead no50 has identical doors complete with 'portholes' separating the saloons from the short intermediate corridor section in the middle.

In later years these doors were removed as they were generally considered a nuisance by all - though saying that 861 retained her class division doors to the end.

Hope this is of assistance.

The two Guinness Vans usually live out the back in the jungle - however they do surface now and again. See link below during a shunt. At least one of them retains the roof hatches for loading grain. Note the wagon has been modified with doors for loading barrels etc - when in use for grain traffic there were 2 possibly 3 hoppers inside - the marks of which are present on the internal cladding. The one pictured as JHB notes is in a very advanced state of distress!

It may be of interest to note that today 131 steamed and moved under her own power successfully for the first time since mid 1962.

Comparatively speaking very little major surgery was undertaken i.e. no inner firebox replacement or extensive outer firebox work, though it did get a new smokebox and smokebox tube plate bottom half. However it did get several dozen side stays, all new crown stays and of course a retube and a few other odds and ends but nothing compared to 461, 4 or 85s major firebox rebuilds.

Glad to hear things are progressing with the S class.

I would say that buffers would be a relatively common accessory in peoples gardens etc - but you would be amazed at what people have stashed away on their homes be it buffers, piston heads, crossheads, connecting rods, pressure gauges, smokebox darts, droplights, compete railcar driving cabs, seats, etc etc

A friend of mine has found an EE 450 class piston to be ideal for holding the door open for instance!

A superb piece of modelling that will add to an already atmospheric and excellent layout. As regards the loco (I think from memory) that the nameplates are wrong. The UTA when they purchased Lough Erne (27) painted the nameplates that way i.e. red background with polished letters. In SLNCR days the nameplate and presumably makers plate would have had a black background with the letters and edge picked out in red - not polished brass.

For those sufficiently interested due to a rather generous grant by GROW of South Antrim 171 has left these shores for the first time since arriving in 1913, for restoration by an external contractor to running condition and will be due back roughly about Christmas 2014 all being well.

131s restoration at whitehead is also progressing well with the loco now largely dismantled and fabrication of new bits has already begun. Thankfully no really nasty problems have been found (yet)!

I would be surprised if they had even considered France as I think De-Deitrich have long been out of business. I assume the money is just for an internal refit, possibly a bit of rewiring and a bit of bogie work as they are approaching as noted elsewhere there 'half life refurb'. I imagine they will do it coach by coach using the spares or do it one rake at a time with a TPWS and CAWS IE or NIR railcar set as a replacement.

As JB says fantastic and inspirational work. The method used for the body and tumblehome forming especially. Once I finish a few other projects, I feel a WCR railcar trailer for the garden might be just the thing!

You could try contacting the RPSI book sales as there is a very large range of secondhand books available at reasonable prices, and has the benefit that the money goes to a worthy cause.

I wouldn't pay any attention to what the railway press has to say (with the possible exception of the Railway Magazine) as there has been a lot of contradiction in the last few weeks. An official announcement from the RPSI Board re 171 will be made (I would like to think) at the AGM on sat or very soon after.

As regards 131 work is continuing at a good pace with boiler work started, the majority of valve gear dismantled and the frames lifted off their wheels for examination of journals etc.

David, there is a photo of a suitable van on page 174 of the Oakwood Press E M Patterson GNR I book which shows a 'rounded end' van at Foyle Road numbered 1799 in 1931.It is a very clear photo showing all required detail. Hope this is of help.

I have put another 2 photos in the album showing the slide valve crosshead which I hope will be of use or interest. It is unfortunately rather difficult to get a decent photo of the slide valve crosshead due to the proximity of other bits of valve gear and the trailing bogie axle.

I have put a few more photos up showing the area requested. Hope they are ok as the camera died before I could take anymore. In other news, 131's frames were lifted off her wheels today - the first time since her rebuild in Dundalk in the late 50s.

meant to add

It is roughly similar to this apart from the fact that the piston valves are above the main cylinders and as seen in the photo has an additional rocker assembly to lift the valve travel above the cylinders

http://www.steamindex.com/locodesn/cylinders.htm

The piston valves are operated as mike says through a rocking shaft.

From the eccentrics on the driving axle the expansion link is moved back and forth which in turn is suspended from the weight shaft. From the expansion link there is a connecting link which is supported on both sides of the frame spacer and this rocks back and forth. At the cylinder block side of the spacer as seen in the photo the connecting link is connected to the steel casting that the valve spindle link is connected to. This means as mike says that the valve is pushed/ pulled in the opposite direction of the throw of the eccentrics.

I will take a few photos at the weekend and put them up

If you want any more photos feel free to ask and I will see what I can do

In theory an album should have appeared of 171

Hope to post an album of photos of 171 then 131 at end of week or at the latest sunday

Interesting stuff Leslie, though there will only be 2 blue 4-4-0 on the go as 131 was never blue (apart from a very small period of time for an inchicore open day) and I doubt very much that she will be blue though never say never as it will all depend on tender availability! - 3 engines and 2 tenders - unless we paint 171 black and wait a while until 131 has her own tender prior to painting 171 blue, though this may have GNR fans somewhat irked.

It was a very successful and enjoyable evening on Thursday. From mikes superb film (only one of many) the majority of electrical testing has been done in preparation for the main electrical/steam/brake etc tests in the near future. There is no lining on the loco yet - only about 3/7 of the tender but it is hoped to have her done by the new year. Test trains are still to be confirmed as there are still paper work mountains to be scaled but it should be middle/late January early Feb all being well.

The tender was the one that it was paired with for display at Dundalk etc. The only parts left of it today are the wheels, frame, handbrake and a few detail sections. Apart from that, everything above floor level was scrapped as it was rotten and beyond use unfortunately.