Mayner

View Advert CIE/IE Ballast Hopper Wagon Set 3 IRM1003 IRM Set 3 Ballast Wagons 24142,24253,24254 in original packaging incl. Test run only. Shipping €17 to Europe, USA & UK I will combine shipping for multiple purchases Advertiser Mayner Date 03/11/20 Price €70.00 Category Wagons

You are likely to get derailments if the transverse or cross-level across the blades and crossing of a point are not absolutely level. You can check the baseboard with a spirit level or the actual point with a small boat or torpedo level. https://www.stabila.com/en-US/products-553/list/torpedo-and-pocket-spirit-levels.html

I explored the station site and walked along the trackbed towards the tunnel when I was living in UK in the early 90s. I was exploring the remains of the ironstone tramways in the area, I think the gateway to the quarry tramway was still in place 30 years after the quarry closed.

The use of a train of fertiliser wagons by the S&E department for removing telegraph poles was mentioned in the news section of the IRRS Journal during the mid 1990s, but there was no detail about the plant or removal methods. Its possible IE used excavators with grab attachments to drop the poles at the time IE used to hire excavators with a range of attachments for p.w. & S&E work and used grabs for handling rail which would also have been suitable for dropping poles. There are also a grab attachment that incorporates a saw which are used for three felling, which would have eliminated the risk of people working close to plant and machinery in the dark with chainsaws. there is also a tree felling attachment attachment which is basically a grab with a

Lighting was required for working during night time possessions after scheduled passenger and freight services had cleared section. Pole lines became redundant during 1990s with most signaling and communication cabling transferred underground. I think one train 10 wagons? was converted for S&E use initially removing telegraph lines between Dublin & Mullingar. Fertiliser traffic dropped off during the 1990s due to reduced demand for chemical fertiliser. At least one rake of fertiliser wagons was converted to carry container traffic during the mid 1990s by removing everything above the chassis!

I don't remember whether I got round to using Advanced Consisting as I was introduced to the concept shortly before I dismantled the N Gauge layout because of a house move several years ago. At the time I was experimenting with JMRI https://www.jmri.org/help/en/html/apps/DecoderPro/Tour.shtml for decoder programming and may have used Decoder Pro to set up consists before the house move. Universal Consisting should be adequate for all except a large Irish layout as small Bo Bos were usually multi-united in pairs, consists of several locos would be exceptional if they ever run. Universal Consisting gives an identical speed and direction command to each loco in the consist, the individual locos in the consist should have similar operating characteristics or speed, acceleration and braking settings individually programmed so that the can run together I usually consisted locos with the same or similar running characteristics in a single consist as in my experience it was very difficult and time consuming to programme a consist of 3-4 locos with dissimilar characteristics to run together. In general I did not mix different manufacturers locos in the same consist as Atlas, Bachmann & Kato locos had completely different operating characteristics and did not run well together. While each loco had a separate decoder a pair of locos which were used on banking duties (which always ran together) were programmed with the same decoder address.

There are a number of different ways of consisting locomotives. Basic Consisting: where you programme each loco with an identical address. Command or Universal Consisting: Where a consist is set up in the Command Station. Advanced Consisting: Where a consist is set in the individual decoders. The set up/interface depends on the specific DCC system. Tony Trains Guide to Consisting describes the individual systems in greater detail. https://tonystrains.com/news/complete-guide-to-consisting/#:~:text=Basic consisting is the simplest,each have there own decoders. I used to use Universal Consisting for operating a American N gauge layout with multi-unit consist of up to 4 locos, but was effectively limited to 4 consists due to Command Station capacity. I used Digitrax, the advanced Throttles are set up to control two locos with separate speed and direction controls which is very handy for setting up and breaking down consists. I usually used the train number as the consist address and could control the lead loco headlights separately from the consisted loco. I avoided changing acceleration and braking from the default decoder settings it was extremely difficult to custom match individual loco acceleration and braking settings within a consist and lead to problems with train handling.

