DiveController

Does anyone know anything about when this traffic stopped? It seems that UTA was operating some freight at least these after 1965 if they were rebuilt for Courtaulds in '65/'67?

No, you should stop now if you're seeing double. Anyway, he's some sort of activist for the elderly, so you should be all right!

The eyes must be getting auld too,

That's certainly possible especially as Airfixfan seems to think some were rebuilt in 1967 and might not have been in traffic when Pender's book went to press. Were Courtauld's wagon private owner wagons as I thought that the UTA ceased all or most freight in 1965? Seems like the wagons did not last that much longer and were gone by the "late 60s", unusual that they'd have been rebuilt as late as 1967. Couldn't find much on the web regarding Courtaulds itself ......

Well, someone thought it was worth that money to them, it sold!

After all that, I was going through some wagons I had picked up at various points and came across a Provincial Wagons 4 Plank Open (uncut) Courtaulds Wagon that I'd purchased without fully understanding it origin! Anyone know how to get rid of this inverted attachment, once uploaded, I can't seem to detach it from the post (something obviously occurred from being in proximity to jb's photos:D)

Thanks, I had noted that series of wagons had steel floors, over 500 of them, but didn't realize that they were subsequently converted to double beets. I had previously assumed that the height of the 11817-14672 series of Bulleid corrugated opens had been doubled but these were on a 10' wheelbase and had a capacity of 12 tons. Now that I delve through 3rd edition of locomotives and rolling stock of IR & NIR by a certain author, I see that 166 of them were converted in 1985 to the 28501-28665 series of double beets on the 12' 25436- flat chassis, two bodies from the 11817- series wagons with a capacity of 19 tons. I presume the additional length in the body would have allowed additional length to brace the double height body appropriately. Mayner's flats look fantastic but came out just before I came back in to modeling so they didn't make it onto my radar. I'm not sure they're available anymore

The bodies were placed on 22'9" flats?

I thought as much:facepalm: They got rid of the bogie beet wagons also? Weren't they brand new? They must have had another purpose, surely?

Thanks for that. Hmmm….. wasn't aware of this. Found their website but it seemed to be predominantly UK

Sorry for the cryptic question, David. I just didn't know why three of them were completely out of sequence

Isn't beet coming back next year, or did I get that wrong. Or are there no factories, wagons or baby beets left?

Was there a reason why? And why were the 80 class also the '67 class'? Sorry. Meant to combine those posts

Pure sacrilege, JB:praying:

Pender & Richards Book book (Summer 1967)refers briefly to these, as rebuilt in 1965 by the UTA. Note that JB's wagon is C352 and doesn't fall within that sequence

Didn't understand the reference, air fix. Where? Thanks

Turned

A very fine locomotive. I'm so happy that she has survived. There's a lovely color picture of a brand new A3 outside Inchicore, 1955 in Colin Boocock's Locomotive Compendium p55, complete with silver chassis and thinner letters. It certainly is an impressive sight in all silver (for however long that lasted). What was the correct color for the letters?

THanks for that, Popeye. Look very similar to above. Do you happen know their origins?

Ant one have any photos of what this looked like or book with a photo. I didn't manage to find one online

The only possibilities I could find to potentially identify this 6W brake van are 315A, a PW van/sleeping van, previously GSR 70 built 1888 as a former GS&WR passenger brake, 6-wheel, 30ft, one of eleven, b. 1882-99. Record seem to indicate that it was converted in 1955 to departmental use. The other might be departmental sleeping van 368A, formerly GS&WR/GSR 14, built 1911, as a former GS&WR 6-wheel brake, 30ft, one of 36, b. 1885-1911. Recorded as converted to departmental use in 1960 which would precede the introduction of B'n'T in 1961 These seems to be the only vans left by 1973 so other than 69 for preservation, this van must have been scrapped in that interval after 1967. Ref. Irish Railway Record Society 174 The Last Wooden-Bodied Carriages of CIÉ (Michael Baker) EDITED FOR CLARITY after post below

They make this apparently odd claim on their website regarding ProCab "We provide a Power Supply sourced within the UK, so no US-UK adapters, the Power Supply is of a better specification than that supplied by NCE for the UK market. We have found that with the NCE supplied UK transformer that the track voltage is too low to work with the ‘00’ market and results in slower top speeds and stuttering sound." …….although I haven't heard anyone complaining about their NCE system in this regard

Right now, Des it would only what doesn't fit. Maybe next weekend if I get time with work.

They don't fall well especially with the weight. They don't even travel well even in their boxes (if dropped). I had one damaged in the post. It was obviously dropped. It needed buffers and pilot beam assemblies both ends although under frame was undamaged. Some parts may fit back. The buffer beam assembly pushes directly up into the end of the body and buffers fit into it. If the body where these insert is damaged that will be more of a problem. POst some photos if you need advice from the members.

Another interesting photo, JB. The 20T 27101-27300 series flats were built 1970 and were hand and vacuum braked. I cannot appreciate where that (vacuum)is on this flat wagon. I presume they were built specially for increasing container traffic at that time? The container is interesting in that I had believed that all things brown and (sitting on something) fitted had white CIE lettering and surrounds but the roundel is black on these doors. Doyle & Hirsch book 1st. Ed also has 27430 20T flat with a Uniload container with entirely black letters and surrounds (on white Uniload pale ?white background). Now that I look at that uncoupled flat in the CIE & NIR ruling stock book, I do see a vacuum pipe below the coupler which would probably make sense as they may not have lasted very long in an elevated position like the gypsum/dolomite/magnesite/ballast wagons! Why were the latter positioned higher on a pipe on locos and these latter wagons?