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The following is based on documents, letters and reports. These include from Alvis, MOD records and trials reports, media articles, Facebook comments, and more.
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Kustartilleriet - The Swedish Coast Artillery
A quick explanation of who the Swedish Stalwarts served with.
The Establishment of the Coast Artillery (Swe: Kustartilleriet (KA)). On 1 November 1901 an Act was passed in the Parliament regarding the establishment of an independent branch of the services, the Coast Artillery. The new service branch was commenced as of 1 January 1902.
The Coast Artillery was organized within the naval defence but they were not subordinated to the Navy. Instead a new armed service, the Marine (Swedish: Marinen), was established in 1902 consisting of two branches of the services:
Marinen:
•The Navy
•The Coast Artillery
Around 1969, the Rörliga spärrbataljon (Mobile Barrage Battalions) were set up within the KA battalions. The unit type was developed as a complement to the fixed coastal artillery units. The idea was that these easily mobile and relatively quickly grouped units could be used in alternative attack directions. The mobile barrier battalions were used to replace knocked out fixed Coast artillery units, to reinforce existing coastal defence units, or slip in to any gaps between the fixed units that needed defending.
Information on the Mobile Barrage Battalion of the Coast Artillery can be found at the bottom of the page. It would appear that all the Stalwart were transferred to the Mobile Barrage Battalions in 1969, and then disposed of when the Mobile Barrage Battalions were superseded in 1985.
The Disestablishment of the Coast Artillery - The Establishment of the Amphibious Corps. A Defence Act was passed in the Swedish Parliament in 2000 regarding the closure of the Coast Artillery defence branch in its current form. The Act implied a closure of all stationary coast artillery fortresses. All coast artillery regiments was to be disestablished except the Vaxholm and the Älvsborg coast artillery regiments. However, these two regiments was to be transformed into amphibious units within the new defense branch of the services, the Amphibious Corps (AMF).
See http://www.hhogman.se/coast-artillery-history-sweden.htm
A brief overview of Alvis Stalwart Amfibiebil 101
The Alvis Stalwart Amfibiebil 101 was used in service with the Swedish Mobile Coast Artillery - Rörligt Kustartilleri
1961 - 11 to 13th September. Demonstration of PV2 to Swedish Coast Artillery at Stenslätten and on Rindön 1961.
1962 - November - Delivery of two x 101 A (pre production prototypes) to Coast Artillery.
1963 or 64 - fold down bench seats attached to sideboards, and canopy superstructure fabricated - so that troops can sit under canopy on PV4 and 5.
At 1964 event - PV4's load canopy now includes cover for crane. Presume FOCO 150 fitted at same time as other works carried out.
Trialled to transport troops, ammunition and other stores to islands around the Karlskrona defence area.
1965 - hydraulic winch trials start, using PV 5.
1965 - 6 x 101 B (mark 1 FV620) delivered to Sweden.
Records show they were held in reserve, and issued in 1967 and 68.
No troop transport benches fitted in mark 1, or later mark 2.
1967 - 18 x 101 C (mark 2 FV622 S) delivered to Sweden.
Distribution to 5 KA bases around Sweden's coast starts from 1967. Last ones being registered late in 1968.
1967 or after - crane trials start using PV 5. This FOCO 6000 crane made between 1967 and 1971.
1970 - new trailer made for Arte 719 R Artillery targeting radar system.
Designed to be towed by Stalwart and float trailer to islands.
1974 - Introduction of floating trailer 803, to carry Bofors 7.5/65 guns.
At some point from 1974 onwards -
FOCO 4000 cranes fitted to 101 B and C.
Removal of rear ladder and cab spotlight from 101 C.
Trailer air line connectors moved from rear plate, to inside rear louvers.
Air line guide bars fitted to top of tailboard.
Tow strop hooks and loops fitted.
Boughton VH10 winches fitted to front of 101 B.
1979 - new four colour camouflage scheme instructed by Army. One Stalwart is painted up. Date unknown.
1983 - Both 101 A put up for sale at KA 2 Rosenholm.
Other Stalwarts staring to be put up for sale.
A consignment of 15 Stalwarts at Guttenburg docks, waiting to be shipped to UK buyer.
One 101 A, two 101 B, and twelve 101 C in UK consignment.
Floating trailers put up for sale.
1985 - Arte 719 R fully replaced by 727, so last 101 B and C put up for sale.
One 101 B and two 101 C put into museum preservation.
Demonstration of the Pre production prototype
The Chassis number of the first 15 Alvis Stalwarts had the prefix of PV, which stands for Private Venture. The first swimming Stalwart was PV2.
This video shows PV2 being demonstrated to Sweden's Kustartilleriet, and is dated as August 1961.
This happened at KA 1, at Rindo.
The vehicle appears in Swedish newspaper, Svenska Dagbladet on 26th August 1961.
This Alvis advert was in The Times newspaper of 9th November 1961. It uses a photo taken at the Swedish demonstration, which includes the ropes across the front of the cab.
PV2 is the chassis number of the very first swimming Stalwart. It had been constructed over 1959/60, and was continually being modified and changed to improve the vehicle.
See the DEVELOPMENT OF THE ALVIS STALWART page for full details.
It should be remembered that the waistline of the cab is below water when swimming.
The video above shows the Kustartilleri trying to swamp and sink the Stalwart, and fail.
The biggest lesson learnt at this demonstration, was that the canopy needed to withstand the weight of water crashing onto it.
Tyres
Alvis fitted the Track grip tyre pattern to all Saladin, Saracen, Salamander and Stalwart 6x6 vehicles
Britain sent the Stalwart to Aden in 1964. They found that the Track grip tyres were unable to cope with the stony roads, and after trials with Sand tyres, changed to Bar grip tyres as being the default tyre for Stalwarts. Britain had 1056 Stalwarts.
Britain changed to Bar grips as the standard tyre on all cargo trucks during the 1960s and 70s, from 1964 onwards.
Explanation of identifying characteristics of each version.
Whilst Sweden bought around 26 Stalwarts, each model has slight differences to those supplied to other countries. Great Britain bought 126 mark 1, and around 930 mark 2 - so the differences are recorded against the more common and known British versions.
