Jump to content

Dhu Varren

Members
  • Posts

    538
  • Joined

  • Last visited

  • Days Won

    1

Everything posted by Dhu Varren

  1. There seems to be some confusion over the picture of railcar 16 at Strabane. Airfixfan is adamant it is railcar 18, Andy Cundick says it can’t be 18, as 18 has different front windows. Not being an expert on CDR railcars, I did a bit of research on the subject, and I found the following, but I am open to correction. Ironically, Airfixfan and Andy are both correct, in a roundabout sort of way. No 18, as built, was very similar to 16. However, following the fire in 1949, 18 was completely rebuilt with different front windows. The passenger compartment also received different windows. Both these differences made 18 easily recognizable. 18 ran in this condition until preservation. In 1996, in preservation, 18 was extensively restored to it’s original ‘as built’ condition, which makes it once again look similar to 16. Hence the confusion. Dating of photographs becomes essential for identification of the railcar. In the case of this photograph, since it was taken before closure of the CDR, it has to be No 16.
  2. When the 80 Class were originally ordered, they were a mix of three car and two car sets. Later, to increase the capacity of the two car sets, a number of Enterprise coaches, both three-pipe, and two-pipe versions were converted to 80 Class intermediate cars. Unlike the original intermediates, they did not have centre doors added.
  3. This vehicle would be ex Enterprise Driving Trailer 811, now converted to 80 Class Driving Trailer 754. At this stage it was only a partial conversion, in that the full Guards accommodation was still in situ, and there was only seating for 31 passengers. There was also no roof headlight fitted. Photo below shows a side view of 754 arriving in Portrush in original condition, complete with Guards compartment. Subsequently, 754 was fully converted with the Guards compartment being removed, and seating being increased to 75. The standard 80 Class roof headlight was also fitted. This vehicle was easily recognisable, in that it did not have a centre door, and it also retained the original roof vent layout for a Mk 2b DBSO, this can be clearly seen in the following photo by Gordon Hawkins.
  4. Picture 3 with the MPD, I believe to be the rebuilding of the arched bridge over the A6 just outside Templepatrick. The screen grab from Google Earth below shows the house in the top right of the photo relative to the rebuilt bridge.
  5. The building marked X and still there, was the Technical College, known as 'The Tech'. The building behind and to the right was Foyle College, still there but the school moved out in the late 1960s. The building next to the X where the photo was taken, was the LPHC engine shed. Noticeably missing from the picture is HMS Stalker (known locally as HMS Neverbudge), a submarine depot ship. permanently moored at the two jetties in the top right of the picture. Can be clearly seen in the picture posted earlier by NIR.
  6. Have examined many pictures of NIR Bumblebee liveried coaches, and there seems to be three categories of gutters, colour wise. 1. The gutter is painted light grey like the cantrail, but the grey only extends round the end as far as where the grey cantrail does, namely the edge of the door. 2. The gutter is painted light grey like the cantrail, but the grey extends all the way round the end as far as the gangway. 3. The gutter is painted the same colour as the roof. It is highly unlikely that a gutter would be so dirty that a light grey painted one would look like it was roof coloured, as carriage washing plant would clean off any accumulated dirt like the rest of the body side. For example, the picture posted earlier looks to me to be a roof coloured gutter, rather than a dirty light grey one.
  7. Oops, did not notice that the stripes were self adhesive vinyl. Just assumed they were waterslide, just like the ones I got from MIR years ago. The overall width of my 'Bumblebee' stripes is about 4.25mm top to bottom. Below is a screengrab of the end of an NIR coach showing quite clearly the stripes. From this it should be easy to work out the proportional width of each colour.
  8. Check this out. Model Irish Railways did a sheet of 'Bumble Bee Stripes' and these appear of Fleabay from time to time. https://www.ebay.co.uk/itm/114769445134?hash=item1ab8cac10e:g:CDgAAOSw7yxfpbpz Much cheaper than the ones from Railtec. I have used them on some of my coaches, along with full paint stripes, and even produced my own on my PC. Hard to tell them apart.
  9. In all fairness, although the item price is way OTT, the only muppet is the person who pays such a price. As for the postage cost, blame the Global Shipping Programme, not the seller. The UK shipping is postage at cost, namely £3.20.
  10. Dhu Varren

