D9520, the twenty-first of the class of fifty six Type 1 0-6-0 diesel hydraulic (subsequently Class 14) locos, was completed at Swindon Works on 11th November 1964 and initially allocated to Cardiff (Canton) depot in South Wales. In January 1967, it was transferred to Hull (Dairycoates) with other members of the class for work in the North East Region and withdrawn from there in April 1968.
Purchased by Stewart & Lloyds Minerals Ltd. (which became part of the British Steel Corporation from 29th March 1970), the loco arrived, in company with D9523, now also based on the NVR), at Glendon Quarries near Kettering on 16th December 1968 where it became '24' (Plant No. 8311/24) and was used to haul wagons loaded with ironstone from the quarries to the exchange sidings on the St Pancreas - Kettering - Corby - Manton Junction -Nottingham line where BR hauled the trains to the iron and steel works at Corby.
On 12th January 1970, the loco travelled along the Midland main line to Gretton Brook loco depot for work on the Corby Ironstone Quarries system, where it was eventually renumbered '45' in the Minerals' loco fleet. In the course of time, it became the designated loco on the North Bank crusher sidings where all incoming ironstone was received by Corby Steelworks and, as such, the loco would often work around the clock on a three-shift system.
With the decline in steel production nationally and the subsequent closure of Corby's ironstone quarries in 1980, '45' was transferred to the Corby Tubeworks for short-lived general shunting and transfer duties.
On 16th March 1981, the loco (along with '61' - ex D9529) left Corby Works in a BR freight train bound for preservation on the North Yorkshire Moors Railway. With the influx of larger diesels on the Moors' line, D9520 was again surplus to requirements and was resold, moving south to Rutland Railway Museum, Cottesmore by road, returning to the East Midlands' ironstone field on 21st February 1984.
In March 1998, the loco was transferred on loan to Nottingham Transport Heritage Centre at Ruddington. It was no stranger to the Great Central main line - the loco had previously been a guest at GCR Loughborough's Diesel Gala in October 1985 to celebrate the Twenty-First Anniversary of the class, working with the GCR's then resident Class 14's D9516, D9523 and D9529 (as 14 029) - the latter had also subsequently 'moved on' from the NYMR and, of course the trio eventually transferred to the NVR in 1989.
On 20th April 2004, D9520 arrived at Wansford for completion of restoration and is now permanently based on the Nene Valley Railway as part of the Iron & Steel Traction Group, being 'reunited' with existing resident D9516 and D9523 and with D9529 (14 029) and ex NCB D9504 which are now on industrial contract hire and from time to time visit the NVR for maintenance.
D9520's detailed restoration programme covered an external and internal repaint (which shows the loco's original BR two tone green livery as D9520 and its Corby Quarries identity of '45'), together with mechanical overhaul and re-wiring. To enable D9520/Corby Quarries 45 to operate air braked trains (as built, the class of loco was vacuum braked only) an air braking system has been installed.
Built (ex works) 11/11/64
To Cardiff Canton
To Hull Dairycoates 23/1/67
Condemned by BR 1/4/68
To S&L Glendon Quarries (with D9523) 16/12/68
To Corby Quarries 12/1/70 (by rail along Midland mainline)
To Corby Works 10/80
Preserved NYMR (Delivered by rail with D9529) 16-17/3/81
To Rutland Railway Museum 21/2/84
(Appeared at GCR Loughborough 21st Reunion Weekend (with D9516/23/29 and 40106) 5/10/85)
To GCR(N) Ruddington 6/3/98
To NVR 20-21/4/04
14029, as D9529, the thirtieth loco of the class of fifty six Type 1 locomotives (numbered from D9500 to D9555) to be built, was the fourth loco of the second batch of the class ordered (Lot No. 460 D9526-55, the first batch being Lot No. 456 D9500-25). It was the completed at Swindon Works by 26th January 1965. The 50 ton loco was powered by a 650 horse power Paxman 6YJXL 'Ventura' engine, Voith/North British type L217U hydraulic transmission and Hunslet '650' gearbox. It was initially allocated to Cardiff Canton Depot (86A) but was reallocated to Landore (87E) in May of that year.