Sweden gave significant feedback to Alvis, which helped to turn the Alvis Stalwart into the machine that it developed into.
The detaield explanation of the Stalwart development is on the Development of the Alvis Stalwart page.
Amfibiebil 101 A
Following the demonstration of chassis number PV 2 in August 1961, Sweden ordered two "pre production" prototypes in April 1962.
The pair were purchased to conduct trials, for the Stalwart to act as a maintenance vehicle for the coastal hunter battalions.
Chassis PV 4 and 5 were with the Kustartilleri in November 1962.
Sweden named the Stalwart the Amfibiebil 101, becoming the 101 A when more were bought in 1965.
The bottom of this clipping from the Commercial Motor magazine of 17th august 1962, confirms that Sweden ordered Stalwart in April 1962.
Made in 1962, the 101 A is easily identified by the flat sideboards.
The document Amfibiebil cab heating list, dated 16th January 1963, is a list of parts already dispatched to Sweden. It is for the installation of cab heaters for PV4 and PV5. It proves that Sweden had taken delivery of both 101 A in 1962.
Below we see the Besiktningsinstrument card, or what the British would call the "B cards" for PV4 and PV5. The cards confirm that the Stalwarts were in Sweden before 21st November 1962.
Note that the first images below from 1962 and 1963 have a standard load canopy, which slopes straight from the ridge pole to the edges of the sideboards.
Chassis PV4 - 26401
Chassis PV5 - 26402
Alvis produced an instruction manual for PV4 and PV5 for Sweden, in English. Dated 1962.
The manual shows us that PV4 and PV5 had differences in the dash boards, as the vehicle was developing.
As Stalwart developed, from PV5 onwards it had the windscreen wiper switch mounted on the dashboard.
So PV4 presumably had the control on the wiper itself.
It shows us that they had 5 Sea Navigation marker lights to International standards, front and rear.
No other Stalwart had Nautical Navigation lights fitted.
The manual shows us that the navigation lights were supplied by McGreoch, who are still making lights and more today.
The Alvis Instructional handbook suggests that a winch was fitted on the left hand side of the cab.
I wonder if they were hand winches, like Tirfor winches, as there is no photographic evidence of any mechanical winch.
PV4 and PV5 had octagonal hatches. No other Stalwart had octagonal hatches, apart from Matchbox's model.
At Sweden's request, PV4 and 5 had a second skin fitted to the belly plate. The production models had a thicker base plate.
The front indicators of the Pre production models were fitted to the edge of the cab, and part way up.
This image of PV 8 in 1968 shows the location of the original front indicators quite nicely.
This photo shows PV4 with its octagonal hatches, the white side lights at the bottom, indicators on the cab side, and navigation light on top of the Air deflector at the top.
It is clear that early on, Sweden decided to remove the front indicator lights. This image of PV5 shows a small dent where the indicators were, but has the white waistline side lights and navigation lights.
On 5 - 14th June 1964, a Memorial exhibition - Agricultural meeting was held in Malmö, Sweden. PV 4 was photographed at the show.
The photos below show nicely that at some point during 1963, or before June 1964, the load canopy has been 'squared off.' Support frames have been fitted on both sides to raise the canopy sides, so that troops can sit under the canopy on both sides.
It also now has additional white side lights mounted underneath the Air deflector plate - presumably because the vehicle lights are under water when swimming.
PV4 was fitted with a FOCO 150 crane. Looking closely at the image, it is possible to see the bulge in the canopy where the crane is.
See https://bilderisyd.se/produkt/kk140131002/
The Following images are dated 1965. The description is KA 3 Bungenäs 23rd June 1965.
They show that PV 5 has been fitted with an hydraulic winch on the front of the vehicle. I presume this to be the trial for the winch. The first image shows an unusual bow wave due to the winch.
There is no suggestion of a crane being fitted to PV 5 at this point.
These next images show a FOCO 6000 A crane fitted to PV 5. This model of crane was made between 1967 and 1971, so we know this cannot be before January 1967.
The 101 A were both sold off in 1983. PV4 came back to the UK, and is currently sat under a shelter. The following photos are all of PV4 taken in the UK.
This photo is of inside the back of a 101 A, after military service.
It shows the folded up troop benches (yellow) and the canopy frame support (red), so that troops could sit underneath the canopy.
In this image, you can see the Right hand canopy support posts and the central Ridge pole supports. The front of the Ridge pole clips onto the FOCO crane.
Photos of inside the cab show the heating radiators, which were installed shortly after arriving in Sweden. Parts had been supplied by Alvis to plumb in to the Rolls-Royce engine.
The white waistline side lights have been changed to be the indicators. Because the waistline of the cab is submerged when swimming, new white side lights have been mounted at the top of the cab - underneath the Air deflector and below the navigation lights.
I wonder if the cab light is the same as the rear navigation lights?
The tail lights on the PV were originally mounted below the bottom of the rear pillars. This being below the water line. Photo is of PV2.
PV4 and 5 had Navigation lights mounted at the top of the rear pillars.
At some point, Sweden moved the rear lights to the top of the rear pillars, having disposed of the rear Navigation lights.
This is PV5, seen at a sale of Swedish military equipment at KA 2 in Rosenholm, Karlskrona in 1983.
Notice that the hydraulic winch has been removed from the front of the vehicle.
The bottom step on the left side of PV4 and 5 is of the long handle type, compared to the right side using the short rectangular foot step.
There is a recessed groove for a fluid sight glass behind the upper step.
From the rear view of PV5, you can see the FOCO crane and the early Dowty propulsion outlet.
When Sweden had the FOCO cranes installed, they were mounted on top of the cargo floor beams. The cranes are mounted to the left of centre, and you can see from the 101 C that the floor supports have been cut in order to install supporting beams for the crane.
The original design was that the rear radiator exit shaft was left open, with no grate over it. The load area rear bulkhead had a strengthening ladder rack across it. It was designed that whilst the vehicle was being loaded through the tail board - the bulkhead was hinged and could be lowered to cover the radiator exit shaft, with the rack supporting the bulkhead for people to walk on.
