201 Class Locomotives

Captain Chaos

davidlacey wrote: »

Thats pretty shocking i always feel short changed on a cork service if im on a 22k

The ride quality is arguably better than the Mk4s but that's opening a big can of worms.:pac:

davidlacey

davidlacey wrote: »

Thats pretty shocking i always feel short changed on a cork service if im on a 22k

If I had a first class ticket I certainly would, but I prefer the ride quality of the ICRs over the Mark 4s.

LXFlyer

davidlacey wrote: »

Thats pretty shocking i always feel short changed on a cork service if im on a 22k

Hardly shocking - it's a reflection of the financial realities within which the company has to operate.

The 11:00, 15:00 and return 14:20 and 18:20 services still retain first class facilities as they are operated by a six piece with first class.

The timetable pdf reflects the service on offer.

I'm sure anyone requiring a plug socket will not be complaining about it.

n0brain3r

http://eiretrains.com/Photo_Gallery/Railway%20Stations%20S/Sallins/slides/Sallins_20060203_012_CC_JA.html

Is this just a stock transfer with a non PP 201 working it? Or did they occasionally cover passenger services too? I'm assuming it would have to run around the train to return?

Captain Chaos

n0brain3r wrote: »

http://eiretrains.com/Photo_Gallery/Railway%20Stations%20S/Sallins/slides/Sallins_20060203_012_CC_JA.html

Is this just a stock transfer with a non PP 201 working it? Or did they occasionally cover passenger services too? I'm assuming it would have to run around the train to return?

They are just standard Mk3s in that photo, it's not a Mk 3 push pull set. Non PP 201s worked standard and pp Mk3s, in the case of pp mark 3 the loco hauls it from the DVT end when it runs around effectively making the DVT redundant.

n0brain3r

Ahh ok I'd thought they were all PP! What was the difference between non PP and PP set? Besides the DVT I'm guessing they had to be wired to allow control of the loco from the DVT was there much else?

Captain Chaos

n0brain3r wrote: »

Ahh ok I'd thought they were all PP! What was the difference between non PP and PP set? Besides the DVT I'm guessing they had to be wired to allow control of the loco from the DVT was there much else?

The easiest way to tell a push pull Mk3 is that it has opening windows, standard Mk3s don't because they have air con. Push pull sets are a max of 6 coaches long including the DVT due to the power of the smaller generator in the DVT.

Standard Mk3s are numbered in the 76xx range and push pulls in the 63xx range with the DVTs being numbered 6101-6105.

n0brain3r

When where the PP sets introduced with the 201's or could the 071 work them too? Thanks for all the info btw!

Fred Swanson

This post has been deleted.

Captain Chaos

The Mk3 PP entered ervice in the late 80s. They were deployed on the Dublin suburban route, Pearse to Droghede/Dundalk and later on the Maynooth line sometimes, hauled by pp capable 121s, not all 121s could work push pull train but most of the class could. One set was deployed on the Limerick to Limerick junction route, generally as a 3 piece. The 121s struggled with heavy loaded 6 piece sets during peak times and timings suffered so 201s took over from 1995.

141s and 071s (non are push pull capable) did end up hauling them in later years if their was noting around. In 2005 I saw an 071 hauling a Mk3 push pull set out of Connolly by the DVT, it was a GAA special and the set ended up the wrong way round on the Limerick junction triangle. I also saw a picture of a pair of 141s hauling a push pull set to Maynooth, very rare to see that.

Losty Dublin

Captain Chaos wrote: »

The Mk3 PP entered ervice in the late 80s. They were deployed on the Dublin suburban route, Pearse to Droghede/Dundalk and later on the Maynooth line sometimes, hauled by pp capable 121s, not all 121s could work push pull train but most of the class could. One set was deployed on the Limerick to Limerick junction route, generally as a 3 piece. The 121s struggled with heavy loaded 6 piece sets during peak times and timings suffered so 201s took over from 1995.

201's were actually intended to work the push pull Mark 3's. Some 121's were already used with the old 2600/6100 class push pull sets so they were ideal effectively stop gaps until the new engines were delivered.

I think at least one 071 was fitted with push pull controls; can anybody clarify this?

flyingsnail

Losty Dublin wrote: »

201's were actually intended to work the push pull Mark 3's. Some 121's were already used with the old 2600/6100 class push pull sets so they were ideal effectively stop gaps until the new engines were delivered.

I think at least one 071 was fitted with push pull controls; can anybody clarify this?

