Tag Archives: model railroad

September 27, 2009 · 11:19 PM

The UTA’s Finest Train

Colm Flanagan

 

My story of this train goes back to late 1966, when I was a boarding pupil at Coleraine Institute. Going home for the occasional weekend pass, we boarders were gathered as usual on the down platform at Coleraine Station one Saturday morning. The train from Londonderry came into view way down the line, having curved off the Bann Bridge. By now the UTA had repainted quite a few MPDs into red and white, so as the train approached I assumed it was one of these leading the set. However, as it got closer I heard a distinctly un-MPD sound, a deep rumbling throb, then the train swept past me and I had a glimpse of a large, greenish engine behind the windows of the leading car. Clearly it was not an MPD. The seating was high backed with grey and red upholstery which definitely looked superior and a welcome change from the rather drab green upholstery of older trains. Then we had a glimpse of first class compartments, with seats trimmed in blue, as the train slowed. The restaurant car was an old friend, 550 (ex UTA diner 87, now repainted red and white to match the rest). At the back was another power car rumbling like the leading one. I thought, as did others at the time, “My, it’s a NEW train!”

The completed six-coach set

The completed six-coach set

That was my first glimpse of the trains which I consider the best diesel train that the UTA put into service and certainly a candidate for the best diesel trains in Ireland to date. We knew them as “DEs” – the term “Hampshire” was used by some others more attuned to the GB scene, because of course the power arrangements were the same as used on BR’s Southern Region.  The power unit was a chunky EE four-cylinder generator driving electric motors on the power car rear bogie.  They never reached the very high speeds an MPD on a good day could do, but they were definitely a “proper” modern train with the lighter panelling inside and very comfortable modern seating;  the ride wasn’t the best at the back of the power car and the vibration there was high –and remained so to the end of their lives. You can still experience it for a while (slightly muted) on the NIR class 450 DEMUs, which are now the last of their kind in public operation in the UK. In the un-powered “trailers (there was a first / brake, restaurant and two thirds, all compartment stock), the ambience was similar to that of an LMS or BR Mk1 express train. Later the power cars received names of “Rivers” under NIR and they lasted until the mid-eighties when the bodies were scrapped and dumped and the power units taken to Derby for re-use in the Castle / 450 class.

I’d built a number of 4mm model MPDs and a three-car MED train previously, and these have been covered in New Irish Lines. But I’d always liked the idea of doing a DE set. The question was how? During research for my book on UTA diesels I came across some articles, photographs and a few drawings (of the power car and 87/550) and from these I decided to build a six car set as two of these sets operated the principal services on the ex NCC main line.  The power cars were something of a challenge. They were 63 feet long, with side ventilation grilles in the power compartment. With these, sundry doors and a unique front cab; there was no chance of a simple bodge here. The SR trains, although mechanically similar, looked very different. I had, however an old three-car Lima Class 117 DMU and realised that the under frames of these, suitably hacked by getting rid of most of the engine bits underneath, would do. In the case of the DE trains, the rather large Lima pancake motor isn’t a problem; it’s no bigger than the real engine was! Indeed, in the dummy car I built a plastic card “engine”; I have since acquired a 4mm model of the EE power unit from a firm called Southern Pride, but haven’t got round to fitting it yet. From memory these engines were a greeny/grey shade when new.

72 and 711

72 and 711

548 and 701

548 and 701

The sides of the two power cars were made from the same source as my MPD/MED models, panels cut from Hornby LMS Stanier coaches and then glued together – “cut and shut”.  SE Flushglaze windows improve them no end. Charlie Petty at DC kits provided underfloor etches, roof exhaust panels, and sundry grilles from his SR DEMU kits: beware if fitting the grilles, make sure you use butanone glue as the normal plastic weld glues won’t hold them.  In fact, I had a problem too with the Lima bogies when I tried fitting a plastic card yaw damper/shock absorber (or whatever it was) that is prominent in photos of the EE bogies. I couldn’t get them stuck as the Lima plastic is slightly flexible. In the end I got a useful tip which was to use a combination of MekPak and Evostik. This worked well. The bogies were not a BR design and I have not seen anything like them on any other model to date.  I lowered the bodies on the under frame as they seemed to sit too high:  this is an awkward job on the power bogie and quite easy to make a mess of. A better, though more expensive way of doing the under frames might be to take a Mk1 coach under frame and fit a Black Beetle power bogie.

Under construction

Under construction

Under construction

Under construction

Then I had to build those cab fronts. I used sheet plasticard and cut the windows out, then glued them to the sides and made the rounded edges with filler. The headlamp housing was made from part of a plastic tube filled and sanded down to shape, quite a fiddly job. But once painted the whole thing looks rather well. The train is a little narrower than scale, I think, judging by end on photos, but I can live with that, as it runs on 16.5mm track anyway! Painting the fronts was also quite tricky, I cut curves into masking tape (I prefer the Tamiya product) to reproduce the swooping lines of the livery.  Arguments rage about what colour was used precisely: I just used BR “blood” and white. The crest that adorned the front of these trains for the first year or so of their lives, I’d love to have, but can’t figure out a way of doing it – yet. Anyway, some of them ran briefly without any insignia on the front before the NIR one came into regular use.

After all that the trailers were relatively easy. I’d originally thought I would simply respray two Hornby brake ends and two composites, but when I started looking at the trailer coaches in a bit more depth (there’s an excellent photo of one of these in Des Coakham’s book on Irish broad gauge coaches) I realized, that, not for the first time, the UTA ones were quite different in some respects. The first/brake (701) had only four compartments and  being first class they were of course considerably wider than second class. I modelled mine by cutting panels out of the Hornby composite and the brake end to get close to the correct layout. The all second class ones had both lavatories at one end, similar to the slightly earlier Cravens coaches on CIE, rather than one each end, as BR and the LMS had arranged them. So I had to do some switching of a few “panels” around to get them near correct also. The good news is that they are correct length – viz. 57’.  For that reason I modelled the rebuilt restaurant car 548; this had been a 1924 built NCC coach and worked with the MPDs in original form. The first six car set got 550 (ex-87), a 60’ coach, when the second DE set entered traffic there was need for a second restaurant car. The North Atlantic diner had worked with the MPDs, but was not fitted or refurbished for use with DEs, presumably because with its totally different window pattern, a complete rebuild would have been needed and it was just deemed not worth it.  So 548 was re-skinned and given a look that matched the other coaches quite closely.

The finished product

The finished product

So that is it, for now.  I still have to apply numbers and someday will get round to it. This train, like its prototype, has been quite a favourite with the public when it has been shown on our UTA era layout “Killagan”. Someday I may re-engine it with a smoother newer power unit, and I would quite like to fit sound modules when someone does one with that wonderful distinctive throbbing beat I remember so well. Which might mean looking at DCC…but that will be another story.  I am building a new layout partly based on Coleraine in the 1960’s, so I’ll be able to re-create the moment I referred to at the start of this article, in my own home, one of the great delights of this hobby of ours.

