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Armstrong Whitworth

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Sir W G Armstrong Whitworth & Co Ltd
Company typePrivate
IndustryEngineering, Shipbuilding
Aircraft manufacturing
Predecessors
  • W. G. Armstrong & Company
  • Elswick Ordnance Company
  • Sir W. G. Armstrong & Company
  • Sir William Armstrong, Mitchell and Co.
Founded1847 (as W.G. Armstrong Co.)
FounderWilliam George Armstrong
Defunct1927
FateDemergers
Acquisition
SuccessorVickers-Armstrongs
HeadquartersNewcastle upon Tyne, England
ProductsAircraft
Armaments
Locomotives
Ships
SubsidiariesVickers Armstrong
Armstrong Siddeley
(Demerged)

Sir W G Armstrong Whitworth & Co Ltd was a prominent British industrial manufacturer during the early 20th century. Headquartered in Elswick, Newcastle upon Tyne, the firm produced a diverse range of products including armaments, ships, locomotives, automobiles, and aircraft.

Established in 1847 by William Armstrong, the company evolved through mergers, initially becoming Armstrong Mitchell before adopting the name Armstrong Whitworth. In 1927, it combined with Vickers Limited to create Vickers-Armstrongs. Subsequently, its automotive and aviation divisions were acquired by J D Siddeley.

History

The origins of the company date back to 1847 when engineer William George Armstrong founded the manufacturing facilities at Elswick, Newcastle. The initial focus was on producing hydraulic equipment, cranes, and bridges. This soon expanded to include artillery production, notably the Armstrong breech-loading gun, which played a significant role in rearming the British Army following the Crimean War. In 1882, Armstrong's enterprise merged with the shipbuilding business of Charles Mitchell, resulting in Armstrong Mitchell & Company. At that time, its industrial complex stretched over a mile (approximately 2 km) along the banks of the River Tyne.

Further consolidation occurred in 1897 when Armstrong Mitchell joined forces with the engineering firm of Joseph Whitworth. The company diversified into automobile and truck production by 1902 and established an "aerial department" in 1913. This division later became the separate subsidiary known as Armstrong Whitworth Aircraft in 1920.

The final major corporate transformation came in 1927 when it merged with Vickers Limited, forming the entity recognized as Vickers-Armstrongs.

Automobiles

Main articles: Armstrong (automobile) and Armstrong Siddeley

Starting in 1904, the Armstrong Whitworth brand entered automobile manufacturing as a strategic move to offset declining artillery sales following the conclusion of the Boer War.[1] The company assumed production of the Wilson-Pilcher, designed by Walter Gordon Wilson, and continued to produce vehicles under the Armstrong Whitworth name until 1919. That year, it merged with Siddeley-Deasy to create Armstrong Siddeley.

The Wilson-Pilcher was considered a technologically advanced automobile, initially equipped with a 2.4-litre engine. Manufactured in London from 1901 until 1904, production was then relocated to Newcastle. Under Armstrong Whitworth’s management, two variants were offered: a 2.7-litre flat four and a 4.1-litre flat six. Both engines featured identical cylinders with a bore and stroke of 3.75 inches (95mm). Notably, the flywheel was positioned at the front of the engine, and the crankshaft included intermediate bearings between each cylinder pair. Power was delivered to the rear wheels via dual helical epicyclic gears coupled with a helical bevel axle. Price listings were £735 for the four-cylinder and £900 for the six-cylinder models, remaining nominally available until 1907. As noted by Automotor in 1904, "The initial Wilson-Pilcher car made a significant impact within automobile circles due to its exceptionally quiet operation, smoothness, and minimal vibration."[2]

The inaugural Armstrong Whitworth model was the 28/36 introduced in 1906. It featured a water-cooled, four-cylinder side-valve engine of 4.5 litres with an uncommon "oversquare" configuration—boasting a bore of 120 mm (4.7 in) and a stroke of 100 mm (3.9 in). Power transmission utilized a four-speed gearbox driving the rear wheels via shaft. By 1908, larger models were available: either the 5-litre 30 or the 7.6-litre 40, both sharing a 127 mm (5.0 in) bore but differing in stroke lengths of 100 mm (3.9 in) and 152 mm (6.0 in), respectively. The 40 model’s bare chassis was priced at £798 for coachbuilders’ customization. In 1909, these larger vehicles were supplemented by the 4.3-litre 18/22, followed in 1910 by the 3.7-litre 25, which appeared to utilize the same chassis as the 30 and 40.

