In researching the widespread application of Sulzer powered rail vehicles over a period of approxiamately five decades the name of Armstrong Whitworth features prominently in the vehicles delivered between 1929 & 1937. This page looks at as many of these vehicles that I can identify at this time. This page is clearly very much a work in progress and any contributions, updates & corrections are most welcome.
Armstrong Whitworth utilised a number of suppliers in the construction of their rail vehicles, the engines fitted included those built under licence from Sulzer and for the smaller vehicles Saurer engines were frequently used. Electric transmission equipment suppliers included GEC, Laurence Scott & Electromotors, English Electric and Crompton Parkinson.
All photographs are borrowed from publications of the period, unless otherwise recorded, I trust this will not offend anyone in the compilation of this record. From the presentation of the subject matter it is presumed the majority of the views are from the manufacturer's files or their publicity department.
The record is laid out chronologically, providing an interesting insight into how Armstrong Whitworth's designs evolved.
There was a certain negative sentiment prevailing in the 1920's that choose to avoid the term 'diesel engine' because of its links to Rudolf Diesel, a native of Germany. The term 'oil engine' was used by a number of entities to avoid references to anything German, presumably in light of the Great War of 1914 - 1918 and Germany's political & expansionist ideas. I suppose political correctness has been around for many generations. That Rudolf Diesel died under mysterious circumstances (possibly taking his own life) whilst aboard a cross channel ferry only adds to the intrigue.
1929
Argentina: Buenos Aires Great Southern Railway, two 1,200hp mobile power houses, numbered UE 1 & 2, used to haul five coaches, three 1st & two 2nd class. Traction motors under the coaches were powered by the MPH's. One was loaned to the FC Buenos Aires Pacifico. The CME of BAGSR was reluctant to initiate full electrification of the lines around Buenos Aires due to its cost, but believed in the idea of powered coaching stock, in this case drawing power from a diesel electric generator set installed in a 'mobile power house'. These units were semi-permanently coupled to five coach sets, the end coach being equipped with driving compartments, avoiding reversals at the busy Buenos Aires terminals. These two locomotives were ordered just after an order to Beardmore, the first diesel locomotives to work anywhere in South America.
Delivered in late 1930, each was powered by two Sulzer 8LV28 cylinder engines developing 600hp at 700rpm, powering an Oerlikon main generator & two 136hp Metropolitan Vickers traction motors - each coach carried two 100hp motors. The rigid frame supported four fixed axles, two of which were powered with a pony truck at each end (1-A-2-A-1 arrangement). The components were all received separately in Argentina, being shipped to the BAGS workshops, where the locomotives were put together. Because they were semi-permanently coupled to the coaching stock the MPH's carried only one driving cab. Locomotive weight was 92 tons, total train weight was 314 tons.
They were most regularly operated out of the Plaza Constitucion terminal to Quilmes, their acceleration was superior to the regular steam fleet, but the MPU powered trains generally ran under the steam timings. Occasionally the two sets were combined. In the early years it was the practice to stop the engines at each station stop, leading to the engines going through the stop/start cycle over two hundred times a day! They remained in service at least until 1948.
1930
Argentina: Buenos Aires Great Southern - (Talleres Remedios de Escalada) - one locomotive for the railway's repair shops outside of Buenos Aires, wheel arrangement 1-C-1, Sulzer 8LV28 592hp engine (the same as the two 1929 built powerhouses), a Vickers swash-plate hydrostatic hydraulic transmission - designed for driving sugar mill machinery, numbered DH501, maximum speed 45km/h, used for shunting duties. This locomotive was not succesful, having a very short working life, being disposed of during 1941.
Two views of this most unusual locomotive. (Source MFN)
1931
United Kingdom: Three single car railcars, 250hp six cylinder Sulzer engine, electric transmission. One trialled on the LMSR & LNER under the guise of the 'Armstrong-Shell Express'- later named 'Northumbrian'.
United Kingdom: One railcar, 140 hp Saurer engine.
