Armco B-71

Westinghouse "Visibility Cab" Switcher

Armco B-71 is one of a handful of diesel locomotives built by Westinghouse during the formative years of diesel-electric locomotive technology. As such, it represents an evolutionary step between boxcab locomotives like MTM's Dan Patch 100 and more functional designs such as EMD's NW-2.

Westinghouse Electric And Manufacturing Co. (WEMCO) had been a major supplier of traction motors and electrical gear for electric locomotives for decades, so when a market developed for diesel-electrics (which could be thought of as electrics with their own built-in power plants), it was only natural for Westinghouse to enter the fray. As with the company's straight electrics, the trucks and bodies were subcontracted to the Baldwin Locomotive Works. The prime movers were licensed Beardmore designs.

In November 1930, Westinghouse delivered a 70-ton, Oil-Electric locomotive for switching service, road number B-71, to the American Rolling Mill Co. (ARMCO) Columbia Division in Butler, Pennsylvania. The order number was 61401. From the frame down, it was almost identical to B-70 which was a box-cab design intended to compete with Ingersol-Rand products. Above the frame, the carbody had been redesigned to offer the engineer better visibility from a raised position.

According to WEMCO advertising from 1930:

A few interesting notes about the WEMCO advertising:

• The 300-hp and 400-hp engines were almost identical. The 300-hp followed the Beardmore design, while the 400-hp had a larger bore and higher RPM.
• The box-cab heritage is evident in their description of the "engineman's compartment" and the "hood" together forming the cab - which in preceding designs was a single enclosure.
• The Westinghouse dual-control is an interesting sight. It consists of a standard brake stand and trolley-like controller under the floor, connected to two control stands above the floor by connecting rods and cables. Their claim of the engineman being able to switch seats without loosing control is reasonable - in the box-cab design he would be obliged to get up and walk around the engine-generator to the opposite corner of the locomotive.
• There is a typo in the third-to-last paragraph by referring to "each engine." The last four paragraphs are almost identical to the advertising of the 600-hp and 800-hp models, which consisted of two mechanical packages in two hoods arranged back-to-back around a centered engineman's compartment - much like a later Baldwin center-cab or a GE 44-tonner.
• The illustrations (not duplicated here) show a coal stove and coal bin in the cab for heat.
• As built, B-71 looked slightly more streamlined than it does today. The corner sand boxes originally looked like extensions of the hood's shoulders. At some point their height was reduced about a foot - probably not for aesthetic reasons.

B-71's as-built specs were:

Over the years some modifications have taken place. The original engine was replaced with a 400-hp Hamilton 68-5A 6-cylinder engine, and the corner sand boxes, which were the same height as the shoulders, have been shortened.

B-71 is believed to have served the Cadillac & Lake City in Michigan prior to being acquired by MTM (in 1985?). Of 11 single-engine "Visibility Cab" units built, at least two (ARMCO B-71 and B-73) survive. B-73 is in operating condition. Predecessor ARMCO B-70 is also said to survive in Atlanta, Georgia.

Although unrestored and not very attractive as is, B-71 is remarkably complete, and could conceivably be made operable again. At present MTM is considering a cosmetic restoration.

Sources:

1. "The Second Diesel Spotter's Guide" by Jerry A. Pinkepank; Data p.MISC-407 - MISC-411.
2. "Oil Electric Locomotives and Rail Cars" (WEMCO - reprinted in Train Shed Cyclopedia No.43); data p2-3, data & photo p19.