The Armstrong Whitworth Company was the product of Victorian era entrepeneurs using their ingenuity & problem solving skills coupled to the ever-growing engineering advancements of the Industrial Revolution.

William George Armstrong, born Newcastle upon Tyne in November 1810 finished his early education by becoming articled to a firm of solicitors. After becoming a partner and a good friend of the owner Armstrong's free time was spent exploring the world of mechanics, particularly the use of waterpower to drive machinery. In April 1847 with financing from close friends land was leased at Elswick, a factory constructed, crane building being the principal activity, the profits from which financed much of the research into other fields. Bridges and their opening mechanisms followed, contracts being received from I K Brunel no less.

Included in the varied research was the invention of the breech loading gun - Armstrong received his knighthood in return for surrendering the patents to the government. The Elswick factory workforce branched out further into the construction of ships, locomotives and armaments.

Joseph Whitworth was born in Stockport in 1804, apprenticing as a mechanic at an Ambergate cotton mill. Further training followed in London & Manchester with a strong desire to improve and enhance the existing mill related technology. His dedication and attention to detail led to the production of precision instruments and the machines & tools required to create them. Whitworth's claim to fame was the 'Whitworth thread' - the mass production of taps & dies, allowing the supply worldwide of standardised nuts & bolts. And as Armstrong's industrial facilities increased its output of items so Whitworth's Manchester area factories expanded their production into many products, including guns.

In 1887 Whitworth died, a multi-millionaire in today's terms, his empire was sold to Armstrong and the company renamed the Sir W.G. Armstrong Whitworth & Co Ltd. Lord Armstrong was also a very wealthy man, in 1894 he purchased Bamburgh Castle, having the majority of it rebuilt. He died in 1900 whilst the castle's restoration continued.

Further amalgamation occurred in 1919 with the Siddeley Deasey Company, and in 1927 with Vickers, when the greater part of the Armstrong Whitworth company became Vickers Armstrong.

And of course in September 1919 Armstrong Whitworth became a Sulzer diesel engine licensee.

Owner	Engine Model	Builder/Wheel Arrangement/Gauge	Electrical Equipment	Total	Running Numbers
LNER, Armstrong - Shell Express (LMSR)	6LV22 250hp Armstrong Sulzer	Armstrong Whitworth, Newcastle 1931, 2-Bo, 4ft 8.5in	GEC	3	'Northumbrian', 'Tyneside Venturer' & 'Lady Hamilton'
Ribble Navigation / Preston Docks	6LV22 250hp Armstrong Sulzer	Armstrong Whitworth, Newcastle 1932, 0-6-0, 4ft 8.5in	GEC	1	'Duchess' (Works # D8)
Armstrong Whitworth/LNER	8LD28 800hp Armstrong Sulzer	Armstrong Whitworth, Newcastle 1933, 1Co1, 4ft 8.5in	Laurence Scott & Electromotors, Crompton Parkinson, Allen West	1	'UniversaL' locomotive
LMSR	6LV22 250hp Armstrong Sulzer	Armstrong Whitworth, Newcastle 1933, 0-6-0, 4ft 8.5in	Laurence Scott & Electromotors	1	7058 later 7408 (Works # D20)
LMSR	6LTD22 400hp	Armstrong Whitworth, Newcastle 1935-1936, 0-6-0, 4ft 8.5in	Crompton Parkinson	10	7059 - 7068 (Works # D54 - D63)

Photograph courtesy Armstrong Whitworth/Diesel Railway Traction/IAL
During 1933 Armstrong Whitworth Co. of Newcastle upon Tyne released for trials on the LNER a 1-Co-1 diesel electric locomotive. The locomotive had been designed as a mixed traffic machine, with a maximum axle loading of 17 tons, a maximum starting tractive effort of 28,500lb and a maximum speed of 70mph. Although only one locomotive was built it was fitted with multiple unit working capability with the intention that two locomotives could be worked by one driver on goods trains up to 1,500 tons and 500 ton passenger trains up to 60mph on level track. A single unit was permitted to haul 800 ton freights or 260 ton passenger trains.

