Sentinel Waggon Works Ltd was a British company based in Shrewsbury, Shropshire that made steam-powered lorries (steam wagons), railway locomotives, and later, diesel engined lorries, buses and locomotives.
Alley & MacLellan was founded in 1875 and was based in Polmadie, Glasgow. This company continued in operation until the 1950s. Initially manufacturing valves and compressors for steam engines, and later whole steamships, Alley & MacLellan acquired Simpson and Bibby of Horsehay, Shropshire, manufacturer of steam-powered road vehicles, in 1903.[1] They began producing steam road vehicles in 1905 and in 1906 introduced a five-ton vertical-boiler steam wagon, which featured a two-cylinder undertype engine and chain drive.
Around 1915, Alley & McLellan moved the steam wagon production to a new factory in Shrewsbury and it continued under a separate company (see below),[2] and in 1918 the company also opened a third factory in Worcester specialising in valve manufacture. Both factory buildings were prefabricated in Glasgow for local assembly and in both cases core Scottish employees transferred to the new sites.
Alley & MacLellan continued to operate in the original Sentinel Works in Jessie Street, Glasgow until the 1950s. They produced a wide range of engineering products including compressors,[3] valves, etc. The 'Sentinel' name continued to be used for the products of the original Glasgow works until the mid 20th Century.
Move to Shrewsbury
LNER Sentinel-Cammell steam railcar
The company Sentinel Waggon Works Ltd was formed when steam wagon production was switched to a new factory, opened at Shrewsbury in 1915. There were several other slight changes to the name over the company's lifetime when further infusions of working capital were required to obviate financial problems.
Alley & MacLellan's early steam wagon was so successful that it remained in production with relatively few updates until the launch of Sentinel's famous Super in 1923. The company also produced steam railway locomotives and railcars, for railway companies and industrial customers.
In 1920, after financial problems, the company was reorganised as Sentinel Waggon Works (1920) Ltd. The Sentinel 'Super' model that followed in 1923 was assembled in a radical new plant at Shrewsbury, with a flow line based on Henry Ford's Model T factory at Highland Park, Michigan, with 1,550 vehicles produced.
Sentinel, along with Foden, dominated the steam market, but the 1930s saw the demise of both companies' ranges as new legislation forced the development of lighter lorries, Sentinel surviving the longest.
In 1934, Sentinel launched a new and advanced steamer – the S type which had a single-acting four-cylinder underfloor engine with longitudinal crankshaft and an overhead worm-drive axle. Their Sentinel Waggon Works' design of 1935 led to the production of 3,750 Sentinel 'Standards' in the seventeen years that followed, the biggest selling steam lorry ever. It was lighter and featured a modernised driver's cab with a set-back boiler and was available in four, six and eight-wheel form, designated S4, S6 and S8. In spite of its sophisticated design, however, it could not compete with contemporary diesel trucks for all-round convenience and payload capacity, and was phased out in the late 1930s. It was not the end of Sentinel's involvement with steam, however; the company built about 100 "S" type vehicles for export to Argentina as late as 1950, for use by the Río Turbio coal mine.[4] It has been stated that Sentinel were never paid for the last batch of the Río Turbio production run. At least two of the Río Turbio steam wagons survive in Argentina to this day.
In 1946, Thomas Hill's signed an agency agreement with Sentinel for repair and maintenance of diesel vehicles. In 1947 Sentinel offered to extend the agreement for diesel vehicles to include the steam locomotives and an agency was accepted by Thomas Hill for sales and servicing.
Sentinel (Shrewsbury) Ltd
In 1947, the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite Sentinel's superbly engineered vehicles, sales diminished throughout the 1950s, and by 1956 the company was forced to cease lorry production. The factory was acquired by Rolls-Royce for diesel engine production, and the remaining stock of parts and vehicles was taken over by Sentinel's chief dealer, North Cheshire Motors of Warrington, who formed a new company, Transport Vehicles (Warrington) Ltd, in 1957 to produce Sentinel-based designs under the TVW name.
