Mayner

Kevin

You definitely appear to be going down the architectural modelling road with models of Ballywillan, Crossdoney and Belturbet Station buildings before taking on Glanmire Road as your next project.

Your existing models appear certainly capture the atmosphere of the stations modelled either in diorama form or part of an operating layout.

I was inspire many years ago by an N Gauge UK exhibition layout that was basically a series of linked dioramas featuring a number of the stations on the Chester-Warrington Line in BR days. The dioramas were visually self contained scenes finished to a uniform standard with individual backscenes with tunnel mouths and overbridge's  disguising the links between adjoining sections.

I have a selection of slides somewhere if I can find them!

11 hours ago, murphaph said:

How popular is the hobby in NZ John? More popular than at home? 

The level of interest in model railways and railways in general appears higher than Ireland, possibly similar at a similar level to the UK. The hobby is organised more on American lines with national groups who represent NZ and American outline, Garden Railway and other interests hosting regional and national conventions where modellers meet exchange ideas, play trains and visit each others layouts rather than around large exhibitions like the UK and Ireland. The New Zealand prototype and model railways are more visible with high quality NZ prototype and model magazines available in large newsagents and Hobby Shops.

There is no Kiwi equivalent to MM or IRM, modellers of the New Zealand prototype are supported by a comprehensive range of kits and parts produced in the three main modelling scales (9mm, S, 120:1) by a relatively thriving cottage industry manufacturers.

The New Zealand Model Railway Guild publishes a bi-monthly Journal https://www.nzmrg.org.nz/, high quality prototype magazines include the bi-monthly New Zealand Railway Observer https://www.nationalrailwaymuseum.nz/shop/the-new-zealand-railway-observer/ and the quarterly Linesider https://www.facebook.com/people/LinesiderMagazineNZ/100070985336554/.

Although New Zealand has a similar population to Ireland (spread out across a landmass similar in size to the UK mainland) Kiwi's are more pro-active in terms of railway preservation with several operating heritage lines and approximately 44 operational steam locos. A lot is down to a self reliant can do spirit of the people who settled New Zealand exemplified by "Kiwi No8 wire mentality', many of the smaller groups were founded by local community groups who were prepared to get stuck and develop the necessary skills  as opposed to railway enthusiasts from the big cities!

Came across these two layouts at the Tauranga Model Railway Show this weekend, although the majority of exhibitions in this part of the World are held between June and October (Winter-Spring) the Tauranga Show is traditionally held in January with the influx of Summer visitors the the Bay of Plenty and its beaches.

Besides an interesting mix of New Zealand and British outline layouts, I was particularly struck by Z gauge layouts that featured Hamburg Hbf and the Raurimu Spiral.

The builders unsure if a club or private layout used selective compression and possibly perspective modelling to fit the model on a 4'X2' baseboard.

The buildings and structures apparently scratchbuilt using traditional modelling techniques, a lot of activity within a small space with the lines serving the station and avoiding lines. 

I didn't notice the U Bahn until I downloaded the photos after the exhibition.

Raurimu Station and Upper-Spiral Tunnel portal, the curved steel trestle is on a freelance continuous run section of line the line in the distance is the main line to the next station National Park

Looking down from the top of the Spiral, fiddle yard in the foreground.

The Raurimu Spiral layout is intended to link up with a layout featuring National Park Station/passing place on the Main Trunk Line South of the Spiral.

The American 'Wild West" coaches are not unlike the older wooden bodies coaches used on New Zealand's railways into the 1970s, the F Units would pass from a distance for English Electric locos supplied during the 1950

By Duane Wilkins, CC BY 3.0, https://commons.wikimedia.org/w/index.php?curid=45826821

Again despite compression the model is a reasonable reflection of the spiral and terrain.

The terrain on the spiral is mainly re-generated 'bush" or native forest with introduced (highly invasive) gorse.

Raurimu was established as a Sawmill Town complete with its own 'Bush Tram" of Logging Railway following the opening of the railway in the early 1900s

https://natlib.govt.nz/records/23017495?search[i][place_authority_id]=-319765&search[path]=items

Currently the main land use in this area is livestock farming, but likely to revert to forestry as farming carbon credits becomes more profitable than farming sheep or drystock, spent a very interesting week in 2017 visiting farms in the area as Government  inspector including a guided tour of "Raurimu Station" which includes the farmland in the background of the photo

I produced a test fret for converting the Studio Scale Models J15 kit into the superheated version in 2012 and have finalised the production version of the fret, largely in response to the determined prodding by a member of the group including an offer to fund/share the tooling cost of the fret.

