Locomotive No. DL83 Rolls-Royce 'Sentinel' 0-6-0 Diesel Hydraulic
Country of origin: United Kingdom.
Builders: Rolls-Royce,Sentinel Shrewsbury ( No. 10271). Year: 1967. Engine: Rolls-Royce C8SFL, supercharged, 325 bhp (242KW) @ 1,800 rev/min. Transmission: Hydraulic; BTD Ltd, torque converter, CF11500. S C G Ltd., RF11 final drive. Driving wheels diameter: 3'4". (1016mm) Maximum locomotive speed: 17 mph.(27km/h) Locomotive weight: 48 tons. (48.7tonnes) Maximum tractive effort: 28,800 Ib.(128KN) Train brakes: Air/vacuum. Original owner: Hired to Stewart & Lloyd Minerals Ltd., Corby, from Rolls-Royce. Current owner: Privately owned within the Iron and Steel Traction Group. |
Background History
The company began life iin about 1875 as Alley & MacLellan based in the "Sentinel Works" at Jessie Street Pomade, Glasgow which it continued in operation until the 1950s. The first Alley and MacLellan ‘Sentinel’ steam waggon was constructed in 1905. Sentinel Waggon Works Ltd was formed when steam wagon production was switched to a new factory at Shrewsbury in 1915. Financial problems made the company reorganize as the Sentinel Waggon Works (1920) Ltd. In 1923 production started on railway products. In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite this sales diminished and by 1956 the company cease lorry production. The factory was acquired by Rolls-Royce for diesel engine production in November 1956 although Rolls Royce did not consider railway locomotives to be part of their core business They continue to complete an order for 200 hp steam locos. Within the year they had decided that a similar design diesel locomotive could be successful Thomas Hill assisted with the design and development and would be the Sole distributor. In 1958 the last two Sentinel steam locos were delivered marking the end of an era.
By 1964 four different Sentinel diesel models were being produced, including the 48 ton 0-6-0 rod coupled machine, fitted with a Rolls-Royce C8SFL eight-cylinder engine of 325 bhp. Sentinel Steelman was being developed at Shrewsbury to use the new 600hp DV8T engine with shaft drive. Considerable interest was expressed by Stewart and Lloyds at Corby. With a' programme to replace more than 20 steam locos mainly of the Austerity type over the next few years the future for Steelman looked good. The prototype locomotive Steelman was delivered two years overdue to Corby in late 1967 proved satisfactory and an order placed. Unfortunately for the Company and Rolls-Royce, British Railways, seeing a potential for their Class 14 diesel hydraulic locomotives made Stewart and Lloyds an offer of 26 locomotives around three years old at a fraction of their original cost, it was an offer that Stewart and Lloyds could hardly refuse. With new locomotive sales declining, the release of the Class 14 on the industrial market at such prices was disastrous, and regrettably no further "Steelman" locos were built at Shrewsbury.
In 1971 the last Rolls-Royce diesel locos built at Shrewsbury. the factory now devoted to manufacture of diesel engines. By 1985 Rolls-Royce sold their diesel engine division to Perkins Diesels Ltd of Peterborough.
Locomotive History
This locomotive was delivered new as one of three to Stewart & Lloyd Minerals Ltd., Corby, on 12th October 1967, on a loan basis while Rolls-Royce plant developed and built the proposed 'Steelmen' locomotives. Given works No. 10271 the locomotive became Stewarts & Lloyds' No. 22. but due to the loan agreement they had to resort to the running number being painted on plates which were hung from the handrails!
However, with the nationalisation of the UK steel industry, the 'Steelmen' contract was cancelled by Stewart & Lloyds Minerals, which itself became part of the British Steel Corporation. Locomotive No. 22 remained with British Steel at Corby, but was rarely used.
In June 1971 No. 22 was sold to London Transport, travelling over BR lines to London under it's own power. It was allocated to Lillie Bridge Depot for ballast train working and carried London Transport No. DL83. It was subsequently modified with low-level couplings and the fitting of a 'tender' by removing the rear buffers. It remained in service with London Transport until a failure in May 1989, which resulted in its withdrawal from service. In March 1994 the locomotive was offered for sale.