New Zealand's October "Labour Day" Weekend is in someways similar to the the Northern Hemispheres May Holiday weekends with people heading to the great great outdoors though we tend to stay at home on weekends and another excuse to play trains. I haven't really looked at or taken a picture of the main yard from this view point as it was occupied by a play house until fairly recently. General view of the yard with cars for a departing westbound freight incl Conco tank wagon positioned on the main line. K27 464 with two cars in right distance, had arrived with a freight the positioned the outbound cars from the yard on the main line, before switching her cars to the yard leaving the caboose on the main line and is about to couple two drop bottom gondolas (ballast or ash) on to the caboose on the departure road in the right distance. C19 346 & K27 463 await their next assignments in the loco yard while Motor 4 hides behind and under plant pots on the loco yard lead in the far distance. 464 has completed her switching having coupled the caboose on to the departing Westbound freight and pulled the train clear of the siding switch allowing 463 to couple on and prepare for departure. 348 has turned and is waiting on the loco yard lead to couple on to her two cars and caboose once the departing train and 464 have cleared the east end of the yard. 348 finally on her way has uncoupled from her caboose and her cars and is about to couple on to the stock special on the siding. 348 pushes the gondolas on to a dead end spur before setting back and departing with the special. This section of the railway uses the nearest to conventional baseboard construction with plywood on treated timber framing with glued ballast and ground cover using a concrete bonding agent with a waterproof membrane to protect the ply. Station building is based on Pen y Mount on the WHHR. 464 waits in the Yard & Motor 4 at the Bay platform as 463 run through with a freight. Later 464 will turn and clear the yard and Motor 4 operate a Mail and Passenger until the next operating session. "Cabbage" tree originally grew reasonably upward until forced to adapt to faster growing screening! Re-locating the play house was an April Covid lockdown project, I just about managed to collect the material the day before the lockdown came into force. 348 and her train have turned on the Wye and reversed direction and are about to take the "High Line' 4 cars and a caboose are just about the limit on a dry day for 348. 463 & 464 both needed assistance with 11 cars while putting the trains way later in the evening. Staging yard switcher No 50 has released 348 to back down to the turntable to turn and for charging. Charging Stations! Locos are fitted with 2 NiMh 7.2V model racing car battery packs as standard and are good for approx 1hrs running on a standard charge. Charger & transformer lives in a pocket under the staging yard lead is long enough to reach any point on the loco ready/servicing track.

I was tempted to have a go at building one of the SLNCR 0-6-2T as a teenager but ended up building on of the "Large Tanks' out of re-cycled cans on a re-wheeled Triang Princess chassis a good reliable runner despite the crude appearance. I seem to have begun digging deep into my collection of un-finished projects and hopefully clear enough space to start building an Irish Broad Gauge Layout starting with two relatively straightforward projects. High Level RSL saddle tank. I bought the kit when I was going through a "British Industrial" phase and completed most of the assembly while on holidays in the United States/travelling to New Zealand in 2004. Completing the loco was low priority as I did not have a suitable layout and problems I created for myself during the assembly. I had to replace the connecting rods as I drilled the holes in the original oversized and ran into clearance problems between the leading crank pins and back of the crossheads 9 pistons. I replaced the Gibson driving wheels with Ultrascale a better quality wheel with a superior crankpin system. First priority is to replace that yellow paint, some industrial locos were painted in high-vis colours during their final years including a RSL tank, but in the end a traditional red, green or black would look better! Boiler and saddletank awaiting sandblasting after stripping in a bath of acetone. There are some dents in the saddle tank though the model otherwise appears sound. Component parts with saddle tank and cab and running board sprayed with a dark grey etched primer. I forgot to strip the underside of the boiler! TMD MGWR E Class I found this kit as a "bonus" as part of a job lot of part built TMD & SSM kits I bought at a UK exhibition about 20 years ago, I started to assemble the kit several years ago as a second "Midland Tank" to run alongside my model of 553 which I originally bought when the kit was originally released in the early 1980s and upgrad3ed about 10 years later. I assembled the loco in late GSR/early CIE condition with riveted smokebox from my own etch, built up chimney and ross pop safety valves. 556 awaiting final assembly. Motor is a Mashima 10X20, Gearbox is a Branchline Multibox from my stock of parts wheels are Gibson on extended axles cut to length and faced off on a lathe for 21mm gauge. I usually use a wheel press for assembling "push fit" wheels like AGW or Ultrascale, but was unable to do so in this case as I had Lockset one wheel on each axle during an earlier test assembly. I "quartered" the wheels in the time honored fashion by setting the cranks on the leading driving wheels at approx. right angles by eye before pushing the "loose" wheel home on its axle, then setting the cranks on the second wheel set in a similar manner, adjusting the angle slightly on one axle if necessary using the leading pair of coupling rods to check that both wheel sets ran freely without binding before pushing home on its axle. Then repeating the process for the final axle. While I normally use a 10BA bolt to secure the coupling rod and crankpin bush in position with Gibson or Sharman wheels, I used Markits threaded crankpin bushes for the leading and trailing driving wheels on this loco to prevent the crankpins striking the loco footsteps. An almost complete 556, power pick-ups, couplings and ballast to be added. The number-plates are brass and were supplied with the original kit. The GSR apparently picked out the edges of the whitemetal numberplates in straw or light yellow rather than polished whitemetal.