In June 1965, having a recorded 850 hours from new, the loco came to grief at the head of a run-away coal train on one of the steeply graded valley lines in South Wales at Glyncorrwg Colliery which required the assistance of the Cardiff and Worcester breakdown cranes in the recovery operation. Sent to Swindon Works for repair, the loco’s damage assessment list, which is now in the ISTG archives, covered three pages! Work undertaken included repairs to the body and auxiliaries, removal of engine, transmission, wheels (which had flats) and gearbox for examination, inspection of rods and bearings, attention to distorted frames, replacement of the transmission to generator cardan shaft (which was missing after the accident) and repair to a defective transmission which included a distorted transmission input flange, together with various modifications. Interestingly, some of the nature and extent of these repairs, particularly to the cab and superstructure, came to light during the loco’s body overhaul and repaint at NVR in 2011 and the bent front and trailing bonnet handrails remain a testimony of this chapter in the loco’s history to this day.
After repair at Swindon, D9529 returned to Landore but it was not long before, along with others of the class, the loco was placed in store at Worcester, due to the decline on BR in freight work generally and in the type of work for which the class had been designed in particular. From Worcester, the first withdrawals took place, in December 1967, with D9506/13/22/31 being sold for scrap to Arnott Young of Parkgate, Rotherham, where D9522 had the dubious distinction of being the first of the Class to be cut up, in August 1968, just under four years after it had been built and just under three years after the last of the class, D9555, had been completed!
D9529, however, was luckier, being one of the second batch of locos transferred from the Western Region for work on BR’s North East Region, moving direct from Worcester to Hull (55B) in May 1967. By August of that year, the loco was back in Swindon Works for an unscheduled then upgraded to intermediate repair, examination of rod bearings, attention to porous cylinder block and a 5000 hours Service. At the same time, a number of modifications were carried out. These numerous developmental and programmed modifications for the class, which are documented as on-going from the day the locos were built, together with mileages recorded for known locos (D9513, for example, is documented in Swindon Works (21st August 1967) for intermediate repair (low oil pressure and overdue routine overhaul) with a recorded 8100 hours since new), do tend to give the lie to the often stated view that BR had washed their hands of the locos as soon as (or even as) they were built and that they spent much of their short working lives on BR languishing in the depots never turning a wheel!
D9529 returned to Hull from Swindon, just about in time to be placed in store and then, along with the others of the class at Hull, withdrawn from service by BR on 1st April 1968, due to the decline in goods traffic in the area and the influx of more suitable English Electric Type 1 (Class 20) locos.
After reading an article about BR’s ‘embarrassment’ over a large number of redundant ‘nearly new’ diesel locomotives at Hull in a National newspaper, the ‘North of the Welland’ Manager of Stewarts & Lloyds Minerals Ltd (later part of the British Steel Corporation) obtained sanction to purchase some Class 14s for the company’s Lincolnshire and Leicestershire ironstone quarries to replace the steam fleet. Accordingly, possibly because it was in the best condition having been ‘rebuilt’ at Swindon and had received further, recent Works’ attention, D9529 was delivered from Hull to Buckminster Quarries (Lincolnshire) under its own power to begin 2 months’ trials on 26th August 1968, incidentally, being the first of the 49 locos of the class which escaped scrapping to be sold by BR for industrial service. The trials proving the suitability of the loco type, a total of 8 locos arrived (Buckminster/Market Overton (5 locos) and Harlaxton near Grantham (3)) by the end of 1968. D9529 had its crest and BR number painted out and became ‘20’ painted on the cabside with its Plant No. ‘8411/20’ carried on small Formica plates fixed to the cab front and inside the cab. In common with all the other locos, D9529 eventually received a headlight on each bonnet end, using floodlights formerly fixed to quarry navvies (excavators).
One of the locos, D9539, which had originally been destined for Lincolnshire/Leicestershire was diverted to Corby for trials ‘South of the Welland’ and by the end of 1968 a total of 15 locos had arrived in batches at Corby (13 locos) and Glendon near Kettering (2 - including D9520, now at NVR), making an overall total for Stewarts & Lloyds Minerals (BSC) as a whole of 23 locos, although 3 of these (Buckminster D9512 and Corby D9516/44 - D9516 was subsequently returned to traffic) were for spares only.
D9529 , renumbered S&L 20, shortly after arrival at Buckminster/Market Overton Quarries in 1968 (Photo: ISTG Archive/ Gordon Kobish Collection).
