Mayner

As regards station names, these have not been decided on yet. I have consulted a map of the area between Youghal and Dungarvan but nothing jumped out at me. Has anyone got some suggestions?

Finally, the vinal. One of the photos shows the rest of it!

Google Street view is a great thing went for a jaunt from Youghal to Dungarvan this morning ;. No large settlements along the main road, what looks like the remains of a small creamery at Grange otherwise the odd cross roads pub.

Patrick

Its looking very good great to see an Irish layout that is more like a railway that runs from one place to another than the usual tail chaser. I especially like the idea of putting in the backscene and lighting valence at this stage, the fact that an operator cannot see the other station or end of the line should make life interesting.

It will be interesting to see how operation evolves, will you follow American practice with a dispatcher controlling train movements by radio and the operators walking around driving a train from one end of the line to the other, or follow Irish practice based around a signal man at each block post controlling train movements.

The Tara traffic has basically been carried in the same purpose built covered bogie tippler wagons since traffic started in the late 70s, the Shale wagons were an air braked open topped development of the original Tara design. The Shale traffic never lived up to expectations in terms of tonnage or revenue and a number of surplus Shale wagons were modified for Tara traffic in the early 1990s.

The initial ore shipments went out through Foynes as redundant Goulding Fertiliser workers placed a picket on the Alexaandra Road Ore Terminal (Gouldings Wharf), the shipments through Arlkow in the 90s may have been a negotiating ploy with Dublin Port or possibly to overcomee a short term capacity problem.

At the time the 4w container wagons were under-utilised and the open containers allowed short term contracts to be negotiated for traffic like grain, coal at marginal cost without major investment in new rolling stock or terminal facilities.

Paul Shannons Irish Railfreight video covers most freight workings in the early 1990s including the loading at Tara and unloading operation at Alexandra Road.

Tara sends out both lead and zinc concentrates which are toxic hence the covered wagons and enclosed loading and discharge facilities.

A

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Apologies for digging this one up again!

 

Those containers on the 20ft flats, are they standard open top containers? They appear similar to the 20ft coal boxes that were used on the Cawoods traffic.

 

When did the Tara traffic change from these wagons to the current ex-shale type wagons (approximate year, not day, date, time!)

 

Are there any photographs of either the loading at Boliden's or the unloading* at Alexandra Rd? If you'd rather not post, any PMs will be treated with the utmost discretion.

 

I'm guessing it would be a tippler arrangement because those wagons don't appear to be conducive to unloading by shovel.

For a long time I thought the recesses in the cab sides had to be for tablet catchers, but when you think of when they were built... so to this day I don't know what those recesses were for...... unless they were at one time planned - but if so, why did later engines not have recesses?

I think the B101s may have been slightly wider than the Metrovicks and GMs some BRCW built BR Type 2 diesels used in Scotland also had similar recesses.

I don't think they had snatchers mainly being Southern engines there was no need, apart possibly from Rosslare-Mallow most ex-GSWR single lines did not have staff exchange apparatus until after the B101s were bumped from Top Link duties.

Snatcher operation was introduced on the Cherryville-Waterford line in the early 70s for the short lived Deisceach Express and Rosslare-Limerick (jnt) in connection of the diversion of the Cork Rosslare Boat Trains via Clonmel and Limerick Junction.

One of the 0-4-2 tram locos built by Sharp Stewart in 1885, Seamus. Believe it or not, having a bunker over the firebox wasn't all that uncommon, especially on narrow gauge railways.

Ah Patrick you forgot to mention that she normally ran in reverse the Irish equivalent of a Southern Pacific cab forward:banana:

http://www.tyronetimes.co.uk/news/local/lost_rails_across_the_clogher_valley_brought_back_to_life_1_3409571

There's footage in this video of the push-pulls with a C class at the North end.

 

http://irishrailwaymodeller.com/showthread.php/805-CIE-trains-Dublin-area-1983-Beulah-Library-Roll-F51

I might have got it the opposite way round with the locos being serviced inside the shed with part of the train poking outside. The trains seem to have been turned when Fairview Raicar sheds were closed for re-building for the new electric trains.

Facing South all right classic 1970s Dublin Suburban http://www.geograph.ie/photo/2363096 black and tan B201 at Dun Laoire.

It will be interesting to see if the Sentinel opens up much of an interest in Industrial Railways, be nice if they do the version with outside cranks

Widely used across industry (cement, motor industry, scrap yards, steelmaking, quarries, oil, Military Railways) both with traditional wagons and modern air braked stock, I wonder are any still in service?

