544:
positioned towards the gangway end, and there was also a guard's compartment and, in cars 2600–2647, a toilet. Cars 2648–2657 were intended for suburban use and devoid of toilets, permitting an extra four second class seats; apart from a lack of tables, they were otherwise identical to cars intended for longer-distance service. However, odd-numbered cars in this series subsequently had their guard's compartments removed to provide additional seating. Exceptionally, two cars (2658–2659) for use on the
Waterford and Tramore Railway were delivered with high-density, single-class (although still divided into two saloons) layouts without toilets; the guard's compartment was also omitted from one car. Special trailer cars (see above) with similar high-density layouts operated with them. Most other cars were refitted with high-density, single-class layouts in the 1960s and early 1970s; these layouts seated between 70 and 91, depending on whether the toilet, guard's compartment or both were retained.
647:
548:
49:
704:
661:, also known as "control cars" and numbered in the 61xx series, retained an operative cab and were marshalled at the end of the train remote from the locomotive. The cab retained most of the original (diesel-mechanical) railcar controls, which were modified to control the (diesel-electric) locomotive; for instance, the gear selector became the eight-notch power control. The guard's compartment contained a boiler for train heating and a diesel generator set to supply lights and boiler auxiliaries; because the generator blocked one of the compartment's doors, the guard normally travelled in the corresponding compartment of the connector car.
588:. One solution initially employed at busy times was to operate certain trains in a so-called "6+2" formation, comprising a power car, four intermediate trailers (usually including a dining car) and a second power car—thus giving passenger access throughout all six cars—followed by two extra power cars which were normally locked and inaccessible to passengers. From 1961, this arrangement was superseded by the use of powered intermediate cars, discussed below. By 1969, although suburban workings on "the relatively flat sections around Dublin" were formed of two power cars and two trailers, the remaining mainline workings used two-car sets.
700:
shades of green and orange. In 1980, the driving trailers and connector cars typically had 58 seats, the standard intermediates 70 and the former powered intermediates 66; however, there were minor variations among the individual cars. Yet another modification took place in early 1984, when some cars intended for retention after electrification received "more comfortable seating." This consisted of the then standard class high backed bench seats, seating three and two passengers respectively. The seats were upholstered in blue moquette with a vinyl headrest running along the top of the bench.
618:
37:
455:. (It may be noted that CIÉ had faced political pressure to build the bodywork of the original cars itself, rather than importing complete vehicles.) Although the cars' length and width were identical to those of their predecessors, they were distinguished by flat sides and a high, flat front end. Even-numbered cars had the standard composite (two-class) seating arrangement, whereas odd-numbered ones had a single-class layout. The Bulleid cars had a short career in their original form, soon being rebuilt as powered intermediates (see below).
609:
rebuilt in 1961, this time along with 2656 and all the
Bulleid cars, into "powered intermediates" with engines but not cabs, which were renumbered into the 2660 series. Odd-numbered powered intermediates seated 60, while even-numbered cars had 52 seats and a guard's compartment. The cars were substituted for trailer vehicles in certain trains, improving the trains' power-to-weight ratio. Other cars underwent changes in the seating layout, discussed above, as they were reassigned from long-distance to suburban service.
600:
was reported that only a small railcar fleet would be retained in operational condition, pending the introduction of the push–pull trains. In late 1974, eight cars were reportedly being kept operational to address a shortage of locomotives "by reason of damage by accidents and bomb incidents." The last five railcars were withdrawn on 20 September 1975. Ten of the 2600 Class, along with 19 of the AEC and BUT cars inherited from the Great
Northern, were broken up rather than converted to push–pull stock.
786:
665:
the former railcar controls on the control car into a form which can be received and acted upon by the control equipment on the loco." The cars also contained guard's compartments, which retained their heating boilers; however, as noted above, only the boiler in the driving trailer was normally used, whereas the location of the generator set in that car forced the guard to travel in the (normally unheated) compartment in the connector car.
