Junctionmad

I walked that line both across the red bridge and down the spur to the foundry many times from about 71 to 77 , the spur was in very bad condition and the junction was gone by 75 i believe. I dont think that clip shows a loose freight about to cross bridge, I suspect its just using the line as an effective headhunt. since I went into waterford every day to go to school, I well remember the long strings of beet wagons, ( know of your fancy later designs neither ), slowly running through the station , typically pulled by a A, and occasionally a 121 or a sulzer. ( usually struggling)

interstingly, what is the two cylinders connected via V hangers and a bar , at open end , Vacuum cylinders ? ,

some contrast between the 1992 visit and the recent one pity to see they feel some of the 201 class will never run again , I thought they were being stored wand maintained in operational condition?

The idea behind creep control, was that the loco didn't slow or gain speed irrespective of load ( a kind o flow speed cruise control ) , the tendency for diesel electrics is that that they slowly build up sped, requiring constant throttle adjustments other wise.

looking at the picture , its looks like the loco draws the shuttle forward and a single wire winch pulls it back. Don't think there was anything under the track. ( or maybe CIE could launch F15s from a steam catapult based in wellington bridge, now theres a conspiracy theory ) did the 141s etc have slow speed creep control ?

in the wellington bridge shunting , jeepers that level crossing must have spent a lot of the time closed by the way , what was the little yellow weighted wagon for

Now this is my recollection of beet trains ( I presume the A has failed in the first train )

Im waiting mine from book depository , looks like a good read

II always remember the park royals on the junction /Waterford could generate a huge cloud of dust when you smaked the seat hard with your hand. The batteries where all shot too, so you be in the dark when you pulled up in a station They were either freezing or boiling. I loved them. !!

Thanks. Any info out there on the FPL mentioned. I wonder was it unique to Cie/GSR etc.

Well that the Bachman one out of consideration , looks all wrong

Did Cie have similar models of tampers around 1976 ? My recollection walking alongside one , was that it looked like the NI ones. It had a little four wheeled trolley that was 20 30 feet behind. I think it provided track levels ?? Oh for a camera then

ah....arrrrrgghhh the memories

I also find these PW machines very interesting, yet we dont see a lot of pictures of them from the 70s - 80s etc

so have we any pictures of 70s plasser tampers, how do they compare to the bachmann model , i.e. my memory of the one in the seventies is it was " like " this , i.e. two cabs

my recollection is of early Plasser tamping machine in operation on the ballinacourty line, especially after the bridges were converted to tamper friendly construction . This must have been 75-78 or thereabouts Is my recollection right and are there any pictures of the early tampers, how close is the Bachmann model to that era Am I also right in thinking there is a preserved CIE tamping machine somewhere of that vintage ? Dave

Thanks Ive been in correspondence with Martin Wynne ( of Adavoyle fame) and they used PECO code 65 rail as described here http://www.peco-uk.com/product.asp?strParents=&CAT_ID=0&P_ID=17542 and used on adavoyle junction ( © Martin Wynne This must be different to the PECO rail discussed in the previous thread ??

Oh I see, thanks for that, that's not to work then

how do you mean , code 100 is nearly twice the height of code 55 are you talking about peco N gauge or HO gauge track thanks Dave

Thanks that might be a good option. I thought PECO N gauge was code 65 ?

Two things can anyone identify this type of economical facing point lock, Im, trying to build a CAD drawing so that a 3D printed model can be made any drawings about , is it railway signal company , saxeby and farmer etc also Im wondering how to represent the lightweight flat bottomed rail common in sidings, maybe code 55 FB ( which is now almost impossible to get ) , or code 65 PECO??? any ideas folks Heres the typical chair that was used to secure them ( from about 1910 onwards I believe) I think its an irish custom casting , any idea how to represent that ( custom etched brass maybe, Des is that possible ?? ) Thanks folks Dave

???. what did that do, to prevent them running into pw bogies !!! I was wondering , did the single brake cylinder act on both wheels or was only one wheel/axle braked ?

Lovely evocative picture of times lost to us now

Here's the link http://www.irrs.ie/Journal%20175/175%20B121.htm In fairness to garfieldghost, there was an initial incident involving a collision with a platelayers truck that sparked the issue of hood end operation , this was both attributed to inability to spot the flagman and a claimed issue over not hearing detonators There was then a trial done from Connolly to rosslare , and it was concluded that general sighting issues were such that it was reccomonded that the engines only be operated cab end leading except in special circumstances. The availability of turntables allowed single engine running to be accommodated into the mid to late seventies when the decreasing availability of turntables forced the company to hook them together Ultimately , the reason was cies successful introduction with the advent of its first diesels , of one man in the cab , that causes this issue , traditionally firemen had a big role as observers.

I actually read the report somewhere , but Cie carried out specific trials , which I think was as a result of several SPADs , the drivers union I beleive had decided not to support engine first running, and cies trials also agreed with that. The loco had to be either turned or run as a pair. By the late 70s , if you compare working timetables, you'll see a marked decrease in stations marked with working turntables.