The finished product

The finished product

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September 23, 2009 · 11:05 PM

Building a Worsley Works CIE G Class

Jeremy Fletcher

 

I put together a Worsley Works 4mm etch set of the CIE G-class 0-4-0 diesel for Jim Edgar (“Jim Markle”) who required one for his intended ‘OO’ Irish branch line. The etch set arrived in the usual flat envelope containing the sections laid out on etch ‘frets’.  Resin spring/axle box dummy castings were provided. A nickel silver fold down ‘basic etch’ piece was provided to make the drive/gearbox.   No motor, gears or wheels were provided and it is necessary for the modeller to arrange his/her own.  There are no instructions supplied with the Worsley Works etch sets and it is a good idea for the intending model builder to first study the various parts and decide on the most appropriate procedure to follow. It is a good idea to have as many as possible prototype photographs at this stage.  The G-class kit is one of the more straightforward Worsley Works sets to assemble as there are few complicated double curvatures, although the need for a drive might deter some people.  It provides a good introduction to making  etched brass models.   

Soldering is of course involved in putting the parts together and this may be off-putting to some.  It is not really that hard once you take the initial plunge and get used to it. As this particular model is of a powered locomotive it is advisable at an early stage to decide what sort of drive will be used and how much of the floor must be cut out to give clearance for it. It is easiest to cut out parts from the etchings before starting the assembly.  Cutting them out later can be very difficult and frustrating. I found it easiest to put the G-class together in a series of sub assemblies: cab,  bonnet,  main frame and the drive/gearbox assembly. The upper cab and bonnet are soldered together on the main frame and the drive/gearbox is screwed in place to allow removal for maintenance and oiling.  The cab roof is not soldered on until the cab is soldered in place.  

 

I started by making the main frame sub-assembly out of the footplate and end and side plates, basically ending up with an open bottomed box.    I first cut out the footplate sheet inside the bonnet area to accommodate the motor I intended to use and also most of the cab floor, being careful to leave enough for soldering on the cab. It is necessary to be careful when cutting out any etching sheet as any stretching of the metal will make it very hard to keep it flat afterward.  It is probably best to drill a series of close-spaced small holes alongside each cut line, break out the piece that is to be removed and then finish off the edges with a fine file.

There are pre-drilled holes to locate the buffers and I enlarged these to suit the  buffers which I made myself. There are also suitable  commercial ones available, such as  Markits  The footplate underside is provided with etched grooves (like those for fold up locations) to locate both the end and side plates.  I first laid the footplate upside down on a flat surface so that it would not distort when being soldered.  I located the end plates in the grooves and held them square to the footplate while running a bead of solder along the join.  I then did the same with the side plates and then soldered the end plates and side plates together.  The side plates also have etched grooves which should be lined up with corresponding ones on the footplate underside.  These are to locate the four triangular side gussets which are soldered on afterwards. I checked that the main frame assembly was true and square before going further.

I next made the cab body by folding around the one piece wall etching to make an open top box.  There are multiple parallel fold lines at each corner to produce curved corners.   I bent the metal around a piece of 7/64” rod to produce even bends. The etch piece edges join between the cab front windows. This joint line will be conveniently hidden by the exhaust stack.  I found that some of the cab window edges which are close to the bends buckled during the bending but were easy to straighten again.  The bottoms of the cab walls have locating tabs which engage with slots in the footplate section.  I checked that the cab fitted properly and soldered it in place.

I made the bonnet section by bending the one piece etch sheet similarly to the cab.  It also has the multiple fold lines to give curved corners although the curved bonnet top has to be bent to look like the photos.  There are outlines on the footplate and cab front to help in getting the shape of the bonnet section right.   The most tedious parts of the bonnet section were the side access door frames and shallow pyramid shape panels. The panels came flat, with fold lines to allow them to be carefully bent to shape. The wire lifting handles on the doors, when inserted in their holes were useful to locate the doors in their correct positions.  I made and soldered in place the handrails for the cab and bonnet sections before going any further.  Ideally I should have used commercial handrail knobs to hold them but could not find any short enough and the handrails would have stood out unrealistically, so I simply bent and inserted the ends of the .019” wire into the pre-drilled holes.  I also made and  soldered in the dummy front and rear marker lights, engine air inlet ‘mushrooms’, sand boxes and the exhaust stack.  I made hand grabs at the front steps from pins.

I fitted the bonnet section in front of the cab, using the outlines as a guide, and soldered it in position.  I then bent the cab roof to shape and soldered it on.  I made the front curved section over the “radiator” grille by filing from plastic which was glued in place after the soldering was all done: of course, there is no actual radiator as the prototype was powered by a Deutz air cooled engine.

 

I made the drive/gearbox from the basic etch sheet provided, with the axle holes already in place.  It was designed with fold down sides to make a box shape for the gearbox.   The drive/gearbox carries the axles (inside bearings) and the external axle box details are non functional. I found that the gearbox had been designed to suit the P4 ‘Irish’ track gauge and was too wide to fit between wheels set at ‘OO’.  I therefore cut off the sides at the fold lines and soldered them back in position closer together.  As the loco is so small and light it would be barely capable of moving anything with only one axle driven and I therefore made a drive to both axles by means of a gear train, with the motor lying horizontally along the top of the gearbox, inside the bonnet.  I used NWSL 72DP brass gears with an overall speed reduction of 32:1.  The wheels are salvaged from a previous re-powering project.  There was just enough room above the motor in the bonnet for a couple of stick-in lead weights to help traction in this tiny locomotive.  I have not painted the finished locomotive as Jim Edgar wanted to do that himself. 

I put together a Worsley Works 4mm etch set of the CIE G-class 0-4-0 diesel for Jim Edgar (“Jim Markle”) who required one for his intended ‘OO’ Irish branch line. The etch set arrived in the usual flat envelope containing the sections laid out on etch ‘frets’.  Resin spring/axle box dummy castings were provided. A nickel silver fold down ‘basic etch’ piece was provided to make the drive/gearbox.   No motor, gears or wheels were provided and it is necessary for the modeller to arrange his/her own.  There are no instructions supplied with the Worsley Works etch sets and it is a good idea for the intending model builder to first study the various parts and decide on the most appropriate procedure to follow. It is a good idea to have as many as possible prototype photographs at this stage.  The G-class kit is one of the more straightforward Worsley Works sets to assemble as there are few complicated double curvatures, although the need for a drive might deter some people.  It provides a good introduction to making  etched brass models.   

Soldering is of course involved in putting the parts together and this may be off-putting to some.  It is not really that hard once you take the initial plunge and get used to it. As this particular model is of a powered locomotive it is advisable at an early stage to decide what sort of drive will be used and how much of the floor must be cut out to give clearance for it. It is easiest to cut out parts from the etchings before starting the assembly.  Cutting them out later can be very difficult and frustrating. I found it easiest to put the G-class together in a series of sub assemblies: cab,  bonnet,  main frame and the drive/gearbox assembly. The upper cab and bonnet are soldered together on the main frame and the drive/gearbox is screwed in place to allow removal for maintenance and oiling.  The cab roof is not soldered on until the cab is soldered in place.  