The nearest thing in Ireland to a signalling system without signals was Tara Junction to Kingscourt which was operated on the one train on line system using a manual staff normally stored in a hut at the Junction, the only fixed signals on the Tara Junction-Kingscourt section was a working home signal(s) at the Junction to allow a train to enter or leave the branch at Tara Junction and fixed distant signals for the numerous hand operated level crossings, a fixed distant signal for Kingscourt yard and possibly a working level crossing signal at Kingscourt for trains arriving from Tara Junction. Navan-Tara Mines was possibly still is worked on the ETS system with access to and from the Kingscourt branch controlled by a ground frame released by the Navan-Tara mines staff. Colraine-Portrush has probably the simplest signaling system for a passenger carrying line in Ireland normally operated on the "one train system" I am not sure if there are working signals at the Portrush end of the line but there appears to be a semaphore distant possibly of NCC origin on the approaches to the station. The main motivation for RETB systems in the UK seems to have been the cost of repairing/replacing overhead pole lines used in conjunction with the single line block system. I am not sure if the cabling used in connection with the NSTR in the UK is maintained by Network Rail or the telephone infrastructure provider, traditionally block cabling was maintained by the Dept. of P&T and more recently Telecom with Block cabling sometimes routed through Telecom infrastructure.

Received and spent most of Thursday morning reading the October edition of the Journal rather than getting on with my days work! Three articles in particular caught my attention: "The final years of the Castlederg and Victoria Bridge Tramway "Clements on the Midland' "The B&I Liner Trains" Ernie Shepherds Castlederg paper brings the final years of the line to life with the somethings difficult working relationship between GNR and local management when the GNR assisted the smaller company during its final years. The CVBT had been a fairly prosperous company by Irish Standards but turned to the GNR during the 1920s for support in managing and operating the tramway. Castlederg management and staff had been used to doing things in their own particular way since they tramway opened in the 1880s and found GNR advice and involvement in day to day management difficult to accept leading to distrust between parties on both sides. This lead on one occasion to a Technical Assistant travelling from Dundalk to remove the magneto & carburettor from Castleder's home railcar to ensure the vehicle. The vehicle had earlier been condemned by the Castlederg engineer/fitter because of mechanical problems but was concerned the Castlederg manager would authorise its use. Interestingly Henry Forbes of the County Donegal considered buying the Kerr Stuart diesel 4415 which was trailed on the CVBT tramway in 1930, but appears to have been beset by mechanical problems while at Castlederg. 4415 was built as a 60cm gauge loco and operated on the Festiniog and Welsh Highland Railways in 1928 before returning to the manufacturer and re-gauged as a 3' gauge demonstrator. The loco was subsequently re-gauged to 60cm by Hunslet and operated on a sugar cane plantation in Mauritius until 1971 and is currently being restored for use of the Festiniog and re-opened Welsh Highland. Cian Scanlans article and Gerlad Beesleys biographical sketch, sheds light on the difficult staff working conditions and the run down condition of CIE steam from the mid-1950s onwards and the interesting life of one of Irelands foremost professional railway enthusiasts. The B&I Liner trains by Barry Carse provides a good overview of CIEs Liner train operations from the Derry Vacuum of the mid 1960s to the present day. On the "Southern" CIE commenced operating a "fully fitted" Liner Train without brake van between Cork & Dublin with connections from Limerick and Roscrea from Jan 1969. Interestingly Dublin-Limerick & Roscrea containers worked down on regular goods trains. The article includes several of Barry Carses photos of Liner Trains at different locations including some with B121 and B201 haulage. The B&I Liner was introduced in June 1969 to replace Cork-Liverpool shipping service and initially operated twice weekly in each direction. CIE introduce a separate Dublin-Limerick Liner in October 69 but the train was later withdrawn as traffic did not meet expectations. A daily Bell Liner train began running between Heuston Goods and Waterford in October 69. The Roscrea traffic appears to have been export meat from the processing plant beside Roscrea station, there is also an interesting photo of B147 "making up a Liner Train" at Rathkeale on the North Kerry circa 1969 presumably with export meat from the local processing plant.

