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Mayner

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Mayner last won the day on November 15

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About Mayner

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  • Biography
    Born Dublin, lived most of my life in Dublin and the UK. One time builder, moved to New Zealand several years ago. One time WHHR Volunteer Portmadoc, track ganger, diesel loco driver and bulldozer driver, plant operator, now an Armchair

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    Hamilton, New Zealand

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    My family, solving problems, anything to do with railways, travel, blues, rock, jazz, stirring thing

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  1. The weekend's wet and windy weather seems to have been a World wide phenomenon. New Zealand's South island effectively cut in two with main road and rail-links severed by flooding https://www.stuff.co.nz/timaru-herald/news/118057658/kiwirail-track-suffers-significant-flood-damage, high winds on Sunday brought down a large section of a mature tree above the main yard on my garden railway fortunately without causing too much damage, harming anyone and the fortunately the tree surgeons fees are largely covered by insurance.
  2. G.W. Biggs & Co Ltd oil distributors in West Cork since 1904 http://www.biggsoil.ie/about-us they just may have information on the trucks used in the 1950s Bedford trucks had a good reputation in Ireland (at least my father as a fitter and a one time haulier my father preferred Bedford to other makes!). The Bedford S and normal control Leyland Comet were fairly common at least in Dublin into the mid-60s. Its possible Ford may have been preferred in Cork to Bedford or other marques https://www.irishexaminer.com/ireland/memories-of-ford-check-out-some-historic-readers-pictures-and-the-stories-behind-them-447450.html.
  3. In a strange way not so new in terms of technology at -all the gantry crane arrangement used for continuously supplying sleepers and taking away old rails appears to be based on the Bretland Track Re-laying machine developed by the MGWR in the 1920s. The arrangement of the gantry crane (Conveyor) running on rails on the material wagons to feed the re-laying machine is pure Bretland, the Bretland system was licensed to Morris Tracklayers in the UK who built a tracklaying machine that was used on the LNER & BR (E) up to the 1960s. In away these track-relaying machines were ahead of their time as the preparation work prior to the relay and lining and leveling to achieve line speed had to be done manually by vast armies of men until suitable machinery was developed from the 1950s onwards.
  4. Jeremy Clements wrote an interesting article (may 2011 New Irish Lines) on the challenges of maintaining the loco fleet on the 7mm Fry Model Railway. Interestingly it was found necessary to re-build the diesel fleet from a single motor driving all axles to a two motor arrangement driving a single (inward) axle on each bogie. Two powered axles on a single loco were found to be adequate as the 7mm layout was basically flat. The focus was ease of maintenance allowing a complete motor/gearbox/wheel set assembly to be quickly swapped out for maintenance or replacement without having to remove a bogie or dismantle the loco. This would be difficult to achieve in OO perhaps a minimum stock of 3 times the number of locos necessary to run the sequence to cover maintenance and repairs! The new Fry Model Railway could always consider the experience learned at Pendon in operating the Dartmoor layout since 1955 in particular Guy William's experience in building an maintaining 4mm steam outline locos.
  5. That's an interesting one, it looks like two passenger trains possibly connecting at Palace East although the Bagnalstown-Palace East line lost its regular passenger service in the 1930s. The train at the branch platform appears to have an IRRS headboard, the train on the main line appears to be worked by a 333 or D4 Class 4-4-0 which normally worked main line passenger rather than branch line services in South East Eastern and Waterford Region. Its possible that the train on the main line is a special or has been strengthened for that particular working, North Wexford passenger trains appear to have been normally worked by the smaller 52 & 60 Class 4-4-0s until replaced by J15s and ultimately B141 during the final months of operation.
  6. There are three very atmospheric John Langford colour photos Palace East in "Irish Railways in Colour a Second Glance 1947-1970" Tom Ferris 1995 ISBN 1 85780 019 2. The photos are mainly at the western end of the yard and feature a meet between two passenger trains and a beet special from Bagnalstown which required some interesting shunting, there are also photos of trains at Macmine Junction & New Ross
  7. Mayner

