josefstadt

All the timber framed coached were destroyed in the crash at Buttevant.

Two of the 'timber framed' coaches, 1365 and 1935, survived. 3191 was badly damaged in the crash and was written off November 1981; 1145, 2408 and 2412 were totally destroyed in the crash, while 1491 was severely damaged - all four were written off in September 1980; 1529, 1527,1508 and 1542 received varying degrees of damage but were all repaired and returned to service; the last three vehicles, 1541, 1365 and 1935, did not derail and returned to service. Two of the Cravens were subsequently involved in further accidents - 1527 in the Cherryville Junction crash in 1983, while 1508 and 1529 were in the Belview derailment in 1993. 1508, 1529 and 1541 are now with the RPSI.

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).

An A320 in my eyes is a bit like a 22k ICR or a container flat. Give me an AT6, P51D or B141 any day!

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

I have to say that's not looking too good for my plans for my shed any good

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

Looks great TDR!

... and Mk2b Hornby coaches ...

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.

I don't beleive the Rpa has any role in heavy rail ?

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

You have a good RTR choice from Silverfox (BR Mk1 GSV or Dutch GSV) and Irish Freight Models (Bulleid heating van) and others for kits. Personally I like the Black'n'Tan dutch GSV slightly weathered. It looks right at home with a short rake or 2 or 3 cravens. For longer rakes the BR Mk1 GSV might be more prototypical.

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.

Anyone have contact details from Railway modeller or otherwise?

Alphagraphix,

23 Darris Road,

Selly Park,

Birmingham, B29 7QY,

England.

Enclose a stamped addressed envelope for replies in the UK, or 2 International Reply Coupons for overseas.

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!!

2128 was a 60' coach, and so was shorter than the other conversions, which were 61' 6". Is there anything indicating this difference in drawings or lists?

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?

The problem for me with looking at old photos is I get grand ideas for layouts that I have no space to build

Don't we all?!!

.... as this is 4006, does that mean that the Mk IV DVT needs an '8' or something put in front of it to distinguish it from the 'bus' in the photo?

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.