GNR BUT Class
The BUT Class was a fleet of diesel-powered railcars used by the Great Northern Railway Board and its successors. They were an evolution of the earlier AEC railcars, which had entered service in 1951.
| GNRI BUT Class | |
|---|---|
 A BUT railcar at Lisburn railway station | |
| In service | 1957–1980 |
| Manufacturer | British United Traction Dundalk Works Park Royal Vehicles |
| Replaced | Steam locomotives and carriages |
| Constructed | 1956–1957 |
| Scrapped | 1972–1980 |
| Number built | 24 sets |
| Number scrapped | All |
| Successor | UTA 70 Class |
| Formation | 3–8 cars (maximum 4 power cars) |
| Fleet numbers | 701-716 (double-ended vehicles) and 901-908 (single-ended vehicles) 121-129 (double-ended vehicles) 131-135 (single-ended vehicles) |
| Capacity | 56 seats per power car (12 first-class passengers and 44 second-class) |
| Operator(s) | Great Northern Railway (Ireland) Ulster Transport Authority Northern Ireland Railways Córas Iompair Éireann |
| Specifications | |
| Car body construction | Steel on timber framing |
| Car length | 65 feet (20 m) |
| Width | 9 feet 6 inches (2.90 m) |
| Height | 12 feet 6 inches (3.81 m) |
| Weight | 38.25 long tons (38.86 t) (single power car) |
| Prime mover(s) | Two BUT A230 in each power car |
| Transmission | Mechanical; five-speed preselector gearbox |
| Train heating | Steam heating |
| UIC classification | 1A′A1′ |
| Braking system(s) | Vacuum |
| Coupling system | Screw |
| Track gauge | 1,600 mm (5 ft 3 in) See Rail gauge in Ireland |
History
Great Northern Railway Board
As part of its aims for complete dieselisation of passenger services, the GNRB began planning for a new fleet of diesel railcars. The order went out in 1954 to Associated Equipment Company, the manufacturers of the GNR's existing AEC fleet, who by that time had become part of British United Transaction. (The initials of which gave the class its name.) Unassembled bodies, designed by Park Royal, underframes, and mechanical parts were shipped to the GNRB's workshops in Dundalk in the Summer of 1956, where final assembly took place. The initial railcar emerged was completed in April 1957, with another subsequently following every couple of weeks. In June 1957 they entered service, replacing the Belfast-based Enterprise set in June 1957, and as more power cars were turned out, one was used alongside a brake/first carriage to launch a successful Enniskillen - Belfast (Via Omagh) morning express service. This service was short-lived, however, as Co. Fermanagh lost all its railway services in September 1957. By December that year, the BUT's were sufficient in number to take over the Dublin-based Enterprise set, as well as commence work on the Portadown - Derry line. (Nicknamed the 'Derry Road'.)
Ulster Transport Authority & Córas Iompair Éireann
Upon the dissolution of the GNRB, the BUT's were divided equally between the Ulster Transport Authority and CIÉ. UTA-Owned railcars continued to be used on Belfast - Dublin and Portadown - Derry services, whilst CIÉ-owned sets were eventually relegated to suburban services from Dublin to Howth and Dundalk.
Northern Ireland Railways & Córas Iompair Éireann
Northern Ireland Railways replaced the UTA in 1968, acquiring their BUT fleet. Having been displaced on the Enterprise by the UTA 70 Class, they were gradually withdrawn during the 1970s. Nine vehicles survived in use to 1980 after conversion to hauled stock. CIÉ had withdrawn all their BUT stock by the mid-1970s. CIÉ scrapped their vehicles at Mullingar, whilst NIR disposed of theirs by dumping them in a quarry at Crosshill, Co. Antrim following the discovery that they contained asbestos. No BUT vehicles survived into preservation.
Fleet Details
24 Vehicles were produced in total, of which there were two varieties. 16 Were double-ended, with a half-cab at each end to the left of the corridor connection. Each one sat 56 passengers, although there was no guard's or luggage compartment. The double-ended vehicles were second-class throughout, and numbered 701 - 716. The remaining 8 vehicles were single-ended, with one full cab not dissimilar to that of an AEC railcar. Numbered 901 - 908, each one had accommodation for 12 first-class passengers and 44 second-class.
They could work 4 power cars to one train, but compatibility with regular coaching stock and AEC railcars was hindered by the fact they utilised an unusual type of corridor connection. Every individual vehicle was powered by two underfloor, vertical A230 engines, each capable of 150 bhp. They weighed 381/4 tons and were 65 ft (19.8m) long.
They entered service in the GNR's railcar livery of blue and cream. Upon dissolution of the GNRB, CIÉ's units were repainted into green (and subsequently in 1961, black and tan) whilst the UTA's were all carrying Brunswick Green, complete with yellow and black 'Wasp Stripes', by 1963. After passing into NIR's hands they were repainted once again, this time into maroon and grey. Whilst CIÉ merely suffixed their BUT vehicle numbers with an 'n', the UTA renumbered theirs with double-ended vehicles becoming 121 - 129 and single-ended vehicles becoming 131 - 135. These numbers remained under NIR.