This was dropped for the production vehicles, with a permanent grate covering the area.
Yellow shows the radiator exit shaft.
Green in the Load area rear bulkhead.
Red is the strengthening ladder fixed to the rear bulkhead, for when it is folded down and walked on.
The Dowty marine propulsion system
All amphibious Stalwarts were fitted with Dowty propulsion units. But the system evolved over time.
Pre production vehicle marine system
The propulsion tiller of the early Dowty units on the PV vehicles is the long horizontal lever above the dash, which hinges from the left hand side, and has a knob on the right hand end.
The propulsion scoop of the early Dowty units moved in the vertical plane, that's to say they moved up and down.
PV4, where the early propulsion scoop can just be seen.
A PV at Commercial Motor Show 1962, nicely showing the early Dowty propulsion outlet nozzle in the open (ahead) position.
This image of PV4 appeared in the Commercial Motor Magazine of 7th September 1962. The article was on the Alvis Stalwart, which Alvis displayed at the 1962 Earls Court Commercial Motor Show, to see what commercial interest there might be in the stalwart. It clearly shows the octagonal hatches and early propulsion system of PV4 and PV5.
UK Military vehicle records
In 2013 the British Ministry Of Defence introduced a new database computer program, to replace MERLIN. MERLIN was locked, and then released to the public under a Freedom Of Information Act request. So we can now see vehicle records.
Unfortunately, not all units included all their assets on the system.
The following spreadsheets show how Sweden's Amfibiebil 101 chassis numbers fit within the MERLIN record, of Alvis's Stalwart production.
Alvis used every consecutive chassis number, up to the last number. No chassis numbers were missed out.
Amfibiebil 101 A - production date
British MOD's MERLIN record shows that PV12 was taken into service on 1st July 1963. I have an Alvis memo that lists the cab heating equipment, fixtures and fittings for the Swedish 101. It states that two sets had been sent to Sweden, and is dated 16th January 1963. It confirms that PV4 and PV5 were in Sweden later in 1962.
Anyone wishing to obtain their own version of MERLIN, can download it from the UK.Gov MERLIN webpage.
Amfibiebil 101 B - Stalwart Mark 1 FV620
In 1965 Sweden purchased six Mark 1 Stalwarts, STAL 124 to 129. These were known as Amfibiebil 101 B.
The Swedish 101 B today is easily identified over the British Mark 1 Stalwart by the hydraulic winch fitted on the outside of the hull.
The red Vehicle Identification Plate below is from a Swedish Amfibiebil 101 B. It is a British MOD Mark 1 FV620 identification plate, but the chassis number is STALWART 125, rather than STAL125 usually used on British vehicles.
The Amfibiebil 101 B were pretty standard in appearance to the British Mk 1 - with the large indicators in protected housings on the waistline.
None of the 101 B and 101 C appear to have had navigation lights fitted, but did have the additional white side marker lights fitted at the top of the cab when the cranes were fitted in the 1970s.
A pair of 101 B coming ashore.
Amfibiebil 101 B - production date
Entering the Swedish Mk 1 chassis numbers into the British MOD's MERLIN database records, shows use when the Swedish vehicles were made. The Swedish 101 B batch, based on their chassis numbers, were made during the first half of 1965 - and thus delivered in the second half of 1965.
The rows where None is entered, could be unrecorded British vehicles, or any other country. An unknown quantity at this time.
The Swedish Besiktningsinstrument card, or what the British would call the "B cards" for the mark 1 101 A - show that all six were issued over 1967 and 1968.
Indeed, the B cards show that some mark 2 101 C were issued 22 months before some of the 101 A.
It would appear from photographic evidence of the 101 C, that Sweden fitted the cranes and winches after 1973.
Sweden fitted the 101 B with a Boughton VH10 hydraulic winch (mounted to the front of the vehicle), and FOCO 4000 ZXX cranes.
Boughton VH10 hydraulic winch mounted on the front of a preserved Stalwart 101 B.
The Swedish Amfibiebil 101 B also has two radiators either side of the cab, and one large one behind the driver.
It is unknown if these were fitted to the 101 B by Alvis or kustartilleri.
Production vehicle (101 B & C) marine system
The propulsion scoop of the production vehicles moved in the horizontal plane - side to side.
All production vehicles had the Dowty propulsion system. These had two vertical tillers, one for each propulsion scoop. Pulling the levers downwards moved the scoop, which gave the reverse propulsion
The production system propulsion scoops move in the horizontal plane. In the shown position, the scoops are open and the vehicle is pushed forward. As the scoops are closed, moving across the opening from the right and closing the rear opening, the water is forced through the grate on the left, forcing the vehicle to move backwards.
A line drawing of the FV620 mark 1 Stalwart, complete with round hatches and small cab windows.
Interesting to note that whilst it has the small cab windows, it has the one piece Mark 2 dashboard.
Amfibiebil 101 C - Stalwart Mk 2 FV622 S
In the second half of 1967 Sweden took delivery of eighteen Mark 2 Stalwarts. These were known as Amfibiebil 101 C
The 101 C is easily identified by the winch fitted by Alvis inside the hull, and the deeper corner windows.
This video happens to feature the same Amfibiebil 101 C that is at the Arsenalen museum.
Mark 2 Stalwarts sold to countries other than the British Army, had the red Alvis Vehicle Identification Plates. This is the plate from an Amfibiebil 101 C.
It is Type 622 S
The Chassis number is STAL 11 / 248
The registration is 41138.
Differences between Swedish mark 2 FV622S 101 C and the British mark 2 FV622 on leaving the factory.
The 101 C left Alvis with;
A solid plate tailboard, rather than a hinged drop down tail board.
A fold up ladder fitted to the solid tailboard. I have an email from Peter Crowley confirming these were fitted in the factory.
A passenger seat on both sides of the cab, which was later used on the British crane versions.
Suspended tow points not fitted on the front and rear waistlines.
Amfibiebil 101 C - production date
I have hidden a number of rows that have British vehicle entries, to show possible other Swedish vehicles.