    Dhu Varren

  11. If indeed it is a 'trip' working to St. Johnston, then the cars would be destined for the Republic not the North.
  12. The arrangement of the rings on a train staff were different for every section of track. They acted like a key to ensure they could only be inserted back into a machine appropriate to the section of line to which the staff was applicable. For the train crew, identification of the section of line to which the staff was applicable was simply by the name of the section being stamped, or cast, on the staff, ie station A to station B. The signal box at each end of the section was equipped with a "token instrument". This was a machine which detected the removal or replacement of a "staff" or "token". The token was a metal key which was smaller than a staff but which performed the same function. The token instruments at each end of a single line section were electrically interlocked so that the act of removing a token/staff locked both machines and prevented further removals from either instrument until the missing token was replaced at one end or the other. Headhunters Museum in Enniskillen have a fine collection of train staffs, one for every line section for the GNR (INWR) line from Enniskillen to Derry.
  13. BEFORE AFTER I recently took the bull by the horns and decided to look into the possibility of modifying my Baby GMs to have independent headlights, thus being able to switch the headlights on and off independently from the marker lights. Investigations revealed that it would be a relatively simple task to do. The first task is to remove the body and cabs. The cab remote from the radiator can be removed quite simply as it is a clip fit and can be pulled straight up with a slight twisting motion. The cab at the radiator end is glued to the body, so the cab and body need to be removed together. The cab interior needs to be removed by removing the two screws. Once removed, the lighting board can be lifted, but beware, the marker light prisms underneath are very delicate, particularly those for the early type marker lights, and the lenses are easily broken off. The two that I managed to break were repaired by using short lengths of optical fibre. Once the lighting board has been lifted, a cut needs to be made in the copper track as shown in the picture circled in red. It is difficult to see even with a good light, but it is there. This track is the –ve for the headlight LED. Turning the board over, there are four terminations along the back of the board. Three of them have wires attached which are connected to the marker light LEDs, the fourth one has nothing attached. A wire needs to be soldered to this termination, see picture, circled in red. The other end of the wire is soldered to pin 15 of the socket on the main circuit board, a very fine soldering iron is needed for this task. Pin 14 is connected to the lighting board at the other end of the loco. Pin 15 is the AUX1 output from the decoder, and pin 14 is the AUX2 output. Neither of those outputs is used for any purpose on the Baby GMs, and is not connected to any circuits on the circuit board. The heavy blue wire along the top has nothing to do with this modification, it is a repair to damage on a copper track on the circuit board which was there when the loco was purchased secondhand. Once all wiring is complete on the first end, it can be reassembled, taking care not to damage the light prisms, and ensuring that the prisms are aligned in front of the LEDs. I found that the black insulation tape used for masking the LEDs was best fitted after both ends were reassembled, and using fresh tape cut to size. Once the cab interior is refitted, everything is now secure, and work can start on the other end. Before going any further, it is a good idea to ensure that the wires attached to the rear of the lighting board are not fouling the front of the drive bogie, otherwise the bogie may not pivot fully. Once the second end has been done, black insulating tape needs to be applied to stop any light leaking where it is not wanted. It is very much a case of trial and error with this, but essential if you do any running in low light conditions. All that remains to be done now is to ‘map’ the decoder with which function button you wish to use for the headlights. In addition to an independent headlight button, I have mapped the decoder so that the headlights only work when the marker lights are turned on. Turning F0 off turns off all lights.