The caption from a period publicity brochure describes this as the Armstrong Whitworth Streamlined Light Weight Oil Engined Railbus. It is powered by either a 110 or 140hp Armstrong-Saurer engine and can hold 57 passengers and their luggage. Seen here at Kings Cross. (Source AW)
This railcar made a return trip from Newcastle to Kings Cross, it spent several days working between London & Hertford before returning north and being put to work in the Newcastle area. This railcar was the basis for similar machines sent to the Kalka-Simla & Great Indian Peninsula Railways.
1933
United Kingdom: AW demonstrator 'universal locomotive' 800hp 1-C-1
India: GBSR (Gaekwar's Baroda State Railway) - four 2ft 6in gauge railcars with a 95hp Saurer engine, numbered 103 - 106, could run with at least three trailers. The mechanical parts and frame were constructed by Armstong Whitworth, the wooden bodies were built locally in India. Two remained in service until 1943/44, the other two until 1945/46, after which they were converted to first class saloons.
GBSR's #103, there's no doubt where the engine is located. (Source DLR)
Argentina: Buenos Aires Great Southern three 1700hp mobile power houses, 2 x 850hp 8LV34 550rpm, cylinder dimensions 340mm x 400mm, with 8 x 134 hp traction motors, tractive effort 38,000lb, weight in working order 148.50tons. Numbered UE 3,4 &5 they were used to haul eight coaches, five 1st & three 2nd class. They had an increased top speed of 70mph but had the same traction motors and reduction gearing as the first two power houses. The newer machines were also lighter, 132 tons compared to 145 tons. The cost of the two engine-generator sets and ancilliary equipment was GBP16,400.
These three MPU's were direct descendants of the 1930 built UE 1 & 2. Improvements included the use of two four axle trucks rather than the earlier rigid wheelbase. Each 'locomotive' was comprised of two half units, each containing an engine generator set, though only one unit had a driving compartment (an A-B unit in American diesel nomenclature). A third innovation was the use of Messrs J Stone & Co's 'Skefco' roller bearings on all axles, a welcome fitting in the dry dusty conditions of Argentina.
The Sulzer engines were coupled to Brown Boveri main generators and two English Electric traction motors on the outer bogie of each half unit. The weight of each double unit was 133 tons, with eight coaches in tow the total train weight was 470 tons. As with UE 1 & 2 the performance of these three trainsets was impressive, particularly in light of their quick turnround times at the termini, however for most of their lives they slotted in to steam diagrams.
These MPU's remained in service at least until 1959, although one power-house was re-engined with two Paxman 1,500rpm engines and Metropolitan Vickers generators.
A side view of one of the double unit mobile power houses. (Source DDT)
How the mobile power units were used, seen here pulling a considerable rake of trailers, though I believe sets of eight were the norm for the double units. (Source FMF).
A cartoon from January 1947 featuring the English presence in South America, the likeness here appears to be of the 1,700hp mobile power houses..
A view from a 1933 issue of Diesel Railway Traction advertising Sulzer diesel engines shows the two 1,700hp mobile power houses with a lengthy train. On November 8th 1933 the chairman of the BAGS included this statement about the early diesel experiments on the BAGS in Argentina:
"....experiments with diesel engines were started by us some five years ago. Trials have convinced us that this form of traction for branch lines and similar light service has outstanding potentialities. We sent out two mobile power houses, each of 1,200bhp. Encouraged by the results obtained from these original power houses the company acquired three more powerful units, each of 1,700bhp. These were put into service in June this year and up to the present have run some 45,000 miles. Each of these 1,700bhp power houses operates an eight coach train, weight of which is 526 tons. Seating capacity is provided for 916 passengers. In addition to these units a diesel-electric locomotive of 1,700hp was sent out. Trials of this locomotive were satisfactory. These pioneer developments in diesel traction are being watched with great interest in railway circles, and each step we have taken so far has been attended with complete success....."
Argentina: Buenos Aires Great Southern one 1700hp 'twin unit' locomotive, #CM210. After the success of the five MPH's one locomotive was ordered as a mainline version of UE3-5. The engines and main generators were the same, but carried six 230hp English Electric traction motors. Each half unit had a driving compartment. When delivered the unit came with three different sized sets of driving wheels, axles & gears. After testing the 'mixed traffic' set was permanently fitted to the locomotive.
