1955 and 1958, the Class 001 was to become the mainstay of mainline passenger and freight services on the network for the next forty years. Parts were also ordered for a further 19 locos to be built at Inchicore Works. From the outset, the two-stroke Crossley engines proved under-powered and unreliable. The 001s were not capable of reliably handling mainline work, while the Class 201, no longer required on branch line work due to Todd Andrews's large scale closures, were unsuited to mainline work because of their low power (c.600 hp). The General Motors influence From the early 60s, CIÉ looked to GM, with their history of reliability. 15 121 Class were purchased in 1961. These were modified shunting locos ("switchers") and proved an instant success. One drawback was the single cab construction requiring the loco to be turned at the end of each journey as the drivers refused to operate them "long hood" forward. They were modified in the mid-1970s for multiple unit operation and operated in consist, "long hood" to "long hood", with their cabs at each end. 37 141 Class, delivered in 1962, were fitted with two cabs to overcome this problem. The delivery of these engines brought an end to regular steam working in April 1963. A third batch of GM locomotives (181 Class) were delivered in 1966, which were essentially 141s with more powerful engines. Having experienced GM's reliability, CIÉ decided in 1964 to fit higher-powered engines in both Class 001 and Class 201 locos. However, GM would only sell complete engine / generator assemblies and would not provide engines on their own. They finally agreed in 1967 to supply engines to enable re-engining of the Class 001. This was the first time that GM supplied engines for such purposes. The trials were a total success and over the next four years, all 94 Metrovicks were fitted with replacement EMD 645 engines. Eighteen new GM locomotives were delivered in 1977. Visually resembling a stretched 141/181 Class, the new locomotives had a Co-Co wheel arrangement and were of significantly higher power, 2,475 h.p. The 071 Class with its higher speed and power went on to become the principal passenger locomotive on the Irish railway network for the next twenty years. The new 201 Class, again built by GM, superseded them in 1994–1995. These are currently the heaviest, fastest and most powerful diesel locomotives operating in Ireland