412:'s recommendations in favour of railcars (but not diesel locomotives) encouraged the company to place a large-scale order with AEC in September 1950. (Note also that 10 of the 20 GNR(I) AEC cars were inherited by CIÉ on the Great Northern's dissolution in 1958, along with 10 of 24 later cars built by the Great Northern Railway Board on
672:
Other, less numerous intermediates, confusingly interspersed with the other type within the 63xx series, were converted from railcar powered intermediates and, thus, had a gangway at each end and no cab. These vehicles could be marshalled between a driving trailer or connector car and an intermediate
599:
In 1969, the only mainline services remaining railcar-operated were one round trip per day on each of the Sligo–Dublin and Dublin–Rosslare routes. The last mainline working was on the Dublin–Rosslare route in April 1970. By 1971, conversions of the cars to push–pull stock had begun. Early in 1972, it
664:
Connector cars, numbered in the 62xx series, were marshalled with their cabs (which were converted to vestibules, the windscreens being blanked off) next to the locomotive, to which they were connected with special control couplings. The purpose of the connector cars was to "convert the signals from
475:
capable of functioning either as a conventional buffet car (in which passengers consumed their food in the car itself) in locomotive-hauled trains, or as a kitchen vehicle with ordinary seating in railcar trains (whose passengers were served food at their seats, either in the car or elsewhere in the
633:
locomotives. The conversion was intended to address both the cars' poor power-to-weight ratio and the increasing difficulties in obtaining spare parts for their engines. The first test runs were made on the Dublin–Cork line in mid-February 1972. Trials on the Dublin suburban lines commenced in June
496:
The 2600 Class were effectively identical to the GNR(I) cars in overall configuration, having a full-width driver's cab at one end, a gangway at the other, and underfloor engines. Their bodywork was conventional for CIÉ stock of the time, consisting of steel panels on timber framing. The underframe
446:
Six additional cars (2660–2665) were ordered in August 1954. Delivered in 1956, they were mechanically identical to the earlier vehicles—although the engines were now designated as BUT, rather than AEC, products. However, the cars' bodywork was constructed at CIÉ's
Inchicore Works to a distinctive
699:
Although the railcars had already received high-density seating, overcrowding of the push–pull trains was such that the transverse seats were replaced by longitudinal ones to give more standing room. Notoriously, the seating provided was similar to contemporaneous plastic stacking chairs in dingy
487:
were built in 1955. These vehicles, like the railcars they worked with, had high-density seating arrangements. One of them was, additionally, fitted out as a driving trailer, with a guard's compartment at the non-cab end and a large area set aside for prams. Two further driving trailers, known as
437:
In 1951, CIÉ ordered a series of 60 cars similar to the GNR(I) examples, again combining AEC engines and Park Royal bodywork. These vehicles were almost identical to the GNR(I) units but incorporated improvements derived from experience with the latter; most notably, up to four power cars, rather
690:
The push–pull sets were "not very attractive and were not very comfortable", particularly due to ride problems arising from the vehicles' reduced weight compared to the original railcars. However, they "were cheap and could be quickly produced" and survived, "deeply unloved by those travelling,"
608:
Cars 2614, 2617 and 2656 from the original fleet were rebuilt following severe collision or fire damage. Cars 2614 and 2617 were returned to service in 1960 with new bodies whose sides resembled the
Bulleid cars' but whose ends were similar to those of the original batch. These cars were further
543:
Almost all the cars were delivered with a two-class layout. A 12-seat first class saloon was located at the cab end of the car, a glazed partition behind the cab permitting forward (or rearward) views through the windscreen. A 32-seat second class (known as third class until 1956) saloon was
463:
Various carriages were fitted or retrofitted with jumper cables to allow their operation in a railcar train. There were at least 88 trailers in total, including pre-1950s stock (one example dating from 1902), 1950s CIÉ vehicles, other 1950s stock from Park Royal
Vehicles (manufacturer of the
748:
in August 1986, the shuttle train was even used to stand in for electric trains on the partially flooded main Dublin–Bray line. However, the shuttle was withdrawn in mid-September 1987, due to the poor condition of the rolling stock (the service was resumed at the end of
October, using an
568:. Eight-car formations were commonly deployed on these duties, sometimes splitting en route to serve (for example) Tralee and Cork or Galway and Westport. By 1954, they were also operating on longer secondary and branch routes, such as the Cork–Bantry and the two Dublin–Bray lines serving
668:
Intermediate cars of the most common type, numbered in the 63xx series, were semi-permanently coupled in pairs at their (again inoperative) cab ends and marshalled in the middle of a set, their gangwayed ends being coupled to those of the control and connector cars to form a four-car
677:
All cars' toilets were removed. There were originally nine five-car and three four-car sets. The first sets to enter service had the locomotive at the north end, but later ones were marshalled with the locomotive at the south end; the earlier sets were then turned on the triangle at
793:
Almost all the push–pull vehicles were scrapped at
Mullingar or Dundalk. One, driving trailer 6111 (the former railcar 2624), was set aside for possible preservation. It remained at Inchicore in a derelict condition until 7 February 2015, when it was purchased by and
682:
to standardise the position. However, the number of available driving trailers declined due to a spate of fires (at one stage, a "spare man" travelled in each driving trailer's generator compartment to detect and extinguish fires) and the fatal collision at
530:
systems—a conventional system and a second high-vacuum, quick-release system, based on reservoirs in which a vacuum was continually maintained, for use on services with frequent stops. Steam heating was originally fitted; even-numbered cars had a
579:
Moreover, the fact that CIÉ operated its railcars in four-car (two power cars, two trailers) or eight-car (four power cars, four trailers) sets, whereas the Great
Northern—and, in general, its successor in Northern Ireland, the
505:
The 2600s shared the engines and transmission of their GNR(I) predecessors, having two 250 brake horsepower (190 kW), 9.6-litre, six-cylinder, four-stroke engines driving the inner axles of the two bogies via
591:
Additionally, obtaining spare parts proved troublesome as the railcars aged. As early as 1968, the AEC engines were considered obsolete, and spares were "virtually impossible" to obtain, forcing CIÉ to
535:
in the guard's compartment, capable of supplying steam for up to four cars. Cars used on suburban services were subsequently fitted with a bus-type heating system that used the engines' cooling water.
408:. CIÉ had been interested in railcars since its inception in 1945, but an initial plan for a four-car diesel-electric unit was cancelled. However, the success of the GNR(I) cars and the 1948
629:
In 1971, with the process of modifying railcars for suburban operations still underway, work began on the first conversions to push–pull stock for service with the then recently re-engined
765:
Both the number series originally carried by the railcars and that used for the push–pull conversions have been reused. Iarnród Éireann's first order of diesel multiple units, from
400:, capable of operating in pairs with one or two intermediate trailer cars, from AEC. Introduced in 1950 and 1951, these vehicles drew on AEC's experience with the
569:
488:"mules," were converted from 1953-built hauled stock but were used only briefly, working as part of the Westport portion of a Dublin–Galway/Westport train.