In service the locomotive worked 700 - 900 ton overnight passenger trains between Buenos Aires & Bahia Blanca, a round trip of eight hundred miles. CM210 continued on this service after nationalisation in 1948, and was not retired until about 1960.
United Kingdom: D8, one diesel electric 0-6-0 shunter, 250hp sold to Preston Corporation - tested briefly on LNER & SR. Still extant in 1960.
United Kingdom: D20, one diesel electric 0-6-0 shunter, 250hp LMS7408/7058 Sulzer 6LV22
United Kingdom: one diesel electric 0-4-0 shunter, 95hp 15ton Armstrong-Saurer engine, exhibited at the Shipping & Machinery Exhibition - a cabless version of the next item. A number of these locomotives were shipped to the West Indies.
United Kingdom: D21 - D26, six diesel electric 0-4-0 shunter, 85hp Saurer 6cyl 6BLD, 1700rpm, 15tons, length 19'4", height 10'10". One worked passenger service on North Sunderland Rlwy 1934 - 1947, named Lady Armstrong, scr 1949, AW works #D21 (ex CEGB) is preserved at the NRM York.
India: North West Railway 2'6" gauge Kalka - Simla route railcar 95hp Saurer engine, diesel electric - became #14, preserved at NRM New Delhi. This was the second venture in to the use of diesel powered vehicles on the NWR. The first had been two Beardmore branch line diesel electric locomotives, delivered about 1930. These in general were not a success due to generator and motor troubles, both were scrapped in 1940.
The railcar cost Rs 44,513 (GBP3,338) and was delivered in July 1934. It ran a total of 163,992 miles up to September 30th 1943 - this low mileage was due to it only being required to run between April and October, the speed limit on the twisting and heavily graded route would only allow one round trip of 120 miles per day. Operating cost comparisons over this route were difficult due to steam being used for other purposes, however comparisons against petrol engined railcars doing similar work were favourable.
Initially the Armstrong-Saurer BXD type engine was installed with a nominal output of 135hp at 1,500rpm, this was reduced by the manufacturer to 120hp at 1,400rpm due to the operating conditions. Even this proved excessive when the railcar entered service, from 1936 the rating was lowered to 95hp at 1,400rpm, the resistance in the generator field circuit was increased to reduce the generator voltage. After the initial teething trouble had been ironed out the faults sustained by the railcar were few. In June 1942 the railcar was attacked by Dacoits who killed the driver. The engine was left running at high rpm causing two pistons to seize. Cylinder liner wear had been excessive, thought to be caused by the use of Persian light diesel oil which had a high content of asphalt and other foreign matter. The substitution of the engine speed control from an electrical to a mechanical system was made which eliminated the incessant variant of engine speed caused by the line's characteristics. This seriously reduced the liner wear and led to improved fuel consumption, from 7.4mpg to 8.1mpg.
The line connects Kalka (with its broad gauge connections) to the summer retreat of Simla, some sixty route miles away with an altitude gain of 2,143 feet (the elevation of Simla is 6,840 feet). Fuel consumption for a round trip was eighteen gallons. Maximum speed on the twisting line is 18mph, the railcar covers one round trip per day.
North Western Railway's #14 in service. (Source DLR)
1934
Argentina: Buenos Ayres Western Railway (Ferrocarril Oeste) DE1 450hp Sulzer 8LV25 diesel electric railmotor for branchline service, seating for 50, maximum speed 120km/h. Vestibule connections were provided to allow a trailer to be added at either end. Total weight was 67tons, the total length was just under 90 feet, unusually electric heating was fitted. The railcar proved reliable, from October 1934 to October 1940 it covered over 621,000 miles, it was out of service for unscheduled reasons for 208 days, five of which were caused by engine problems, fifty seven due to the traction motors the remainder undisclosed. The design was not repeated, Armstrong Whitworth were leaving the railway traction business and the Argentina authorities were now purchasing light weight railcars with small quick running engines. The railcar survived into the 1960's.
Two views of the railmotor. (Source AAT)
Argentina: FC West two diesel electric railcars, 122hp petrol engine, 4 axles two powered, double cabs, 48 seating, still running in 1960, 33tons (one, RM250 rented to FC Sud in 1937, based at Empalme Lobos)
A side profile of RM250.
