Mayner

As we are getting into "might of been land" during the 1950s the GNR considered replacing steam with diesel hydraulic locomotives. Although the GNR preferred a double cabbed Jung B-B unit the Beyer Peacock proposal looked remarkably similar to the British Railways Clayton Type , I am not sure if anyone had produced a Clayton in British N Scale

We decided to do a series of test runs under controlled conditions as the railroad and the freight car leasing company were blaming each other for the poor riding problems with the red tank car and the derailment and who would have to pay for the fix-up, the Jackson County Receiver in Denver was looking for an excuse to close the road, the Jackson County just about paid its operating expenses but would need money from the County or the State to bring the track up to standard. Meanwhile the Jackson County Shop Foreman claimed that the tank car wheels were out of tolerance, while the leasing company engineers and insurers claimed that the Jackson County track was defective. 1St run was with the red tank car on its original trucks. Run 2 red tank car running on a set of borrowed DRGW trucks. I had incorrectly focused on the bolster arrangement of the Bachmann Spectrum tank car and the absence of side rubbing plates as the cause of the hunting without considering wheel profile. Although the wheel back to gauge is within tolerance the flange thickness of the Bachmann wheels are wider than Accucraft resulting in insufficient running clearance which is likely to have contributed to harmonic rocking or hunting on curved track especially on a down grade. Replacing the trucks and wheel sets would be an expensive solution, so I am planning to improve the running of the existing wheel sets by reducing the back to back gauge by 0.7mm. The Bachmann axles are shouldered so its basically a case of removing the wheels machining 0.35 off each end of the shoulder and re-assembling the wheel sets, the only snag so far is that I sheared the end off one axle, but machining a replacement should not take much longer than modifying an existing

Completed the final patterns for the Y Boilered 650 Class today, short GSR "built up" chimney and turnings for vacuum relief valve and whistle, these will be used to prepare moulds for brass castings. The model is based on a loco running in the late 1930s which still retains the mountings for the original laminated springs on the leading axle. Rather than produce a complete new master for the chimney, I cheated by slicing the top off and existing chimney, reducing the height of the straight part, turning an insert to fit inside the chimney and re-joining with loctite Sliced and diced chimneys. Re-joined

I have been quite ambivalent towards model shops and have relied on main order and buying at exhibitions for many years even when I lived in Ireland and the UK. I found the service of a number of bricks and mortar shops in Ireland and the UK to be poor compared to the box shifters and specialist suppliers. Most were understandably focused on selling Hornby OO gauge, but were very poor in filling special orders for non-stock items even from large distributors such a Peco. When I modeled in N gauge (1980-90s) it was extremely difficult to get basics such a Peco points and packs of flexible track in Dublin, similarly when Murphy Models released the small GMs I ended up buying the locos from Rails as a prominent Irish retailer apparently could not be bothered setting up an overseas order for 3 locos despite a number of requests for a quote. These days I mainly use the local model shops for scratchbuilding materials, glue and paint, the model shops in this part of the world focus mainly on radio control models and diecast with model railways pretty much restricted to a small stock of Hornby OO focusing on the starter sets and cheaper models for the younger modeler.

The MGWR Ks/650 Class detail castings are now available as brass castings to order. Although designed specifically for the Ks-650 Class Midland 2-4-0s the castings are also suitable for a number of MGWR locos including the Achill Bogie 4-4-0s, the Midland Standard Goods and North Wall shunting tanks, the castings may be suitable for locomotives with 4'4" diameter boilers. Brass casting pricelist.pdf

Road wheel propulsion is the standard practice for modern Hi-Rail vehicles https://en.wikipedia.org/wiki/Road–rail_vehicle used to carry out inspection and maintenance work on many railways.