364:(normally termed railcars in Ireland) that operated InterCity and suburban services on the CIÉ system between 1952 and 1975. Many were later converted for
564:
When originally delivered, the railcars were employed on mainline express trains, including crack workings such as a three-hour nonstop service between
687:
in 1974. There were only six driving trailers available by 1982; conventional locomotive haulage was, thus, often substituted for push–pull operation.
291:
1954:
773:
when delivered in 1994. Previously, the 61xx and 63xx series had been used, respectively, for driving and intermediate push–pull cars based on the
584:—used its near-identical vehicles in two-car (both power cars) or three-car (two power cars, one trailer) sets, meant that the 2600s had a poor
409:
2089:
622:
740:
ownership in
February 1987 and managing to outlast its normal motive power; the remaining 201 Class locomotives were withdrawn in 1986, and
480:, described below; additionally, ordinary trailers were sometimes marshalled at the tail of a train, particularly in the 2600s' early days.
2241:
796:
744:
locomotives were used thereafter. (Locomotive 121, then numbered B121, had undergone trials with push–pull stock as early as 1973.) During
2246:
281:
438:
than two, could operate in multiple. They were delivered between March 1952 and September 1954 and numbered in the series 2600–2659.
2195:
1671:
1464:
1175:
381:
396:
followed shortly thereafter. However, early railcar trains did not exceed two cars in length. Early in 1948, the GNR(I) ordered
476:
train) which were built in 1953 and 1954. Trailers generally ran between a pair of power cars, although there were a number of
467:
Examples included three composite (i.e. two-class) vehicles specially modified to work as through Cork–Belfast coaches on the
2200:
1947:
801:
766:
724:, only four sets remained. Most vehicles were withdrawn soon after electric services began (as they were replaced by the
1922:
1903:
1871:
1839:
1820:
1801:
576:. However, the arrival of diesel locomotives from 1955 onwards displaced the mainline 2600s to secondary workings.
389:
1940:
2065:
2060:
2055:
2218:
728:'s); by 1985, there were only two sets of three cars each, one set used to provide a shuttle service between
484:
573:
547:
357:
72:
646:
48:
404:. The cars combined AEC diesel engines (two per car, each of 125 bhp (93 kW)) with bodywork by
393:
318:
16:
This article is about the 1950s AEC-engined railcars. For the 1990s Tokyu Car Corporation railcars, see
733:
703:
684:
581:
532:
468:
417:
270:
2222:
1963:
729:
721:
708:
448:
369:
736:
and the other as a spare. One of these sets was withdrawn in 1986, the other surviving to pass into
2009:
2004:
745:
565:
249:
593:
552:
413:
385:
585:
340:
650:
Inside a push–pull vehicle at Drogheda in June 1980; note plastic chairs and period graffiti
617:
737:
361:
368:
operation with diesel locomotives, finally being withdrawn when displaced by the electric
8:
2040:
774:
515:
511:
405:
274:
76:
53:
Interior of a push–pull vehicle at Drogheda in June 1980 with plastic chairs and graffiti
36:
658:
635:
1686:
1479:
1397:
1190:
1918:
1899:
1867:
1835:
1816:
1797:
679:
380:
The first single-unit diesel railcars in Ireland were introduced on the narrow-gauge
2045:
1794:
Locomotives and Rolling Stock of Córas Iompair Éireann and Northern Ireland Railways
725:
155:
523:
477:
313:
365:
2164:
2159:
2129:
2124:
2024:
2019:
1989:
1984:
507:
452:
397:
2235:
2185:
2154:
2050:
2014:
1999:
770:
741:
630:
301:
17:
1932:
1832:
Diesel Dawn: Ireland's contribution to the development of the DMU, 1931–1967
2149:
2144:
750:
527:
519:
401:
306:
1329:
IRRS Bulletin (supplement to Journal of the Irish Railway Record Society)
1296:
754:
634:
1972, and sets began entering service in February 1973. Operation on the
325:
472:
785:
526:
was via 24-core jumper cables. The cars were fitted with two parallel
1766:
Carse, B. (February 1972). "C.I.E.'s Railcar Fleet—2, Operational".
720:
At the end of February 1984, five months before the inauguration of
483:
Two special Park Royal trailer vehicles for service on the isolated
1779:
Cuffe, P. (February 1972). "C.I.E.'s Railcar Fleet—1, Mechanical".
897:
895:
2169:
2139:
2134:
2119:
421:
1742:
603:
1428:
1426:
1308:
1122:
892:
841:
349:
189:
80:
1037:
1035:
1033:
907:
1849:
Hirsch, Stephen (October 2007). "Irish Railcars 1907–2007".
1423:
1059:
958:
831:
829:
522:
driving forward/reverse gearboxes on the ends of the axles.
1088:
1086:
970:
707:
The Greystones shuttle, headed by driving trailer 6107, at
1030:
1018:
870:
868:
2190:
2084:
1881:
Kennedy, D. (June 1965). "Modern C.I.E. Coaching Stock".
1139:
1137:
853:
826:
1083:
1071:
1047:
934:
880:
814:
924:
922:
865:
1592:
1134:
994:
982:
946:
1730:
Whistler, A.J. (January 1995). "Greystones Shuttle".
