During the 1930's the Indian State Railways were looking at testing diesel locomotives for possible use on some of their longer distance routes which ran through areas with little or no rainfall. This was shortly after the introduction of AW's 'Universal Locomotive' (UL) and its successful trials. From these talks Armstrong Whitworth set about building two UL type locomotives designed for the Indian State Railways loading gauge. Unfortunately when the order was received it was for two much more powerful locomotives, 1,200hp as against the UL of 800hp.
The two locomotives (D27 & D28) under construction were completed in the hope of finding a buyer for them. They were very similar to the UL locomotive, powered by an Armstrong-Sulzer 8LD28 engine producing 800hp at 700rpm, Laurence Scot supplied the main generator whilst the three nose suspended, axle hung, force ventilated traction motors were from Crompton Parkinson. An Armstrong-Sauer six cylinder auxiliary engine was fitted, but this was now located in the engine compartment rather than in the nose as found in the UL. The wheel arrangement remained 1-C-1. They had been built as mixed traffic locomotives, with the ability to operate up to 1,000 miles before refuelling and in conditions of tropical humidity and shade temperatures up to 120F.
After completion a six month trial was arranged for both locomotives with the Ceylon Government Railways, with the pair arriving in Ceylon in February 1935. Primarily the locomotives were used on the Colombo - Talaimanar route, working the Indian mail trains which loaded to eighteen bogie coaches totalling about 500 tons. The pier at Talaimanar was the start of the shortest ferry service to India through the Indian port of Rameswaram. The rosters featured runs of 2,009 miles in 102 hours or 2,432 miles in 118 hours. Although often worked in multiple they were able to handle these workings singly. Operating costs were half that of the steam locomotives.
After just over two months in service D27 suffered a traction motor fault (a broken banding wire). It was moved to the Workshops for attention but whilst being lifted a chain broke allowing the locomotive to fall and strike the floor. Although the damage sustained appeared superficial it was later discovered that the alignment of the engine mounting had been compromised which led to a crankshaft failure shortly after the locomotive returned to service.
At the end of May D28 sustained a cracked cylinder block and was taken out of service, with both locomotives now sidelined and the trial period over the locomotives were returned to Armstrong Whitworth, who had them shipped back to Scotswood.
The trials did not produce any orders from the Ceylon Government Railway for Armstrong Whitworth.
Weight in working order: 81 tons
Adhesion weight: 52.5 tons
Maximum axle load: 17.5 tons
Top speed: 70mph
Minimum curve: 5 chains
Maximum tractive effort: 28,500lb
Length: 43 ft
Height: 13 ft 6 in
Width: 9 ft 10.75 in
Total wheelbase: 30ft
Rigid wheelbase: 14ft 3in
Driving wheel diameter: 4ft
Pony truck wheel diameter: 3 ft
After repair at Scotswood the pair lingered unsold for several years until purchased by the BAGSR in Argentina in 1937/38.
India
North Western Railway
The article above indicated that the railways in India were showing interest in the development of diesel traction, and were looking for large locomotives to trial on the longer distance workings. During 1934/35 an order was received from the Indian Railway Board for the North Western Railway for two locomotives. They were to be used on the arid Karachi - Lahore route.
These locomotives were powered by an Armstrong-Sulzer 8LD34 engine producing 1,200hp at 630rpm, but for the NWR it was derated to 984hp. Laurence Scot provided the main generator and Crompton Parkinson the four axle hung, nose suspended traction motors. The wheel arrangement was 1A-Co-2. Following normal practice an Armstrong-Saurer 6BXD 110hp auxiliary engine was used to power the auxiliary equipment. Purchase price for each locomotive was GBP26,000.
The North Western Railway No.332 poses for its portrait for use in an advert featuring Crompton Parkinson electrical equipment.
The locomotives were numbered 332 & 333 and quickly went out on trials. Problems very quickly occurred concerning flashovers affecting the generators and traction motors. Even worse, whilst locomotive 333 was being hauled dead the reverser drum closed due to excessive vibration - this caused the motors to become generators leading to extensive damage to all the motors. Two were so badly damaged they required complete rewinding. The shops at Karachi were not able to handle the repairs so in the first week of October 1935 332 hauled 333 to Lahore, a journey of 752 miles, with 332 consuming 400 gallons of fuel. Whilst at Lahore 332 was trialled on a variety of trains, but still continued to suffer flashover problems, which grew worse at higher speeds. Problems were also experienced with other electrical components including the relays, however modifications were able to resolve these issues.
During June 1936 the final trials were carried out, at which point all the power equipment was removed from the locomotives and returned to Scotswood for analysis and modification. Unfortunately the Diesel Traction Department closed shortly afterwards with no further work being carried out on the equipment. The North Western Railway released the manufacturers from their contract, with the mechanical portions of the locomotives being sold for scrap locally in India. The mileage worked by the two locomotives were No.332 - 5,102 & No.333 - 1,387.
Weight in working order: 117 tons
Top speed: 70mph
Minimum curve: 400ft radius
Maximum tractive effort: 39,400lb
Length: 56 ft 8 in
Height: 13 ft 1.5 in
Width: 9 ft 10 in
Wheel diameters: 4ft & 3ft
Throughout the time spent in India the Sulzer engines gave no significant problems, after their return to Scotswood they remained un-used and were eventually sold to the BBC for stationary use at their Rampisham Down establishment.
India
The Bombay, Baroda & Central India Railway
The Bombay, Baroda & Central India Railway (also known locally as the Bloody Bad & Can't Improve Railway) acquired one Armstrong Whitworth shunter during October 1936. It was of the familiar 0-6-0 wheel arrangement with jackshaft drive, built for the broad gauge (5' 6"). It was however derated to 350hp from the 400hp applied to the LMSR units.
Weight in working order: 48 tons
Top speed: 22mph
Maximum tractive effort: 24,000lb
Length: 32 ft 6 in
Height: 12 ft 7.5 in
Width: 10 ft
Wheelbase: 14 ft 6 in
Rigid wheelbase: 14 ft 3in
Wheel diameter: 43 in
The locomotive was used in the Bandra Hump yard, Bombay.
Resources:
The British Internal Combustion Locomotive 1894 - 1940, Brian Webb.
Page updated October 3rd 2009.
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