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Dhu Varren

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Dhu Varren last won the day on January 22 2018

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About Dhu Varren

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    Scotland

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    UTA/NIR

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  1. Will be there on stand C31 with Drumslochtock Summit. If you have time, do drop by and ask for DJ.
  2. It certainly is the original roof JHB. See pictures below. The building to the right of the 80 Class is the rear of the two road engine shed, which was alongside the platform. There was always at least one open door from the platform which allowed a look inside the shed from the safety of the platform. Strabane and Omagh would not have been familiar to the 071 class, as they did not make an appearance until more than ten years after the closure of the Derry Road.
  3. It is worth trying to sell them, you would probably be surprised. I recently sold on fleabay an Airfix 1/32 Bond Bug Car kit, loose in a plastic bay, without decals and with a photocopy of the assembly instructions, but all parts were present. The kit sold for £118, having started at £10. At one point, before I had identified what it was, I had considered chucking it in the bin.
  4. I have a 40ft to 1in scale drawing of the whole station site which includes the trackplan, and the floorplan of buildings. I obtained this from NIR some 40 years ago when I was building a layout of Londonderry Waterside. If there is any specific area(s) you are looking for plans of, let me know and I can photograph the appropriate part of the drawing. Unfortunately the drawing is 4.5ft long by 1.5ft wide, so is too big to copy in one piece.
  5. There are two issues with the buffers fitted to the IFM rebuilt Dutch van. Firstly, as has been pointed out, they are much too high. I think this is due to the buffer beam not protruding below the body lower edge. The second issue is that the buffers as seen in the picture are of a totally incorrect type. They should be of the retractable type, so that when coupled to Mk2 coaches with buckeye couplings, they can be retracted as the Pullman type gangway does the buffing. When coupled to a locomotive, the buffers are extended as so far as I know, no Irish locomotives are fitted with buckeye couplings. The only exception to this were the NIR Hunslets which were fitted with buckeye couplings and buffing plates from new. For my scratchbuilt rebuilt Dutch van, I used MJT 2934 BR Mk1 Coach Retracted Buffers. As can be seen from the following picture, they are a totally different profile to the IFM buffers. The second picture shows the real thing. Note also the extension of the chassis below the bodyline at each end, for the lower buffer beam. This appears to be missing on the IFM model.
  6. Here is a picture of the Bretland track-laying machine at work.
  7. Larne Harbour had the only upper quadrant signals in Ireland. These were installed in 1933 by the LMSNCC when the station was remodelled. The GNR used unpainted round 'telegraph pole' type posts for many of it's signals.
  8. Back in the days of yore, before electric carriage lighting, and carriages were lit by oil lamps, steps and handrails were provided on at least one end of the coach for access to the roof in order to maintain the compartment lamps. After the introduction of toilets in coaches, access to the roof was required for the purpose of refilling the water tanks which were located above the ceiling. More modern coaching stock utilized the handrail as a water filler pipe which could be connected to a water hose at ground level, thus eliminating the need for day to day access to the roof. Indeed, if you look at the end of a BR Mk 1 coach near to a toilet, you can see what appears to be handrails on both sides of the end, but steps on only one side. This is because the water tanks can be refilled from either side of the track, using the "handrail" on that side. Many BR Mk 1 coaches have had some, or even all of the end steps removed as access to the roof is no longer required on a day to day basis. The following picture shows a Mk 1 end with "handrail" filler pipes on both sides, but only the LH side has, or had, footsteps, most of which have been removed.
  9. I remember Limavady Junction was always a very busy station in the 1960s, with many RAF personnel from the nearby RAF station at Ballykelly coming and going. Whilst the RAF camp was only a short distance as the crow flies from the station, it was quite a lengthy journey by road on a UTA bus to get to the camp. It was not unknown for RAF personnel to persuade the train crew to stop the train on the airfield itself to drop them off. The railway crossed the airfield, and the main runway which had been extended across the railway during WW2. Trains had priority except in an emergency.
  10. For those of you who may not know, NIR's third picture is of the remains of the footbridge and up platform at the closed Limavady Junction station.
  11. The driver's position in most of the MPDs also contained a guards compartment which meant that the guard could hand the token directly to the driver immediately after the exchange. Presumably if a railcar without a guards compartment was leading the set, the exchange would be done in a different railcar, and the driver advised of the exchange by 'bell communication. I once had a cab ride on an MPD from Derry to Belfast, and witnessed first hand the exchange of tokens at speed. Most of the MPDs had sliding doors to the guards/drivers compartment, which did not have to be opened for token exchange. There was a small hatch in the door through which the exchange apparatus was rotated for the exchange. The noise of the exchange was something else. It was like a gun being fired. I also witnessed a Jeep failing to pick up the token at speed, and having to do a very rapid stop for the fireman to run back to collect the token. The GNR did not use tablet tokens on the likes of the Derry Road, but used train staffs which were more difficult to exchange on the move and required a net type apparatus. As far as I am aware GNR railcars were not fitted with exchange apparatus, and only steam locos regularly used on the Derry Road were fitted with the nets.
  12. Zooming in to the picture of 122 above, there is a noticeable angle between the snatcher head and the supporting arm. This would mean that when in the extended position the arm would be at a downward angle so that the snatcher would be horizontal for the pickup. Basic geometry would mean that the snatcher would be at the same height as the lineside equipment, even though it was mounted higher on the loco than the original snatcher.
  13. Just had a look through Derek Young's book 'The UTA in Colour', and there are a number of colour photos of service trains with unlined green coaches in the formation.
  14. Had a look at Dundalk on Google Earth, the bay is exactly as the plan shown earlier, ie. a facing connection.
  15. JHB, spotted a couple of errors in your otherwise excellent timeline chart. One of these is a layout error, where the 'Notes' for the 70 Class railcars have found themselves in line with the 80 Class, thus giving the impression that 80 Class centre cars were built using old NCC coaches. Another error is where it states that the BCDR diesel 28 is of Bo-Bo wheel arrangement. It was, in fact, a 1A-A1 wheel arrangement, as there was only one traction motor on each bogie driving a single axle.
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