Mayner

Paper copy overseas this near to Christmas? Happy to receive my PDF with everyone else and limit the costs to help keep this alive. Nice job, guys!

Postage from the UK to the rest of the world is reasonably fast, I received my copy within a week of postage.

The postal subscription is the main source of income for New Irish Lines, though Alan will accept donations to support the electronic version on the website http://newirishlines.org/about/

It would be feasible to get an injunction banning rail travel and, if the person broke the injunction, either being recognised, or informed upon, then that could amount to contempt of court.

 

In the UK, it's common enough to find such conditions in ASBOs and it is frequently applied in bail conditions, apparently, for rail-related transgressions.

 

Enforcement and detection are the issues - though, face-recognition technology is improving all the time.

 

Lifetime and temporary bans from football grounds are fairly common here, and suffer from the same difficulty of detection as a railway ban would, though the scenes and times are rather more restricted, I suppose.

From memory abusive passenger behaviour seemed to be more prevalent on CIE/IE than on British Rail, possibly the Gardaí did not want to get involved and not much a lone conductor or railway guard could do once trouble started on a train. Surprising to see morning trains disrupted possibly passegers still under the influence from the night or day before

The Nov 2016 edition arrived this morning featuring Chris Romain's jaw dropping 10mm Scale model of Killybegs & Philip Asinwall's SLNCR phantom Garratt

David,

 

Thank you for posting your preserved article on Castle Rackrent. I have never managed to catch up with it in the original format. I've seen articles on the expansion. Mr Chown's bridges are extraordinary and very slightly intimidating. I've no hope of making anything in that manner.

 

Paul

For those that have not seen it not bad for 40+ years the original Castle Rackrent station.

[video=youtube;Nn-cEovjHsk]

The layout is based on the WLWR Tralee & Sligo extensions in the 1890s and can appear in different configurations up to100' in length with several stations and includes a junction with the MGWR

That has always been my view, Rich, though I bow to others' expertise. Nevertheless, CVR 1 went to the CDR and subsequent versions soon got longer, with full width cabs. A likely factor in the SLNCR railcar being driven from both ends was that it was too long for their turntables, so it was a simple case of evolution I'd think

Atkinson Walker developed a diesel train that could be driven from either end during the 1930s supplying 4 complete trains to the GNR railcars D,E,F&G. Similar cars similar mechanically to F&G were supplied to Australia shortly after Railcar B was supplied to the GNR.

Really like the sound of those twin Gardiner engines

Interesting model. I don't know much about the prototype , were they offshoots of the 2600 aec gnr(I) ðesign tree ?

Railcar B was a development of Atkinson-Walker single and double ended railcars supplied to the GNR(I) in the 1930s.

Walkers supplied similar cars to Victoria Railways in the 1950s http://trainbuilder.com/walker

Hmmm, that drawing..... any luck?

No drawings so far, Alan O'Rourke will be publishing a request for drawings and information in New Irish Lines

They are fitted with Train Line lighting and, although vacuum braked, have an air pipe to run with what?

62'9" Bogie Container flats on the Dublin-Galway Liner-Mail in the late 1980s early 1990s. The Night Mail lost its passenger accommodation and Liner & Night Mail altered to run as one train in the late 1980s

The wagons were converted to carry logs after the ending of the mail trains. Galway was served by a trip working from Galway which connected into the Claremorris Liner in Athlone.

Thanks for that additional information. I was guessing that the seating would originally have been wooden slatted reversible seats. Wrong again! This railcar must have seemed really luxurious compared with the double deck loco hauled trailers on the D&B!

 

 

I was trying to work out how I could identify which end was which from photos. It is easy once the roof rack appears, but not before - except perhaps when the starting handle is visible. I eventually realised that the medium sized saloon windows are not the same size and are assembled in a different order on each side of the railcar. I worked it out by correcting the perspective in Photoshop

 

 

I really ought to find something meaningful to do in life

There are two photos of the car in operation on the Donegal in Irish Narrow Gauge A Pictorial History. The photos were taken before the radiators were re-located to the roof. Photos were taken before and after narrow gauge centre couplers and safety chains were fitted to the A or motor end. In both photos the starting handle is centred in the headstock channel. Interestingly the A end is fitted with a model T style radiator immediately above the starting handle & a cylindrical header tank after the coupler was fitted.

Definitely worth a visit to Cultra or a call to the Curator for information on the chassis.

I really like the weathering on the container really brings the model to life

I have had a number of enquiries and I am looking at producing another batch of these sides. Please P.M. if you are interested.

The drawings for the Standard Open, Brake Standard Open and Brake Standard Generating Steam Van are ready for the engravers should have the etches for the SO & BSO should be available from August.

 

The BSGSV may take a little longer as the overlays are a bit more involved and may require revision before I release the fret.