  14. Without wanting to criticise what seems to be a solution to producing the Irish version of the Mk3 coach, but should the door at the kitchen end of the restaurant car not be a standard 'slam door', not a 'plug door' as in the picture above. Certainly all the photos I have seen of Mk3 restaurant cars show a 'slam door' at that end, and a 'plug door' at the other.
  15. Aside from the difference in the underfloor A/C equipment between Mk 2D and Mk 2F, the Standard class/2nd class BR 2D has the toilets positioned on the same side, whereas the Standard class/2nd class 2E/F have the toilets positioned on opposite corners. Super Standard class/1st class 2D/E/F all have the toilets positioned on the same side. The Irish Standard class '2D' has the toilets positioned on opposite corners.
  16. The routes to Derry/Londonderry could hardly be called a circular route as there was no connection between the GNR Foyle Road and the NCC Waterside stations.
  17. For the end blue stripe I cut the decal off at the door edge/handrail, matched up some blue paint and hand painted the blue. I then applied white edges using white lining of a suitable width, which then covered the edge of the brush painted blue. Much easier to apply narrow white stripes than the full width transfer.
  18. A lot of hard work there, with all that cutting and filing of diecast material.
  19. Found this in The Golden Years of The Great Northern Railway Part 1.
  20. Providing plasticard of a reasonable thickness is used, it will last a lifetime. the attached picture has three scratchbuilt locos in plasticard, the 0-6-0 and 2-6-0 (tender is RTR) n the front row, and the 4-4-0 in the centre row. All scratchbuilt some 40+ years ago, and still going strong, although could do with more detailing. The two 4-4-0s in the back row are modified RTR.
  21. Robert, it just came to me that recently I purchased from Model Irish Railways on ebay, some assorted brass etches of various coach parts. Included in these were some Mk 3 EGV vents. It might be worth contacting Ian McNally at MIR to see if he still has any. David
  22. If all else fails, scratchbuild one. The van is entirely made from plastic sheet, rod and strip. The only commercial parts used, were the two Hornby brake van roofs used to form the basic roof profile, the gangways are by Jouef, and the buffers are by MJT. As shown, the EGV is running on Jouef Mk 3 bogies, but has now been fitted with correct pattern bogies from Silver Fox. The pictures show the completed van, firstly in bare plastic, then in Halfords grey primer, and finally fully finished and painted.
  23. NIR never owned any pure 'BFKs'. Brake vehicles on NIR were one of two types, either a Brake Driving Trailer for use with the Hunslets in push-pull mode, or a Brake Generator Van for use with GMs The Brake Driving Trailers 811 & 812 with Standard Class open seating were purchased new in 1970, with 813 with First Class open seating in 1972. 811 was subsequently converted to an 80 Class Driving Trailer in 1988. In 1981 NIR purchased three secondhand BR BFKs, 911, 912 and 913. They were all converted to Standard Class Generator Vans. Before conversion, they all had four compartments, but the compartment next to the Guard's accommodation became part of that, leaving only three seating compartments. The Guards Van section became the Generator Room. 911 was converted to Standard Class open plan seating in 1989. 912 was converted to First Class open plan seating in 1989. 913 was converted to an Executive vehicle in 1989, hence the large windows with toplights on one side, and aircon windows on the other. 911 subsequently had all passenger accommodation removed, and converted for use as a Brake Generator Van with the Gatwick coaches, and became 8911. In 1983 NIR purchased another two secondhand BR BFKs, 914 and 915. These were again converted the same as the earlier ones, to Standard Class. 914 was converted to open plan seating in 1988, and 915 in 1989. You have either better, or worse, eyes than me as I can't see any sliding doors in the first video clip. Of course that could be because the coach had already been converted to open plan seating some years before. The first coach in the second clip is indeed the Brake Executive Generator Van, but the second coach is in fact 813 now numbered 917, the original Driving Brake First from 1970. This vehicle would have had a large Guards Compartment as described by JHB.
  24. If Aux 5 is at TTL power level, surely a TTL relay would suffice on it's own, apart from the clamp diode?
×
×
  • Create New...

Important Information

Terms of Use