Screw couplings were generally fitted to locos and passenger coaching stock, Instanter Couplings to wagons including the majority of wagons introduced by CIE since the 1960s but were sometimes fitted to some older wagons including corrugated opens, H Vans and ex GNR bagged cement wagons. The center link of the instanter can be turned to reduce the coupling slack between wagons so that they can run at speed in a similar manner to a screw link coupler There is a U-tube video of a Shunter (human) adjusting the slack on instanter couplers on an IWT liner so the train can run round the curves into the Alexandra Basin container terminal http://www.igg.org.uk/rail/4-rstock/04arstock2b.htm

For the brave or the adventurous! Test etch assembled 8 years ago never got around to releasing a production version, a bit too modern for my personal tastes these days. There is also the original 20' version which reached a more developed stage.

The great advantage of the classical American home complete with basement, the railway room becomes part of the living area rather than isolated away in an attic or garden shed.

There is a tenuous family link with the area my father was born in Kiltimagh though the family left the area during the 1920s when my dad was in his early teens. I first saw the signal box when we drove over the level crossing on our way to a summer holiday in Enniscrone, it was one of those memorable holidays with my first sights of Lough Gill, the beautiful beaches on the Erris Peninsula and the wild & desolate North Mayo coastline and a Lone Star OOO gauge push along Union Pacific diesel and a circle of track from the Ballina Woolworths. I spent the best part of a day exploring the remains of the line in 82 while returning to Dublin from holidays in Donegal via Ennis! I had just got a fairly new relatively high powered car checking out the majority of stations on the Limerick Sligo line except oddly enough for Tuam! A section of the Southern Yard remained at Collonney South although long disconnected from the running line, Tubbercurry station was being gutted out for demolition in connection with the town byepass, Kiltimagh was derelict though someone had painted the level crossing gates at both ends of the station. The WLWR appears to have preferred tank engines for working passenger trains on the lines North and West of Limerick with a pair of 2-4-2T 13-14 for the North Kerry & a pair of 0-4-4T for the Tuam-Claremorris extension and the 4 4-4-2T for the Sligo Extension. The GSR regularly operated a return Limerick-Abbeyfeale passenger train with an ex-WLWR or GSWR tank loco until the service 2was discontinued presumably during the "Emergency" The 4-4-2T appear to have been a bogie version of 13-14 rather than a completely new design having the same tractive effort, cylinder size and presumably boiler as the 2-4-2T. Though the GSWR D19 & D17 4-4-0 that took over passenger workings in GSR days would have been similar in performance. When opened there was a daily Tuam-Sligo passenger train and return working in addition to a Sligo-Limerick mail train in each direction. Another puzzle was why an engine shed and turntable was provided at Tubbercurry as it was not a terminus, though it would have been useful for fairs on the northern end of the line and avoided paying the Midland for using the facilities at Claremorris during WLWR/GSWR days.