The 1-Co-1 wheel arrangement (2-6-2 'Prairie' steam classification) utilised four foot diameter driving wheels with Isothermos axle boxes with an equalised spring arrangement allowing useage over indifferent track. Sanding was provided on the two outside driving wheels with air supplied from a small compressor. Braking was by means of the automatic vacuum system, two large cylinders applied brake blocks to all the driving wheels.

The diesel engine was an Armstrong-Sulzer 8LD28 eight cylinder inline device, the cast cylinder block comprised of two four cylinder units carried on a steel welded crankcase. Attached to this was the main generator frame, the whole diesel-generator set was supported directly by the locomotive frame. The cylinder heads are seperate, housing the inlet & exhaust valves in cages for easy maintenance of the valve seats. The cylinder liners are of cast iron, of the wet type, with the pistons of forged aluminium.

The rated output was 800hp at 700rpm with a brake m.e.p. of 80lb per square inch. Normal full load fuel consumption was 0.40lb per hp hour, lubrication oil consumption was about one per cent of the fuel oil total. All output of the engine was available for traction, an 80hp Armstrong-Saurer engine housed in the nose supplied all the auxiliary needs and obviated the need for a large and heavy set of batteries to start the main engine. Rather unusually the main engine carried no metal rocker covers, roll-back leather covers were used, held in place by spring fasteners. Two large side mounted radiators provided cooling for the water and lubricating oil, air being drawn through by a roof mounted fan. The fuel tanks and 24 cell batteries were mounted either side of the engine alongside the walls. Because of the fitting of the auxiliary engine descriptions of the locomotive give its horsepower as either 800 or 880.

The electric transmission was controlled by a regulator operated by an hydraulic servo motor permitting full output of the diesel engine from 6mph to 65mph. Although the Laurence, Scott & Co Ltd main generator is directly coupled to the engine the bodywork has been built up between the two so as to place the generator in a seperate enclosed space. This compartment also contained the control gear, compressor & exhauster. The three Crompton Parkinson Ltd self-ventilated axle-hung traction motors have roller bearings for the armatures and white metal lined pad lubricated suspension bearings on the axle. The control gear was supplied jointly by Laurence, Scott & Co and Crompton Parkinson.

The locomotive entered service on the LNER on July 6th 1933, working between Newcastle & Alnmouth, additionally making several trips between Newcastle and Hexham. Further tests in 1933 were to be completed with goods trains of forty five & sixty wagons between Newcastle and Berwick & York. The machine remained a speculative venture for its owners, interest by the LNER did not amount to anything, not helped by a crankcase explosion during June 1934, which led to its retirement. However Armstrong Whitworth continued to venture into the growing market for diesel powered rail vehicles, eventually providing the LMSR with a series of diesel electric 0-6-0 shunters and sending other railway vehicles to India, Ceylon and Argentina.

The UK locomotive bears strong resemblances, in its physical appearance and wheel arrangement to early designs sent to a number of overseas companies. Regretably, as with the UK design certain of these early pioneering locomotives did not fare too well.

Photograph courtesy J W Armstrong
AW's 800hp demonstrator spent some time testing on the LNER between Newcastle & York. It is seen here on an unknown date near Darlington.

	The 8LD28 engine is lowered into the body of the 'UniversaL' locomotive. Armstrong Whitworth photograph.
	A lengthy goods train awaits departure from ? Armstrong Whitworth photograph.
	The 'bonnet' end of the locomotive leads with a set of passenger coaches at Alnmouth. Armstrong Whitworth photograph.
	Elevations for the 'UniversaL' locomotive.
	The AW locomotive on a freight train believed to be photographed somewhere near present day Tyne Yard, date not known. Photographer unknown.

During 1932 a prototype shunting locomotive was constructed by Armstrong Whitworth that perhaps could be considered the joint precursor (with English Electric demonstrator 7079 of 1936) of a vast fleet of 0-6-0 diesel electric shunters for British Railways.

Photograph from a B&W postcard of unknown origin A side view of Preston Docks 'Duchess' (AW works number D8), the fore-runner of the small fleet of AW shunters that worked on British Railways.