In 1963, Thomas Hill's decided to renew the loco agreement and relinquish the diesel vehicle agency, concentrating all efforts on the steam locomotive work.
Despite the various interesting developments, Rolls-Royce did not consider railway locomotives to be part of their core business. They had agreed to complete all steam locos on order, and four steam receiver locos ordered by Dorman Long in 1956, but only after much consideration did Rolls-Royce finally agree at the end of 1957 to design and build a diesel locomotive of similar weight and power to the 200hp (150kW) steam loco that had sold so well. Thomas Hill's would assist in the design and development of these diesel machines and would be the sole distributor.
Last steam locomotives
In 1958, the last two Sentinel steam locomotives were delivered, marking the end of an era. Two of the newly developed steam receiver locos were delivered and proved very satisfactory in service, but Dorman Long did not approve. There had been a change of opinion among their engineers as well as a change of circumstances, and they were now favouring diesel locomotives. The last two steam receiver locos were built but never delivered and ultimately all four were converted to diesel hydraulic.
Diesel production commences
The prototype Sentinel diesel locomotive was built and ready to commence trials on the former Shropshire and Montgomeryshire Railway (then under military control) early in 1959. It met with the approval and enthusiasm of the Company's prospective customers and before the end of the year 17 locomotives had been sold and delivered. The company was ready to produce a maximum of four locomotives a month.
By 1963, four different Sentinel diesel models were being produced, commencing with the 34-ton chain drive 0-4-0 powered by the Rolls-Royce C6SFL six-cylinder engine of 233bhp (174kW) (gross) (later uprated to 255bhp (190kW)). This was followed within a year by a 48-ton 0-6-0 rod coupled machine, fitted with a Rolls-Royce C8SFL eight-cylinder engine of 311bhp (232kW) (gross) (later uprated to 325bhp (242kW)). Between 1963 and 1966, a fleet of these diesel locomotives, eventually numbering five 0-6-0s and eighteen 0-4-0s, was supplied to the Manchester Ship Canal Company for use on the navigation's private railway network.[5]
These Sentinels demonstrated their suitability for heavy work, but heavier and more powerful locos were called for, particularly by the steel industry, and before the end of 1963 a 74ton 0-8-0 powered by paired C8SFL engines and a 40-ton 0-4-0 fitted with a C8SFL engine had been added to the range.
Sentinel Steelman
A shaft drive 600hp (450kW) 0-6-0 machine was now being developed at Shrewsbury using the new DV8T engine. Considerable interest in this loco was expressed by Stewart and Lloyds mineral division at Corby who were operating more than 20 steam locos, mainly of the Austerity type. This new locomotive Steelman was eventually delivered to Corby in late 1967, about two years overdue. The prototype locomotive proved satisfactory and three more were ordered by Stewart and Lloyds and one by Richard Thomas and Baldwins, Scunthorpe. Stewart and Lloyds' programme to replace more than 20 steam locos over the next few years the future for Steelman looked good.
British Railways offered Stewart and Lloyds 26 second-hand Swindon-built Class 14 diesel hydraulic locomotives. The rod-coupled Class 14 were powered by a 650hp (480kW)Paxman engine with Voith Transmission and were capable of doing the work required at a fraction of the price of new Steelman locomotives. No further "Steelman" locos were built at Shrewsbury.
In 1979, ICI Billingham wanted two heavy locomotives to replace their ageing Yorkshire Janus locomotives. Their engineers visited many industrial sites, and steelworks in particular, to evaluate available locomotives. Their requirements were discussed with various UK locomotive manufacturers, and they ordered an updated version of the Sentinel Steelman design. Two machines were delivered toward the end of 1981.
UK sales of Sentinel locos were now fewer than 10 per year, their only overseas success had been to license the assembly of 36 0-6-0 locomotives by Sorefame for the Portuguese Railways in 1965/66. These locomotives became the CP Class 1150.