This kit is primarily intended for modellers working in 21mm or one of the wider gauges, although OO Works have announced a rtr OO gauge Superheated J15 its unlikely that the OO Works model would be suitable for conversion to a wider gauge without significant modification to the body and running gear.

The design of the fret has evolved significantly during the past 11 years and now includes loco and tender brake gear parts to replace the challenging to assemble parts supplied with the TMD/SSM kit in addition to the heavier mainframes fitted to a number of superheated locos, extended smokebox and belpair boiler.

The revised brake gear and my original Z boiler conversion are demonstrated in my "Gaggle of J15s" thread on this board.

The kit is based on retaining the boiler tube/rolled as supplied with the TMD/SSM kit rather than the half etched boiler and firebox wrapper fitted to the JMD Y boiler 650 class, to reduce the risk of bruising/damage to a half etched wrapper during assembly.

Apart from the use of full thickness components the firebox is designed on similar principals to the Y firebox as detailed in my Y/belpair boiler assembly thread.

I am planning to supply the frets direct from my photoengraver in the UK in order to minimise shipping and handling costs.

The fret is expected to retail at £37 excl. Vat and postage with an expected 6-8 week lead time from placing order to delivery.

Please respond to this post or send a PM if you are interested in placing an order.

There are some photos (not great quality) of flat wagons with Guinness containers at Kingsbridge during the early-mid 1960s https://steverabone.com/RailwayPhotographs/unknown_irish_photographers.htm

These containers were used for Guinness traffic to Belfast and Derry from the late 50s onwards, Provincial Wagons produced a model of the Guinness container separately and a (Dapol)?flat with two containers.

The  overnight North Wall-Waterside  "Derry Vacuum" was hauled by MPD railcars and occasionally a WT 2-6-4T between Lisburn and Derry after the closure of the GNR(I) Derry Road in 1964 and would have included CIE container flats in the consist.

There is a colour photo of a trio of MPD power cars crossing the Bann with a train of these wagons in "Diesel Dawn" (Colm Flanagan) and a WT 56 hauling the Vacuum in Irish Railways in Colour "from steam to diesel" Tom Ferris 1992. 56 is deputising for a failed MPD set, the consist is interesting with a long cut (approx) 10 container wagons leading a string of conventional open wagons, vans and brake van.

The 20' flats  would have been allover grey while used in revenue service as flat/container wagons.

A good piece of positive news, I walked a section of the line near Dunsaney on a Sunday afternoon drive/walk in the country with my parents as a small child and got seriously interested in the "Meath Road" as a teenager doing my first serious piece of research taking the bus to Dunboyne to sketch the station building on my summer holidays from work in 1976.

I built a 4mm model of Dunboyne station building, but scaled down to N and built a model of Kilmessan Junction based on a photo survey by Herbert Richards, because I struggled to fit a OO gauge layout in our box bedroom.

I believe that its likely to happen barring any severe economic shock, the Irish Government having re-opened the lines to Pace and Middleton and quadruppling Clondalkin-Hazlehatch since 2000. Projects that were unthinkable between the 70-90s when the future of the railways was under real threat and CIE/IE struggled to get funding for all but essential maintenance and renewals (DART & MK3 project) during the 80s and early 90s.

I would agree that some deviation from the existing track bed particularly to serve Dunshaughlin would be desirable, the trackbed runs largely through a rural area a deviating from the existing trackbed south of the Boyne Viaduct is un-likely to add significantly to the cost as the RPA/NTA will have to CPO the route as most of the track bead was abandoned and sold over 50 years ago.

It would be difficult to make a case to re-open the Kingscourt line for gypsum traffic though there may be a case for extending the Tara Mines spur to Kells for passenger traffic. The gypsum mines near Kingscourt station were abandoned during the 80/90s and the ore was transported from Knocknacran mine (near Carrickmacross) to the railhead at Kingscourt so would still involve a road transfer, traffic from Kingscourt was relatively light by Irish standards a maximum of 400tonnes daily between Kingscourt and Platin and a second train trice weekly to Limerick in the days when 1000Ton + is considered a viable train load.