Photograph courtesy of 'Nasher' from Bath. An early view of 'Duchess', judging by the style of clothing on the staff.

A view frequently used of 'Duchess' in advertising material by Sulzer, particularly in Diesel Railway Traction during 1944.

This locomotive entered service during July 1932 and was fitted with the same equipment that went into the three heavyweight railcars (see below) - a 250hp 6LV22 engine & GEC electrical equipment, the locomotive did not immediately have a buyer, and spent much of 1932-1933 working several LNER goods yards in the Newcastle area. Initial service was in the Forth marshalling yard, spending most of its time here apart from a short stint at Blaydon. Loads at the Forth Yard were upto forty wagons totalling 600 tons, whilst the Blaydon Yard with its gradients permitted a maximum load of 750 tons. After a month at Blaydon it moved to Heaton Yard. Here it was challenged by taking 800 ton loads up the 1 in 150 Benton Bank. Fuel consumption with this type of working was about 2.5 gallons per hour. This locomotive also spent a brief period under trial on the Southern Region. This machine would soon be bought by the Preston Corporation for use in the Ribble Docks. Its works number was D8, it later gained the name 'Duchess' and was still in operation during 1960, and was noted withdrawn as late as the winter of 1968.

A second machine similar to D8 was built during 1933, to be tested along with a number of other shunters by the LMSR authorities. This machine carried the numbers 7408 & 7058 on the LMSR and was allocated the British Railways number 13000 in the post nationalisation re-numbering scheme, although it was broken up prior to carrying this number.

Allocated Works number D20 of 1933 it was fitted with a Armstrong Sulzer 6LV22 diesel engine, powering a Laurence Scott & Electromotors generator and single traction motor. With the engine rated at 250hp @ 775rpm with a maximum tractive effort of 24,000lb and a maximum speed of 30mph, this shunting locomotive clearly had the best charachteristics that the LMSR was seeking when compared to the other locomotives tested. Most significant were its electric transmission, its heavier weight and a fuel capacity that would allow a week of shunting prior to refuelling.

Photograph courtesy Diesel Railway Traction

The success of the 7408/7058 led the LMSR to place an order for a further ten locomotives which were delivered during 1935/36. The engine was similar to that in 7408, however the extra horsepower was obtained by increasing the speed by 100rpm and the mean effective pressure of the cylinders from 65 psi to 81psi. Lighter components were also incorporated wherever possible. Although their output was normally quoted as 350hp to match the English Electric machines, the fuel racks and governors could be set to allow operation of the engine at 400hp at 1,000rpm.

A fine view of WD 883 (previously LMS 7063 & WD70216) at Bicester on May 3rd 1960. Clearly visible is the tapered bonnet and the Armstrong Whitworth insignia on the front panel. This locomotive ended its days at Hams Hall power station shunting coal wagons. It was broken up there in late 1967, just a stones throw from the Derby - Birmingham main line where a considerable amount of the freight and passenger traffic passed by with locomotives powered by the Sulzer 12LDA28 engine.

With many thanks to John Turner for permission to use this view, click on any part of the picture to get a bigger view.

LMS 7059 - LMS 7068

LMSR #	AW Works #	Retired from LMSR	WD #	Final Owner & #	Withdrawn/Broken Up
7059	D54	11/44	70213	SNCB 230.001	WD 3/58, BU ??
7060	D55	12/42	70019	WD 70019	WD ?/45, BU by 1952
7061	D56	11/44	70214	SNCB 231.001	WD 2/65, BU ??
7062	D57	11/44	70215	LKW Union WD 882	working in 1975
7063	D58	11/44	70216	WD 883	WD c.1967, BU late 1967
7064	D59	11/44	70217	SNCB 231.102	WD 5/61, BU ??
7065	D60	12/42	70020	ESR 4022	WD 1974, BU ??
7066	D61	12/42	70021	WD 70021	WD c.1945, BU 1951
7067	D62	11/44	70218	SNCB 231.103	WD 1/66, BU ??
7068	D63	12/42	70022	ESR 4021	WD 1974, BU ??

