Mayner

Incredible.

 

What strikes me the most about this is that there is NOTHING that gives this away as a scratch built model!

Until fairly recently high quality scratch built models were often to a higher standard than ready to run models or kits. Richie appears to have mastered the art of building highly detailed models in plasticard, and combined it with subtle choice of colours/weathering.

The level of detail such as brake rigging, highly detailed spring dampers and pipework are usually only found on a high end rtr model or a loco commissioned from a professional model maker.

Claremorris was probably the last major mechanical re-signalling scheme carried out by the GSR when the new Central Cabin was opened in the 1940s. The Central cabin replaced the East & West Junction Cabins (or was it North & South), the Ballinrobe Branch Cabin and Yard Ground Frame.

Further alterations were carried out in the 1950s when the loco shed between the down mainline and Ballinrobe branch platforms was demolished and the loco shed road extended to connect with the Tuam Line. This allowed trains to or from the Tuam direction to run into the new Platform 3 while the two Mayo Line platforms were occupied.

The early 50s alterations appear to have used up all the spare levers in the frame resulting in the use of 'economical" point locks on the crossovers opposite the signal cabin and the paired arrangements for operating some of the ground signals.

The signals marked AR were most likely fitted with a repeater to indicate whether the signal lamp was working or not. The signals marked AR controlled exit and entry from the single line sections and it would have been difficult if not impossible for the signalman to observe the state of the lamps from the cabin, given the considerable distance of the signals from the cabin and the way the main line curves away at the East & West ends of the layout.

Up to the Manulla collision in the early 1960s "calling-on" arms were fitted to home signals (mother and child signal) to control movements into a station when the Main Line into the next section was blocked and the Home signal at danger. If the station was blocked the (mother) signal was held at danger and the calling on arm (child signal) only lowered when an approaching train came to a complete stop.

An AEC railcar set was blocked outside of Manulla as a C Class shunted the Night Mail. The signal man forgot to return the "calling on arm" to danger after a shut, seeing the calling-on arm in the off position the driver of the passenger ran into the loop and collided with the mail.

The rule book was re-written after the accident and the 'calling on arms" on CIE re-designated "loop homes", the home signal reading to the main-line. This was ok at stations where bracket signals were at equal height but could be confusing to a driver if the loop was on the right hand side of the running line

I finally got around to a test build of the revised MGWR Horsebox. The ammendments were mainly to simplify the assembly of the brake gear and beef up the strapping detail on the horsebox doors so that it was not completely etched away in the engraving process.

Main body/chassis components

I was always fascinated by some of the early etched kits that were supposed to fold up from one piece of brass, something that did not really work with single sided engraving.

First task to emboss the boltheads at floor level. I use a riveting tool otherwise a centre punch or scriber will do the job.

Second task fold up the sides using an engineers square to make sure it folds along the line and the floor stays flat.

Check that the fold is at 90

Fold up the headstocks on the ends

Step Four fit the ends in place between the sides and solder in position

The ends locate into a half etched rebate in the sides, its simplest to solder the bottom section of the bonnet (dog box) end in place before bending the end to shape.

View of soldered joints

I generally use Carrs 145 (detailing solder) or 179 (sheet metal) solder with Carrs Red Label flux. For these joints I used a 50watt temperature controlled iron and 179 solder. The 50watt iron has enough reserve of heat to form a neat filleted joint.

Soldering completed at the dog box end.

Approx. 45 minutes work, horse box body assembled

Next episode will cover chassis assembly

From what I've heard from the "Heuston Driver", the problem is with the chinese not willing to communicate/respond. Pretty hard to issue a press release if the man himself is still in the dark.

 

Anyhoo, they are great coaches with the painting of the central band done by a sloppy operator. It's very fixable. As for the colour not being tan enough, well that's up to preference/memory and nostalgia. Also easily fixable, but i agree - shelling out further wonga after the initial purchase is not ideal.

Chinese like the Irish business men or politicians do not like to admit they cocked up. Asian culture is all about saving face or preserving mana.

Things are usually sorted out by offering the client a discount on the next order or offering a free replacement like in the case of the 1st batch of Heljan Clayton diesel chassis or Bachmann lifetime warranty.

Kiwirail had numerous problems with its Chinese built diesel locos but CNR continue to honour their warranty commitments.

MM was probably required to pay in advance before the manufacturer ran the production version.

Victoria Railways 5'3" Walker diesel railmotor in service in 2013.

Appearance wise the railcar seems to be a cross between GNR(I) railcars E&F and the final CDR railcars 19 & 20.

I wonder does anyone do a Gardner sound decoder

Rather than hijack another thread on Facing Points Locks (FPLs), I wonder if somebody could explain the mechanical motion that occurs after a lever is pulled in the signal box.