A smaller car joined the lineup in 1911: the 2.4-litre 12/14, renamed 15.9 that year. This model incorporated a monobloc engine design with pressure lubrication applied to crankshaft bearings. It rode on an 110-inch (2,800 mm) wheelbase, compared to the 120 inches (3,000 mm) wheelbase found on the 40 series. This small car was accompanied by four larger variants ranging from the 2.7-litre 15/20 up to the 3.7-litre 25.5.[1]

In 1912, Armstrong Whitworth introduced its first six-cylinder vehicle: the 30/50, powered by a 5.1-litre engine with a 90 mm (3.5 in) bore and 135 mm (5.3 in) stroke, optionally equipped with electric lighting. By 1913, this engine capacity increased to 5.7 litres.

At the onset of World War I, alongside the 30/50, their range included the 3-litre 17/25 and the 3.8-litre 20/30 models.

Typically, these automobiles received bodies from external coachbuilders and earned recognition for their dependable performance and robust craftsmanship. The company maintained a sales presence in London at New Bond Street. Following Armstrong Whitworth’s merger with Vickers, its automotive division was acquired by J D Siddeley, forming Armstrong Siddeley based in Coventry.

An example of an Armstrong Whitworth vehicle is exhibited at the Discovery Museum, located in Newcastle upon Tyne.[1]

Aircraft

Armstrong Whitworth initiated its Aerial Department in 1912, which eventually evolved into the Sir W. G. Armstrong Whitworth Aircraft Company. Following the 1927 merger of Vickers and Armstrong Whitworth to create Vickers-Armstrongs, J. D. Siddeley acquired Armstrong Whitworth Aircraft, establishing it as an independent company.

Armaments

The Elswick Ordnance Company—often called Elswick Ordnance Works but most commonly known as "EOC"—was founded in 1859 to separate William Armstrong's armaments operations from his other ventures, preventing conflicts of interest since Armstrong was then serving as Engineer of Rifled Ordnance for the War Office, with the British Government as the primary client. Armstrong held no ownership in EOC until 1864 after leaving government service, at which point Elswick Ordnance merged back with Armstrong’s main businesses under Sir W.G. Armstrong & Company. Subsequently, EOC functioned as the armaments division of W.G. Armstrong & Company and later Armstrong Whitworth.

Before and throughout World War I, Elswick Ordnance was a prominent developer of weaponry. The British Government's ordnance and ammunition bore the EOC mark, whereas export guns were typically inscribed "W.G. Armstrong". Notably, the 28 cm howitzer L/10, instrumental during the Siege of Port Arthur in the Russo-Japanese War, was an Armstrong innovation.

Locomotives

File:Metropolitan Railway 2-6-4T locomotive (CJ Allen, Steel Highway, 1928).jpg
Metropolitan Railway K Class 2-6-4T locomotive
File:LMS 5MT 45305 Sir WGA Plate 1935 edited-2.jpg
Works plate on Armstrong Whitworth-built LMS Stanier Class 5 4-6-0 45305 indicating completion in 1936

Post-World War I, Armstrong Whitworth repurposed its Scotswood facility for locomotive production. Beginning in 1919, it swiftly gained market share thanks to its state-of-the-art manufacturing capabilities. Two of its largest orders included 200 2-8-0 locomotives for Belgian State Railways in 1920 and 327 Black 5 4-6-0 engines for the LMS during 1935-36.

The company also undertook locomotive modifications; in 1926, six Palestine Railways H class Baldwin 4-6-0 locomotives were sent to AW for conversion into 4-6-2 tank engines to better handle the steep branch line between Jaffa and Jerusalem. Additionally, another six H Class Baldwins had their faulty steel fireboxes replaced with copper ones at AW.

Armstrong Whitworth’s well-equipped works housed an in-house design team capable of producing large-scale locomotives. In 1926, it delivered thirty locomotives across three types for South Australian Railways' modernization efforts. Among these were ten 500 class 4-8-2 locomotives—the largest non-articulated steam engines constructed in Britain—developed from Alco designs adapted by AW and SAR engineers, creating a significant impact in Australia. In 1930, AW built twenty powerful three-cylinder "Pacific" type locomotives with Caprotti valve gear and advanced boilers for Central Argentine Railway (F.C.C.A), which became the most potent engines on that network.

