UTA AEC
Encyclopedia
Following the end of World War II, 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
(UTA) 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.
(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well, 15 July 1966 seeing their last recorded working, after which they were not used again, although not officially withdrawn. On the formation of NIR they were included in the stock transferred over, to be officially withdrawn in December 1968.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 coach 279, as a centre trailer car, which was converted to work with this set. It became 528 in 1958
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. Trailers from these railcars were converted from existing GNR steam coaches and retained their GNR numbers (Except vehicles 8 and 9, later UTA 585+586, which were built new as AEC driving trailers). Those that were acquired by UTA became 554 555 580 581 582 585 586 593 (The gaps being due to their numbering in the same series as BUT trailers). Kitchen Car 166 was converted to an AEC trailer in 1967 and retained its number
All NIR AEC railcars were withdrawn by 1972. The last set in service was 114-586-115 stopped in September of that year
No's 6 & 7 were involved in the Lisburn accident on February 5, 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.
Ulster Transport Authority
The Ulster Transport Authority ran rail and bus transport in Northern Ireland from 1948 until 1966.-Formation and consolidation:The UTA was formed by the Transport Act 1948, which merged the Northern Ireland Road Transport Board and the Belfast and County Down Railway...
(UTA) made early inroads with small, lightweight diesel units, based on those built for the Great Western Railway
Great Western Railway
The Great Western Railway was a British railway company that linked London with the south-west and west of England and most of Wales. It was founded in 1833, received its enabling Act of Parliament in 1835 and ran its first trains in 1838...
in England
England
England is a country that is part of the United Kingdom. It shares land borders with Scotland to the north and Wales to the west; the Irish Sea is to the north west, the Celtic Sea to the south west, with the North Sea to the east and the English Channel to the south separating it from continental...
, using the same manufacturers to supply parts and undertaking construction in their own workshops.
History
AECAEC (Associated Equipment Company)
AEC was a United Kingdom based vehicle manufacturer which built buses, motorcoaches and lorries from 1912 until 1979. The acronym stood for the Associated Equipment Company, but this name was hardly ever used; instead it traded under the AEC and ACLO brands.While famously associated with London's...
(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, 15 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 coach 279, as a centre trailer car, which was converted to work with this set. It became 528 in 1958
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. Trailers from these railcars were converted from existing GNR steam coaches and retained their GNR numbers (Except vehicles 8 and 9, later UTA 585+586, which were built new as AEC driving trailers). Those that were acquired by UTA became 554 555 580 581 582 585 586 593 (The gaps being due to their numbering in the same series as BUT trailers). Kitchen Car 166 was converted to an AEC trailer in 1967 and retained its number
All NIR AEC railcars were withdrawn by 1972. The last set in service was 114-586-115 stopped in September of that year
No's 6 & 7 were involved in the Lisburn accident on February 5, 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.