    Project 42 Update

    Its a bit rich for people to be complaining at this stage that the 42' container wagons are sold out, when they had over 12 months to place an order for these wagons. IRM started accepting full payment and deposits for these wagons in October 2018, its possible that IRM would have increased the number of wagons manufactured if more people had placed orders before the wagons went into production.
  8. I think HO Scale (1:87) would be a better proposition than OO (1:76) for modelling Indian and South East Asian railways, which have more in common with Australian and South American practice and have some rtr support. Frateschi https://www.frateschi.com.br/web/locomotivas/?lang=en produce a large range of relatively in-expensive South American rtr while Auscision https://www.australianmodeller.com.au/collections/auscision-models produce a more high end range of Australian rtr locos and stock. Both include a number of the standard Alco and General Motors and General Electric export locos used in India and South East Asia. Although scratch building is probably necessary HO should be feasible as many broad and narrow gauge locos were large by British standards and followed modern practice with more in common with American than British design practice. Perhaps some one may produce a model of the Standard meter gauge 2-8-2 used in East Africa, India, and South East Asia (Malaya, Thailand, Burma. On the question of gauge HOm is spot on for the meter feeder lines in India and the main line systems in South East Asia, and EM reasonably close for Irish/Australian 5'3" or Indian/South American broad gauge. HOe would be fine for 2'6" gauge plantation and secondary lines, many of which used a mixture of British,German and Japanese locos and rolling stock. O Scale (American or British) would probably be a better proposition for modelling 2' gauge lines like the Darjelling-Himalayan or the Gwalior Light Railway (199km)
  9. The solder visible around the axleboxes and springs is low melting point (100°C) which has a lower surface tension than the (179° & 145°) solders used in assembling the kits. This solder tends to flow into the joint and around the surrounding area when melted rather than form a fillet similar to the 145° solder which I use for general assembly and detailing. This solder requires very little cleaning up any excess solder blobs or meniscus around the spring hangers can be cleaned up with a scraper and a fiber glass brush, the remaining solder film on the frames provides a superior key for painting than clean brass. The locos break down into a number of bolt together sub assemblies which can be dismantled for painting, the Ks/650 breaks down into loco and tender chassis, break gear, loco running board and cab, smokebox, boiler/firebox, cab interior, tender frames and footplate, tender superstucture and tender tank top, plus wheel sets. I usually lightly abrade the model with fine wet and dry paper and then de-grease in an acetone bath before priming with an etch primer, the critical thing is ensuring that humidity in the workshop is low and temperature is adequate before during and following painting.
  10. The Midland Railway Center http://www.midrailcentre.com/4mm-scale-00-em-p4 & Brassmasters https://traders.scalefour.org/LondonRoadModels/various/architectural-kits/ 42' or 50' turntables would be ideal for Dugort Harbour.
  11. Nice subtle modelling of the stone walls and platform edges. Will Dugort Harbour feature the corrugated iron buildings like the Kenmare and Valencia lines or brick and stone like the Achill & Clifden branches?
  12. MGWR 33 Arrow at Keadue c1925. Name and number plates, vacuum pipe and coal to be added after painting. Plans were floated as late as the 1920s for a broad gauge line from Collonney to Arigna together with proposals to convert the Cavan & Leitrim to Broad Gauge. The loco is OO so the difference in gauge is not as noticeable as with 21mm. CIE 650 Y superheated boiler G2 at Keadue late 1940s early 50s. Difficult to clean up low temperature solder thinning around tender axleboxes and springs but should not be noticeable once painted. Production version of Y boilered loco will feature cast brass chimney, snifting valve (behind chimney) and whistle. Both locos have the same mechanical spec with a Mashima 10X20 motor, High level 35:1 gearbox and Markits 5'8" 18 spoke drivers calculated to run at a max (scale ) speed of 60mph a tad slower than the full sized locos.
  13. the Wanderers photos indicate that IE is doing a thorough job of the re-lay with deeply ballasted track with new rails rather than using track panels cascaded/salvaged from the main line. While the existing jointed bullhead track in some of the photos is likely to be life expired, IE appear to have carried out considerable preparatory work improving the formation and installing deep ballast which would account for the cancellation and bustitutions. The real challenge with the secondary lines is the political will to grasp the nettle to either close or improve services on these lines rather than allow these lines to 'wither on the vine". Perhaps IE have a cunning plan to upgrade the Branch to main line status and divert some of the Dublin-Limerick services to run via Nenagh, otherwise this level of investment makes absolutely no sense and is an excellent example of mismanagement by IE & the Department of Transport.
  14. Although I assembled the first test build over five years ago I hadn't gotten round to test running a loco until this week! The main challenge in designing a 2-4-0 or 4-4-0 is ensuring that there is enough weight on the driving wheels so that the loco is capable of hauling a reasonable load. The kit is designed with a weighted tender on the Mike Sharman "free bogie" system to transfer weight to the driving wheels to improve traction http://www.clag.org.uk/41-0rev.html#section12.2. The weight of the tender is supported by the drawbar and rear axle with the leading and center axle (non loadbearing) lightly sprung to maintain power pickup and avoid de-railing. Tender weighted with 70gm lead Underside of loco and tender showing leading and center tender axles lightly sprung (0.4mm phosphor bronze) drawbar adjusted to transfer weight from tender to loco. Loco and tender wheels are Markits OO gauge with "Live axle" with loco and tender picking up power on opposite sides with insulated drawbar on the "American System"
  15. The walled coal stores were a standard design used at Sligo and on the Western Branches including Ballinrobe, Clifden and Loughrea. Loughrea is still standing but very overgrown. The doors on one side only (possibly iron) were sliding seem to be usually left open. Woodwork and steelwork would have generally have been green, but I will leave it to JHB on whether the sliding doors were painted or remained rusty iron with the rollers and tracks coated in grease and coal dust. There is a photo of the Sligo coal store in a Desmond Cookham feature on CIE branch lines in a Railway Byelines Annual/Summer Special from the 1990s, CIE shed staff claimed that the store was to prevent SLNCR men "stealing their coal" which Des believed was down to inter company rivalry as SLNCR staff were very honourable enginemen. While it would have been easy enough to coal the low sided tenders of the small 19th Century locos from the platform, it would have been a struggle with the high sided tenders of the larger locos and the hungry boards of the era of increasingly poor coal from the late 1930s onwards, some of the larger sheds like Broadstone, Athlone and Tralee used steam or diesel cranes with clamshell bucket, but coaling of larger locos lmay have been by hand at depots like Sligo, Westport, Claremorris and Galway.
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