MAN SE MAN AG, is a German mechanical engineering company and parent company of the MAN Group. It is a subsidiary of automaker Volkswagen AG. MAN SE is based in Munich, its primary output is for the automotive industry heavy trucks. Further activities include the production of diesel engines for various applications, like marine propulsion, turbomachinery. MAN supplies trucks, diesel engines and turbomachinery. In 2016, its 53,824 employees generated annual sales of around €13.6 billion. MAN SE is owned in majority by Volkswagen AG, it is a producer of Commercial Vehicles, through its MAN Truck & Bus and MAN Latin America divisions, participation in the manufacturer Sinotruk. MAN traces its origins back to 1758, when the "St. Antony" ironworks commenced operation in Oberhausen, as the first heavy-industry enterprise in the Ruhr region. In 1808, the three ironworks "St. Antony", "Gute Hoffnung", "Neue Essen" merged, to form the Hüttengewerkschaft und Handlung Jacobi, renamed Gute Hoffnungshütte. In 1840, the German engineer Ludwig Sander founded in Augsburg the first predecessing enterprise of MAN in Southern Germany: the "Sander'sche Maschinenfabrik."
It firstly became the "C. Reichenbach'sche Maschinenfabrik", named after the pioneer of printing machines Carl August Reichenbach, on the "Maschinenfabrik Augsburg"; the branch Süddeutsche Brückenbau A. G. was founded when the company in 1859 was awarded the contract for the construction of the railway bridge over the Rhine at Mainz. In 1898, the companies Maschinenbau-AG Nürnberg and Maschinenfabrik Augsburg AG merged to form Vereinigte Maschinenfabrik Augsburg und Maschinenbaugesellschaft Nürnberg A. G. Augsburg. In 1908, the company was renamed Maschinenfabrik Augsburg Nürnberg AG, or in short, M·A·N. While the focus remained on ore mining and iron production in the Ruhr region, mechanical engineering became the dominating branch of business in Augsburg and Nuremberg. Under the direction of Heinrich von Buz, Maschinenfabrik Augsburg grew from a medium-sized business of 400 employees into a major enterprise with a workforce of 12,000 by the year 1913. Locomotion and steel building were the big topics of this phase.
The early predecessors of MAN were responsible for numerous technological innovations. The success of the early MAN entrepreneurs and engineers like Heinrich Gottfried Gerber, was based on a great openness towards new technologies, they constructed the Wuppertal monorail and the first spectacular steel bridges like the Großhesseloher Brücke in Munich in 1857 and the Müngsten railway bridge between 1893 and 1897. The invention of the rotary printing press allowed the copious printing of books and newspapers and since 1893, Rudolf Diesel puzzled for four years with future MAN engineers in a laboratory in Augsburg until his first Diesel engine was completed and functional. During 1921, the majority of M. A. N. was taken over by Sterkrade. Through well-directed equities and acquisitions of processing industries, e.g. Deutsche Werft, Deggendorfer Werft und Eisenbau, MAN advanced to a nationwide operating enterprise, with a workforce of 52,000 by 1921. MAN produced tractors by the name MAN Ackerdiesel between.
The decision for tractors production was made due to increasing demand from eastern Germany. At the same time the GHH's economic situation worsened; the causes for this were, among others, the reparations after World War I, the occupation of the Ruhr region and the world economic crisis. In only two years the number of MAN employees sank from 14,000 in the year 1929/30 to 7,400 in 1931/32. While the civil business was collapsing, the military business increased with the armament under the National Socialist regime. GHH/MAN enterprises supplied diesel engines for submarines, cylinders for projectiles and artillery of every description. MAN produced gun parts, including Mauser Karabiner 98k rifle bolts, their Waffenamt code was WaA53, ordnance code was "coc". The MAN works in Augsburg, which produced diesel engines for U-boats, the MAN works in Nuremberg, which built 40 percent of Germany's Panther tanks, were the target of massive Allied bombing attacks during World War II. After the end of World War II the allies split up the GHH group.
