John M

The official reason for delivering 201 by air was to allow IE to have sufficient drivers and crew trained while awaiting delivery of the remaining 9 members of the initial order, the unofficial version was that there was an expectation for the loco to be delivered before the IE Chairman Paul Conlon retired. At the time there was an expectation under the governments "Building on Reality Programme" of the mod 80s under which there was to be no further Government investment in the railways after the completion of the Dublin-Cork main line power signalling (CTC) project and the completion of the MK3 main line Coach Project, the IE Chairman flying in a loco from the States as a vanity project would have not gone down well politically. At the time (92-3) IE was faced with the Kildare Line Suburban or Dublin-Belfast (south of the Border) as either or projects.

Blog featuring graphics and photos of our latest version of the 20T Good Brake. Due to very low levels of demand for our existing models we are accepting "Expressions of Interest" to assess whether its worth while to proceed to production with this particular model. At this stage we are looking at Expressions of Interest in a minimum of 50 wagons (Brake Vans, Opens, Vans) to proceed to production. I have not set up an Expression of Interest/Prepayment function on the Shopify site because of very low sales turnover and relatively high running costs of pre-payment apps. We expect to sell the updated version of the Brake Van at a similar price point to the existing versions. Please e-mail me on info@jmdesignmr.co.nz or PM on this group if you would like to place an expression of interest or have any questions. Blog featuring graphics and photos of our latest 'modernised" version of the 20T Good Brake with all metal duckets/lookouts https://jmdesignmodelrailways.com/blogs/news/february-2024-update-expressions-of-interest-cie-20t-brake-van-rebuilt-version All planked version based on 23642 "the Cultra Van" with 'in service" graphics/decals. Sheeted ply cabin version with vertical planked verandas 23508 Test print of the ply cabin version by our former Singapore supplier graphics are a mock up to be finalised if we proceed to production

One of my memories of traveling home in late Summer evenings on the Northern Line during the 1980s was what appeared to be hayricks by the lineside on the above ground section between Golders Green and Edgeware. At the time I lived in Colindale and worked in Wapping normally driving to work, I took the Tube home on Thursday evening after a session in the pub with my workmates, traveling to work by Tube on Friday mornings, part of my London Days long ago! With few people travelling some Guard/Conductor would leave their door open between stops letting in some fresh air and adding to the bucolic atmosphere. Presumably the 'hayricks" /dried grass cuttings would have been removed by Works Train. The questions are whether the 'hayricks" were a figment of my imagination, was the hay actually used as animal feed and when or if the practice ceased.

I have built a number of shelf layouts including an N Scale loft layout set in the North East which incorporated oNe Trak modules (12" wide baseboard). I found that it was feasible to achieve greater depth of field within a slender baseboard width with the trackage placed close to the baseboard center line. It was even possible to achieve a reasonable foreground effect within the yard modules within a 12" wide baseboard. Bernard Kempinski used similar principals in his "Moose Lake" oNe Trak module featured in Model Railroad Planning during the early 2000s increasing the baseboard width to 18" modelling a corn field in the foreground and the backscene to achieve the horizon effect https://nrail.org/resources/Documents/oNeTRAK_Manual.pdf The Delaware and Hudson layout never developed beyond the operating and basic scenery stage, the layout was dismantled following a move to New Zealand in the mid-2000s, though I have a couple on N scale elevator kits and carried out a lot of "research' in the Mid-West during the last 20 years.

