AY Mod

Preferably. I can't bear weeks of it.

It may be your 'reality' but like other posts it's just an opinion and of no greater value than anyone else's.

That won't gain your perspective much respect.

A bit drastic Colin; could you just test it on another browser please?

There should be flies round that. 🤢

Upload videos to YouTube and paste the URL into post. mp3 files are audio, not video.

October 29th Dublin – Irish Railway Models today announces the Irish Rail Mark 2B and 2C Intercity coaches in OO/4mm gauge as their next coaching. The announcement was made at the Dublin Model Railway Exhibition organised by the Model Railway Society of Ireland. History Desperate for additional coaching stock, Irish Rail made a deal with scrapper Vic Berry of Leicester in 1990 to swap a number of withdrawn C 201 Class locomotives for ex-British Rail Mk.2s. While CIÉ had famously acquired BREL-built air-conditioned and vacuum-braked Mk.2d vehicles in the early 1970s, the 16 secondhand coaches were a mix of open vehicles and corridor stock and were taken from the earlier batches that were pressure ventilated, while all but the earliest BR-specification coaches were air-brake only. They also operated to a different electrical voltage to the rest of the IR roster, which made them completely incompatible and required the use of three specially modified ‘Dutch’ generator vans, Nos. 4601-4603. Nine members of the fleet were put into service with little modification other than a repaint, including a single Mk.2 SO, three Mk.2a SO and five declassified Mk.2c SO (ex-FO). A further five declassified Corridor Seconds vehicles (ex-FK), two Mk.2a, a Mk.2b and two Mk.2c, were rebuilt at Inchicore Works as Open Seconds (SO) with 2+2 seating, while another pair of Mk.2b SK were even more heavily modified as Buffet Open Seconds. The former were numbered 4101-4114 and the mini-buffets as 4401/4402. They were usually formed in two rakes of between five and eight coaches and could only work with air-braked locomotives, which meant GM Classes 071, 121, 141, 181 and 201. They were initially repainted Intercity livery with orange roofs and put into service on secondary services to Drogheda, Galway, Limerick, Tralee, Westport and Waterford. They could also be found deputising on cross-border workings between Dublin and Belfast, sometimes even with NIR motive power. By the late 1990s the classic points logo had been replaced with the later IE branding on each of the four corner doors, while further tweaks included black roofs and the overpainting of the aluminium finish window frames in black as well. Retirement eventually came in the early 2000s as new 29000 Class railcars were delivered. Six vehicles initially made it into preservation, but only four grounded bodies now remain: Nos. 4108, 4110 and 4402 at Moyasta Junction and No. 4106 at Kilmeadean. The Model Building on the tooling platform IRM first developed for their NIR Mark 2 Enterprise coaches and sister brand Accurascale’s BR Mark 2B coaches, the new IRM Mark 2 models imitate reality in repurposing ex BR stock for Irish operations. IRM’s gauge correct wider B4 bogies will be employed, along with full interior lighting, fully detailed interiors, a wealth of separately applied detail, sprung buffers and bespoke tooling for mini buffets 4401 and 4402. Common Features: Highly-detailed OO Gauge / 1:76.2 Scale Models on 16.5mm track Extremely fine exterior rivet detail on roof and coach ends Separately-applied etched metal and high-fidelity plastic parts, including handrails, brake/steam heat pipes, ETH cabling and sockets, footsteps, dummy drophead knuckle coupler, and roof vents Prism Free Glazing Fully-detailed underframe with numerous separate parts, pipe runs and accurate differences between versions The most accurate B4 bogie ever produced, with provision for re-gauging to EM or P4 (British 18.83mm or Irish 21mm) gauges Blackened RP25.110 profile wheel-sets with 14.4mm back-to-back measurements, and 26mm over pinpoints Different buffers for retracted and non-retracted positions Accurate interiors with characteristic 'winged' headrests, separate metal interior handrails on the brake and corridor vehicles and fully-detailed guard's compartment Correct height NEM standard coupling sockets with mini tension lock couplers and kinematic close-coupling Easy conversion to Kadee-compatiable knuckle couplers Full lighting package, including; magnet 'wand' controlled interior lighting 'Stay-Alive' capacitor in all coaches Minimum Radius 438mm (2nd Radius Set-track) Coach Length: 269mm Price And Delivery As can be seen, these coaches are already tooled up and have been part of IRMs plans from the outset of our Mark II coach project. With delivery of the NIR coaches due later this year (and completely sold out on pre-order!) it is time to implement the first phase of run 2 with these coaches. A total of eight coaches will be offered in IR livery and eight in later IE livery, sold in sets of four coach "rake builder" packs allowing IRM to give modellers greater value per coach. Each pack will be priced at €269.99 each. Delivery is slated for Q4 2023 and as ever, demand is expected to be high. While these are an Irish outline model, it does offer a key indicator to a future Accurascale product. Ordering for Irish and Rest of World is through the IRM website https://irishrailwaymodels.com/collections/mark-2-coaches and UK customers can pre-order via the Accurascale website https://www.accurascale.com/collections/mark-2

