ALCO Century 415 – Trucks, Locomotivs, USA.

1910 Alco logALCO Century 415

           AMERICAN LOCOMOTIV                   COMPANY

ALCO Century 415
Type and origin
Power type Diesel-electric
Builder ALCO
Model Century 415
Build date 1966 – 1968
Total produced 26
AAR wheel arr. B-B
Gauge 4 ft 8 12 in (1,435 mm)
Engine type ALCO 251-F
Cylinders 8
Performance figures
Power output 1,500 hp (1,100 kW)

The ALCO Century 415 was a diesel-electric locomotive of B-B wheel arrangement produced by the American Locomotive Company (ALCO) as part of their Century Series of locomotives.

1910 ALCO Truck gr


The C415 was a large switcher or small road switcher equipped with a raised cab mounted slightly off-center, with a lower, narrower hood on either side. The longer one contained the diesel engine, a 1,500 hp (1.1 MW) eight-cylinder turbocharged Alco 251-F, while the shorter contained auxiliaries. The C415 could be ordered with three different cab heights; a low one for minimum clearances, a regular height one, and an extra-height one for maximum visibility.

1910 Alco

Trucks fitted were either Type B road trucks or ALCO Hi-Ad (high adhesion).

Service history

The locomotive was not that popular; 26 were built between 1966 and 1968 for seven different owners. The locomotive is still in use today. According to the November 2011 issue of Railfan & Railroad magazine, the Burlington Junction Railway now owns two C415s numbered 701 and 702.

1910 Alco 3½ Ton Chassis

Original owners

1910 ALCO truck   F


1910 ALCO truck r

See also

1909-1913 Alco Truck 1910 Alco 1911 ALCO 3 Ton Truck 1912 Alco Delivery Truck

1910 Alco 3½ Ton Chassis 8

1912 Alco

1910 Alco Truck

1912 Alco Delivery Truck


1913 Alco Berline Limousine 1913 Alco Model 6 Berline Limousine

ALCO Century Series locomotives

1966 RI 424, Alco Century 415 Locomotive

1960 Alco 2407 and friends 1976 8384.1113111000 SP 2400 Alco C415 sits at the road entrance to the Silvis hump yard Alco Century 415-420 Diesel Railroad alcodemo415s1 ALCO Century 415 The Alco C415 Burlington82208


 Morristown & Erie Railway #18 (a C424 built by Alco in 1964), at the Morristown shop complex, 2010.

ALCO 18-251 engine used as a backup generator at a wastewater plant in Montreal Alco DL537 metre gauge locomotive of the Hellenic Railways Organisation at Corinth Old Railway Station, Greece ALCO FA-1 Alco RSD-16 in Línea San Martín railway, Argentina Alco S-1 diesel ALCO_RS3 alco-ge-logo-300 Union Pacific Big Boy 4023, Omaha (Nebraska), 13 mei 2001.

Australian built ex-Mt Newman Mining M636 #5497, at the Don Rhodes Mining and Transport Museum, Port Hedland, Western Australia.

There are much more locomotivs, maybe later it will be a extra chapter, but I’m far from it

ŠKODA Works founded in 1859 in Pilzen, the Austrian Empire – Czech Republic till 1999

Škoda WorksLogo Škody

For the automobile manufacturer, see Škoda Auto.
ŠKODA, a.s.
Former type Private
Industry Conglomerates
Fate divided
Founded Pilsen, Bohemia, Austrian Empire (1859)
Founders Emil Škoda
Defunct 1999
Headquarters Pilsen, Czech Republic
Area served Worldwide
  • locomotives
  • aircraft
  • ships
  • machine tools
  • steam turbines
  • guns


1924 Škoda-busse-oldtimer-02b-0034 1936 ŠKODA 1 Tr 1936 Škoda 1Tr Prototype 1936 1937 Škoda t28a 1938 Škoda-606-nd 1939 SKODA 532 bus 1947 Škoda-706-ro-pullmann 1947-58 Škoda 706 RO, stanoviště řidiče 1947-58 Škoda 706 RO 1951 Škoda 706 R 1953 Trolebus ŠKODA 2 Tr a 1953 Trolebus ŠKODA 2 Tr 1954 Škoda-706R 1956 Škoda 706 RTO LIAZ (1956) 1956 Škoda 706 RTO MEX 1956-72 Škoda 706 RTO 1957 Škoda 706 RTO Lux 1958 Škoda 706 RTO a Jelcz P-01 1959 ŠKODA 706 RTO (2) 1959 ŠKODA 706 RTO 1960 Škoda 9Tr Троллейбус в Мумбаи 1961 Škoda 1967 Škoda 706-rto-pro-pzo-motokov-praha 1969 Skoda 9 Tr 14 O-Linienbus Kraftverkehr Eberswalde 1969 Škoda 1203 Bus 1969 Škoda-9Tr14-O-Linienbus-KV-Eberswalde-19-weiss 1995-01 Škoda 21Ab 2009 Škoda 24Tr Irisbus Areál čs. opevnění Darkovičky - interiér CS 363 086-0 in prag Gun turret on SMS Tegetthoff Historický dálkový autobus Karosa ŠD 11 Logo Škody Lokomotive 556.036 LT vz 35 2 Metro Siemens Skoda Holding Plzeň od Karlova Plzeň, Škoda Transportation, rozestavěný vůz metra typu 81-71M II Škoda 6Tr in Slatině IM000844.JPG Škoda 7 Tr - zlinacek stránky Škoda 7 Tr, který v roce 1952 Škoda 7Tr číslo 101 Škoda 7Tr, 1951 Škoda 8 Tr 5 IM000538.JPG Skoda 9 tr Škoda 9-311 Skoda 9Tr 2 Škoda 9Tr a ŠKODA 9Tr Brno Trolleybus Skoda 9Tr Škoda 9tr ŠKoda 9Tr-Riwne-89 Skoda 10Tr

