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Modern
LOCOMOTIVES
ILLUSTRATED
£4.50
February-March 2016
No. 217
SR, GW, LNER, LMS & Trial
Shunters & Class 03s
The UK’s Number One Modern Traction Partwork
Modern
LOCOMOTIVES
ILLUSTRATED
Editor:
Colin J. Marsden
Editorial Address:
MLI, 1 Burns Court, Marine
Parade, Dawlish, Devon. EX7 9DL
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Adrian Cox
Executive Chairman:
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Above:
A number of the preserved lines in
the UK operate shunting locos of various
designs, causing considerable interest
among 'haulage' fans whenever they
operate passenger services. On the Torbay
& Dartmouth Railway in Devon, two ex-
BR Class 03s can be found. On 18 July 2015
the pair were in passenger action and here
Nos. D2371 and D2192 approach Paignton
with the 18.30 service from Kingswear.
Antony Christie
MLI
Issue – No. 218
Classes 201-207 & 210
on sale 24 March 2016
The modernisation of
the Southern Region
non-electrified routes
using the Class 200
ILLU
series DEMU stock
April-May
STR
2016
ATE
is the subject of
D
Modern Locomotives
£4.50
Illustrated
No. 218. A
fascinating story of
using EMU outline
stock powered
by above floor
mounted diesel
engines.
The issue also
covers the unique
Class 210 fleet,
ordered as a
precursor of new
DMU diesel
No. 218
Southern
Re
designs. Order
and Clagion DEMUs
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Modern
LOCOMOTI
V
ES
Cover:
Preserved on the Paignton and
Dartmouth Railway, Class 03 No. D2192
is seen in 1960s BR green livery with wasp
warning ends on 20 June 1992, working
cab-first, in charge of two coaches, forming
the 17.20 Kingswear to Paignton, passing
Waterside.
CJM
2
rn Tracti
on Part
work
Modern Locomotives Illustrated
: Issue 217
O
ne of the most interesting subjects of the
modernisation of UK railways and its
transition from steam power to diesel
traction, has been that of the diesel-shunting loco
fleets.
Pioneered by the London Midland & Scottish
(LMS) Railway in the 1930s, the huge financial and
operational benefits of using non-steam power
in small yards and large marshalling yards was
quickly seen. Many follow-on orders were placed
by the LMS and soon the other main operators,
The Southern Railway, Great Western Railway
and London & North Eastern Railway, designed,
refined and introduced diesel shunting power.
Quickly the English Electric Co made huge
inroads into supplying their 'K' series diesel
engine for use in most of the larger diesel-electric
builds, while various private builders provided
lower-output diesels for the reduced output
locomotives.
After 1948 and Nationalisation, some form of
standardisation came about, with the BTC opting
for a 350hp diesel-electric design as the 'large'
diesel shunter and a 204hp 0-6-0 design as their
small loco choice, with both BTC (BR) workshops
and the private sector producing large numbers
of both styles. The larger 0-6-0 diesel-electric
shunting fleet was covered in
MLI
No. 202, while
the smaller mass-produced designs were included
in edition No. 195. This issue of
MLI
concentrates
in detail on the BR design Class 03 'smaller'
standard product.
A handful of private companies produced
shunting locomotives for evaluation on the
BTC network and these are also included in
this edition, as are the substantial number of
locomotives entering preservation.
Colin J. Marsden
Editor
SR, GW,
LNER & LMS
Shunters &
Class 03s
The LMS Designs
LMS Technical Data
LMS Fleet List
LNER Shunting Locos
LNER Technical Data
LNER Fleet List
The Great Western Designs
Great Western Technical Data
GWR Fleet List
Southern Shunting Power
Southern Technical Data
Southern Fleet List
Prototype Shunting Power
BR Class 03 0-6-0 DMs
Class 03 Technical Data
Contents
4
4
18
24
24
26
28
28
30
32
32
38
39
45
46
Class 03 Lot Numbers
Class 03 Dual-Brake Project
BPGV Line Class 03s
Industrial Class 03s
Class 03s in Preservation
Class 03 Fleet List
51
59
60
68
69
76
Visit our new Modern Locomotives
Illustrated website at
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for all the latest information about MLI
and on line ordering.
If you are a Smartphone or tablet user,
you can scan the QR barcode on the right
and be taken direct to our website.
Don’t forget to visit the MLI website at - www.modernlocomotives.co.uk
Modern Locomotives Illustrated
: Issue 217
3
he early days of diesel shunting power in
the UK, pre-dates the London Midland &
Scottish Railway 1931-33 designs by some 45
years, when an amazing Priestman 12hp two-axle
oil-engined shunting loco was built in 1884, using
a wagon style underframe and a transversely
mounted engine in an 0-4-0 chassis. It had a metal
canopy roof, with a transverse wooden seat at one
end. A flywheel was located on one side, and the
driver sat between two fuel tanks. The loco worked
for a short time on the Alexandra Dock lines of the
Hull & Barnsley Railway at Hull.