British MOD's MERLIN record shows the Swedish 101 C, based on their chassis numbers, were made during the first half of 1967.
The rows where None is entered, could be unrecorded British vehicles, or any other country. An unknown quantity at this time.
This plate in a FV622S is causing some interest, as 41140 is apparently a Volvo truck. The vehicle registration number is stamped using a different set of punches, and will have been done in Sweden. The plates are held on with 4 screws.
41140 is now in private ownership in the UK.
The "1974" modifications of the Amfibiebil 101 B and C
Thanks to people's photographs, we are able to have a rough idea of when Sweden made some changes. Below are two photos of 49816.
This photo shows 49816 as a standard FV622S, which appears to be exactly as it left the factory.
The Stalwart is seen towing the Arte 719 R artillery targeting trailer. These trailers were made from 1970.
So we know that the Stalwart is still unmodified in 1970.
The same Stalwart 49816 has now gone through a number of modifications.
The rear ladder, the cab spotlight, and the external cab fire extinguisher brackets have been removed.
The Stalwart is seen towing the Flytslapvagn 803 floating trailer. There is a second trailer by the building in the background. These trailers were made in 1974.
And the B card for 49816
The differences between the British Mk 2 Stalwart and the 101 C at the end of Swedish service includes;
Track grip tyres - a standard Alvis fitment.
Cab external fire extinguisher brackets removed.
Fuel cap modified to have a raised lug.
Loops on cab roof to strap winch rope and recovery strops to.
Additional white side lights mounted under air deflector.
Cab roof spotlight removed.
All 101 B and C appear to have carried radios
Third cab seat fitted as standard on 101 C.
Two additional gauges on wider dash board of 101 C.
Fold down ladder removed from rear tailboard.
All 101 B and C appear to have been fitted with FOCO 4000 cranes.
Floor beams of front sections cut to accommodate heavy crane mounting beams.
Much higher canopy Ridge pole - mounted onto crane.
Small locating bar or peg on Rear plate, for catching recovery strop behind.
Fixed tail board panel, rather than drop down tail gate.
Trailer air line couplings lifted and mounted on side of tool box inside rear louvers, rather than on Rear plate below water line.
Vertical bars on top of tail board, to restrict trailer air line movement.
Securing points on L/H rear pillar and tail board for recovery strops.
Wire basket in louvers for anchor chain.
Engine deck cover not upgraded for bulk fuel transport - still small panels.
Two suspended tow points on front waistline of cab not fitted.
Two suspended tow points on rear waistline not fitted.
And the standard British dash to compare it with.
The basket may have been used for snow chains. I am told that the ones brought back from Sweden had 6 snow chains in a basket, in the rear louvers.
Rear of crane mounting beans are fixed on Cross member Central lubrication beam.
The 101 C had a factory fitted hydraulic winch mounted inside the hull.
Sweden appears to have had FOCO 4000 ZXX cranes fitted to the 18 101 C from 1974 onwards.
The modified Dashboards of the Amfibiebil 101 B and C
It appears that during the 1974 modifications, that the dashboards received some attention as well.
Below is the original dashboard of the mark 1 FV620, as it left the factory.
And the modified dashboard
The original mark 2 FV620 dashboard
And the Swedish modified dashboard
In 1979, the Swedish Army introduced a new 4 colour camouflage scheme.
It is presumed that this Stalwart, with the 4 colour camouflage was an example of how the new camouflaged would look when on land and in the water. No other Stalwart appears to have been painted.
This 101 C has Michelin XL tyres fitted, rather than the standard "Track grip" tyres that Sweden chose. Perhaps it was on a tyres trial.
France had Michelin XL on at least one trial, possibly STAL 34, back in the 1960s.
This photo was taken in the 1980s at Gothenburg docks, waiting to be loaded back to England.
The vehicles are still the same green as when they left Alvis in the 1960s.
British businessman, Richard Beddall was asked to buy some Stalwarts from Sweden, as apparently they had struggled to raise any interest in selling them. Richard bought 15 back to the UK.
This includes 1 x PV4 101 A, 2 x 101B, 12 x 101 C.
These photos from the Mobile Coast Artillery museum (Swe: Rörligt Kustartilleri)
A few photos of the Swedish Alvis Stalwart Amfibiebils 101 C at work
A cut away drawing of the Mk 2, with the different dash and bigger windows.
Amfibiebil 101 base locations
The five locations where the Amfibiebil 101 of the Mobile Coast artillery were based from 1960s to 1985.
Amfibiebil 101 Quantities
A letter from Alvis in 1993 shows sales of 26 to Sweden. By 1993, it appears that records for 1969 to the last vehicle in 1971 had been lost. The full Alvis letter is here
https://drive.google.com/file/d/1KcC686t2dcxzn_bBvFc201yerYjlpPkH/view?usp=sharing
There is talk on the internet that Sweden bought between 32 and 34 Stalwarts, but the above 26 are the only chassis numbers confirmed by Alvis Limited. There is however gaps in the MERLIN record of British Stalwarts that would allow for another batch of six Mark 2 to have been bought by Sweden.
The use within the Coast Artillery showed that the vehicle could not be used in the intended way. This was partially due to problems exiting some of the steep banks, and issues with oil leaks and being continuously in salt water. Instead, the vehicle was transferred to the mobile barrage battalions, where it functioned as a tow truck to the fire control station Arte 719. The vehicle was also used to tow floating trailer 803, designed to carry the Bofors 7.5 cm artillery gun.
The vehicle was in use by the Coast Artillery until 1985, when it was withdrawn from service.
Installing the FOCO cranes
Sweden installed FOCO cranes early on in the Stalwart's life. Whilst Alvis mounted a HIAB Speed Loader to PV2 in 1964, the crane version of the mark 2 wasn't taken into service until 1969.
Alvis and the MOD went with the crane being mounted in the centre of the vehicle, so that it could load and unload from both sides.
The red areas are the crane mounting lugs on the modified chassis for Britain's FV623 and FV624. The fuel tank is also recessed in the middle of the top.
The MOD's crane of choice (for commonality and uniformity) in the 1960s was the Atlas 3000. The Stalwart had the 3001 fitted.