© montaz Anton Brynych

Skoda 14 Tr in Vilnius Skoda 14 Tr Škoda 14T TT Ke Stírce - Elektrárna Holešovice, Trojská, Škoda 14T Škoda 14Tr02

© Aare Olander

Škoda 14TrM 795

© Car-Histo-Bus

Škoda 15T 9247 Škoda 15T Jugla 06.2010 Škoda 15T Škoda 15Ta Škoda 15Tr 1992 Škoda 15Tr 1998 Škoda 15Tr Nr. 1-13

© Aleksandrs Grigorjevs

Škoda 15Tr Nr. 1-16

© Aleksandrs Grigorjevs

Škoda 15tr trolleybus Škoda 15Tr Skoda 18Tr Škoda 19T MPK Wrocław 3117 Skoda 20 TR Škoda 21Tr Ostrava Škoda 21Tr Škoda 22Tr Škoda 24Tr ŠKODA 25 Tr SONY DSC Skoda 28 Tr IM000332.JPG ŠKODA 31 Tr SOR Škoda 31 Tr Škoda 248 Škoda 350 Csorba ŠKODA 706 karosa ŠKODA 706 ROg Škoda 706 RT TN (6A2 2830) a návěsu NO-80 ŠKODA 706 RTO - LUX

© M Küster

Škoda 706 RTO (2) Škoda 706 RTO a Jelcz P-01 Ostrava Škoda 706 RTO Kabriolet OLYMPUS DIGITAL CAMERA ŠKODA 706 RTO MTZ Škoda 706 RTO SPZ AX 49-63 a vleku Jelcz PO-1E SPZ AD-35-82 Škoda 706 RTO, Jan Kukla ŠKODA 706 RTO ŠKODA 706 RTTN Škoda 706RTOvyhlidkovyVM Škoda 1203 0 Škoda 1203 Škoda 2002-09-28 Teplice Bus Nr.22 Škoda Eberswalde obus Škoda Electric Škoda fuel cell hybide bus with proton Motor Fuel cell and 22 L-Ion batteries Škoda historie-v-krnove Škoda RTO II Škoda RTO, interiér Škoda RTO706 Skoda Sanos 70 Tr OLYMPUS DIGITAL CAMERA Škoda Sanos S200 Tr Skoda Seal 100 TR SanosS115tr Škoda skodametro 538521 81012 Škoda SM Škoda ŠM11 Škoda T 11 Bus Karosa ŠM 11 Brno IM000587.JPG Škoda Trolley bus ŠKODA TROLLEYBUS 9 TR-O Škoda trolleybuses Škoda U Škoda Skoda_Works_logo Škoda-3Tr Skoda-17-Tr-1 Skoda-17-Tr-2 Škoda-20Tr Skoda-23-Tr SKODA-25-Tr-IRISBUS-2-500 Skoda1203Brumov-BylniceAlofok(4) Škoda-busse-oldtimer-02b-0017 Škodalike bus TNB 18 Škoda

Škoda Works (Czech: Škodovy závody) was the largest industrial enterprise in Austria-Hungary and later in Czechoslovakia, one of its successor states. It was also one of the largest industrial conglomerates in Europe in the 20th century.


1859 to 1899: establishment of Škoda

The noble Waldstein family founded the company in 1859 in Plzeň; Emil Škoda bought it in 1869. It soon established itself as Austria-Hungary‘s leading arms manufacturer producing heavy guns for the navy, mountain guns or mortars along with the Škoda M1909 machine gun as one of its noted products. Besides producing arms for the Austro-Hungarian military, Škoda also manufactured locomotives, aircraft, ships, machine toolssteam turbines and equipment for power utilities and still does so.

In 1859, Count Wallenstein-Vartenberk set up a branch of his foundry and engineering works in Plzeň. The output of the plant, employing over a hundred workers, included machinery and equipment for sugar mills, breweries, mines, steam engines, boilers, iron bridge structures, and railway facilities. In 1869, the plant was taken over by Emil Škoda, an industrious engineer and dynamic entrepreneur.

Škoda soon expanded the firm, and in the 1880s founded what was then a very modern steelworks capable of delivering castings weighing dozens of tons. Steel castings and, later, forgings for larger passenger liners and warships went on to rank alongside the sugar mills as the top export branches of Škoda’s factory.

1899 to 1945: before and during World War II

1918 German anti-tank gun & crew AWM H13453

In 1899, the ever expanding business was transformed into a joint-stock company, and before the First World War Škoda Works became the largest arms manufacturer in Austria-Hungary. It was a navy and army contractor, mainly supplying heavy guns and ammunition.

Exports included castings, such as part of the piping for the Niagara Falls power plant or for the Suez Canal sluices, as well as machinery for sugar mills in Turkey, breweries throughout Europe, and guns for the Far East and South America.

The First World War brought a drop in the output of peacetime products. Huge sums were invested into expanding production capacities. By this time, Škoda Works already held majorities in a number of companies in the Czech lands and abroad that were not involved in arms manufacture. In 1917, the company had 35,000 employees in Plzeň alone.

Following the emergence of the Czecho-Slovak Republic in 1918, in the complex economic conditions of post-war Europe the company was transformed from what was exclusively an arms manufacturer into a multi-sector concern. In addition to traditional branches, the production programme embraced a number of new concepts, such as steam (and later electric) locomotives, freight and passenger vehicles, aircraft, ships, machine tools, steam turbines, power-engineering equipment, etc.

In 1923, the company’s world-famous registered trademark—the winged arrow in a circle—was entered in the Companies Register. The deteriorating political situation in Europe saw arms production rise again in the mid-thirties.