With the closure of these northern quarries in the early 1970’s, all the ‘North of the Welland’ locos were transferred to Corby (by road low-loader transport) where D9529, running as ‘61’ (acquired in the Corby second numbering scheme, late 1974), worked in the ironstone quarries being one of the working locos at the end of quarrying on the closure of iron and steel making at Corby in 1980. For a short time, as a working loco, it was amongst the small group of locos put to work in the Tubes Works (which remained open after the closure of the iron and steel making plant using strip steel brought by rail from BSC Teesside). This duty was fairly short-lived, however, D9529 joining others, which had not already been cut up, in store in the Old Bessemer Plant within the closed Iron and Steel making site.
Along with D9520 (Corby number ‘45’, Plant No. 8311/24) also in store in the Old Bessemer Plant , being another loco which had worked in the Tube Works after closure of the quarries, D9529 moved to the North Yorkshire Moors Railway, leaving Corby in a freight train consist on 16th March 198. The locos were the first two of the class to work in preservation, D9526 being the first of the class to be preserved, out of use, by the DEPG on the West Somerset Railway in April 1980 from Westbury Cement Works.
Both D9520/29 were regular performers on ‘The Moors’, with D9529 being named ‘The Permanent Way Institution’, until the failure of D9529’s transmission generator drive saw it sidelined and sold, the loco moving to the Great Central Railway 11th December 1984 where it joined D9516/23 which had both been preserved from Corby. At Loughborough, D9529 was soon repaired and repainted in what was described as a ‘what might have been’ livery in rail blue as 14029 (following Swindon Drawings which had been drawn up for such repainting) had the class lasted long enough with BR into the ‘TOPS’ era.
The trio moved to Nene Valley Railway in 1988/9, 14029 arriving 7th December 1988. In April 1995, the loco was loaned to the Battlefield Line, returning to NVR in November of that year from where it was eventually sold, moving to the Kent & East Sussex Railway in June 2000.
On 16th June 2001, 14029 became the first of the class to enter industrial service from preservation, moving to the Channel Tunnel Rail Link (CTRL1) construction site (Beechbrook Farm),. It was followed a few months later by D9504 from the K&ESR - another ex Hull loco which had been sold in 1968 by BR to the National Coal Board for use in NCB’s North East coal mines and which had eventually been preserved from Ashington Colliery on the closure of operations in 1987.
There then followed nearly a decade when both locos were employed on industrial contract hire at locations such as Dagenham, Tilbury and Chatham Docks, Whitemoor Yard construction, Aggregate Industries’ Bardon Hill Quarries and CTRL2 interspersed with visits to Nene Valley Railway for maintenance, servicing and overhaul, including full engine (power unit) rebuilds.
In 2010/11, 14029 underwent a full body overhaul and repaint maintaining its BR Blue livery and identity and received a 6000 hours service. It is now based on the NVR within the ISTG in between any commercial contracts, available for service on the Railway, sharing duties with D9520.
Interestingly, to celebrate the 21st Anniversary of the Class 14 (they never actually lasted long enough in BR service to officially acquire this TOPS Class title) in 1985, D9520 (which had also moved from NYMR to Rutland Railway Museum) visited the Great Central Railway at Loughborough where it double headed service trains with 14029. Such is the unexpected ‘goings-on’ and movements, reminiscent of the best industrial railway practice, in railway preservation today that such a working could be replicated on the NVR at any time in the future. The wheel has now almost turned full circle and will, no doubt, continue to turn!
The Yorkshire Engine Company, formerly of Meadowhall Works, Sheffield, was a long established and well respected steam locomotive builder with numerous industrial and main line locomotives to its credit, built during the Nineteenth and Twentieth Centuries. The Company was taken over by the United Steel Companies Ltd. in 1945, primarily to build up and standardise the locomotive fleets of the USC's various steelworks, coal mines, coke works and ironstone quarries, with large numbers of locomotives being supplied to Scunthorpe, Rotherham, Stocksbridge (Sheffield) and Workington.
The Yorkshire Engine Company produced its first diesel locomotive in 1949, with the first 'Janus' type being built in 1956. The design – so named after the mythical Roman god who, with two faces, looked both ways – found immense popularity with a wide range of industrial railway operators, especially steelworks, due to the rugged simplicity of operation and maintenance. The 48 ton 0-6-0 diesel-electric, centre-cab machine was highly regarded in particular by drivers and maintenance staff.and is generally acknowledged to be one of the most successful industrial locomotives of its type ever built.
Powered by two Rolls Royce 6-cylinder, supercharged diesel engines, together producing 440 bhp, the locomotive can be operated on either or both engines according to the power required.