ICPHOWWWARRR - 222000 Class Railcars In OO from IRM! October 29th Dublin – Irish Railway Models today announces the Irish Rail 220000 Class Intercity Railcars in OO/4mm gauge as their next powered model. The announcement was made at the Dublin Model Railway Exhibition organised by the Model Railway Society of Ireland. History In 2003, with commuter traffic into Dublin increasing rapidly on the roads and the growth of the intercity commuter sector on the rail network, it was clear that the existing fleet of locomotive hauled Mk2 and Mk3 coach stock in operation with Iarnród Éireann at that point would be unable to provide the capacity for growth, or to provide additional services, and so Iarnród Éireann looked to replace this rolling stock with either Diesel, or Diesel Electric, multiple units. Under the National Development Plan, funding was available under the transport sector, or Transport 21 and Iarnród Éireann’s business case called for an anticipated total of 120 vehicles; to serve routes into Dublin from Limerick, Waterford, Tralee, Galway and Westport. An invitation to tender was processed in 2004, with six companies meeting the criteria and in December that year, the contract was awarded to Mitsui & Co. of Japan, with Hyundai Rotem of Korea designing, constructing and assembling the vehicles which, by the time of delivery, had risen to 234 vehicles over four separate orders. Initially, the Class 22000 Inter City Railcar (ICR) was supplied in four distinct set variants: Units 22001-22006 as 3-car Standard Class, equipped for Northern Ireland Railways (NIR) operations. Units 22007-22030 and 22046-22063 as 3-car Standard Class. Units 22031-22040 as 6-car Premier Class (with catering vehicle). Units 22041-22045 as 6-car Standard Class (high density seating). Emphasis was placed on passenger comfort and so the 2+2 seats were designed in ‘airline style’ and were matched to window bays, with a completely revised InterCity silver and green livery marking the stock as vastly different from the preceding Orange and Black era. Disabled and limited mobility access was given priority, along with toilet facilities, and space was given over to wheelchairs, bicycles and limited parcels carriage. Traction was supplied via MTU units. Delivery into Ireland commenced from March 2007, initially into Dublin for loading onto the Alexandra Road railhead and then from early 2008 at Waterford’s deep water port, due to disruption caused by unloading at Dublin. Once unloaded, vehicles were formed into trains and moved to Limerick Works for commissioning and testing by Hyundai and Iarnród Éireann teams, followed by final acceptance trials at Inchicore, with sets typically taking 12 weeks from unloading to entry into passenger service. The only major glitch in the supply chain came during the summer of 2007, when 3-car sets 10 and 11 were found to be riddled through with electrolyte corrosion of the piping and electrical systems, probably due to exposure to phosphorous gas in transit, and were rejected by Iarnród Éireann’s engineers and returned to Korea for replacement. Deliveries of the 234 vehicles was fully completed by 2012; the first units having entered service in December 2007 on the Sligo line and initially the sets were each covering over 200,000km per annum, with reliability exceeding anything on the UK network at that time. As traffic patterns changed, from 2013 over half the fleet were reformed into 4-car and 5-car sets to better match passenger demand on some routes, with cars being removed from some 6-car sets and added to some of the 3-car sets. These transfers were marked by a renumbering programme to the UIC format (although some vehicles still retain their original numbers) and typically, the transferred vehicles carry numbers in the 228xx range. In 2019, an additional 41 vehicles were ordered to increase capacity at peak periods and the first of these new B2 MSO vehicles have now been delivered, arriving on September 7 2022. These new MSOs are intended to be integrated into new 6-car sets, with fleet formations changing again to consist of 21 x 3-car, 20 x 4-car and 22 6-car sets, against the current formations of 3-car, 4-car, 6-car or 7-car sets. The key routes set to benefit from the new sets, due to enter service in the first half of 2023, will be those trains into Dublin from Kildare, Maynooth/M3 Parkway and Dundalk/Drogheda, as well as the longer haul Intercity services. The ICR fleet, being so new at introduction in 2007, required a purpose built maintenance facility and the new €69.5 million state-of-the-art Traincare Depot was constructed at Portlaoise, opening on July 25, 2008. As well as the purpose-built servicing and maintenance roads, fuelling depots and train cleaning facilities, the Depot also houses its own wheel-turning lathe, with vehicles being positioned in the lathe by a remotely controlled battery locomotive. An integral part of the wheel lathe equipment supplied by Sculfort, the company has created the RBL-020-400 Locotractor to position the train above the underfloor wheel lathes; operated from a control panel next to the lathe or from a mobile remote-control set. Portlaoise’s Sculfort RBL-020-400 remote controlled battery locotractor is one of two units supplied by the company, the other being in place at SouthEastern’s Traincare Depot in the United Kingdom at Ashford, in Kent. With a top speed of just 3mph, the Locotractors are ideal vehicles for accurately positioning rolling stock and Portlaoise’s example is named after Tom Lynam, a former driver based at Portlaoise and carries the number 621, a tribute to the former G-Class locomotives that were used for shunting. FACTFILE