Dhu Varren

The BR and IE Mk3 coaches were all built on the 8 window format plus two small windows just inboard of the doors, including the catering vehicles. The Cu Na Mara coaches are only distant cousins of the Mk3, and have a different profile with nine windows plus two. To convert any of the RTR Mk3 coaches, Lima, Hornby or Jouef to Cu Na Mara stock would require major surgery to fit nine windows into where eight windows already exist. A possible easier, cheaper option might be to use the original short Hornby Mk3 as a donor, and do a 'cut and shut'. These old Mk3s are readily available cheaply on the secondhand market, but there are two versions available. The original short version introduced in 1977 had only seven windows, which are spaced much the same as the Lima, Hornby and Jouef scale length Mk3s, so a 'cut and shut' using this version would only give an eight window coach. However, in 1984 Hornby revised the short Mk3 coach giving it eight windows in the same short length as the previous version. It was not until 1999 that Hornby introduced the current, scale length Mk3 coach. The theory is, and I have not got any short eight windowed Mk3s to confirm this, that a 'cut and shut' using the short eight windowed Mk3 would give a nine windowed coach, which could then be passed off as a Cu Na Mara vehicle.

10 out of 10 for ingenuity. I have used similar methods for mounting point motors in awkward locations over the years, although not Seep motors. My only concern would be the strength of the plastic link bar where the hole is at the point end. Repeated use may cause the bar to fracture at the hole. A better option would be to use brass strip. However, in your installation, it would be a simple task to fit a new link bar at a later date, should the plastic one fail.

I believe that the GNR, when deciding on building the VS class, had considered something bigger like a 2-6-0 or possibly even a 4-6-0. However, the decision on a 4-4-0 was made due to the limited size of the works at Dundalk, which was not capable of handling anything bigger. In fact, when the 4-4-2T locomotives were in the works, I believe the buffers had to be removed in order to be able to shut the doors.

Interesting subject JM, something I had never considered before. It does seem though, that facing ground signals on running lines are avoided where possible, and any shunting moves in the running direction are controlled by subsidiary signals under the running signals, whether semaphore or colour light. Interestingly, I have just watched the Belfast to Londonderry DVD, and there is only one instance of a facing ground signal on the whole journey, which controls entrance to the run round loop at Derry, and it is showing two white lights as the train approaches. NIR, of course would be subject to UK rules as opposed to Irish rules.

The EGV version, which is the what the picture above is of, is actually 18 inches longer than the GSV.

No DBSOs or DVTs in this clip. The 1st train is an 6 car 80 Class DEMU. The last coach at the end of the clip is a Brake First Generator Van. Coach 931 was a Mk 2b 2nd Class coach, which subsequently became an 80 Class Intermediate coach.

I would not recommend any old spray varnish. I used spray varnish on a decal sheet many years ago, and whilst it did the job on decals used straight away, those decals that were saved for later turned out useless, as the varnish hardened and the decals would no longer lie flat on the model. I now use an artists sealer, available from art supply shops. Varnished decals also do not respond to decal softener fluids. The other better option, and my first choice, is to use laser decal paper, as opposed to inkjet decal paper. You get a better finish to the decal, and it does not require sealing. You need to have access to a laser printer, but if not, your local print shop will print off your word file. A word of warning though, about decal paper. There are different qualities out there, and finding the right one could be expensive. I recently got a decal sheet printed at my local print shop on paper supplied by them. The decals printed fine, but they turned out to be too brittle, and would not soften for application to curved surfaces. I then got the sheet reprinted on my own paper, obtained from http://www.craftycomputerpaper.co.uk/category/Decals and the results were perfect. Remember also that computer printing requires a light background, so decals printed on clear decal paper will only work when applied to a light background. For dark backgrounds you need to use white decal paper, and, where necessary, match and print the background colour round the decal if you cannot cut out the decal without leaving an edge. You may also have to touch up the edge of the white paper decal, as the edge may show traces of white where the decal has been cut. The picture below shows coaches with laser printed white paper decals. http://irishrailwaymodeller.com/attachment.php?attachmentid=18125&d=1425858215