The Yorkshire Engine Company closed down in 1965, much of the site now being taken up by the giant Meadowhall Shopping complex. The last loco to be built was a Janus type and by that time just over one hundred Janus locos had been produced. Indeed, some are still at work seeing daily use in industrial service throughout Great Britain, particularly, for example, at the Corus steelworks at Scunthorpe, North Lincolnshire - a fitting tribute to a fine design.
Stanton No 50, an early Janus design, was completed at Meadowhall Works on 30th September 1958 (Works No. 2670) and delivered to the Stanton Ironworks Company's Ilkeston (Derbyshire) iron and steel making complex near Nottingham (which incidentally, was then part of Stewarts & Lloyds of Corby).
At that time, in fact, Stanton Ironworks Co. replaced their fleet of steam locomotives with a number of Yorkshire Engine Co. built diesels of 0-6-0 and 0-4-0 design. In view of the fact that Stanton No 50 was the only Janus design acquired by the company, it is interesting to speculate whether the loco was obtained for a specific duty or as a trial.
With the nationalisation of the UK steel industry in 1967, Stanton Ironworks became part of the British Steel Corporation. With closure of the Work's blast furnaces and the end of iron making at the Plant (the steel production and pipe making continued), Stanton's fleet of Yorkshire Engine Company built locos was reduced.
In 1973 Stanton No. 50 was transferred to BSC's coke ovens at Brookhouse, near Sheffield, and then, in 1981, to Orgreave Coke Works, Sheffield, loosing its 'Stanton' identity and being renumbered '2444/20' and 'No.5' along the way, probably in that order at each location.
Upon the closure of Orgreave Works, in August 1990, the loco, which was nominally in working order, was presented to Appleby Frodingham Railway Preservation Society and moved, on loan to Rutland Railway Museum at Cottesmore.
It was subsequently purchased by the late Chris Jones and moved to the Nene Valley Railway, on 26th July 1993, where the Yorkshire Engine Group commenced restoration, including the fitting of re-tyred wheels and side rods, which had been preserved along with the loco from Orgreave Works.
The locomotive has more recently been purchased by members of the Iron and Steel Traction Group and restoration work continues in Wansford Workshops.
Under the ISTG, the locomotive, which is being restored to its original identity as Stanton No 50, is receiving a full mechanical overhaul and is being fitted with dual braking system to enable it to operate both air and vacuum braked trains on the NVR. The two Rolls Royce engines are basically in reasonable condition, requiring only relatively minor external attention. The electrical power and control equipment, however, is badly deteriorated due to the passing of time and is being rewired to current standards, for example, using trunking and conduit, which did not feature in the machine's original build. Whilst the rewiring is following the Yorkshire Engine Company's plan, a lot of modifications and additions are being incorporated which will bring the loco's specification up to Twenty-First century modern standards..
Nameplate from Stanton No. 50The ISTG would welcome any information or photographs of Stanton 50 at any time in its history, especially during its time at the Stanton Ironworks at Ilkeston. One of the loco's original Stanton No 50 nameplates has recently been obtained and information as to the whereabouts of the second nameplate would be welcome. Please contact the ISTG through the NVR General Office.
Builders: Yorkshire Engine Company; Works No.2670 Year: 1958.
Engines: 2 x Rolls Royce C6SFL supercharged units, totalling 440 bhp @ 1,500 rev/min.
Driving wheels diameter: 3' 6"; Locomotive max. speed: 23 mph;
Locomotive weight: 48 tons; Max. tractive effort: 32,000 lb,
Original owner: Stanton Ironworks Company;
Current owner: Privately owned within the Iron & Steel Traction Group
This locomotive was delivered new, Works No. 10271, to Stewarts and Lloyds Minerals Ltd., Corby Quarries (Northamptonshire) on 12th October 1967. It became Stewarts and Lloyds' 22 although, interestingly, as the loco - and two similar ones, 21 (RR 10270) and 23 RR10272) - was only on hire, S & L were not allowed to paint the number on the loco's body. Instead they had to resort to the running number painted on plates which were hung from the handrails!
The three Rolls Royce Sentinel diesels were on a loan basis whilst the Rolls Royce company were developing and building a proposed fleet of 'Steelman' locomotives to replace the steam locos in the quarries, which were a 650 hp, 6 wheel cardan shaft driven development of the existing Rolls Royce Sentinel design. Although the development had reached the stage where the prototype 'Steelman'(RR 10265) had been delivered (incidentally, on the same day as loco 22), and three standard 0-6-0DH Rolls Royce Sentinels had been loaned as 'stop gap' motive power, the whole project was stopped in its tracks by the sudden availability of nearly new redundant Swindon built Type 1 (Class 14) 0-6-0 diesel hydraulic locomotives which had been declared surplus by BR (eg. The ISTG's D9520 and D9516/23 also preserved at NVR).