On the Swedish Amfibiebil 101s, the floor beam (red) was cut to allow the FOCO crane support beams (green) be installed. Mounting brackets (yellow) were attached to the Central beam, which is the Automatic lubrication system tank for the wheel stations, etc - and also to the chassis.
Articles on Amfibiebil 101
Anders åkerman in August 2019 said
Have had the privilege of serving on the Mobile Barrier Battalions we had in the Coastal Artillery. These cars would also be used to transport pieces in the archipelago with floating trailers. And also be able to mine harbor inlets with flow and bottom mines. Available for viewing at the Museum of Mobile Coastal Artillery in Aspö.
We have a lovely letter from 1993 of Stalwart memories, by a Major Olsson of Sweden,
I have corrected a few translations, so the text makes sense
Handspike means Marine navigation control tiller
KAS (Coast Artillery School)
Mj J Olsson 1993 – 04 - 10
Information about Alvis Stalwart - amphibious car 101
To start with, I’d like to tell you which parts I can't tell you very much about; the details concerning the sale of the vehicles, when they were no longer used in the defensive organization, what happened to the vehicles etc.
In 1962 the then head of the 5th battery Captain Nils-Erik Nyström and Warrant officer Gösta Joelsson took part in a visit at the Alvis factory in Coventry, England. The visit was arranged by the Royal Swedish Material administration and the Naval Staff (which was represented), and concerned training in how to use and handle the Alvis Stalwart. Army engineer Bengt Bartold and his assistant, Arne Nisson, a mechanic, were among the visitors.
Shortly afterwards we received the first vehicles of this kind; Pre-production model which was manoeuvred in the water with a handspike (like a tiller), placed in the drivers cab. It had no special equipment as a winch or anything like that.
Some training of the officers at KA 2 took place, so Joelsson didn’t have to train the military servicemen all by himself. The training and other activities having to do with the amphibious car had at the time very much the character of trials. From then up to 1967 I have nothing to tell you, since I didn't have anything to do with the vehicles.
But. . In 1967 I became head of the 5th battery and had from that time quite a lot to do with the amphibious cars. At this time the Coast Artillery Command decided to buy another 24 amphibious cars. I went for a two-week training period at the Alvis factory in England, dealing mostly with vehicle technique and maintenance. The training took place partly in a classroom and partly in the very factory, where the different parts of the engine could be studied.
Having learned a lot of new things I returned home and immediately made the necessary changes in the very important maintenance routines.
When the order of the 24 cars was made, the MK1 was produced at the factory. What was new was the steering arrangement in the water, and a winch in the front of the car. Instead of one handspike there were now two. They didn't look like tillers at all, and were also being used when the vehicle was reversed in the water. The winch was placed in the front outside the very hull and was driven by a hydraulic motor. The first six cars received by the Coast Artillery looked like this. They were given the notation Amfibiebil 101 B which led to that our original 101s received an A in its notation.
At this time intensive training took place mainly in KA 2, but it still had the character of trials and representatives from the Naval Staff and the FMV very often visited us.
After a few changes in the placing of the winch (it was moved inside the hull) the last 18 amphibious cars received by the Coast Artillery were MK2 given the notation Amfibiebil 101 C.
I had a lot to do with the training and the trials at the time, and I remember that those of us who often drove the vehicle didn't approve of the movement of the winch. The weight of it made the vehicle lean over to port.
The use of the amphibious car in the defence organisation
The cars were bought to be a part of the mobile barrage battalion, a Coast Artillery unit needing smooth means of water transportation, mainly when grouping in the archipelago. The main task was to get the radar sets to the islands, to be able to receive and follow sea targets when defending entrances, bases and ports. The Coast Artillery also got a radar set, mounted on a floating trailer.
The amphibious car with the trailer was the core of the measuring department in the light canon battery ( three guns 7.5 cm) which was part of the mobile barrage battalion. What was so good about this combination of vehicles, amphibious car with measuring equipment on a floating trailer, was that it could in no time go from the road into the water and "swim" to a suitable place for grouping.
Some optimistic people in the tactical unit considered that not only the radar set, but also the light guns, ought to be able to be grouped on the islands in the archipelago. The amphibious cars showed a possibility. A big, floating trailer, strong enough to be able to hold a mobile 7.5 cm gun, was built. I took part in a trial when hazardous crossings from land to sea, down steep road banks made of stone blocks took place. Some things broke, but nothing sank.
In the defence organisation there were at the time coast artillery transport companies, one of which was responsible for land transportations. An amphibious car 101 and a floating trailer of the latter type was placed here. The unit was hereby given a means of transportation to which it didn't matter that the "road" in the archipelago sometimes consisted of water. Trials were made when the amphibious car and trailer were used as a mine laying craft in entrances etc.
However, the possibility of being able to transport goods on roads as well as on water, without time consuming reloadings, didn't prove to be quite as important as one believed, at least not within the mobile barrage battalion. In fact, the last I saw of a trailer of the kind that could carry guns was when it was being used as a huge garbage removal trailer, pulled by a truck.
The need of constant maintenance was another reason that the amphibious cars and its floating trailers weren't very successful in the Coast Artillery. It was all right during the actual training, when the cars were constantly used, but during the long periods of standstill we didn't have the capacity to take care of them in the right way.
When the mobile barrage battalions were no longer a part of the defence organization, the Coast Artillery stopped using the amphibious cars.
Memorable episodes having to do with the amphibious car
The "lost" amphibious car
I don’t know anything of a car that really disappeared, but I think I know what might have caused the rumour. I wasn't there myself, but one of my colleagues told me of it.
Trials were being made at KA 1, Waxholm, in the presence of representatives from the Naval Staff as well as the material administration. When it was time for lunch the amphibious car was moored to the quay in the port of KA 1. During lunch a boat arrived, and one might presume that the captain of it was fairly surprised and wondered what might be at the other end of the two hawsers going from the bollards into the sea. I don't know what kind of mistake the driver of the amphibious car had made. The car was being salved and was used again.
Interesting trials
The Engine department of the Army was interested in the passibility of the amphibious car. The fact that it had three shafts, one placed in the middle of the hull, made its passability unique.
