BosKonay

Built 1932 at York Road

The SLNCR was a small standard gauge line linking Enniskillen on the Great Northern system with Sligo on the Midland Great Western system, later to become part of the Great Southern Railway and finally CIE. It traversed fairly sparsely populated country and the bulk of its traffic was cattle, passenger traffic representing a relatively small proportion of its custom. Railcar 'B' was powered by a 102hp Gardner diesel engine mounted on a four-wheeled power bogie on which was constructed the forward driving cab which enclosed the engine assembly. The power bogie was of the four coupled wheel arrangement with outside rods. It was articulated to the main passenger coach, which was carried on a plain bogie. Transmission consisted of a fluid flywheel, a Wilson epicyclic gearbox, propeller shaft, and an air-operated final drive and reverser unit. The railcar was 54' 11�" long, 9' 6" wide and weighed 18 tons 12 cwt. Maximum speed was 45 mph. It returned a fuel consumption of 12 mpg and operating costs of 4d. per mile, one eighth those of a steam train It could accommodate 59 passengers in a two-three seating arrangement. Unlike the Donegal and the G.N.R.'s 'C'-class railcars, also Walker Bros.' designs, railcar 'B' could be driven from either end. There was a full cab at the engine end and a half-cab was set into the rear of the coach section.. The vehicle was, for its time, modern, comfortable, attractive looking and was well liked by both passengers and staff. When the GNR closed in 1957, Railcar 'B' was bought by CIE and became railcar 2509. It was used for driver training, light passenger work, and a few enthusiasts' railtours. It was finally withdrawn from regular passenger workings in 1970-71, its last duties having been on the Limerick-Nenagh line, and ran its last railtour, for the Irish Railway Record Society, in 1971 . At present it is stored at Downpatrick in very poor condition, and various avenues are being explored to hopefully see this railcar restored. Railcar 'B's SLNCR colour scheme was the two-tone green scheme also applied to the company's road and railbuses. When in service with CIE it carried that operator's green livery up until 1962 and after that date the black and orange livery.

The second intercity fleet of Irish Rail are the '22000' class intercity railcars. There are 234 '22000' class carriages in total, being formed into the following sets: Ten 6-car sets � Each set will include a 1st Class Carriage and a Dining Carriage. They will be used on key intercity services between Dublin and Limerick, Galway, Waterford, Westport and Tralee. Forty-eight 3-car sets � These will mostly operate in pairs. They will serve lesser-used intercity services and all Dublin to Sligo and Rosslare services. Five 6-car commuter sets � These are high-density layout carriages for busy long distance commuter routes such as Dublin to Portlaoise/Thurles. Features of the intercity railcar fleet include: Automatic PA and information display systems Electronic seat reservation displays for web bookings, Fully air-conditioned, Internal CCTV system Sleek carriage design Advanced safety features throughout. R-25000-001__22000DMU__GENERAL_ARRANGEMENT_OF_TRAINSET_(3_CARS).pdf

Used on Ballast trains, typically with these Vans at both ends. Vans were built in 1977/78 and Numbered 24850-24854 Weight 20 Tons. Entire Van was painted 'Machinery Yellow' with Lettering, numbers and symbols in Black and Brake Stars in Signal Red. The MK1 Flat Underframe was used. (Standard 20' Flat)

62'9 Container Flat Wagon

Ammonia Tankers

Irish Rail / IE 42'9 Container Flat The 42 foot, 9 inche Bogie Flat Wagon is still in use today for Container based traffic and many other duties. First Built in 1979. Numbered: 30001-30090 Painted in Red Oxide with Lettering and Symbols in White and brake Star in Signal Red.