Between 1898 and 1904 a few oil-engined locos
were built by Hornsby for the British War Office,
with engines of between 9 and 150hp.
From these early beginnings, it was almost a
quarter of a century before another oil-engined
loco appeared, but it should be recorded that
from around 1910 there had been a fair amount of
building, particularly during the years of the Great
War, of petrol-engined and petrol-paraffin locos of
small size; these were the products of such firms
as Hawthorn-Leslie, McEwan Pratt, Drewry, Kerr
Stuart, Nasmyth Wilson, Motor Rail to name but
a few.
By 1913 Hawthorn-Leslie were developing
oil-engined 'thermo' locomotives of up to 1,000hp
(746kW). In the 1920s several builders became
interested in 'modern traction', but no oil-engined
locomotives were sold for commercial use until
1928-29 when both Kerr Stuart and Avonside
produced diesel-mechanical locos for shunting.
These were followed in 1930 by Hudswell Clarke,
who built a 'special' engine of 330hp (246kW)
followed in 1932 by Hunslet Engineering offering a
'standard' 150hp (112kW) shunting loco.
The first of the main line railways to become
interested in modern traction, was the London
Midland & Scottish Railway (LMS), who rebuilt a
withdrawn Johnson Class 1F 0-6-0T steam loco No.
1831 at its Derby Works into a then 'state-of-the-art'
diesel 'tractor' unit, the original frames and wheels
were retained, and a 400hp (298kW) Paxman
engine installed, with a Haslam & Newton
hydrostatic transmission. A box type body was
T
The LMS Designs
Modern Locomotives Illustrated - SR, GW, LNER & LMS Shunters & Class 03s
added to the chassis, which had a driving cab at
each end with small end windows. Vacuum brakes
were fitted. Authorised in October 1931, the loco
emerged in November 1932 and cost the LMS just
£5,967!
The locomotive's four-stroke Davey-Paxman
power unit was positioned in the place of the
original boiler, the cooler radiators were roof
mounted at the opposite end to equal out weight.
The transmission consisted of a hydrostatic pump
driven by a crankshaft off the main power flange
through a universal coupling, the pump unit
transferred power hydraulically to a transmission
unit, located below. The loco had a top speed of
25mph (40km/h). Loco braking was by air, but a
vacuum brake was provided for trains.
The loco gave little useful service, because of a
lack of perseverance in regard to the transmission.
No. 1831 spent most of its life at Derby and
received various rebuilds between 1934-36. In
late 1936 when a further round of upgrades were
sought, the LMS ended the trial with diesel traction
and No. 1831 was stored. Its operational life was
not however over, for after spending four years in
store, it was rebuilt in 1940 as a mobile generator
for static power. Numbered MPU1831 and then
MPU3, it was used at Coventry and Crewe.
Although there was little interest in the 1831
project, when an internal LMS committee was
formed to investigate means of single manning
yard shunting locos, it reviewed the trials with
1831 and made further investigation into diesel
possibilities.
At around this time, Hunslet Engine Company
produced a 150hp (112kW) 21-ton MAN-engined
shunting loco. Hunslet approached the LMS to
allow testing, with an eventual view of selling the
design to the railway. With information available
that production diesel locos would soon be an
alternative to steam traction, the LMS agreed
to tests, allowing builders and the LMS to gain
experience. Thus was born the diesel shunter.
A total of seven prototype LMS diesel shunting
locos were delivered in 1933-34, all fitted with
mechanical transmissions, from four builders,
and were fitted with no fewer than six different
engines.
No. 7400 (7050):
This 0-4-0 was supplied by the
Drewry Car and erected at the Dick Kerr Works in
Preston. It was built in mid-1934 and went to the
LMS in November 1934. Of the original fleet, this
was the only 0-4-0 example. The power unit was
an eight-cylinder four-stroke of 160hp (119kW)
supplied by W H Allen. It had an electric control
system at 24V dc. Engine water and oil cooling
was provided by a nose mounted Serck radiator,
belt driven from the engine. It had a mechanical
transmission and had a fluid coupling and an
epicyclic gearbox to the final drive by way of a
jackshaft. The outline of the loco had a tapered
narrow-width bonnet. The cab was taller than the
rest of the loco to provide good all round visibility.
The locos top speed was 12mph (19km/h).
The gear system was of the pre-selective type.
Performance was impressive with shunting of
trains of up to 400 tons being possible. Following
delivery, 7400, renumbered to 7050, was allocated
to Agecroft, from where it was loaned to the War
Department in August 1940. Its first operation took
it to Stafford, but by October it was taken north
to Leuchars in Scotland, where it remained until
August 1941 when it was returned to the LMS.