 

 

 

It was - but probably the same limit (12-15 mph) as applied to the roadside sections of the Cavan & Leitrim's Arigna branch, and the Castlederg and Schull lines. The maximum gradient was indeed extremely severe for an adhesion railway; this is often overlooked and must have made steam working very difficult, slow and interesting to the observer.

 

Britain often mentions a colliery line somewhere as the steepest railway in these islands, and it's about 1:22 from what I recall. This section of the D & B was way steeper, and I am sure must accurately hold this record. Is it even possible to have an adhesion worked line steeper than that? A lot of this section was curved too. Much steeper and it could have been Ireland's only rack line!

1:14 may be quote as a maximum grade quote by the Drewry Car Company rather than the ruling grade on the Blessington Line.

1:14 would probably have been beyond the capability of a single steam loco with a heavy mixed train north bound train on steep twisty final approach to Crooksling from Brittas. The climb from Embankment to Crooksling was a lot longer but not as steep or twisty.

In his book Fayle talks of the mixed train loading up to 2 coaches and 15 wagons. A lot of the goods traffic was sand from Doran’s Pit in Blessington and livestock for destinations on the DUTC system.

My father had vague recollections of the Tramway with its Model T Railcars. People who lived in the area around Crooksling would borrow a p.w. trolley and coast down to Brittas or Embankment for a Saturday night dance party.

The fate of the D&BST & Clogher Valley are remarkably similar although the D&BST seems to have become the more decrepit. Both lines were built with Baronial Guarantees and were taken over by the County Councils when the original companies went bankrupt, both required special legislation to close the line and compensate the shareholders and employees when the railways closed.

The DBST turned to internal combustion long before the CVR experimenting with petrol electric railcars in the WW1 era and set the way for the Donegal with its Ford railcars & Drewry car in the 1920s

Kilmacthomas would be a spectacular basis for a scenic layout with the railway carried on two viaducts above the town and the Commeragh Mountain background, perhaps if you find more room in the basement Patrick

The wagons appear to be on the cattle bank siding between the two viaducts, the one nearest the running line appears to have a ladder at one end like the H van bulk grain conversions. I don't think Flahavans a private siding but are mentioned in Irish Railfans News as a major shipper, possibly grain in and porridge out.

more of the the same I'm afraid JHB...

 

CPWs will run Waterford to NW on Sunday.. Will operate 2nd Tuesday and Wednesday trains to Ballina next week

I wonder how container traffic through Waterford Port compares with 20-30 years ago when Bell operated services to the UK and the Continent?

The daily 15 bogie Cork, Limerick, & (2) Dublin Bell Liners in the 70s & 80s would had a combined daily 120 TEU capacity which makes todays twice weekly train look insignificant.

1429-1448 laminate coach

 

Hope this helps

The silver would have been a striking livery if they had found a means of preventing the metal tarnishing. Even unpainted stainless steel stock tends to look fairly rough in close up. The suburban composites 2162-2171 had a short life and were converted into Brake Standards 1914-1923 in 1970 .

The 64 seat Laminate Standards 1449-1496 appeared in green from the start. Worsley Works do a set of brass parts for the 1449-11496 Standards & 1909-1913 Brake Standards

Was brown/bauxite the standard in the 1970s or for fitted vans only when the were retrofitted with brakes?

Red oxide was standard for wagons and vans not just fitted stock. The colour is quite different from the Bauxite used in the UK which weathers to a much darker colour.

I think the 4 wagons on the cattle bank siding in Kilmacthomas may be bulk grain wagons for Flavahan's cereal factory.

I was lucky enough to travel over the line on an IRRS special immediately before the line closed and walked through Durrow Tunnel and over the viaduct about 15 years ago.

Nice work, is the line leading offscene on the left a Market Branch? shades of Omagh perhaps

Indeed, it seems so outlandish that one would probably not run that as a model

0:59 Flat with Insulated Container attached to Limerick Waterford passenger trains

Despite dieselisation CIE & UTA continued to operate a steam age railway with loose formation trains into the 70s

One of the original GNR 600 class sets operated a regularly operated a link that included a return Enterprise working, a couple of off peak Amiens St Howth services and finished its day by working the Derry Vacuum to Portadown presumably with a string of vans coupled behind the railcars. The UTA basically treated its MPD & 70 Class railcars as locomotives and hauling freight trains on the main line and parcel traffic in and out of Larne.

Wonderfully atmospheric cab ride on the goods from Dugarvan into Waterfordhttps://www.youtube.com/watch?v=rIO9F94Vz5U

Finally finished work on the Buffet car. I originally planned to fabricate the interior seating and tables from metal before chickening out and using Evergreen square tube and sheet. Few figures were intended to bring the car to life but difficult to see from outside the coach.

