Mayner

It might be worth while contacting Richard Mclaughlin (irrsdrawings@gmail.com) and the authors of Locomotives of the GSR https://newirishlines.org/contact/ to establish whether they have access to a GSWR 3345 gal (Coey) tender drawing or diagram. Richard has been working through the IRRS archive and may be able to assist, Jeremy Clements & Michael McMahon published a collection of GSR & GSWR loco diagrams through new Irish lines, but have not published diagrams of GSWR tenders. The 3345 gal tender used with 186 appears to have been the GSWR standard type for larger locos and were built between 1899 & 1922. The GSWR & Armstrong Whitworth built larger tenders for 500s & the 400s in 1922, the Armstrong Whithworth built 400s were designed with saturated boilers and would have been heavier on coal and water than the Inchacore built members of the class. The relatively early scrapping of the 500s (potentially the Irish equivalent of a Southern S15 or LMS Black 5) seems odd especially when a number of members of the 400 class remained in service almost to the end of steam. The 500s had a lot of parts in common with 402 apparently the best of the 400s and were true mixed traffic locos capable of heavy passenger and main line goods work.

Winter arrived on time 1st June (Queens Birthday Weekend NZ) with rain and cold after a long Indian summer, but improved with dry cold sunny days for Matariki or the Máori New Year. I have not had much time to play trains since the last post with most weekends since Easter spent clearing & mulching leaves. The cold weather has the benefit of nice plumes for live steam operation on the downside gas fired locos don't steam as well and use more fuel in cold temperatures even with a water jacketed tender fuel tank. I guess I will have to put hot water in tender tank next time. 278 on the 2% 1:50 grade from Utah Junction to Jackson City. The loco is on the most difficult curved section of the grade between the wye switch and the tunnel Steaming rate improves as demand for steam decreases as alignment improves/grade eases once through the tunnel and trains tend to speed up as they climb towards the crest of the line. The last section of the grade into Jackson City yard is also demanding with 278 almost slowing down to a crawl as it crests the grade, the loco and first caboose have just crested the grade the yard tracks on the left are level. With about 30 minutes light left stage 278 was low on water and gas. I usually use a battery loco to haul in the train, allowing enough time to allow 278 to cool down to be handled for cleaning and servicing before being put away. On this occasion things did not go to plan battery powered K27 461 refused to move forward for no apparent reason half way around the line and I had to call in my trusty Bachmann Connie 2-8-0 to haul the train in after clearing a space on the work bench for 461. At first I though that there may have been a gear box problem, but on closer inspection one of the leading crankpin bolts had worked loose and fouled on the rear of a cross head while running forward, but re-tightened while running in reverse.

Not a lot of progress of late trying to decide whether to finish detailing the locos or assemble the tender and adjusting to winter arriving in June after a long Indian summer. The tender assembly is relatively straightforward with slot and tab assembly for the main components. I used copperclad sleeper strip to keep the outside framing vertical before soldering in place, I also moved the rear fixing bolt backwards to clear the rear axle and act as a fixing point for the coupler. Tender superstructure, after three locos I think I finally figured out how the tender coal chute assembly is supposed to fit together. Still some cleaning up on the soldered joints, maybe its time to buy a resistance soldering unit! View of the top of the tender, I need to fabricate a tank filler and a (removable?)tank top/coal plate. Backplate with firehole doors added, I will add some basic plumbing and a regulator handle. Test fit backplate, cab splashers narrowed to suit a 21mm gauge model, splasher sides incorporate an representation of the main frames. Body securing bolt to be cut off flush with (wooden) cab floor, excess solder to be removed from inside cab before final detailing, (reversing wheel, backplate detail, handrails, boiler fittings. Next job is to assemble the tender underframe and loco & tender brake gear sub-assemblies.

625 32mm gauge one of a batch built by the late Harry Connaghton a Dublin based professional model maker in the late 1970s Harry batch built models of GNR & ex-Midland locos and stock mainly in 7mm some models in OO including a GNR Compound, and JT 2-4-2T tank. The OO gauge JT was priced around £30 when the Britannia pacific the most expensive loco in the Triang Hornby range was priced £5---------£5-s10-0 range. The JM Design J5 will be to a similar or higher standard to Harry Connaughton's models.