From 1919 onwards, AW held the UK license to produce Sulzer diesel engines and by the 1930s was manufacturing diesel locomotives and railcars. An early example is Tanfield Railway's No.2, an 0-4-0 diesel-electric shed pilot built by AW in 1933 (works number D22). That same year saw AW introduce Britain’s first mainline diesel locomotive, the 800 bhp "Universal." Although it performed well during trials, it was not repaired following an engine crankcase failure a year later. Before reverting Scotswood Works back to armaments production in 1937, a total of 1,464 locomotives had been constructed there.

Overseas operations

Following the conclusion of World War I, the demand for military equipment and naval vessels sharply declined, prompting Armstrong Whitworth to explore new avenues for business expansion.

Between 1923 and 1924, the firm constructed a hydroelectric power station at Nymboida in New South Wales, near Grafton, Australia. This facility remains operational today and retains much of its original structure. In 1925, Armstrong Whitworth submitted a bid to build the South Brisbane-Richmond Gap segment—part of the final phase of the standard gauge railway connecting Sydney and Brisbane—but was unsuccessful. This section was a complex engineering project featuring a lengthy tunnel beneath the Richmond Range, which marks the state border, as well as a spiral located just south of it. Armstrong Whitworth’s tender amounted to £1,333,940, whereas Queensland Railway offered a lower bid of £1,130,142. During the mid-1920s, the company clearly aimed to penetrate Australia’s expanding market but faced obstacles due to a preference for domestic contractors.

At that time, the Dominion of Newfoundland, primarily reliant on its fishing industry, possessed abundant pulpwood resources but only had one paper mill at Grand Falls-Windsor and one pulp mill at Bishop's Falls, both established in the early 1900s. The proprietors of the Reid Newfoundland Company persuaded Armstrong Whitworth to invest in constructing a second paper mill at Corner Brook. This facility would be powered by hydroelectricity generated 50 kilometers away at Deer Lake. In 1923, this initiative led to the creation of a joint venture named the Newfoundland Power and Paper Company. Following considerable disputes between Harry Reid and then-premier Richard Squires, the so-called Humber project—named after the Humber River—secured backing from the local government along with loan guarantees from both Newfoundland and the United Kingdom. Squires even incorporated this project into his campaign platform during the 1923 Newfoundland general election, adopting "Hum on the Humber" as his slogan.

Armstrong Whitworth played a significant role in founding the town of Deer Lake. The hydroelectric plant was constructed from 1922 to 1925, and its canal infrastructure facilitated expansion of nearby forestry operations. Equipment originally utilized in constructing the Panama Canal was transported to Newfoundland for use in this project. The pulp and paper mill at Corner Brook commenced production in 1925. Overall investment by Armstrong Whitworth reached approximately £5 million (equivalent to £Template:Inflation million in Template:Inflation/year), substantially exceeding initial budget estimates and resulting in an overdraft. Unfortunately, following 1923, newsprint and pulp prices steadily fell due to overcapacity within the Canadian market—an outcome unforeseen by either party involved in the venture, both lacking expertise in paper manufacturing. Given that established competitors with loyal customer bases held a clear market edge amid declining prices, shareholders opted to divest their profitable yet heavily indebted operation to International Paper & Power Company in 1927. This transaction culminated in a loss of £2.8 million for Armstrong Whitworth and ultimately led to the collapse of the entire group.

Shipbuilding

The shipbuilding sector represented the company's primary area of operation. Between 1879 and 1880, Charles Mitchell's predecessor firm constructed a cruiser at the Low Walker Yard intended for the Chilean Navy. This vessel was subsequently transferred to Japan and became known as the Tsukushi in 1883; it was launched under the Armstrong Mitchell name. From 1885 through 1918, Armstrong produced warships for various navies, including those of the Royal Navy, Beiyang Fleet, Imperial Russian Navy, Brazil, the Imperial Japanese Navy, and the United States Navy. Among these vessels was HMS Glatton (1914), which experienced a magazine explosion in Dover Harbour less than a month after entering service due to construction flaws.

