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Everything posted by hexagon789

  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


  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.
  15. I thought the 071 were 2,475hp, the 201 and GB 66 - 3,200 and the GB 59 - 3,300hp albeit all gross outputs the engine traction power outputs being 2,250, 2,970 and 3,000hp respectively and the actual power at rail being less again. Strictly speaking the rated speeds for the two gearings on 66s are either 140km/h (87 mph)(but limited to 75mph) or 105km/h (65mph). For completeness the 071 is 89mph geared and the 201 is 165km/h (102.5mph) geared.
  16. Only 10 were not push-pull fitted which as DJ says was 201-205 and 210-214. Yes, exactly that. Of the remaining locos 9 are equipped to operate into Northern Ireland and that completes the three subclasses - Non push-pull Push-pull Push-pull + NIR train radio & AWS/TPWS fitted It adds interest certainly but I think I would've liked the whole fleet so turned out
  17. Personally I'd have liked more of the fleet to have been refurbished and/or reliveried. The image didn't really work having mixed IR/Galway sets
  18. That sounds right, and would make sense as well. Think it was 2004 it entered traffic I believe that was done to allow them cover for the refurbishment/maintenance of the Westport Mk3 set. Only 3 ever had LHB bogies, two had BT22s to start with. Once they were all so fitted, they were permitted 90mph hauled but still 70mph propelled. Important to note, only applies to 3 of the control cars. Two always had BT22s. My understanding of the diagrams was - One diagram - push/pull Mk3 no café-bar One diagram - push/pull Mk3 with café-bar One diagram - conventional Mk3 with composite providing First Class Not sure what the Cravens did - the Carlow terminator that extended on Fridays? And the Sundays only return?
  19. I think it was much later, into the 201 era. I'm thinking at least not until the 2000s, could be wrong.
  20. I always associate the push-pulls in the early years with Connolly suburban services; I believe the more frequent Kildare service only started with the 2600s.
  21. After the Outer Suburbans became railcars the push-pull sets were redeployed on InterCity work, at least two sets gained tables as per standard Mk3s. This was much later in their life, from the early 2000s.
  22. It may have done, but I don't have any passenger timetables later than 1989 to check. I do know that of the two push-pull set Sunday Cork/Dublins which replaced the Arrows one had a trolley the other didn't. Really random calls too - one stopped at Limerick Junction only, the other at Portlaoise only iirc. Really bizarre choices.
  23. I love the moniker - "tubular pressure cookers"! No, but I distinctly recall one of the rolling stock books making specific mention of the relevant service's departure times so that readers could avoid it!
  24. The Executive set was whatever was required, it could be as few as EGV+4 or as long as a mainline set at EGV+7 or 8. The push-pulls were originally planned as three Control Car+2 sets and two Control Car+5 sets. However it varied over time and generally you had some loose spares and the four sets in service would be one Control Car+2 for the Limerick Jcn shuttle and three Control Car+5 on outer suburban duties. After the Lim Jcn shuttle became a railcar there were usually only 3 sets in traffic all on InterCity duties - two Control Car+5 on two of the Waterford diagrams (one with the Café-Bar car) and the other would do anything from Galway or Westport InterCities (usually worked as hauled stock rather than push-pull), Sunday Dublin/Corks replacing the previous "Arrow Express" to even running Mallow-Tralee locals vice railcar at one point. Really depends on your modelling period as to which series of operations would fit.
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