1335:
1227:
1006:
919:
464:
railcars' own bodywork) and 1960s Cravens vehicles.
691:until (and, in some cases beyond) electrification.
621:A push-pull train of former 2600 Class railcars at
181:
44–91 seats per power car, depending on arrangement
1866:(4th ed.). Stockport: Irish Traction Group.
641:
596:some of the 2600s to keep the remainder running.
2233:
1672:"Córas Iompair Éireann: Locomotive Developments"
694:
262:250 brake horsepower (190 kW) per power car
1628:
1626:
244:38.5 long tons (39.1 t) (single power car)
115:Most cars rebuilt to push–pull stock, 1971–1974
1962:
1948:
1861:
1748:
1302:
1065:
964:
901:
847:
604:Powered intermediates and other modifications
416:(BUT) underframes; the remainder went to the
1623:
1465:"Córas Iompair Éireann: Push-And-Pull Train"
780:
654:There were four types of push–pull vehicle:
612:
1883:Journal of the Irish Railway Record Society
1851:Journal of the Irish Railway Record Society
1810:
1791:
1781:Journal of the Irish Railway Record Society
1768:Journal of the Irish Railway Record Society
1732:Journal of the Irish Railway Record Society
1713:Journal of the Irish Railway Record Society
1654:Journal of the Irish Railway Record Society
1635:Journal of the Irish Railway Record Society
1613:Journal of the Irish Railway Record Society
1582:Journal of the Irish Railway Record Society
1563:Journal of the Irish Railway Record Society
1544:Journal of the Irish Railway Record Society
1525:Journal of the Irish Railway Record Society
1506:Journal of the Irish Railway Record Society
1447:Journal of the Irish Railway Record Society
1432:
1375:Journal of the Irish Railway Record Society
1356:Journal of the Irish Railway Record Society
1286:Journal of the Irish Railway Record Society
1267:Journal of the Irish Railway Record Society
1248:Journal of the Irish Railway Record Society
1217:Journal of the Irish Railway Record Society
1158:Journal of the Irish Railway Record Society
1128:
1112:Journal of the Irish Railway Record Society
1105:
1103:
1101:
913:
859:
835:
1955:
1941:
1915:On the Move: Córas Iompair Éireann 1945–95
1893:
1392:
1390:
1388:
874:
1327:"Recent Developments on Irish Railways".
760:
673:of the first type to give a five-car set.
212:62 feet 6 inches (19.05 m)
1829:
1796:(2nd ed.). Malahide: Signal Press.
1729:
1598:
1143:
1098:
976:
784:
702:
645:
616:
546:
402:Great Western Railway's pre-war railcars
228:12 feet 6 inches (3.81 m)
1912:
1880:
1862:Jones, Peter; Marshall, Andrew (2004).
1811:Doyle, Oliver; Hirsch, Stephen (1983).
1792:Doyle, Oliver; Hirsch, Stephen (1981).
1385:
1314:
1041:
1024:
1000:
988:
952:
940:
886:
220:9 feet 6 inches (2.90 m)
2234:
1848:
1398:"Córas Iompair Éireann: Push-And-Pull"
1176:"Córas Iompair Éireann: Railcar Notes"
928:
820:
551:Car 2613 heads a railcar set entering
1936:
1898:. Newton Abbot: David & Charles.
1778:
1765:
1341:
1233:
1092:
1077:
1053:
1012:
559:
804:. It is now undergoing restoration.
802:Downpatrick and County Down Railway
715:
497:was of steel channel construction.
13:
2247:Park Royal Vehicles multiple units
1864:Irish Railways Traction and Travel
1834:. Newtownards: Colourpoint Books.
769:of Japan, received numbers in the
638:was also considered at one point.
14:
2258:
1189:(1). January 1968. Archived from
538:
388:railways in the early 1930s. The
41:2616 & 2651 at Howth in 1975.
1685:(3). August 1973. Archived from
1478:(3). August 1972. Archived from
432:
427:
47:
35:
29:Córas Iompair Éireann 2600 Class
1758:
1723:
1704:
1664:
1645:
1604:
1573:
1554:
1535:
1516:
1497:
1457:
1438:
1366:
1347:
1320:
1277:
1258:
1239:
1208:
1168:
1149:
458:
441:
165:2–8 cars (maximum 4 power cars)
91:Steam locomotives and carriages
2242:Iarnród Éireann multiple units
1917:. Dublin: Gill and Macmillan.
1719:(105): 360–361. February 1988.
642:Car types and train formations
491:
254:Two AEC A215 in each power car
1:
2219:Diesel locomotives of Ireland
1896:Irish Standard Gauge Railways
1813:Railways in Ireland 1834–1984
1550:(63): 154–155. February 1974.
1164:(182): 346–353. October 2013.
807:
695:Further seating modifications
500:
485:Waterford and Tramore Railway
375:
1305:, pp. 144–146, 149–150.
789:6111 Arriving at Downpatrick
358:Associated Equipment Company
73:Associated Equipment Company
64:1972–1987 as push–pull stock
7:
1749:Jones & Marshall (2004)
1303:Jones & Marshall (2004)
1066:Jones & Marshall (2004)
965:Jones & Marshall (2004)
902:Jones & Marshall (2004)
848:Jones & Marshall (2004)
394:Northern Counties Committee
236:120 km/h (75 mph)
10:
2263:
1815:. Malahide: Signal Press.