And now for something completely different. I have been planning to build a model based on Kiltimagh station since I first explored the Burma Road nearly 40 years ago, measured up the station house, signal cabin and shelter in 2003 and carried out a further survey during a holiday in Ireland and the UK two years ago. I thought the signal cabin was a good place to get to grips with a new medium laser cutting with Yorkmodelmaking producing the parts to my own artwork. The cabin structure was cut & engraved from 1mm MDF. The plastic parts from Rowmark a laser engravable plastic. Drawing the brickwork in Flemish bond like the original particularly at the corners was an interesting exercise, as I last detailed this type of brickwork while studying construction technology at Bolton St Tech over 40 years ago. I had originally planned to use slot and tab construction but ended up mitering the corners which gives a much more effective brickwork effect. They always say prepare for the unexpected! The MDF panels were originally cut to a larger scale which was not noticed when packing the parts, but the problem quickly rectified. Now I will have a large scale cabin to complete but that's another days work. Cabin awaiting final assembly. The brickwork was spray painted using a red oxide car primer, stairs, trim and windowframes with Tamiya aerosol paint. The stairs was designed with individual threads that slot into an inner string. Rowmark can be cemented with an ABS adhesive or superglue, styrene solvents have no effect. Its planned to clad the (plasticard) roof with Yorkmodelmaking slate paper. Working out the allowances for laser cutting was an interesting exercise, but the windows fitted the openings a good sign. The front windows are in two parts with a sliding sash at each end. The fit of parts was generally good but I ended up with an open joint between the window frames at the staircase end. I mislaid some of the MDF chimney parts and will probably build the chimney using Wills Scenic Sheet Flemish bond brickwork. Stair treads to be picked out in a dirty grey. I have a Springside signal box interior somewhere with a suitable frame and ETS apparatus. I am not sure whether the interior brickwork was unpainted or painted. The next more ambitious job is the station building with its distinctive glazing bars, I will probably build the station using Wills Scenic sheets on a ply subframe, I have a stock of cement render sheets & stone quoins.

I started the test assembly for the revised Heating and Luggage and Luggage Van kits this week, the revised kits include an additional set of sides to assemble an alternate or modified version of the van & rectifying a number of design faults in the originals to simplify assembly. Luggage Van with alternate sides to represent No 2713 as running late 1960s, the solder on the chassis is thinning for attaching the cast pewter axleboxes and springs. Heating and Luggage van in assembly jig. I finally got around to using a jig to hold the sides in position for soldering, a lot quicker and easier on the finger tips I hope to put up some photos of the completed vans at some stage next week.

Passive protection is the simplest and most effective with minimal inspection and maintenance requirements. Kiwirail use square box section for bridge strike protection. Most of the bridge abutments are mass or reinforced concrete so its simple enough to widen the abutments to support the beams. https://nzrailphotos.co.nz/photos/miscellaneous-and-happenings?page=13#lg=1&slide=11

CAD and etching/laser cutting certainly take the hard work out of scratchbuilding eliminating the marking out and cutting and finishing the parts stage regardless of the material or method. These days I would struggle to cut out and finish parts in 4mm with a piercing saw or other traditional techniques because of the effects of age my sight is not as sharp and the hands less steady than when I worked in N not that long ago. The downside is a considerable investment and time spent getting to grips with the software and the particular engraving process, CAD work for 3D modelling whether for 3D printing or CNC milling is a totally different ball game and I use a freelance designer. Using the services of a photo engraving firm like PPD in Scotland https://ppdltd.com/that specialise in one off & small volume production would be more cost effective than buying a milling or profile cutting machine for a small number of one off projects. The same principal applies to 3D printing there are 3D printing businesses with SLA printing capability in Ireland and the UK that will turn out a model with superior surface finish to Shapeways or a home printer at a reasonable cost. If you going down this route its best to start with a simple project like a set of doors or windowframes in order to develop an understanding of the constraints of the material and process before going on to something more ambitious.

Its great to see what can be quickly achieved using traditional scratchbuilding methods, I remember articles on scratchbuilding GWR coaches using similar methods in the Modeller in the early 1970s (E H Francis?). I tried the doilly method for some LSWR coaches around the same time but gave up and used microstrip. It seems to be a lot easier to scratchbuild in 7mm rather than 4mm scale especially as one starts to feel the effects of age! I am completing the interior to an SSM GSWR brake 3rd at the moment and may follow you example in forming the seats in plasticard as I mislaid some of the seats and its not exactly ordering replacement parts from the UK these days.