Tara is likely to close within the next 7 years as the mineral reserves approach exhaustion, which places a question mark over the future of the Navan-Drogheda line especially with the re-opening of the direct line to Dublin

Rough comparison between Ireland, New Zealand and Tasmania in terms of freight tonnage and % of freight carried by rail.

Tasmania is closest to Ireland in terms of traffic carried and the size of the rail Network, in New Zealand traffic density tends to be heavier and line haul longer, in all three countries a high proportion of freight is transported for a small number (3-6) of companies. 

The greatest difference New Zealand and Ireland is that the majority of export traffic from food (dairy, meat) and wood processing (paper/pulp, board processing are transported by rail rather than road because of direct rail access and the long distance between the food and wood processing plants and the ports.

The majority of rail served industries in New Zealand and Tasmania are large enough in scale to send out traffic by the train load (20-30 Bogies) rather than the individual wagon load, the Waterford Coillte plant exports its output of OSB board directly by sea, while none of Ireland's dairy and meat processing plants have a direct rail connection with the possible exception of Glanbia Portlaoise. 

Glanbia Ballyragget (the largest combined dairy plant in the EU) is probably large enough to generate train load traffic, but its unlikely that the Irish Government or Glanbia would be prepared to fund a rail connection from Kilkenny or Portlaoise to absorb the plants output.

Anyway back to traffic.

Ireland 0.8m tonnes annually or 1.1% of annual freight task (traffic declined from approx 3.3m tonnes between 1970-90s

Tasmania 2.2m Tonnes------18% freight task mainly serves paper processing and mining industry (coal and zinc)

New Zealand 19m Tonnes-----16% freight task largest shippers export dairy, paper/wood product/mining (coal and gold), export and internal intermodal logistics.

Interestingly both the New Zealand and Tasmanian rail systems were privatised during the 90s and re-nationalised (bought back) in the late 2000s after the private sector operator failed to achieve an adequate return on their investment.  

The Irish Government would probably have to fund new locomotives and rolling stock for IE or an "Open Access" operator as the 071s are near the end of their economic life and IEs freight stock with the exception of the pocket wagons are obsolete and life expired. Following the 'buy back" it was necessary for both the Tasmanian and New Zealand government to replace the majority of their locomotive and wagon fleets as both were life expired.

Four years on Jan 2023 turned out to be a milestone Coey J15 229 has now a 'running' chassis and the "Superheated Loco" is on her wheels!

Completing the Superheated Loco is likely to be a more longer term project than 229 mainly because some of the parts were used in completing 193 and other locos and I am not quite satisfied with the firebox and mainframes.

Fitting the High Level "Load Hauler Compact" gear boxes to the J15 chassis even in 21mm gauge has been challenging as a result of a combination of the wider than normal width of the gearbox and my preference for using hornblock rather than top hat bearings to the driven axle. It was necessary to narrow the width of the hornblock bearings to allow the wheel set to fit which in-turn rules out the use of a CBS (continuous beam suspension) with a Load Hauler gearbox as originally intended for the "Superheated Loco". The Load Hauler's are wider than Road Runner and other High Level Gearboxes as a result of the double reduction gearing used in these locos which provided options of 60:1,80;1 and 108:1 gear reduction, the box fitted to the loco appears to be an 80:1 box a similar reduction to the Branchlines Slimline gearbox I fitted to 191 c 1994-5. In contrast the Road Runner+ gearboxes are available in 35:1 (express passenger), 45:1 & 60:1 Mixed Traffic, Slow Passenger/Suburban).

229 is fitted with a Mashima 10X24 motor which should result in similar running characteristics to 191, though 193 should be a tad faster.

I cut a slot in the ashpan frame spacer of 229 for a Road Runner + gearbox similar to that fitted to 193 before realising the Load Hauler was wider!

I will probably complete the assembly of 229 before progressing further with the Superheated loco and tender both to use up my stock of parts and see what's missing and to make a decision on the Superheated locos mainframes and suspension.

I have designed a revised superheated J15 conversion etch with a revised main frame and firebox design based on my experience with the Y boiler 650 Class 2-4-0 with the superheated loco a suitable guinea pig.

I am also planning to build a model of the larger 2730 gal tenders built for use with the 52 and 60 Class 4-4-0 which were also used with J15s on long distance goods trains including 229 on the Sligo-Limerick goods, so the project could run for a while yet!