File:GLAM MB Cruzador-Auxiliar (45024099444).jpg
Brazil Navy vessel Bahia

Armstrong Mitchell, later Armstrong Whitworth, also constructed numerous commercial vessels such as merchant ships, freighters, tankers, and dredgers. Particularly notable were the icebreaking train ferries Baikal (1897) and Angara (1900), designed to facilitate the Trans-Siberian Railway's crossing over Lake Baikal. The company was responsible for building the world’s first polar icebreaker, Yermak (1898), a Russian and later Soviet vessel featuring a reinforced hull engineered to ride over and break through pack ice.

Mergers and demergers

In 1927, the defence and engineering divisions combined with those of Vickers Limited to form a subsidiary named Vickers-Armstrongs. Meanwhile, the aircraft manufacturing and Armstrong Siddeley motor businesses were acquired by J. D. Siddeley, becoming independent companies. Operations at Scotswood Works ceased in 1979, with the facility being demolished three years later in 1982.

Hydraulic engineering installations

The predecessor firms, initially W. G. Armstrong & Co. and subsequently from 1883 known as Sir WG Armstrong Mitchell & Company, played a significant role in the creation of hydraulic engineering systems. Key projects include:

  • The invention of the Hydraulic 'Jigger' and various lifting mechanisms, some of which were showcased at the 1851 Great Exhibition held in London's Crystal Palace.
  • Installation of the hydraulic mains network at Limehouse Basin, London, during the 1850s.
  • The construction of the Swing Bridge, River Tyne in 1873.
  • A 120-ton hydraulic 'Sheer Leg' crane built at Elswick Works, intended for transfer to ships.
  • The hydraulic system for Tower Bridge, London, completed in 1894.
  • A railway bascule bridge over the River Bann in Coleraine, Ulster, Northern Ireland, built in 1921.
  • A fleet of nine 160-ton capacity hydraulic cranes from the late 19th century designed for naval applications. These cranes were installed globally, including locations such as Bombay (India), La Spezia, Pozzuoli, Taranto, and Venice (Italy), Liverpool (UK), Malta, and two sites in Japan. The only remaining crane is currently undergoing partial restoration at Venice's Arsenale.

Ships

From 1880 to 1925, the company constructed numerous warships:

  • Arturo Prat / Tsukushi (筑紫), originally for the Chilean Navy / later served with the Imperial Japanese Navy, 1880
  • Esmeralda / Izumi (和泉), operated by Chile and subsequently by Japan's Imperial Navy, 1883
  • HMCS Protector, a gunboat commissioned for the colonial navy of South Australia, 1884
  • Naniwa (浪速), part of the Imperial Japanese Navy fleet, 1885
  • The Zhiyuen-class protected cruisers (Protected cruiser: Jingyuan and Protected cruiser: Zhiyuen) built for the Imperial Chinese Navy, 1887
  • HMS Victoria, a battleship delivered to the Royal Navy in 1891; it was lost after an accidental collision in 1893.
  • The Castore and Polluce gunboats constructed for Italy's Regia Marina, 1888.
  • Yoshino (吉野), a Japanese cruiser serving the Imperial Japanese Navy, 1892
  • USS New Orleans (CL-22) commissioned by the United States Navy, 1895
  • Chilean Navy cruiser Esmeralda, launched in 1895
  • Japanese battleship Yashima (八島), part of Japan's Imperial Navy, 1896
  • Cruiser Takasago (高砂) serving with Japan's Imperial Navy, 1897
  • Chilean cruisers O'Higgins and Chacabuco, launched respectively in 1897 and 1898
  • Japanese cruisers Asama (浅間) and Tokiwa (常盤), both commissioned in 1898
  • USS Albany (CL-23) operated by the United States Navy, launched in 1898
  • Russian icebreaker Yermak (Ермак) constructed for the Imperial Russian Navy, 1898
  • Icebreaker Angara, also built for Russia's Imperial Navy, completed in 1899
  • Norwegian Royal Navy vessels HNoMS Norge and HNoMS Eidsvold, both launched in 1899 under the pre-1905 Norwegian naval ensign
  • Japanese battleships Hatsuse (初瀬) and cruisers Izumo (出雲) and Iwate (磐手), all commissioned by the Imperial Japanese Navy between 1899 and 1900
  • The Melanesian Mission steamer Southern Cross, completed in 1903
  • Royal Navy battleships including HMS Swiftsure (1903), HMS Superb (1907), HMS Monarch (1911), HMS Canada (1913), HMS Agincourt—originally intended for the Ottoman Navy but seized by Britain in July 1914—HMS Malaya (1915), HMS Eagle (1918), and HMS HMS Nelson commissioned in 1925
  • Brazilian Navy vessels such as battleship Minas Geraes, launched in 1908, and cruiser Bahia, launched in 1909
  • Spanish cruiser Isla de Luzón, active between 1886 and 1887

