josefstadt

Definitely a Hunslet.

To amplify what JHB was saying about the variety of coaching stock used in trains, the train involved in the 1980 Buttevant disaster (the 10:00 Heuston to Cork) was composed of locomotive 075 with 3191 (GSV - Introduced 1972 - converted from 1951-built British Rail brake corridor second), 1145 (First - Introduced 1964) 2408 (Buffet Car - Introduced 1953), 2412 (Cafeteria Car - Introduced 1976 - converted from 1953-built buffet car), 1491 (Standard - Introduced 1958), 1529 (Standard - Introduced 1964), 1527 (Standard - Introduced 1964), 1508 (Standard - Introduced 1963), 1542 (Standard - Introduced 1964), 1541 (Standard - Introduced 1964), 1365 (Standard - Introduced 1953), 1935 (Brake Standard - Introduced 1976 - converted from 1954-built composite).

Wouldn't fancy heading off on the hols in an AT6 or a P51D. Luggage space might be a bit tight!!

Build the shed on stilts with ladder access. Say it's in case of flooding!

Looks great TDR!

A couple of white stripes and the intercity branding and they would make fair representations of the ex-British Rail air-braked stock aquired in the early 1990s. Of course, you would need a 46xx type GSV to go with them.

Correct. The RPA looks after light rail only and has no function in the provision of heavy rail services.

The early liveried Cravens (single white stripe) are all modelled in post conversion to TL condition - i.e. without battery boxes. As such they would not have run with the 4 or 6-wheel heating vans, only with GSVs, either the Dutch Vans or the ex-BR vans. To run them with models of the earlier type vans the underframe equipment on the models would need to be changed. That having been said, they are indeed lovely models.

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Yes Dave, it will be possible. There is to be a connection from the line in O'Connell St to the westbound line in Middle Abbey St and also there is to be a connection from the westbound line in Lower Abbey St to the line in Marlborough St. So a tram travelling from the Green Line to the Red Cow will travel northwards across O'Connell Bridge and into O'Connell St, then take the left-hand turnout to access te Red Line and follow this to the Red Cow. In the reverse direction it is slightly more complicated - the tram will travel east along the Red Line in the normal way as far as Lower Abbey St, here it will use the crossover to get on to the westbound line, it will then reverse along the westbound line a short distance before taking the left-hand turnout into Marlbouough St. These connections will only be available for non-passenger operations.

CAWS does have intervention braking in that failure to acknowledge a signal downgrade will activate the brakes.

BSGSV has pointed out an error in the post #6. The sequence for 3219 should read: 3219 (16/07/80) ← 2578 (16/02/74) ← 1622 (00/11/72) ← 2131 (1952). So ignore post #13 as this was a 61' 6" coach, not a 60' one.

Plenty of strange things have eminated from Holywood. Oh, sorry that's Hollywood!!

As indeed was 2125 [3219 (16/07/80) ← 2578 (16/02/74) ← 1622 (00/11/72) ← 2125 (1950)].

Iarnrod, a bit more info on the history of the 32xx vans. The first series, 3201-12 was straight forward with the donor vehicle being as built originally - e.g. 1339 remained as built (apart from cosmetic changes) until conversion to 3201. However, the other two series, 3213-18 and 3219-24 were more complicated with the donor vehicles going through a number of changes before conversion into a 32xx type van. In the list below the the progression is from right to left. Note that the change from a 21xx Composite to a 16xx Standard did not involve structural alterations and was really just a reclassification of the first class accommodation to standard class. The dates given are probably when the work was signed off rather than the entry of the vehicle into traffic. Brake Standard GSV 3201 (24/06/77) ← 1339 (1951) 3202 (24/06/77) ← 1347 (1951) 3203 (01/07/77) ← 1350 (1951) 3204 (08/07/77) ← 1340 (1951) 3205 (15/07/77) ← 1341 (1951) 3206 (25/08/77) ← 1348 (1951) 3207 (08/09/77) ← 1349 (1951) 3208 (15/09/77) ← 1354 (1952) 3209 (11/10/77) ← 1355 (1952) 3210 (27/10/77) ← 1351 (1952) 3211 (24/11/77) ← 1352 (1952) 3212 (21/12/77) ← 1353 (1952) GSV 3213 (10/02/78) ← 2580 (07/03/74) ← 1620 (00/11/72) ← 2128 (1951) 3214 (23/03/78) ← 2587 (21/05/74) ← 1345 (1951) 3215 (12/05/78) ← 2588 (27/05/74) ← 1346 (1951) 3216 (07/07/78) ← 2589 (16/08/74) ← 1342 (1951) 3217 (25/08/78) ← 2590 (16/08/74) ← 1343 (1951) 3218 (15/09/78) ← 2592 (16/08/74) ← 1344 (1951) Brake Standard GSV 3219 (16/07/80) ← 2578 (16/02/74) ← 1622 (00/11/72) ← 2125 (1950) 3220 (23/07/80) ← 2577 (01/02/74) ← 1614 (00/11/72) ← 2152 (1954) 3221 (22/08/80) ← 2586 (03/05/74) ← 1625 (00/11/72) ← 2155 (1954) 3222 (12/09/80) ← 2584 (09/05/74) ← 1615 (00/09/72) ← 2134 (1952) 3223 (17/09/80) ← 2572 (00/12/73) ← 1611 (30/06/72) ← 2144 (1954) 3224 (21/10/80) ← 2582 (12/04/74) ← 1623 (00/11/72) ← 2132 (1952)

The source was the CIÉ Coaching stock register which I obtained a copy of from the Technical Office in Inchicore during the 1980s. The data above came from the pages detailing the 32xx vans. However, when I checked the pages showing the 13xx Standards the conversions you have, i.e. 1347 to 3202 and 1350 to 3203, are listed. So someone made a transcription error when making the notes on the original register. Unfortunately I have no way of knowing for certain which is the error, but as your info comes from a drawing it is likely that that is the correct sequence.

The full list of conversions for the 32xx vans is: Brake Standard GSV 3201 converted from 1339 3202 converted from 1350 3203 converted from 1347 3204 converted from 1340 3205 converted from 1341 3206 converted from 1348 3207 converted from 1349 3208 converted from 1354 3209 converted from 1355 3210 converted from 1351 3211 converted from 1352 3212 converted from 1353 GSV 3213 converted from 2580 3214 converted from 2587 3215 converted from 2588 3216 converted from 2589 3217 converted from 2590 3218 converted from 2592 Brake Standard GSV 3219 converted from 2578 3220 converted from 2577 3221 converted from 2586 3222 converted from 2584 3223 converted from 2572 3224 converted from 2582

Would a thin strip of tin foil do?

Don't we all?!!

Why would it need to be distinguished from the MkIV DVT? While they are both rail-based transportation systems, the two items of rolling stock are owned by different organisations so the question of a common numbering scheme doesn't arise.

The third last vehicle is a restaurant car, the second last vehicle looks like a driving brake open first (no longer used as a driving trailer) and the last vehicle is a generator brake open (though whether it is an open first or open standard class is impossible to say). The train was the 17:00 Belfast to Dublin service.

Advertised as 'Mint!' but one buffer missing, appears to be rust on the couplings and, as DC notes above, a fairly ropey paint job.

If one of the MkIIIs has significant modifications to make it an ‘Observation Coach’, such as fitting windows in the end as per the Belmond brochure, then the coach would have to go through the approval process with the Railway Safety Commission and this can take some time.

No, it will be hauled by a single 201, normally 216. The other loco will be spare, for use if 216 fails or to release it for maintenance.