Trials with the ex BR 650 hp locos (D9529 at Buckminster Quarries in August 1968 and D9539 at Corby in October 1968) had proved satisfactory and S & L were able to purchase 23 machines at a 'knock-down' price - the cost of them being, apparently, around the cost of one 'Steelman'! Three more 'Steelman' locos which were in an advanced state of construction were eventually delivered to Corby (RR 10273/4/5) and the loan arrangement for the three standard Rolls Royce Sentinels, understandably, changed to a hire arrangement! As the ex BR and 'Steelman' locos 'came on stream', the trio of less powerful standard 325hp locos were used less and eventually became surplus to requirements.
In June 1971, 22 was sold to London Transport and after some refurbishment at Corby by the manufacturer's engineers, the loco, as was the normal practice at that time, travelled over the BR Midland mainline to London under its own power. For use on London Transport, the loco was modified with low-level couplings and the fitting of a 'tender' by removing the rear buffers. It was allocated to Lillie Bridge Depot for ballast train working and carried London Transport No. DL83. 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 and purchased by a NVR member, arriving at Wansford on14th July 1994. The loco has since been restored to full working order, including the fitting of both air and vacuum braking systems. Its diesel engine, the RR 8-cylinder, supercharged, C8SFL, is the same basic unit as fitted in the ISTG's Rolls Royce Barabel and in Birch Coppice No. 11 which is also preserved at NVR. At the time of its preservation, the loco was restored in its London Transport livery as DL83, due to obligations made at purchase, although it is intended to resume its Corby Quarries identity as 22 in the future.
The Oxfordshire Ironstone Company Ltd. located a few miles to the west of Banbury, was the second largest ironstone quarry railway system in the Midlands. Opened in 1917 to 'tap' the massive ironstone reserves of the area, over the years there had been an overall total of some thirty three steam locomotives. Fifteen were at work by the early 1960's when the entire system was converted to diesels, the final choice after trial with different manufacturers being the Rolls Royce Sentinel diesel hydraulic award winning design.
The first loco, an 0-4-0, arrived in December 1961, with a second following in October 1962 and both worked turn about with the steamers. The decision was then taken to dieselise the locomotive fleet completely by the bulk purchase of eleven more diesels, All built in one series, they were delivered, by rail, at regular intervals from the Rolls Royce Sentinel works at Shrewsbury between September 1964 and July 1965.
The OIC's steam fleet had consisted of two well-defined groups - the four-wheelers with girls' names operated between the quarries and the crushing plant at Wroxton (the headquarters and 'hub' of the system), whilst the six-wheelers with boys' names hauled the trains of ironstone on the five mile long 'mainline' from Wroxton to the exchange sidings on the ex GWR Banbury - Birmingham line for onward transit to the iron and steel works of Birmingham, West Midlands and South Wales.
Exactly the same differentiation between duties was envisaged for the diesel fleet. It was decided to standardise on the 325 hp 0-4-0 Diesel Hydraulic type. The eight quarry locomotives, at 30 tons for the first three and 31 tons for the other five, were lighter than the standard 40 ton design, to take into account the lightweight nature of the track in the quarries - the weight of the loco being determined by the addition or omission of ballast weights during construction. For the 'mainline' traffic, instead of the Rolls Royce Sentinel standard 0-6-0 DH design as originally envisaged (as per Corby Quarries 22/London Transport DL83 which is also preserved at the NVR within the ISTG), it was decided that the standard 0-4-0 DH design of 40 tons and vacuum fitted, would be quite adequate. Increasing the gearbox ratio enabled the 'boys' to travel at a higher speed on the OIC's 'main line' and, with the 40 ton standard design weight , gave the same axle loading as the six-coupled steam locos that the diesels replaced. However, despite these differences, the outwork appearance of all the locos was the same.
Even the names were the same. The eight quarry machines and five mainliners received the nameplates from the displaced steamers - girls for the quarries, boys for the mainline.