 

I started by making the main frame sub-assembly out of the footplate and end and side plates, basically ending up with an open bottomed box.    I first cut out the footplate sheet inside the bonnet area to accommodate the motor I intended to use and also most of the cab floor, being careful to leave enough for soldering on the cab. It is necessary to be careful when cutting out any etching sheet as any stretching of the metal will make it very hard to keep it flat afterward.  It is probably best to drill a series of close-spaced small holes alongside each cut line, break out the piece that is to be removed and then finish off the edges with a fine file.


There are pre-drilled holes to locate the buffers and I enlarged these to suit the  buffers which I made myself. There are also suitable  commercial ones available, such as  Markits  The footplate underside is provided with etched grooves (like those for fold up locations) to locate both the end and side plates.  I first laid the footplate upside down on a flat surface so that it would not distort when being soldered.  I located the end plates in the grooves and held them square to the footplate while running a bead of solder along the join.  I then did the same with the side plates and then soldered the end plates and side plates together.  The side plates also have etched grooves which should be lined up with corresponding ones on the footplate underside.  These are to locate the four triangular side gussets which are soldered on afterwards. I checked that the main frame assembly was true and square before going further.

I next made the cab body by folding around the one piece wall etching to make an open top box.  There are multiple parallel fold lines at each corner to produce curved corners.   I bent the metal around a piece of 7/64” rod to produce even bends. The etch piece edges join between the cab front windows. This joint line will be conveniently hidden by the exhaust stack.  I found that some of the cab window edges which are close to the bends buckled during the bending but were easy to straighten again.  The bottoms of the cab walls have locating tabs which engage with slots in the footplate section.  I checked that the cab fitted properly and soldered it in place.

I made the bonnet section by bending the one piece etch sheet similarly to the cab.  It also has the multiple fold lines to give curved corners although the curved bonnet top has to be bent to look like the photos.  There are outlines on the footplate and cab front to help in getting the shape of the bonnet section right.   The most tedious parts of the bonnet section were the side access door frames and shallow pyramid shape panels. The panels came flat, with fold lines to allow them to be carefully bent to shape. The wire lifting handles on the doors, when inserted in their holes were useful to locate the doors in their correct positions.  I made and soldered in place the handrails for the cab and bonnet sections before going any further.  Ideally I should have used commercial handrail knobs to hold them but could not find any short enough and the handrails would have stood out unrealistically, so I simply bent and inserted the ends of the .019” wire into the pre-drilled holes.  I also made and  soldered in the dummy front and rear marker lights, engine air inlet ‘mushrooms’, sand boxes and the exhaust stack.  I made hand grabs at the front steps from pins.

I fitted the bonnet section in front of the cab, using the outlines as a guide, and soldered it in position.  I then bent the cab roof to shape and soldered it on.  I made the front curved section over the “radiator” grille by filing from plastic which was glued in place after the soldering was all done: of course, there is no actual radiator as the prototype was powered by a Deutz air cooled engine.



 

I made the drive/gearbox from the basic etch sheet provided, with the axle holes already in place.  It was designed with fold down sides to make a box shape for the gearbox.   The drive/gearbox carries the axles (inside bearings) and the external axle box details are non functional. I found that the gearbox had been designed to suit the P4 ‘Irish’ track gauge and was too wide to fit between wheels set at ‘OO’.  I therefore cut off the sides at the fold lines and soldered them back in position closer together.  As the loco is so small and light it would be barely capable of moving anything with only one axle driven and I therefore made a drive to both axles by means of a gear train, with the motor lying horizontally along the top of the gearbox, inside the bonnet.  I used NWSL 72DP brass gears with an overall speed reduction of 32:1.  The wheels are salvaged from a previous re-powering project.  There was just enough room above the motor in the bonnet for a couple of stick-in lead weights to help traction in this tiny locomotive.  I have not painted the finished locomotive as Jim Edgar wanted to do that himself.

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September 23, 2009 · 10:40 PM

Locomotive Portrait

SL&NCR 0-6-4T Lissadell in 7mm scale

SL&NCR 0-6-4T 'Lissadell' in 7mm scale

Sligo, Leitrim & Northern Counties Railway 0-6-4T Lissadell in 7mm scale from John Brennan’s collection, a fine scale model running on scale 5′ 3″ gauge, built from the North Star kit.

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September 23, 2009 · 10:32 PM

News & Views

Despite the recent increase in our subscription rates, several members included donations with their renewals, and some people said they still consider New Irish Lines as very good value for money. I’d like to thank all those who sent a bit extra, and some of you were very generous. As with  all donations, these sums will go to the newsletter’s general funds. Several folks also commended the quality of the articles in the issues last year, and how they have used some of the information given for their own modelling project, so I would like to pass on these complements to our authors. Please keep the articles coming. We now have about 150 paid up members, but there is always room for more!

Bill Scott has pointed out that the caption on p.31 of the May 2008 issue should of course refer to GNR loco 177.

Peter Swift has reminded me, following on from the article on ballast wagons in the November issue, that Hurst, Nelson  [sorry, my typo] and Company of Motherwell, the rolling stock manufacturers, had no connection with Neilson Reid, the locomotive builders in Glasgow, which later became part of the North British Locomotive Company.

Desmond Coakham writes: 
The article by “A Moyner” in the Nov issue is a masterpiece of  nostalgia. My family moved to Rathmines in 1930, and Ranelagh became our nearest railway station, mostly used for summer trips to Bray, where the council soon prohibited sea-bathing from the sea front and sent prospective bathers on a long walk to a place called Naylor’s Cove. You will know of course that LUAS is driving towards Bride’s Glen and on to Bray eventually*. It deviated from the old DSER line to its terminus and depot at Sandyford, which turned out to be only yards from Stillorgan station on the old line. Denis Bates’ model of poor old D1 looks splendid, but I must tell him they tried it to Ardglass when new and the gradients were too much for it. I am currently sorting out the woeful performance of the Ardglass DE number 28, which they eventually gave back to Harlands and were given a few quid back.
*See Railway Bylines, Annual no 5 for an article by Desmond on this area.

Francis Shuttleworth, who kindly allowed me to reproduce some of his photographs of the GNR drovers’ vans in the May 2008 issue, asks me to clear up any potential confusion, from the note at the end of the article in which  I attributed the collection to “Tim Shuttleworth.” as This  implies, that F.W Shuttleworth collected the photographs, rather than took them, and secondly that “FW” may now have  passed on and that someone called Tim (possibly his son) is in charge of the collection! F.W. and Tim, are, of course, one and the same, and very much alive and well!

While browsing recently, I discovered that there is even a short clip of the Cork & Muskerry Railway in the now quite celebrated  Mitchell and Kenyon collection of early films. I haven’t been able to view it yet, but the details are:
British Film Institute archive: http://www.bfi.org.uk/about/
Use the search option at: http://ftvdb.bfi.org.uk/searches.php and search under “Muskerry”:
Mitchell and Kenyon, 243 ride from Blarney to Cork on Cork and Muskerry Light Railway (1902): Leemount station (fenced, creepers growing up the trellis, a gaslight). To the right is a single rail track and a hill beyond. The camera is at the rear of the unseen train. The train pulls away from the station and passes heavily wooded scenery. There is snow  [sic] on the ground (00.34). A uniformed station worker walking along the track, which is now no longer single. The train passes a truck on the line and two horse-drawn carts on the road at the side of the  track (00.50). A wide road with buildings to the right with signs on the walls, which include `Sunlight Soap’ and `Sutton’s Coal’ [adverts]. Train passes a horse-drawn cart, a tram (marked W.S.10), a bridge and the backs of  gardens or allotments (1.20mins).

