By the early 1970s, the
MEDs and units inherited from the
Great Northern Railway (GNR) had been in service for 20 years, and the
MPDs for 10 years. To replace these increasingly life-expired units,
Northern Ireland Railways (NIR) placed an order with
British Rail Engineering Limited (BREL) for 9 new DMUs. These were to be built as four 3-car and five 2-car sets and were delivered in 1974/75. Structurally, the new trains were based on the
British Rail Mark 2b bodyshell, which NIR was already using for the
Enterprise service. The new trains were classified as the 80 Class. The power cars were fitted with an
English Electric diesel engine, with electric transmission to two traction motors mounted on the rear bogie. The seating capacity of the power cars was 45, however after providing for wheelchair accommodation, this was reduced to 42. The vehicle also incorporated a guards/parcel compartment. The intermediate coaches were fitted with an additional door on each side to aid passenger flow and had a capacity of 87. The driving trailers had a small cab built at one end, which necessitated the removal of six seats. This cab was set to the left to preserve the gangway connection, so that two train sets could be coupled together and still allow passengers to travel between the trains. All three types are of integral construction, however the power cars, because of their weight, also have an underframe. They were similar to the
UTA 70 Class, both mechanically and electrically. The 80 Class was intended to replace the aging MED, MPD and ex-GNR AEC and BUT railcars on the NCC services and the suburban service between
Bangor and
Portadown. The railcars proved so successful that a second series was ordered in 1975, entering service in 1977/78. Each vehicle was numbered individually, with power car numbers running from 67 to 69, and 81 to 99. The Intermediate Trailers were numbered 761 to 780 and the Driving Trailers were numbered 731 to 756. Power cars 81 to 89 were built between 1974/1975, while 67 to 69 and 90 to 99 were built between 1978/1979. Intermediate Trailers 761 to 764 were also built between 1974/1975, with 765 to 773 being completed between 1978/1979. Likewise, the Driving Trailers were also completed in batches, with 731 to 739 built between 1974/1975 and 740 to 751 built between 1978/1979. The additional coaches were conversions from BR or old
NI Railways loco-hauled coaches, and were not original 80 Class vehicles. These were Driving Trailers 752 to 756 and Intermediate Trailers 774 to 780. During the mid-1990s the surviving vehicles were all renumbered by Translink, by adding 8000 to their numbers to avoid duplication with the bus fleet operated by Ulsterbus and Citybus, also Translink subsidiaries.
Use by Iarnród Éireann Three 3-car sets were leased by
Iarnród Éireann (IÉ) from NIR in October 1987 for use on, respectively, the
Bray–
Greystones shuttle (previously operated by a push–pull set rebuilt from
CIÉ 2600 Class railcars), the
Dublin Connolly–
Maynooth route, and the
Cork–Cobh line. They were originally intended as a short-term measure until
Mark 3 push–pull sets became available. The sets entered service on 2 November. In addition to their regular services, they were employed on a variety of other workings, including a nine-car
All-Ireland hurling special from Cork to Dublin. However, although the sets were fitted with
Continuous Automatic Warning System and IÉ train radio in March 1990 and "for a while it appeared as if the units were going to be purchased by [IÉ]," NIR required them back when the lease expired at the end of October 1990. A brief "stay of execution" for the Greystones shuttle lasted until 26 November.
Refurbishment Despite the increasing age and obsolescence of the 80 Class, the lack of available rolling stock meant that NIR was forced to retain a number of units, even in spite of the entry into service of the new
Class 3000. Until 2011, NIR maintained up to three 4-car units for use on passenger services. These saw a pair of 2-car units, a power car and driving trailer, coupled back to back. Six trailers were refurbished and fitted with central door locking enabling them to remain in service until the new
Class 4000 units entered service in 2012. (742 had been nominated for retention but was scrapped in May 2008 and replaced in the programme by 752) The power cars were overhauled at LH services in Staffordshire and the trailers at York Road works in Belfast. Set 89-733-738-69 remained in service until 24 May 2008. Set 93-754-749-94 was sporadically on test from Wednesday 23 July 2008. From Monday 3 November 2008, regular passenger services commenced with this set. On Thursday 17 December 2009, a second refurbished 80 class was deployed onto the Larne Line. The final sets on the Larne Line were 90-749-752-93 and 94-754-747-82. The third refurbished set was stored at York Road and it consisted of 69-733-738-89. It was rumoured that 82 had been withdrawn from service following from an engine fire. 82 was fixed and returned to working order after the fire in Larne. On Tuesday 26 January 2010, 89 entered passenger service with 93, 90 was taken off the set on 23 January 2010. 90 was stored at the south end of the south siding at York Road.
Withdrawal from passenger service In 2011, the entire
450 Class fleet, together with the remaining 80 Class units, was listed by NI Railways for disposal. The final 80 Class units were withdrawn from passenger service on Sunday 25 September 2011. == Sandite and final withdrawal ==