12 hours ago, Galteemore said:

Awesome work on a building I know well. You know the three categories of falsehood? Lies, damned lies, and General Arrangement Drawings! 

For many years running construction sites one of my main roles was checking and reviewing architectural and engineering drawings before and as work progressed. On speculative housing projects it was basically a case of working with the trades on site to make sure everything fitted correctly before starting work on site. 

On commercial and public sector projects advising the client and design consultants on "Buildability" and "Value Engineering" (saving money) was part of our role as project manager and lead contractor. 

Design amendments such as the gable end windows were likely to have been recorded in a "site instruction" from the Engineer or Clark of Works to the contractor or builder, rather than a revision to an engineering or architectural drawing.

One of the foreman or site managers main roles was maintaining a record of site instructions from the Engineer, Architect or Clark of Works in order for the quantity surveyor to claim for extras and variations. In the days of paper based records a large project could generate a 20' container load of "requests for instruction" and ISO 9000 quality assurance documentation from the "Builders" and "site instructions" from the design team. Some days I spent 80% of my time processing queries or "RFI" from the contractors and "SI"s from the design team and about 20% of my time on site with my own team and contractors

The GNR(I) & NCC built purpose built flat wagons for Bread Container traffic from the 1930s onwards Jeremy Suter produced a single run kit of these wagons about 20 years ago.

CIE appears to have carried the older style containers in open wagons, before developing purpose built 20' Flat wagons for container traffic during the 1960s.

The GNR and later CIE introduced aluminium bodied containers similar in outline but larger than the BR containers for Donegal freight traffic passing under customs bond through Northern Ireland

BR containers in IRCH standard open wagons Studio Scale Models produce a whitemetal kit of the wooden underframe version of the open as seen in the photo.

Industrial Alcohol containers on 20'-11'wb-12T capacity flats. These wagons were introduced for container traffic (including Guinness 3 containers) during the early 60s, but converted to PWD use following the introduction of 20'-12'wb-20T flats during the mid 1960s.

The above photos were originally published on photo sharing site, I don't know the identity of the original photographer.

20'-11'wb container flat converted for PWD use. The Airfix/Dapol Cattle Wagon chassis would be reasonably close for one of these wagons.

Spray can ran out painting HLV, "Bare Metal Silver out of stock in local hobby shop but expected at some stage next week.

Model consist inspired by F W Shuttleworth photos of " Night Mail" at Sligo in the Summer of 56, the original consist included an ex-MGWR 6W TPO dating from the 1880s and and ex-MGWR Meat/Fish van. a GSWR 3rd brake filling in for the photo of the model.

An ex-MGWR 2-4-0 appears to have made up the train at Sligo during Shuttleworth's visit with an A Class hauling the train to Mullingar and a connection with Galway-Dublin Night Mail.

I haven't a 2-4-0 in CIE condition, so No 33 Arrow in late MGWR condition posed with the "Perishable" made up mainly of ex-MGWR stock carrying urgent traffic.

I will probably remove the "Capacity Load" information from the luggage van the backing film is quite noticeable and does not appear to have been used before the "black and tan' era.

Mixed consists of ancient and newly introduced stock appears to have been fairly common during the late 50s, there are excellent photos of a Rosslare Harbour-Wexford Mixed in Alan Burges "Chasing the Flying Snail: the passenger accommodation is made up of a 4w Bullied Luggage Van, and ex MGWR 6w 3rd and an ex GSWR bogie Clearstory Brake Composite, hauled by a large Coey 4-4-0

Before deciding whether its worthwhile weathering N Gauge models its best to consider the level of weathering/dirt visible on a loco and stock at normal viewing distance.

American diesels seldom look weathered or dirty at normal viewing distance in N. Pride in corporate image and climate helps!

Similar climatic conditions and maintenance/cleaning regime to Ireland. 

Otira Tunnel banking locos leading consist, pilot trains through a 5¼ mile tunnel and after a short time become dirtier than locos working over the Midland Line from the Westland to Christchurch

Early 90s Sligo-Dublin reasonably clean 121 moderately weathered 141, clean coaches

N Gauge diesels custom painted finished with satin lacquer (both aerosol) stock un-weathered

6 hours ago, Galteemore said:

Rest assured, when I left D6 to cross the Liffey, I was heading home to a very northern latitude - north of Dundalk never mind Drumcondra….