Currently in the Mid-West visiting family which gives me a chance to railfan lines in ND and MIN when out grocery shopping! Weather to date has been mild with little snow until early January and a 'Brown Christmas", greatest surprise is the amount of grain being shipped by rail at this time of year. Grain being trucked in large volumes to the elevators for shipping by rail The area is mainly served by Canadian Pacific Kansas City (CPKC) and Burlington Northern Santa Fe BNSF with shortlines Dakota Missouri Valley and Western (DMVWR) Red River Valley and Western (RRVW) acting as feeders for the respective Class 1 railroads. It was mild when we arrived shortly after Christmas initial sightings were BNSF Unit Grain trains on the BNSF former GN main line south east of Beckenridge Minnesota East bound BNSF Unit Grain shortly after departing Beckenridge MN 6787 was closely following another eastbound grain the BNSF line in this area has CTC signalling with intermediate signals between signal interlockings (passing sidings) which allow trains to closely follow through sections 6787 is probably running at caution or approach. Trailing loco on Eastbound 6782. A day or so later the weather had changed another East bound grain on the BNSF line approaching Campbell south east of Beckenridge Cars on BNSF grain tend to be from the home road or leased. Trailing loco on unit grain. Beckenridge is the main operating base of the RRVWR and interchange with BNSF. Main change since I first visited the RRVWR in 2003 has been the change and development in motive power from ex-BN Caterpillar powered GP20-C rebuilds of 1st Generation GP20s to 2nd Generation GP38-2s to SD70s to reduce maintenance and increased tonnage as a result of longer trains as a result of the construction of on-line shuttle elevators and ethanol plants. Line up of GP20-C,CF 7 and SD70 at Beckenridge. Another SD70 and a Crete Grain SW in the background Crete Grain, BNSF and RRVW motive power on the yard lead at Beckenridge. After two weeks I managed to catch a number of east bound CPKC trains on the former SOO line St Paul-Portal line near the NDMN border. CRKC GE ES44AC on eastbound grain near Tenney MN. The SOO line is relatively easily graded, grain trains are usually single headed by the large GEs without a trailing locomotive, Kansas City Southern cars in the train consist reflect the recent CP amalgamation-takeover of the KCS. After seeing relatively few trains on the Soo line late this afternoon was something of a jackpot with three closely following eastbound trains on the SOO Line. BNSF motive power on a RRVWR empty ethanol train from the BNSF to the SOO Line at Campbell MN. Approaching Campbell I passed a long train of tank cars on the passing track at Campbell and a pair of BNSF locos backing down on to the train. Crossing to the other side of the line I watched the railroader coupling up and had a chat when he returned to his pick up truck. The train was an empty 100 car RRVWR train for Hankinson on the SOO Line on GN running powers dating from the 1950s. I later saw the train as it approached the interchange with the SOO line, but following the train would have involved a long wait for at least on east bound CPKC train to clear! Another CPKC ES44AC hauled eastbound grain train on the SOO Line in MN. The train was running under caution with flashing yellow intermediate signals or several miles indicating that it was following another train. Surprise of the afternoon a BNSF powered eastbound grain on the SOO Line near Tenney MN. Although topped and tailed by BNSF power the train consist was made up of CP and absorbed "fallen flag" cars.

Probably thought it was not worth the cost of repair, I still use the secondary 15V ac output to power a hand held electronic controller. I will have a look at the transformer when we return home from the States in approx. two weeks.

I was involved in the management and removal of asbestos until recently and hold a BOHS IP 402 Certificate in the Surveying and Sampling of Asbestos. This post is intended to provide some clarification around the sampling and testing of a singe sample from a resistance mat of a H&M controller which is likely to require a lower level of control compared to taking multiple samples of potentially high risk asbestos containing material or a risk of cross contamination. Normal Usage: The potential risk of health from the release of airborne fibres from a H&M resistance mat or variable transformer appears to be minimal provided the case is intact or in good condition. The asbestos is effectively encapsulated within the case isolating the user from exposure to asbestos fibres, a highly effective control measure. Sampling and Testing: HSG 264 The Asbestos Survey Guide Section 5 Paragraphs 110 and 118 details safe working practice for sampling of material similar to those used in a resistance mat or variable transformer. https://www.hse.gov.uk/pubns/books/hsg264.htm In practice a sample 3-5Sq/Cm cut with a sharp knife should be adequate for sampling purposes. A disposal P2 respirator, gloves and disposable coverall should be adequate for taking a single sample. I would recommend placing the controller on a piece of 1000um plastic as a drop sheet/decontamination area before taking the sample. A water/pva/surfactant wetting agent is normally misted/sprayed on the sample area before taking a sample to minimise risk of release of fibres during sampling. Samples of white dust debris may be sampled using a small wet wipe which is sent for testing and analysis. Samples are double wrapped in (small) zip lock bags. The drop sheet, wet wipes, PPE should be double bagged on completion of sampling and disposed of as asbestos waste in the case of a positive test result. Asbestos Test Kits and Testing Analysis Laboratories. The Test Kits available from DIY stores usually include respirator, gloves, sample bags and pre-paid envelope to an approved asbestos testing laboratory, but price excludes test and analysis. The Laboratories usually provide sample bags and pre-paid envelope on request. Is it worth having a H&M Controller tested? Apart from a positive result the main risk appears to be the wetting agent used to minimise the risk of release of fibre may damage the resistance mat/ transformer even if all the components are dismantled, dried and cleaned thoroughly before re-assembly. Safely removing resistance mat or variable transformer and de-contaminating a H&M case would be a relatively low risk task similar methodology to sampling in the event of a positive test result, disposing of the waste may be more challenging though some registered removal contractors are willing to take small amounts of waste from householders and tradespeople they ask nicely. Interestingly I have a Safety Minor with a failed variable transformer on the bench and never thought of sending off a sample for testing! At this stage I don't think I its worth bothering.