The following link takes you to some archival footage of B156 on one of the last regular passenger trains from Cork to Youghal, just at the time  that the green “flying snail” livery was giving way to the early “black  and tan” finish. It’s wonderfully atmospheric, with a “mixed” train, staff exchange at Cobh Junction and footage of some of the intermediate stations. Even that late, Youghal services seem to have offered first-class accommodation: http://uk.youtube.com/watch?v=z4U5MWhTpnM

Another interesting Youtube   link deals with the Waterford & Tramore Railway: no cine film, but a fascinating collection of still shots all the same:  http://uk.youtube.com/watch?v=p8HoJnffb98&feature=related

David Chambers ( davidchambers082@eircom.net ) would be interested to hear from anyone with any further information on the four CIE 30’ six-wheel heating /luggage vans no. 3153-6, introduced in 1964. The only references to come to light on these vehicles are in the Doyle and Hirsch booklets on Locomotives & Rolling Stock of CIE and NIR, a photograph in Des Coakham’s coaching stock book and a short note in Modern CIE Coaching Stock (paper by D Kennedy, IRRS Journal no. 37, p. 159), saying that they were intended for larger winter trains. They were fitted with two Spanner boilers each capable of producing 1,000lb of steam per hour, with 500 gallon water tanks and batteries (which no doubt accounted for their weight of 28tons 5cwts), but which were mounted inside the bodies rather than underneath as on the better known four-wheelers to allow space for the centre axleguards. Each van also had two 160 gallon oil tanks, one under each headstock, Timken roller-bearing axleboxes and a width of 10’ 2”, The body profile, large windows and grab rails seem uniform with the contemporary Craven’s stock, and they had roof hatches at either end. They seem to have been withdrawn sometime between 1982 and 1987. I only came across two specimens, one at Inchicore on a visit in 1982, one on a Sunday morning  Dun Laoghaire-Heuston boat train in May 1980, when I think CIE was suffering a rolling stock shortage and such a service had to make do with whatever was available.

I am also grateful to David for the following website, which gives details of the extension of the Interconnector from Heuston to Inchicore, and includes a map of the proposed Dublin integrated transport network: 
http://www.irishrail.ie/projects/pdf/0904%20DART%20Underground%20route%20maps.pdf

The Irish National Inventory of Architectural Heritage: http://www.buildingsofireland.ie/ includes details of a number of railway structures. In each of the counties surveyed, use the “Advanced Search” option and look under the categories “Locomotive Sheds” and “Railway Stations.”

Following the demise of the MSN site, Irish Railway Modelling has been
re-launched at: http://irishrailwaymodelling.yuku.com/

The following link from the NI Transport Holding Co may be of interest to those who study civil engineering. Scroll down to the fourth message in the string for a spreadsheet listing bridge information on the company’s railway network:  http://www.whatdotheyknow.com/request/bridge_numbers_on_nir_network

Neil Ramsay’s live steam CVR Atkinson Walker built around the Worsley etch features as the Model of the Month for August 2008 on the 16mm Society website: http://www.16mm.org.uk/

David Thom from Ontario in Canada has drawn my attention to the website: http://www.geograph.org.uk/ which includes many photos from Ireland including some of current railway locations.

For anyone having difficulties locating Kinder eggs to make cement bubble tanks from, I am grateful to Jim Hughes of Belfast who has identified an alternative source for the tanks: the covers of toys called Flash Pop Rings (i.e. plastic children’s finger rings with flashing lights). The two main sources appear to be:

Shelton Distributors, Unit 17 Greenogue Industrial Estate, Rathcoole, Co Dublin Tel: +353 1 4018455(1) or
JTS (International) Ltd, Candy House, Crystal Drive, Smethwick, West Midlands B66 1QG Tel: 0121 5521661. 

Recent writings on Irish railways include: 
Berkeley T (2008) Ireland needs a dose of competition [short article on rail freight] Modern Railways 65 (772): 14-15 (Nov) 
Anonymous (2008) New Luas routing at Red Cow [news paragraph] Tramways & Urban Transit  71 (851): 412 (Nov) 
Anonymous (2008) Galway lobbies for light rail [news paragraph] Tramways & Urban Transit 71(851): 413 (Nov) 
Anonymous (2008) Dublin co-ordinates projects [news paragraph new rail and light rail connections] Tramways & Urban Transit 71 (851): 414 (Nov) 
Ferris C (2008) Irish News [Nenagh, Dunboyne and Middleton commuter
services; rail-freight; Dublin smartcard; Interconnector; WRC; new cement  wagons and maintenance vehicles; DART fleet; Ulster funding; rail  funding] Today’s Railways UK 83: 24-6 (Nov) 
Jackson P (2008) Light Rail News [Luas Red Line reopens; weather hits  Luas; Galway light rail] Today’s Railways UK 83: 30(Nov) 
Gray A (2008) Donegal [0-16.5 scale model railway] Railway Modeller 59: 766-7 (Nov) 
Pritchard R (2008) Swansong for Irish Rail loco-hauled Today’s Railways UK 83:46-53 (Nov)
O’Rourke A (2008) Two Irish Models Historical Model Railway Society Journal  19(12):  387-9 (Oct-Dec) [WCIR four-wheel coach; MGWR loco coal hopper wagon]
Anonymous (2008) Metro North moves ahead; Dublin unveils potential 15km LUAS routes to Lucan [news paragraphs] Tramways & Urban Transit  71 (852): 455; 457 (Dec)
Anonymous (2008) Rail escapes budget cuts Railway Gazette International 164 (11): 864 (Nov)
Anonymous (2009) Dunboyne work starts; More trams for Dublin Modern Railways 66 (724): 71 (Jan) [news paragraphs and photo] 
Anonymous (2009) Details for Dublin’s new Luas line to Grangegorman unveiled Tramways & Urban Transit 72(855): 85 (March 2009) [news paragraph and photo]
Anonymous (2009) It’s ‘go’….work to start on Luas extension to Saggart village Tramways & Urban Transit 12(856): 124 (April) [news paragraph] 
Anonymous (2009) Dublin to ban cars from centre to make way for Metro? Tramways & Urban Transit 12(856): 127 (April) [news paragraph]
Anonymous (2009)Northern Ireland academy opens Railway Gazette International 165 (4): 57(April) [short report and  photograph, Translink driver and signalling simulation training facility]
Anonymous (2009) Four bids in Dublin Railway Gazette International 165 (4): 18(April) [news paragraph on tenders for Metro North]
Anonymous (2009) Luas Cherrywood line completed Tramways & Urban Transit 72(855): 87 (March 2009) [news paragraph]
Anonymous (2009) Interconnector still ‘as planned’ Tramways & Urban Transit 72(855): 88 (March 2009) [news paragraph]
Anonymous (2009)Construction work has started on Dublin’s Docklands commuter line; Cuts may affect Irish [Transport 21] schemes; Dublin [LUAS] cars to gain advertising; new Metro West route announced; late  [Christmas] LUAS Tramways & Urban Transit 72 (854): 45, 47, 48 (Feb) [news paragraphs]
Anonymous (2009) Construction work has started on Dublin’s Dockland
commuter line; Galway accesses light rail; Cuts may affect Irish scheme; Dublin cars to gain advertising; New Metro West route announced Tramways & Urban Transit 72 (854): 45; 47 [news paragraphs](Feb)

Allan Doherty has been busy adding to his range of etchings, and recent releases include:

The four GSR built Pullman coaches (see New Irish Lines May 2003): 
* Pullman coach (sides and ends only) 62’4″     £20-00 
* Pullman coach (sides, ends, floor, battery boxes, fold down trussing) 62’4″ £30-00.