A vertical integration in which mining and steel production are consolidated was not allowed any more. The "Gutehoffnungshütte", together with the MAN firms of Southern Germany, therefore concentrated on engineering, plant construction, commercial vehicles and printing machines; this process has been supported by strategic dispositions. In 1982/83 the "Gutehoffnungshütte" plunged into a deep corporate crisis; the enterprise suffered from the late effects of a bad economic situation. This was displayed by the dramatic downturn of the commercial vehicles sales figures. Besides e
Raidió Teilifís Éireann
Raidió Teilifís Éireann is a semi-state company and the national public service media of Ireland. It both produces programmes and broadcasts them on television and the Internet; the radio service began on 1 January 1926, while regular television broadcasts began on 31 December 1961, making it one of the oldest continuously operating public service broadcasters in the world. RTÉ publishes a weekly lifestyle magazine called the RTÉ Guide. RTÉ is financed through advertising; some RTÉ services are only funded by advertising, while other RTÉ services are only funded by the licence fee. RTÉ is a statutory body, run by a board appointed by the Government of Ireland. General management of the organisation is in the hands of the Executive Board headed by the Director-General. RTÉ is regulated by the Broadcasting Authority of Ireland. Radio Éireann, RTÉ's predecessor and at the time a section of the Department of Posts and Telegraphs, was one of 23 founding organisations of the European Broadcasting Union in 1950.
This section deals with the history of RTÉ as an organisation. For details on this history of the various services see the separate articles on those services. For history of the broadcasting service prior to 1960, see Minister for Posts and Telegraphs and RTÉ Radio 1. Broadcasting in Ireland began in 1926 with 2RN in Dublin. From that date until June 1960 the broadcasting service operated as a section of the Department of Posts and Telegraphs, those working for the service were directly employed by the Irish Government and regarded as civil servants. RTÉ was established on 1 June 1960 under the Broadcasting Authority Act 1960, the principal legislation under which it operates; the existing Radio Éireann service was transferred to the new authority, made responsible for the new television service. The television service started broadcasting on 31 December 1961, from the Kippure transmitter site near Dublin. Eamonn Andrews was the first Chairman of Radio Éireann, the first director general was Edward Roth.
The name of the authority was changed, at the suggestion of Áine Ní Cheanainn, to Radio Telefís Éireann by the Broadcasting Authority Act 1966, both the radio and television services became known as RTÉ in that year. The Broadcasting Act 2009 changed the name of the organisation from "Radio Telefís Éireann" to "Raidió Teilifís Éireann", to reflect the proper spelling of the name in Irish. However, the station retains "Radio Telefís Éireann" carved in stone at the entrance to its Donnybrook headquarters in Dublin. Under Section 31 of the Broadcasting Authority Act, 1960 the Minister for Posts and Telegraphs of the day could direct RTÉ "not to broadcast any matter, or any matter of any particular class". In 1971 the first such directive was issued by Gerry Collins, directing RTÉ not to broadcast "any matter that could be calculated to promote the aims or activities of any organisation which engages in, encourages or advocates the attaining of any particular objective by violent means". A year Collins dismissed the entire RTÉ Authority over a report of an interview with Seán Mac Stíofáin, the chief of staff of the Provisional IRA.
RTÉ reporter Kevin O'Kelly, who reported the Mac Stiofáin interview, was jailed for contempt in a court case arising out of the interview. Kelly refused to identify Mac Stiofáin's as the voice on a tape seized from his house by the Garda Síochána. In 1976 Conor Cruise O'Brien, Minister for Posts and Telegraphs, amended Section 31 and thereafter issued a new annually-based directive to the RTÉ authority. RTÉ was now explicitly banned from broadcasting interviews or reports of interviews with spokespersons for Sinn Féin, the Provisional IRA, or any organisation banned in Northern Ireland under the UK's Northern Ireland Act 1973; these directives were reissued on an annual basis until the final one appeared in January 1993. During the late 1970s RTÉ was accused of extending the censorship rules into a system of self-censorship. A small minority of programme makers emerged who approved of Section 31 supporters of the Workers' Party, including Eoghan Harris, Gerry Gregg who opposed that party's official policy.
