BosKonay

00_Gauge_Scale_Ruler.pdf

Iarnrod Eireann's flagship intercity fleet are the Mark 4 trains (built by CAF of Spain in 2005/6). They are formed into 8-car sets, pushed or pulled by a mark 4 Driving Van Trailer (DVT). Each set contains (in order): A GM 201 class locomotive 5 Standard class carriages 1 restaurant carriage 1 'Citygold' (first class) carriage A driving trailer generator van The Mark IV Trains have blue tinted windows, which help to create a cool journey for the passenger, electronic route maps showing train progress, and electronic seat reservation displays. Citygold customers on the new fleet have the added features of adjustable seating, greater room and comfort, in-seat audio entertainment, and power points for laptops, or recharging PDAs, MP3 players or mobile phones. They are used exclusively on the Dublin to Cork route; operating an hourly service each way. The Mark IV Trains are capable of speeds of up to 125*mph (201*km/h), but are limited to a maximum speed of 100*mph (160*km/h) because of the line speed and the speed of the 201 class locomotives. Be sure to check out the detailed PDF files. caf-mk4-full.pdf caf-mk4-std.pdf caf-mk4-DVT.pdf

n Spring 1961 CIe sought tenders for the supply of 40 new Standard Class coaches, 10 to be delivered complete, the rest "part-finished" for assembly in Inchicore with technical assistance from the suppliers. The �500,000 contract was awarded to Cravens of Sheffield. It was reported that these new vehicles "would set a pattern for future construction of CIE carriage stock." The first of the Sheffield-built coaches was unloaded at the North Wall, Dublin on 3 May 1963 and taken to Inchicore for acceptance. These coaches were built with light alloy bodies on steel underframes on Type B4 bogies. Each saloon had 64 seats, arranged in eight bays of four around a table, either side of a central gangway, with two toilets situated in the vestibule at one end. The interior was finished in laminated plastics, creating a light and airy feel. They were fitted with a public address system, double-glazed windows and central fluorescent lighting along their length, the first coaches in Ireland to be so treated. Heating was by steam, supplied from a Steam Heating Van. They were 62*ft 8 in long, 9*ft 6 in wide, 12*ft 7.5 in high, weighed 28 tons and 14 cwt. and were numbered 1504 to 1513. The 30 incomplete coaches were numbered 1514-1543, and although the total order was for 70, only 15 more (numbered 1544-1558) were built to a total of 55. Prior to their displacement on these services by railcars, right into the 2000s the Cravens could be found on outer suburban workings, such as those from Dublin to Arklow and Longford. They could also be found on rural services such as those on the Rosslare-Waterford-Limerick route and the Mallow to Tralee line.

Werkspoor / Dutch GSV

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