South African Railways operated 90 Class 25 4-8-4 condensing locomotives for use in arid regions such as the Karo the condensing apparatus and condensing tender was designed by Henschel and is likely to have been based on war time experience with the condensing Kreigslocks. The South Africans rebuilt the majority of the class as conventional locomotives (mainly to reduce maintenance costs) during the 1970s, the rebuilt tenders lost their condensing gear and were nicknamed Worshond Afrikaans for Daschund or literally sausage dog. Some steam can be seen escaping from the tender at 4:54.

Incorporating 21mm compatibility into the design would add considerably to the cost of an already very expensive model with little or no added value to the majority of prospective customers. The main object of the survey is to assess the potential level of demand for a rtr OO gauge brass steam loco to see if OEM manufacture is worth pursuing.

There are a number of photos of SLNCR trains with CIE & GNR coaching stock in Neil Spink's SLNCR Irish photo album. In one of the photos large tank "Enniskillen" is hauling the 12:00 Enniskillen-Sligo train on 6th July 1957 made up of 3ex-MGWR 6 wheelers, a pair of H Vans and an SLNCR goods brake. The caption states that the steam train was a substitution for Railcar B because of the anticipated number of passengers. Presumably the CIE coaches would have been worked to Enniskillen on an earlier goods train. There are a couple of photos of Lough Erne working a "Garland Sunday" excursion on 29th July 1956. The train is made up of the three SLNCR bogie coaches and a GNR non corridor clerestory coach, possibly the nearest thing to a long passenger train on the SLNCR in its final years. The train appears to have been re-marshalled at Sligo with the GNR coach coupled next to the loco in both directions.

In steam days usually an 0-6-0 and an A Class following dieselisation. The actual Class or type of steam loco depended pretty much on the part of the country or "Section" as steam classes kept pretty much to their pre-1925 amalgamation boundaries the Woolwich Moguls were the main exception as they worked passenger and goods trains on both the "Southern" ex-GSWR and "Midland" MGWR lines. In the 19th Century both the GSWR & MGWR built fairly large classes of "Standard" 0-6-0 goods locos which became CIE J15 (ex-GSWR), J18 & J19 (ex-MGWR) Classes, both companies built smaller numbers of larger goods locos during the early years of the 20th Century which became the CIE J4 & J9 (ex GSWR) and J5 (ex-MGWR) The DESR "Standard" goods the J8 was an early 20th Century design similar in size to a J9 and the inside cylinder K2 Class 2-6-0s 461 & 462 worked the overnight main line goods and heavier cattle specials. The GNR followed a similar pattern with smaller locos like the PG & AL followed by the various SG Classes in the 20th Century. The West Cosk is likely to have used its Beyer Peacock 0-6-0ST on the goods trains until replaced by the B4 4-6-0 Bandon tanks. The Murphy Models/Bachmann Woolwich Mogul, the OO Works J15, GNR UG and possibly West Cork 0-6-0ST are the only rtr options for an Irish goods loco, otherwise its either scratch, kit or modified rtr. The coupled wheelbase of the Bachmann LMS/BR 3F & 4F 0-6-0s are not far out for the K2 J4, J8, J9 but the Bachmann body would require heavy modification replacement. SSM produce kits for the CIE J15, B4 and GNR AL & SG/SG2 Classes and Worsley Works a set of scratchbuilders parts for the UG.

Locos were single manned, but a "snatcher man" travelled on the loco to exchange the electric train staff (ETS) on single track lines equipped with mechanical staff apparatus when the trains ran through crossing places without stopping mainly passenger and goods trains Dublin Galway line west of Clonsilla, the Rosslare Express both Rosslare-Mallow and Rosslare-Limerick and for a short lived express on the Dublin-Waterford line in the early 70s. CIE would not allow a fireman to travel on the loco when diesels were initially introduced, which may be on of the reasons for using heating vans rather than a boiler on the loco. Though you might have a travelling inspector, an enthusiast or a railway worker going home at the end of their shift. There is a story of a p.w. worker climbing on to the gangway of a B121 intending to hitch a lift home with the driver as he had no doubt done on a B141 only to come up against the back of the cab rather than a doorway. Apparently he was smoking a cigarette and the driver saw the reflection of the embers in the windscreen and stopped in time to save a very scared colleague who was hanging to the walkway handrail for his life.