ESR = Egyptian State Railways
LKW Union = LKW-Union, Import-Export, Dortmund, Germany.
SNCB = Societe Nationale de Chemins de Fer Belgique.
WD = War Department.

Comparisons between 7408 and the ten production shunters

>

	7408/7058	7059 - 7068
Transmission (Electric)	Laurence Scott & Electromotors	Crompton Parkinson
Weight	40t 10cwt	52t 0cwt
Length over buffers	28ft 10in	31ft 4.5in
Max width	8ft 6.5in	8ft 7in
Wheelbase	13ft 0in	14ft 6in
Wheel diameter	3ft 6in	4ft 3in
Maximum Tractive Effort	24,000lb	34,000lb
Maximum Speed	30mph	20mph
Rated power of engine	250hp at 775rpm	350hp @ 875rpm
Cylinder bore & stroke	220mm x 280mm	220mm x 280mm
Fuel capacity	570 gallons	630 gallons
Traction motor	One - force ventilated, six pole	One - force ventilated, four pole
Gearing	Single reduction, jackshaft 5.76 : 1	Double reduction, jackshaft 11.1 : 1

	Willesden shed April 22nd 1934, LMS 7408 receives attention to its batteries and other bits and pieces. Photograph courtesy W L Good.
	Willesden shed April 18th 1937, LMS 7408 has now been renumbered LMS 7058 and keeps company with a number of other diesel electric shunting locomotives. Photograph courtesy W L Good.
	LMS 7063 at Crewe South September 19th 1937. Photograph courtesy W L Good.

In 1931 Armstrong Whitworth began construction of three heavy diesel electric railcars, which operated under the names of 'Tyneside Venturer', "Lady Hamilton' & 'Northumbrian'. They were powered by an Armstrong-Sulzer six cylinder 250hp four stroke diesel engine coupled to GEC electrical equipment. The vehicles were 60 feet long with a cab at each end and a compartment for the engine. The vehicle weighed 42tons 10cwt, could carry sixty passengers and luggage at 65mph. The bodywork was provided by Craven Railway Carriage & Wagon Co of Sheffield. The body was of sheet steel panels riveted together. Operating costs were expected to be half those of a steam service of similar capacity.

Tyneside Venturer, #25
'Tyneside Venturer' was the first car to enter service, initially working a number of demonstration runs before longer term trials on the LNER. Its livery was dark blue and cream. On April 11th 1932 it entered regular passenger service in the Newcastle area. After six months in moved to work services in the Middlesborough area. It was purchased by the LNER in November 1932, although not taken into stock until January 1933. Its livery was changed to green and cream late in 1934.

A brief report in the Railway Gazette from November 27th 1931 gives information on trials carried out by 'Tyneside Venturer'in the Newcastle area. The trial was under the supervision of H. N. Gresley, CME of the LNER, P.D. Ionides, Vice-Chairman of Sir W G Armstrong Whitworth & Co (Engineers) Ltd. Others present were senior members of the LNER staff and a director from Armstrong Whitworth. The trial was made under normal service conditions from Newcastle Central to Blackhill, with nine stops being made. The scheduled journey time of forty five minutes was bettered by almost seven minutes. Operation of the railcar was by an LNER steam locomotive driver with only three hours training on the railcar!

The return journey was an express run made via Lanchester, Durham & Birtley which included a long gradient of 1 in 66. On level track the railcar attained a speed of 64mph. Favourable comment was made about the smooth running and the quietness of the railcar. Mr Gresley commented: 'The trial has been extremely successful, and I think that the car stood up to the severe test put to it very well'.

During the middle of February 1932 this railcar worked a demonstration run to Hexham in multiple with a grey liveried 'Northumbrian', on the return journey the railcars stopped at the Scotswood Works to allow the party to inspect items under construction. In regular service it worked to Hexham, to Rowlands Gill & Lintz Green and on the North Wylam line. The railcar was in service for seventeen hours a day, just over half of which was scheduled running, the remainder idling. Daily mileage was just over 200 miles and average fuel consumption was a fraction over five miles per gallon. They were operated by a roster of a dozen LNER steam engine drivers, always with an Armstrong Whitworth representative alongside.