4 Wheel Bubble Cement Wagon

20' Flat Wagon, built in 3 Versions by IE for Freight Traffic flows. 25436-25983 *built 1966 onwards had steel floors, later converted into bagged cement and beet wagons. 27101-27278 *built 1970 as above but skeletal, chassis also used under oil/later Molasses tankers. 27301-27791 *built 1973 22'6" dropped frame 14' wheelbase last 33 modified for Asahi Traffic The drawing is based on a Herbert Richards drawing of one of the original batch of flats but fitted with roller bearings. The Lyons Tea container is on one of the later 14" wheelbase flats which are longer with a lower frame to carry 8'6" Containers

NCC 12 Ton Van

LHB Bogie Cement Wagon

GSWR Ballast Wagon Number series: 8415-8422 Vehicle type: Ballast hopper Introduced: 1903 Builders: GSWR Wheelbase: 9? 6? Weight: 7 tons Capacity: 20 tons Coupling: Instanter Brakes: Hand / Vacuum Source: Doyle and Hirsch, Locomotives and Rolling Stock of CIE and NIR, 1st, 1979. The oldest item on CIE�s books in November 1978 according to this book, except that the number is wrong, and CIE had no 8309 by that time. Possibilities would be a renumbering over its 75 year life, or an earlier series of a similar wagon.

GNRi Goods Brake Van

GNRi Butter Van

GNRi Ballast Plough

GNRi Ballast Hopper

GNRi 9 Ton Van Wheelbase 9ft Inside - length 15ft, width 7ft 4ins, height 7ft 2.5ins Outside - Length 15ft 2.5ins over headstocks and 18ft 2ins over buffers Overall height 11ft 5ins 9 from bottom of wheel to top of roof Roof outside width 8ft 5 &3 eights ins Door width 4ft 4ins, height 6ft 4 &3 quarter ins The journals for a ( Ton Van are 7x3 &5 eights) and for a 10 Ton van are 8x4 Diagran No. 10 for a 9 ton van shows marginally smaller roof and door widths Other 10 Ton van are larger with a 9ft 6ins wheel base and an outside length of 17ft 7.5ins including journals (Length over buffers 20ft 11ins)

GNRi 20 Ton Hopper (Gypsum) Drawings

Vehicle Numbers: 26612-26635, 26666-26694, 26760-26769, 24113-24148, 24250-24264 Tare Weight: 9 Tons, 8CWTs, Load of 20 Tons Built between 1969 and 1977.

18 Class WT locomotives were built at Derby Works in England to the design of George Ivatt between 1946 and 1950. They were a tank engine version of the NCC Class W moguls. A tank engine did not require turning at termini and the LMS had produced a series of successful 2-6-4Ts. Like the LMS Fairburn 2-6-4T built at the same time, they had a hopper bunker and absence of plating ahead of the cylinders. They were based on the LMS Fowler 2-6-4T by Sir Henry Fowler.

Class 800 were the biggest and most powerful engines ever to run in Ireland by a large margin. They were designed under the supervision of E. C. Bredin. His Chief Draughtsman, H. J. A. Beaumont, prepared the drawings.

The 071 Class or Northern Ireland Railways 111 Class is a General Motors Electro-Motive Division EMD JT22CW series diesel-electric locomotive used in both the Republic of Ireland and Northern Ireland.

The 301 Class locomotives were the first diesel locomotives used on the CI� network, this class of 5 being built between 1947 and 1948 by the company for shunting use, particularly in the railway yards on Dublin's North Wall. They were a six coupled (0-6-0 wheel arrangement) locomotive, fitted with a Mirrlees TLDT6 engine of 487 horsepower (363*kW) with diesel-electric transmission via two Brush traction motors. Unusually, they lacked train vacuum brakes, although air brakes were provided for the locomotive itself.[1] They were initially numbered 1000-1004 in the steam locomotive number series, but were subsequently renumbered D301-D305 in order. The locomotives were used on yard pilot and transfer freight duties, although number 1000 hauled a freight train from Dublin to Cork during trials.[1] Two locomotives were stored from 1960 and the rest had followed by 1972, though officially they remained in stock until 1976. All five were scrapped in 1977.