I am looking at the feasibility of releasing a rtr model of the J5 or 623 Class 0-6-0 in OO Gauge. The locos will be DCC ready, all metal construction with 5 pole can motor with single flywheel with precision gearbox and Markits wheels. Likely cost £600 with 10% deposit at production tooling stage based on a minimum production run of 25 locos balance payable on completion. Introduced as the MGWR F Class in the early 1920s these locos were the final Midland design a powerful mixed traffic 0-6-0 capable of working both goods and passenger trains including the Night Mails and heavy GAA specials and the all important cattle traffic on the Midland network. At least one of these locos worked on the Southern 641 was loaned to Waterford in 1949 to assist in the Beet Campaign. Send me a PM if you are interested.

As far as I know CIE & the GNR (I) never used yellow semaphore arms. Distant signal arms were originally red throughout the UK, yellow may have been introduced on the British mainland at some stage after the the 1923 grouping. CIE introduced a day-glo red during the 60s which tended to bleach out to orange. Some relics from the Kingscourt branch

Most likely similar labour costs to assemble a powered or un-powered loco plus disruption to the assembly line. Although low by European standards wages labour is likely to be a significant cost with assembly carried out by hand, much simpler and more productive for workers (on bonus or piecework) and management if everyone is assembling the same type of chassis during a shift. Un-powered diesels pretty much became a thing of the past with American diesels when production shifted from the states to japan & China in the 80s & 90s

Not sure if I am a Luddite or Kiwi No 8 baling wire mentality I have had an Etch Mate hold & fold tool for many years but rarely use it. I prefer to clamp the workpiece upright in a vice and form the bend with a steel rule or even a strip of hardwood. Sometimes the etched fold line is too-narrow to form a right angle. The fold line should be 1-1.2 times the thickness of the metal in order to etch ½ way through through the metal to form a 90° bend I use aluminium angle or hardwood strips if the workpiece is linger than the vice! Before Steam loco valence clamped in vice, before bending footplate at 90° with a block of wood. After: Valences bent at 90° to running board. Hand vice for holding & folding small parts.https://www.expotools.com/acatalog/Precision-Brass-Band-Vice-79533.html Probably the most useful tool I bought in recent years! Forming a channel Pin chuck for holding & forming very small parts. https://www.expotools.com/acatalog/Fine-Steel-Hand-Vice-79530.html

The water tanks swap-bodies were converted from CIE owned tank wagons built in the late 50s/early 60s, the wagons are standard 20' skeletal container wagons introduced in 1970. The tank wagons had a bullied triangulated underframe (similar to corrugated open wagons & H vans built during the 1950s/60s). CIE converted the tank wagons to swap-bodies by removing the running gear and extending the underframe to 20' and fitting container cup locks. Photos and information on the tank wagons in their original form is scarse, some were built for stores oil and industrial alcohol traffic from the Chemi Teo plants in Cooley & Donegal Irish Railways Today (1967) H Richards & B Pender has details of the numbers but no photos of the tank wagons in their original condition. The 4w vans are conversions of Bulleif 4wTPO.

Most likely unloading/sorting rails (from the closed GNR lines in Cavan & Monaghan) for re-use or scrapping rather than in connection with a re-laying operation than in connection with a re-laying operation. The rails in the foreground appear to be stacked for re-use and there appears to be a large pile of scrap rail in the background. The Bretland p.w. depot & gantry was mainly used for scrapping locos and stock in CIE days, at one stage a new overhead crane was installed on the existing crane rails

A Model Railways article on Roy Jackson's High Dyke layout inspired me of the level of realism and standard of running that could be achieved using EM standards, I later saw Dunwich and Blakeney on the UK exhibition circuit which probably lead to a not so brief flirtation in with building/assembling several large BR steam locos from kits in OO & EM. Retford, High Dyke and Stoke Summit really captured the atmosphere of the East Coast Main Line and the East Midlands

I have a Herbert Richards photo of a very decrepit looking MGWR 20t van stored/dumped at Liffey Junction possibly from the early 60s. The MGWR vans with raised cupolas and drovers compartments seem to have been withdrawn in GSR days. Leaf fall is just about finished though track and rolling stock maintenance on the garden railway will keep me busy getting ready for the next operating session/running day in about 3 weeks time

The MGWR track re-laying train was designed to quickly catch up on deferred track renewal that arose during WW1. The Dublin-Galway-Sligo & Mayo lines were re-laid in the 1920-30s, the recovered material re-used to re-lay branch lines. The train was also used to re-cover track material when the double track sections of the Midland west of Clonsilla were singled and to lift the Western Branches during the 1930s. The crane was also used for bridge replacement. A centralised p.w. maintenance depot with overhead gantry was set up at Mullingar capable of operating 24 7 where new track panels were assembled, recovered panels refurbished for further use or dismantled for disposal, and a re-laying train to do the work on site. The main limitation was the re-laying train was limited to 45' rather than 60' track panels due to the length of the war surplus bogie flat wagons and probably more significantly difference in p.w. practice between the Southern and Midland sections, track was laid with staggered rail joints on the GSWR and possibly there may have been less of a need for large scale track renewal on the Southern than the Midland, the original 1906 rails were still in use on the South Wexford line at the time of closure.