Political pressure and disfunction in the University sector seems almost universal and going on for a long time about 20 years ago the wife worked in a General Studies department in an Australian University which was dis-established and staff made redundant, my main surprise was that the University had not demolished the building to erase all trace of the Department. Several years later my wife experienced serious resistance from her academic supervisor while submitting her final Phd dissertation although she had previously been supportive. The wife was advised to submit the dissertation by the head of the department and awarded a Phd in education. It later turned out that my wife's supervisor took stress leave as the University took steps to terminate her employment around the time my wife was submitting her dissertation. The Graduation ceremony was like something from Roman times or a medieval court, as my wife's supervisor jostled for position on the stage with the other academics, elbowing others out of the way to take her place on the stage. I am sure blood would have been spilled that night if she had a knife.

Its been quite a year, I been under considerable pressure for the last six months as a result of a family crisis which required my 100% attention. The crisis has forced me to focus on my family and finally put the legacy of a breakdown I experienced five years ago as a result of work related stress behind me and move on. Thankfully we appear to have weathered the worst of the crisis and have been able to recover some of my modelling mojo actually spending evenings in the workshop catching up on projects started before the crisis. In my working life I developed a pattern of working under pressure not feeling stressed 'believing that I had everything under control" until I reached my breaking point and became overloaded with stress. This time around I appear to finally understand my limitations, to recognise when I am beginning to feel stressed and do something about it rather than attempt to soldier on. With little opportunity for respite its mainly been a matter of eating well, taking short breaks when I can, talking about it to family and getting a decent nights sleep. Being retired the financial pressure of needing to hold down a job no longer applies, in the past the overload usually arose as a result of taking on too much personal responsibility without the management support and resources to see the job through.

Off topic to me the Cape to Cairo brings to mind Neil Andrews inspiring 9mm Scale NZR (New Zealand Railways) layout. Pronounced in the New Zealand dialect the layout is based on NZR practice in the early 1900s and features realistically modelled Central North Island bush (native forest) extending in some places from floor to ceiling.

I converted a second hand Princess to a Class 5 or Jubilee based on a Railway Modeller article, before re-purposing the chassis for a Sligo Leitrim and Northern Counties 0-6-4T with a scratchbuilt tin plate body. As far as I recall I picked up the Princess basic model unlined black without outside valve gear for abut £1.5 at a model railway club sale, I also picked up a Triang-Hornby Jinty chassis which I unsuccessfully re-purposed as a chassis block for a 4-4-0. Modifications to the chassis included replacing the Princes driving wheels with wheels from a Triang-Hornby 0-6-0 crudely filed to a narrower profile. Curiously the 0-6-4T turned out to be a smooth and reliable runner, my first successful attempt at wheel quartering. Although my early attempts at scratchbuilding locos on rtr chassis were not the most successful they laid the groundwork for my first successful attempts at kit and scratchbuilding several years later. Almost feel tempted to repeat a Black 5 or Jubilee conversion for a 60s retro layout as a change from todays hi-fidelity rtr models

Great Southern and Western Railways 273 an ex-Waterford Limerick and Western Railway 2-4-0 one of 8 locos designed under Robinson as WLWR loco engineer built by Dubs and Co 1892-4 one of four members of the class withdrawn by the GSWR between 1906-13. I have no information on the original WLWR name or running no. The remaining locos were classified Class 276 by the GSR or Inchacore Class G3, 291 the last member survived until 1959.