Škoda manufactured the world’s first triple-barrelled gun turrets for the Tegetthoff-class battleships of the Austro-Hungarian navy. Prior to World War II Škoda produced LT-35 tanks, which are better known under their German designation Panzer 35(t). These tanks were originally produced for the Czechoslovak army and were used extensively by the Wehrmacht in the Polish campaign, the Battle of France and also in the German invasion of the Soviet Union. In July 1944 Skoda started production of Jagdpanzer 38(t).

In 1924, Škoda Works acquired the Laurin-Klement car manufacturer, later known as Škoda Auto. Both companies became separated after 1945, when the entire Czechoslovak economy came under government control.

CS 363 086-0 in prag

ES499.1 locomotive

1945 to 1989: after World War II

Skoda 14 Tr in Vilnius

Škoda 14 Tr trolley bus in Vilnius

After WWII, in 1945 (the year when nationalisation efforts began in Czechoslovakia and when the Communists started to come to power) Škoda was nationalized and many sections were split from the company (e.g. the car works in Mladá Boleslav (Škoda Auto), the aircraft plant in Prague, some factories in Slovakia, and other plants producing food-industry equipment). The company was renamed Závody Vladimíra Iljiče Lenina (Vladimir Ilyich Lenin Plants) in 1951, but since the new name caused losses of sales abroad, the name was changed back to Škoda in 1953. The factory concentrated on markets in the Soviet Union and the Eastern Bloc. The company produced a wide range of heavy machinery such as nuclear reactors andlocomotives. A lack of updates to its product designs and infrastructure considerably weakened the company’s competitive position and its brand.

After 1962, Škoda became well known in the USSR and other countries as a trolley bus manufacturer, beginning to export Škoda 9 Tr, one of its most successful models. The successor, Škoda 14 Tr, manufactured between 1982 and 1997, is still widely used, for example, in post-Soviet states.

In 1978 the company was turned into the government-owned group of companies (“koncern”) Škoda. It was based in Plzeň and consisted of the companies: První brněnská strojírna [First Machine Works of Brno], ČKD Blansko, ČKD Dukla Praha-Karlín in Prague, Slovenské energetické strojárne S. M. Kirova [Slovak S. M. Kirov Energy Machine Works] in Tlmače, and Výzkumný ústav energetických zařízení [Energy Facilities Research Institute] in Brno.

1989 to 2011: after the fall of communism

Škoda 15T Jugla 06.2010

 The latest model of Škoda tram—Škoda 15 T featuring 100% low floor, pivoting bogies and 999,9HPPlzeň, Škoda Transportation, rozestavěný vůz metra typu 81-71M II
 Hall of transportation section, parts of tram Škoda 14 T on left, modernized metro wagon 81-71 on right.

After the Communist Party lost power in late 1989, the company was privatized into the hands of management. Mismanagement and asset stripping led to a collapse—the company was restructured and some factories closed. Except for some smaller companies named Škoda and Škoda Auto, after the chaotic 1990s period, the Czech Škoda companies were again regrouped within the holding company Škoda Holding a.s. in 2000. In 2010, the holding company changed its name to Škoda Investment, a.s..

Following the change in the political climate in 1989, Škoda started along a path of privatization, and used this time to come up with an optimal production programme, making new business contacts, and looking for markets other than those that had so far been its priority markets, i.e. the Communist Bloc countries and the Soviet Union, which collapsed after 1989.

In 1991, a foreign partner for the passenger car works Škoda Auto a.s. was sought by the Czech government. Volkswagen was chosen, and the German firm initially took a 30% stake, rising to 100% ownership by 1999. Škoda Auto is now a completely independent entity from other companies bearing the Škoda name.

In 1992, the company was privatized by the so-called Czech method. It began expanding its production activities, acquiring the TATRA and LIAZ vehicle works and constructing a plant to produce aluminum soft drink cans. This expansion put the company’s financial stability in jeopardy. In 1999, it concluded an agreement with creditor banks, and restructuring of the entire capital structure of the Škoda group was undertaken. The result was legal and financial stability at the company. Currently a sectoral restructuring of production companies in the group is under way. In April 2000, Škoda Holding, a.s. took over the helm, controlling nineteen primary subsidiaries and most product lines.

In 2003, the Czech government sold its 49% stake to the Appian Group for 350 CZK million, later that year the Appian Group acquired the rest of its stake in a liquidation of the previous owner. The Appian Group is a holding company incorporated in the Netherlands and controlled through a screen of shell companies. The real owner or owners are unknown, despite investigations by the Czech police. In September 2010, a group of four managers (current or former Škoda or Appian managers) announced that they would acquire Škoda from Appian for an undisclosed price. The Czech media speculated that the acquisition was only a formality, as the managers probably owned the parent company Appian.

Škoda was subsequently focused solely on the transport sector. Other divisions have been sold, a large part of them to the Russian company OMZ (the price was not published, estimated at around 1 CZK billion). Simultaneously some smaller transport companies were acquired, for example a part of the Hungarian company Ganz, VÚKV (owner of the Velim railway test circuit) and some transport-related assets of the former ČKD, now called Škoda Vagonka. In 2009, Škoda holding announced that the South Korean conglomerate Doosan will acquire its power section for 11,5 CZK billion ($656 million). Finally in March 2011 Škoda sold its Škoda Transportation subdidiary to Cyprus based company SKODA INDUSTRY (EUROPE) LTD, later renamed CEIL (CENTRAL EUROPE INDUSTRIES) LTD.

As of 2012 Škoda Investment still own Škoda brand and some real estate, but does not perform any industrial activity. Between 2007 and 2012 the company paid dividends to Appian – a whopping sum of 32 CZK billion (app. 1.18 billion Euro/1.6 billion USD).


