Mayner

I experienced considerable variation in processes and print quality between individual 3D Print/Rapid Manufacturing companies trialled (in New Zealand and Asia) for the low volume manufacture of 3D printed wagons. Initial test prints were produced by a locally (Auckland) based business that consistently produced high quality prints in a SLA resin with ABS properties using a full sized "Top Down" printer https://www.zongheng3d.com/top-down-3d-printing-the-future-of-rapid-prototyping/#elementor-toc__heading-anchor-1 rather than a 'bottom up" printer similar to the desktop hobbyist printers. Unfortunately the business that produced the test prints was reluctant to carry out the production printing and it became necessary out outsource printing to 3D Print companies in Asia after attempts to print the wagons in house or commercially in New Zealand proved unsuccessful. The majority of 3D print companies trialled ((2)New Zealand & (3) Asia) did not appear to have the capability to print models in a resin with sufficient resilience for printing running/brake gear and fine detail. (too-brittle). The majority of my production printing was carried out by Facfox in China (SLA -ABS like resin) with some early (2021-220) production carried out in Auckland following the easing of Covid restrictions. Samples of both Auckland and Facfox production appear to have remained dimensionally stable with little sign of distortion. One piece wagon chassis (with brake gear), one piece body with separate roof-interlocking plug-together assembly. The initial 2020 test print of the CIE Brake Van body and chassis appears ok with no apparrent signs of distortion. I have trialled Monocure Tensile and Impact resins with my Anycubic Photon home printer with a degree of success, initially for detail parts for etched kits more recently for my own use. Interestingly Zelta 3D Singaore https://zelta3d.co/multi-jet-fusion-nylon/ have the capability to print in MJF Nylon similar to the Shapeways 'white strong and fexible" material used in RE Hobbs JT and Bracks Y7. A small number of my wagons were printed by Zelta with SLA resin body and roof, on a MJF Nylon chassis, nice runners but finely detailed body let down by the coarse surface texture of the chassis which is less of an issue in the larger scales. Future developments. With rapidly developing technology and intense competition between Chinese manufacturers will be interesting to see if "top down" machines become accessible/affordable fto the hobbyist during the next few years as 3D printing becomes more mainstream.

Nice touch modelling the classical Midland "butterfly' regulator and wooden reversing wheel.

The "Cu na Mara" and Sligo passenger may have been worked by AEC railcars into the late 60s possibly early 70s. AEC railcar workings detailed in a late 60s/early 70s IRRS papers on the AEC cars and possibly N J McAdams mid-late 70s paper on the "Mayo Line" . Apparently for a long time the "Cu na Mara" operated as a combined Dublin (Westland Row/Pearse) Galway and Westport working dividing/combining at Athlone. Initially a 4 car set 2+AEC cars +2 1904-8 Brake end coaches (with driving cab), before settling down to a 6 car working between Dublin and Athlone, 4 cars set (2AEC cars +2 intermediate coaches (incl Buffet) Athlone-Galway)+2 AEC Cars Athlone-Westport. The congested nature of the layout at Westland Row/Pearse may have been a factor in the "Cu na Mara" and Sligo passenger services remaining railcar worked for so long, the heavier/slower loco worked "Day Mail' services originating and terminating at Dun Laoire. Ironically the remaining AEC railcars were concentrated on newly introduced Howth-Bray Suburban services during the late 60s/early 70s following the commissioning of a new connection between the ex-GSR and GN lines near West Road cabin (GSR). The congestion at Pearse resolved by transferring Galway and Westport trains to Heuston in 72/3 and the comissioning of island platform 3-4. I vaguely remember watching a B121 running light possibly between Westland Row and Grand Canal St shed on a Saturday morning, while sitting in my fathers car while parked inTownsend St during the mid-late 60s while Dad was in a nearby motor factor shopping for parts for the car. Sometimes used to travel in the 1st Class seats of an AEC railcar between Tara St and Pearse on seaside trips to Bray in my early teens. Possibly an AEC set still in outer suburban use to Drogheda, recall travelling in an AEC set on a Drogheda service (returned to Dublin in a GN coach behind a B141) during the same era . AEC railcars on Howth-Bray services appeared to be 'standard class" only with rather spartan seating (this was before the Push-Pull converstins arrived