Had one of those 'lightening bulb' moments a couple of months ago in the rural Mid-West United States when a technician arrived to remove the cable TV hardware from my father-in laws house, who at the time was moving into a care home with dementia. The technician who once had his own business was working for one of the Cable companies and was planning to live "somewhere in the woods off grid" to escape the rat-race. Something that was not exactly difficult to achieve in a laid back, relatively sparsely populated part of the states. The other amazing thing was the way the local small town community rallied round my wife (who left the States over 40 years ago) when she decided to care for her father at home and the effectiveness of the public health system in very Republican State shattered some of my perceptions of the United States.

Presently going through one of the most challenging times of my life that helped me put my preoccupation with the events of five years ago into perspective and understand the bigger picture. The Chair and CEO of a former employer had agreed to a meeting to consider an apology for the harm I experienced as a result of stress during my final year working for the organisation and had to cancel the meeting at short notice as a result of a mental health crisis experienced by my 13 year old daughter (as a result of stress) which required my 100% attention. In some ways I would have considered the meeting the pinnacle of my career as my work often involved criticising clients at senior management level about how they ran their businesses. The understanding of the bigger picture was realising and acknowledging that there is a history of mental health problems on both sides of the family with potentially long term implications. Thankfully my daughter is beginning to show signs of improvement and I may get around to some modelling during the next week or so.

Age was a taboo subject in Dads family his mother was very sensitive about age fell out with the local Royal Liver agent when he asked her her age and was known to "doctor" birth certs so her adult children appeared younger. Its possible that my dad mislead his employer about his age in order to get the job during an era when many companies had maximum age limits for jobs or may not actually realised that he was older having lived a Tom Sawyer existence living in rural areas during his early years. He was a youthful man who would pass for someone 10 years younger up to his final years. As he got older when asked he would always be retiring next year!

My dad who worked as a maintenance fitter in Cadbury's Dublin factory asked for and was refused redundancy during the mid-70s because of his knowledge and experience, but more likely as a long serving employee it would have been cheaper to allow him to work to the then cumpulsory retirement age of 65 than pay him redundancy. Dad had the last laugh in the end he was actually four years older than he told us and his employer and had to retire when HR found out his true age after he "pulled a sickie' to paint our house and Social Welfare asked for a copy of his birth cert. He was allowed to work to the Christmas break up rather than being required to retire immediately and given the red carpet treatment, a tour of the factory in a white coat and lunch to say goodbye to his workmates. In a way he received his redundancy lump sum with a refund of four years Social Insurance contributions and four years pension back money. The ironical thing was that dad did not think much of Cadbury's as an employer, though they moved him from production maintenance to less pressured role in the fitting shop as he got older, big difference from the way older workers are treated today!

The NZ state pension system operates on a different principal to the UK system. NZ Superannuation or the old age pension is a universal benefit paid from general taxation rather than NI contributions, persons with a minimum 10 years residence are eligible for NZ Superannuation at the full rate from 65. The controversial aspect of the system is that the NZ Government has a claw-back provision where overseas State Pension benefits (from countries with bi-lateral social-security agreements) are deducted from NZ Superannuation payments. While politicians from both the left and right of the political spectrum have agreed that the claw-back provision is unfair, there is little or no political will to eliminate the provision. I qualified for NZ Super last year having resided in New Zealand since 2004 having previously lived and worked in Ireland and the UK. I was required to apply for the Irish State Pension before I turned 66, as I spent the majority of my working life in Ireland and did not have sufficient UK contributions to qualify for a UK pension (1 year short!) The NZ system is based on the principal that no one should receive less (or more) in a State Pension Benefit than the current NZ Superannuation rate. Currently my Irish State Pension is deducted from my NZ Superannuation payment, the NZ Government makes up the difference between my Irish (Contributory) State Pension and NZ Superannuation. The UK New State Pension of £203.85 approx. $424.83(NZ) appears to be less than the NZ Super $439.80 (NZ) gross individual rate for a Couple (UK New State Pension and MSDS Benefit Rate Web sites). At the end of the day I did fairly well in migrating to New Zealand, qualifying for Superannuation at 65 rather than waiting until 66 if I remained in Ireland or the UK was an additional bonus. Work and Income Overseas Section have been helpful in responding to e-mail queries in connection with overseas pensions international_services@msd.govt.nz.