I seem to remember hearing something about one of the northern yokes being fitted with it but not an IE 071. Whether it was commissioned and actually put into use would be another matter.

dowlingm

IRRS 162:

Procurement In December, NIR sought contractors to convert the Mk IIf train to push-pull operation by converting a former BR driving trailer and modifying the 111-class GM locomotives. Work included overhaul and refurbishment of the driving trailer for a minimum 5 year operational life, fitting of AWS/TPWS and OTMR (On Train Monitoring and Recording equipment) to the driving trailer, supply and fitting of locomotive push-pull controls to GM locomotives, with options for fitting a generator set to the driving trailer and overhaul of bogies.

Given the fiasco the DBSO turned out to be it may be that the 111 PP fit was shelved.

flyingsnail

dowlingm wrote: »

IRRS 162:
Given the fiasco the DBSO turned out to be it may be that the 111 PP fit was shelved.

Ya, that’s what I was thinking of. Thanks

Captain Chaos

flyingsnail wrote: »

I seem to remember hearing something about one of the northern yokes being fitted with it but not an IE 071. Whether it was commissioned and actually put into use would be another matter.

Yeah 111 and 112 got fitted with it. You can see the extra cables and connections under their buffers on the drivers side.

Captain Chaos

Captain Chaos wrote: »

Yeah 111 and 112 got fitted with it. You can see the extra cables and connections under their buffers on the drivers side.

Do you know if it's TDM or AAR? I assume TDM?

Captain Chaos

Karsini wrote: »

Do you know if it's TDM or AAR? I assume TDM?

I reckon it's TDM, looks exactly like the connections fitted to british locos.



112 before it's long term loan to IE, still has the old style marker lights.

Could they be HEP sockets? I know that 111 and 112 had HEP but 113 didn't.

Captain Chaos

Karsini wrote: »

Could they be HEP sockets? I know that 111 and 112 had HEP but 113 didn't.

Ah, think you are right there. 113 does not have those connections and cables. I assumed once the locos had HEP sockets they were also made push pull ready for the ill fated DBSO.

n0brain3r

Fred Swanson wrote: »

This post has been deleted.

I prefer the look them to the current 201's at least the paint shop matched the colour properly. The orange 201's look/looked awful it was a horrible shade of orange chosen for them

Losty Dublin

flyingsnail wrote: »

I seem to remember hearing something about one of the northern yokes being fitted with it but not an IE 071. Whether it was commissioned and actually put into use would be another matter.

I knew about the 111's; I've an inkling an 071 was fitted out for duties down here.

Karsini, the 111 class were fitted for on board power supply. Oddly enough, this was disconnected after issues of ongoing failures

Oh yeah, the 201's had the same EMD prime mover inside them as a 181.

CaptainFreedom

Karsini wrote: »

Do you know if it's TDM or AAR? I assume TDM?

Would have to be AAR - not sure how true but it was said a scrap 121 donated its driving console to the DBSO - probably to match the MK3 p/p's which had 121 style 'side' power controllers and not desktop ones like 071/141/201

Losty Dublin

Losty Dublin wrote: »

Oh yeah, the 201's had the same EMD prime mover inside them as a 181.

Yeah, I said that in jest. The current engine in 226 came out of 149, which was a 645 engine salvaged from a C. The previous GM engine in 226 had a crack in the block, which is why the loco was withdrawn in the first place.

Jamie2k9

Losty Dublin wrote: »

201's were actually intended to work the push pull Mark 3's. Some 121's were already used with the old 2600/6100 class push pull sets so they were ideal effectively stop gaps until the new engines were delivered.

I think at least one 071 was fitted with push pull controls; can anybody clarify this?

075 operated PP sets.

Captain Chaos

Jamie2k9 wrote: »

075 operated PP sets.

Could the train be operated from the DVT with 075 on the other end though? Did the loco have door controls fitted or was a second man needed in the DVT as standard for all non push pull locos when hauling the sets?

Jamie2k9

Captain Chaos wrote: »

Could the train be operated from the DVT with 075 on the other end though? Did the loco have door controls fitted or was a second man needed in the DVT as standard for all non push pull locos when hauling the sets?

For some reason I am almost certain that the DVT could operate with 075, as for a second man have no idea but back then there was nearly always a second member of staff on board so that wouldn't of being an issue.

pointsman

206 1520 Belfast
208 1650 Belfast
209 1300 Cork
227 1900 Belfast
233 Connolly Standby
234 RPSI Cravens ECS ICORE/CNLLY

Itssoeasy

217(i think)was in Kent station yesterday at around 8pm.

CaptainFreedom

234 was shunting 233 this morning, and me on the departing RPSI run. Early candidate for photo of the year if anyone got it

n0brain3r

215 and 234 worked IWT's today