582:Ulster Transport Authority
418:Ulster Transport Authority
372:service in the mid-1980s.
15:
2223:Multiple units of Ireland
2213:
2178:
2112:
2105:
2074:
2033:
1977:
1970:
1964:Multiple units of Ireland
1913:Ó Riain, Mícheál (1995).
1660:(96): 391–392. June 1985.
1619:(75): 157. February 1978.
1588:(88): 342–343. June 1982.
1433:Doyle & Hirsch (1981)
1292:(69): 168. February 1976.
1254:(57): 143. February 1972.
1129:Doyle & Hirsch (1983)
914:Doyle & Hirsch (1983)
860:Doyle & Hirsch (1983)
836:Doyle & Hirsch (1983)
781:Disposal and preservation
755:Northern Ireland Railways
613:Career as push–pull stock
449:Chief Mechanical Engineer
370:Dublin Area Rapid Transit
324:
312:
300:
290:
280:
266:
258:
248:
240:
232:
224:
216:
208:
200:
195:
185:
177:
169:
161:
151:
143:
135:
127:
119:
111:
103:
95:
87:
68:
58:
46:
34:
27:
1894:Middlemass, Tom (1981).
1504:"Push–Pull Prototypes".
1362:(59): 239. October 1972.
1317:, pp. 147, 154–155.
1273:(65): 248. October 1974.
447:design by the company's
335:5 ft 3 in
2034:Electric multiple units
1830:Flanagan, Colm (2003).
1569:(82): 52–53. June 1980.
1223:(49): 54–55. June 1969.
414:British United Traction
204:Steel on timber framing
790:
761:Reuse of number series
712:
651:
626:
556:
398:a fleet of 20 railcars
390:Great Northern Railway
2113:Diesel multiple units
1978:Diesel multiple units
1641:(94): 197. June 1984.
1531:(64): 202. June 1974.
1512:(58): 185. June 1972.
1331:(1): 124. March 1962.
1156:"The 1963 Closures".
788:
767:Tokyu Car Corporation
706:
649:
620:
586:power-to-weight ratio
550:
516:preselector gearboxes
362:diesel multiple units
350:Córas Iompair Éireann
341:Rail gauge in Ireland
201:Car body construction
190:Córas Iompair Éireann
62:1952–1975 as railcars
1679:Irish Railfans' News
1472:Irish Railfans' News
1453:(55): 48. June 1971.
1405:Irish Railfans' News
1381:(61): 56. June 1973.
1354:"Push–Pull Trials".
1183:Irish Railfans' News
1131:, pp. 128, 153.
1118:(55): 49. June 1971.
2041:Drumm Battery Train
1971:Republic of Ireland
1751:, pp. 153–157.
1095:, pp. 172–173.
1080:, pp. 169–171.
1056:, pp. 171–172.
1044:, pp. 146–147.
1027:, pp. 147–148.
979:, pp. 187–188.
916:, pp. 126–127.
904:, pp. 148–150.
850:, pp. 119–120.
823:, pp. 141–142.
775:British Rail Mark 3
512:Self-Changing Gears
406:Park Royal Vehicles
275:preselector gearbox
77:Park Royal Vehicles
889:, pp. 70, 73.
791:
713:
652:
627:
560:Career as railcars
557:
292:UIC classification
2229:
2228:
2209:
2208:
2101:
2100:
1652:"Rolling Stock".
1611:"Rolling Stock".
1580:"Rolling Stock".
1561:"Rolling Stock".
1445:"Rolling Stock".
1435:, pp. 56–57.
943:, pp. 73–74.
875:Middlemass (1981)
753:train hired from
746:Hurricane Charley
680:Limerick Junction
346:
345:
302:Braking system(s)
139:1 driving trailer
2254:
2110:
2109:
2106:Northern Ireland
1975:
1974:
1957:
1950:
1943:
1934:
1933:
1928:
1909:
1890:
1877:
1858:
1845:
1826:
1807:
1788:
1775:
1752:
1746:
1740:
1739:
1727:
1721:
1720:
1708:
1702:
1701:
1699:
1697:
1691:
1676:
1668:
1662:
1661:
1649:
1643:
1642:
1630:
1621:
1620:
1608:
1602:
1596:
1590:
1589:
1577:
1571:
1570:
1558:
1552:
1551:
1539:
1533:
1532:
1520:
1514:
1513:
1501:
1495:
1494:
1492:
1490:
1484:
1469:
1461:
1455:
1454:
1442:
1436:
1430:
1421:
1420:
1418:
1416:
1402:
1394:
1383:
1382:
1370:
1364:
1363:
1351:
1345:
1339:
1333:
1332:
1324:
1318:
1312:
1306:
1300:
1294:
1293:
1281:
1275:
1274:
1262:
1256:
1255:
1243:
1237:
1231:
1225:
1224:
1212:
1206:
1205:
1203:
1201:
1195:
1180:
1172:
1166:
1165:
1153:
1147:
1141:
1132:
1126:
1120:
1119:
1107:
1096:
1090:
1081:
1075:
1069:
1063:
1057:
1051:
1045:
1039:
1028:
1022:
1016:
1010:
1004:
998:
992:
986:
980:
974:
968:
962:
956:
950:
944:
938:
932:
926:
917:
911:
905:
899:
890:
884:
878:
872:
863:
857:
851:
845:
839:
833:
824:
818:
716:Final withdrawal
659:Driving trailers
524:Multiple working
478:driving trailers
336:
332:
136:Number preserved
51:
39:
30:
25:
24:
2262:
2261:
2257:
2256:
2255:
2253:
2252:
2251:
2232:
2231:
2230:
2225:
2205:
2174:
2097:
2081:Alstom Commuter
2070:
2029:
1966:
1961:
1931:
1925:
1906:
1874:
1857:(164): 140–150.
