Mayner

The GSWR 2-4-2T locos designed for the Valentia & Kenmare branches were originally fitted with a water spray arrangement to reduce rail/wheel wear on the sharp curves. The RNAD wagons take me back to my volunteering days on the Welsh Highland Heritage Railway in Wales in the 90s. The vans were an ending of the Cold War dividend to various mainly 2' gauge preservation schemes up and down the UK. The wagons were used at Royal Navy ammunition depots in various parts of the UK and sold by public auction/tender. Most of the vans had the imprint of shells in the floor. Being the Navy the wagons were generally in good condition the only problem the wagons were to 2'6" gauge. The re-gauge involved pumping the wheels out on the axle using a large hydraulic press, machining a shoulder on the axle and pressing the wheels back to the correct back to back on the press.

The GNR 16t bagged cement vans were very close in design the BR standard ply sided 12t van and the Parkside kit. Approx 140 of these vans were assembled by the GNRB in the 1950s all of which went to CIE following the break up of the GNR in 1958 The main difference from the BR vans was the brake gear and the absence of ventilators in the ends. The Irish vans only had handbrakes with independent either side hand brakes similar to oil tank wagons and mineral wagons rather than the Morton clutch and vacuum brake arrangement on standard BR wagons and vans. GNR bagged cement van The CIE standard H van was developed from a GSWR design and quite different in outline and design of underframe to the BR vans. Bodywork the H vans mainly plywood sides and ends, different strapping detail and a flatter roof profile than the BR vans. Underframe Inchacore pattern buffers, either a standard Irish Railway Clearing House underframe or Bulleid triangulated underframe with hand brakes with one brake shoe per side, the fitted version had an 8 shoe clasp brake arrangement, the handbrake operated by a handwheel rather than lever. GSWR & CIE standard H van 26000 series pallet vans. Similar in design to the earlier BR Palvan but with pressed metal ends and sliding doors, unfitted on Bulleid Triangulated underframes. These wagons appear to have been assembled using components imported from the UK. The body is quite different in detail to the excellent Parkside kit, the CIE vans had at least 3 different designs of end stamping. H van and Pallet van Some people have used the Parkside BR van as a basis for building/kitbashng the Irish vans but involves a lot of work.

For a moment I thought you were starting a layout based on the Phoenix Park Tunnel line with a station near the real North Circular Road serving the Stoneybatter area of Dublin I travelled quite a bit over the North London and other London Cross country lines, even reaching Dalston Junction after it was closed to regular passenger services. Tons off atmosphere short passenger trains and unusual motive power on Interegional freight trains. Will the layout have a 3rd or 4th rail? I preferred the old ex Southern Region slam door to the more modern 303 units, then there was the oddity of BR EMUs mixing with Tube stock between Queens Park and Harrow & Wealdstone on the Euston-Watford DC line.

Like the joke about the lid not fitting on a famous (notorious) UK kit manufacturers coffin http://www.rmweb.co.uk/forum/viewtopic.php?f=11&t=14708

I finally got around to detailing the Midland Horse Box and Meat Vans, using superglue rather than solder for a change to attach overlays which took a bit of getting used to. I used cocktail sticks to apply the superglue to the overlays, and used the end of a tootpick dipped in Tayima extra thin cement (MEK/acetone) to clean up any excess glue as work progressed. Removing cover slip/door hinge overlays from the fret. Overlay attached corner plates have to be wrapped around the corner once the end detail is applied. One side with beading and solebar overlays attached Completed Meat Van Horse Box Close up detail Meat van I have some minor design modifications to simplify assembly of the brake gear for the production version of the kits which should be ready for release in the Autumn. I now have enough of these vans for a typical Midland section train, next stage will be to complete the test build on the 2-4-0s.

Originally developed for N gauge B&B coupler is reasonably un-obtrusive, relatively easy to set up and a reasonably priced alternative to Kadee. http://modelrailmusings.weebly.com/bb-couplings.html. Another alternative is to use the Bemo coupler http://www.parksidedundas.co.uk/cgi-bin/sh000001.pl?REFPAGE=http%3a%2f%2fwww%2eparksidedundas%2eco%2euk%2facatalog%2fPARKSIDE_DUNDAS_ROLLING_STOCK_WHEELS%2ehtml&WD=bemo&PN=copy_of_PARKSIDE_DUNDAS__ACCESSORIES_%2ehtml%23a3255#a3255 The Bemo coupler is compatible with the B&B and can be converted to magnetic & delayed action.

Concrete sleepered points are relatively rare on full sized railways. The point work in Drogheda railcar depot is the only installation that comes to mind. Yard crossovers on concrete bearers Drogheda Depot The mould set up costs would probably be prohibitively expensive for all but standard point and crossing formations which are relatively rare in full sized practice. Crossover Down to Up Main on Drogheda custom formation on crossing timbers One of the stranger things is the apparent lack of demand/competition in the UK for a more realistic OO gauge track system. In addition to Code 75 in recent years Peco developed a NMRA compliant Code 82 track system for the US market, most likely in response to loss of market share to competitors. A combination of SMP flexible bullhead track and Marcway points is a good alternative for modellers of the steam age railway, but there appears to be no really suitable flexible track system to represent flatbottom track on timber or concrete sleepers used from the mid-1950sp onwards. Code 82 rail has effectively displaced Code100 in HO and Code 55 displacing Code 80 in N Gauge on models of American railways.