At the end of the day we become reliant on State funded health care in cases of dementia and forms of ill health which require 24hr 'skilled care" in which our savings, investments rapidly become exhausted. We are going through a similar situation at the moment with my elderly father in law and his wife in the United States who are no longer capable of caring for each other because of chronic health problems and old age. While they were fortunate enough to qualify for Veterans health care in excellent facilities funded by Federal and State Government, they literally have to hand over their home and the majority of their assetts to qualify for Medicaid, having exhausted their financial resources, something difficult for a self-reliant man who made his way through life to accept.

I found the pension/personal wealth situation challenging as a result of periods of un-employment during busts in construction and having to cease work early as a result of ill health, though things worked out in the end. In my early 20s the plan was to have an investment property and investments in managed funds as at the time my employer did not have a company pension plan. I worked for a couple of companies that had non-contributory-non-portable schemes, the turning point came when I joined a company that had a contributory portable pension scheme where I continued to make contributions while self employed and working for other employers. Fed up with the busts and booms in construction I took up a secure Government job in Ireland about 20 years ago, before moving to New Zealand and back into construction. I stayed in the Government job long enough to use my pension pot to buy additional service and secure pension benefits that paid out when I turned 60s. The situation with state and personal pensions in New Zealand is quite different from the UK and Ireland, the old age pension is paid out as a universal benefit from 65 rather than from NI contributions, there is no tax relief as such on personal pension plans, though the saver can directly access their pension pot at 65. Ironically NZ old age pension or Superannuation I receive is higher than an Irish or UK contributory state pension. Having turned 66 I now receive an Irish State pension with NZ paying me the difference between Superannuation and the Irish State Pension. We used the profits from the sale of the rental to tie us through the years I was unable to work before I qualified for Superannuation, although our savings are modest we probably have enough to tie us through into our mid 80s before having to down-size, if my wife or I live that long. Looking back I think I did quite well despite setbacks compared to my parents and grand parents. Although my parents were frugal and my father had steady relatively well paid work as a tradesman they were unable to raise a deposit for a house and rented a council house, until they were able to purchase it out right for a fraction of its value under during the late 1970s under an Irish tenants right to buy scheme. My grandparents on both sides were less fortunate one a gamekeeper the other a locomotive driver. Both families had to give up the house that came with the job and become renters when their work ceased because of changing times or ill health. Goodness knows how things will turn out for our daughter when she reaches her 60s

After setting out as a young adult with very clear objectives nearly 50 years ago, I have come to the conclusion that the way our life pans out is as much a matter of good luck as personal effort. Like Talking Heads "Once in a Lifetime" I have arrived at a point in my life without really understanding how or why. As a young adult I had very clear about my direction in life in terms of career and accumulating wealth in order to retire at a time of my choosing and able to enjoy it. I started what appeared to be a promising career in construction management, what would now be termed a cadetship with my employer paying my fees and providing time off to attend college on day release. Conscious of the future I began paying into a private Life Insurance/Investment Scheme and took out a mortgage on an investment property in my mid 20s (I was still living with my parents). I experienced my first major set back and ended up unemployed when the construction industry went into one of its periodic busts during the early 1980s. I had to surrender my investments at a lost but managed to hold on to the rental. I had a similar experience 10 years later with the UK recession of the early 90s, but was better prepared seeing the writing on the wall in terms of my career and took out Mortgage/Income insurance and found a scheme where the Government paid my fees and accommodation to complete a degree in management science at Stirling University. The additional qualifications made little difference to my employment prospects, but my time in Stirling helped me weather the worst of the recession. I was a slow starter and very career driven and only settled down and started a family in my late 40s when many of my friends were becoming grad parents. While everything appeared fine at least on the surface, the wheels began to fall off my wagon in terms of my health and finances during the past 7-8 years. I have a number of chronic conditions which while not life threatening, slow me down and can make life miserable. I had to stop working 6 years ago because of stress and recent business ventures have been unsuccessful, leaving our family reliant on a State Pension, having eaten into our savings and investments to pay the bills during the past 5 years while I was waiting to qualify for the pension, to proud to claim unemployment. I have a lot to be thankful for I have a loving family, we own our own home and I have been fortunate to receive legacies from parents and relatives who have passed on, I seem to have got where I am because of birth, relationships and luck despite considerable personal effort. Best plans of mice and men etc. In the end the Pensions and Lifetimes Insurance Association are only interested in the fees they can extract for mismanaging our money.