I spray painted the glazing of obscured windows which has resulted in a much more realistic effect than paper.

Buffet car galley side.

Bar side.

Great information John and Jon and very interesting.

 

I also noticed that the C class locomotives at one point were equipped only for a vacuum braked train with little to see on the bufferbeam apart from the occasional Electric Train Heating connection as you described above. At other times (and this seems to be later in in their careers mostly in B'n'T) they seem to have multiple hoses right and left on the bufferbeam consistent with air braking and reservoirs etc. I wonder if the C were equipped with train air brakes when they received their new engines which brought them from only 550hp to about 1100hp. Also present on B233 in Black with yellow ends which had been re-engined with the 1200hp Maybach

I haven't seen this on the A class (except of course 029sa which was the only one with airbrakes)

The additional hoses on the B201 class was to allow multi unit operation and operation of Push-Pull trains with de-motored AEC railcars on Dublin Suburban services. There is a photo in the Irish Metrovick book of Maybach powered B233 leaving Connolly in multiple with B191 on a Sunday morning Dublin-Limerick train.

The B201s were really hard worked on the Dublin suburban services & seem to have been less reliable than the pure-bred GM locos with almost daily reports of delays and breakdowns, this may have contributed to the early withdrawl of the class following the introduction of the DART & replacement with small GMs on Drogheda and Arklow services

The class basically took over the majority of Dublin suburban services with the introduction of push-pull trains and cross city services in the early 1970s, they also regularly worked bulk and bagged cement trains between the Drogheda factory and Dublin

The saga of the Self-Heating Carriages and fitting 10 C Class with ETH connections is mentioned in IRN in Jan 1956 & Jan 60

Five coaches 2089,2094,2096,2097 & 2098 were experimentally fitted with Victor diesel generators supplying 220V/ac for heating and lighting. The Jan 1956 edition notes that they were moderately successful and two coaches were in use on the Clonakity & Drimoleague Skibereen-Baltimore branches in West Cork.

10 C Class (no numbers identified) fitted with electrical connections to supply power to the Self-Heating carriages and the generators removed from the coaches by Jan 1960.

Apart from West Cork it’s difficult to establish where the self-heating carriages were actually used most of the short feeder branches that still had passenger services were steam worked to the end Birr and Ballina are possibilities as the passenger/mixed went over to C Class operation in late 59.

It’s unlikely that a C Class operated a train with ETH after the 1963 closures, the “self-heating carriages” were all withdrawn from service by 1964 and CIE had adapted night storage heaters charged by cheap off peak electricity for heating the Loughrea coach. There simply were very few places for a C to potter around with a single coach apart perhaps from the Inchacore Works train, but I don't think the operating people would have been to happy about a C Class breaking down and blocking the main line out of Kingsbridge

Apart from pilot duty and filling in for the Loughrea G Class the locos were basically redundant by the mid 1960s. Its possible that CIE did not remove the ETH connections from C Class locos until the locos were re-engined with Maybach or GM power units.

That, then, was one of two things. (1) Filthy; thus the white bit entirely covered by grime thanks to the filth-spewing Crossley engines. I saw a "C" like that. (2) An absolute one-off - sent into traffic before complete repaint.

 

I'd be more inclined to go for the first - can you put up a photo which might invite comment as to how clean or dirty it was otherwise, thus veering the verdict towards (1) or (2)?

 

An interesting one.

 

If it was Fermoy, it has to be pre-1967, as that's when that line closed. And that was also long pre-re-engining, so Crossley it was.

[video=youtube;c3L-XaV66Ds]

The Australians seem to have solved the problem with the smoke and fumes, very clean exhaust on WAGR Metrovick in use on Perth suburban passenger services.

Maybe it was a combination of the Irish climate, grade of diesel bought by CIE and design of the bodywork, even the re-engine Metrovicks tended to get a lot dirtier than the Sulzers and General Motors locos.

During the 1950s CIE modified a number of carriages to "self heating' coaches for branch line services with electric heating powered by a small under floor gasoline or diesel driven a/c generator.

The generators were not very reliable in service and a small number of C Class were modified to provide HEP to these coaches. The Loughrea Coach was a modern Laminate brake standard with electric storage heaters which were charged overnight.

The need for HEP with the C Class would have disappeared with the ending of passenger/mixed train services on short feeder branches apart from Loughrea.

There is information on the saga of the self heating coaches and C Class operation in the Irish Railfans section of the RPSI website

The N Gauge modular movement is mainly about modellers bringing their individual modules to meets and exhibitions to put a large layout together, consistency between modules is usually far down the list of priorities

The oNe Trak movement http://mrns.homestead.com/One_Trak.html is an attempt at something more realistic than can be achieved with standard N Track modules and tend to be layouts built on modular principals rather than a group of modules joined together for an exhibition or meet.