Jump to content

Northroader

Members
  • Posts

    5,930
  • Joined

  • Last visited

Everything posted by Northroader

  1. Beware of Morgan, the Margam Mountain Mutton Mounter.
  2. I think there’s resin and there’s resin. Bit ago I had two matching diesel bodyshell from America, one from the main suppliers, and one from a sort of subcontractors, and the one cracked badly when I looked at it, the other could be easily worked on. still it looks as if you’ve sorted out well, stuff happens.
  3. Less than two miles from where I lived, you could find worked out coal mines, tileworks, earthenware pipes, and refractory bricks (fireclay), but it was a posh area, just the GWR and the LNWR.
  4. I’m trying to do one of those. There isn’t much of a coal bunker on them, I thought it measured it up wrong.
  5. Two jobs finished: First off I needed a gravel load for a gondola, and started by cutting a piece of 12mm ply to fit inside as a base. Glue a strip of paper round the edge of the ply, and wide enough to come above the top of the gondola sides. Then go round the inside with neat PVA glue to seal the join, if you don’t do this it allows leakage down the edge at the next stage. Going on to smear more PVA glue across the top of the base, and straightaway before it dries out, covering the base with a layer of ballast chips for the gravel, and going on to form a row of small mounds along the middle of the base. Next mix a 50/50 dilution of PVA glue and water, with a couple of drops of washing up liquid, and use an eye dropper to flood over all the ballast. The glue should be able to stay between all the spaces between the chippings without draining off the mounds, and then it’s just a case of leaving it to harden off. The depth of the mounds means it will take 2-3 days to harden, but you should end up with quite a firm unit. When it’s ready, start removing the paper, clipping round the edge where the ballast comes to, and peeling back below this where possible. To finish off, the exposed surfaces are painted with paint blended to match the ballast. On to a caboose which last appeared on page 9, one I picked up cheap at a show, which has been identified as from RMT model trains, makers of fine Beeps for the gentry. All that’s happens here is that the cupola has been removed and replaced with a square, tall, one in plastikard, to give it a more Western look. A higher smokestack was needed, then paint and letter for the Union Pacific. I’ve now gotten a Union Pacific shorty freight made up. The scenic back has been blanked out for this picture, as the train really deserves “Big Sky” treatment.
  6. I can quite clearly remember in the 1940s, our local junction station, a joint GWR/LMS place, had enamel signs, a fairly selective range, Camp Coffee, Virol, Stephens Ink, come to mind, also Aston’s furnishers, bright yellow, which could appear on the risers of the footbridge stairs as well as conventional signs.
  7. But Abingdon happened quite a bit earlier 1856 than Minehead 1874 when you could expect branch add ons to be in transverse sleepering.
  8. I think the other thing of note in that picture is the rails. There’s a shadow along the side indicating they’re Vignoles section, rather than bridge rails. So the question is, how is it sleepered? There’s seems to be a faint part of a transverse sleeper sticking out, and the rail fastenings look that way, but could just quite as easily be baulks?
  9. here you are, Jim, a nice shiny tram is about to be attacked by a concrete Dunalistair jumping out from behind the traffic lights. Place your bets.
  10. Presume you’re doing it in 00? This would be the best way to get started.
  11. This time of year, I’m usually trying to compile a list of useful bits needed to try and finish some modelling jobs off, ready to go to the Reading Trade Show beginning of December, well organised by the Guildford Gauge 0 Group. But, no show this year, problems with the Rivermead venue, plus Covid uncertainty. Never mind, there’s always the great Bristol Gauge 0 show after the start of the New Year. Well, there I’m afraid the Hall at UWE has got itself turned into a Nightingale Hospital, so that ain’t on either. (Marvellous organisational skills displayed by our Government in the setting up of the Nightingale Hospitals at the start of the Covid outbreak, the only problem was they forgot there wouldn’t be any staff available, but hey, I’m only a taxpayer, what do I know) What to do? Well, half way between the two is the City of Royal Wootton Bassett, for which I’m flying the flag, as there’s a Gauge 0 Trade Fair miraculously appearing here in a week’s time, which greatly deserves a link: https://wiltshire7mmshow.com I’m afraid the Memorial Hall where it’s staged lacks the spaciousness of the Rivermead Sports Hall or UWE Exhibition Centre, so morning and afternoon sittings are needed, which will be different, so I fancy space will be at a premium. (Note, if you do meet your mates, please be aware of how much aisle space you’re taking up while you stand talking.) Car parking is limited at the hall, head for the Borough Fields car park at Sainsbury’s, which is just ten minutes walk away. You can come by train to Swindon, head over to the bus station, five minutes walk and get a Stagecoach 55 or 54, roughly half hourly, or a Coachstyle 31 hourly, to the High Street. The refreshments there will be a bit limited, I think, but there’s some good pubs around, plus some small cafes, around the middle of town.