The company also produced a range of oil tankers:

  • Several vessels for the British Tanker Company including: British Emperor (1916), British Endeavour (1927), British Ensign (1917), British Isles (1917), British Princess (1917), British Progress (1927), and British Sovereign (1917)
  • The tanker San Felix, operated by Eagle Oil and Shipping Company, completed in 1921

Locomotives

Between 1847 and 1868, Armstrong Whitworth produced a limited number of railway locomotives; however, it was not until 1919 that the firm actively pursued a significant presence in the railway sector.

File:Armstrong Whitworth Catalogue Cover.jpg
This catalogue, part of the North of England Institute of Mining and Mechanical Engineers collection, features many of the locomotives produced.

The company secured orders to manufacture both steam and diesel locomotives for railway networks within the United Kingdom and internationally. The following table summarizes these contracts:

Serial
numbers		 Year Quantity Customer Class Wheel
arrangement		 Road
numbers		 Notes
1–50 1919–1921 50 North Eastern Railway T2 0-8-0 2253–2302 Transferred to LNER in 1923 retaining numbers; reclassified as Q6; renumbered 3410–3459 in 1946.
69–93 1921 25 Bombay, Baroda and Central India Railway G
(BESA HGS)		 2-8-0 122–146 Subsequently renumbered all-India 26528–26552.
94–110 1920 17 Madras and Southern Mahratta Railway M
(BESA HGS)		 2-8-0 483–499 Later became all-India numbers 26610–26626.
111–120 1921 10 Caledonian Railway 72 4-4-0 82–91 Integrated into LMS fleet as numbers 14487–14496 in 1923.
137–159 1922 23 North Western Railway SGS 0-6-0 2484–2506 All but one transferred to Pakistan at Partition; number 2500 assigned to Eastern Punjab Railway; later renumbered all-India 36889.
161–170 1922 10 Buenos Aires Western Railway 4F 2-6-2T 824–833
175–179 1922–23 5 Midland Great Western Railway Fa 0-6-0 44–48 Reassigned to GSR as numbers 641–645 in 1925.
185–190 1923 6 Great Southern and Western Railway 400 4-6-0 407–409
403–405		 Retained original numbers under GSR ownership from 1925.
191-390 May 17, 1921
to
Jan 12, 1923		 200 Belgian State Railways Type 37 2-8-0 5001–5200 Renamed Type 31 in a reclassification of 1931. Among these, 162 were modernized between 1936 and 1947, while those not rebuilt were designated Type 30.
391–415 1922 25 North Eastern Railway E1 0-6-0T 2313–2339 Incorporated into LNER with same numbers as class J72 in 1923; renumbered to 8721–8745 in the 1946 scheme.
416–465 1921–22 50 Midland Railway 3835 / 4F 0-6-0 3937–3986 Transferred to LMS retaining original numbers in 1923.
466–467 Cancelled (2) Northern Counties Committee (U) 4-4-0 — Order was cancelled; locomotives subsequently constructed at Derby Works.
468–472 1922 5 Somerset and Dorset Joint Railway 3835 / 4F 0-6-0 57–61 Renumbered LMS units numbered 4557–4561 in 1930.
479–487 1923 9 North Western Railway SGS 0-6-0 2536–2544 Transferred to Eastern Bengal Railway as numbers 312–318/66/20 between 1929 and 1939; four surviving units later became all-India numbers 34265–67/73.
488–499 1923 12 North Western Railway SPS 4-4-0 2989–2996,3006–3009 Three units transferred to Pakistan at Partition; remaining assigned to Eastern Punjab Railway and later all-India numbering ranging from 24481 to 28889.
500–515 1923 16 Bombay, Baroda and Central India Railway A
(BESA PTS)		 2-6-4T 265–280 Most units transferred to North Western Railway (numbers 517–532) by 1929; majority moved to Pakistan at Partition; seven allocated to Eastern Punjab Railway with subsequent all-India numbers ranging from 27106 to 27112.
516–535 1923 20 Oudh and Rohilkhand Railway SGS 0-6-0 505–524 Transferred to East Indian Railway (numbers 1448–1457) in 1925; later divided between Eastern and Northern Railways with all-India numbering ranges including 34236–34243 and 36804–36818.
536–552 1923 17 East Indian Railway SGS 0-6-0 1390–1406 Allocated between Eastern and Northern Railways; later assigned all-India numbers within ranges including 34163–34164, 34218–34224, and 36792–36811.
565–566 1924 2 Ferrocarril Pacífico de Colombia 4-6-0+0-6-4 29–30