Opponents of censorship were portrayed as secret IRA sympathizers. The effect of this ban was greater than and similar to, though less harsh than, the censorship provision introduced in 1988 in the United Kingdom; the UK ban did not prevent reports of interviews with spokespersons. This allowed interviews using actors' voices dubbing the direct speech of censored persons; this was not permissible on RTÉ. In 1992–93, in O'Toole vs RTÉ, RTÉ was found by the High Court and Supreme Court to have illegally and unconstitutionally extended the censorship ban to Sinn Féin members who were not speaking on behalf of the party; the RTÉ ban did not affect UK stations broadcasting in the Republic of Ireland as, until 1988 at least, viewers in the Republic were still able to hear the voices of Sinn Féin representatives. The following figures were issued by RTÉ as part of their annual report in 2012. In 2012 RTÉ received in total €180,894,000 in public funding from the licence fee, it received €127,100,000 in commercial revenue.
RTÉ total expenditure in 2012 was €327,023,000. They had restructuring costs of €46,161,000 in 2012. Losses for the year came to €65,147,000. Profit and Loss across radio and online services. RTÉ receives income from two main sources: The television licence fee. Within the State, it is necessary to pay a fee of €160 per annum to possess any piece of
Construcciones y Auxiliar de Ferrocarriles
Construcciones y Auxiliar de Ferrocarriles is a Spanish publicly-listed company which manufactures railway vehicles and equipment and buses through its Solaris Bus & Coach subsidiary. It is based in Basque Autonomous Community. Equipment manufactured by Grupo CAF includes light rail vehicles, rapid transit trains, railroad cars and locomotives, as well as variable gauge axles that can be fitted on any existing truck or bogie. Over the 20 years from the early 1990s, CAF benefited from the rail investment boom in its home market in Spain to become a world player with a broad technical capability, able to manufacture any type of rail vehicle. CAF has supplied railway rolling stock to a number of major urban transit operators around Europe, the US, South America, East Asia and North Africa. CAF was an acronym for the earlier name of Compañía Auxiliar de Ferrocarriles, as well as for Construcciones y Auxiliar de Ferrocarriles. In 1860 Domingo Goitia, Martín Usabiaga and José Francisco Arana established this company, whose main activity was puddling furnaces and cylinder rolling.
In 1892 Francisco de Goitia joined the Marquis of Urquijo to set up La Maquinista Guipuzcoana, whose main activity was the operation of machinery and the forging and construction of railway rolling stock. In 1898 it set up its plant in Gipuzkoa. In 1905 it changed its name to Fábrica de Vagones de Beasain. Compañía Auxiliar de Ferrocarriles was founded in 1917, specializing in freight car production and with a total of 1,600 employees. In 1940 the Irun factory was set up, following the expansion of activity after the Spanish Civil War. In 1954 CAF took over Material Móvil y Construcciones from Zaragoza, a company with extensive experience in manufacturing long-distance and subway trains. Since 1958 the company has modernized and enlarged its Beasain plant and expanded its activity to include all kinds of rolling stock. In line with this, in 1969 CAF created its Research and Development Unit, which increased the company's competitiveness and intensified the focus on in-house technology. In 1971 the existing Compañía Auxiliar de Ferrocarriles merged with Material Móvil y Construcciones and the company adopted its current name Construcciones y Auxiliar de Ferrocarriles.