During this time I had a lot to do with the Engine department in Strängnäs. A study of the passability of vehicles used by the Swedish defence was made, and I took part in it with the amphibious car (amfibiebil 101). Among other things, the vehicles were driven (the amphibious car by me) along a course with obstacles (stone blocks). The course had four degrees of difficulty, and the only vehicle that proved to be more successful than the amphibious car was the Swedish tank called stridsvagn S.
We (the car and I) also took part in a study of passability in the snow taking place in the north of Sweden. More snow than 40 cm showed to be quite a problem, and we were not very successful. After all the car wasn't made for extreme winter conditions.
Dramatic episodes
There has been quite a few, and I will briefly tell you about one of them.
In October 1967 I was leading a one-week course for non-commissioned officers concerning the amphibious car. In the middle of the week it began to blow strongly, about 20 metres per second. This particular day we had planned to train towage at sea, which we did in spite of the strong wind. The amphibious cars behaved well in the water, and we felt confident that we could go on following the schedule.
In the evening we had planned to practice going ashore in the dark. We began as planned, but, the wind now being about 35 metres per second, I had to call it off after a short time.
Two cars didn't make it back immediately, I was in one of them. The cover blew off and choked the cooling system, leading to a red light when the temperature rose to 130 degrees Celsius. When I finally, covered with water, managed to pull the big cover off the air outlet, it was caught by the storm and flew away like an enormous kite. The temperature became normal, but the water flowing through the engine room towards the pump made the engine take in water through the air intake of the carburettor. This lead to serious engine disruptions and less power.
The other car, a 101 B, had trouble with the pumping which stopped working since the heavy sea made the water intake to the jet unit take in air. Anyway, the ending was happy, and we managed to take the cars ashore. I’m quite sure that no one who was present will ever forget that night.
From an unknown Swedish author
The 101s were mainly used to supply the mobile coastal artillery battalions stationed on islands that lacked bridges with the mainland. Mobile fire control trailers could be towed behind the 101s (amphibious trailers). At KA2 5 or 6 mobile amphibious trailers called Flytsläpvagn 803 were built to transport movable 7,5 cm Bofors cannons to other positions.
The 101s were stationed at:
-KA1 Vaxholm.
-KA2 Karlskrona (about 15).
-KA3 Fårrösund.
-KA4 Göteborg (Gothenburg).
-KA5 Härnosand.
The last unit to have the 101s in service was KA2, stationed at Karlskrona, which began to phase them out during 1983, the last being demobilized over the winter of 1984/85.
Remaining vehicles.
Of KA2 101's, one is preserved at the regimental museum and another at the Army museum. At least two more are in civilian service, one in Handen and another in Göteborg. Other vehicles have been used in an anti-pollution campaign in quick liming the lakes of Sweden in an attempt to higher the pH value of the water. One of the main polluters of Sweden's lakes and forests is the UK.
During 1976 vehicles and drivers from KA2 were selected to take part in trials to determine during hard cross country trials the suitability of wheeled vehicles compared to tracked vehicles in the development of a new tank. The 101 was selected because the distance between the three axles were the same.
Vehicles in service.
The vehicles that had been immersed in salt water needed a thorough cleaning afterwards, and lubricating. Oil leaks were another problem. The vehicle was well liked but had a problem in overcoming steep gradients.
At the end of the 60s, the mobile barrier battalions were set up. The battalions included a gun battery, a robotic battery and a mine countermeasures squad as combat units, as well as a staff battery for command. The piece was a 7.5 cm field piece w/1965 and along with it came the Arte 719 system. It was the first fire control system to use computers for calculation as well as radar, laser and TV for target location determination. However, the system was already outdated when it arrived, when development in the computer world started and went at breakneck speed. The robot battery had the RB 52 which was wire controlled and effective at short ranges.
The mine system was of the M6 type with controllable mines. These were laid out from boats. Attempts were also made with the amphibious vehicle 101, which was procured from England.
In 1977, a new era began for mobile coast artillery. Then troop trials began with the 12/80 system, "KARIN", to replace the old 15.2 cm guns m/37 which had served the coast artillery for 40 years. Innovative thinking marked the mobile coast artillery in that the piece with 12 cm caliber was automatically aimed and with automatic loading. This was a world first for moving pieces. The system included the Arte 727, which allowed a new way to solve the protection problem against radar-seeking robots. The sensors were grouped in one place and the staff some distance from there. The Arte 727 could receive target positions directly from the command system and did not need to scout itself. On fire orders, either radar or laser was started for target position determination, After which the target data was sent over the computerized communication system directly to the pieces. The communication system was the first computerized communication for mobile units. With this, it was possible to program in advance how those departments should be connected, after which the computer carried out the connections.
The development work was carried out by BOFORS in collaboration with the artillery battalion at KA 2. This was a new way of thinking, the users got to be involved in deciding how it would look and function. The construction was also very successful. In all, there were 24 guns which, together with other systems, were distributed among six batteries in three KA battalions.
History
Amphibian car 101 was manufactured at the Alvis car factory in Coventry, England. Alvis was previously a well-known passenger car brand. Alvis' name for the amphibious vehicle was Stalwart. It was delivered in three versions, 101 A, 101 B and 101 C. To Blekinge Coast Artillery Defence (BK) and Karlskrona Coast Artillery Regiment (KA2) the first two 101 A were handed over. It may have been in 1962, but not earlier. They had registration numbers 26401 and 26402. 101 A had an externally mounted winch at the front. The 101 B version came later and it had the winch located inside the vehicle. The last version, 101 C, is equipped with a faucet. A picture, where the vehicle has a higher rain number than 26402 but no crane, thus shows an example of version 101 B.
The battery commander at 5.batt on KA2, captain Nils-Eric Nyström, flag bearer Gösta Joelsson and car mechanic Arne Nilsson (Snicken), Blekinge Coast Defence's workshops, were over on a study visit at the Alvis factory in Coventry. May have been 1962. The visit took place sometime in May-June.