No sooner had the new diesel fleet settled down to regular operating than the accelerating decline of the ironstone industry generally meant that the writing was on the wall for a lot of Midlands' ironstone quarries, especially those many miles away from the iron and steel works which they supplied. In September 1967, the Oxfordshire system closed - an event that could hardly have been foreseen when the Rolls Royce Sentinel fleet was ordered three years earlier. With the reduction in the locomotive requirement as decline had set in, some of the 'new' diesels had already been transferred prior to closure, but by May 1968, they had all gone, to other ironstone quarries, and works within the Stewarts & Lloyds Ltd 'empire' and, indeed, to the giant S & L Corby steelworks itself, and the system dismantled and the quarries restored.
Barabel, Works No. 10202, was delivered to the Oxfordshire Ironstone Company by rail on 29th December 1964, the sixth delivery of the fleet and within the second 'quarry' batch of five locos weighing 31 tons. The nameplates were transferred from the original steam loco (Hudswell Clarke 0-4-0 ST Works No. 1868 built 1953). The OIC's steam loco boys' and girls' names all had some reference to company officials and the unusual 'Barabel' was named after the wife of Mr A G Stewart who was Chairman of the Oxfordshire Ironstone Company 1949 - 1951 and Chairman of the OIC's parent company, Stewarts & Lloyds Ltd. 1945 -1964.
As the need for the diesels decreased with the decline in the industry, Barabel became the first of the thirteen diesels to be transferred - to Stewarts & Lloyds' Bromford Tube Works, Erdington, Birmingham on 17th July 1967, this being, in fact, two and a half months before the complete closure of the Oxfordshire system.
During the 1970's, Barabel received parts from a similar, but older, Sentinel loco No. 59 (Works No. 10099 built 1962 - built before the 'takeover' of the Sentinel company by Rolls Royce) which was also at Bromford Works. At some stage, the design's sliding bonnet door arrangement was changed for the as-presently-carried lighter door arrangement (to aid ease of maintenance) and the original distinctive side sheets were replaced by hand rails. As well as losing its nameplates and identity, the loco also lost its superb OIC crimson, lined out black and yellow livery and red buffer beams, being repainted the ubiquitous 'industrial' yellow with wasp stripe ends.
By December 1994, Barabel had been sold on from Bromford Works and eventually ended up at the Round Oak Rail Terminal in Brierley Hill, West Midlands. Here a train air brake system was fitted to enable the loco to shunt air braked wagons of steel delivered by mainline rail. By this stage, too, Barabel received its present royal blue paintwork with black and yellow wasp stripes on the buffers and sides below the running plate. This steel terminal, which eventually became Innovate Logistics, was on the site of part of the former Round Oak Steel Works - which itself had been supplied with ironstone by the Oxfordshire Ironstone Company all those years before!
Barabel was acquired for preservation by members of the Iron & Steel Traction Group and moved to Nene Valley Railway on 15/16 March 2006. In working order, and with its former identity reinstated - albeit with 'temporary' nameplates, apart from minor maintenance and servicing, the loco has been immediately made available for general yard shunting duties at Wansford.
Within the ISTG work programme, Barabel will eventually be fully restored to its 'as built' condition with bonnet doors and distinctive side sheets reinstated. Whilst the loco was never vacuum fitted (only the heavier 'mainline' boys and the last 'quarry' girl were so fitted) at OIC, it is intended that a vacuum brake system will be installed in addition to retaining its current air brake system. As a fitting 'history' of the Oxfordshire Ironstone Company and its fine diesel fleet, Barabel will be restored to its original crimson livery, resplendent in yellow and black lining out and red buffer beams.
The ISTG would welcome any information or photographs of Barabel at any time in its history and also of the Oxfordshire Ironstone Company's Rolls Royce Sentinel diesels at the ironstone quarries1964-7. Information as to the whereabouts of the loco's original Barabel nameplates would be welcome. Please contact the ISTG through the NVR General Office.
Builders: Rolls Royce Sentinel, Shrewsbury (Works No. 10202); Year: 1964.
Engine: Rolls Royce C8SFDL, supercharged, 311 bhp @ 1800 rev/min.
Transmission: British Twin Disc, torque converter CF 1500; Self Changing Gears Ltd. RF11 final drive.
Driving wheels diameter: 3' 6''; Maximum locomotive speed: 21 mph.
Locomotive weight: 31 tons; Max. tractive effort: 24200 lb; Train Brakes: air.
Original Owner: Oxfordshire Ironstone Company Ltd.
Current Owner: Privately owned (within the Iron & Steel Traction Group).
For information on the Oxfordshire Ironstone Company's diesel fleet please see ISTG