Opposite side of TPO © D Malone

The TPO is almost a definite just need a decent A Class to pull the mails The train seems to have been made up of a combination of luggage vans for mail storage and a heating van for the Guard presumably there was a long stops at the more important stations to transfer mail bags to outlying Post Offices.

Luggage © D Malone

In GSR days there was a problem with speeding by the up Sligo mail whatever time it departed Sligo it always arrived just before closing time in Mullingar.

I hope to release the heating and luggage mid 2013, I have to sort out a number of patterns over the holidays.

Possibly to reduce the build up of diesel fumes inside Connolly Shed, at one stage the sets were serviced at Connolly and the locos always weem to have been outside the shed.

Also at one stage all the PR sets were turned on the triangle at Limerick junction, it may have been something to do with moving the servicing to Connolly from the Fairview Railcar Depot as part of the DART up-grade.

Thanks for the positive feedback lads, the project has gone through some major changes since originally planned. The original idea was to use a 3D printed or resin core with brass overlays for ease of assembly, but the technology is not quite up to it at the moment

Yes Garfield the TPO is on the wish list once I sort out the container wagon into a more user friendly form.

TPO at Sligo © David Malone

A number of sources claim that the TPOs are narrower than the other vans which makes little sense as CIE seem to have stuck with 10"3" for Inchacore built stock in the late 50s early 60s.

Apart from the glorified wagon underframes the most striking thing is the sheer variety and variations between what are supposed to be standard vehicles, with variations in door and window arrangements between relatively small batches of vehicles.

Anto Sorry to hear of your loss.

I have basically finalised the design of the Heating/Luggage (Hot water bottle) and Luggage vans. I still have to finalise one or two details but the model is getting nearer to the production stage.

The original concept was for a simple to assemble model using "plug in" 3d printed detail parts for ease of assembly but the model has morphed back into a traditional brass kit.

Sligo Mail 1958? the kits were inspired one of Francis Shuttleworth's photographs all thats needed is a MGWR TPO dating from the 1870s and a silver A Class

Revised Heating Luggage Correct pattern W Irons all brass battery box and roof and gangway connections.

Tin van Roof

Luggage Brake Revised W Irons the interior is a separate 1 piece fold up with window bars, the roof is to be revised in brass.

Bulleid Triangulated Underframe Solebars and W irons fit into slots in the floor. Bending up the typical Inchacore Buffer beams is the trickiest bit.

I need to prepare the artwork and a bending jig for the roof and axle guard patterns but would hope to have some samples available for the North Down Exhibition.

Look cool Jim, I still can't part with my Mission floor standers. A pal of mine worked with PA's and sound systems for night clubs many years ago and pimped my ones. Listening to Sorrow by Pink Floyd on the pulse album is like getting hit in the chest with a sledge hammer.

 

Rich, OMS Violator Depech Mode

We pretty much the same experience with Deep Purple at the Point about 10 years ago you felt the pressure waves rather than heard the music.

I always preferred the maroon livery, the blue and grey just looked so bland.

The new train was a total surprise the first time I took a look inside Amiens Street some time around 1970, 7-8 years later I used to watch the 17:30 to Belfast climbing through Killester while waiting on the bus home from work.

I would not get too bogged down on what engine was painted a particuar livery.

Drew Donaldson who built a large clockwork powered O Gauge layout based on the South Western Section (Dublin to Cork and branches!) painted most of his scratch built fleet in the lined green livery. It was his railway and he obviously prefered lined green to dark grey.

Another timetable and operational modeller from the same era who modelled the GNR did not like diesel railcars, built several BCDR locos to work the links normally operated by railcars!

Ahhhh I remember..... "Zhivago's" night club (as advertised on the back of th bus in that vid as he turn s left at the Rotunda... and U2 were the support act in McGonigles and the Baggot Inn (which was my haunt)....

Ah Sloopies for the really sophisticated urbanites, the National Ballroom for country people and the Television Club for teeny-boppers, final year in secondary school trying to look older and get into the Pembroke Inn or O'Dwyers on a Saturday night places so noisey you could not hear the music.

And in the chipper afterwards when the attendant decides to put mayo on your fries...

Worser still!

Is getting serious scary when Garfield and Seamus start citing Scripture

For OO gauge the Bachmann coaches would be reasonably close in general outline to late GSWR early GSR stock.