Jaw dropping Patrick, an excellent show case for JM Design coach sides; the high overall standard of finish, subtle weathering, really clean lines sharp interior detailing. The plastic in the Dapol shells is not the easiest to work with I ended up cutting out the windows with a mini cutting disc mounted in a Dremel flexible drive rather than use a knife. To me the biggest mystery is how you get the Dapol roof to sit flat on top of the sides,

Why not follow Neill Ramseys example modelling the Irish Narrow Gauge on 45mm gauge 15mm scale even runs on LGB track!

Totals from website Total Quantity of Irish Locos 210 Total Quantity of Irish Carriages 718 Total Quantity of Irish Wagons 280

Enniscorthyman Was the mails carried on one of the scheduled Connolly-Rosslare passenger trains or a separate mail train? Wexford had a scheduled Newspaper train for a time in 70s basically a loco and bogie parcel train. The empty working morphed into a late evening Wexford-Connolly passenger train using the stock from the Wexford-Rosslare local passenger train. The set worked back in the early hours of the morning with the Dublin morning newspapers. The Newspaper trains and the Rosslare local were taken off in the late 70s.

Superheated J15s like 186 would have been fitted with new extended smokeboxes with dished doors as the locos were re-built with superheated boilers from the early 1930s. The relatively poor performance of the new J15B or 711 Class seems to have lead to the large scale re-building of the older locos from 1934 onwards. The replacement of the old GSWR sloping smokebox and double doors with coventional smokeboxes may have been due to problems with maintaining an adequate smokebox draft with poor quality fuel during the Emergency. One of the 201 Class the tank engine version of the J15 retained an old style sloping smokebox with double doors until scrapped in the late 1950s.

The 500s were designed for fast heavy freight work and would have to be worked harder and would have put up less milage between repairs when worked on fast passenger work than the rebuilt 400s. This might account for the withdrawl of the 500s in the Mid 1950s while some of the rebuilt 400s survived into the early 60s. Probably the most interesting might have been was 1948 The Milne Report proposal to build 50 new standard mixed traffic steam locos for main line work and to scrap the 800, 500 & 400 Class 4-6-0s. JHB do you know if any work was done to develop the proposal? There is a story of Bulleid drawing a sketch of a fireless loco for some workers while on walkabout one evening through the shops. The idea seems to have been to build electrically powered steam charging stations around the system, where a fireless version of CC1 or the Leader could "top up" with a charge of steam. Common enough in industry not sure if it was ever tried on the main line

I think its been a combination of external and internal factors including changes in transport policy including the de-regulation of the road transport industry, Government pressure on IE to focus on passenger services rather than run a mixed traffic railway. The loss of major customers such as IFI, Bell, Asahi and eventually Geencore, Guinness and Irish Cement. Some traffic was lost to industry closure, road competition and changes in shipping patterns. The failure of Bell Lines effectively ended North Esk, The Holyhead Yard and Grovesnor Road freight yards role as inland ports for Waterford. Traffic that was once shipped by rail through Waterford Port goes out directly through a local port. Road haulage was de-regulated in the early 1990s effectively breaking up CIEs and the Licensed Hauliers monopoly on road haulage. The long term future of the railways are still under question with investment dependent on EU Grants into the early 2000, Government policy required CIE to sell surplus land to fund investment in passenger services. One Transport Minister publicly stated that the Government was not in the business of subsidising the railways to transport freight for private business. (Possibly the risk of the road transport industry bringing a case to the EU over unfair competition by a Semi State Company). An experienced management team that had done a reasonable job on running a railway team were replaced by a team who had little or no experience in running a mixed traffic railway with low traffic density. In a way the situation is similar to the UK in the run up to privatisation when freight traffic was loaded up with costs in order to drive away business. There appears to be an element of double dipping by IE with costs, the current General Manager has admitted that full infrastructure costs are charged for running freights on passenger lines although these costs are already charged out to the passenger services. The tide may be turning in a similar manner to the UK the run down of Road Liner as a competitor may lead transport companies like to use rail for line haul work and develop their own rail serviced depots and used leased rather than railway company wagons. IE have indicated that short train lengths are an issue and are looking at the feasibility of running longer trains at night to avoid issues with short passing loops on single lines

There is a couple of photos and a short piece on the diesel railcar in E M Patterson's The Ballymena Lines. The builder is said to be the Belfast firm of Gardner-Edwards, a very neat looking single unidirectional unit possibly with an underfloor engine powering the trailing bogie with coupling rod drive.

Excellent piece of modelling.