CAF USA, a wholly owned subsidiary of CAF, was incorporated in 1998 and is based in Elmira, New York. It manufactures rolling stock for the North American market at a plant in Elmira that the company established in 2000. For Renfe Operadora and its predecessor RENFE, CAF has built high speed trains, regional trains, suburban trains and locomotives; the following high speed rail EMUs were built: Class 120 Class 121 OarisThe following regional trains: Class 598 Class 594 Class 449 Class 599 Class 440 Class 444The following suburban trains: Civia 462/463/464/465 Class 446/447The following locomotives: Class 250 Class 252For FEVE, now part of Renfe Operadora: Electro-diesel locomotive Class 1900 DMU Class 2600 DMU Class 2700 DMU Class 2900For Euskotren: UT200 UT300 UT900 UT3500 Euskotren XXIFor Serveis Ferroviaris de Mallorca: DMU Class 61 EMU Class 71 EMU Class 81For other operators: BITRAC CC 3600 electro-diesel For Madrid: Class 300 Class 1000 Class 2000 Class 3000 Class 5000 Class 6000 Class 8000 Class 8400For Barcelona: Class 1000 Class 2000 Class 3000 Class 4000 Class 5000 Class 6000 Class S/2100 Class S/300Trams: Urbos 1 Urbos 2.
Urbos 3. Algeria: DMUs Argentina: 9 articulated units for Tren de la Costa Brazil: CPTM EMUs and São Paulo Metrô Finland: Construction of Fiat-designed VR Class Sm4 Hungary: MÁV vagon Ireland: IE 29000 Class Ireland: IE Mark 4 Italy: DMUs for Sardinia Italy: Civity EMUs for Trieste Latvia: Civity EMUs and DMUs Montenegro: Civity EMUs Netherlands: Sprinter New Generation Civity EMUs New Zealand AM class EMU, Auckland Portugal: EMUs for Lisboa Saudi Arabia: DMUs for Saudi Railways Organization and Saudi Railway Authority Turkey: TCDD Class HT65000 Turkey: EMUs of Izmir UK: British Rail Class 332 in partnership with Siemens UK: British Rail Class 333 in partnership with Siemens UK: British Rail Class 195 UK: British Rail Class 196 UK: CAF Civity UK: British Rail Class 331 UK: Northern Ireland Railways Class 3000 and Class 4000 UK: British Rail Class 397 UK: Mark 5 & Mark 5A rolling stock USA: Amtrak Viewliner II Algeria: Algiers Metro Argentina: Buenos Aires Underground 5000 and 6000 series Australia: Canberra and Sydney light rail.
Belgium: Brussels Metro M6 Series Brazil: São Paulo Metro Brazil: Cuiabá tram Brazil: Recife Metro Chile: Santiago Metro Colombia: Medellín Metro Estonia: Tallinn tram Finland: Helsinki Metro, M300 series France: Nantes Tramway France: Besançon Tramway Germany: Freiburg tram Hong Kong: MTR, MTR Adtranz-CAF EMU Hungary: Debrecen public transport Hungary: Budapest public transport India: Delhi Airport Metro Express Italy: Rome Metro Luxembourg: fr:Tramway de Luxembourg Urbos 3 Mexico: Mexico City Metro Mexico: Toluca–Mexico City commuter rail Netherlands: S3 and M4 units of the Amsterdam Metro and from 2018 the Uithof tram line in Utrecht Romania: Bucharest Metro Line M2 Serbia: Belgrade Tram Sweden: Stockholm Tram Taiwan: Kaohsiung
IE 2800 Class
The 2800 Class is a type of Diesel Multiple Unit operated on the Irish railway network by Iarnród Éireann, used for short-haul InterCity and Commuter services. The 2800 Class were built in Japan by Tokyu Car Corporation. Ten were built and entered into service in 2000. Like the 2600, 2700 and 2750 Classes, they were delivered in "Arrow" livery, however the Arrow logo was removed shortly after they entered service and replaced with the National Development Plan logo; the units were rebranded to Commuter livery from 2003. They were the last of the IÉ railcar fleet to retain the IÉ orange livery, the last unit being repainted into Commuter livery in late 2005, it is not unknown for the units to work in multiple with the 2600 class. The 2800 Class were the first Irish trains to be fitted with PA systems which included both on-board announcements and message boards at either end of the coach; this function in the train has long been disused leaving manual driver announcements and message boards switched off.