I described the 'Metra Block and Interlocking Signals" the diagrams are a good example of American Speed Signalling practice because of the similarity of the signal diagrams and terminology to Speed Signalling systems used in North America and here in New Zealand. "Conrail Block and Interlocking Signals" diagrams appear more complex than METRA and local practice as it incorporates the Position Light Signals used on the ex-PR routes and intensive intercity and commuter traffic by American standards in the North East. The Speed Signalling System used in New Zealand is simpler in nature than the Metra or Conrail systems, double headed signals are primarily used as controlled signals in interlockings, single head three aspect signals usually automatically operated at intermediate points between interlocking. In my experience advance caution signals are extremely rare in New Zealand. The diagrams and descriptions are based on information on the nzrailphotos web page, there are some duplications in the descriptions and I have omitted the description and function of one of the signal aspects. Locally a train taking a diverging route at a junction or loop would first have to pass signals displaying Caution Normal Speed and Caution/Clear Medium Speed before entering the loop/taking the diverging route. (Splitting Signals/Route Indicators are rate in New Zealand) I think the distinction between traditional Block and Speed Signalling has become blurred on this thread, Speed Signalling systems often include principals of block control to prevent two trains occupying the same section of running line or conflicting moves. I think the distinction between British and International practice relates more to the British adaption of Route Signalling which is heavily dependent on an individual drivers route knowledge as they approach a junction and speed signalling which is less dependent on route knowledge. Interestingly CIE considered the option of speed signalling and decided on route signalling when it began to convert its Dublin-Cork main line to power signalling during the 1970s. Many of the new "CTC" interlockings were placed at existing Block Posts with automatic signals at intermediate points to improve line capacity.

Although described as 'Metra Block and Interlocking Signals" the diagrams are a good example of American Speed Signalling practice and not dis-similar to the speed signalling used in New Zealand. Like the American Railroads, NZR adapted speed rather than block signalling for powered (CTC) double and single tracked lines to simplify the handling of (our relatively) heavy freight trains with 3 aspect colour light (automatic) signals spaced at regular intervals between signal interlockings.

DH 19 is one of 4 Delaware and Hudson ex-Santa Fe Alco PA1/4 locomotives 16-19 shipped to Mexico in 1978 https://bridge-line.org/alcopa1pa4

Some completed wagons! 20T Brake with metal sheeted duckets 23544 Based on a late 60s early 70s photo of the van in Tralee complete with torpedo roof vents. I am planning to supply this version of the brake van in undecorated CKD form complete with decals and roof vents on a pre-order basis 12-14 week delivery. "Hybrid" ex-GSWR van 15653 with metal sheeted sides and ends planked doors, I am again planning to release this van in undecorated CKD form with decals (Snail & Wheel) & running nos. CIE 1946 H Van 17200. with metal sheeted body. currently available from stock in CKD form with CIE snail and wheel logos and choice of 10 sets of running nos. The LMA and ex-GSWR planked van are also currently available from stock https://jmdesignmodelrailways.com/ John

The two largest Irish companies the Great Southern and Western and Great Northern (Ireland) built large numbers of 14' covered cattle wagons from the1890s onwards. Open cattle wagons or "Crates" were used by the majority of Irish companies up to the Government mandated introduction of covered cattle wagons, though some opens survived in service until the late 50s. The third largest the Midland Great Western which carried a higher proportion of livestock traffic compared to the the two larger companies and primarily used 'convertible" wagons for cattle traffic building a relatively small number of covered cattle wagons from the 1890s onwards. Economics were the main driver towards the Midlands use of convertible wagons, the company did not want to tie up a large amount in capital to handle peak traffic from the Big Fairs that would otherwise stand idle for most of the year. The dynamics changed following the 1925 amalgamation of the GSWR and Midland into the Great Southern Railways with ex-GSWR cattle wagons displacing convertible wagons from cattle traffic although convertibles continued in service until the late 50s. Midland "convertible's" and open cattle wagons were gradually increased in length from 13'-14' over headstocks as a result of Government intervention during the 1880s and 90s