SENTINEL Buses, Locomotiv’s and Trucks Glasgow Scotland+ Shrewsbury England UK

  Sentinel   Sentinel sword

Sentinel The Elephant r Sentinel stoomwagen uit 1924
Sentinel DG4 registration KF 6482
1931  Sentinel truck type DG4
Ruthemeyer De Puftukker
Sentinel truck uit Duits stoom musea

Sentinel was een vrachtwagenmerk uit Engeland, Schotland.


Sentinel werd opgericht in 1906 in Glasgow. Het eerste type vrachtwagen was een stoomwagen met kettingaandrijving en vijf ton laadvermogen. Deze wagen was zo’n succes dat hij zonder wijzigingen tot 1923 in productie bleef. In datzelfde jaar opende Sentinel ook een tweede fabriek in Shrewsbury.


Sentinel stond bekend om modellen van hoge kwaliteit en voorzien van de nieuwste technische snufjes van die tijd. Sentinel ging pas vrij laat in vergelijking met andere fabrieken, na een financiële dip in 1934, over op het gebruik van diesel– of benzinemotoren in plaats van stoommotoren.


In 1920 bracht Sentinel een revolutionaire wagen uit genaamd “Super”. Dit was een vrachtwagen met krukasdifferentieel, dubbele kettingaandrijving en twee versnellingen, iets dat nog zeer uniek was in die tijd. Door de tweede versnelling kon hij goed snelheid maken op zowel heuvelachtig als vlak terrein. Deze auto had een laadvermogen van zeven ton.


Sinds 1923 kwam Sentinel met de DG-serie. Deze serie had de mogelijkheid om een aanhanger toe te voegen, en was ook in een drie- en vierasuitvoering verkrijgbaar. Dit voertuigtype stond bekend als de meest efficiënte stoomwagen uit de jaren twintig.


Vanaf 1934 begon Sentinel gebruik te maken van dieselmotoren. In de S-type werd een viercilinderdieselmotor geplaatst die de vrachtwagen via de achteras aandreef. Dit model was leverbaar in een vier-, zes- en achtwieleruitvoering, er wordt dan ook gesproken over de S4, S6 of de S8.


De DV-serie werd vanaf 1948 op de markt gebracht. Het was een type lichte bakwagen met twee of drie assen. Het opmerkelijke was dat deze vrachtwagen drie zitplaatsen had en een benzinemotor in plaats van een diesel.


Ondanks de goede verkoopcijfers besloot de raad van bestuur in 1956 de fabrieken te verkopen aan Rolls-Royce, dat de fabrieken uiteindelijk in 1957 sloot. Sommige Sentineldealers besloten verder te gaan. Deze gebruikten daarvoor de naam TVW Sentinel (Transport, Vehicles Warrington) en dit samenwerkingsverband verzorgde nog enkele jaren het onderhoud voor de Sentinel wagens. Er zijn echter geen nieuwe modellen meer gemaakt.


Hoewel de meeste modellen van Sentinel in musea staan is het bekend dat in Argentinië nog dagelijks enkele honderden Sentinel Super vrachtwagens hun werk doen, dit mede doordat de levensduur van de wagens door hun duurzaamheid zeer hoog is.

Sentinel Waggon Works

Sentinel Waggon Works Ltd
Former type Ltd
Industry Engineering
Fate Taken over
Predecessors Alley & MacLellan
Successors Rolls-Royce Limited
Founded 1906
Defunct 1956 ?
Headquarters Shrewsbury
Products Steam Lorries
Railway Locomotives,
Diesel Lorries
1920 Sentinel no. 8714 Bus - Martha - KG 1132 at Cumbria 09Sentinel Steam powered coach

A Sentinel Steam Bus
 1924 Super Sentinel FA1803

Sentinel Waggon Works Ltd was a British company based in Shrewsbury, Shropshire that made steam-powered lorries, railway locomotives, and later, diesel engined lorries and locomotives.


Alley & MacLellan, Sentinel Works, Jessie Street Glasgow

The company began life about 1875 as Alley & MacLellan based in Polmadie, Glasgow. They moved from Polmadie Road to the nearby Jessie Street where they continued in operation until the 1950s. Alley & MacLellan began producing steam road vehicles in 1906 when they introduced a 5 ton vertical-boiler wagon, which featured a 2-cylinder undertype engine and chain drive. Around 1915 Alley & McLellan moved the steam wagon production to a new factory in England and it continued under a separate company (see below). However, 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, valves, etc. The ‘Sentinel’ name continued to be used for the products of the original Glasgow works until the mid 20th Century.

1906 Sentinel 23GT-Sent-1914

1906 Sentinel 23GT-Sent-1914

Perhaps the most surprising fact is that the Sentinel Works in Glasgow, though a significant distance from the River Clyde, produced almost 500 small ships and boats. The vast majority of these vessels were built as ‘knock downs’ – i.e. assembled at the Jessie Street works using nuts and bolts, then dismantled and shipped as parts in crates to their client destination where they were re-assembled using rivets. At least one Alley & McLellan ship still exists – the motor vessel (originally steam ship) Chauncy Maples built at Jessie Street in 1899 and reassembled on Lake Nyasa (now Lake Malawi) in 1901. Alley & MacLellan continued in operation, though owned firstly by Glenfield & Kennedy, Kilmarnock, then G & J Weir, Glasgow, until the 1950s.

1911 Early Sentinel Steam Wagon Alley & McLellan

1911 Early Sentinel Steam Wagon Alley & McLellan

The original Sentinel Works in Jessie Street, Glasgow is still in existence in 2009 though now in a very derelict condition. The design offices and pattern shop is listed category A as a building of significant national importance. It was the first steel-reinforced concrete building in Scotland.