When the railcar moved to the Middlesborough area in October 1932 its operating statistics dropped slightly, working to Guisborough and sometimes Lofthus & Saltburn. The fuel consumption dropped to four miles per gallon due to the more heavily graded lines. Whilst operating from these two locations the mileage totalled 34,146 whilst total fuel consumed was 7,087 gallons, availability was 100%.

During the summer of 1933 the 'Tyneside Venturer' was employed by the LNER to run a daily excursion over the Yorkshire Moors, leaving Scarborough at 10am for Whitby, where lunch was taken, then returning along the coast route to Scarborough during the afternoon. This proved to be a popular outing, the railcar frequently having a trailer coach added to it to meet the demand. During the first six months of 1933 this railcar ran 22,000 miles over the heavily graded routes between Middlesborough, Saltburn, Whitby & Scarborough, including the 1 in 39 Ravenscar Bank - its regular duty once the summer season was over.

For a short period in 1935 the railcar was used in the Bradford/Keighley area.

'Tyneside Venturer' received Works visits in September 1934, April 1936 & October 1937, generally spending eight to twelve weeks in Works. It was taken out of service during April 1939 after sustaining minor collision damage at Middlesborough. Repairs were not forthcoming, having completed just in excess of 250,000 miles running.

Lady Hamilton, #224
'Lady Hamilton' was tested on the LNER during January 1932, but was not purchased by them until April 1934 & taken into stock during June. This vehicle initially ran in grey livery, identified as 'Armstrong Whitworth Oil Electric Railcar', but by the early summer of 1932 had also received the dark blue and cream livery and now named 'Lady Hamilton'. Its livery was changed to green and cream in the summer of 1936.

Early tests saw it run to Alnmouth and later on a publicity run past George Stephenson's birthplace near Wylam. On this trip the grey liveried railcar hauled an NER coach.

On January 20th 1932 the railcar now lettered 'Armstrong Whitworth Oil Electric Railcar' made a run to York, the next day working the York - Malton - Whitby - Scarborough - York circuit, the party onboard included some significant names associated with the LNER.

Another significant journey was made on July 7th 1932 when the now named 'Lady Hamilton' ran up to Kings Cross, remaining in the London area for several days to perform demonstration runs for railway officials and the Press between Kings Cross & Hertford. Its return to the north took place on July 15th 1932, taking just over five and a half hours, at an average speed of 47mph (maximum speed allowed was 65mph) with an average fuel consumption of 6.27 miles per gallon. Twelve stops and nine signal checks were included in the journey time.

A railway exhibition at Hull Paragon in the middle of October 1933 featured 'Lady Armstrong'.

'Lady Hamilton' probably only achieved two thirds of the mileage run up by 'Tyneside Venturer' - it seems to have been troubled by many issues that affected its reliability. It received unclassified repairs in January/February 1935 and general repairs in December 1935. Further unclassified repairs occurred in June, August & October 1936 and January & May 1937. These last repairs kept it in the Works until December 1938! Electrical problems saw possibly its last visit to Works during April 1939. After working in the Hull area it was taken out of service in early December 1939. This was the last of the three Armstrong Whitworth railcars to remain in service.

Northumbrian, #232
Like 'Lady Hamilton' this railcar started service in grey livery and nameless during February 1932. After its service on the LMS as the 'Armstrong-Shell Express' it would receive the dark blue and cream livery for its LNER service. Green and cream livery was applied early in 1936.

Photographer unknown A view possibly of 'Northumbrian' on display at Newcastle with other rolling stock, date unknown.

The third vehicle named 'Northumbrian' saw service on the LMSR & LNER. It had been completed in early 1932 and was tested between Newcastle and Hexham. In January 1933 it trialled between London Euston & Castle Bromwich prior to its regular use linking the two sections of the British Industries Fair. The Fair operated between February 20th 1933 & March 3rd, the railcar working one round trip each weekday. It left Euston at 11.35am and returned from Birmingham at 4.55pm, in each case the run was fitted in between two express passenger services, on the up Coventry - Willesden run it was required to maintain an average of 61mph. It had been renamed the 'Armstrong-Shell Express' for this event and had been lavishly fitted out at Wolverton Works, complete with a kitchen for serving meals en-route. Its standard 65 passenger seating had been reduced to only twelve.