Road vehicles
Preserved 1934-built S4 dropside in steam
Steam wagons
Alley & MacLellan five-ton steam wagon (1906) – now commonly referred to as the "Standard" Sentinel
In 1928, Palestine Railways bought two Sentinel-Cammell articulated steam railcars for local services.[9] Each unit had two cars articulated over three bogies.[10] Palestine Railways found the railcar format inflexible, as if passenger numbers exceeded the capacity of a train it was not practical to couple up an extra coach.[11] In 1945 PR removed the Sentinel engines and converted the railcars to ordinary coaching stock.[12]
In 1931, the Tasmanian Government Railways received two 61ft 5 in single engine Sentinel-Cammell railcars which became known as the SP Class. In 1934 two more 68ft 2 in cars were received, and owing to higher maintenance requirements, in 1937 five more cars were received with twin-engine oil-firing boilers. In the 1950s as more diesel railcars were introduced, the boilers and engines were removed and they continued as passenger stock.[13]
In 1933, the Southern Railway bought a Sentinel-Cammell steam railcar for use on the Devil's Dyke branch, in East Sussex.[14] Although operationally successful, the single railcar was not large enough to meet the needs of this line. It was transferred away from the line in March 1936 and tried in other areas, but was withdrawn in 1940.[15]
In 1935, the Ferrocarril Central del Paraguay (Paraguay Central Railway) acquired three oil-fired railcars with trailers for the suburban service between Asunción and Ypacarai.
A special locomotive was produced at Sentinel, for Dorman Long and named "Princess". It consisted of 2 x 0-6-0chassis coupled together to articulate. One unit carried the cab, a 5 drum oil-fired Woolnough boiler and two 100hp (75kW) engines. The other unit housed the water and fuel tanks and also two more 100hp (75kW) engines providing a total of 400hp (300kW). It was considered a magnificent machine by the staff but unfortunately was the only one of its kind ever built.
The Gyro locomotive
Another special was the NCB Gyro or Electrogyro Locomotive. Based on a 200hp (150kW) 4-wheeled 0-4-0 frame fitted with two "gyro units" (see Flywheel energy storage) made by Maschinenfabrik Oerlikon of Switzerland.[17] The gyros were principally a 3ton horizontal flywheel enclosed in a vessel filled with low pressure hydrogen. A vertically mounted three-phase squirrel-cage electric motor/generator was directly coupled to each flywheel shaft. The motor took its power from a side-mounted supply at static posts via a four-contact swinging arm extended or retracted pneumatically by the driver.[17] Power could only be taken whilst the loco was stationary alongside one of these posts. When the gyros had reached the required speed, the driver would retract the contact arm, switch the motor to generation and controlled the locomotive in a similar way to a diesel-electric loco. Charging posts had to be strategically placed around the site. A contact arm was provided on each side of the locomotive, although it is not clear if posts were installed on one or both sides of the track. Each gyro operated between 3,000rpm when fully 'charged;' and 1,800rpm before recharging. Recharging took 21⁄2minutes and the locomotive could work for around 30 minutes before recharging. It weighed 34tons and had a maximum speed of 15mph (24km/h).[17]
This machine was specially built for the National Coal Board (NCB) at Seaton Delaval. The intention was to investigate the use of gyroscopic storage as a potential method for a flameproof and emissions-free underground locomotive.[17] It operated from 1958,[18] very satisfactorily, but was eventually taken out of service because of site development and its restricted field of operation. In April 1965 it was converted for the NCB to a diesel hydraulic machine.
The Receiver Locomotives
The Receiver Locomotives were another special type built just for Dorman Long and were based on the idea of a Fireless locomotive.
A number of Sentinel steam wagons and tractors exist in preservation in the UK—about 117 as of 2008.[19] They are often shown at steam fairs in the UK. For more information see the Sentinel Drivers Club website.[20] A number also exist in Australia and other countries.
