Sentinel 48-ton 0-6-0DH: Tom
|Date of manufacture||1964|
|Power Unit||Rolls-Royce C8SFL (supercharged) rated at 325bhp at 1800rpm|
|Transmission||CF11500 torque converter, RF11 axle-mounted final drive|
|Weight in working order||48tons|
|Added to Collection||2010|
|Present Location||Darley Dale|
The Sentinel diesel hydraulic range started following the takeover of Sentinel (Shrewsbury) Ltd by Rolls-Royce in 1956. First product was a 4w 34ton loco that was developed 1958-9 and given works number 10001. Its chassis was basically that of the 200hp Sentinel steam loco, even to a 3" thick cross stretcher in the frame would have supported the boiler. (Sentinel 10003 is now part of the National Collection). The second model was the 48ton 0-6-0, and the first of these, 10032, was actually built on a Sentinel steam loco chassis, returned for the purpose by Dorman Long. A historical result of this is that all Sentinel 0-6-0s drove on the middle axle, which squeezed the 8-cylinder power unit to the forward half of the loco, preventing a front cross-walkway or "proper" prop-shaft. All other manufacturers 0-6-0s drove on the rear axle.
By 1964 Sentinel had added 0-4-0 and 0-8-0 models and won a Capital Goods Design Award, and went on in 1967 to add a shaft-drive 6w "Steelman", which was comparable with the best in European practice at the time. But sales of Steelman were hit by the sales of BR Class 14s and the general contraction in the industrial locomotive industry following the Beeching closure programme, and planned smaller 2 and 3 axle Steelman designs never reached fruition under R-R auspices. R-R Sentinel locomotive production ceased at Shrewsbury in 1971.
The rod coupled 0-6-0 remained a stalwart product, and although almost all were built with Rolls-Royce C8SFL engines (the last few were provided with C8TFL, i.e. turbocharged as opposed to supercharged) today some of the remaining locos have been repowered with Perkins 2006, Cummins NT855 and others. A batch of licence-build locos were also assembled at 5'6" gauge for Portuguese railways.
10180 was built for the NCB, (delivered 27th February 1964) and worked for most of its life at Cadeby Main Colliery near Conisborough (where it was named "Ken No.67"). In June 1975, when due for an overhaul, it was taken to Hunslet in Leeds for a "strip, exam and quote". Quite why it went to Leeds rather than Thomas Hills' works at Kilnhurst is unclear, but after receiving the quote, the technical specification of the work was taken to TH for a comparison costing. TH pointed out, for example, that Hunslet proposed to true up crankpins by turning undersize which was regarded as bad practice on a Sentinel, and the upshot was that the loco was removed in December 1975, in pieces, for the overhaul to be carried out at Kilnhurst, returning to Cadeby on completion in June 1976. When Cadeby was being run down preparatory to closure, it transferred to Maltby colliery (8th May 1987) from there passing first into preservation with the South Yorkshire Railway at Meadowhall. The SYR later metamorphosed into the Heritage Shunters Trust at Rowsley, but 10180 moved to Rutland Railway Museum, where a long and extensive restoration programme has been in hand. For personal reasons the owner was finding it difficult to maintain progress, and when Andrew was offered it, he moved quickly to secure it for the collection, where it fills one of the major gaps in the industrial loco story.
On the 18th August 2010 it was moved from Rutland Railway Museum to a new home on the Telford Steam Railway - coincidentally on the birthday of the loco's namesake. By very late 2010 work commenced lifting the Rolls-Royce C8SFL engine out so that the converter could be installed and the old engine mountings changed. The decision was taken in early 2011 that we would not be back to progress the loco until the fuel pump was overhauled, and delays in sourcing parts for the CAV hydraulicly-governed pump meant that this was not available until the autumn. In the meantime, the TSR had had its regettable "incident" which resulted in temporary closure and we had no idea whether the loco could be worked on.
The locomotive was uplifted on 21st June 2012 and brought back to Rowsley where the work could be more efficiently carried out.
Once at Rowsley work progressed with the silencer refitted, new coolant pipe and hose connections fitted, and wiring resumed. The discovery that the loco had been running with no converter suction filter element (and like all coal board locos, the fuel tank was contaminated with coal dust) probably explains why the converter failed in the first place (and the state of the orifice/filter assembly when examined!). A new spin-on suction filter was fitted and the engine started for the first time on the 9th September 2012. (See it start up for the first time here).
On September 29th the locomotive moved under its own power for the first time since (we are told) 1993, but a significant leak from the torque converter rear seal and a sudden failure of the radiator (which had held water for several weeks but failed as heat and pressure appeared) precluded further running. The power unit came out again and the converter was reworked, plus a replacement radiator fitted during October. Test running early in November (see blog entry here) threw up additional pneumatic control problems which eventually turned out to be caused by someone incorrectly assembling the control valves at some time in the past. The fan drive bearings subsequently failed (a damaged grease line had prevented them being lubricated) and new bearings were fitted and the loco returned to servicable during May (2013).
On the 11th July "Tom" was loaded to a vehicle which had dropped new arrival (HC D1186) from Blaenavon and took the Sentinel to Scunthorpe, which was planned to be a permanent home. An issue with the spring settings was revealed at Scunthorpe, and the loco was found to have a weak spring at one corner and two incorrect pattern spring hangers, which must be replaced. Meantime carefully free-ing off and adjusting the spring hangers all round brought the axleloads into acceptable limits for service, confirmed by a check on the Scunthorpe rail weighbridge.
On the 8th September 2016 the loco transferred back to Darley Dale for attention to its engine and installation of train air brake.
Historical notes on 10180 in part from "A Railway History of Denaby & Cadeby Collieries" by A J Booth, IRS Publications 1990 with additional information from Bob Darvill of the IRS.