  12. Some time back, using my iPad, my wife managed to make everything go very faint, and in the end I went back on to “factory settings”, and managed to get everything clear again. Previously I had been getting a lot of grief logging in since the last RMweb software change, but it has now improved. Maybe this could work for you, it seems to be an Apple thing. You can lose some items like stored passwords when you do it, however.
  13. That thing looks as if it’s connected on to the train pipe, presumably a help to the driver for brake tests?
  14. I think it’s needs must, the bogies aren’t the same distance from the ends, so there’s no clearance for a set of proper steps at the one end.
  15. I could watch her all day, could she do a talk on 00, EM, and P4, please? (as I model in 0, I wouldn’t care a bit)
  16. You wouldn’t need to turn it if it’s got couplers both ends, but if it had the bogie mounted on just a pivot, watching it move would be like watching a rocking horse, you’d have to steady it with some more blocks fore and aft. No, eh?
  17. Not me, honest, guv, that’s gone a bit too near the cor- blimey. No, funnily enough, I’m just wrapping up a caboose myself, just some more paint and lettering to do. I was bragging a couple of years back about picking up a caboose at a small show for £5, not something that happens every day. We worked out it was one from RMT model trains, those nice folks that brought you the Beep. Anyway, it’s just had a rebuild, the cupola has come off, because it’s low and the sides slope in, far too much of a Northeastern Road look. A new cupola from plastikard has been made up, taller and squarer, much better for a western road, and the caboose red has gone for some armour yellow. You’ll be glad to hear it’s got a 28’ length. (7” in old money)
  18. It is a very nice shade: anyway, before the GNR fades away, I should mention that their civil engineer, Mr. Mills, did develop a very distinctive style of architecture, well worth looking at: https://irishrailwaymodeller.com/topic/10587-gnr-architecture-details/#comment-161992 Now your juices are flowing, here’s a nice small layout which shows how to get something going representative of the old line: https://irishrailwaymodeller.com/topic/9334-brookhall-mill-a-gnri-micro-layout/#comment-145622
  19. Mind, Woolwich Arsenal was good at guns, but not locos. I gather the kits were found to need quite a lot of extra work before they could be put into traffic. Similar thing happened after WW2, let’s keep Barrow in Furness shipyard mateys gainfully employed building Diesel engines under licence. On BR with Sulzer engines, a Winterthur Diesel was a very different creation to a Vickers Armstrong one, particularly welding.
  20. The system the GER used for class designations was introduced by Adams, I think, as it was also used by the LSWR. Each build taken on by the Works was given a number to charge the work to, and jobs could include abatch of replacement boilers, tenders, or things like cranes. The number had a letter and numbers in sequence, so there was no real obvious linkage between classes as built when given this number.
  21. So, after lunch on Saturday, we ventured west again, but not so far, just to St. James Gate. “Aha!” you say, “the Guinness Brewery”. Quite so, it was founded in 1759, and is an interesting tangle of buildings. Old grey limestone mixed with glass fronted blocks, surrounding two cobbled courtyards at different levels. There is very good railway interest, as there is a narrow gauge line pulling everything together, and diving down to a Quay on the River Liffey. From here small steam lighters took loads of full barrels down to the docks shipping. There was also a private siding joining into the Dublin - Cork Line. Guinness owned a fleet of locos, both gauges, to move everything round. The narrow gauge locos were an individual design, very compact and accessible. One of these was parked in the yard to drool over, although by then some small diesel locos had appeared. Fortunately, the indefatigable Roger Farnworth has done a very useful write up of the railway. https://rogerfarnworth.com/2019/04/26/the-guinness-brewery-railways-dublin/ https://rogerfarnworth.com/2020/07/22/the-guinness-brewery-railways-dublin-again/ Well, besides the railway, we ventured inside to view gleaming copper and vast two storey high stainless steel vats, then into a tasting room to some sampling. The one mystery I’ve never got the answer to, is that what they give you is totally delightful, but bears no real relation to what you can get in a pub or in a bottle, even though most of my intake comes from Park Royal rather than Dublin. It’s a conundrum I spent some time working on that evening. This brings us to Sunday morning, and quiet and peaceful streets. We wandered round, and eventually our footsteps took us to Amiens Street station, now Connolly, the GNR terminus. This was opened in 1846, and is your archetypal city terminus of those days. A departure platform, an arrival platform, some carriage sidings sandwiched between them, all covered by a train shed, and an imposing Italianate office block behind the buffers. Outside the train shed a couple of short bays were tacked on, one by each of the main platforms, for local workings, mainly to Howth. On the east side there was a goods yard, with a loco shed down the line, and on the west side the platforms for the DWWR line from Westland Row were spliced on, one platform joined to the departure road, and an island platform. Sunday morning and nothing was happening, but there was this vision at the arrival platform, a train had arrived from the North, just standing there. I very rarely take pictures of trains, but I felt impelled to, so here’s two I took, very poor quality black and white, and I’ve added a colour print from another source to give a better idea. S2 class 4-4-0 no.191 “Croagh Patrick” (they all had mountain names) built by Beyer Peacock, and renewed in 1939. The train coaches were finished in what’s described as mahogany, very like LNER teak finish, but I think it has to be the best looking express train running in the 1950s in the British Isles. Out in the bay there was a railcar set, these were finished light cream and dark Oxford blue, another attractive look. The GNR was a diesel pioneer, trying out railcars and railbuses in the thirties, and having twenty AEC railcars delivered in 1950, based on the GWR design, and capable of having one or two adapted coaches added in the middle, which suited operations very well, the CIE copying this lead as we have already seen. A further twenty four railcars were added in 1957, most with cabs with corridor ends. The GNR was an likeable, go ahead public company, but postwar expenses were rising sharply, Road competition was increasing, and by 1950 expenditure was higher than receipts. Another year and all the reserves had been used up, and the shareholders gave permission for the the line to close. The governments for both South and North Ireland felt that the public service should be maintained, and advanced funding for the line to keep going, and to buy out the assets. In 1953 the GNR Board took over control, with both governments having equal representation, so it was a kind of joint nationalisation. There were differences in approach by the two sides, Eire favouring modernisation to try and control costs, the North viewing railways as unprofitable and to be replaced by road services. Some smaller branches and services were withdrawn to economise, but then the North unilaterally announced closure of several cross border lines on their side, forcing the south to follow suit, and in July 1957, the Belfast minister announced that they were withdrawing from the board, and as a consequence the GNR was to be divided between the nationalised administrations of the two countries, the Coras Iompair Éireann, and the Ulster Transport Authority. Just a year after our visit the GNR lost its individual identity, and in time wholesale closures followed, the Dublin Belfast main line and some branches in the south being left. After looking round there, I would like to report that as keen train fans, we looked at the magnificence of the old GSWR terminus at Kingsbridge (now Heuston) or even the oddball Harcourt Street, still functioning and not closed for another year, but we didn’t. I’m afraid we mooched about, nothing memorable, until after teatime we got to Westland Row and started our return journey with another steam hauled boat train, then on to Holyhead around midnight, and dozing away on services to reach Derby in time for breakfast, and college lectures.
  22. Here’s a link to a job I was describing on my thread as a test piece in 7mm around eighteen months ago. I’m developing a plan to accommodate this. Just finding somewhere to put it and the time to do it.
  23. There’s a bit of this line running in a sort of preservation attempt. One station at the back of natties and a couple of hundred yards of track out Into a field. Good luck to them, say I. https://www.mslr.org.uk
×
×
  • Create New...