Its all relative the halfpenny looking down on the farthing.

Growing up in Crumlin I was always reminded that many of us were originally from the Northside or in Brendan Behan's immortal words about being forced to move from Rutland Street to Kildare Road "to hell or Kimmage"

My mother was from the North Innercity whose family considered D12 as out in the Country, my father's family from Mayo who gradually migrated eastwards as time changed from the 1920s.

In the end I met a strange lady who took me in and we moved far-far away though I don't eat Vegemite.

Almost managed to finish G617, one buffer head missing from the "Loco Stores" collection of bits & pieces.

Found some lost wax vacuum pipes from another project, decided to chemically blacken using Carr's "Metal Surface Conditioner" and "Metal Black" I had in stock for many years.

First step was dipping the vacuum pipes in the surface conditioner, before rinsing in cold water and drying with a tissue.

I then dipped the castings in the metal black until the metal began to turn black, removing, rinsing and then repeating the process until I was statisfied with the result, then sealing by painting with a small paintbrush with Carrs "Electrofix".

Some people recommend applying the metal or gun black by wiping/working on the surface with a cotton bud but I found dipping the most effective.

I fitted the loco with a 3D printed control desk, I printed several years ago and glazed the cab with "clear" plastic packing from Wills Materials pack fixed with superglue.

The loco is currently operating on DC though I have ordered a selection of decoders from the United States that have a higher current rating/superior overload protection compared with similar decoders available from Europe.

I decided to re-paint my original prototype 4w Heating and Luggage Van of 2012 from Black and Tan to the original silver scheme.

I used Tamiya Paint Remover which struggled with the 10 year old primer coat, using IPA for the final clean up with some interesting results.

Although not pretty the IPA is an effective cleaner and de-greaser and the staining does not affect the adhesion of the new primer and paint coats.

The original van had 3D printed plastic gangways which did not survive immersion in the IPA. Luckily I had some spare gangways, 21mm gauge brake riggings and a foot step to replace missing/damaged parts.

Finish the HLV in silver is a step in re-producing a late 1950s consist of a Sligo-Dublin Mail Train which included a mixture of 1880s MGWR and recently introduced CIE coaching stock

I use Tamiya  AS-12 "Bare Metal Silver"  aerosol (on a grey primer coat) for silver rolling stock for approx 10 years.

SS No 4 Erin.   Don't know how accurate the actual shade of green.

Reasonably accurate dimensionally acquired second hand from a modeler in the UK about 10 years ago

The IRRS have published DCD 003 a GSWR "Carriage GA Drawing Compendium"  which would be more useful than a Diagram Book for modelers intending to scratchbuild models of GSWR coaching stock.

The IRRS have published  GSR "Classification of Coaching Vehicles P1 & P2 and GSR "Carriage Diagram Compendium" Parts 1-3 based on stock in service during the 1930s. The GSR Diagrams Compendiums are likely to have been re-prints of the GSWR and other pre-amalgamation company Diagram Books

https://irrs.ie/archives/maps_drawings/ 

A Galteemore indicated Carriage Diagrams are of limited value to a modeler outline only showing only one side of a coach, the main value of the collection is providing an indication of the stock that was in use in 1933 and 1937.

The Compendiums are scans of original documents which were sometimes in poor, faded or damaged condition quite unlike the carriage drawings that appear in model railway magazines.

G617 on trial (on DC) after finding the cab roof and more extended running in. The 3 point suspension with the rocking leading axle seems to be bedding in nicely including running without stalling on Peco Insulfrog points, the main challenge is keeping the wheels clean.

A bit noiser than I would have liked, but may improve with running in reasonably pleased with the locos pulling power without adding additional weight to the kit

Although the loco managed to fry one decoder though there was no sign of shorting and motor stall current well within the decoder's current rating. I will run the loco for another 3-4 weeks on DC to allow the drive train to bed in before before trying another brand of decoder.

Question at the moment is whether to re-paint or weather the loco, the decals are wearing away and the white enamel wearing through the black!

Underside of the loco showing final drive boxes and spur gearing, there is very little clearance between the bottom edge of the final drive boxes and the Kadee uncoupling magnets.

8BA nuts secure the coupling mount boxes, 10BA bolt through the cab floor and rear frame spacer aligns the body and chassis and keeps everything in the correct alignment.