There are four vehicle types currently available within the 22000 Class: A1 Driving Cars in the 221xx range (designated as DRBFO), with 36 First Class seats, Buffet Counter and Accessibility toilet. A2 Driving Cars in the 222xx range (designated as DMSO), with 66 Standard Class seats and standard toilet. A3 Driving Cars in the 223xx range (designated as DMSO), with 52 Standard Class seats and Accessibility toilet (The A3 DMSO is the only one of the three driving cars to be present in all sets formed). B/B1 Intermediate Cars in the 224xx/225xx/226xx/227xx/228xx range (designated as MSO), with 72 Standard Class seats and standard toilets. The new B2 Intermediate Cars (MSO) have 60 Standard Class seats, with an additional 8 Priority seats and 9 flip-up seats in the cycle storage area, but will lack any toilet facilities. The Model Following on from the success of the A Class locomotives, IRM have been looking to make a pretty big statement with their second powered model. While locomotives, especially diesels, have become well served on the Irish scene, railcars have been a poor relation. So, IRM felt it was time to take up the mantle and provide a model of the most numerous train which can be seen around the country today. Doing the Rotems justice requires doing it 'the IRM Way', so a wonderful mix of the variations, formation lengths and high quality detail and finish has been built into the models which will find their homes on your layout. Irish Rail have played a pivotal part in this model, granting IRM access to the fleet at their HQ at Portlaoise Traincare Depot on a number of occasions to measure up and surveyed the prototypes. This has allowed IRM to create probably the most detailed ever railcar model in OO gauge, with a whole host of features, including: Detail Highly detailed 3, 4 and 6 car railcar sets depicting the life to date of the 220000 class railcars The Driving Cars (DRBFO and DMSO) are supplied with optional extended magnetic front mounted Voith couplings, to allow for authentic multiple set working. The Driving Cars (DRBFO and DMSO) are fitted with poseable front fairings at the front. Fully detailed die-cast underframe with all cylinders, battery boxes, cabinets and piping applied separately Eroded metal, plastic and wire detail parts, including (but not limited to) roof detail, handrails, door handles, lamp brackets, brake gear, brake discs, draw gear, vents and louvres Prism free flush glazing Fully directional lighting, with full range of lighting options for day/night running and shunting/yard configurations. Full passenger interior lighting in all vehicles, set at correct colour temperature, with hidden stay-alive capacitors, pick up from one bogie and a reed switch to control on/off via a magnetic wand Separate cab lighting configurations Close coupled gangways, that will be maintained over curves via kinetic couplings Performance Driven car will feature 5-pole skew wound motor with twin flywheels for optimum performance while also maintaining passenger saloon detail, with no blocking of windows by unsightly motor enclosure. Die-cast metal chassis with plastic body. Target weight of 650g for the motorised driving car Wheelbase of 209.97mm, for all vehicles, allowing operation over a minimum radius of 438mm (2nd radius set-track) Metal helical gears fitted for maximum performance and slow speed running. Gearing arranged so drive car can achieve a scale maximum top speed of 100 mph (161 kmh), as a 6-car unit. DCC ready with PowerPack capacitor for uninterrupted power. Un-motored (or dummy) cars, but retain full lighting features, being DCC ready with PowerPack capacitor for uninterrupted power. Fully directional lighting, with full range of lighting options for day/night running and shunting/yard configurations. Full passenger interior lighting in all vehicles, set at correct colour temperature, with hidden stay-alive capacitors, pick up from one bogie and a reed switch to control on/off via a magnetic wand. Separate cab lighting configurations. Operable Central Door Locking (CDL) lights on bodyside. DCC factory fitted sound option available on all variants with ESU Loksound 5 sound decoder Permanently fitted speakers mounted in both types of DMSO and DRBFO. All sounds recorded exclusively for Irish Model Railways by our in-house sound engineer. Delivery and Payment Options CAD design is complete and now tooling is under way. IRM expect first samples by the Bangor and Wexford shows in April/May 2023, decorated samples this time next year, and modellers will take delivery of these railcars in Q2 2024. IRM are aware that the costs of living has gone up in recent times, so have fought to keep the prices as keen as possible. Railcars are a complete train, basically a high specification locomotive and some coaches. DC/DCC Ready Sound 3 Car - €349.99 4 Car - €429.99 6 Car - €579.99 DCC Factory Fitted Sound Models 3 Car - €472.99 4 Car - €552.99 6 Car - €702.99 Six car packs also get a free bonus model of the Sculfort locotractor used to shunt the real ICRs around the Portlaoise works (unmotorised). This lead time allows modellers to make use of IRMs partial.ly and clearpay options, that allows customers to spread the cost over easier monthly payments at no extra cost. The ICRs will only be available to buy direct via IRM. They will also be made in extremely limited quantities (must less than the A Class) so early ordering is advised. Ordering for Irish and Rest of World is through the IRM website https://irishrailwaymodels.com/collections/railcar-class-22000-icr and UK customers can pre-order via the Accurascale website https://www.accurascale.com/collections/railcar-class-22000-icr