Its an interesting one an ex-GSWR loco firmly in Midland territory! Photos indicate that a an ex-MGWR D or D16 4-4-0 usually worked the Achill branch during this period, but also HC Casserley/SLS photos of 52 Class/D17 no 57 at Achill in 1934. Did Athlone (shed) borrow the ex-GSWR loco usually used to work the Portarlington-Athlone branch (shedded Athlone) or somehow or other 'borrow' a and ex-GSWR loco from Tuam? In his IRRS "Engineman's son" papers P J Currivan wrote about his father an Athlone based ex-GSWR driver, driving on the Achill branch during the GSR era, is it possible a 'by now senior) driver could select a loco for the job, the D/D16 Achill Bogie had a reputation of poor steaming particularly among "Southern' footplate men. Once had the experience of a loco crew on a US Shortline specially firing up a pair of 3500hp SD45 locos to perform a shunt, after I called in at the office to ask about the SD45s. The crew hand planned to use a pair of smaller/less powerful 3000hp SD45.

The collection of MGW wagon diagrams in the resource section includes diagrams of the 1909 and 1912 versions of the 'Standard Covered Wagon' or convertible. The IRRS Compendium of MGWR NCPS and Goods Vehicle Drawings (2016) includes a GA drawing of a "7Ton Covered Wagon" dated March 1917, but not of the earlier versions! The Midland Great Western Railway an illustrated history Ernie Shepherd (Midland Pub 1994) p 132 includes a 4mm drawing of the 1893 version and other wagons possibly based/reduced from P O'Cuimin large scale "Broadstone Series" drawings of the late 60s. P 0'Cuimin IRRS Paper on MGW wagon published during the late 60s is a valuable (almost essential) source of information for modelling MGW wagons. Please PM if you would like a copy

Finally got round to fitting the windows and doors to the terraced houses based on Sackville Gardens. Had originally planned to use windows/doors I had custom etched several years ago, but only had enough etches for two house fronts so ended up 3D printing windows/doors for the entire block. The most satisfying part was modelling the joinery with vertical sash windows and doorways with fanlights and panelled doors, hardly noticeable on 4mm low relief background buildings, but I know its there

Almost a CVR train, just need to sort out a loco I assembled the CVR coaches and horsebox during the late 80s/early 90s, though I tidied-up repainted the horsebox 4-5 years ago. I'll probably mount the loco on a Bemo 0-4-0 chassis I had in stock for many years. The loco body is bascially a toss up between scratchbuilding in metal or designing and printing a 3D model, probabably take a similar amount of time to emboss or produce the rivets on a 3D model.

The Vans appear to have been originally built as ventilated Bread Vans and later re-classified as Parcel Vans (following the introduction of Bread Containers during 1930s?). There is a 1953 Lance King photo of 766 and 758 in "Irish Railway in Pictures No 1-The Great Northern' IRRS London Area 1976 The vans are quite different in detail! 766 modified with vertical planked sliding door(s) inside the sides and vertical matchboard panneling to waist height. (similar to the Van trailing the railcar set in Ernies (M Shannon DR Dunn) Trew & Moy? photo 758 possibly original condition with outward opening double (not sliding) doors, (same/similar van in Ernies photo of a grubby S Class departing Omagh with a heavy passenger train plenty of scope for kitbashing! Back in the day (late 60s-mid 70s) the late Harry Connaghton a professional model maker produced 7mm models of GN Bread Vans in plasticard possibly as part of a large commission of GN stock, also remember a model of the GN Bogie Van and a lot of GN cattle wagons.

Fair play Alan in building quite a fleet of BCDR locos, stock and Kilmore largely using traditional scratch building techniques. How do you cut brass/nickle silver so neatly?