No, the buffer head is not turned. To retract, the saddle is removed, and the buffer head is pushed back till it contacts the sleeve, which is the sprung part of the buffer. The buffer shank slides inside the spring, and is not sprung itself. To extend, the buffer head is pulled out and the saddle is fitted between the head and the sprung sleeve. When the buffer is retracted, the saddle is hung on the hook to the right of the picture.

Here is a picture, and a drawing to illustrate the workings of a retractable buffer, in this case an LNER buffer.

One technicality regarding these vinyl overlays, is that the toilet windows on the overlays do not match the toilet windows on the Airfix/Dapol Mk 2Ds. This is due to Irish Rail aircon coaches always being referred to as Mk 2Ds, when, in fact they are actually Mk 2Fs, which is what the overlays are. The main difference between a Mk 2D and a Mk 2F 2nd class coach, is that the 2D toilets are both on the same side, whereas the 2F toilets are on opposite corners, exactly like the real IR coaches, and these vinyl overlays.

Well done Kirley for such a transformation to the Piko ballast wagons, they really look the part. Having looked at pictures of the prototype NIR wagons, I noticed that the triangular holes that Kirley has opened up in the triangular end frames of the hopper, and which currently feature quite prominently on the prototype wagons, were not there originally. Does anyone know when, and why, these holes were added.

Totally agree.

The Triang/Hornby Mk1 coaches have stood the test of time since they were introduced in 1962, the first scale length RTR coaches. Over the years they have gradually been improved with better roof detail, flush glazing, painted finish, correct oval buffers and decent wheels, but essentially they are the same vehicles as those produced in 1962. Until 1966 they were also produced as a pair of unassembled coaches in BR maroon, under the title CKD, meaning 'completely knocked down'. The Composite CK, Brake BSK, Buffet RMB, Sleeping Car, and the Full Brake were all available as CKD. All you needed was a small screwdriver to put them together. Much cheaper than buying two ready built ones.

It is not the geartrain that is the problem, it is the motor itself. I have a number of BR Lima locos fitted with the CD-ROM motors as described by irishthump, still with the original geartrain, plus extra pickups, and they run beautifully. Unfortunately, the CD-ROM motors are too wide to fit into a six wheel motor bogie, as they foul the centre wheels.

In my opinion, split frame Bachmann steam locos are only slightly more time consuming than any other steam loco to convert to DCC. I personally have done a number of them.

If you were to accurately measure from the centre of the rear wheel to the centre of the middle wheel to the centre of the front wheel, then maybe someone could come up with something to fit.

There was a proposal during World War 2 to regauge the County Donegal Railways line from Strabane to Derry. This was due to the heavy military traffic from Derry destined for places on the GNR like Omagh. Unfortunately the GNR line from Derry crossed the border into Neutral Eire, so this traffic had to be routed via Cookstown and Dungannon, with three changes of direction, a long way round. Due to the cost of upgrading the infrastructure to upgrade the narrow gauge route to standard gauge, the project never happened. Shame really, as the CDR and NCC stations in Derry were almost back to back, and through running would have been possible. A circular route from Belfast to Belfast via Londonderry.

There are plenty of modellers still using analogue. Analogue Vs DCC is purely a personal choice. Running more than two trains at a time on DCC is a lot more difficult than it sounds, particularly on the average size layout. Where DCC comes into it's own is that no isolating sections are required, and locomotives can move on the same track as other locomotives, moving or not, without affecting them. If you are also using DCC to change individual points at the same time as driving, then you really do have your hands full.