The main challenge in modelling CIE in the steam period is capturing the sheer variety of coaching stock the DSER, GSWR and MGWR each had their own distinctive styling, the GSWR was a bit like the LNWR and went through a number of distinctive phases with its main line bogie stock, well worth a visit to Downpatrick or at the RPSI preserved State Coach.

Services ended this afternoon with the last trip working on the western half of the line, the Gisborne end was severed by a series of winter wash-outs and slips.

The video of the weekly-trice weekly freight includes switching the industry sidings at the Gisborne end of the line and some spectacular viaducts

Ye lads they are beasts alright, great sounds - wonder if they are reliable? - they look a bit dated but there is one clip on the tube of a single loco, guess its a D.E. and its pulling a very long heavy train. Some of the classes were huge with over 1,000 locos built. I think the Russian's built for the whole of the Eastern Bloc but the Czech's also built fleets for the former USSR and Eastern Europe. Think the Russians have begun to build some HS lines and using German ICE technology for that.

I am not sure if it was more to do with the Soviet version of jobs for the boys or the planned economy, each state or region seems to have gotten its own major heavy industry.

Apparently East Germany got the monopoly of producing model railways for the entire Soviet Block.

Tito in Ugoslavia was a bit of an irritant to Stalin assembling GM locos in Belgard and exporting Model Power trains from Slovenia

Faur in Roumania seems to have been a significant builder licensed to build Sulzer & Maybach products and held the Voith license including over 1000 locos with a Sulzer 6LDA power unit similar to our B Class and the BR Type 2 family. http://www.derbysulzers.com/faur125.html

Although their most famous export was the BR Class 56 a consortium of WHR members imported 3 Roumanian built Maybach engined 350hp LDY2 Polish narrow gauge locos into the UK for potential use in Wales.

While the Roumanian built Class 56 had a reputation of poor build quality and reliability, the Polish diesels have stood up very well to long term storage and intermittant use.

Although Faur could find no record of supplying the locos to the UK . the factory in Roumania has supplied like replacement cylinder liners and radiator elements of the correct pattern without difficulty.

Ah that brings me back the missus made me turn back at Miles City when when I just wanted to go up the Interstate little bit and see the Montana Rail Link yard at Billings

On the plus side I got to see several MRL SD45s around St Paul when we rode the Empire Builder from Fargo to Chicago;)

Yes they were largely the same as the ballast wagons, but had the words 'gypsum only' painted on the hopper sides so to prevent them getting mixed up with the ballast rakes.

 

The gypsum from Kingscourt operated to Platin most times, but sometimes (maybe once a week?) it would operate through to the Castlemungret cement works in Limerick, as it did on the last run in 2001. Until the mid 1970s a train would also serve the Boyne Rd factory in Drogheda.

 

Wagons on the gypsum trains tended to vary over the years, for example, old standard open wagons as well as bullied designed versions were used, going back even further they would have used hoppers of MGWR/(GNR?) origin.

Ordinary opens wooden and corrugated would mainly have been used with hoppers very much in the minority until the vac-braked hoppers were introduced in the mid 70s, the hoppers were basically the same design as used for the Dolomite and Ballast with the Gypsum introduced last.

The GNR & CIE each built a handfull of gypsum hoppers to the same basic design the GNR building 6 in 1944, CIE adding 4 in 1953.

The wagons were to the same design as the GNR ballast hoppers of the early 1900s I have a copy of the CIE GA but it seems to have been drawn in invisible ink, hardly enough wagons to make up a train enough for Boyne Roads needs.

The other interesting traffic dating back to MGWR days was bricks out of Kingscourt loaded on a bank on the main running line outside the station.

In CIE days the Kingscourt goods ran 3 days a week behind a large Midland or GSWR 0-6-0 made up mainly of opens with a few covered or cattle at the head end.

My first fan trip was an IRRS excursion to Kingscourt around 75 or 76, open wagons seem to have been soley in use. Kingscourt was literally chock full of wagons both on either side of the truck turntable and the old goods yard that disappeared when the storage shed and loading shovel was introduced.

Opens may have been in use because the unloading facility at Platin was incomplete, 22RB? crawler cranes with grabs seem to have been in use for unloading.

The Limerick Gypsum seems to have run 3 days a week, in its final years the hoppers were attached to the Platin-Cork bulk cement an impressive train which could theoretically make up to 34 2 axle wagons or its equivalent.

Presumably the hoppers would have been attached/detached at the Junction and tripped to Limerick a nice change from the original 1970s concept of the no-shunt railway

you can always tell when the mother-in-law is comming....the mice throw themselves on the traps!!

Frank Carson or was it Hal Roach?