Mayner

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.

You would need to run them 'elephant fashion" (nose to tail) with a driver in each loco if you have travelled back in time to the early 1960s as the B121s were not fitted to run in multiple until the late 60s. The B121s had a weak brake and were considered unsuitable for working heavy loose coupled goods trains & seem to have mainly worked passenger or light goods trains, it might be possible to simulate a run-away like the Roscommon de-railment by retarding the decoder brake setting. A single B121 was unable to hold a Westport-Athlone goods on the long grade from Donamon to Roscommon and ended up buried under the wagons when it ran off the rails at the end of the headshunt at the Dublin end of the station. The driver survived and there appears to have been relatively little damage to the loco.

Not a lot to report at this stage, it will probably be mid-late November before the review samples are ready and will be in a position to make an announcement on pricing and availability. The photos are of 3D prints of the current version of the model with wheels and brake shoes set to OO gauge. The graphics are preliminary, I haven't got the correct running number font.

It probably worth joining the IRRS to access their Flickr collection of photos, they have recently added a number of collections which include a lot of West Cork photos from the 1950s

To clear a few points. The tradition of commissioning highly detailed brass models of locos and rolling stock arose in the Far East during the late 1940s early 50s with American service men commissioning models from Japanese and Korean craftsmen, with some of the business shifting to Hong Kong & China. These models sell at a premium above plastic or die cast ready to run https://www.brasstrains.com/Classic/Trains/Builders/7/Ajin?showsold=True There are a number of European manufacturers like Fulgurex Precision Models http://www.fulgurex.ch/en/index.html like some shops its not polite to ask about the price if you are buying a model from Fulgurex or Aster. I am considering brass as the likely level of demand even for an 800 or a GNR Compound is unlikely to support a plastic injection (1000+) or die cast model (5000+). The big question is whether there is sufficient demand to sell the minimum order quantity of 500 locos. The survey price range is inclusive of UK vat but is based on preliminary costings, an 800 or even a Compound is likely to be considerably more expensive than a large inside cylinder 0-6-0 due to the greater number of individual parts requiring assembly and the complex liveries. The results of the survey so far have been interesting with 35 respondents so far with just over 60% prepared to consider paying £4-500 for a brass rtr steam loco with over 50% prepared to consider buying a Cattle Engine. Recent results has shown a shift in preference form an express passenger to a mixed traffic loco with just under 60% showing a preference for a mixed traffic loco while there was a slightly higher level of interest in an express passenger loco earlier in the survey. Respondents have shown a consistently higher level of interest in a Compound than in a Vs or S like 171. I selected the 3 GNR express locos both because both 85 and 171 are preserved and in active operation and their similarity in size to a Cattle Engine and because traditionally the GNR was considered to be a progressive and enterprising company which traditionally had a larger enthusiast base than CIE, I also convinced myself that I saw a big blue steam loco with smoke deflectors crossing Gormanstown Viaduct at speed when I was about 5 or 6 something which would be very hard to resist although my first loyalty lies with the Midland my Grandfathers railway.

Several of the older private owner tank wagons were stored for many years at the Sheriff Street end of the Dardanelles Sidings and East Wall Yard until the yards were cleared out and re-modelled in the early 2000s. I took some photos but they did not come out too well in the low evening light. The majority of private owner tank wagons were built to slightly modified RCH designs by UK builders rather than Irish railway companies, CIE also bought Bitumen tank wagons from Charles Roberts of Horbury Yorkshire, the Bitumen tank wagons are similar to the Bachmann 20T anchor mounted tank wagon with an insulated barrel which would be a challenging conversion https://www.bachmann.co.uk/product/20t-class-b-anchor-mounted-tank-wagon-'shell-bp'-black-[w]/38-776a Most of the older Irish tank wagons appeared to be based on an RCH 1927 or later design similar to the Bachmann 14T Tank wagon https://www.bachmann.co.uk/product/category/155/14t-tank-wagon-'fina'-silver/37-680b some had diagonal cable stays around the dome like the "Fina" tank wagon others a horizontal tie bar like the "National Mobile" wagon. ESSO had some tank wagons with a smaller diameter barrel similar to the Oxford model but the Sherriff St example had a welded barrel steel rather than timber end transoms, possibly a re-build of an older wagon. I could not get close enough to get a photo of the underframe the tank car was between a wall and a cut of wagons

She is certainly looking the part a working loco that's still reasonably well maintained. There are a number of colour photos of 10l on pages 110 & 111 in Irish Railways in Colour a Second Glance there is a striking deterioration in her appearance between in July 1957 photos of her at Ballyconnell and Belturbet and later photos of her at Bawnboy Road and Ballinamore with the paint burnt off her smoke box door and funnel. 8L hasn't got a lot worse since I weathered her 20 odd years ago. I tried to capture the same effect with 3T but could not quiet match the rust effect on the chimney and smokebox!

I am currently looking at the viability at producing a ready to run OO gauge brass steam loco in conjunction with a Far Eastern OEM manufacturer of high quality brass locos and rolling stock for the American, European and British markets. I am considering the Midland "Cattle Engine" as a first batched produced model of an Irish steam locomotive as it fits in with my own personal interests and its a good example of a large modern (1920s) mixed traffic design in contrast to the smaller Midland and GSWR "standard" goods types. The model would be produced as a limited edition with each model individually certified and are likely to be a sound investment. I am open to considering some of the larger GNR express passenger classes if there is insufficient interest in a Cattle Engine https://www.surveymonkey.com/r/HD3TB6Z

Spot on! A North Wall-Cork Liner ran away on the approaches to Cork was diverted into the goods yard, the 001 Class loco demolished the buffer stop and came to rest in an (empty) diesel storage tank. Rumor had it that the train ran away because there was no effective brake on the train as a result of an improvised brake tail piece on the last wagon despite both the Guard and an Inspector travelling on the loco that night.

The West Cork was a very interesting and distinctive system, ideal for a 'system' layout with a number of stations if you have the space. I once thought of building an N gauge West Cork layout with a number of stations and one of the branch line terminals in a 17X8 attic, though these days I would be more inclined towards a building a O gauge model based on the Timoleague and Courtmacsharry as brass kits are available for several of the locos from Alphagraphix and it a lot easier to assemble kits/scratchbuild in O gauge than OO Traditionally 2' was the minimum recommended radius for reliable running with flexible track in OO gauge, but you will achieve reliable running with medium and large radius set track curves in OO. I would recommend Peco track and points in preference to Hornby to achieve reliable running, you can achieve a more realistic effect and will be less constricted in you planning if you use flexible rather than the rigid geometry of set track straights and curves, though set track can be good if you want to experiment with different track layouts or get something up and running quickly.

We also have a Large Scale version GSR Grey who looks after things on the garden railway.