The Buffet car interior was changed at least twice during it's lifetime. The drawing that Kirley posted in this thread was done at the time the Buffet Car was being converted for use with the then new MPDs, hence the dual vacuum and air brakes, and dual heating. I do also have drawings of the interior as at 1943, and the changes made in 1953. The 1953 changes involved installing a partition with sliding door between the dining seating and the buffet area, plus a bench seat on the buffet side of the partition. Up until the second world war, the NCC main line was from Belfast to Portrush, and the line to Londonderry was the branch line. After the war, the roles were reversed, and most, if not all express trains ran from Belfast to Derry. This would have made the NAE redundant in that it no longer ran to the Atlantic, and the Belfast Express was created, with the return working called the Derry Express using the NAE stock. On that basis, I would doubt very much that the North Atlantic Express would have run with that name in UTA green, but I am open to correction on that.

Without getting into a debate about who owns the copyright to the V3.5 sounds, DCC Supplies still have the 141/181 and 201 sound files for the Loksound V3.5 decoders. I contacted them early 2014, sent them two V3.5 decoders, and they installed 141/181 sound files for me, for a small fee.

Braced plywood is the way to go for a basic baseboard. Sundeala is not good on it's own for baseboard tops, as it tends to sag in the long term, even if braced. However plywood on it's own is not ideal, as although it will take track 'nails' as sold by Hornby, it will not take the finer track 'pins', as sold by Peco, and can be noisy, especially if ballasting the track with glue down ballast. I have always used the braced plywood method, but where track is going to be laid, I put down insulation softboard or sundeala either nailed or screwed to the plywood, and covered with a layer of 2 - 3mm of cork, either from sheets supplied by model shops, or cork tiles from DIY shops which tend to be cheaper. The cork is glued down with PVA wood glue, and provides, together with the softboard/sundeala, a sound deadening surface which takes, and holds, track 'pins' easily. The scenic parts of the baseboard can be left as the plain plywood top.

I believe that the MM decoders are in fact ESU decoders, as there are sound programs on the ESU website available for download, for MM 071s and 201s.

I already thought about the coal bunker, but I am afraid it is not an option. There is not enough depth without cutting into the chassis, plus it is not very wide. Personally, when I eventually get around to it, I am going to go for the speaker in the cab.

Loksound decoders can be fitted with a keep-alive module, http://www.digitrains.co.uk/ecommerce/locomotive-decoders/small/54670-esu-powerpack.aspx but it would never fit in a Jinty, unless it was not sound fitted.

It was a tongue in cheek remark about the Jinty and tender. Due to lack of space, a keep-a-live module would be difficult to fit without serious modification to the loco, and/or losing ballast weight. If going DCC with a small tank engine then it is vital that track and wheels are kept spotlessly clean. Also, pickups should be kept clear of any fluff or other deposits, and should be making contact with the wheels at all times. Points should be live frog if possible. I have to say that I have not cone across any factory fitted sound in Jintys, although some retailers do offer a fitting service. I had a look at my own NCC Jinty, to which I fitted a non-sound decoder some time ago, and there seems to be a couple of options for fitting a sound system to it. Firstly, in the smokebox is a metal weight with space above it for a decoder, which is where I put my decoder. By removing part of this weight it would be possible to fit a round speaker not exceeding 15mm diameter facing backwards, with the decoder behind it above the what is left of the weight. By sealing the speaker in with blu-tac, or similar, the smokebox would then become a sound chamber. Option two fits in with the 'two foot rule'. If you can't see it from two feet away, then that is fine. This involves fitting a rectangular speaker and sound box, not exceeding 29mm X 15mm into the cab, facing upwards. The shallower the soundbox, then the less obtrusive the speaker would be. Covering the speaker with some sort of black mesh would hide it even more. The only modification needed to the loco, would be to remove the reversing lever from the floor, and possibly some raised detail from the lower front of the cab. The decoder would have to be a Micro size, as a standard size decoder would not fit anywhere. Option three, of course, is the permanently coupled wagon, housing the speaker.