From Mayner's post on another thread, these seem to be facing points with a FPL attached. I guess if I understood on which rod the actuation began and what moved on what thereafter, I might understand this other thread better. Sorry , I know this might be difficult to explain from the series of pictures. Incidentally is anything thrown by hand anymore or is it all done electronically/electrically/mechanically nowadays? (if I had spent more time roving carelessly along the permanent way I might know this). Apologies in advance if everyone on here knows this but me:o

 

[ATTACH=CONFIG]18423[/ATTACH]

Nearly everything you wanted to know about points/switches Network Rail video on switch and crossing work

The section on detection and facing point locks from 5:10 onwards.

The locking mechanism is usually built into the switch machine with power operated points.

One thing that puzzles me slightly is looking at pictures in the 50s/60s you can readily see nice and neat facing point lock covers , where as in later picture of the 80s etc. you see no lock covers.

 

Did cie remove FPLs , or just they got sloppy. I know many where pf the " economical type " so I wonder were these different or what

 

You can see what I mean here http://www.signalbox.org/overseas/ireland/claremorris.htm

The old style facing lock covers seem to have been phased out in Ireland & the UK in the 60-70s. They may have been removed to simplify inspection and maintenance.

http://www.rmweb.co.uk/community/index.php?/topic/63942-facing-point-lock/

The "Economic Locks" were the lock and point was operated by the same lever were used mainly when additional facing point locks were required when no spare lever was available within a lever frame.

Wills Kits OO Point Rodding Kit SS89 seems to be a good way of adding this feature to a layout http://www.anticsonline.co.uk/2137_1_1234353.html

I managed to find the order for the Chassis. Hard to believe that it was Jan 2010

Bull Ant Major, wheels 12mm dia, Code 110 NS disc, MH-1630 motor, 30:1 gear reduction, 26 mm batwing mounting bolster, 2 fixed soldered to chassis, wheelbase 20+32mm

Rather than hi-jack Richies E-Class thread I thought it would be better to run a separate thread on Bull-Ant power bogies/chassis.

Hollywood Foundry produce custom Bull-Ant chassis in various gauges from 009 to S mainly for tram and traction modellers and some of the weird and wonderful rail-borne critters used in the American backwoods, Australian and New Zealand bush.

I built an E Class several years ago using a Shapeways body and a Bull-Ant chassis as few rtr motor bogies or chassis had good enough low speed performance.

Bull Ant Major for E421 Class In ordering a Bull Ant the buyer specifies the wheelbase and gauge, in my case 21mm to NMRA RP25 standards. I am not sure where the decoder came from possibly an ESU bought at an exhibition in Germany over 10 years ago.

The business end showing the reduction gearing to the lay shaft. Hollywood Foundry now offer an option of rubber band drive for quieter running.

Body mounting is with a butterfly bracket arrangement, in this case with a rigid as opposed to the usual pivot fixing. I added .060" plasticard packing pieces to the inside of the body and bolted the chassis to the packing pieces with 10BA bolts.

E421 needs some repairs as I managed to drop the loco breaking of the buffers at one end and one of the butterfly plates. The loco also needs couplings & glazing and could badly do with some toning down.

Just as an aside Richie, would Hollywood Foundry produce a chassis in 21mm.

 

Rich,

If you order directly Hollywood Foundry & Steam Era Models (Black Beetle) will supply a rtr 21mm gauge chassis/motor bogie to order.

I have a 21mm gauge E421 with Shapeways body on a Hollywood Foundry chassis & have used 21mm Black Beetle bogies to motorise a railcar.

Good evening all,

 

A double update from me tonight.

 

Heuston on the 18th - just 4 photos from the evening

 

234 at Heuston, 18/3/15 by hurricanemk1c, on Flickr

 

Full set here -

 

 

A set of 27 photos from today, mainly from Portarlington:

 

22028 in the fog at Heuston

1539 at Inchicore

218 on the 1130 Waterford - Ballina Timber

075 on the 1330 North Wall - Ballina IWT

217 on the 1700 Heuston - Cork

 

22028 at Heuston, 19/3/15 by hurricanemk1c, on Flickr

 

218 approaches Portarlington, 19/3/15 by hurricanemk1c, on Flickr

 

075 at Portarlington, 19/3/15 by hurricanemk1c, on Flickr

 

Full set here -

 

Regards,

Kieran

Really atmospheric stuff at Heuston. Contradicts the view that modern infrastructure and stock are boring

What a travesty. The removal of the limerick service can only be months away, given only one platform. Who could have imagined a 6 platform station now reduced to this. I'd prefer if it was closed.

 

I can't see the redundant cabin lastly too long

While its disappointing to see that there is no provision for a second platform, rationalisation and re-signalling at Waterford was long over due. Its good to see what looks like new material used in the track work.