In September 1967, Captain Åke Jeansson, then head of 5 Batt, was over on a 14-day study visit to the factory. During the first week, Arne Nilsson was also there and probably also agency engineer Bengt Sjöström, the Navy Administration. KA2 had then, for some time back, had a number of model 101 B available in engine driver training. Under expert guidance, they were taught how to take care of the equipment, especially special supervision. This was not previously known.
After successful trials, which took place already with the 101 A with a crane mounted on the car, later ones, version 101 C, were delivered, so that a total of 24 amphibious vehicles were supplied to the Coast Artillery.
In the early 1970s, experiments were carried out with floating trailer 803 (flytsläpvagn 803). Among other things, minelaying from such a towed amphibious vehicle was tested during an exercise on KA 3 in 1971. The exercise concerned a mobile barrage battalion on Gotland. The main use of the floating trailer was to collect all the battalion's rubbish in it. Of course, you were then all the time on the land hill with it.
Tests were also made with amphibious vehicle 101 towing measuring station 719 at sea.
After service with Sweden
Sweden took the Stalwarts out of service in 1983 and 1985, and sold them off. See the next page, on Stalwarts in other countries to see some of the destinations that the Swedish vehicles ended up.
Richard Beddall's UK company bought 15 of them in 1983.
Reference
The book Stout, Strong and Sturdy by John L. Rue is a prime source of information.
Another source of information, is this website's page of British military Alvis Stalwart manuals and guides.
Links to Amfibiebil 101 on the internet
The HMLC Alvis Stalwart group on Facebook has information and posts on the Amfibiebil 101.
https://www.facebook.com/groups/alvis.hmlc.6.x.6.stalwart.group
There is a Swedish Wikipedia page, that has a number of errors on it.
Models of the Amfibiebil 101
Of interest is that pre production Stalwarts PV 4 and 5 had octagonal cab hatches, whilst the other 1094 Stalwarts had round cab hatches. It is these pre production exmples that Matchbox copied.
The Matchbox model of the Stalwart, 1966. Designed on PV4, with the octagonal hatches
A model of an FV623, made to look like an Amfibiebil 101 C
https://www.britmodeller.com/forums/index.php?/topic/235091795-amfibiebil-101-alvis-stalwart-in-swedish-service/
Items connected with the Amfibiebil 101
Arte 719 R Mobile Measuring station
Designation of origin: Arte 719 Mareld
M5041-311010
Arte = Artillery Fire Management.
Arte 719 r. r = rörliga = mobile.
Apparently trialled late in the 60s, and in use from around 1970 to 1985, when they were replaced by the newer 272 system.
Structure:
The mobile measuring station is housed in a hut which is placed on a trailer. The hut, as usual, is intended to be transported by road, it can also be towed floating on the water.
The cabin consists of two rooms:
Operator's room
Transformer room
The operating room contains the measuring station's service stations for operators and the main part of the telecommunication equipment for radar, laser, TV and communications.
The converter room contains, among other things, the power station, rectifier 24 V, converter and ventilation and heating equipment.
Radar antenna and TV laser unit are mounted on the roof of the hut.
The electrical power supply is from an external 25 kVA engine generator (Perkins diesel).
Communication equipment:
Traffic coupler TK L20/T10 1 piece
Ra 146 2 piece
Radiolink RL 345 1 piece
Carrier frequency BF 541 1 piece
Telephone device w/37 1 piece
Flytsläpvagn 803 - Floating trailer 803
The Floating trailer 803 was apparently designed and made by the KA 2 workshops, at Blekins. It was designed to carry the Bofors 7.5cm gun across water to the islands, etc.
These images show the floating trailer 803 with two guys in the back. The floating trailer 803 (flytsläpvagn 803) has a Bofors 7.5cm trailer chassis inside it, as a draw bar can be seen sticking up. I am advised by Ingemar Persson that these photos are of the initial trial of the floating trailer, in 1974. Ingmar is in the trailer, at the back.
I am advised that the last recorded sighting of the 803 trailer swimming for the military, reports it was loaded with rubbish sacks to clear an island after a large exercise.
I am advised that the last recorded sighting of the 803 trailer on the road is when the Mobile Coast Artillery ceased to exist, and locations were closed down.
The Flytsläpvagn 803 is seen with 20 inch wheels, divided type, 10.00 x 20 inch, with 14.00R20 Track grip tyres. These being the same wheels and tyre sizes as the Alvis Stalwart.
The artillery piece that it is seen being towed was the Bofors 7.5 cm, m/1965
The gun was loaded into the trailer by using the Stalwart's winch, to pull the gun up the ramps.
The Stalwart would park in front of the trailer, with it's winch pointing towards the trailer.
The trailer has a winch roller and guides on top of the headboard. This allows the winch rope to haul the heavy gun up the ramps without damaging the front of the trailer.
In the picture, you can just make out the winch rope - as it hauls the loaded trial trailer up the ramps.
The next photo shows the trailer's winch roller and guides
Swimming an Alvis Stalwart Amfibiebil 101 C with the Floating Trailer 803.
Bofors 75 mm m/65
This gun is at the Mobile Coast Artillery museum (Swe: Rörligt Kustartilleri)
Additional photos from their contribution to
https://digitaltmuseum.org/021026873952/75-cm-faltpjas-m-1965?
General:
The gun is semi-automatic. this means automatic cocking of the mechanism after each shot, but manual loading. Side and height direction is done by hand using cranks. Four men are included to serve the piece, namely two who aim in the side and height respectively and two who load. In addition, two men are required for loading ammunition.
The piece includes a splinter protection, which is equipped with a roof. This is divided into sections, making it easy to assemble. Its task is to protect the crew against shrapnel and small-caliber small arms fire.
Maximum permitted speed is 60 km/h. In off-road, the piece can be towed under difficult conditions even with attached splinter protection. The piece can be pulled through bodies of water with a depth corresponding to up to the fire pipe, that is to say approx. 170 cm. Other impressive data. The time to change from driving mode to shooting mode or vice versa with fully trained piece crew is two minutes. The rate of fire is high; approx. 20 shots/min. Unit ammunition is utilized.