Sufficient.

Nearly matched by the number of YouTubers who don't care that it's all gone invisible; the same as third rail and that's easy (but obviously not worth their effort).

NER Electric Shunting Loco ‘ES1’ No.1 The partnership of Locomotion Models and Rails of Sheffield have today announced the release of NER Electric Shunting Loco ‘ES1’ No.1 as the next loco in the National Collection in Miniature Series. The model has been designed and made by Heljan for the partners and they are currently being shipped from Heljan’s factory in China. Prototype Information In the early 20th century, the North Eastern Railway (NER) played a pioneering role in the development of electric traction for railway vehicles. In 1903/04 it converted its busy North Tyneside commuter lines to third-rail electric operation, accelerating services and providing a clean, quiet and fast alternative to competing tram routes. As part of the work, the short freight branch from Trafalgar Yard in Manors, just north of Newcastle Central, to Quayside Yard was also electrified. This steeply-graded (1-in-27) line dropped 130ft to the quayside in less than one mile and featured deep cuttings and a claustrophobic tunnel situated on a sharp curve. Conditions for steam locomotive crews were extremely unpleasant with little or no ventilation in the tunnels to clear the acrid smoke from locomotives working flat out on the uphill trips. To work the line, the NER ordered two steeple-cab electric locomotives, built by Brush and fitted with four British Thomson-Houston (BTH) 160hp traction motors. Designated ‘Electric Shunting Type 1’ or ‘ES1’, the two machines were given the NER numbers 1 and 2. Much of the line was electrified with a conductor rail due to limited clearances, but for safe operation in the yards at each end simple overhead catenary was installed with short changeover sections at each end of the branch. As a result, the ‘ES1s’ were initially fitted with elaborate bow collectors mounted on the bonnet at one end, but in 1908 these were replaced by more conventional diamond pattern pantographs on the cab roof. Third-rail collector shoes were placed at the outer ends of the shoebeams on each bogie, although these were later moved to the middle of the shoebeams. Trains were generally propelled down the branch and hauled back up the hill with the ‘ES1s’ being limited to just 160 tons on the gradient. For 60 years, No.1 and No.2 – renumbered 6480/81 by the LNER in 1946 and 26500/501 by British Railways in May 1948 – plied their unglamorous trade out of the public eye. However in the early-1960s they had a brief moment in the spotlight when both were repainted into NER style lined green with NER and BR crests on the cabsides. By 1964, the widespread availability of diesel shunting locomotives had rendered electric operation and the ‘ES1s’ obsolete and they were withdrawn in September of that year. Fortunately, 26500 was claimed for the National Collection and preserved as an example of early British non-steam traction. After many years at the National Railway Museum in York it currently resides closer to home at Locomotion in Shildon. Model Spec - Low profile central motor under the cab driving both bogies, as per Heljan's OO loco arrangement - NEM couplers - LED headlight function (separate function on DCC) - Cab light function (separate function on DCC) - Sprung diamond pattern pantograph - Sprung buffers - Screw link couplings - DCC Ready chassis with Next18 interface - Fine etched metal details - Detailed cab interior - Separate bufferbeam pipework, collector shoes, hoses and handrails. Five exclusive edition locomotives are being produced as follows: For Locomotion Models 1200 NER ‘ES1’ No.1 in North Eastern Railway Green as preserved as part of the National Collection. Currently on display at Locomotion, Shildon 1201 NER ‘ES1’ No.1 in North Eastern Railway Green as running 1908 - 1923 (Era 2) For Rails of Sheffield 1202 NER ‘ES1’ No.1 in LNER Unlined Black (Era 3) 1203 NER ‘ES1’ No.26500 in BR Unlined Black Early Emblem (Era 4) 1203 NER ‘ES1’ No.26500 in BR Lined Green Late Crest (Era 5) The models are available to order for £220 plus postage. Available to pre-order today with a £30 deposit. All five versions are expected to be ready for delivery to customers in the coming weeks.