Ceylon: Ceylon Rlwy, one diesel electric shunter, Sulzer or AW built???
1935
United Kingdom: D54 - D63, ten diesel electric shunters 0-6-0, 350hp Sulzer 6LTD22, LMS 7059 - 7068.
India: BBCIR, diesel electric shunter 0-6-0, 350hp lasted into 1950's, number 800.
India: North West Railway broad gauge, two diesel electric locos 1200 or 1300hp, 8LD34 Sulzer engines 1A-C-2 wheel arrangement, cost Rs 3,30,789 (GBP24,809) each. They were delivered to Karachi in September 1935, numbered 332 & 333. They were intended for express passenger service over the Karachi - Lahore route, particularly the 600ton mail train at a top speed of 60mph.
Unfortunately whilst one of the locomotives was being hauled dead vibration caused the reverser drum of the traction motors to close, allowing the motors to generate causing serious damage to two and considerable damage to the others. It was sent to Lahore for the extensive electrical repairs to take place. The remaining locomotive was used for testing, totalling about 1,000 miles hauling no more than 350tons. Flashovers of the electrical equipment were frequent particularly over 50mph. The main generator was required to attain a voltage of 1,200hp according to the manufacturer's specifications, but the tests revealed the voltage became unstable above 850. The bench tests carried out by the manufacturer did not represent the field conditions that the locomotives were to operate under, hence they never revealed the weaknesses discovered by the NWR. Engines, generators and motors were removed in 1936 and returned to England for reconditioning or replacement. Armstrong Whitworth had by this time decided to concentrate on the supply of munitions to the English government and so asked to be relieved of the contract. This was accepted by the NWR and the mechanical portions remaining in India were scrapped.
Argentina Central Argentine Railway single & double railcars, powered by Armstrong-Sulzer 6LF19 engines of 275hp at 1,150rpm. These integrally welded all steel vehicles were built by BRCW Smethwick being equipped with mechanical transmission, two with a Vulcan-Sinclair fluid coupling and Wilson five speed gearbox & two eqipped with a five speed SLM oil operated gearbox. The engine, transmission and radiator were mounted on asubframe carried by one of the 12ft wheelbase bogies, the single cars weighed 38tons and were 76.5ft long and seated 75 passengers. The articulated sets weighed 66tons with a top speed of 68mph.
1938
Argentina: Argentina State Railways 880hp twin unit powered by two 8LD28 engines with a broad gauge wheel arrangement of 1-C-1. Maximum speed was 65mph with a tractive effort 28,500lb and weight of 76tons. The main engines delivered 800hp, a separate Saurer 80hp engine provided power for the auxiliaries. These two units were delivered new to Ceylon for testing, following which they were sent on to Argentina. Despite their parentage and similarity to the earlier powerhouses they were not as succesful.
No Date Identified Yet
India: Madras & Southern Mahratta, six 180hp diesel electric railcars, Saurer engines.
Brazil: Sao Paulo Railway, 450hp diesel electric trains
From a period publicity brochure this is described as a 500hp Armstrong Whitworth Light Weight Motor Train, articulated on the Gresley system in two groups. Designed for a maximum speed of 65mph, it can accomodate 168 first & second class passengers at the low tare weight of 1,230 lbs per seat. (Source AW)
Brazil: Sao Paulo Railway, two 600hp trains, AW/Sulzer
For views of Armstrong Whitworth's Ceylon & India locomotives click here.
For views of Armstrong Whitworth's United Kingdom locomotives click here.
As with much of this website there is a lot of unfinished business here. Particularly the shunter supplied to the Preston Corporation and more information on the railcars.
Sources
AAT: Asociacion Amigos del Tranvia
AW: Armstrong Whitworth
DDT: Development of Diesel Traction
DLR: Diesel Locomotives & Railcars
FMF: Fundacion Museo Feroviario
MFN: Museo Ferroviario Nacional
British Steam on the Pampas, Douglas Stewart Purdom
India - GBSR - Indian Railway Study Group newsletter from 1991 & Ray Ellis
Last update June 27th 2007.
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