Schull and Skibbereen Railway: 
* Passenger brake vans nos. 53 and 54    £15-00
* Goods brake van  no. 46     £13-50
* Vans 36-45  (body including riveted strapping, chassis with brake gear) £9-00 

Castlederg and Victoria Bridge
* No 28 three-plank wagon (later CDR 228)   £13-00
County Donegal Railway
§ Wagon no. 6 (ex-CVBT)    £13-00

Payment by sterling cheques drawn on a UK clearing bank only, payable to  “A Doherty,” to: A Doherty, 19 Douglas Road, Worsley M28 2SR. See the website for details of the full Worsley range of kits: http://www.worsleyworks.co.uk/index.htm Allen Doherty allendoherty@worsleyworks.co.uk

Studio Scale Models has gone on-line since the last edition of New Irish Lines at http://homepage.eircom.net/~studioscale/index.html The site provides full details of the kits with drawings and photos and also order codes for suitable gearboxes, motors and wheels (OO gauge only), which can also be ordered at time of purchase. Various contributors have provided photographs of SSM kits they have built: you may recognize some of them from Alan and Stephen’s Modelling Irish Railways. Thanks to Harry, Eric, Alan and Eamon! SSM are delighted to announce the availability of several new kits. Pride of place goes to the mighty V-Class Compound 4-4-0 Merlin and modellers of the CIE era will be delighted with the trio of Bredin designed first class coach,  composite and mail van (all formerly of the TMD stable). The Victorian six-wheel coaches are also now available separately, good news for those who may want the third class brake with ducket and birdcage roof! All coaches come complete with appropriate seating and transfers. New transfers include the IR/IE Arrow, 2700, 2800 and 29000 IE Commuters, Intercity Mark 4 sets and the DART. Finally, proposed items for development include a Mark 3 EGV etch and transfer pack, and the distinctive Aspinall GSWR D17 4-4-0 loco (as seen
dropping John Wayne off in The Quiet Man). Watch for updates on the new wishlist section on the website and feel free to email or write to: Des Sullivan, Radharc na hInse, Ballybeg, Ennis, Ireland to make your  suggestions for a particular loco, coach, detailing kit or transfer pack.

New release from Alphagraphix include the following 7mm card kits: 
Ballyconnell station (CLR) £12 CC73 GNR Butter van £2 
Florencecourt station (SLNCR) £10  CC74 CIE standard box van (grey) £2 
CC70 Ranks grain hopper wagon (red livery) £2 
CC71 Ranks grain hopper wagon (grey livery) £2 
CC72 GNR Guinness bogie van £4  CC75 CIE standard box van (brown) £2 
CC76 SLNCR horsebox no. 1 (ex-WLWR) £2 
Most of these kits are or will shortly be available in 4mm versions. In 7mm, Roger is also working on an etched brass kit for the MGWR Fairbairn 2-2-2WTs (Elf, Fairy, Bee), with castings to finish. Alphagraphix, 23, Darris Road Selly Park Birmingham B29 7QY E-mail: sirberkeley@tiscali.co.uk

I gather that a company called  ‘Transcale Trains’ have advertised IÉ railcar kits in 4mm scale on the internet at: http://transcaletrains.blog.co.uk/ However, it appears that this maybe a scam: I have heard from some of our members that having accepted some payments, the owner of the website has now stopped replying to messages, and it seems that the models were never actually made.

Marks Models now offer several Irish railway buildings, from the Bachman Scenecraft range: GNR(I) style signal cabin, based on Donnabate, with green woodwork, code: BA44250
Single track loco shed (based on Westport), pale stone finish, with a good deal of soot / oil weathering, code: BA44251 
Single storey stone station building, described as based on Clonmel, code: BA44252. This one  appears closer to one the smaller WLWR stations, like Carrick-on-Suir, but it may be the single-storey section of the main building at Clonmel immediately next to the road overbridge, although the stone finish is also much paler than Clonmel. See: http://eiretrains.com/Photo_Gallery/C/Clonmel/slides/DSC02248.html
Marks Models: http://www.marksmodels.com/?cid=51 or shops at: 14 Hawkins St., Dublin 2, Tel 01 6715809;  339 Dun Laoghaire Shopping Centre, Dun Laoghaire, Co. Dublin,, Tel: 01 2845855;  136 Oliver Plunkett St., Cork,  Tel: 021 4277100 

Paul Taylor sent this picture of GSWR 12-t goods brake, built to HO scale, from plasticard and various items from the “bits box” It runs on Gibson open-spoke wheels and is standing on SMP EM gauge flexible track, which is quite a good match for 5’ 3” in 3.5mm scale (do the maths!). Paul has also built a GSR  bogie rail truck from a Rivarosi FS flat wagon and a two-plank ballast wagon using Slater’s 4mm  body sections on a Lima HO chassis.

HO scale GSWR 12t brake van by Paul Taylor

HO scale GSWR 12t brake van by Paul Taylor

Following on from the article on GNR double-decked sheep vans, it seems that in 1942 the company built ramps for loading and unloading these vehicles at Antrim, Armagh, Ballyroney, Banbridge, Crumlin, Castlewellan, Dromore, Markethill, Poyntzpass, Strabane, Derry, Newry and Maysfields.

 

From Railways February 1951 12 (2): 29. I havent been able to check the original reference. Could it have been some sort of April Fools?

From 'Railways' February 1951 12 (2): 29. I haven't been able to check the original reference. Could it have been some sort of April Fool's?

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July 16, 2009 · 1:03 AM

Wagon Portrait

CDR Oldbury open in 15mm scale, built by Neil Ramsay

CDR Oldbury open in 15mm scale, built by Neil Ramsay

The wagon uses Slaters 37mm diameter G1 split spoke wheels and couplings, and axelguards from John Campbell.

