Jump to content
 

H16LSWR

Members
  • Posts

    18
  • Joined

Profile Information

  • Location
    West Hertfordshire

Recent Profile Visitors

221 profile views

H16LSWR's Achievements

57

Reputation

  1. The frames on the rail coach power units were of a lighter section than that used on Sentinel locomotives. The weight of the LMS chain-drive coaches was about 21 tons for the complete vehicle. The LMS locomotives 7160-7163 were about the same figure. The chain-drive units in the earlier photographs would have been partly dismantled for shipment on well wagons. They had no buffing or draw gear so could not have moved under their own power on the main-line. Attached photograph of the power unit for the first LMSR coach which was slightly different with no overhead bunkers. The frame arrangement might be slightly clearer in this view.
  2. Regarding the frames on Sentinel-Cammell railcars. For the two-cylinder chain-drive articulated Sentinel-Cammell coaches Sentinel supplied the engine and boiler and controls built up on a separate frame unit which was then sent from Shrewsbury to Camell Laird at Nottingham where the articulated coach section was added. In the case of the rigid framed six-cylinder shaft drive railcars Sentinel only supplied the boiler, engine (or engines) and the necessary control gear to operate the railcar from either end. The complete frame was supplied by Cammell Laird and later Metropolitan-Cammell. Attached illustration of three complete chain-drive power units for the LMS as completed at Shrewsbury, together with a rear view of a single unit from the same batch. The coal bunkers on these coaches were arranged to be filled from above, hence the height of the unit.
  3. Although we do not have works photographs of all the LNER Sentinel locomotives built at Shrewsbury it does seem from those examined that the lining did indeed consist two red lines, a thin one inside a slightly thicker example. Regret I am not familiar with LNER lining details but assume the size of these lines was laid down by the LNER and relaid to Sentinel. The painting details I quoted applied to all the LNER orders I have seen but the laws of the Medes and Persians did not apply at Shrewsbury and details must have been amended on each order. Attached two works views on Sentinel's sidings, the first a 1926 order which later became LNER 4801 and a 1931example depicting LNER 148, the latter clearly showing the double lining. Note the early one has a lined out buffer beam, something omitted from later orders.
  4. Re Chas Levins post. The order details issued by Sentinel for LNER Locomotives gives the painting details as 'finish painted in standard L.N.E.R. colours viz:- black with red line' and photographic evidence seems to confirm they were indeed finished thus at Shrewsbury before despatch. The railcars were different as Sentinel merely supplied the power unit section to Cammell Laird at Nottingham (later Metropolitan-Cammell at Birmingham) where the actual build took place. The power units are recorded as despatched finished 'standard for power units' which from photographs looks like the usual one (or two) coats of grey primer. It is my opinion (and no more than that) that the complete railcars were delivered to the LNER in primer and finish painted by the latter. As witness see W. Yeadon's LNER Register, part twelve, pages 15 and 46, particularly the latter which shows railcar 2281 in primer at Gorton en-route to York for finish painting.
  5. In 1985 I had correspondence with Don Potts, a member of the Australian Railway Historical Society, regarding this replica. Don stated it was constructed in 1984 on the frame of a former sheep wagon, suitably shortened. The body was fabricated from plans obtained in Australia. The original locomotive (Sentinel 7566) was supplied new in 1926 and withdrawn in 1941 as it needed a new boiler. Due to the activities of the Japanese Sentinel were unable to supply this and it remained out of use until sold for scrap in 1952. Don also said the railway closed in 1978. H16LSWR
  6. Sentinel 9583 was new to the NCB at Derwenthaugh, one of three delivered in March 1955. They all went out of use around 1961-1962. We saw two derelict at Derwenthaugh in May 1964: the third example had been taken by Thomas Hill at Rotherham for conversion to a diesel-hydraulic locomotive.
  7. Having looked at the decorated samples in finished liveries I am truly impressed, congratulations to Planet Industrials for such a superb model. Looking forward to receiving my Grey version. As a (poor) comparison attached two views of my 1978 Centre Models version finished as FRANCIS at Astley Green, based on photographs and notes made in 1964. I added the extra boiler bands in front of the dome, plus rudimentary ross 'pop' safety valves, organ pipe whistle and front sandboxes above the footplate. The latter were cut and filed down from the pin of a 13amp plug with (I think) a 13ba round head bolt head as the cover. The pipe from the cab to the chimney was in connection with trials to reduce smoke emission. Not bad for 43 years ago but NO comparison with this superb new model.
  8. Congratulations on the Engineering Prototype, very impressive! I note someone has queried the length of the buffer housings and looking at prototype photographs it is difficult to be sure, perhaps the result of perspective distortion? 3068 and 3074 both had their buffers changed to a different pattern later in life. The IW&D version duly ordered this morning and I look forward to further updates.
