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After 1945, both CIÉ and the GNR(I) found themselves in a poor financial position as a result of the deprivations of World War II and increased competition from road traffic. They looked to diesel power as a way to streamline costs and bring them back into profitability. Along with diesel locomotives, railcars offered a cheaper and more flexible means of traction than steam-hauled coaches. As a result in June 1950 the GNR(I) introduced the first of 20 diesel-mechanical railcars (numbers 600–619) ordered from AEC Ltd. of Southall. CIÉ followed that September ordering 60 (nunmbers 2600-2659) almost identical versions as part of its dieselisation programme. These were delivered and put in service between 1951 and 1954. ==Design== These cars, based on a 1930s AEC/Great Western Railway design, were powered by two AEC underfloor engines of 125 hp, each one driving the inner axle of one bogie through a five-speed, pre-selective epicyclic gearbox. They cost £18,500 each and were capable of . They also had improved acceleration over steam, with 15–25 minutes reduction on the Dublin-Waterford running time.〔 The bodywork was built by Park Royal Vehicles, which like AEC was part of the ACV Group. The design incorporated a full width cab at the front and a guard's and luggage compartment at the rear, as well as a steam-generating unit. Passenger accommodation was in two saloons, a 12-seater first-class saloon, located immediately behind the driving cab, giving passengers a clear view to the line ahead, and 32 seater third-class saloon. The power cars could operate with either one or two unpowered intermediate coaches. These coaches were built by the GNR(I) at its Dundalk Works. The GNR(I) railcars were painted in cream & dark blue (and the CIÉ ones in dark green with pale green lining at the waist. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「GNRI AEC Class」の詳細全文を読む スポンサード リンク
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