Preservation
DL83 was purchased by a private NVR member and arrived at Wansford on 14th July 1994. The locomotive has since been restored to full working order, restored has LT No.DL83 it has found use on passenger services on gala weekends since the fitting of both air and vacuum braking systems. The locomotive's torque converter was, from new, designed to be driven and lubricated by circulating diesel fuel drawn from and returned to the locomotive's diesel fuel tank. However, with the more recent removal of sulphur from diesel fuel, there is concern that this 'cleaner' fluid may not provide adequate lubrication, As a consequence, During 2002, locomotive DL83 was modified to allow its transmission to operate on conventional transmission fluid. This involved the manufacture and fitting of a new 24 litre hydraulic tank, which was conveniently able to be fitted on the right hand running plate, behind the side sheet and adjacent to the cab. Other work included rearranging the hydraulic piping and ancillaries and of course isolating the engine's fuel system from that of the torque converter. It also was hired out to an industrial concern before returning to Wansford 14th December 2005. Its always been the owners intention to return the Loco back to 'Stewarts & Lloyds No22'
The company began life iin about 1875 as Alley & MacLellan based in the "Sentinel Works" at Jessie Street Pomade, Glasgow which it continued in operation until the 1950s. The first Alley and MacLellan ‘Sentinel’ steam waggon was constructed in 1905. Sentinel Waggon Works Ltd was formed when steam wagon production was switched to a new factory at Shrewsbury in 1915. Financial problems made the company reorganize as the Sentinel Waggon Works (1920) Ltd. In 1923 production started on railway products. In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite this sales diminished and by 1956 the company cease lorry production. The factory was acquired by Rolls-Royce for diesel engine production in November 1956 although Rolls Royce did not consider railway locomotives to be part of their core business They continue to complete an order for 200 hp steam locos. Within the year they had decided that a similar design diesel locomotive could be successful Thomas Hill assisted with the design and development and would be the Sole distributor. In 1958 the last two Sentinel steam locos were delivered marking the end of an era.
By 1964 four different Sentinel diesel models were being produced, including the 48 ton 0-6-0 rod coupled machine, fitted with a Rolls-Royce C8SFL eight-cylinder engine of 325 bhp. Sentinel Steelman was being developed at Shrewsbury to use the new 600hp DV8T engine with shaft drive. Considerable interest was expressed by Stewart and Lloyds at Corby. With a' programme to replace more than 20 steam locos mainly of the Austerity type over the next few years the future for Steelman looked good. The prototype locomotive Steelman was delivered two years overdue to Corby in late 1967 proved satisfactory and an order placed. Unfortunately for the Company and Rolls-Royce, British Railways, seeing a potential for their Class 14 diesel hydraulic locomotives made Stewart and Lloyds an offer of 26 locomotives around three years old at a fraction of their original cost, it was an offer that Stewart and Lloyds could hardly refuse. With new locomotive sales declining, the release of the Class 14 on the industrial market at such prices was disastrous, and regrettably no further "Steelman" locos were built at Shrewsbury.
In 1971 the last Rolls-Royce diesel locos built at Shrewsbury. the factory now devoted to manufacture of diesel engines. By 1985 Rolls-Royce sold their diesel engine division to Perkins Diesels Ltd of Peterborough.
Locomotive History
This locomotive was delivered new as one of three to Stewart & Lloyd Minerals Ltd., Corby, on 12th October 1967, on a loan basis while Rolls-Royce plant developed and built the proposed 'Steelmen' locomotives. Given works No. 10271 the locomotive became Stewarts & Lloyds' No. 22. but due to the loan agreement they had to resort to the running number being painted on plates which were hung from the handrails!
However, with the nationalisation of the UK steel industry, the 'Steelmen' contract was cancelled by Stewart & Lloyds Minerals, which itself became part of the British Steel Corporation. Locomotive No. 22 remained with British Steel at Corby, but was rarely used.
In June 1971 No. 22 was sold to London Transport, travelling over BR lines to London under it's own power. It was allocated to Lillie Bridge Depot for ballast train working and carried London Transport No. DL83. It was subsequently modified with low-level couplings and the fitting of a 'tender' by removing the rear buffers. It remained in service with London Transport until a failure in May 1989, which resulted in its withdrawal from service. In March 1994 the locomotive was offered for sale.
Preservation
DL83 was purchased by a private NVR member and arrived at Wansford on 14th July 1994. The locomotive has since been restored to full working order, restored has LT No.DL83 it has found use on passenger services on gala weekends since the fitting of both air and vacuum braking systems. The locomotive's torque converter was, from new, designed to be driven and lubricated by circulating diesel fuel drawn from and returned to the locomotive's diesel fuel tank. However, with the more recent removal of sulphur from diesel fuel, there is concern that this 'cleaner' fluid may not provide adequate lubrication, As a consequence, During 2002, locomotive DL83 was modified to allow its transmission to operate on conventional transmission fluid. This involved the manufacture and fitting of a new 24 litre hydraulic tank, which was conveniently able to be fitted on the right hand running plate, behind the side sheet and adjacent to the cab. Other work included rearranging the hydraulic piping and ancillaries and of course isolating the engine's fuel system from that of the torque converter. It also was hired out to an industrial concern before returning to Wansford 14th December 2005. Its always been the owners intention to return the Loco back to 'Stewarts & Lloyds No22'