The loop opposite the main platform was more or less redundant once Dublin-Waterford passenger trains went over to push-pull or railcar operation.

Freight trains can now run to Belview without the expense of having to open Waterford Station Cabin, hopefully the level crossing at Abbey Junction is now un-manned.

The biggest risk to freight is IE, Kilkenny County Council & Waterford Ports failure to grasp the nettle and eliminate the road transfers between Sallypark yard and the Coillte/Louisanna Pacific plant.

This would reduce traffic congestion in the Ferrybank area and release most of the present goods yard for re-development

High fares and slow journey time seems to be the biggest threat to Waterford-Limerick line passenger services. (25.65 Eu quoted each way!)

Excellent job Richie your models really captures the distinctive character of these locos.

As long as I remember there always seems to have been the view that the modern scene was boring and most enthusiasts spoke longingly about the trains that they grew up with whether it was the pre-grouping companies, the Amalgmation era, the Nationalised era of the 50s & 60s or the more modern eras.

In the late 1970s I set out to model the contemporary CIE scene, the layout became historic the minute I started laying track and modifying rolling stock. The clock stopped some time around 1978 loose coupled goods & Newspaper trains continued to run although they were phased out on CIE, 071s and a/c stock failed to appear on the main line trains.

In 10-15 years time todays generation of teenage enthusiasts are more likely to model the trains they grew up with and 1st travelled on than the current scene or as seen through the rose tinted glasses of their parents generation.

Probably was, but what was lacking then was disposable income (when people were packing emigrant boats) and a general interest in industrial heritage in the population (true both back then and now)

My recollection of growing up in the 60s was a lot more positive. People were migrating from rural areas, but finding work in the cities rather than having to take the emigrant boat

On the down side there was a real sense that the railways were a thing of the past, dis-satisfaction with CIE for its poor service and frequent strikes drove people away from public transport and companies to develop their own transport fleets.

Classical architecture and steam railway were at odds with an era where people wanted to throw off the baggage of the past. This was especially so in the Republic, the ending of an era of isolation and protectionism lead to increased prosperity lead to a form of "Cultural Revolution" a questioning of authority and the status quo. Including class, politics, architecture, art music, fashion Ireland had finally arrived in the 20th Century.

Great bit of work on the Metrovick seem to be turning a sow's ear into a silk purse

Got 12 hours head start on ye

Have a great day

You still need a powerful and heavy loco for the limited freight that we do have. Last year 084 struggled with an IWT liner out of Northwall, it made a few attempts and 071 was even used as a banking loco to get the train to North Strand. 084 finally failed outside Heuston and had to be replaced. Late last year 201s were struggling hauling liners out of Northwall too with poor rail conditions. These are 600-700 ton freight trains and 110ton 3,200hp locos are having a hard time.

 

Lighter bo-bo locos would be no good for these jobs. Also once you go bo-bo your axle load goes up, just look at the new Class 68s in the UK. We could do with locos like that here but they would need to be co-co configuration but the 68 design does not allow for it.

The traction problems are more to do with CIE/IEs aversion to fitting diesels with sanding gear or a modern traction control system ( like EMD Super Series wheel slip control or GEs Brightstar) than anything else. Internationally locos similar power & weight to the 071s & 201s haul far heavier trains to IE.

A lot of the problems with both the 071s & 201s were due to high speed running on light poorly maintained track endemic on the Irish railway system in the 80s & 90s. Both classes had problems with stress cracking of bogies, the yaw dampers were a retrofit on the 071s, crankshaft failure common on early 701 engines and long since rectified.

Its difficult to see IE having a need for new freight locos even with a major railfreight revival. The biggest challenge would be in preparing a business case for modern high capacity rolling stock and the infrastructure that will provide a positive return on investment.

Many thanks for that. Ought to have made the connection, having visited the Mining Experience in 2013. A very fine tourist attraction it is too. Down in the village picked up a couple of lumps of coal from the works entrance. Enough to filly wagons and loco bunkers. Would like to think it is Arigna coal but may well have come from Poland I guess...

The "Works" is on the site of the narrow gauge sidings and loading point in Arigna Village, part of the old loading bank/bunkers are visible from the road under the new structure.

The WW1 Arigna Valley Railway extend another couple of miles to serve the Arigna Mining pits above Aughabehy. The Arigna Mining Company seems to have an incestuous relationship with the C&L was bankrupted as a result of a mining boundaries dispute with the Leyden's a local mining family who currently operate Arigna Fuels.

The Leyen's acquired the Arigna Mining Company assets and mining rights concentrating its washing & screening operations at the Arigna Village railhead.

No doubt the Arigna Valley would have become a bed of industry and magnet for competing railways had O'Reilly's Ironworks been successful

Ouch, £500 in '65 is about €25,000, that's a lot of dosh.