A distinct improvement in the weather and almost catching up on stock maintenence/repairs, lead me to setting up an almost 'scale length' RGS freight typical of the roads final years. Freights of that era tended to be worked by pairs of K27 2-8-2 (usually leased DRGW) with second loco 'cut in' as mid train helper. Blocks of stock cars usually cut in behind the lead loco and box cars/mixed freight behind the helper. Main problem in running the mid-train helper was keeping the 'helper" coupled to the front section of the train due to very restricted front pilot coupler side play on curves. Same problem arises with loco pushing stock through No4 switches! 2 locos+12 Cars +Caboose too long for the passing sidings on the Jackson County & much too long to fit in a broadside photo! Repairs/tidy up planned to the track base in this area and extend the box hedge planting along the baseboard edge. Baseboard/trackbase in this area is treated (18mm) ply on 4X2 treated framing, track is laid on pond liner membrane (which at the time was on special offer) One of this springs jobs is to top up the ballast mixture of 8mm pebble and 'gap 8' crushed stone fines, glued down with concrete bonding agent (dilute pva). Some Large Scale stock on the workbench for repairs along with 'small scale' stock The caboose are in for replacement smoke stack after the original replacements fouled the loading gauge and the "long caboose" became wedged in the tunnel. The T&D Inspection Car in for attention to the transmission following a recent run! The drive is a 'home brew' using the original motor and wheelsets and a Northyard (NZ) gearbox. The Loctite bond between nylon gear and axle had broken down, possibly as a result overheating/friction as a result of wheelslipping against an obstruction on the track (twig/stick). Shifted gear from centre and degreased axle/gear with IPA before rebonding with Loctite. Oh I managed to drop an artist brush into the bottle of IPA before degreasing the axle! Probabably leave to cure for at least 24hrs before re-assembly. The Car is powered by a pair of AAA batteries mounted in the cabin, control a pair of DTSP switches. One on-off, one forward-reverse

Finally back to smaller (4mm) rolling stock having almost cleared the backlog of Large Scale maintenance/epairs. One of the first jobs was to print a Clogher Valley (Passenger) Brake Van body from a 3D Model I first prepared 2-3 years ago! The 3D model was based on diagrams kindly supplied by "The Colonel" (David) I designed the original model with body (incl floor) and roof as separate components similar to my JM Design 3D printed wagons, but modified the 3D model to print the body and roof as one part on a 'top down" hobby/desktop printer. The body is mounted on a Worsley Works CVR Van/Wagon chassis one of a pair bought along with several C&L wagon chassis about 30 years ago! The Brake Van is a step in building a complete CVR train. I have a pair of Branchlines CVR coaches and a horsebox, next step is a CVR loco and possibly an open wagon. Next print is an LMA wagon. I found that I had to LMA chassis but no bodies when 'sorting' through my surplus stock after I ceased producing rtr 3D printed wagons, most likely spares to cover defective prints. Supports (light duty) generated automatically using Anycubic software, next time/print I will manually add additional supports to try and eliminate the curve/bow forming along the bottom edge of the ends. Interestingly supports removed easily from the lower end. Set up at 45º in accordance with resin manufacturers recommendations, both reduces risk of print failure/distortion and the degree of support required compared with a shallower angle.

Hi Leslie The Ab had quite a pedigree a 1915 2 cylinder development of the A Class 4 cyinder de Glen compounds of 1906 https://en.wikipedia.org/wiki/NZR_AB_class both designed in house by NZR. Apparently the largest class of steam locos to run in New Zealand more a mixed traffic rather than a purely passenger design, The Vanderbilt tender was a feature of the Ab and larger Ja Class 4-8-2 locos. Interestingy I took a number of photos of 608 on a Soutbound special at Te Kuiti in 2014, I was working at the time and often managed to fit chasing trains/gricing into my work schedule

Test print of a GSW Van chassis in Monocure "Impact" resin. Printed at 45º, medium supports automatically generated by Anycubic slicer (Photon 2.1.23) excess supports deleted (mainly faces of solebars). Chassis after removing supports, recess for ballast weight nicely defined. Next step is to print a chassis using light supports at same density setting (100%) 21mm wheelsets fit chassis. Surprisingly van body fitted chassis without adjustment. Van body is a commerically printed body I 'had over" after JMD produced its last batch of rtr wagons in 2024/5 One little oddity, the replacement caboose smoke stacks were too tall and fouled the roof of the one tunnel on the garden railway and the doors for a Victorian terrace were a tad undersized so printed replacements. Interestingly the door and window opes printed in eSun waterwashable resin turned out marginally larger than the 3D model, possibly as a result of shrinkage.