The screw couplings removed from C214 and replaced by 3 link possibly for ease of coupling when the loco was allocated to shunting duties. It seems almost a throw back to CIE and GNR steam practice where several classes of locomotive including GNR(I) 4-4-0s && the J15 had a 3 link coupler on the front buffer beam, some shunting locos only had 3 link couplers

I can't comment on the Murphy Models diesels but I found that a single 4 axle unit performed better than a single 6 axle unit in N Gauge. The 6 axle units tended to slip and loose traction with a load of 12+ freight cars while the 4 axle units just plodded along. There was a tendency for the outer axles of a 3 axle power bogie to loose traction as the bogie rocked back and forward pivoting about the center axle. I used a mixture of Kato and Atlas American diesels and usually loaded to 15-18 freight cars with 2-3 locos but sometimes loaded up to 50 cars with 4-5 locos, coupling strength/adjustment was the limiting factor on train length rather than haulage capacity. The situation with the haulage capacity of kit Vs rtr locos on large layouts is an interesting one, large kit built locos used on layouts like Little Bytham or Retford usually had heavy whitemetal or composite whitemetal and brass bodies with all metal chassis and running gear (sometimes plastic centered wheels) powered by large can motors with double reduction gearing designed to run at scale speed. Kits like the DJH Brittania, Austerity, 8F or 9F were more expensive than buying a equivalent rtr model but mechanically bullet proof once assembled avoiding problems with metal fatigue, split gears and failed pick-up systems that plagued many of the rtr steam locos introduced during the past 20 years

The drawing was produced by Herbert Richards a railway photographer and modeler a member of the Irish Railway Record Society and Transport Research Associates who was basically the "go to" person in Dublin during the 1960s & 70s for photos of CIE stations, rolling stock and wagon drawings. The IRRS may be able to assist in contacting Herbert or on accessing his collection of drawings and photographs.

Tony. Great to see your determination and commitment to modelling Omagh goods yard paying off. The level of detail really brings the scene to life, I really like the view across the platform the water tower is certainly an excellent view blocker for a staged presentation.

I was sorely tempted! That red tank car is definitely related to Thomas the Tank Engines Troublesome Trucks. Like the Ballymena Narrow Gauge we have had the odd freight car de-railing flipping over and getting lost in the shrubbery without anyone noticing until it arrived at its destination. There is a story of an ore car disappearing out of a train on the Ballymena narrow gauge somewhere between a mine and Larne without anyone noticing in NCC days, the ore car tipped over on an embankment and ending up in a field, the two parts of the train re-coupled the train crew did not notice a thing

The Irish Model Railway Company (Herbert Richards) H van drawing showing Bulleid triangulated underframe construction. The triangulated design was intended as a cheaper/stronger alternative to conventional underframe construction. The J hanger arrangement in combination with laminated springs provides an element of dampening to allow wagons and coaches to run at higher speed without de-railing .

Some how or other it me of an RTE sports presenters alleged comments about the French rugby player Jean Condom. "If he is no good in the first half will they use him again in the second half."

Something unusual: more realistic derailments or the challenges of Large Scale modelling? I sometimes run a train while I am working in the garden, after circuiting the main line several times this happened. The tank car appeared to uncouple from the rear of the train near the tree in the distance, then apparently de-railed at a facing point, partially de-railing a gondola before the train drew to a halt. The Tank Car (Bachmann Spectrum) had a tendency to rock from side to side on curves when running downgrade so further investigation was required to identify the initial point of the de-railment The red tank car initially appears to have partially de-railed on the approach to the viaduct passed trough a tunnel and the facing turnout to the wye before totally de-railing on a trailing turnout. The tank car had a greater tendency to rock from side compared to the Accucraft freight cars, which I tried to correct by fitting side bearing pads to one of the bogie, leaving the other to take up irregularities in the track which appeared to have largely eliminated the problem. The Bachmann bogie pivots on a sleeve secured to the body by a self tapping screw with a large washer, Accucraft originally used a turned bolt with a compression spring arrangement, but recently changed to a similar arrangement to Bachmann. While I initially treated the rocking as a problem with the design of the bogie/tank car, wheel profile may be a factor https://en.wikipedia.org/wiki/Hunting_oscillation although Bachmann use a similar bogie pivot arrangement for its Big Haulier range of G gauge stock hunting/oscillation is not a problem although the High Haulier coach freight car wheels are smaller dia than used with 1:20.3 stock. The next step is to inspect the tank car bogies and wheels and possibly swap wheel sets or bogies to see if it makes any difference

