Coaching stock of Ireland

A wide variety of hauled coaches have been used on the railways of Ireland. This page lists all those since 1945.

Republic of Ireland When formed in 1945, CIÉ inherited from its constituents a motley collection of coaching stock from various manufacturers, in equally variegated conditions of repair. Although many were over 40 years old they had to remain in service until a programme of replacement could be found.

CIÉ, which controlled the Republic's railways between 1945 and 1987, and its subsidiary, Iarnród Éireann (IÉ) from 2 February 1987, have made great use of hauled coaches, though in recent years IÉ has turned increasingly to multiple units to replace old locomotives and coaches. IÉ and Northern Ireland Railways jointly own the current stock used on the Enterprise service between Dublin and Belfast, with IÉ nominally owning the odd-numbered vehicles and NIR the even-numbered ones, though all share a common Enterprise livery.

Current stock De Dietrich (1997–present)

Following the introduction of the new Class 201 locomotives, the jointly operated Enterprise service between Dublin and Belfast was upgraded in September 1997 with new coaching stock from French train makers De Dietrich Ferroviaire (now Alstom DDF). The interiors of the new stock were based on that of the original rolling stock used by Eurostar.Making Tracks Online: Irish Rolling Stock

The coaches are divided into two classes: Standard, with 2 + 2 seating and "First Plus", with 2 + 1 seating, individual reading lamps and power adjustable seating with "in seat" audio. All coaches are air conditioned, have powered internal and external doors, tinted windows with adjustable blinds, a single wheelchair accessible toilet with baby changing facilities and electronic information displays.

Until September 2012, electrical power for train HVAC, battery charging and cooking was supplied from the locomotive's Head End Power system as the sets did not include a Generator Van. In order to avoid further damage to the locomotives, four Mark 3 Generator Vans entered service on the date above mentioned.

Although originally ordered as four sets of seven cars, the three in-service sets may comprise eight or nine cars: One DVT (No's 9001 to 9004), with Driving Cab, luggage area, 29 "First Plus" seats & wheelchair space, weight 42 tonnes (46.5 tons) One "First Plus" (No's 9101 to 9104) with 47 seats, weight One Café / Buffet, (No's 9401 to 9404), weight One Standard (No's 9213 to 9216) with 68 seats & wheelchair space, weight Three or four Standard (No's 9201 to 9212) with 71 seats, weight One Generator van (No's 9602, 9604, 9606, 9608) Each carriage is long, tall and wide. The odd numbered vehicles are owned by IÉ and the even numbered by NIR

The trains have a maximum speed of , but are limited to .

On 12 and 22 December 2009, NIR received the first two, 7608 and 7613, of four Mark 3 Generator vans from IÉ for repainting in Enterprise livery. The other two Generator vans arrived in early 2010. They replaced the HEP power system when they were introduced to revenue service in September 2012, then numbered 5560 89-89604 (9602), 89605 (9604), 89608 (9606) and 89613 (9608).

In 2014, a mid-life refurbishment programme was announced for the Enterprise service. Rotating refurbishment involved substituting non-Enterprise trainsets on an individual basis which began in November 2014 with the return to service of the first revamped coaches in November 2015. Refurbishment provided new mechanical running gear, in coach electronics and modernised interiors. The first refurbished set, consisting of DVT 9002 and Locomotive 206, operated a trial service from York Road Depot in Belfast to Dublin Connolly and back, on 15 October 2015. The same set operated the first official passenger service after its refurbishment on 16 November 2015. The refurbishment was officially completed on 10 April 2016, to coincide with the introduction of an enhanced Enterprise timetable.

Mark 3 (2009–present)

Although the majority of the Mark 3 stock was withdrawn by Iarnród Éireann in 2009, a handful of vehicles remain in use. In 2012, following extensive refurbishment, and modification to make them compatible with the existing De Dietrich stock, a total of four Mark 3 generator vans entered service with Enterprise to replace the need for the provision of Head-end power by the 201 Class locomotive.

Mark 4 (2006–present)

67 Mark 4 coaches were delivered in 2006 from CAF.CAF Mk4

Although the name "Mark 4" has entered common usage, these trains have no connection to the British Rail Mark 4. Though capable of in operation, this higher speed would require both track & signal system upgrade and the provision of a faster locomotive than the currently used 201 class.

A possibility being considered is the replacement of the existing 201 with two power cars, one of which would be converted from the existing Generator Control Car.

Seating capacity is 422 (8-car set) and the train is fully accessible to mobility-impaired customers.

Capable of 10-car operation, each in-service set currently comprises 7 or 8 cars: Generator Control Car – GC (4001–4008) (or DVT) (no seating) One First Class – FC (4201–4208) (44 seats + 1 wheelchair) One Catering Car – CC (4401–4408) (28 seats) Four Standard Class – SC (35 in 4101–4143) (69 seats + 1 wheelchair) One Standard End – SCE, (8 in 4101–4143, all numbers ending with 5 or 0), with retractable buffers & drop-head buckeye coupling at locomotive end. Length between couplers – Height – Width –

As of 2016, six sets are operated on the Dublin-Cork route's clockface timetable. On some off-peak services smaller 22000 Class sets are used since larger sets are expensive to operate.