Need to add Alan Gibson 14" buffers, vacuum pipes, glazing and a driver to add the final touches to the loco.

G617 on test!

Power pick-ups are two pieces of phosphor bronze bearing on the wheel tyres soldered to offcuts of copper clad sleeper strip.

I fitted the loco with a 6 Pin NEM socket & harness  to allow the loco to run on DCC, otherwise I simply connect the pick ups to the motor terminals  "just 2 wires" compared with the hassle of fitting a DCC chip.

I rigged up a temporary DC adaptor with a 6 Pin NEM plug for testing and running in the loco on DC or analogue control.

One of the next jobs is to find the cab roof, finalise the fixing of the body to the chassis before detailing and fittings couplers, should keep me busy to March/April!

5 hours ago, Mike 84C said:

Stable, now thats a new one! just looking in my desk drawers I need to keep the marbles till at least a ton! Then be able to get under the baseboard to do the soldering stuff, so give it my best shot or get the finger out. Killarney beckons.  

I am in much the same boat myself and will soon need to make a decision on whether to continue working in 4mm or move up to a larger scale or concentrate on rtr as the hands are not as steady as they once were as I move into my mid-60s.

I think David Holman has the right approach build and complete models for a particular modelling project, as opposed to acquiring a 'stash' of kits or rtr models that might be useful some day.

In my 20s I set out to model a section of the "Meath Road" to 21mm gauge all scratchbuilt, I scrapped most of my early scratchbuilt models of MGWR locos and stock as they were fairly crude, but did not get round to building replacements until 40 years later because I got diverted down various rabbit holes including the GNR(I), BR steam era, Irish 3' Gauge and rtr American N & HO gauge and the DRGW narrow gauge in 1:20.3 scale with the arrival of various rtr models and stock.

In the end I am not really bothered about the various Rabbit Holes and culled most of my collection of British OO and American N, at this stage I got to go back to basis and focus on completing my unfinished products while I am still capable.

The majority of reports on the future of Ireland's railways between the 70s and 90s considered the options of retaining, immediate or a phased closure of the railways. The 2003 Strategic Rail Review was the first report to consider the future of the railways in the long term 20+ years.

The Irish economy was in a weak state during the 1980s with the economy in a prolonged recession as a result of a credit squeeze and the Government attempted to control inflation and reign in Government expenditure, basically the government was spending more running the country than it was taking in in taxation and subsidising CIEs losses was low hanging fruit easy cut compared to social services, health and education.

Although it was not spelled out as such the Irish Government's "Building on Reality" economic envisaged a gradual run down and closure of the railways over 20 years with no future capital investment in the railways after the completion of the MK3 Intercity Coach programme and the completion of the Cork Line CTC system.

In return for an operating subsidy paid above the line for loss making passenger services, CIE was divided into three operating companies Bus Eireann, Dublin Bus and Irish Rail which were expected to compete with each other, operate profitably and fund their own capital investment from retained profits or commercial borrowing.

To their credit the three companies demonstrated a lot more initiative than under CIE management.

Irish Rail made a determined effort to improve service and increase passenger and freight traffic, demonstrating iniative such as hiring NIR 80 Class railcars, reinstating the Bray Greystones Shuttle and pursuing new sources of freight traffic such as grain, mollasses and pulpwood.

In the end like other rail operators of the 90s Irish Rail generated insufficient income despite a large public subsidy to cover the cost of infrastructure and rolling stock renewals as deferred maintenance caught up and the system basically started to fall apart during the early 90s. 

The railways were largely rescued by a large EU Infrastructure grant with Ireland signing the Single European Act during the 1990s paying for the re-laying and modernisation of the lines in the West. 

CIE (both management and unions) continued to be a thorn in the side of the Irish Government until a long term decision of the future of the railways was made after the ending of the ILDA dispute in the early 2000s.

The Dublin-Border line upgrade and Heuston-Kildare suburban were originally presented as either-or projects with the Kildare line service having precedence over the Enterprise upgrade until EU/Ireland Fund funding was made available.

The Maynooth Line upgrade was funding by EU funding diverted from the LUAS when the project was put on hold during the late 80s.

There is an old saying that Merrion Street could be an efficient executioner of railways as Stormont, though the Ulster politicians were more open about their intentions.