The 2800 Class underwent rebranding using a new livery with the silver green Irish Rail livery for use on InterCity routes. Following refurbishment, the cab-end corridor connections were removed; the 2800 Class was bought for use on the Western Commuter service, where they replaced the Cravens stock used on the line in conjunction with the 2600 Class. This meant an end to the use of locomotive-hauled stock on the line. Although intended for this service, they were redeployed following the introduction of the 29000 Class which now operates the line, along with the 22000 Class, introduced on the Western Commuter service in 2012, they now operate on a variety of lines. Because of their design, which allows movement between sets of multiple units working together, they were used on Rosslare line InterCity services where it was possible to run a minimal catering service on the line using these units, they were redeployed back onto Commuter services when the 22000 Class entered service on the Rosslare line.
Since the 2800 Class were replaced with the 22000 Class on all Dublin Commuter services, the entire fleet was moved to Limerick. The 2800 Class now operate the following routes: Limerick-Galway Limerick-Nenagh Limerick-Ballybrophy Limerick-Limerick Junction Limerick Junction-Waterford Manulla Junction-BallinaThey operate on the Cork Commuter along with the 2600 class. Cork-Cobh Cork-Midleton Cork-Mallow Cork-Mallow-Tralee Irish Rail Fleet Information webpage Japan Transport Engineering Company webpage
Prime mover (locomotive)
In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the prime mover is thus the source of power for its propulsion. In an engine-generator set, the engine is the prime mover, as distinct from the generator. In a diesel-mechanical locomotive, the prime mover is the diesel engine, mechanically coupled to the driving wheels. In a diesel-electric locomotive, the prime mover is the diesel engine that rotates the main generator responsible for producing electricity to power the traction motors that are geared to the drivers; the prime mover can be a gas turbine instead of a diesel engine. In either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no on-board prime mover, instead relying on an external power station; the engine and generator set of a diesel-electric locomotive are sometimes coupled as a removable unit called "the power unit".
The power unit represents the main weight in a locomotive design, other than the body. Its position back and forth is at the designer's choice and may be used to control overall weight distribution. In most locomotives designs, the power unit is placed centrally. In some locomotives, it is offset to one end. In extreme cases, such as C-B wheel arrangements, the weight on each bogie may differ so much that the engine-end bogie is given an extra carrying axle, to keep individual axle loads more consistent. Power pack
Diesel multiple unit
A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages. Diesel-powered single-unit railcars are generally classed as DMUs. Diesel-powered units may be further classified by their transmission type: diesel–electric, diesel–mechanical or diesel–hydraulic; the diesel engine may be located under the floor. Driving controls can be on one end, or in a separate car. DMUs are classified by the method of transmitting motive power to their wheels. In a diesel–mechanical multiple unit, the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car; the transmissions can be shifted manually by the driver, as in the great majority of first-generation British Rail DMUs, but in most applications, gears are changed automatically. In a diesel–hydraulic multiple unit, a hydraulic torque converter, a type of fluid coupling, acts as the transmission medium for the motive power of the diesel engine to turn the wheels.
Some units feature a hybrid mix of hydraulic and mechanical transmissions reverting to the latter at higher operating speeds as this decreases engine RPM and noise. In a diesel–electric multiple unit, a diesel engine drives an electrical generator or an alternator which produces electrical energy; the generated current is fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel–electric locomotive. In modern DEMUs, such as the Bombardier Voyager family, each car is self-contained and has its own engine and electric motors. In older designs, such as the British Rail Class 207, some cars within the consist may be unpowered or only feature electric motors, obtaining electric current from other cars in the consist which have a generator and engine. A train composed of DMU cars scales well, as it allows extra passenger capacity to be added at the same time as motive power, it permits passenger capacity to be matched to demand, for trains to be split and joined en route.