Move to Shrewsbury

1928 LNER Sentinel-Cammell steam rail-car (CJ Allen, Steel Highway)

1928 LNER Sentinel-Cammell steam railcar

A new 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.

1912 Sentinel Standard

1912 Sentinel Standard

Alley & MacLellan’s early 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.

1915 1946Vital-Sentinel1915

1915 1946Vital-Sentinel

In 1917, the company was bought by William Beardmore & Co., Ltd.

Sentinel Waggon Works (1920) Ltd

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.

1917 Sentinel Steam Bus

1917 Sentinel Steam Bus

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.

1920 0127Com-Sentinel

1920 0127Com-Sentinel

In 1934 Sentinel launched a new and advanced steamer – the S type which had a single-acting 4-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. 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 waggons survive in Argentina to this day.

1920 Sentinel no. 8714 Bus - Martha - KG 1132 at Cumbria 09

1920 Sentinel no. 8714 Bus – Martha – KG 1132 at Cumbria 09

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 Ltd of Warrington, who formed a new company, Transport Vehicles (Warrington) Ltd, in 1957 to produce Sentinel-based designs under the TVW name.

1920-56 Sentinel Waggons (Shrewsbury)

1920-56 Sentinel Waggons (Shrewsbury)

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.

Rolls-Royce agree to build diesel locomotives

Sentinel Restored Diesel Locomotive - - 1059726

Rolls-Royce Sentinel Cattewater, now at the East Somerset Railway
Sentinel Derwent at Lafarge Hope Cement Works
 An 0-6-0 outside crank Sentinel Derwent at Lafarge Hope Cement Works in 2008.

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 200 hp (150 kW) 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 locos 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 were not happy. There had been a change of heart 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 & 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.

1923 SEntinel V136-p019

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 C6SFLsix-cylinder engine of 233 bhp (174 kW) (gross) (later uprated to 255 bhp (190 kW)). 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 311 bhp (232 kW) (gross) (later uprated to 325 bhp (242 kW)). Between 1963 and 1966 a fleet of these diesel locomotives, eventually numbering five 0-6-0s and 18 0-4-0s, was supplied to the Manchester Ship Canal Company for use on the navigation’s private railway network.

1923 SEntinel V136-p612

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 74 ton 0-8-0 powered by 2 x 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 600 hp (450 kW) 0-6-0 machine was now being developed at Shrewsbury to use 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. With Stewart and Lloyds’ programme to replace more than 20 steam locos over the next few years the future for Steelman looked good.

1924 sEntinel V137-p284b

1924 sEntinel V137-p284b

Unfortunately for the Company and Rolls-Royce, British Railways, seeing a potential for their Swindon-built class 14 diesel hydraulic locomotives made Stewart and Lloyds an offer of 26 locomotives around three years old at a fraction of their original cost. The Class 14 locomotive had proved rather a white elephant for B.R. but powered by a 650 hp (480 kW) Paxman, Voith Transmission, a rod coupled 0-6-0 capable of doing the work required, it was an offer that Stewart and Lloyds could hardly refuse. New locomotive sales were declining anyway, and the release of such locos onto the industrial market at such prices was disastrous, and regrettably no further “Steelman” locos were built at Shrewsbury.



This was not to be the end of the Steelman. Some 12 years later ICI Billingham wanted two heavy locomotives to replace their ageing Yorkshire Janus locomotives. Their stated wish was to buy the best and most up to date equipment available and in their efforts to achieve this aim, their engineers visited many industrial sites, and steelworks in particular. Their requirements were discussed with all UK locomotive manufacturers, and the final outcome of their investigations was an order for an updated version of the “Sentinel Steelman locomotive”. This order was subsequently increased to two machines which were delivered toward the end of 1981.

1928 LNER Sentinel-Cammell steam rail-car (CJ Allen, Steel Highway)

1928 LNER Sentinel-Cammell steam rail-car (CJ Allen, Steel Highway)

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 1965/6. These locomotives became the CP Class 1150.

Road vehicles

Sentiel registration WV 4705

 Preserved 1934-built S4 dropside in steam

Steam waggons

Diesel lorries

  • Sentinel DV44 (1947)
  • Sentinel DV46
  • Sentinel DV66 (1952)
  • Sentinel aircraft tug

Diesel buses

  • Sentinel STC6-44seat

Railway vehicles

Sentinel 4wVBTG at NRM York

 Sentinel chain-drive shunter of 1957

The locomotives and railcars (with a few exceptions) used the standard steam lorry boilers and engine units.

CE Class

Centre Engine

BE Class

Balanced Engine

DE Class

Double Engine

100 hp Steam Locomotives

200 hp Steam Locomotives


Sentinel-Cammell Steam Railcar No 5208 g

1951-built articulated Sentinel-Cammell steam railcar, no. 5208, at the Buckinghamshire Railway Centre
  • In 1928 Palestine Railways bought two Sentinel-Cammell articulated steam railcars for local services. Each unit had two cars articulated over three bogies. 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. In 1945 PR removed the Sentinel engines and converted the railcars to ordinary coaching stock.
  • In 1933 the Southern Railway bought a Sentinel-Cammell steam railcar for use on the Devil’s Dyke branch, in East Sussex. 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.

1928 Sentinel Steam lorry s-n 7651

1928 Sentinel Steam lorry s-n 7651


The Doble Shunter

1929 Tarmac liveried Sentinel DG8

1929 Tarmac liveried Sentinel DG8

The Double Locomotive

A special locomotive was produced at Sentinel, for Dorman Long and named “Princess”. It consisted of 2 x 0-6-0 chassis coupled together to articulate. One unit carried the cab, a 5 drum oil-fired Woolnough boiler and two 100 hp (75 kW) engines. The other unit housed the water and fuel tanks and also two more 100 hp (75 kW) engines providing a total of 400 hp (300 kW). It was considered a magnificent machine by the staff but unfortunately was the only one of its kind ever built.