The piece can be side-directed around the horizon, which means that the piece does not need to be tailed in case of major reorientations. Furthermore, sliding elements are automatically transferred to the piece, which is equipped with zero pointer instruments, one for height and one for side. The transfer takes place via a device called a ballistic counter. In this, correction is calculated for, among other things, piece parallax.
Data:
Max range: 12,200 m
Projectile weight: 0.69 kg
Exit velocity: 850 m/sec
Rate of fire: 25-30 rounds/min
Side direction: 360 degrees
Avståndsmätare Laser (AML 701)
AML 701 laser ranging instrument
The operator's side
The side towards the enemy
The Rangefinder Laser (AML) 701 was a major improvement in positioning through its accuracy and range.
The AML 701 was the coastal artillery's first mobile range finder that used LASER for range determination.
The laser rangefinder was transported in trailer 301.
The equipment was originally developed for the 7.5 cm ka battery m/65 and was surrounded by rigorous safety regulations due to the fact that the laser used could damage the human eye. Personnel on target tugs must therefore wear safety glasses.
Experimental equipment came to KA 2 in 1968 and serial equipment was included in ka battery in mobile barrage battalion in 1969.
Remained until the early 1980s.
Sensors: Laser, binoculars
Measurement accuracy: Plus-minus 5 m at distances up to 30,000 m depending on weather and installation height.
Reading accuracy: 10 m
Staffing: 5 men
AML 701 Dimensions
Length 0.85 m (Total dimensions)
Width 1.25 m (Total dimensions)
Height 1.7 m (Total dimensions)
Dedicated trailer 301, for AML 701 laser range finder
The M6 sea mine system
These photos from the Mobile Coast Artillery museum (Swe: Rörligt Kustartilleri)
In Major Olsson's memories, is mention of trials to lay mines using the Stalwart. It has been clarified by veterans of KA 3 - that the mines were transported in the Floating trailer 803. The trials were unsuccessful, and the idea abandoned.
Having seen the videos of the specialist ships employed by Kustartilleri for deploying and recovering mines, I do wonder if they just trialled the cable being brought ashore.
The M6 mine system comprised of chains of mines connected to an onshore control room.
The system used K11, or K12 or both mines in the chain.
The mines could be individually detonated automatically, or the whole chain by the controller.
K 11 was equipped with a gradiometer-type magnetic distance device (Organ 11). The mine was detonated while advancing. The float was made in Divinycell so that the mine would be non-magnetic.
The mine could work in dpeths up to 100 metres deep.
Anchor: Hydrostatic anchor
K 12 was equipped with a magnetic distance device type gradiometer (Device 11).
The mine was detonated while advancing.
The mine's shell was made of glass fiber reinforced plastic so that the mine would be non-magnetic. The mine's special shape allowed the mine to slide in water 2-3 times the current depth. In this way the mine could be made to slide out approximately perpendicularly from the cable that bound the mines together in a line. In the event of detonation, this cable was not blown off.
Volvo Lastterrängbil (LTGB) 939
Volvo Cargo all terrain vehicle 939
The Amfibiebil 101 worked alongside the Volvo ltgb 939.
The larger cab is the 939 E
The vehicle is 4x2, with selectable 4x4.
Speed 96 km/h
Engine Volvo TD70 -125 hp
Weight
Tare 6.8T
Net 2.5T
Orbat of the Mobile barrage battalion
This webpage sets out how the Mobile barrage battalions worked. I have inserted the document in English and Swedish below.
Mobile barrage battalion and its units:
-1 gun battery m/65
-1 light robot battery with rbt 52
-1 mobile mine countermeasures
2 mobile countermeasure battalions within the southern milo
3 mobile countermeasure battalions within the eastern milo
1 mobile countermeasure battalion within the lower norrlands milo
1 mobile countermeasure battalion on Gotland
Mobile coastal artillery battery w/65:
-3 pieces 7.5/65
-1 Arte 719
-1 AML 701 laser ranging instrument
Rörlig spärrbataljon och dess förband:
-1 kanonbatteri m/65
-1 lätt robotbatteri med rbt 52
-1 rörlig minspärrstropp
2 rörliga spärrbataljoner inom södra milo
3 rörliga spärrbataljoner inom östra milo
1 rörlig spärrbataljon inom nedre norrlands milo
1 rörlig spärrbataljon på Gotland
Rörligt kustartilleribatteri m/65:
-3 pjäser 7,5/65
-1 Arte 719
-1 AML 701 laseravståndsinstrument
Google's English translation
I-Mobile-barrage-battalion.pdfThe original Swedish text
I-Rörlig-spärrbataljon-Mobile-barrage-Swedish.pdfDownloadable files
Swedish Files for Amfibiebil 101
You can view the Swedish files by clicking on the titles below
Amfibiebil 101 A to C kort historik
- A short history of Amf101 in Swedish and English.
This has been retyped and translated in 2023
M5198-101000 Vårdchema, Smörjföreskrifter, Smörjshema - Amfibiebil 101 fastställd 1972
- Care schedule in Swedish
M7776-234520 Reservdelskatalog - Spare parts list
This is British Parts list, with a Swedish cover. So see the British parts list
Amfibiebil 101 B och 101 C
M5198-101020 och M5198-101030
M5198 -101032 - Tilbehorlista - 101 C
Swedish Complete Equipment Schedule, with English translation.
Also includes pictorial of some tools
Flytslapvagn 803 MT M5058-803012 Smorjshema - Floating trailer 803
Some manuals are held in a Swedish public library, in the town of Täby - north of Stockholm. But all of those files are on this website.
See
http://libris.kb.se/hitlist?d=libris&q=amfibiebil+101&f=simp&spell=true&hist=true&mf=&p=1
Files for the Amfibiebil 101 crane and winch
Boughton VH winch files
Acknowledgments and Credits
My thanks to Stefan Karlsson and Stellan Englund for some of the Swedish Amfibiebil 101 photos.
My thanks to Emil Gustavsson for some of the Flytslapvagn 803 floating trailer photos.
My thanks to Stefan Karlsson and Magnus Freij for data on the Amfibiebil 101 and Flytslapvagn 803.
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