The depot hoist is more suited to a large loco depot than a railway goods yard. Waterford had a hand operated gantry outside the shed, Grand Canal Sheet had a sheerlegs Most goods yards had a simple hand operated crane the Wills Kit is based on the crane at Castlerea on the Mayo Line http://www.buffersmodelrailways.com/products/kits-192/station-195/wills-ss51-yard-crane-plastic-kit-oo-scale/item Most Irish goods yards were relatively small usually with a siding serving a goods shed and loading bank often with a hand operated crane for sundries and less than full wagon load traffic, larger yards usually had a separate siding with a loading bank for wagon load and cattle traffic. Coles Cranes appear to have been introduced in larger depots the 1960s to mechanise the loading/uloading of wagons, gantries started to appear with widespread containerisation from the mid 1960s onwards http://www.corgi.co.uk/coles-argus-6-ton-crane-yellow.html The goods shed operated in a similar manner to a modern couriers depot wagons as a warehouse and distribution centre goods could be delivered by the railway road delivery service or picked up by a customer. With wagon load the customer was responsible for loading or unloading the wagon, a farmer or merchant might by a wagon load of cement or fertiliser and sometimes use the wagon as storage unloading the wagon at his or her leisure. Beet was originally loaded by hand, in the late 50s ramps were built on many cattle banks to allow loading by tipper lorries sometimes carters sometimes CIE owned trucks.

Could end up in a situation with drastically reduced rail services even before the current stock of railcars wear out. A recent IRS Journal Department of Transport report indicates that the Government is planning to take a hard look at rail transport funding, with completed roading projects providing a far favourable rate of return in cost benefit analysis compared with rail. heavy rail accounting for a disproportionate level of state transport network costs · What is the future envisaged role of rail transport in Ireland? · What extent of the rail network is it appropriate to retain? The Department of Transport view appears to be that heavy rail is providing poor value for money compared with roading in terms of state transport network costs. 20% of state costs to support 1% of freight tonne/km and less than 5% of passenger/km.

My father once lived in the mountains above Brittas and had memories of the D&B in its final years even then some of the areas along its route had a bit of a reputation of being what we now call 'anti-social". Rural places can be downright dangerous if you don't know the lie of the land. A group of us on a railfan trip to the Cass Scenic Railroad in West Virginia were advised to steer clear of the local taverns unless you were packing a gun. American street gang culture can be prevalent even in the remotest of villages, a person can get into serious trouble by turning up in the wrong colour car or wearing the wrong colour tee shirt Locals can be suspicious of strangers wandering into their territory particularly if they are distilling moonshine or some of the newer cash crops.

In the States they call it the "wrong side of the tracks" I know a few towns where there is no right side some surprisingly small places.

Trying to gauge if there I sufficient interest to release a second run of Tin Vans. The Heating and Luggage (tin van) and Luggage (hooded vans) are out of stock a small number of TPO/Heuston Vans are in stock at $106 + $20 shipping ($NZ) approx. ₤55 Stg+₤10 shipping. 4w Post Office Van The original Tin Van kit was based on the early version of the van as introduced in 1955, if there is sufficient interest it may be feasible to supply the kit with later variations of the van including recessed doors or blanked out windows. Tin Vans Luggage Vans

There seems to be enough interest to go ahead with sides for the 3 types of coach. The BGSV has fired up a lot of interest, has anyone a photo or sketch of the generator/boiler roof hatches and exhaust detail? What is the general feeling around a complete coach kit on a similar principal to my Tin Vans or the SSM Bredins Vs plastic surgery and overlays to the Dapol body shells? The coaches could be designed to run on Bachmann or Hornby rtr LMS bogies similar to the GSR type with brass fold up bogies as an option for 21mm gauge.

Apart from taking to exhibitions building a layout in sections so that it can be dismantled and re-erected on another site can be important if you have to move home/country/continent. I have moved layouts from the UK to Ireland to New Zealand and since moved home twice without having to scrap everything and start over again. Foamboard tends to be widely used in the United States for baseboards for permanent layouts. Patricks layout is a good example of using this type of construction for a walk around layout http://irishrailwaymodeller.com/showthread.php/1102-Patricks-Layout Probably one of the most concise articles on the pros & cons of the various types of baseboard. http://www.009.cd2.com/members/how_to/baseboards.htm

Exactly termed guard rather than check rails standard practice in most countries to reduce the risk of vehicles falling off bridges and viaducts in case of de-railment and passengers ending up in the Irish Sea in the case of Bray Head. Guard rails on both Keddie Trestles

We sound like junkies talking about our stashes of Floquil maybe its the xylene/toluene Dio-Sol thinner :Happy1 Most of our local hobby shops stocked Floquil so I built up a reasonable stock, but its starting to run down a bottle of paint does not go far on a G Scale loco Well spotted for identifying the loco as a Baby Mudhen the original Bachmann Spectrum 2-8-0 looked totally out of proportion with their Big Haulier and LGB stock & the C21 was the simplest conversion and a lot easier on the finances than trading up to Accucraft http://www.accucraft.com/modelc/AL88-120-C.htm Herself would have serious questions to ask if I spent $3000 on one loco