1842:
1823:
1804:
1761:
1756:
1755:
1747:
1743:
1728:
1724:
1710:
1709:
1705:
1695:
1693:
1692:on 30 June 2015
1689:
1674:
1670:
1669:
1665:
1651:
1650:
1646:
1632:
1631:
1624:
1610:
1609:
1605:
1599:Flanagan (2003)
1597:
1593:
1579:
1578:
1574:
1560:
1559:
1555:
1541:
1540:
1536:
1522:
1521:
1517:
1503:
1502:
1498:
1488:
1486:
1485:on 4 March 2016
1482:
1467:
1463:
1462:
1458:
1444:
1443:
1439:
1431:
1424:
1414:
1412:
1400:
1396:
1395:
1386:
1372:
1371:
1367:
1353:
1352:
1348:
1340:
1336:
1326:
1325:
1321:
1313:
1309:
1301:
1297:
1283:
1282:
1278:
1265:"Locomotives".
1264:
1263:
1259:
1245:
1244:
1240:
1232:
1228:
1214:
1213:
1209:
1199:
1197:
1196:on 4 March 2016
1193:
1178:
1174:
1173:
1169:
1155:
1154:
1150:
1144:Flanagan (2003)
1142:
1135:
1127:
1123:
1109:
1108:
1099:
1091:
1084:
1076:
1072:
1064:
1060:
1052:
1048:
1040:
1031:
1023:
1019:
1011:
1007:
999:
995:
987:
983:
977:Flanagan (2003)
975:
971:
963:
959:
951:
947:
939:
935:
927:
920:
912:
908:
900:
893:
885:
881:
873:
866:
858:
854:
846:
842:
834:
827:
819:
815:
810:
783:
763:
738:Iarnród Éireann
726:8100 Class DART
718:
697:
644:
615:
606:
574:Harcourt Street
566:Dublin and Cork
562:
541:
508:fluid flywheels
503:
494:
461:
444:
435:
430:
378:
338:
334:
330:
314:Coupling system
144:Number scrapped
104:Entered service
83:Inchicore Works
79:
75:
63:
54:
42:
28:
21:
12:
11:
5:
2260:
2250:
2249:
2244:
2227:
2226:
2214:
2211:
2210:
2207:
2206:
2204:
2203:
2201:Mark 3-derived
2198:
2196:Mark 2-derived
2193:
2188:
2182:
2180:
2176:
2175:
2173:
2172:
2167:
2162:
2157:
2152:
2147:
2142:
2137:
2132:
2127:
2122:
2116:
2114:
2107:
2103:
2102:
2099:
2098:
2096:
2095:
2094:Tokyu Commuter
2092:
2087:
2082:
2078:
2076:
2072:
2071:
2069:
2068:
2063:
2058:
2053:
2048:
2043:
2037:
2035:
2031:
2030:
2028:
2027:
2022:
2017:
2012:
2007:
2002:
1997:
1992:
1987:
1981:
1979:
1972:
1968:
1967:
1960:
1959:
1952:
1945:
1937:
1930:
1929:
1923:
1910:
1904:
1891:
1889:(37): 144–161.
1878:
1872:
1859:
1846:
1840:
1827:
1821:
1808:
1802:
1789:
1787:(57): 166–174.
1776:
1774:(57): 175–180.
1762:
1760:
1757:
1754:
1753:
1741:
1722:
1703:
1663:
1644:
1622:
1603:
1591:
1572:
1553:
1534:
1515:
1496:
1456:
1437:
1422:
1384:
1365:
1346:
1344:, p. 174.
1334:
1319:
1315:Kennedy (1965)
1307:
1295:
1276:
1257:
1238:
1236:, p. 180.
1226:
1207:
1167:
1148:
1133:
1121:
1097:
1082:
1070:
1068:, p. 148.
1058:
1046:
1042:Kennedy (1965)
1029:
1025:Kennedy (1965)
1017:
1015:, p. 179.
1005:
1003:, p. 148.
1001:Kennedy (1965)
993:
991:, p. 146.
989:Kennedy (1965)
981:
969:
967:, p. 151.
957:
955:, p. 154.
953:Kennedy (1965)
945:
941:Ó Riain (1995)
933:
931:, p. 143.
918:
906:
891:
887:Ó Riain (1995)
879:
864:
862:, p. 126.
852:
840:
838:, p. 131.