It is not necessary to match the power available to the size and weight of the train, as each unit is capable of moving itself. As units are added, the power available to move the train increases by the necessary amount. DMUs may have better acceleration capabilities, with more power-driven axles, making them more suitable for routes with frequent spaced stops, as compared with conventional locomotive and unpowered carriage setups. Distribution of the propulsion among the cars results in a system, less vulnerable to single-point-of-failure outages. Many classes of DMU are capable of operating with faulty units still in the consist; because of the self-contained nature of diesel engines, there is no need to run overhead electric lines or electrified track, which can result in lower system construction costs. Such advantages must be weighed against the underfloor noise and vibration that may be an issue with this type of train. Diesel traction has several downsides compared to electric traction, namely higher fuel costs, more noise and exhaust as well as worse acceleration and top speed performance.
The power to weight ratio tends to be worse. DMUs have further disadvantages compared to diesel locomotives in that they cannot be swapped out when passing onto an electrified line, necessitating either passengers to change trains or Diesel operation on electrified lines; the lost investment once electrification reduces the demand for diesel rolling stock is higher than with locomotive hauled trains where only the locomotive has to be replaced. Diesel multiple units are in constant use in Croatia, operated by national operator Croatian Railways. On Croatian Railways, DMUs have important role since they cover local and distant lines across the country. Two largest towns in Croatia and Split, are daily connected with DMU tilting trains "RegioSwinger" that provide Inter City service between those two towns since 2004. In the early 1990s, luxury DMU series 7021 provided some of higher ranked lines across the country. DMU series HŽ series 7121, 7122 and Croatian-built series 7022 and 7023 are nowadays in high use covering country's local and regional services in country's interior on the tracks that are not electrified.
In the Republic of Ireland the Córas Iompair Éireann, which controlled the republic's railways between 1945 and 1986, introduced DMUs in the mid-1950s and they were the first diesel trains on many main lines. The first significant use of DMUs in the United Kingdom was by the Great Western Railway, which introduced its small but successful series of diesel–mechanical GWR railcars in 1934; the London and North Eastern Railway and London and Scottish Railway experimented with DMUs in the 1930s, the LMS both on its own system, on that of its Northern Irish subsidiary, but development was curtailed by World War II. After nationalisation, British Railways revived the concept in the early 1950s. At that time there was an urgent need to move away from expensive steam traction which led to many experimental designs using diesel propulsion and multiple units; the early DMUs proved successful, under BR's 1955 Modernisation Plan the building of a large fleet was authorised. These BR "First Generation" DMUs were built between 1956 and 1963.
BR required that contracts for the design and manufacture of new locomotives and rolling stock be split between n
NIR Class 80
The Class 80 is a type of diesel electric multiple unit used by Northern Ireland Railways. They were affectionately nicknamed'Thumpers' by rail enthusiasts due to the thumping noise their engines produced. By the early 1970s the MEDs and units inherited from the Great Northern Railway had been in service for 20 years, the MPDs for 10 years. To replace these life-expired units, Northern Ireland Railways placed an order with British Rail Engineering Limited 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 using for the Enterprise service; the new trains were classified as the Class 80. The power cars were fitted with an English Electric 560 HP 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 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. 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 have an underframe, they were mechanically and electrically. The Class 80 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, 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 built between 1974/1975, with 765 to 773 being completed between 1978/1979; the Driving Trailers were 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, were not original Class 80 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 Translink subsidiaries. Three 3-car sets were leased by Iarnród Éireann from NIR in October 1987 for use on the Bray–Greystones shuttle, the Dublin Connolly–Maynooth route, the Cork–Cobh line, they were 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," 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. Despite the increasing age and obsolescence of the Class 80, the lack of available rolling stock meant that NIR was forced to retain a number of units 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 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.
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. 82 was 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. In 2011, the entire Class 450 fleet, together with the remaining Class 80 units, was listed by NI Railways for disposal; the final Class 80 units were withdrawn from passenger service on 25 September 2011.
97 was converted to a sandite spraying vehicle in 2006 and in 2006 and 2007 was used on these duties coupled to 89. On Wednesday 1 October 2008, 97 had a test run with refurbished 82 and this pair were used for sandite trains until December 2008. In 2009, 97 was on sandite duties again with 82. During October 2009 while out on sandite duties