£500 for a Bandon Tank looks like a bargain for a loco complete with copper fittings compared to the prices paid by British enthusiasts for Barry wrecks in the early 1970s.

Like owning a race horse buying the loco would have just been the start of the expense, at the RPSI paid nearly £3000 for 171s overhaul during the late 60s .

At the time having a working steam loco might have generated the critical mass to establish a Cork based excursion train business or a heritage line in West Cork.

CIE regularly operated excursion trains on the Youghal branch and turning the line over to an excursion group was actually considered in the 1st McKinsey report on CIE

While the railways in Northern Ireland were under serious threat the RPSI appears to have been lucky to be in the right place at the right time 186 was donated, 171 leased from the UTA, RPSI locos were expected to earn their board and lodging on NIR metals by shunting and working engineers trains until a permanent base at Whitehead was established.

A bit more on the GSWR 52 GSR/CIE D17 Class

I managed to unearth my well thumbed copy of a "Decade of Steam"

[No59 3pm Galway Train at Tuam during Easter 1952 B] A Decade of Steam on CIE in the 1950s RPSI 197?

Drew Donaldson, Jack O'Neill & W McDonnell

Long out of print the book written from an enthusiast and an operating perspective provides a warts and all overview of the Classes in use on CIE in the 1950s together with an excellent selection of photos. Perhaps the IRRS might be persuaded to do a re-print or update.

The book is divided into chapters on Goods Locos, Dublin Suburban Tank Locos, Other Tank Locos and Passenger Locos.

Class D 17 Jack O’Neill & Drew Donaldson

“I have heard these locos described by an English enthusiast as “poetry in motion. They had fine roomy cabs by Inchacore standards and could run like the wind. Nos 3,11,12,14 & 58 were based in Waterford. 12 & 14 were superheated in the early 1930s and usually worked Waterford-Limerick passengers and the Macmine branch train.”

Drew Donaldsons first introduction to the class was on Whit Monday 1940 when No11 in saturated form (GSWR condition double smokebox doors & raised firebox) “worked up imperceptibly but inexorably into the 60s before Pallas on the Waterford-Limerick train connecting with the Down Mail her exhaust the merest whisper”. In post war years no 59 was giving a good account of herself in sharp contrast to the leisurely loping of the D14s over the same Athenry-Tuam section. Drew appears to have recorded speeds in the mid 60s with saturated 59 and the superheated No16.

“59 a “beautifully steady engine” was a great pet Athenry shed who struggled with a leaking foundation ring afraid to send their inamorata to Inchacore in case she might never return.

Drew goes on to say that early in GSWR (possible typo for GSR) days a D17 was painted green in an attempt to persuade the directors to adapt the livery.”

The pallet vans had at least 3 different types of ends.

Its possible that Patrick may use the sides and underframe from the donor Vanfit s a basis for the plank GSWR version of the H Van. Hint Hint!!

Always wondered why CIE had no problem with this parody of itself, making no attempt to 'fictionalise' or even cover up the then current logos on coaches and loco etc.

Much more attractive than gritty post war reality a bit of the blarney & splendid scenery was what was expected of Ireland at the time.

The movie must have attracted a lot of Americans to visit Cong & Connemara and profitable business for CIE Coach Tours.

[video=youtube;L6YrqZ7HZ-0]

59 a D17 or GSWR 52 Class loco seems to have been Tuam's regular passenger engine used on Tuam-Galway local services in early CIE days. Its possible that the ex-GSWR 6 wheel coaches were in regular use on the service at the time.

"A Decade of Steam" gives a reasonably good account of CIE steam working in the early 1950s from an engineman's perspective. 59 is described as "Tuam shed's favourite" with the enginemen reluctant to send the engine to Inchacore for firebox repairs in case they would never get it back.

The 52 Class appear to have had a reputation of higher speed and smarter running on the Tuam-Galway local trains, than the larger 60 Class working the Limerick-Sligo train. Possibly it was less of an effort for the Tuam crew to put on a bit of a show with a lighter train and a relatively easy section of line, than for the Limerick or Sligo crew to keep time with heavier trains on a difficult road over a much longer distance.

The GSWR were supposed to have been plans to build total of 10 500 Class 4-6-0s, this appears to have been cancelled after the amalgamation in favour of buying another 15 sets of Woolwich parts.

The Woolwich had wider route availability than the 4-6-0s and could be assembled at a fraction of the cost of building a new loco. Another likely factor is that the GSR board may have quickly realised that the operating department was struggling to find enough work for the 13 4-6-0s already in service. CIE appeared to have had similar problems in the early 1950s

Interestingly 500 Class cylinders and motion parts were used in the rebuilding several of the 400 Class into two cylinder engines.

402 was supposed to be the best of the re-built locos basically a 500 class with large driving wheels