|- ! Serial
numbers !! Year !! Quantity !! Customer !! Class !! Wheel
arrangement !! Road
numbers !! Notes |- 567–591 | rowspan=1 |1923 |25 | Buenos Aires Great Southern Railway | BAGS class 11C |4‑8‑0 |4201‑4225 | |- 605‑616 | rowspan=1 |1924 |12 | London and North Eastern Railway | GCR Class 11F (D11/2) |4‑4‑0 |6388‑6399 | Renumbered as 2683‑2694 in the 1946 scheme. |- 623‑632 | rowspan=1 |1926 |10 | South Australian Railways | South Australian Railways 600 class (steam) |4‑6‑2 |600‑609 | |- 633‑642 | rowspan=1 |1926 |10 | South Australian Railways | South Australian Railways 500 class (steam) |4‑8‑2 |500‑509 | |- 643‑652 | rowspan=1 |1926 |10 | South Australian Railways | South Australian Railways 700 class (steam) |2‑8‑2 |700‑709 | |- 655‑701 | rowspan=1 |1924 |47 | Bengal Nagpur Railway | Bengal Nagpur Railway HS class (HSM) |2‑8‑0 |700‑729,744‑760 | |- 702‑707 |(1924) |(6) |(Metropolitan Railway)| Metropolitan Railway K Class (K) |(2‑6‑4T)| 111‑116 |(Transferred to London and North Eastern Railway as LNER numbers 6158‑6163, classified L2 in 1937; surviving units allocated numbers 9070‑9073 in 1946.)| |- 714‑725 |(1925) |(12) |(Buenos Aires and Pacific Railway)| BA&P Class 2101 (2101) |(4‑6‑2)| 2101‑2112 | |- 726‑760 |(1925) |(35) |(Buenos Aires Great Southern Railway)| BAGS Class 11D (11D) |(2‑8‑0)| 4301‑4335 | |- 761‑769 |(1925) |(9) |(Southern Railway (Great Britain)) |(SECR K and SR K1 classes (K)) |(2‑6‑4T)| A791-A799 |(Later rebuilt into SR U Class with a 2‑6‑0 wheel arrangement.)| |- 771‑801 |(1925) |(31) |(Bengal Nagpur Railway)| Bengal Nagpur Railway HS Class (HSM) |(2‑8‑0)| 761−791 | |- 850−874 |(1927) |(25) |(Queensland Railways)| Queensland C17 Class Locomotive (C17) |(4−8−0)|802−826| |- 875−884 |(1927) |(10) |(Ferrocarril Central Argentino)| FCCA MS6A (MS6A) |(4−8−4T)|501−510| |- 885−904 |(1928) |(20) |(Egyptian State Railways)| Egyptian State Railways 545 Class (545) |(2−6−0)| — | |- 905−934 |(1927) |(30) |(Buenos Aires Great Southern Railway)| BAGS Class 11C (11C) |(4−8−0)|4226−4255| |- 938−987 |(1928) |(50) |(Great Western Railway)| GWR 5600 Class (5600) | |- 1005−1015 | |- 1016−1019 Great Western of Brazil |- 1020−1023 Great Western of Brazil |- 1024−1025 Great Western of Brazil |- 1026−1037 Ceylon Government Railway |- 1038−1057 Ferrocarril Central Argentino |- 1058−1068 Eastern Bengal Railway |- 1069−1080 Madras and Southern Mahratta Railway |- 1081−1100 Ferrocarril Central Argentino |- 1105−1110 Buenos Aires Western Railway |- 1111−1130 London and North Eastern Railway |- 1131−1155 Great Western Railway |- 1156−1165 London and North Eastern Railway |- 1166−1265 London, Midland and Scottish Railway |- 1266−1269 Yuehan railway, China |- 1270−1279 London and North Eastern Railway |- 1280−1506 London, Midland and Scottish Railway |-