1933 sEnV156-p487

1933 sEnV156-p487

The Gyro locomotive

Another special was the NCB Gyro or Electrogyro Locomotive. Based on a 200 hp (150 kW) 4-wheeled 0-4-0 frame fitted with two “gyro units” (see Flywheel energy storage) made by Maschinenfabrik Oerlikon of Switzerland. The gyros were principally a 3 ton 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. 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 3,000 rpm when fully ‘charged;’ and 1,800 rpm before recharging. Recharging took 212 minutes and the locomotive could work for around 30 minutes before recharging. It weighed 34 tons and had a maximum speed of 15 mph (24 km/h).

1934 Sentinel S8 steam wagon 'The Shewsbury Flier'

1934 Sentinel S8 steam wagon ‘The Shewsbury Flier’

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. It operated 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.

1934 Sentinel v157-p606

1934 Sentinel v157-p606

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.

Steam locomotives used by UK Main Line Companies


1939 Sentinel HSG-Cowieson

1939 Sentinel HSG-Cowieson

Road vehicles

A number of Sentinel steam waggons and tractors exist in preservation in the UK—about 117 as of 2008. For example, Preserved Sentinel Super steam wagon No. 5676. They are often shown at steam fairs in the UK. For more information see the Sentinel Drivers Club website. A number also exist in Australia and other countries.

1949 Sentinel rood

1949 Sentinel rood

Railway locomotives

United Kingdom

There are several surviving steam locomotives located at various heritage railways around the UK, including: the Elsecar Heritage Railway, the Middleton Railway, the Foxfield Light Railway and the Chasewater Railway.

Preserved Sentinel steam locomotives in the United Kingdom

Sentinel 040 No 6515 Isebrook

1926 Buckinghamshire Railway Centre Oparational

South America

Two Sentinel steam locos are still working and a third one is derelict at Amsted Maxion‘s railway equipment plant in Cruzeiro, SP (Brazil). All three were 0-4-0T locomotives built in 1931 to5 ft 3 in (1,600 mm) gauge:

  • 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 remains derelict at the plant’s facilities.

1949 sentinel trucks 03CV-Sent

1949 sentinel trucks 03CV-Sent

See also

1950 Sentinel STC4, GUJ608

1950 Sentinel STC4, GUJ608


  1. Jump up^ Kennedy, Rankin (1905). “Sentinel” Air Compressors. The Book of Modern Engines and Power Generators. Vol VI. London: Caxton. pp. 132–140.
  2. Jump up^ Hughes, William Jesse; Thomas, Joseph Llewelyn (1973). A History of Alley & MacLellan and the Sentinel Waggon Works: 1875–1930. Newton Abbot: David & Charles.
  3. Jump up^ “Railways of the Far South”.
  4. Jump up^ Thorpe, Don (1984). The railways of the Manchester Ship Canal. Poole, Dorset: Oxford Pub. Co. pp. 140–146, 185. ISBN 0860932885.
  5. Jump up^ “Restoration of Sentinel STC6-44 bus ODE182”. Retrieved 15 June 2012.
  6. Jump up^ Andy Chapman. “Sentinel Steam Loco 7109: A Warm Welcome!”. Retrieved 6 August 2012.
  7. Jump up^ Cotterell 1984, p. 49
  8. Jump up^ Cotterell 1984, p. 60
  9. Jump up^ Cotterell 1984, pp. 49–50
  10. Jump up^ Cotterell 1984, p. 50
  11. Jump up^ Casserley, H. C. (28 January 2007). “Sentinel railcar at The Dyke Station in 1933”. Subterranea Britannica (Disused Stations). Retrieved 14 August 2009.
  12. Jump up^ Bradley 1975, p. 72
  13. Jump up^ “Sentinel-Cammell Steam Railcar No. 5208”. Quainton Virtual Stock Book. Buckinghamshire Railway Centre. 11 April 2008. Retrieved 14 August 2009.
  14. ^ Jump up to:a b c d “N.C.B. Electrogyro Locomotive”. The Railway Magazine: 421. June 1958.
  15. Jump up^ True, John B. (2011). Johnson, Brian, ed. The Traction Engine Register (SCHVPT).
  16. Jump up^ “”. Retrieved 12 August 2012.
  17. Jump up^ “UK & Ireland Heritage Railways – Locomotives Database”. Retrieved 12 August 2012.

1950 Sentinel STC4

1950 Sentinel STC4


  • Ian Allan ABC of British Railways Locomotives, 1948 edition

1950 Sentinel STC4-40 with a Sentinel B40F body  zzhaw180

1950 Sentinel STC4-40 with a Sentinel B40F body zzhaw180


  • Bradley, D.L. (1975). Locomotives of the Southern Railway, part 1. London: Railway Correspondence and Travel Society. ISBN 0-901115-30-4.
  • Cotterell, Paul (1984). The Railways of Palestine and Israel. Abingdon: Tourret Publishing. p. 49. ISBN 0-905878-04-3.