The Department of Finance adapted a policy of drip feeding investment for CIE over many years while the CIE Chairman warning the Government that it could no longer safely operate services with 1950s timber framed and laminate stock, effectively protecting the Board and Management of CIE in the case of a Corporate Manslaughter charge in connection with the Buttervant and Cherryville disasters.

CIEs plans to build new trains in Inchacore under license from Linke Holfmann Busch during the late 70s were rejected by the Government and replaced with a programme to build BREL MK3 coaches during the early 80s when it became essential to replace older coaching stock with poor crash resistance following the Buttervant derailment and Cherryville collision.

Similarly IEs proposal to build new diesel railcars for suburban and branchline services were rejected by the Government during the late 80s though approval was given to build the last 24 coaches of the Intercity order as Push-Pull suburban stock

Its not just an Irish thing in recent years the New Zealand Treasury was highly critical of the Governments investment in rail despite Kiwi rail operating profitably carrying 18m tonnes of freight or 13% of the freight task.

On 25/12/2022 at 9:26 PM, Irishswissernie said:

    

 

No 8 train includes a long cut of container wagons used for carrying Cross-Border Guinness traffic from the late 50s to mid-60s. The containers (grey with blue Guinness lettering) were introduced before the break up of the GNR in the late 50s, usually loaded 3 containers per wagon. The containers were originally staggered on GNR container wagons until replaced by longer CIE wagons during the early 60s.

The Dapol/Airfix Prestwin chassis would be close enough for a OO gauge model of the CIE 12t 20' flats used with these containers and general container traffic on the North Wall-Waterside derry Vacuum Ireland 1st Liner Train

Provincial Wagons produced, a flat wagon with two of these containers.

Family gone to the Cinema to see Avatar 2 this afternoon which means I got a chance to play trains in the workshop!

G617 Chassis now ready for final assembly. Some last minute changes included fitting mounting plates with 8BA captive nuts at each end for Kadee couplers

Starting the final assembly 

The motor drives a layshaft through a 1:1 "Tender Riser", the final drive to the axles is through two "Road Runner Compact" gearboxes.

A common arrangement in N and 009 locos I used a similar drive system in a RH DS88 shunting loco and a CDR railcar built during the late 80s early 90s

The first challenge was fitting the output gear to the Tender Riser, I used a "narrow" gear which is a push fit on the shaft.

The chassis is compensated with one fixed and one rocking axle gearbox/final drive unit, the "rocking' end of the layshaft is supported by a frame spacer & top-hat brush.

Final drives assembled with worms Loctited to the shaft. The top of the RH gearbox looks rough, I trimmed the top of the gearbox cradle (non structural) to allow the motor to fit.

The biggest challenge to the project was fitting the output gear to the motor.

the TendeRiser is designed around 2mm bore gears, while motors are currently available with 1mm and 1.5mm shafts.

I originally planned to buy 2mm-1.5mm bore brass tube from Eileen's Emphorium as no suitable tune was available locally, but managed to find a small section of 1.5mm bore tube in the scrap box.

I opened up the brass centered gear to a sliding fit on the tube using a tapered broach before Loctiting the gear to the tube and the tube to the motor shaft

Chassis almost ready for testing, fit pickups and allow Loctite 24 hrs. to set!

On 17/12/2022 at 12:02 PM, Lambeg man said:

Interesting that despite the fact "There's a war on don't you know!", the GNR appears to have been provided with the resources to build specific purpose wagons such as these (and gypsum wagons) while the GSR was cannibalizing old six-wheeler passenger carriages for the same traffic (turf). I suppose it comes down partially to the fact that by 1944 the GSR had fewer locomotives with any fuel to power a passenger train, while the GNR needed anything that was on wheels to carry passengers, even borrowing GSR carriages at this period. The rules of the Geneva Convention appear to have been VERY loosely interpreted by both governments north, south and across the water.  

The railways in Northern Ireland were geared up to meet the demands of a War economy, while the GSR was mainly geared up towards moving exports people and food to the Cross Channel Ports.

I don't know if applied to the GNR, before the War Stormont subsidized railways on a £ for £ basis on loss making cross-border rail services, the payments continued on a £ for £ basis (based on net income)  during the War although the railways were now profitable.

The retained profits allowed the CDJR to continue operating to 1959 and helped keep the SLNCR buy Railcar B after the War

May have helped the GNR go shopping for new steam locos and diesel railcars after the War.

Happy Christmas !!!!!!!!!!