Over the 113 mile one-way route its maximum recorded speed was 70mph. Fuel consumption was 23 gallons, with the cost of fuel per gallon at 3.5d (old pence) fuel costs averaged 0.71d (old pence) per mile. This is believed to be the first diesel-electric express train service to be operated in the United Kingdom.

After this prestigous duty the railcar lost its lavish fittings and returned to more normal passenger duties, eventually being purchased by the LNER in April 1934 and taken into LNER stock during June 1934.

'Northumbrian' was put to work in the Leeds area (Leeds - Harrogate - York) after being purchased by the LNER in June 1934. Late in October 1935 it was received at Darlington Works requiring major repairs to the power unit, which was removed and sent to Armstrong Whitworth's for repair. It was not until February 1936 that it returned to Neville Hill for further service. An engine failure was suffered during July 1936, the railcar remaining out of traffic for exactly a year, returning to further troubled service in the Hull area during July 1937. Two months were later spent out of service whilst a traction motor was repaired. 1938 seems to have been a good year, not being called for a general repair until May 1939. During this last spell of service it stood in very successfully for the troubled 'Lady Hamilton' on the Hull area services. Again repairs were not forthcoming and the railcar was taken out of service, having the least mileage of the three, perhaps 150,000 miles in total.

Photograph from an article in Railway Gazette. A view inside the Armstrong Whitworth factory showing one of the three railcars that operated briefly on railways in the United Kingdom.

	The railcar 'Lady Hamilton' in service, possibly in the Hull area. Armstrong Whitworth photograph.
	LNER's number 25 Tyneside Venturer, date and location unknown. The railcar still carries its Armstrong Whitworth brand, but its now painted over. Photograph courtesy D M Newband.
	A portion of the Armstrong Whitworth trade stand at the Shipping, Engineering & Machinery Exhibition held at Olympia during September 1933. Of interest in this view is, in the foreground an Armstrong-Saurer diesel engine complete with generator, control panel and traction motor for use in small shunters or railcars. Behind this sits a 250 hp Armstrong-Sulzer diesel engine used in the three heavier 'Tyneside Venturer' railcars. This is a large image - 311k. Armstrong Whitworth photograph.
	Internal plan of the railcar that was used on the Armstrong-Shell project, clearly showing the comfortable accomodation for just twelve passengers.
	Side view of the Armstrong-Shell Express. Photograph from materials provided by Alan Morley

These three pioneering railcars should not be mistaken with the very similar English Electric 1933 built diesel electric railcar 'Bluebird'. There is a remarkable resemblance in the body styles.

	The cover of Diesel Railway Traction of December 29th 1933 included this advertisement for Armstrong Whitworth featuring three of their domestic products and one for the overseas market. All were powered by Armstrong Sulzer engines, with the shunting locomotive depicted being the basis for those later supplied to the LMSR.
	A stylised view of Armstrong Whitworth's 0-6-0 diesel electric shunter operating at Heaton Goods Yard. This forty ton locomotive was offered with the 6LV22 or 6LD22 engine, some of these Armstrong Whitworth locomotives were the first to receive the LD series engines, forerunner of the LDA series that would eventually span the globe.
	The locomotive carries no markings but is probably the prototype of AW's 0-6-0 shunters, which eventually was purchased for work in Preston Docks, remaining in existance until at least 1969. The locomotive is smartly lined out but there is no clue as to what the colour scheme is. Presumably the photograph is in the Newcastle area.

Sources:
Armstrong Whitworth Record, Autumn 1932
Armstrong Whitworth Record, December 1933
The Selection of a Diesel Shunting Locomotive, an Armstrong Whitworth Catalogue of December 1934.
Diesel Railway Traction (Railway Gazette supplement) February 24th 1933.
Diesel Railway Traction (Railway Gazette supplement) November 3rd 1933.
Diesel Railway Traction (Railway Gazette supplement) December 29th 1933.

Page added March 28th 2004.
Page updated February 9th 2008.

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