In March 1943 it was sold to the War Department
where it carried numbers including 224, 70224, 846
and 240. Thankfully after its WD and later MoD
use was over, No 7050 was preserved and is now
part of the National Collection at York.
7401-7404 (7051-7054):
The LMS gave Hunslet of
Leeds an order for four 0-6-0 locos with a common
structural design, but each had different internal
equipment.
The final example of the quartet also had a revised
cab structure.
7401 (7051):
This loco was fitted with a MAN
150hp (112kW) six-cylinder engine and had a
separate two-cylinder petrol engine for starting.
Transmission was by a multiple-disc clutch and
Hunslet gearbox connected via a Hardy-Spicer
coupling. Four-speed gears gave a top speed
of 30mph (48km/h). Cooling was by means of
Technical Data
LMS No:
Original LMS No:
Built by:
Years introduced:
Wheel arrangement:
Weight:
Height:
Length:
Width:
Wheelbase:
Wheel diameter:
Min curve negotiable:
Engine type:
Engine output:
Power at rail:
Tractive effort:
Cylinder bore:
Cylinder stroke:
Maximum speed:
Brake type:
Brake force:
Route availability:
Heating type:
Multiple coupling type:
Transmission:
Main generator type:
Aux generator type:
Traction motor type:
No of traction motors:
Gear ratio:
Fuel tank capacity:
Lub oil capacity:
Sanding equipment:
1831
-
LMS Derby
1932
0-6-0
46 tons
12ft 9in (3.88m)
30ft 3¾in (9.24m)
8ft 7�½in (2.63m)
15ft 8in (4.78m)
4ft 2�½in (1.2m)
3 chains (60.35m)
Paxman 4-stroke
400hp (298kW)
199hp (148kW)
21,000lb (93.41kN)
9in (228mm)
12in (305mm)
25mph (40.2km/h)
Vacuum on loco, no train brakes
20 tons
Not issued
Not fitted
Not fitted
Hydraulic (Haslam & Newton)
n/a
n/a
n/a
n/a
n/a
140gal (636lit)
65gal (295lit)
Pneumatic
7050
7400
EE Dick Kerr by Drewry
1934
0-4-0
29 tons
12ft 8in (3.86m)
23ft 10�½in (7.28m)
8ft 5in (2.57m)
7ft 0in (2.13m)
3ft (914mm)
2 chains (40.23m)
W H Allan 8RS18
160hp (119kW)
90hp (67kW)
11,200lb (49.82kN)
5.7in (146mm)
7.1in (182mm)
12mph (19.3km/h)
Air on loco, no train brakes
12 tons
Not issued
Not fitted
Not fitted
Mechanical
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
30gal (136lit)
Pneumatic
7051
7401
Hunslet Eng Co
1933
0-6-0
22 tons
12ft 0in (3.66m)
23ft 2in (7.06m)
8ft 4in (2.54m)
8ft 0in (2.44m)
3ft (914mm)
3 chains (60.35m)
MAN 6-cylinder
150hp (111.8kW)
88hp (65.6kW)
11,312lb (50.31kN)
6�½in (165mm)
8�½in (215mm)
30mph (48.2km/h)
Air on loco, no train brakes
11 tons
Not issued
Not fitted
Not fitted
Mechanical (Hardy Spicer)
n/a
n/a
n/a
n/a
n/a
60gal (272lit)
18gal (82lit)
Pneumatic
7052
7402
Hunslet Eng Co
1934
0-6-0
27 tons
12ft 1in (3.68m)
24ft 8�½in (7.53m)
8ft 3in (2.51m)
9ft 0in (2.74m)
3ft 4in (1.02m)
3 chains (60.35m)
McLaren Benz 8MBD
150hp (111.8kW)
88hp (65.6kW)
12,800lb (56.95kN)
5¼in (133mm)
7¾in (196mm)
8mph (12.8 km/h)
Air on loco, no train brakes
13 tons
Not issued
Not fitted
Not fitted
Mechanical (Hardy Spicer)
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
36gal (164lit)
Pneumatic
4
Modern Locomotives Illustrated
: Issue 217
Above:
Recorded in October 1932, LMS pioneer 0-6-0 diesel-hydraulic shunting locomotive No. 1831 is seen in as built condition at Derby. The locos No. 1 or
main cab is seen to the left. Built on the frame of withdrawn Johnson Class 1F steam loco, from which it took its number, the 'new' diesel was powered by a
400hp (298kW) Paxman engine.
CJM-C
a nose radiator, belt driven from the engine. A
take-off from the power drive also drove the air
compressor. The driving cab was designed for
either side operation.