1950 Sentinel STC4-40, GUJ457, with Sentinel B40F body operating for Morgan, Armthorpe (Blue Line)

1950 Sentinel STC4-40, GUJ457, with Sentinel B40F body operating for Morgan, Armthorpe (Blue Line)

External links

1950's Sentinel Coach Chassis

1950’s Sentinel Coach Chassis

1951 0420CM-Senit

1951 0420CM-Senit

1951 non-standard Sentinel Midland Red single-decker 4846, HAW578 mr4846

1951 non-standard Sentinel Midland Red single-decker 4846, HAW578 mr4846

1951 Sentinel Adv

1951 Sentinel Adv

1951 Sentinel Flat Trucks by colinfpickett

1951 Sentinel Flat Trucks by colinfpickett

1951 Sentinel rechthoekige ramen 1951 Sentinel SLC4 with Beadle body converted from a centre-entrance coach to a front-entrance bus by the operator 1951 Sentinel 1951 Sentinel-Cammell Steam Railcar No 5208 Egypt 1954 CMS-Sentinel 1954 Sentinel SLC6 30 with Whitson C40C body zz657cmt 1954 Sentinel 1955 Sentinel Duple PXE-761 1955 Sentinel DV 4-6T Tipper 1955 Sentinel SLC6 with Burlingham B44F body 1955 Sentinel SLC6-30 with a Burlingham Seagull C41C bodyzzowu772 1955 Sentinel STC6 1955 Sentinel STC6-44 Sentinel B44F seats 1955 Sentinel-Camplejohn 28-2b.HPTG 1955 Sentinel-SLC6-30-Camplejohn33-d.HPTG 1956 Sentinel S-6 steam truck 1959 4wDH (Sentinel 1959) Dunaskin Shed, BCOE 1976 1022 'Western Sentinel' at Fairwood Road Junction 2009 Camborne-Sentinel2 2010 Sentinel Shrewsbury0829-Sent2 6820663472_17cd149255 BRS Sentinel DV-1 Flavel's Sentinel DV44 by Mike Jeffries GreatCentralRailwayNeepsendNo.2 images Royal Navy Sentinel. Ruthemeyer De Puftukker Sentiel registration WV 4705 Sentinal Cammell Steam Rail Car Sentinel 4wVBTG at NRM York Sentinel 008SFEC VINTAGE-VEHICLES Sentinel 040 No 6515 Isebrook Sentinel 040 No 9537 Susan Sentinel 69 Sentinel A19 Sentinel A30 Sentinel B009 Sentinel Derwent at Lafarge Hope Cement Works Sentinel DG4 registration KF 6482 Sentinel DV 6-6 Flatbed lorry Sentinel HAW373 zz Sentinel i163925 Sentinel lorry Sentinel no 7966 Nippy reg UW 2522 at Bloxham 09 Sentinel no 9074 (Proctors Pride) reg BEV 466 Sentinel no. 8122 Tar wagon - OF 5783 at Onslow Park 09 Sentinel no. 8393 - waggon - HMS Sultan Sentinel no. 8448 - UX 8724 at Tinkers Park 2010 Sentinel no. 8945 - RG 4187 at Tinkers Park 2010 Sentinel oneofourdinosaursismissgf5.9652 Sentinel oneofourdinosaursismissqj0.7562 Sentinel queen of the road NHY637 Sentinel Restored Diesel Locomotive - - 1059726 Sentinel STC4-Beadle Sentinel STC6 model ytc130cbarnsleyexcamblejohnbros.J.Law_2 Sentinel Steam Bus atFairford Steam Rally  Nigel Butchers SENTINEL STEAM BUS Sentinel Steam Loco 7109 August 2013 Sentinel Steam powered coach Sentinel Steam Truck GF 8655 and Foden Steam Wagon Sentinel Steam truck picture Sentinel Steam Truck Tanker sentinel steam waggons vol2 ph13 Sentinel sword Sentinel The Elephant r Sentinel Trucks Sentinel works at Shrewsbury Sentinel Sentinel-Cammell Steam Railcar No 5208 g SentinelWeb-Large steam-tracks-14

 That’s it

Cars, Buses and Trucks ROCHET-SCHNEIDER Lyon France 1894 – 1932 (1950)

Rochet-Schneider ROCHET SCHNEIDER (1)

Founded 1894
Defunct 1932 (till 1950 Buses + Trucks)
Headquarters Lyon, France
Key people Edouard Rochet
Eugène Schneider
Products Automobiles
1900 Rochet-Schneider 4 places Avec Capote

 early Rochet-Schneider
1914 Rochet-Schneider

 1914 Rochet-Schneider

Rochet-Schneider was a French company, based in Lyons, that produced automobiles between 1894 and 1932. The Rochet-Schneider sales slogan was “strength, simplicity and silence”.

Like other motorcars of the so-called “brass era“, the cars made by Rochet-Schneider were largely intended for wealthy hobbyists and made use of brass fittings, pattern leather, hand-crafted wood and other expensive components.

Early period

Edouard Rochet and his father were bicycle manufacturers before entering motorcar production. In 1894 they were joined by Théophile Schneider, a relative of the eponymous armaments family.

Rue Feuillat - Catalogue photo of Rochet et Schneider factories

Rue Feuillat – Catalogue photo of Rochet et Schneider factories

Between 1895 and 1901, the company built approximately 240 single cylinder cars “Benz-type” cars. At the 1901 Paris Salon, the company introduced a range of two and four-cylinder cars. Around 1903, these were redesigned along similar lines to Mercedes.

Rochet-Schneider Ltd.

By this time, Rochet-Schneider had become one of the most respected car manufacturers in France. In 1904 the company was sold for 4.5 million francs and a London-based company called “Rochet-Schneider Ltd.” was formed. Production averaged less than 250 cars year and by late 1907 the company was in liquidation.

Carburateurs Zenith

Théophile Schneider bought the company bearing his name and a subsidiary called “Carburateurs Zenith” was formed. Schneider produced a range of high quality cars and commercial vehicles for several years.

Post war

Following World War I, the company offered 12, 18 and 30 hp cars. By 1923 the whole range was fitted with overhead valve engines of entirely new design and a variety of coachwork styles.