Managed to get away on Sunday and chase the Glenbrook Vintage Railways "King Country Express" between Poro-O-Taro Tunnel and Te Kuiti (one of series of Spring day-excursions from Hamilton) Wasn't sure of the excursion was running until I came a cross a family group with cameras at the ready at Poro-O-Taro about 70 miles from home! Ab (Class)4-6-2 608 Passchendaele (named 1918 to commerate NZR staff killed during WW1) The train is emerging from the new Poro-O-Tarao (larger bore) tunnel built in connection with the electrification graded central section of the "Trunk" during the late 1980s. The tunnel is at the summit of the steeply graded section between Te Kuiti and Taumaranui and the watershed between two river systems. Train about to enter a crossing loop (signal in distance). The excursion aimed mainly at the general public rather than enthusiast and mainly locals taking photos. Heritage Railway/Tourist Train operators tend to develop their own distinctive carriage liveries rather than attempt re-create historic liveries. Interestingly both the Glenbrook Vintage Railway and Dunedin Railways selected a yellow livery for their Tourist/Heritage railway operations https://dunedinrailways.co.nz/scenic-train-tours/ Passing site Mangapehi station. Now a quiet spot in a sparcely populated area Mangapehi was once a busy spot and major source of timber, livestock and coal traffic on the trunk, site of a large saw-mill and a Bush-Tramway which eventually extended 58km into a forest and also served a local coal mine. https://en.wikipedia.org/wiki/Mangapehi_railway_station. The river and railway descends for approx 20 miles from Poro-O-Taro to Te Kuiti in a stepped valley where wide valley sections alternate with sharply curving sections where the railway follows the contours or even cut into a shelf on a hillside. Unfortunately the shelf/gorge section between Mangapehi and this location was in shade on this trip. 608 departing T Kuiti with her train and the entering the relatively flat Northern section of the Trunk to Hamilton and eventually Auckland. The OHL gantries is one of the 'signature' features of Te Kuiti, main street and avenue of trees on the opposite side of the 'tracks" to her train. These days mainly a crossing place for through trains, restored station building in now a Bar-Resturant, third road sometimes used by p.w.d (former goods yard) or access to turntable for very occasional steam specials. Te Kuiti (approx 4,800 pop) was served by the daily Auckland-Wellington "Overlander" passenger train until replaced by the tourist focused trice-weekly Northern Explorer in 2012 and Te Kuiti no longer served by passenger trains. "Te Kuiti Industrial Line" used to extend approx 2km South of the yard to serve a fertiliser depot and lime works out of use by early 2000s,

Well spotted JHB should have read UTA/GNR joint dieselisation proposal of 1953! 'Diesel Dawn" Colm Flanagan 2003) CH10 "Diesel Locomotives of the UTA & GNR(I) p116-120 incl. diagrams. Working in collaboration UTA and GN engineers carried out a study on how best to dieselise both networks. Interestingly 4 types were shortlisted from 19 proposals received, one diesel mechanical (experimental), two diesel hydraulic, one diesel electric (833hp Metrovick BoBo with Paxman or Crossley engine) similar in outline to a Baby Deltic!, EMD, MAK, Krupp and Harland & Wolff also tendered (too heavy, too long and too expensive!) Personally I think the 121s would have been disasterous on loose coupled Derry Road freights (poor traction, inadequate braking power), however the 6 axle (A1A AIA) version of the standard export G8 (same power as 121/141) or G12 (1200Hp) would have been a different story.