Main features

Merak HVAC Power operated passenger doors Fire resistance to BS 6553:1999 Cat 1B Public address (PA) including automated announcements in Irish and English Closed-circuit television (CCTV) recording, including a forward-facing camera in the DVT LED Exterior & Interior Destination signs Seat Reservation system with reserved seating LED displays above each passenger seat. System is updated via Wireless LAN (W-LAN) LED Route Maps In-seat audio in First Class Power operated seating in First Class Suspension: Primary coil springs & secondary air bags Sanding on leading axle of GC & trailing axle of SCE cars Scharfenberg couplerVoith . Voith Turbo. between cars, drop-head buckeye couplersWest Somerset Railway :: Couplings . WSR. each end Wheelchair area & accessible toilets to UK Rail Vehicle Accessibility Regulations Mark 4 DVT Air-conditioned driver's cab Fault Diagnostic system, displayed on driver's monitor Luggage Compartment Fire Suppression System Generator engine compartment protected by FM200 extinguisher Fuel tank protected by AFFF extinguisher Generators: Twin MAN 2846 LE 202 () / Letag (330 kVA) engine / generator sets, assembled by GESAN Length between couplers –

Former stock Laminate (1955–1984)

The older CIÉ stock comprised a variety of designs, built to two distinct profiles. The carriages built in the early 1950s had a narrower, more vertical profile with a small tumblehome similar to that used by Edgar Bredin of the Great Southern Railways for its steel panelled coaches. The carriages built from the end of the 1950s had a wider profile with a more pronounced tumblehome. Like the "Bredins", they were wooden framed and steel panelled.

The earlier coaches included the last compartment stock built by CIÉ, both standard and composite first/standard designs. Typically there were 7 compartments per carriage with each having seating for 6 passengers in first class and 8 passengers in standard. In the open saloon designs, as well as the compartment designs, seats were aligned to windows and so passengers could enjoy an unobstructed view out of the train from all seats unlike the airline style seat arrangement in some more recent designs.

Carriages of this design built after 1955 were referred to as "laminates" due to the use of laminated wooden uprights and roof members, as opposed to solid wood. Otherwise, construction details were the same. Dining cars continued to be built with solid wood frames, but were often incorrectly termed "laminates" as they were the same design and era.

Some of the "Laminate" carriages were later converted to steam heating vans to allow the four-wheel and six-wheel heating vans to be withdrawn in the late 1970s and early 1980s. All of CIÉ's restaurant cars prior to the Mark 2 stock were of the vertical profile design. A brake standard design was adapted as a driving trailer for use on one of CIÉ's branch lines.

There were three varieties of the later wide body profile coaches: A composite (all later converted to brake standards) A standard open design with two lavatories at one end A standard open design with a single lavatory at each end

Although designed for long-distance operation, the "Laminate" stock was extensively redeployed on Dublin and Cork suburban services in the 1970s and 1980s as newer rolling stock became available. This was not ideal due to the layout of the carriages and limited door openings, which resulted in longer dwell times at stations. Following the Buttevant crash in 1980, the "Laminate" and Park Royal stock was restricted to a top speed and later banned from certain routes.

After the electrification of the Howth-Bray route in 1984 and the introduction of Mark 3 stock, the "Laminate" stock was progressively withdrawn. Some have been preserved at various locations around Ireland: Downpatrick and County Down Railway has Buffet Car 2419 and Brake Standard 1918TL (originally 2163). Kiltamagh Museum has Standard Open 1460 and Composite 2148Kiltimagh Museum, Kiltimagh, County Mayo, Ireland . Museumsofmayo.com. The Railway Preservation Society of Ireland in Dublin has Standard 1463PremiumSale.com Premium Domains . Rpsi-online.org. The RPSI also owns Buffet Car 2422TL, which is on display at the Ulster Folk and Transport Museum. Sligo Folk Park in Riverstown has Standard Open 1468 Sligo – Galleria Della Foto 5 . Ovestirlanda.com. The Connemara Railway in Maam Cross has Bar Car 2421 and Brake 3rd 1916, formerly owned by the RPSI.

Park Royal (1955–1994)

In 1955 Inchicore WorksInchicore Works . cie.ie. commenced the construction of 50 coaches from parts supplied by Park Royal Vehicles, London. These coaches were produced in Main Line or Suburban variants, and made full use of the Irish loading gauge, being long and wide, narrowing by at their ends.

Because of their aluminium and steel construction, they weighed only tare (Suburban) and approx. tare (Main Line). Unusually, these coaches had inward opening doors, similar to the American "Pullman" design, but this proved unpopular and somewhat confusing to the passengers and so were rebuilt conventionally. The suburban coach seated 82, while the main line coach, fitted with lavatories, seated 70 passengers. These coaches rode on Commonwealth bogies, the first in Ireland to be so fitted.Commonwealth bogies

Barred from certain routes during the early 1990s because of their construction, the last few Park Royal carriages were withdrawn following the delivery of the first Japanese 2600 Class DMUs in 1994.

There are several preserved examples; The RPSI has two, two Open 3rds, Nos.1383 and 1419. No. 1383 is fitted with a shop, whilst No.1419 has been modified so as to be wheelchair compatible.The Railway Preservation Society of Ireland. Steamtrainsireland.com (18 October 2001). No.1944 has been fully restored at the Downpatrick & Co. Down Railway and is now part of the passenger running setEnthusiasts' Info – Carriages . Downrail.co.uk. Two are displayed at the Clonakilty Model Village

Livery

When built, these coaches received the standard CIÉ "ivy – leaf" green livery. In the early 1960s, they were re-painted in the new black, orange, and white colour scheme.