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About hexagon789

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  1. Not my livery, for my time period anyway, but looks utterly stunning!
  2. Excellent! Thank you very much for that ttc. I did presume it would likely be full or partly detailed in Feb '73 but after making assumptions previous I wanted to be doubly sure, so thanks for that.
  3. To partly answer my own question - June 1973 contains information pertaining to the April 1973 timetable but not to the Mk2d stock except as relates to the timetable. So, would anyone happen to know which 1972/73 issues cover the Mk2d stock as new as I'm hoping to be able to obtain the relevant back issues? Thanks.
  4. That's one of the best colour photos of AC stock in the 1970s I've seen, very rich and clear colours showing the more golden-y brown than orange nature of the livery and a perfect textbook formation to boot, I'd guess c. 1973-1975. Well, strictly speaking the AC stock was delivered in undercoat and only got the now very familiar golden brown and black livery after CIÉ tried numerous options including red and cream and a greenish-navy blue that reminds me of Sea Containers' GNER livery. Now that would've been "interesting" to see adopted, perhaps complete with cast iron crests on the coach sides as well?
  5. I can PM you the official diagrammatical drawing for the EGV if it's any use? Includes measurements.
  6. A very sad incident, my thoughts go firstly to the families affected by the tragedy. I believe this accident provided some of the impetus for the placing of the Mark 3 order if I remember rightly? Though sadly before the Mk3s had been built there was the other accident at Cherryville in 1983 again compounded by the use of timber stock in the train make-up.
  7. There is a functioning replica of Rocket, it's at the NRM in York (along with another non-functioning one) and I've had short trip behind her at York Railfest in 2004.
  8. Quite possibly; the 666s cannot supply HEP/ETH apparently, presumably when they were more regularly used to haul passenger vehicles the train included a generator van
  9. I seem to remember reading about the different window frames on some coaches but I don't recall where. Not in the IRRS journals, I'm quite sure of that. Possibly the ones which were shipped to GB for extensive work, might explain the window frames being different?
  10. You know, I actually thought they were quite similar to British loco-hauled Mk3A Restaurant First Modular vehicles, but there are actually a number of subtle differences in the window arrangements on both sides having now done a comparison. Definitely completely different to High Speed Train buffet cars, most of those have only three seating bays and a different kitchen/buffet counter layout. But as I said before the beauty of it is you simply need three base designs for the InterCity fleet - Standard, Diner and EGV. All the other types of seating car differ only in branding and internal layout the actual bodyshell of First/Composite/Standard being identical unlike the Mk2D fleet where each of those is quite distinct from each other. On livery, I think it's familiarity. Certainly I came to know of the Irish Mk3s in later Tippex livery well before Supertrain. I prefer Supertrain but given much of the fleet was introduced in Tippex and indeed the entire fleet was in Tippex for practically 80% of its service life, it would be no surprise if it was more popular. (Ignoring the orange changing shade of course, but I think we can simplify a bit and call both just Tippex, rather than Tippex ex-Supertrain and Tippex new orange or whatever ;) ) The very last Mk2D in Supertrain appears to have been an EGV - no. 5602
  11. Of the nine Composites originally ordered, five were converted to Standards either as introduced or by April 1973. The 1sts began to develop converted to Standards from 1986, only one went into IR/IE for use in the Enterprise. By 1989 there were only 3 composites which actually were such internally but by 1994 one of the originally dowmclassed ones was converted back to composite, giving 4. These were used on the Sligo line which regained Superstandard accommodation either the 1989 timetable, two would be needed for service so the other was likely spare and I've seen a few photos of a Composite in the Enterprise instead of a 1st. The composites as was in 1994 seemed to remain as such into the early 2000s, but by 2004 only two remained so internally and Sligo services were Standard only. 5106 was the last 1st, to start with after the De Dietrichs were introduced it simply had the "I" painted out first of all and was converted to Standard internally a bit later. So, for the IE/IR era all Mk2 sets would be Standard only except for the Sligo and Belfast rakes.
  12. The change from ST to Tippex was I believe originally purely the addition of stripes, the colour change & IC logos came later. Black roofs also came later, there's mention of it being trialled and why in one of the IRRS journals. Bear with me and I'll have a look
  13. Is that what made the "orange" look a bit too orangey? I thought the second run was definitely better but still didn't seem quite right and I think that's it - it was too matt a finish not enough of a gloss from a proper paint finish.
  14. Given how quickly they went I think a third run of a different lot of coach numbers would be popular. Perhaps they could do two EGVs, like they did two Diners in one of the Supertrain releases given the EGVs are so popular. Personally, I'd like another run in Supertrain, the lack of EGV - the most difficult vehicle to mock-up from other RTR BREL Mk2 designs - made me decide against obtaining any of the remaining stock from IRM.
  15. Looking again at the journals, the new NIR InterCity livery is mentioned as being introduced progressively in the Feb 1989 issue. Turning back to the 111 Class, 113 is mentioned in the Oct 1989 journal as having been 'repainted in the new "InterCity" livery - a deep medium blue with yellow end panels and red buffer beams'. 111 is mentioned as having been repainted in the next issue, February 1990. 112 is mentioned as being in for repair in the June 1990 journal and that it will be repainted in the new scheme. 111 is mentioned in Feb 1992 has having modifications to permit it to supply ETH (HEP), something I was never aware of - thought only 201s had HEP capability from new or otherwise. June 1994 mentions 113 had yaw dampers fitted in 1993 and 112 is to be similarly treated. June 1995, 111 gains its yaw dampers. February 1999 records the introduction of 4 digit numbering on NIR by the addition of "80" or "8" to the beginning of numbers. There are no further mentions of livery changes nor any significant changes to the 111 fleet bar overhauls etc going up to October 2003. Hopefully some of that information prices useful.
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