The run down of Irish Railfreight during the last 16 years is mainly a result of a combination of IE implementing Irish Government transport policy and increased competition as a result of EU de-regulation. While the Irish Government is allowed to subsidies loss making public transport services, the Government is apparently not prepared to subsidies IEs freight operations due to a potential breach of EU competition regulations. One Transport Minister (round 2002-2005) is on the record that the Government is not prepared to subsidies IE to transport freight by rail because of competition legislation. CIE and Irish Cement came into existence during an era of protectionism when it was acceptable for a government to grant a monopoly to establish or protect and industry. IEs cement traffic was operating on borrowed time from the mid-late 1980's Cement Limited lost significant market share as competing cement manufacturers and importers entered the Irish cement market in the late 1980s, IE lost its near monopoly position in licensed haulage when the Irish Road Transport Industry was de-regulated during the 1990s.

Great find the coach appears to be one of the bogie Tri-composite coaches introduced by the MGWR in 1900 still in its original condition with center luggage compartment! These coaches were re-classified as 1-3rd composites when the Midland abolished 2nd class accommodation and appear to have been originally used as "through coaches" from main line to branch line services. An ideal coach for a one coach branch line train

In modelling Irish railway in N gauge I focused on the overall effect of modelling a railway in a realistic setting with locos and stock that looked the part from the proverbial distance of 2 foot. The main problem with the Lima N gauge was it was nearly impossible to achieve reliable running because of poor designed electrical pick up and the poor quality of the Lima N gauge motor. I ended up replacing my Lima N gauge locos with Atlas, Arnold or Minitrix diesels with scratchbuilt or kit-bashed Irish bodies, for me the break through was the Atlas SW1500 American switcher which I used as a basis for B121 & 141 locos, I also used an Atlas GP30 chassis for an A Class with a scratchbuilt plasticard body, wrong wheel arrangement but excellent low speed running and haulage ability that was ahead of contemporary British outline OO gauge.

The little GSWR 2-4-2Ts are one of my favourite engines, if I wasn't in so deep in 4mm and the Midland I would be almost tempted to move up to 7mm scale and build a layout based on the West Cork or Kerry branch lines. Tim Cramer did a great job in promoting Irish O Gauge modelling and persuading Alphagraphix to introduce Irish locomotive kits.

The Midland Standard Goods appear to have had a reputation of weak brakes after the breaking system was modified following the Amalgamation. Originally the Midland goods locos had a steam breaking system that was considered (by Midland men) to be extremely effective, but was considered to have been "ruined" when converted to vacuum by the "Southern". There is an interesting account of a derailment of J18 593 at Colloney Junction with the Down-Sligo Goods in December 1943 http://www.irrs.ie/Journal172/172 Collooney.htm. the train was unable to stop to unload sundries traffic and detach wagons at Colloney Station ran through the trap points at Colloney Junction the loco turning on its side. Interestingly the crew of the approaching 12:30 Tuam-Sligo Goods with J15 192 and 30 wagons were running at reduced speed having had found it difficult to control their train stopped at Colloney Southern.

I am sure we can sort out a K or Ks with a flyaway cab for you Leslie! Its more a question of whether there is sufficient demand to justify producing a set of etched parts rather that scratchbuilding a flyaway cab in connection with a one-off commission. I am planning to produce the 594 Class or J19 version of the "Standard Goods" in GSR/CIE condition with X superheated boiler rather than attempt to incorporate the three distinctive variations of L Class in the one kit. The Cattle Engines and rebuilt Celtic and Connemara Classes are a lot more straightforward than the re-built Attock engines. Rebuilt L Class 603 with GSR X Superheated Boiler and slotted valences. L Class 600 rebuilt by MGWR c-1913 with saturated Belpaire boiler conventional cab, sandbox splashers Stirling tender. L Class 67 Dublin original (pre-1903) condition