825:
812:
811:
809:
806:
782:
779:
762:
759:
717:
714:
696:
693:
675:
674:
670:
666:
662:
643:
640:
636:Cork–Cobh line
623:Howth Junction
614:
611:
605:
602:
561:
558:
540:
539:Seating layout
537:
502:
499:
493:
490:
460:
457:
453:Oliver Bulleid
443:
440:
434:
431:
429:
426:
386:Clogher Valley
382:County Donegal
377:
374:
360:(AEC)–engined
344:
343:
328:
322:
321:
316:
310:
309:
304:
298:
297:
294:
288:
287:
284:
278:
277:
268:
264:
263:
260:
256:
255:
252:
250:Prime mover(s)
246:
245:
242:
238:
237:
234:
230:
229:
226:
222:
221:
218:
214:
213:
210:
206:
205:
202:
198:
197:
196:Specifications
193:
192:
187:
183:
182:
179:
175:
174:
171:
167:
166:
163:
159:
158:
153:
149:
148:
145:
141:
140:
137:
133:
132:
129:
125:
124:
121:
117:
116:
113:
109:
108:
105:
101:
100:
97:
93:
92:
89:
85:
84:
70:
66:
65:
60:
56:
55:
52:
44:
43:
40:
32:
31:
9:
6:
4:
3:
2:
2259:
2248:
2245:
2243:
2240:
2239:
2237:
2224:
2220:
2217:
2212:
2202:
2199:
2197:
2194:
2192:
2189:
2187:
2186:CargoSprinter
2184:
2183:
2181:
2177:
2171:
2168:
2166:
2163:
2161:
2158:
2156:
2153:
2151:
2148:
2146:
2143:
2141:
2138:
2136:
2133:
2131:
2128:
2126:
2123:
2121:
2118:
2117:
2115:
2111:
2108:
2104:
2093:
2091:
2088:
2086:
2083:
2080:
2079:
2077:
2073:
2067:
2064:
2062:
2059:
2057:
2054:
2052:
2049:
2047:
2044:
2042:
2039:
2038:
2036:
2032:
2026:
2023:
2021:
2018:
2016:
2013:
2011:
2008:
2006:
2003:
2001:
1998:
1996:
1993:
1991:
1988:
1986:
1983:
1982:
1980:
1976:
1973:
1969:
1965:
1958:
1953:
1951:
1946:
1944:
1939:
1938:
1935:
1926:
1924:0-7171-2342-1
1920:
1916:
1911:
1907:
1905:0-7153-8007-9
1901:
1897:
1892:
1888:
1884:
1879:
1875:
1873:0-9521496-1-3
1869:
1865:
1860:
1856:
1852:
1847:
1843:
1841:1-904242-08-1
1837:
1833:
1828:
1824:
1822:0-906591-02-3
1818:
1814:
1809:
1805:
1803:0-906591-00-7
1799:
1795:
1790:
1786:
1782:
1777:
1773:
1769:
1764:
1763:
1750:
1745:
1738:(127): 54–67.
1737:
1733:
1726:
1718:
1714:
1707:
1688:
1684:
1680:
1673:
1667:
1659:
1655:
1648:
1640:
1636:
1633:"Push–Pull".
1629:
1627:
1618:
1614:
1607:
1601:, p. 64.
1600:
1595:
1587:
1583:
1576:
1568:
1564:
1557:
1549:
1545:
1542:"Push–Pull".
1538:
1530:
1526:
1519:
1511:
1507:
1500:
1481:
1477:
1473:
1466:
1460:
1452:
1448:
1441:
1434:
1429:
1427:
1411:(2). May 1973
1410:
1406:
1399:
1393:
1391:
1389:
1380:
1376:
1373:"Push–Pull".
1369:
1361:
1357:
1350:
1343:
1338:
1330:
1323:
1316:
1311:
1304:
1299:
1291:
1287:
1280:
1272:
1268:
1261:
1253:
1249:
1242:
1235:
1230:
1222:
1218:
1211:
1192:
1188:
1184:
1177:
1171:
1163:
1159:
1152:
1146:, p. 63.
1145:
1140:
1138:
1130:
1125:
1117:
1113:
1106:
1104:
1102:
1094:
1089:
1087:
1079:
1074:
1067:
1062:
1055:
1050:
1043:
1038:
1036:
1034:
1026:
1021:
1014:
1009:
1002:
997:
990:
985:
978:
973:
966:
961:
954:
949:
942:
937:
930:
929:Hirsch (2007)
925:
923:
915:
910:
903:
898:
896:
888:
883:
877:, p. 54.
876:
871:
869:
861:
856:
849:
844:
837:
832:
830:
822:
821:Hirsch (2007)
817:
813:
805:
803:
799:
798:
787:
778:
776:
772:
768:
758:
756:
752:
747:
743:
739:
735:
731:
727:
723:
710:
705:
701:
692:
688:
686:
681:
671:
667:
663:
660:
657:
656:
655:
648:
639:
637:
632:
624:
619:
610:
601:
597:
595:
589:
587:
583:
577:
575:
571:
570:Ameins Street
567:
554:
549:
545:
536:
534:
529:
525:
521:
520:cardan shafts
517:
513:
509:
498:
489:
486:
481:
479:
474:
470:
465:
456:
454:
450:
439:
433:Initial order
428:The CIÉ fleet
425:
423:
419:
415:
411:
407:
403:
399:
395:
391:
387:
383:
373:
371:
367:
363:
359:
355:
351:
342:
331:1,600 mm
329:
327:
323:
320:
317:
315:
311:
308:
305:
303:
299:
295:
293:
289:
286:Steam heating
285:
283:
279:
276:
273:; five-speed
272:
269:
265:
261:
257:
253:
251:
247:
243:
239:
235:
233:Maximum speed
231:
227:
223:
219:
215:
211:
207:
203:
199:
194:
191:
188:
184:
180:
176:
172:
170:Fleet numbers
168:
164:
160:
157:
154:
150:
146:
142:
138:
134:
130:
126:
122:
118:
114:
110:
106:
102:
98:
94:
90:
86:
82:
78:
74:
71:
67:
61:
57:
50:
45:
38:
33:
26:
23:
19:
18:IE 2600 Class
2215:
1994:
1914:
1895:
1886:
1882:
1863:
1854:
1850:
1831:
1812:
1793:
1784:
1780:
1771:
1767:
1759:Bibliography
1744:
1735:
1731:
1725:
1716:
1712:
1711:"Railcars".