See

Very true but what I have a problem with is the traffic management at the end of Saturday; it's taken an hour or more to get out of the South car park before now as everyone is coming in for evening ents at the same time as the majority are trying to leave from the day shows. It's regularly a stalemate.

OMG; we now have Dan Strains too! Dan; if you want to be taken seriously you'll have to stop being knowledgeable and factual you know. "Because we can." 😅 Still laughing when I got to the end. More importantly, you didn't tell us there were stickers to collect too - how many for a free coffee?

I know who's being referred to and it was more additional hoop-jumping that he didn't want or need (he, like you, was giving up his weekend) - at that time it was said that the system would be in operation at set-up and breakdown without enough clarity on the implications.

https://www.isinglass-models.co.uk/

A bit of old video. How video standards have moved on in 15 years!

LITTLE AND LARGE STANDARDS MEET AT NORTH NORFOLK RAILWAY On Tuesday 18th October 2022 Bachmann Europe visited the North Norfolk Railway to present a model of resident BR Standard 4MT 2-6-0 No. 76084 to the locomotive owning group. The presentation took place at Sheringham station with the model accepted by Richard Bonnett, Director of the 76084 Locomotive Company Limited. No. 76084 was outshopped in 1957 and operated across the north west of England until withdrawal in December 1967. Moving to Woodham Brothers Scrapyard in Barry the following year, the locomotive languished there for more than 14 years and after unsuccessful attempts, was finally saved for preservation and left Barry in 1983 after being purchased privately. After acquiring the loco from the previous owner’s estate in 1997, the 76084 Locomotive Company Limited was formed and the group embarked on restoring the Standard 4MT to running condition for the first time since withdrawal in 1967. Some 16 years later and following completion of her restoration by the North Norfolk Railway, No. 76084 returned to steam in 2013 and has been a stalwart of NNR services ever since. The locomotive’s ten year boiler ticket has just been extended by 14 months to the end of 2023, at which time a full overhaul will be required before the loco can be steamed again. The Bachmann Branchline OO scale model of No. 76084 (item No. 32-954A) is available from Bachmann stockists now. The model can also be purchased from the 76084 Locomotive Company’s website (www.standard4.com) as well as the North Norfolk Railway’s Sheringham Station Shop and proceeds from these sales will support the upcoming overhaul of the locomotive.

No, it was hidden by the OP in this case

I suspect that's the case; extended to 'getting others to question themselves so that they agree with me so I don't feel guilty that the demise of a number of events may be anything to do with my mindset'. We are lucky that there are a number of people in the people in the hobby who support events, shops and smaller suppliers and helping to play a part in their viability. Use it or lose it.

Tell you what; how about you stick to our politics role and stop amending your location to make a political statement? That's twice I've had to do it. There won't be a third time.

What I read into that is that someone else has to pay for something that, as Phil says, is a cheap day out (aside from the variables of parking and travel which a show organiser cannot cater for).

It's not applicable to the event that the comment related to; we do have trade who chuck some money into the kitty but the aim of that kitty is to raise money for good causes. I can't imagine many timber merchants looking to sponsor something which is, ultimately, unseen. This is not a world of 'influencers'.

It's the self-adhesive label sheet.

It may be worth checking or replacing the blade and looking at the cut depth. I use a Silhouette cutter and I can leave less than a mm for window bars as on this signal box below.