D-series locomotives:

  • D8: A single unit built for Preston Docks featuring a 250 hp shunting diesel engine with a 0-6-0de wheel configuration.
  • D9: Demonstrator model equipped with an 800 hp diesel-electric engine arranged as 1-Co-1de.
  • Various railcars constructed for the London and North Eastern Railway between 1931 and 1933 powered by Sulzer six-cylinder engines producing 250 hp or Saurer engines delivering 95 hp.
  • A unique diesel-electric locomotive numbered D20 built for the London, Midland and Scottish Railway in 1933, rated at 250 hp, initially numbered 7408, later intended for renumbering by British Railways but withdrawn prior.
  • Six small shunters numbered D21 through D26 with an output of 85 hp each featuring a 0-4-0de wheel arrangement.
  • Two demonstrator units D27 and D28 built in 1934 powered by Sulzer engines rated at 800 hp, trialed on the Ceylon Government Railway before transfer to Buenos Aires Great Southern Railway.
  • Diesel shunter D43 delivered to Ceylon Government Railway in 1934, equipped with a 122 hp engine.
  • Six diesel-electric railcars numbered D46 to D51 supplied to Madras and Southern Mahratta Railway in 1934, each with a power rating of 160 hp.
  • Ten diesel shunters numbered D54 through D63 built for London, Midland and Scottish Railway in 1936, each producing 350 hp; four units were allocated to the War Department during World War II.
  • Single diesel shunter D64 delivered to Bombay, Baroda and Central India Railway in 1936, rated at 360 hp with a 0-6-0de configuration.

This extensive production reflects Armstrong Whitworth's significant contribution to both steam and early diesel locomotive development across multiple continents during the early twentieth century.

Armament

The Elswick Ordnance Company, serving as the armaments branch of Armstrong Whitworth, was responsible for manufacturing cannons and various weaponry. Among their distinguished creations is the renowned Armstrong 100-ton gun.

See also

Bibliography

  • Template:RCTS-LocosLNER
  • Template:RCTS-LocosLNER
  • Template:RCTS-LocosLNER
  • Template:RCTS-LocosLNER
  • Template:RCTS-LocosLNER
  • Template:RCTS-LocosLNER
  • Burke, David (1985). Kings of the Iron Horse. Methuen.
  • Carter, Railways Motive Power Argentina
  • Clements & McMahon, GSR Locomotives
  • Cotterell, Paul (1984). The Railways of Palestine and Israel. Abingdon, Oxfordshire: Tourret Publishing. ISBN 0-905878-04-3.
  • Hughes, Hugh (1979). Steam Locomotives in India: Part 3—Broad Gauge. Harrow, Middlesex: The Continental Railway Circle. ISBN 0-9503469-4-2.
  • Hughes, Hugh (1981). Middle East Railways. Harrow, Middlesex: Continental Railway Circle. ISBN 0-9503469-7-7.
  • Hughes, Indian Locos 1
  • Hughes, Indian Locos 4
  • Johnston, Ian & Buxton, Ian (2013). The Battleship Builders - Constructing and Arming British Capital Ships. Annapolis, Maryland: Naval Institute Press. ISBN 978-1-59114-027-6.
  • Rowledge, Engines of the LMS
  • Rowledge, Irish Steam Register
  • Webb, Brian (2010). Armstrong Whitworth: A Pioneer of World Diesel Traction. Lightmoor Publishing. ISBN 9781899889457.
  • Tapper, Oliver (1988). Armstrong Whitworth Aircraft since 1913. London: Putnam. ISBN 0-85177-826-7.
  • Whitehurst, GW Engines from 1940

External links

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  1. REDIRECT Template:20th Century Press Archives
  1. ↑ 1.0 1.1 1.2 Tyne & Wear County Museums, Undated, Information Sheet Armstrong Whitworth Car, available here [1] and reverse here [2].
  2. ↑ "The Wilson-Pilcher Petrol Cars", The Automotor Journal, 16 April 1904
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