  9. The Victory alleged subject of an unsuccessful preservation attempt was the last survivor KS 3066 at Aberaman, scrapped between August 1971 and May 1972. Some of us who were admirers of FRANCIS KS 3068 at Walkden did ask for tender documents from the NCB when 'he' was withdrawn in 1968 but, from failing memory of fifty years ago, the firebox was in poor condition and attention was turned elsewhere. Incidentally so far as I am aware FRANCIS only ran in lined black livery whilst fitted with a normal chimney. The red livery lined yellow was applied when the Giesl chimney arrangement was fitted around 1965.
  10. Neil, Your work on this is very impressive, well done. Can I make a couple of comments on the roof/chimney? The current CAD shows what looks like a fixed cover plate over the chimneys but it should be a sliding cover that was opened when the loco was in use and slid over the chimneys when out of steam. The attached drawing 11127 shows how this was arranged. Chapter Eight in the recently published book 'Sentinel Locomotives and Sentinel-Cammell Railcars' by the Industrial Railway Society mentions that the cab on the two S&D Sentinels was too high as first delivered to Radstock and had to be lowered by 2 1/2 inches and the chimney casing shortened by 4 1/2 inches. The somewhat imperfect drawing 11126 shows the alterations made. Incidentally your CAD correctly shows just one opening coal bunker door on the left hand side of the cab. The superb CSP kit for these locomotives also includes a door on the right hand cab side which is not correct. H16LSWR
  11. A bit late to comment now but the elongated cut-out in the roof for the chimney does have a purpose. The actually chimneys should be close to the front of the opening. On Sentinels it is not unknown for coal to lodge in the vertical firing chute if it is not broken up into small pieces, so you end up with a fire on the grate and a smaller one in the chute. The elongated hole allows a fire iron to be passed through the roof and (with the blower hard on) used to break up the blockage in the chute. Sentinel road steam waggons normally have a similar elongated opening in the cab roof for the same purpose. H16LSWR
  12. I do not have access to drawings for the Zafra-Huelva rail coach but some dimensions were quoted in the initial order to Sentinel - Length of body 42ft 0 in Height of car 12ft 10 1/4 in from rail to top of roof gutters Width of car 10ft 0 in Driving bogie wheelbase 7ft 0in trailing bogie wheelbase 6ft 6in wheel diameter 2ft 6in All instruction plates in Spanish but pressure gauge calibrated in pounds per sq inch Geared to run at 30 m.p.h. at 500 r.p.m. Not sure if the 1933 rebuild in Barcelona altered any of the body dimensions. H16LSWR
  13. Both sides of the body had bunkers for coal. The enlargement I used has distorted the perspective to make it look as if the RH bunker is not there. Attached (another) cruel enlargement of my own vintage 1978 NuCast plastic bodied Sentinel showing my attempt to represent the tank and bunkers as they should have been. The two water tank straps incorrectly show rivet heads. There should be a row of rivets each side of the tank body where the top was riveted to the sides. The straps were just plain 3inch wrought iron. Forty-two years on I still need to finish, paint and letter this model! Not sure if the Tenshodo spud bogie will still work?
  14. Attached cruel enlargement of a works photograph that shows the top of the water tank on a CEDG locomotive. The 4mm/7mm RTR models recently on the market were based on scans of Sentinel 6515. This locomotive had wooden planking fitted over the tank in preservation by a former owner to stop loose coal damaging the tank top. It should really have been removed when the loco was scanned to give a correct representation of the tank but was unfortunately left in place. As can be seen from the scan the top of the tank has a circular metal cover that could be unbolted to allow inspection/cleaning of the interior. The tank itself was held in place by two wrought iron straps running front to rear each side of the tank body. The Sentinel drawing number for the tank is 6147 and copies are obtainable for a fee from The Sentinel Drivers Club archive officer www.sentineldriversclub.com It should be possible to make a good representation of the tank in plastic or metal and in my opinion this would improve the appearance of the model considerably.
  15. It is interesting to see the side elevation of the 100HP BE locomotive from the 1931 catalogue. This has been available on other websites but, to the best of my knowledge, no-one has ever commented on the fact that one of the dimensions has been left out, namely the wheelbase, which should be 4ft 9in. As witness I attach a side and end elevation from a later catalogue with the correct figures. The early 100HP standard gauge BE locomotives were to Sentinel Drawing B232 (in the Chester series) and this is available from the Sentinel Drivers Club, (website www.sentineldriversclub.com) then go into archives tab and Chester Drawings. Details of how to order are there as well. Later Sentinel locomotives of this type are given to GA drawing 17762, but this is not listed in the Driver's Club archive.
×
×
  • Create New...