hexagon789

Yes, definitely. Well used with Mk4 and D-D sets, I'm guessing also with Mk3 P-Ps given the mirrors on their DTs. Not sure whose responsibility the doors were on normal Mk3 sets but I'm not sure that's relevant.

I don't think that photo shows it, but the 201s, as per other surviving IÉ locos, had LED marker lights fitted during the early 2000s replacing the original ones. This does give an noticeable change in appearance. One of the NIR 111s was so treated by IÉ when on loan to them as well. I believe the IRRS journals detailed the changes, but I won't be able to check them until tomorrow afternoon, so I'll get back to you on that. While I'm at it I'll look out the issue which details the 201 Class entry to service and gives all the various technical details. I'm guessing it's the change to LED markers, sadly my go to photo resource of Flickr appears to be having some hiccoughs involving some naughty pandas right now, so I can't link in a few photos to show what I believe is being referred to here to illustrate the difference. With any luck the issues will be resolved tomorrow and I'll be able to link some photos, but if you've any to hand JHB of 201s as new and then from about 2001/2-ish onwards I think you'll spot the difference with the marker/tail lights.

It's fine when the articles are backed up by authorative sources, but so many are backed up by poor sources or none at all. Personally I'd rather just go to the authoritative source in the first place if possible. It has its uses as a quick way of obtaining an outline picture and some of the historical articles are an interesting read, but I find anything transport related, particularly rail, seems to lack clarity and accuracy in data all too often. One only has to look at the reasons why editing on the article on British Class 390 Pendolinos is locked without admin approval to see what I mean!

It depends what exactly your looking for, but important to say DO NOT rely on Wikipedia as a source. A lot of the technical data on the IÉ 201 Class on Wiki is, to be kind, somewhat innacurate. Power-at-rail is 2,480hp not 2,970 Their maximum speed is 165km/h (and yes it is km/h and not an even 100mph though that is their maximum in service), that is what they were designed to. Little things of this nature. I would trust the data from the IRRS Journal of the period, provided with data straight from IÉ themselves more than facts from Wikipedia some 25+ years later that anyone can theoretically input. Good luck with your project.

Or contact the society direct? They've been very helpful in enabling me to obtain certain back issues of the journal in the past.

Fair enough then, the DEMUs are not quite my area of expertise - I'm more a coaching stock man

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.

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... )

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?

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

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.

Same as 80 Class DTS vehicles.

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.

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.

Which is by far the best On 80s as well... but I digress

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.

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.

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

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.

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.

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

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

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?

I think it was much later, into the 201 era. I'm thinking at least not until the 2000s, could be wrong.