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July 16, 2009 · 12:47 AM

Scale Drawings – Ballymena & Larne 2-6-0ST

Ballymena & Larne Railway Beyer Peacock 2-6-0ST (originally published in Railways, no. 44, Dec. 1943, page 190

Ballymena & Larne Railway Beyer Peacock 2-6-0ST (originally published in Railways, no. 44, Dec. 1943, page 190

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June 20, 2009 · 12:11 AM

News and Views

Peter Swift writes from Derby, with more information following last time’s editorial:

You suggest that Bonds had moved out of London during the war. They were certainly still in Euston Road when I was at University in London in the early 1960s, on the south side of Euston Road near the top of Tottenham Court Road. They may have started the Midhurst premises during the war and then retreated to it again in the 1970’s when London prices drove them out. Re the “oldest model making company” title, I think Bassett Lowke win the British title but there were certainly earlier ones in Germany. As Historical Model Railway Society (HMRS) Archivist, I have access to a wide collection of material including model company catalogues* in the HMRS collection, and also working and public timetables, as well as many other working instructions etc for the railways, which are listed in the open access part of the HMRS website hmrs.org.uk. Unfortunately, there are not many Irish items.

*Peter has kindly provided me with a list of these, some undated, but going back to 1912, and including other pioneers such as the Leeds Model Co and Mills Brothers. If anyone wants more details, they can contact Peter at: archivist@hmrs.org

 

Amsies Models have recently added vinyl overlays for Irish mark 2 coaches to their N and 00 ranges. More designs will follow if sales show there is a demand for these products. Amsies Models, 1 Burgundy Gardens, Burnt Mills, Basildon, Essex SS13 1NP Tel: 01268 470712 Mobile: 07534 211694 E-mail: paul.amestoy@blueyonder.co.uk Website: http://www.amsiesmodels.co.uk/index.htm

 

Patrick O’Sullivan sends the following notes on these overlays:  
These are a new venture into the world of model railway for Paul and Victoria Amsie, and cover coaches in 4mm, 3.5mm and N-Gauge/2mm. with various liveries to suit ready-to-run vehicles.   The overlays can be produced in any livery regardles of how complicated it is, and made to suit the customer’s donor coach.  The finished colours are in good, strong colours and look superb.  Any Irish coach livery can be provided to suit the customer’s requirements, in any of the standard scales, i.e. 4mm, 3.5mm, 2mm, and N-Gauge, and with the required livery, and running numbers etc. The vinyl overlays are best suited to modern flat sided vehicles, having said that there is no reason that they could not be adopted for raised sided coaches, if one is prepared to file off the raised detail, stick on the self-adhesive vinyl overlay and then glue on pre-painted strips. This seems to be a big break through in the world of model railways, especially for those of us who model Irish rolling stock.  I have no doubt  that, while this is a new product, it will transform railway modelling.  Having seen this product first hand, I have no doubt that with a bit of forward thinking that overlays for  Irish private owner wagons could be produced. Paul is going to forward me some samples to review, and once I have done this I will post my findings and include a copy for the next editon of New Irish Lines. A full demonstration of the technique of vinyl overlays with photographs is available on Paul’s website at  http://www.amsiesmodels.co.uk 

Patrick has also come across a new photographic collection, and is at present sifting through the Irish section: Transport Treasury,  Logie Shannoch, Drumrossie, Insch, Aberdeenshire AB52 6LJ Tel: 01464-820717 Mobile: 07867 645410 E-mail: info@transporttreasury.co.uk Website: http://www.transporttreasury.co.uk/ 

 

David White (Whiteeno@aol.com)  writes from Scotland:
Perth Model Railway Club to go Irish: The members of Perth Model Railway Club (Scotland) have decided to commission two new model railway layouts. One of the two new layouts to be built by the members of Club will be an Irish model railway. The Club made their decision to have something different after they viewed a range of Irish rolling stock owned by David White who lives in nearby Newburgh, Fife. David owns a variety of Irish rolling stock allowing him to run trains from 1945 through to today. The building of this new layout will commence in July 2008, its first showing is expected to be at the Perth 2009 Exhibition. Would any Irish Club be interested in exhibiting at Perth in 2009?

 

Ciarán Cooney (e-mail: harcourtstation@gmail.com) writes:
I was photographing some West Clare Railway stations a few weeks ago, and I photographed one at Blackweir, which strangely featured some pre-1950s style road signs. I recall in the newsletter you sent me a while ago an article written by a modeller, Doncha Cronin, regarding these type of road signs, and whether any were in existence today. I just thought I should inform you as he and possibly others may find the photos of use  which I took. You can view them on this link on the website: http://eiretrains.com/Photo_Gallery/B/Blackweir/A&Bindex.html

 

These two pictures from Tony Hewitt (hewittht@tiscali.co.uk) show a model of Schull & Skibereen Railway no. 4 which he has built from various woods, ranging from 1mm plywood upwards. The wheels are made from ash, two varieties of mahogany and cocktail sticks Smaller components are turned on a lathe, and there are some brass parts for the cow-catcher and smoke-box fittings. The builder tells me he became a grandfather while building the model, and the latest addition to his family also rejoices in the name Erin!

 

Recent writings on Irish railways include:Anonymous (2008) Red Line: longer trams, shorter line Tramways & Urban Transit 71(848): 294, 295 [news paragraph and photograph]

Anonymous (2008) TRAM Power proposes trams for Galway Tramways & Urban Transit 71(848): 296 [news paragraph]

Pulling N (2008) LUAS gets to The Point Tramways & Urban Transit 71(846); 216-7 (June) [includes photos of work at Sandyford]

Pulling N (2008) Dublin Expansion Tramways & Urban Transit 71(850): 376 [LUAS extension]Heritage Rail May-June 2008 CDR goes for Barnesmore

Jones B, Fearn D (2008) Ireland on the move. Rail no. 596: 46-52 (July 16-29

Flanagan C (2008) The Green Pullman Railway Modeller 59: 489 (July) [00 gauge model]For any one trying to find items listed in the IRRS bibliographies from  Linkline magazine, try the following website: http://www.businessandfinance.ie/client-publishing/ClientPublishingNewsletter.htm

For any N-gauge Irish modellers, there are now alternative and complementary group on MSN and Yahoo, so you can join in the debate whatever your preference for on-line groups:
http://groups.yahoo.com/group/irish_n

http://groups.msn.com/IrishNGaugeModellers

Other potentially useful websites are:Ernie’s Irish Railway Photos: http://erniesirishrailwayphotos.fotopic.net/Irish station photographs: http://eiretrains.com/Stations_index.htmIrish  Model Railways: http://www.irishrailwaymodels.com/

 

Following Doncha Cronin’s picture of an Italian version of the CIE G-class (May issue, p.26 ), it seems that there may have been an Iberian branch of the family as well. I took the above photo at the railway museum at Gijon, in Northern Spain earlier this year: the museum has a fascinating collection of broad and narrow gauge and industrial equipment and is well worth a visit. This machine is Deutz no. 57706, built 1964, type B, DH, 140HP 20tons weight, eight cylinders, and it shunted private sidings in the nearby Trubia armaments factories. It runs on the Spanish broad gauge of 5’ 6” (1670mm).