First used by Roads Reconstruction at Whatley Quarry in Frome where it was No.3, withdrawn c1971 and donated to Frome Town Council (in Nov 1971), put on display at Welshmill Adventure Playground, Frome prior to March 1976 in a yellow livery. Moved in August 1998 by its owners (Hanson Aggregates) to be and a gate guardian at the Company's Tytherington Quarry near Thornbury in Gloucestershire, painted in Hanson's corporate blue livery.
Acquired 2015 by the Sandford Station Railway Heritage Centre, cosmetically restored at the Severn Valley Railway and placed on static display at Sandford Station in March 2016.[24]
Three Sentinel steam locos were used at Amsted Maxion's railway equipment plant in Cruzeiro, SP (Brazil). All three were 0-4-0T locomotives built in 1931 to 5ft3in (1,600mm) gauge. Two of them worked until 2014. They were the last commercially operating steam locomotives in Brazil until then. After they were shut down, they were bought by ABPF (Associação Brasileira de Preservação Ferroviária) after a long negotiation that took more than one year. Now they are preserved at ABPF shops in Cruzeiro, near Amsted Maxion's plant:[27]
Sentinel #8398 – ex SPR No. 166 and EFSJ #166; kept its numbering after 1960 at FNV and continues as No. 166.
Sentinel #8399 – ex SPR No. 167 and EFSJ #167; kept its numbering after 1960 at FNV and continues as No. 167.
Sentinel #8400 – ex SPR No. 168 and EFSJ #168; kept its numbering after 1960 at FNV and at Amsted Maxion. After an unsuccessful attempt to convert it to diesel power, it was withdrawn and was scrapped at the plant's facilities.
Models
OO gauge models
Dapol has produced the Y1 and Y3 steam locomotive in various liveries including BR, LNER, LMS and NCB.[28]
Hornby has produced two models of Sentinel's diesel locomotives in various liveries. [29]
The Birmingham Railway Carriage and Wagon Company (BRC&W) was a railway locomotive and carriage builder, founded in Birmingham, England and, for most of its existence, located at nearby Smethwick, with the factory divided by the boundary between the two places. The company was established in 1854.
The North Tyneside Steam Railway and Stephenson Steam Railway are visitor attractions in North Shields, North East England. The museum and railway workshops share a building on Middle Engine Lane adjacent to the Silverlink Retail Park. The railway is a standard gauge line, running south for 2 miles (3.2 km) from the museum to Percy Main. The railway is operated by the North Tyneside Steam Railway Association (NTSRA). The museum is managed by Tyne and Wear Archives and Museums on behalf of North Tyneside Council.
The London and North Eastern Railway (LNER) produced several classes of locomotive, mostly to the designs of Nigel Gresley, characterised by a three-cylinder layout with a parallel boiler and round-topped firebox. It produced the most famous locomotive of its day, 4468 'Mallard', the holder of the world steam locomotive speed record. It also built the world-famous 4472 'Flying Scotsman'. However, its locomotive inheritance was much greater than just the 'A4 Class', it also produced highly successful mixed-traffic and freight designs.
The Scottish Industrial Railway Centre was an industrial heritage railway operated by the Ayrshire Railway Preservation Group (ARPG).
Y3 can refer to:
The London and North Eastern Railway Class U1 was a solitary 2-8-0+0-8-2 Garratt locomotive designed for banking coal trains over the Worsborough Bank, a steeply graded line in South Yorkshire and part of the Woodhead Route. It was both the longest and the most powerful steam locomotive ever to run in Britain. It was built in 1925 with the motion at each end being based on an existing 2-8-0 design. The original number was 2395, and it was renumbered 9999 in March 1946, and then 69999 after nationalisation in 1948, although it retained its cab-side plate bearing its original number throughout its life. The locomotive ran for some time as an oil burner, and was tried out on the Lickey Incline in 1949–1950 and again, after the electrification of its home line, in 1955. These trials were unsuccessful, and so the locomotive was withdrawn in 1955 and scrapped.