On delivery the locomotive worked in the Leeds
area, but by 1936 it was working in Chester. In
1939 it was called into War Department use and
went to the Ministry of Buildings and Works at
Capenhurst, working as No 27. It returned to
the LMS in mid-1941, only to return to the War
Department in August 1944, returning to the LMS
in June of the following year and was withdrawn
in December, returning to its builders in Leeds.
After being rebuilt with a McLaren engine, the
loco saw further industrial use. It first went to
the London & Thames Haven Oil Wharves Ltd,
working at Stanford-le-Hope between 1949-51,
returning to Hunslet it was used as the works pilot.
7053
7403
Hunslet Eng Co
1934
0-6-0
26 tons
12ft 7¾in (3.85m)
24ft 8�½in (7.53m)
8ft 3in (2.51m)
9ft 0in (2.74m)
3ft 4in (1.02m)
3 chains (60.35m)
Brotherhood Ricardo RZ5
150hp (111.8kW)
89hp (66.3kW)
13,680lb (60.86kN)
5¼in (133mm)
8in (203mm)
13¾mph (22.1km/h)
Air on loco, no train brakes
12 tons
Not issued
Not fitted
Not fitted
Mechanical (David Brown)
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
45gal (205lit)
Pneumatic
It was later handed over to the Middleton Railway
Trust in 1960.
7402 (7052):
The second of the Hunslet batch,
was powered by a McLaren-Benz 150hp (112kW)
eight-cylinder engine. Starting was by a separate
two-cylinder petrol engine. Transmission was
by a multiple-disc clutch and Hunslet gearbox
connected via a Hardy-Spicer coupling. Two speed
gears were fitted, giving a top speed of just 8mph
(13km/h), restricting the loco to yard working. No.
7402 onwards were slightly longer than the original
loco, measuring 24ft 8�½in (7.53m) from buffer face
to buffer face, compared to 23ft 2in (7.06m) on No.
7401.
After introduction, 7402 remained in the Leeds
area until called-up for War Department use in
August 1940. It first went to the Air Ministry at
Stafford, operating as No. 24, returning to the LMS
in February 1942 at Leeds and soon re-allocated
to Nottingham. It was sold by Hunslet to the
Admiralty in December 1943 and was substantially
rebuilt and flame proofed for work at the Royal
Navy Armaments Depot, Broughton Moor, here
it worked as No. 87. It remained in WD and then
MoD use until 1966 when it was sold to Birds of
Long Marston, first used as a yard pilot, but broken
up in 1969.
7403 (7053):
This example was fitted with a six-
cylinder Brotherhood-Ricardo 150hp (112kW)
engine. It was started by a compressed air motor,
which engaged with a ring on the engine fly
wheel, the air was supplied by a small compressor.
The locos transmission was provided by David
Brown, who developed a two-speed gearbox
especially for this loco. This transmission was a
complex affair and the cause of many problems;
7057
(7407)
Harland & Wolff
1934
0-6-0
28 tons
12ft 0in (3.66m)
25ft 4�½in (7.73m)
8ft 6in (2.59m)
12ft 0in (3.66m)
3ft 2in (965mm)
3 chains (60.35m)
Harland 'Harlandic' TR4
175hp (130.4kW)
98hp (73.7kW)
11,200lb (49.82kN)
5¾in (146mm)
8�½in (215mm)
10mph (16km/h)
Air on loco, no train brakes
13 tons
Not issued
Not fitted
Not fitted
Mechanical (Harland & Wolff)
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
60gal (273lit)
Pneumatic
7054
(7404)
Hunslet Eng Co
1934
0-6-0
31 tons
12ft ¾in (3.78m)
24ft 8�½in (7.53m)
8ft 8in (2.64m)
9ft 0in (2.74m)
3ft 4in (1.02m)
3 chains (60.35m)
Davey Paxman 6V25
180hp (134kW)
100hp (74.57kW)
18,600lb (82.73kN)
6�½in (165mm)
10in (254mm)
13mph (21km/h)
Air on loco, no train brakes
13 tons
Not issued
Not fitted
Not fitted
Mechanical (Hunslet)
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
50gal (227lit)
Pneumatic
7055-7056
(7405-7406)
Hudswell Clarke
1935
0-6-0
31 tons
12ft 0in (3.66m)
26ft 10�½in (8.19m)
8ft 7in (2.62m)
9ft 0in (2.74m)
3ft 4in (1.02m)
3 chains (60.35m)
Mirrlees Ricardo
150hp (111.8kW)
89hp (66.3kW)
12,800lb (56.95kN)
5¼in (133mm)
6�½in (165mm)
19mph (30.57km/h)
Air on loco, no train brakes
12 tons
Not issued
Not fitted
Not fitted
Mechanical
n/a
n/a
n/a
n/a
n/a
100gal (454lit)
50gal (227lit)
Pneumatic
Modern Locomotives Illustrated
: Issue 217
5

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