Its the chassis of the Bretland gantry re-laying crane https://patents.google.com/patent/US1547019. The whole train appears to have been built using war surplus material it looks like Bretland grafted a war surplus 6 w bogie on to a war surplus bogie flat wagon. A standard gauge version the Morris Tracklaying Machine with a pair of 6wheel bogies was built for use in the UK and lasted into BR days https://picclick.co.uk/Morris-Railway-Track-Laying-Machine-Permanent-382880753675.html#&gid=1&pid=1

Possibly MGWR signal Seamus. Signals controlling the down running line from the platform end to Mullingar West box and connection to the loco depot. The Midland appears to have introduced concrete signal posts at some stage before the Amalgamation (signal beside the loco shed Loughrea http://eiretrains.com/Photo_Gallery/Railway Stations L/Loughrea/IrishRailwayStations.html#Loughrea_20080327_008_CC_JA.jpg). Besides the DSER the GSR used lattice posts possibly to replace timber posts at some stations on the Midland (Up starting signal Loughrea)

There is a considerable market for rtr batch produced brass models in the United States https://www.overlandhobbies.com/HO_Scale_s/232.htm, a much more valid comparison with OO Works Locos than a brass kit assembled by an in-experienced or careless builder. There is a reasonable market for rtr brass models in O gauge and the larger scales, but its hard to see too many Irish modelers being prepared to shell out £1000+ for a brass rtr Irish steam loco & £500 each per individual coach. A rtr injection moulded plastic or die-cast model is obviously designed for ease of assembly by semi skilled workers, while a sheet metal model by its sheer nature requires a higher level of craftmanship in its assembly which is reflected in its price. Some Bokety Brass rtr models. 1 Bokety brass Accucraft (China) electric large scale 2-8-2 $2-2500 on US second hand market. (the switch stands are pissed). The loco was factory assembled from milled and etched brass & stainless steel components. Berlyn Brass (Korea) RGS Motor 6 (Opening cab doors, bonnet & tool box) Bonnet slightly open to aid ventilation. Protototype had a reputation of overheating even while running downhill.

Horses were usually transported in horseboxes which were classified as non-passenger coaching stock capable of passenger train speeds rather than goods stock. Horseboxes appear to be mainly pre-amalgamation stock though the GSR built some horseboxes to a GSWR design in the 1920s. Horseboxes usually ran individually in scheduled passenger trains or as specials in connection with the larger race meetings. There is a picture of a train of horseboxes at Newcastle West en-route to the Listowel Races in the early 70s just before the traffic ended in JHB & Barry Carse North Kerry Pictorial Album. Before the setting up of modern meat processing plants in the 60s & 70s a high proportion of cattle sold at fairs in the West were shipped by rail for fattening in the East or exported on the hoof to England & Scotland. The Midland had a limit of 25 wagons including van in the 1890s for cattle specials though loads may have increased as larger locos and longer vacuum fitted wagons were introduced. Traffic from the big fairs in the West were heavy, in 1923 there were paths for 6 livestock specials from Loughrea and 4 from Ballinrobe at close to hourly intervals on the Big Fair days. In the 1960 WTT CIE had paths for shipping specials from the "South & West to the North Wall including paths from, Athy, Nenagh, Fethard, Tullamore, Tipperary, Moate, Mullingar, Mostrim & Roscommon. Following the closure of the SLNCR CIE introduced a scheduled Sligo-Mullingar "Shipper" which connected with the Athlone-North Wall Goods which could be "specially expedited" to ensure shipping at North Wall. The Sligo shipper also carried meat in containers from Dromod. Other fairs would have been served by "Specials" which would have appeared in the "Weekly Traffic Notice"

Timber traffic appears to have been important at least up to the 1920s, native hardwood from the large estates going out in individual or twin wagons loads rather than today's plantation forestry There is a story of an emigrant to the UK who used to load timber at Dunsandle in MGWR days, finding work on the Liverpool Docks unloading timber from the same estate in County Galway I remember seeing a lone CIE single bolster wagon possibly the last of its kind in the Point Yard in the early 1980s. The Midland & the Cavan and Leitrim appear to have used single bolster wagons for timber. I would imagine that CIE would have tended to use ex-CBSCR & GS(W)R wagons in West Cork though the odd foreign wagon might have crept in, after all there is a photo of an up goods arriving at Drimoleague Junction with a GNR brake van at the rear.