 

Following Doncha Cronin’s picture of an Italian version of the CIE G-class (May issue, p.26 ), it seems that there may have been an Iberian branch of the family as well. I took the above photo at the railway museum at Gijon, in Northern Spain earlier this year: the museum has a fascinating collection of broad and narrow gauge and industrial equipment and is well worth a visit. This machine is Deutz no. 57706, built 1964, type B, DH, 140HP 20tons weight, eight cylinders, and it shunted private sidings in the nearby Trubia armaments factories. It runs on the Spanish broad gauge of 5’ 6” (1670mm). Foxrock Models first two kits for the Cork, Blackrock & Passage Railway brake van and open goods wagon are both now available (see may issue, p. 29). Both kits are also suitable for use in CIE days on the CLR section. The resin bodies and etched underframes are very well produced, and there is an excellent detailed instruction sheet including prototype information, and these should prove ideal modelling projects for the lengthening winter evenings for Irish narrow gauge modellers. The brake van kit costs £17 and the open wagon £15, both inclusive of postage there is a 10% discount on multiples of five kits.  Orders should be sent to Simon de Souza at: Foxrock Models, 7 Ennerdale Road, Reading, Berkshire, RG2 7HH (e-mail: simon.desouza@btinternet.com), cheques payable to “Simon de  Souza.” Simon has plans for future kits for  the Cavan and Leitrim open wagon and  milk-van/brake van, but clearly investing the time in producing these will depend on sales for the first two kits showing that this is a viable market.

 

A group has formed with the objective of opening a preserved 5′ 3″ gauge line in the Republic of Ireland. Some of you may recall that in a previous editorial, I posed the question of which former lines might support such a scheme. For further details see:  http://www.heritagerailway.ie/index.html

 

Alistair Rolfe of No Nonsense Kits has re-introduced the cast ends for the GNR(I) AEC railcars (at £7-50 per pair) and cosmetic bogie sides (at £4-00 for four bogie sides i.e. enough for one vehicle, but will need an etched frame to produce a running bogie) from the old MTK moulds. The ends seem closer to the later CIE push-pull versions of these vehicles, but can be cleaned up to the original GNR form. It appears that these components complement the Worsley etches for these vehicles, and the cast ends may be easier to use than shaping the ends from the etched parts, although the inner end was (we think!) flat  and may be easier to make from brass than to clean up the MTK casting, which was copied from the GW Collett suburban Bow-end (without steps). However, Alistair can supply these at £5 per pair if bought with the cab fronts. Most of the MTK Irish locos are currently being re-tooled, as a mixture of etchings and castings. They should be re-released over the next few years and NNK is developing a six-wheel mechanism which will provide the correct wheelbase for the larger locos. For four-wheel bogies they suggest Black Beetles. All kits will be suitable for 21mmgauge. The MTK Irish coach kits were usually aluminium body shells with cast ends, though the Park Royals, and Mk.II air-conditioned stock were etched. The Dart was also etched, with cast ends, though much of the tooling is a bit too rough to re-use. Unfortunately it is not practical (or viable) to produce short runs of aluminium-bodied kits, while the tooling for the etched body shells is very scruffy. It is not expensive to replace the artwork for the etchings, but if re-drawing it would make sense to get everything right. So, at present Alistair trying to gather information on the rolling stock, with a view to releasing complete kits, but there are some technical limitations to what can be done for the moment. He hopes to expand his machine-tool range  to produce pre-formed body shells to the correct dimension, but this depends on a number of things, including finance and any specific demands from modellers may push specific items up the  priority  “to do”  list!

P&P to the UK is £2 for orders up to £20, 10% thereafter. P&P to Eire is a little more, and will be advised on ordering. No Nonsense Kits now has a PayPal account, and can accept on-line payments: this should save the cost of Sterling bank drafts etc. for customers in the Republic. Otherwise, payment is by cheques or Postal Orders,  crossed, payable to “No Nonsense Kits.” Contact details: No Nonsense  Kits, PO Box 1009, Cardiff CF23 7YB Tel. 029 2031 7212 E-mail:  nnk.website@ntlworld.com Website: http://www.nnkits.co.uk/

 

Worsley’s latest etchings are for the Schull & Skibereen Railway: http://www.worsleyworks.com. Etched sides for the GSR Pullman cars are expected shortly.

 

Denis Bates writes from Aberystwyth with further information on two items in the last issue: 

GNR (I) Drovers’ vans: I’ve actually made a model of No.3, using the photo of 1957, and the line drawings, which I got from Tony Miles. Interesting that the doors say “drovers” although there are no side windows, nor the pot lamps on the roof. Does the inscription mean that they were still being used for drovers at that date? The differences between the two are interesting also. No.3 has wooden frames, and the outside vertical pillars extend down over the solebars. Nos.97 and 98 have steel frames, and the bodies are wider. Tare weight is greater at 15T. 

UTA rail tractor: I have vague memories of one of these. I think it was actually built on a coach bogie, and didn’t have a “cab”. I think it was also used for a “goods train” – pulling a single wagon of coal from Queen’s Quay to Hollywood for a coal merchant based in the goods yard. I was in Sullivan Upper School there at the time. 

[from Bill Scott’s new book on NCC locos, p. 165, it seems that when NCC railcar no. 2, built 1934, was withdrawn in 1954, the chassis and engines were used to make two of these tractors. Ed]

 

Another supplier of card kits for Irish narrow gauge wagon bodies is Hamlin Industries, 79 Harlington Road, Hillingdon, Middlesex UB8 3HY 

E-mail:shamlin@hamlinindustries.com
Web-site:  http://www.hamlinindustries.com/

 

I am grateful to our member Jim Fogarty for the following more direct link to the An Post die-cast models, and specifically the Morris LD150: 
http://www.irishstamps.ie/webapp/commerce/command/CategoryDisplay?cgrfnbr=9256&cgmenbr=3421&cat_name=Collectibles/Coins%20&%20Postcards

 

In addition to his gazetteer mentioned on p. 32 of the May issue, Ralph Rawlinson now also has produced A ‘Register of Closed Railways’ which is on line at: http://www.closedlines.free-online.co.uk/index.htm

 

As many will know, the very useful SSM range of kits and components has been in limbo for some time, but we now have good news from our member Des Sullivan:

SSM under New Ownership
I am delighted to formally announce that I have taken over Studio Scale Models from Paul Green as of last July.  A big thank you is owed to Paul as he has been most supportive and understanding in helping to get a handle on the various elements of the business.  The entire range will be re-released, with all instructions revised and updated (over time), fully sprung buffers on the larger engine kits and transfer packs comprising of numbering, lining and crests or icons as appropriate. Some of the models will not be available right away (T2, SG and brake van) as I need to get moulds remade for some of the castings, but I will be accepting pre-orders for these.  Prices will be finalised in the weeks to come. The full range is as follows:

Engines
GSWR/GSR/CIE J15 0-6-0 tender engine
GNR(I) S class 4-4-0 tender engine
GNR(I) SG class 0-6-0 tender engine
GNR(I) T2 4-4-2T
MGWR E class/CIE J26 0-6-0T

Coaches
GSWR six-wheeled five coach set
GNR(I)/CIE K15 open third bogie coach
GNR(I)/CIE L12 bogie brake third coach

Freight
GNR(I)/CIE 20-ton brake van
GSWR/GSR/CIE convertible wagon
MGWR/CIE convertible wagon

Subsets
GNR(I)/CIE 57′ or 60′ coach underframe
GNR(I)/CIE elliptical coach roof
GNR(I)/CIE coach castings pack
GNR(I) fishbelly bogie sides
Etched W-irons and brake gear

Contact me on dezsullivan@eircom.net or write to me at: 5 Radharc na hInse, Ballybeg, Ennis, Co. Clare.

