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hexagon789

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  1. Fair enough then, the DEMUs are not quite my area of expertise - I'm more a coaching stock man
  2. Perhaps because the earlier ones had the same three-pipe air brakes the 80 Class used? Just a guess, any of the later coaches would've needed conversion as they were two-pipe.
  3. Thanks anyway mate, I saw one online years ago showing the exterior and interior of a Composite but stupidly forgot to save a copy and I've never found it since. Now whenever I see an interesting image I save a copy immediately! (One learns the hard way... )
  4. No problem. I have scans of the as-built internal layouts if it helps at all. And as I omitted it above - the composites were converted at various dates. 4 initially in April/May 1973. Then another 1 in 1989 leaving 3. One of the 1973 conversions was then converted back to composite by 1993. When Sligo became standard class only again the remaining 4 were gradually converted to Standard. The last was 5156 which was still a composite internally as late as May-2005 by photo evidence. Magnificent, don't suppose you've one of a Compo?
  5. 5103 was the first conversion in 1985 being reseated to 62 standards. 5101/02/05 were converted to 56 Standard in 1986 and 5104 was converted 56 standard in 1987 during repairs from the 1985 Newry firebombing. In 1989 5105 was altered to 62 seats. 5106 remained as full first right to the end of the 1990s when it was first declassified and then converted to Standard Class. No external changes. No,the centre doors were still usable. They were on diagonally opposite corners if that's what you mean? Yes, just remove the "I" door markings and change the internal seating to Standard Class
  6. In the cab or the passenger accommodation? It should really be no worse than an ordinary passenger coach and the driver could always close the cab door to insulate themselves if it was draughty at the expense of elbow room.
  7. It's probably like the CIÉ/IR Mk2Ds, one generator van would only be sufficient for a certain number of coaches. That would be my guess.
  8. In formation yes, but only as brake coaches. Their push-pull equipment was for use with the Hunslets, the 111s not being fitted. The original intention was that in summer an eight coach set with a Hunslet either end would be used, reduced to five coaches with one Hunslet and a driving trailer the other end in winter. I'd forgotten that it was a 2B, my brain always associates it with the 2F because the Gatwicks were such.
  9. Which is by far the best On 80s as well... but I digress
  10. These are Mark 2B design coaches which NIR ordered new from BREL in 1969 and which entered service on a "re-launched" Belfast-Dublin Enterprise. The so-called Gatwicks were second-hand from GB Train Operating Company Gatwick Express (hence the nickname) where they were used in push-pull sets with Class 73 Electro-Diesels and ex-2HAP Driving Motor Baggage Cars. They were replaced on Gatwick by Class 460 EMUS. The Gatwicks as used by NIR are Mark 2F design with air-conditioning, originally ordered by BR in 1972 for the West Coast Main Line. The particular Gatwick ones were previously used on the Midland Main Line between London St Pancras and Nottingham/Sheffield, rendered surplus by HSTs being introduced to the route in 1982/3 they were modified into fixed 2/3-car sets for a re-launched Gatwick Express which was then run as a dedicated non-stop Express service. Translink obtained 4 of these coach sets in 2001 (married pairs of two coaches), they were withdrawn in 2005 but soon re-instated to provide extra capacity. Although a Driving Trailer (an ex-ONE Mk2F DBSO) was obtained to allow the set to run push-pull, the set was never converted and was withdrawn in 2009.
  11. I think they ran to Limerick at one point, possibly when first in service, I'm sure I've seen a flier with timings somewhere. I did also read a very short piece in a society publication about the GSR cars which said they later ran to Sligo(!?). I've never come across that anywhere else though, the same publication stated that the underframe of one survived on a vehicle in departmental use until ~1981.
  12. hexagon789

    hexagon789

  13. They did offer an at-seat hostess service on the Mk3 sets but it was just known as 'Super-Standard' or 'First Class'. Until the CityGold service was introduced the seating was even 2+2, the difference was more full tables of 4. Previously similar was offered in 'Super-Standard' in Mk2D sets and select workings utilising mostly Cravens stock including the converted Cravens 'Super-Standards'. Wasn't so much the catering service as the seating comfort and amenities CityGold improved. I can't remember when they got rid of the restaurants, was it when the Mk4s replaced the Mk3s on Cork services or earlier? I do remember a website detailing some trips round Ireland in the last year's of loco-haulage, in one post was a picture of a Mk2D 'diner' branded 'Restaurant'. The photographer noted wryly that it was no longer anything of the kind being only a takeaway counter service of light refreshments. Thanks for confirming
  14. I thought CityGold was introduced in 1993? When Mk3 standards 7104, 7133 and 7156 were converted to CityGold coaches. Nevertheless the catering offering was by all accounts excellent in this period, rather mirroring BR even to the point of decline going from the 2000s onwards and the loss of traditional restaurant cars.
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