The London, Midland and Scottish Railway (LMS) Sentinel No. 7192 was a geared steam locomotive. It was built in 1934 by the Sentinel Waggon Works of Shrewsbury, maker's number 8805 on LMS Lot 111. It had an Abner Doble boiler combined with a 4-cylinder compound arrangement, but an order for an additional locomotive and three railcars to a similar was later cancelled. It was withdrawn in 1963 and scrapped.
Thomas Hill (Rotherham) Limited was a company which repaired and sold steam road vehicles, diesel and electric road vehicles and railway locomotives. It later made its name building and rebuilding diesel locomotives.
Railmotor is a term used in the United Kingdom and elsewhere for a railway lightweight railcar, usually consisting of a railway carriage with a steam traction unit, or a diesel or petrol engine, integrated into it.
The LNER Class Y1 was a class of 0-4-0 geared steam locomotives built by Sentinel Waggon Works for the London and North Eastern Railway and introduced in 1925. They passed into British Railways ownership in 1948 and were numbered 68130-68153 but 68134 was withdrawn almost immediately and may not have carried its BR number.
The LNER Class Y3 was a class of 0-4-0 geared steam locomotives built by Sentinel Waggon Works for the London and North Eastern Railway and introduced in 1927. They passed into British Railways ownership in 1948 and were numbered 68154-68185. At least one was based at Immingham in 1950.
The LNER Class Y10 was a class of two 0-4-0T geared steam locomotives built by Sentinel Waggon Works for the London and North Eastern Railway and introduced in 1930. The LNER numbered them 8403 and 8404 but they were later re-numbered 8186 and 8187. This was the second use of the classification Y10 by the LNER. The first was for an ex-North British Railway 0-4-0 steam tender locomotive, withdrawn 1925.
The North Eastern Railway (NER) Class K classified as Class Y8 by the London and North Eastern Railway (LNER) is a class of 0-4-0T steam locomotives designed for shunting. It was designed by Thomas W. Worsdell and five of these tiny engines were built in 1890. These were numbered 559-63.
A steam wagon is a steam-powered truck for carrying freight. It was the earliest form of lorry (truck) and came in two basic forms: overtype and undertype, the distinction being the position of the engine relative to the boiler. Manufacturers tended to concentrate on one form or the other.
A vertical boiler is a type of fire-tube or water-tube boiler where the boiler barrel is oriented vertically instead of the more common horizontal orientation. Vertical boilers were used for a variety of steam-powered vehicles and other mobile machines, including early steam locomotives.
The Sentinel boiler was a design of vertical boiler, fitted to the numerous steam wagons built by the Sentinel Waggon Works.
A steam motor is a form of steam engine used for light locomotives and light self-propelled motor cars used on railways. The origins of steam motor cars for railways go back to at least the 1850s, if not earlier, as experimental economizations for railways or railroads with marginal budgets. These first examples, at least in North America, appear to have been fitted with light reciprocating engines, and either direct or geared drives, or geared-endless chain drives. Most incorporated a passenger carrying coach attached to the engine and its boiler. Boiler types varied in these earlier examples, with vertical boilers dominant in the first decade and then with very small diameter horizontal boilers. Other examples of steam motor cars incorporated an express-baggage or luggage type car body, with coupling apparatus provided to allow the steam motor car to draw a light passenger coach.
The London, Midland and Scottish Railway (LMS) Sentinel No. 7164, was a small shunting locomotive. Its design was that of the single-speed Sentinel, a vertical-boilered geared locomotive, using Sentinel's standard vertical boiler and steam motor design. This was the smallest of the four Sentinel classes used by the LMS.
A steam railcar is a rail vehicle that does not require a locomotive as it contains its own steam engine. The first steam railcar was an experimental unit designed and built in 1847 by James Samuel and William Bridges Adams. In 1848, they made the Fairfield steam carriage that they sold to the Bristol and Exeter Railway, who used it for two years on a branch line.
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