The wagons in the Ratio LNWR P.W. wagon set look reasonably close to dropside ballast & single bolster wagons used by by the GSR and the pre-amalgamation companies. The CIE built a slightly more modern version with a steel underframe and swivel bolster in the 1950s. https://www.ebay.co.uk/p/Ratio-00-Gauge-Layout-Wagons-Plastic-Kit-No-575-Permanent-Way-4-Wagon-Set/1641654330?iid=312114422905&rt=nc The Ratio LMS (LNWR) Traffic & Loco wagon set is another source of "close enough" Irish wagons, the kits includes typical Irish single lever brake gear. https://www.ebay.co.uk/p/Ratio-OO-Gauge-LMS-Traffic-Coal-4-Plank-Wagons-Kit-Okay-Hornby-Bachmann/1851143853?iid=272077805011&rt=nc

The standard of modelling on the Irish two dioramas appears to be really high. Apart from the Bala Lake Railway a drive along the A4142 from Bala to Trawsfynydd (or as the locals say Traws) is well worth it in itself. The road follows the mountain section of the BR/WR Bala-Festiniog branch line through some of the remotest country in Wales https://www.revolvy.com/page/Cwm-Prysor-Viaduct. Spent much of my mis-spent 30s in North Wales used to stop for a quick pint in Bala on a Friday night or rign through a last drinks order if we were unlikely to reach Portmadoc by closing time.

There is a legend/story that the ex-GNR traffic/motive power people in Dundalk were terribly upset when a J15 appeared unexpectedly in Dundalk having worked the CIE weedkiller train through from Inny Junction. I guess we will never know whether ex-GNR managers in Dundalk were upset with "not being kept in the loop" with a foreigh loco and train appearing un-announced at the heart of the GNR system or Dundalk loco crews resentful at a CIE train crew working through without a pilotman from Cavan North and all that lost overtime.

Interesting thread growing up in Dublin in the 60s in our family public transport was looked down on and railways seen as a thing of the past, my first train ride was from Killiney to Tara Street in a compartment coach behind a black diesel. My mother and her sisters we had walked along Vico Road from the bus terminus in Dalkey to Killiney Station and there was no bus back to town. Though I did not expect it I managed to travel on enthusiast specials and service trains on the majority of operational lines in Ireland with the notable exception of Antrim-Waterside and the Portrush Branch. Managed to visit goods only lines to Ballinacourthy, Foynes, Kingscourt, Newross, Mullingar-Athlone, Waterford-Rosslare Harbour, Claremorris-Limerick (in 2 stages), almost kicked myself for not asking my parents if I could do Galway-Athymon jnt-Loughrea during a family holiday in Galway during the early 1970s. It will be interesting whether the Irish railway network has reached a steady state, will contract further or expand. I developed an affinity for disused railways, one Sunday afternoon we had a short walk along the Meath Line near Kileen Castle shortly before the track was lifted, I walked the Southern end of the Welsh Highland from Pont Croesor to Bedgellert before the track was relaid, the most exciting was a drive along the trackbed of the Rio Grande Southern to Trout Lake Trestle in thunder and lightning during a snow storm in June 2016 disappointingly no ghost train appeared on the old railroad that afternoon.

The coach in the middle of the train looks like the compartment side of a main line corridor coach dating from the 1920s not unlike the Bachmann/Murphy models flying snail coach. The GSR also built some non-corridor compartment stock for suburban use during the late 1920s that were not unlike the LMS suburban stock of the 1930s https://www.hornby.com/uk-en/shop/wagons-coaches/passenger-coaches/non-corridor-57ft-coaches.html . some of theses coaches were repainted into the black & tan scheme and used on Bray line surban services up to 1972. Coaches built during this era usually had small windows and doors from the individual compartments on one side with a toilet compartment at each end, the corridor side had larger windows and a smaller number of doors than the compartment side You can just about make out the window and door arrangements and raised panelling at 0:45 as the train draws out of the station. The coach is likely to be a composite with 1st & 2nd(3rd) Class accommodation rather than a 2nd.

Downloadable version of catalogue 2019 Catalogue.pdf

Not quite a mobile crane but working mechanical horse and gantry in 2mm