The loads for Stock Specials quoted in the 1920 MGWR WTT are based on the short (14') pre-Amalgamation wagons rather than the longer 17'6" KN cattle wagons introduced by CIE in the 1940s, the overall number of cattle wagons allowed in a train presumably would have decreased from a maximum of 45 to 36 as the 14' wagons were withdrawn from service. The MGWR 1897 WTT specifies a maximum load of forty wagons "under favorable circumstances in relation to weather and gradients". "A Special Cattle Train running through to catch a Boat at North Wall and which is being signaled as a Train requiring unusual dispatch" may be made up to 25 Vehicles". The majority of MGWR Goods and Cattle trains were worked by the "Standard Goods" (Approx 60) up to the introduction of the "Cattle Engines" (22 Total) during the early-mid 1920s, following the Amalgamation the Standard Goods and passenger locos including large Celtic & Connemara Class regularly hauled cattle trains. Both the Midland Standard Goods and J15s would have been necessary for working cattle trains through from lines with restricted axle loading to the ports, to take JHBs example the J15 was the heaviest loco allowed to run north of Ennis to Sligo, similar restrictions applied on the majority of Midland Branche lines in Galway, Mayo and Roscommon.

Careful what you wish for JHB! A Midland Standard goods is next on the list ( I need 2-3) once I have completed the 52 Class, possibly followed by a Cattle Engine and a Connemera Class 4-4-0 to round out the fleet for a Mayo/Sligo line layout. An Achill Bogie or D14 are not currently on the list, though the Bogie shares a lot of common parts with the Standard Goods & 650 Class JMD GSWR 52 Class loco designed to run with SSM GSWR tender & detail castings. Loco is modeled with raised round topped firebox and cab can be assembled in its original stylish GSWR format or extended CIE form. Recently arrived test etches for 52 Class. Next step test assembly (once I have completed the 10 locos currently on my workbench) check if everything fits together and make any necessary corrections. Test etch is in nickle silver rather than brass, which has the advantage in terms of strength, ease of soldering and paint base, downside more difficult to curve without annealing. Chassis is designed for OO or 21mm gauge rigid or compensated with (non working) inside valve gear.

Some more odd-ball stuff. I planned to build an American On30 narrow gauge layout in a garden shed/garage and set up a mock up of one line crossing above another without realising there was once a similar arrangement on the Ongarue Bush Tramway in King Country Bush Tramways or logging lines tended to use a mixture of American and locally designed geared steam locos but no Shays. The locos in the Ongarue photo are AG Price 16 wheelers which are similar in concept to the Type A Climax with the weight spread over 4 bogies or trucks. Although I had a space of 24X12 the On30 layout never got beyond the planning/mock up stage and started to build a permanent American N Gauge layout with a center island as I felt the On30 did not work out in the available space. The Taupo Totara Timber (TTT) company operated the 80Km Mokai Tramway between its mill at Mokai north of lake Taupo and the New Zealand Railways Rotorua Branch. The tramway was worked mainly by Heisler geared locomotives and a Mallet operated through remote country with challenging civil engineering including a corkscrew section and a large single arch bridge over the Waikato. The tramway struggled financially through much of its existence, the bridge got into poor condition and was replaced by a steel structure in the 1930s. The Corkscrew. Most of this area was converted to plantation forestry from the late 1930s a 30Km section of the line was upgraded to serve a pulp and paper mill in the late 1940s after the tramway had ceased to operate, sections of tramway are in use as private forestry roads.

A bit more progress with the Y Boiler 650 Class. The chimney appears to be high despite having reduced it in height. The modified chimney will be used as a master for a cast brass chimney, I also need to produce a master for the valve that sits at the back of the smokebox behind the chimney. The loco and tender is on chassis borrowed from the test build for the original kits. I suppose if there is sufficient interest the next step is to design a fly away cab as an 'add on" for the original kit for those that want to build the loco in its original condition, resulting in a potential 7 different variations of a class of 19 locos in GSR days.

General Motors had already laid the groundwork in the 1950s re-powering Alco and other less satisfactory diesel locomotives with EMD power units in the United States. While General Motors locos had a reputation of being reliable and trouble free, Alco and other American loco builders struggled with reliability and maintenance problems similar to the British builders into the late 1950s. Like the Crossleys early post War Alco diesels suffered from engine problems but had a very good electrical system (possibly an association between GEC (USA) Westinghouse & Metropolitan Vickers). While CIE retained the existing electrical and control system during the re-builds, the cooling system appears to have been upgraded for the new power units most likely in response to problems experienced with re-powered locos in the United States.