1706:
1696:14 September
1694:. Retrieved
1687:the original
1682:
1678:
1666:
1657:
1653:
1647:
1638:
1634:
1616:
1612:
1606:
1594:
1585:
1581:
1575:
1566:
1562:
1556:
1547:
1543:
1537:
1528:
1524:
1523:"Railcars".
1518:
1509:
1505:
1499:
1489:14 September
1487:. Retrieved
1480:the original
1475:
1471:
1459:
1450:
1446:
1440:
1415:14 September
1413:. Retrieved
1408:
1404:
1378:
1374:
1368:
1359:
1355:
1349:
1342:Cuffe (1972)
1337:
1328:
1322:
1310:
1298:
1289:
1285:
1284:"To Store".
1279:
1270:
1266:
1260:
1251:
1247:
1246:"Railcars".
1241:
1234:Carse (1972)
1229:
1220:
1216:
1215:"Railcars".
1210:
1198:. Retrieved
1191:the original
1186:
1182:
1170:
1161:
1157:
1151:
1124:
1115:
1111:
1110:"Railcars".
1093:Cuffe (1972)
1078:Cuffe (1972)
1073:
1061:
1054:Cuffe (1972)
1049:
1020:
1013:Carse (1972)
1008:
996:
984:
972:
960:
948:
936:
909:
882:
855:
843:
816:
795:
792:
764:
719:
711:in July 1986
698:
689:
676:
653:
628:
607:
598:
590:
578:
563:
555:in July 1970
542:
528:vacuum brake
504:
495:
482:
466:
462:
459:Trailer cars
445:
442:Bulleid cars
436:
410:Milne Report
379:
353:
347:
267:Transmission
259:Power output
128:Number built
69:Manufacturer
22:
771:26xx series
594:cannibalise
514:five-speed
492:Description
473:buffet cars
326:Track gauge
112:Refurbished
96:Constructed
2236:Categories
808:References
734:Greystones
685:Gormanston
501:Mechanical
469:Enterprise
420:—see also
376:Background
354:2600 Class
271:Mechanical
209:Car length
156:8100 Class
59:In service
2216:see also:
2125:AEC (GNR)
2120:AEC (UTA)
2000:2600 (II)
1985:AEC (GNR)
742:121 Class
631:201 Class
471:, and 14
366:push–pull
186:Operators
173:2600–2665
162:Formation
152:Successor
123:1968–1987
107:1952–1957
99:1951–1956
2179:Families
2075:Families
1995:2600 (I)
1200:7 August
777:design.
751:80 Class
669:consist.
178:Capacity
120:Scrapped
88:Replaced
800:to the
553:Laytown
518:, with
422:UTA AEC
147:65 sets
131:66 sets
1921:
1902:
1870:
1838:
1819:
1800:
533:boiler
352:(CIÉ)
307:Vacuum
296:1A′A1′
241:Weight
225:Height
2025:22000
2020:29000
1690:(PDF)
1675:(PDF)
1483:(PDF)
1468:(PDF)
1401:(PDF)
1194:(PDF)
1179:(PDF)
797:moved
356:were
319:Screw
217:Width
2165:4000
2160:3000
2066:8520
2061:8510
2056:8500
2051:8200
2046:8100
2015:2800
2010:2750
2005:2700
1919:ISBN
1900:ISBN
1868:ISBN
1836:ISBN
1817:ISBN
1798:ISBN
1698:2013
1491:2013
1417:2013
1202:2013
732:and
730:Bray
722:DART
709:Bray
572:and
510:and
392:and
384:and
348:The
339:See
282:HVAC
2191:CxK
2170:MPV
2155:450
2140:MPD
2135:MED
2130:BUT
2090:ICR
2085:CxK
1990:BUT
757:).
424:.)
81:CIÉ
2238::
2221:,
2150:80
2145:70
1885:.
1855:23
1853:.
1785:10
1783:.
1772:10
1770:.
1736:19
1734:.
1717:16
1715:.
1683:19
1681:.
1677:.
1658:15
1656:.
1639:15
1637:.
1625:^
1617:13
1615:.
1586:14
1584:.
1567:14
1565:.
1548:11
1546:.
1529:11
1527:.
1510:10
1508:.
1476:18
1474:.
1470:.
1451:10
1449:.
1425:^
1409:19
1407:.
1403:.
1387:^
1379:11
1377:.
1360:10
1358:.
1290:12
1288:.
1271:11
1269:.
1252:10
1250:.
1219:.
1187:14
1185:.
1181:.
1162:25
1160:.
1136:^
1116:10
1114:.
1100:^
1085:^
1032:^
921:^
894:^
867:^
828:^
451:,
337:)
1956:e
1949:t
1942:v
1927:.
1908:.
1887:7
1876:.
1844:.
1825:.
1806:.
1700:.
1493:.
1419:.
1221:9
1204:.
625:.
333:(
20:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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