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June 19, 2009 · 11:23 PM

Locomotive Portrait: Cork, Bandon & South Coast Railway B4 Locomotive

Graham Bridle

 

I have liked the look of this loco ever since I took a greater interest in Irish railways. I know of no kits but Alan kindly sent me some 4mm and 7mm drawings. At the time I was modelled in 4mm.  I built a chassis for a B4 in 4mm but before I got any further I was at a small local show that was run by Gauge 0 Guild members. Although many scales were there, I was taken with gauge 0, which suited my eyes and ten thumbs better.  So I changed scales. I made a loco from an etched kit and bought a brass pannier, yes I know not Irish but GWR is next best! I also decided to go with the flow and stick to 32mm gauge using C&L products.  I decided to scratch build a B4. I made many mistakes as I went along for I am not good at working out all the pitfalls first. The chassis I built first and I will at some time make another.  I tried full spring suspension but found making sure all was level difficult. I had made the frames from too thick nickel silver and found the gearbox too wide. I fixed the axle bushes and after some filing it fitted. But I forgot to reassemble on the jig so the running was poor. I think I stripped and reassembled four  times, but it does run. The other main problem was with the bogie. Getting the right tension was difficult and I wonder if I should have used a swivel on a pivot set back.

The footplate and body were easier. The tank sides and cab were cut and soldered together to make sure they were symmetrical. There are flanges on the bottoms with captive screws so that the cab and tanks plus the boiler can be dismantled from the footplate separately although I now think this is not necessary. I invested in a riveter and roller.  Rolling the boiler was not too difficult, the riveting monotonous and not easy to maintain a line if a reversal in the riveter had to be done.  I do not have a lathe so I spoke to Laurie Griffin (Miniatures ). I sent the drawings to him and he did a good match with the boiler fittings. The chimney is not quite right but as all are screwed on I could change it if I find a better match. The boiler door also came from him and the darts.  Other proprietary fittings such as the buffers, jack, and couplings were picked up at trade shows. The sand boxes I made and are also screwed on. The coupling rods I think were universal ones from Slaters laminated at the right length.

My painting expertise is not brilliant but it will pass my inspection and as it is intended for my attic this is okay. The detail is not totally accurate because I noticed things after I had soldered up (e.g. the buffer mountings should be round and the bunker is not quite right) but overall I am pleased.  This has taken me several years to complete and I have enjoyed doing it. My better half said it was wonderful (honest!) but then it keeps me out of her way for many an hour. I bought a MGWR J26 kit on e-bay which will be my next engine. I do like the lines of the Neilson and Dubs engines supplied to the CB&SCR but I have no drawings. Anybody out there have any?

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March 9, 2009 · 2:07 AM

Editorial: November 2008

Alan O’Rourke

 

I used to buy secondhand model railway magazines for specific articles, particularly drawings or construction products.  However, when browsing them now, I find myself drawn at least as much to the editorial sections.  I have to admit that the older volumes of Model Railway News are my favourites.  It is quite fascinating to look at the very first issue for January 1925.  Until 1939 the cover used a line drawing, rather than a photographic illustration, the design passing through three versions, the last being a non-descript, but vaguely “Baby Scot” 4-6-0, partly obscuring the name board at a station that could thus only be identified as “…North Junciton” and pulling past a lower-quadrant starter.  Until 1939 the cover also included the slogan “steam – electric – clockwork,” reminding us that for most modellers, there were still several means of propulsion to consider.  That first issue included an interview with the legendary GP Keen, an article on the “possibilities” of OO gauge by Mr Stewart-Reidpath and letters of support from a baronet and a colonel reminding us that railway modelling was not quite yet a mass hobby.  Pre-war contributors also often used pseudonyms such as engine numbers or the names or initials of railway companies, especially the pre-group concerns, which had just lost their independence and which still enjoyed fierce partisan loyalty.  Thus correspondents signed themselves Churchwardian, LSWR, Vulcan, Terrier or 9903.

It is also interesting to read some of the social commentary.  So, for instance, the June 1926 editorial decries the General Strike.  June 1929, on the eve of a general election, produced some speculations on politicians’ plans for the railways, such as the abolition of private owner wagons in the interest of greater efficiency, and the introduction of new American style 40-ton high capacity wagons.  The adverts are of course also period pieces now and some of the items in that year’s commercial sector, such as huge lead-acid accumulators, seem more appropriate to heavy industry than an indoor hobby, although an earlier editorial (January 1927) had warned of the very real risk of electric shocks to children from model railways.

October 1939 brought a gloomy editorial, apologising for the reduced size of the magazine and the small number of illustrations, and even wondering if the ensuing war publication could continue at all.  In fact, although reduced to 20 pages and a 5″ by 8″ format, the Model Railway News managed monthly publication throughout the War, despite being bombed out of its office in October 1940, the first of three such direct hits on its premises.  Even the Railway Magazine went down to six modest sized issues each year from 1942 to 1949.  Paradoxically, the enforced blackouts of the “Phoney War” may have increased the amount of modelling activity in the early part of the conflict.  March 1942 brought appeals for the wartime scrap metal drive, and later for other material like waste paper, but with the caveat of saving useful modelling material and historical documents.  In July 1945, the editorial could mark the end of the Second World War, although shortages continued, and in 1947 John Ahern reminded readers that everyone actually had a right to buy £1 worth of new wood each month, and that this could be augmented with salvaged timber.  Prices were then of course more stable.  Having sold initially at 6d per month, the MRN had risen to 9d in 1944, but kept the price for another seven years.

As the 1950s wore on, there was news of the modernisation plan for British Railways; “standard” designs of steam locomotives; and the Atomic Age, with reports of plans to build 12 new nuclear power stations.  These items lead to debate about large-scale railway electrification and the preservation of more traditional equipment.  By December 1955, some enthusiasts were already bemoaning the end of the Steam Age, but even on BR that took another 13 years. Beeching cast a shadow in 1963, the same year that saw the arrival of Minic Motorways, for a while regarded as a serious threat to the popularity of model railways, and with obituaries like the one for William Stanier in 1965, one could only feel that an era was passing.  However, the end of revenue-earning BR steam in 1968, although acknowledged, was not specifically mourned.  By then, however, I feel that the days of the old Model Railway News iteself were numbered.  It published its last issue in August 1971, went into a chrysalis and emerged the following month as the big glossy, brightly coloured Model Railways.

 

Colm Flanagan's model of Newcastle station building, which will be finding a new home at the Downpatrick Railway Museum later this year, when Colm commences work on a new layout (Photo: Colm Flanagan)

Colm Flanagan's model of Newcastle station building, which will be finding a new home at the Downpatrick Railway Museum later this year, when Colm commences work on a new layout. (Photo: Colm Flanagan)

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