UTA AEC

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Following the end of WW2 most railways, throughout the world, were looking to either update their fleet of steam locomotives with new and more economical designs or look towards alternatives, which for many meant a programme of dieselisation. The main considerations were the rising cost of coal against diesel oil and the weight of the trains causing wear and tear on the track. In looking to the dieselisation of their system the Ulster Transport Authority made early inroads with small, lightweight diesel units, based on those built for the Great Western Railway in England, using the same manufacturers to supply parts and undertaking construction in their own workshops.

[edit] History

AEC (Associated Equipment Company Limited) of Southall, London were a well known bus chassis, engine and body builders responsible for many types of London's famous red buses. They also provided engines for many diesel railcars built for, or by, the Great Western Railway and later British Railways. In the early 1950s, with dieselisation being undertaken on the GNR(I) and the UTA systems, their products were supplied to both companies.

In August 1951 UTA's York Road works outshopped two new power cars which, following on the first diesel acquisitions, were numbered 6 and 7. They lasted well, 15th July 1966 seeing their last recorded working, after which they were not used again, although not officially withdrawn. On the formation of NIR they were included in the stock transferred over, to be officially withdrawn in December 1968. To increase capacity the unit ran with No. 528, as a centre trailer car, which was converted to work with this set.

At the same time, (1950/1), AEC were also responsible for power cars supplied to the GNR(I) and on the division of stock of that company in 1958 ten of these entered the UTA lists. Numbered from 111 to 120 inclusive they were, in order, originally GNR(I) No's. 603/602/607/606/611/610/615/614/619/618. All of this batch were withdrawn by 1972.

No's 6 & 7 were involved in the Lisburn accident on February 5th 1963 (which also involved Class WT, No.2) and were sent to Dunluce Street for repairs.

Technically, and theoretically, No's. 6 and 7 were compatible with 111 - 120 but never ran with them.

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