Rochet-Schneider took a stand at the 20th Paris Motor Show in October 1926, and exhibited their five model range. Prices quoted below are the manufacturers’ prices for cars in “bare chassis” form, leaving the customer to make his own arrangements in respect of a car body:

  • Rochet-Schneider 12CV 4-cylinder side-valve engine: wheelbase 3,030 mm (119 in) priced at 42,000 francs
  • Rochet-Schneider 14CV 4-cylinder side-valve engine: wheelbase 3,200 mm (130 in) priced at 55,000 francs
  • Rochet-Schneider 18CV 4-cylinder side-valve engine: wheelbase 3,400 mm (130 in) priced at 50,000 francs
  • Rochet-Schneider 20CV 6-cylinder side-valve engine: wheelbase 3,440 mm (135 in) priced at 79,000 francs
  • Rochet-Schneider 30CV 6-cylinder side-valve engine: wheelbase 3,570 mm (141 in) priced at 67,000 francs

From the mid-1920s onwards the company placed growing emphasis on commercial vehicles although passenger cars were still being sold and still being exhibited on the manufacturer’s stand at the 25th Paris Motor Show in October 1931, the manufacturer’s last new model being the formidable Rochet-Schneider 26CV with a large 6-cylinder engine of approximately 5-litres displacement along with dual ignition and servo brakes.

Rochet-Schneider was bought by Berliet, another Lyon based company, by that time known as a manufacturer of locomotives and commercial vehicles, following the World War II.


There is a 1900 Rochet-Schneider on display at Larz Anderson Auto Museum in Brookline, Massachusetts.



1895 Emblem Rochet-Schneider

1898 Rochet-Schneider 1899 Rochet-Schneider 1900 Rochet-Schneider 4 places Avec Capote 1903 Rochet-Schneider 1904 labourdette - rochet schneider double tonneau - 1904 1906 Rochet-Schneider a 1906 Rochet-Schneider b 1907 Rochet-Schneider France 1908 rochet-schneider-(france)-retromobile--paris-2010-11781 1908 rochet-schneider-bus-parisien-(france)-0445-2604 1909 Rochet-Schneider 1912 Rochet Schneider 12 HP 1912 ROCHET SCHNEIDER 11000 1913 Rochet Schneider 10000 1913 Rochet Schneider 10000a 1913 Rochet-Schneider 3Т 1914 Rochet Schneider Brandweer. 1914 Rochet Schneider Phaeton 1914 ROCHET SCHNEIDER Torpédo 7 passager Série 15000 1914 Rochet-Schneider 1915 ROCHET SCHNEIDER 1918 Rochet Schneider 14 18 1918 Rochet Schneider 41 1918 Rochet Schneider 1918 Rochet-Schneider 12-15.9 Saloon F 1918 Rochet-Schneider




1921 Rochet Schneider 15.000 1923 Uusi-Honkolan-Auton Rochet-Schneider 1924 Rochet-Schneider 16500 1924 Rochet-Schneider 20000 1925 ROCHER SCHNEIDER pinardier. 1925 Rochet & Sneider 1925 Rochet Schneider Fire Engine . 1925 Rochet Schneider pinardier 1925 ROCHET-SCHNEIDER à GAZO 1925 Rochet-Schneider Pori-Karvia linjalla vuonna 1925 1920c 1925 Rochet-Schneider-incendie-1 1930 Paris Retromobile Rochet-Schneider 26-six Limousine 1930 ROCHER SCHNEIDER modéle Ajax 1930 Rochet-Schneider Limousine 1930 1930 Rochet-Schneider-ad F1931 Rochet Schneider Autobus1931 Rochet-Schneider-32000B-de Cirque 1932 Rochet Schneider


No more Cars anymore from Rochet-Schneider, only Buses en Trucks

1933 Rochet-Schneider Francès 1934 Rochet Schneider 420 VLE 266250-BUS AB 1934 rochet15 1934-35 Rochet Schneider Autocars 410 VL 1935 camion-fourgon-Rochet-Schneider1 1935 Rochet & Sneider 1935 ROCHET SCHNEIDER AJAX 1935 Rochet Schneider Camions Utilitaires 1935 Rochet Schneider rs 1935 Rochet Schneider sapeur pompiers 1935 Rochet Schneider vintage-bus


1936 Rochet Schneider R 1936 rochet-schneider-25-05 1937 ROCHET SCHNEIDER en gazogène, sur Paris, Bourge 1937 Rochet-Schneider 420VLES 1937 Rochet-Schneider Charabanc 1937 Rochet-Schneider was bought by Berliet and in 1951 the name Rochet-Schneider disappeared. 1937 rochet-schneider 1938 Rochet Schneider Autobus Start Láutomobile Berliet (1938) 1938 Rochet Schneider 1938 Rochet-Schneider-vue-ext 1939 Rochet - Schneider 1T2 1939 Rochet Schneider 1T2 1939 ROCHET SCHNEIDER, tous les six roues (6x2)se nommaient CENTAURE 1947 berliet t.6.jpg1. 1947 Rochet Schneider CENTAURE RS 465 acheté par un Transporteur de L' Herault 1947 rochet-berliet-camion-T61 1948 ROCHET-SCHNEIDER 455 N 1948 ROCHET-SCHNEIDER et RENAULT 215D 1949 Berliet 12-autocar-sur-chÉssis-cabine-avancÇe-1940 1949 ROCHET SCHNEIDER BUS 1949 ROCHET-SCHNEIDER Centaure carrosserie Frappa 1950 ROCHET SCHNEIDER RS 485 Ajax tracteur des Trps JURA TRANSPORTS 1951 ROCHER SCHNEIDER RS 485 des Tps Baillon un des derniers produits image

In 1950 Berliet took over Rochet-Schneider.

That’s it

Buses bodybuilder ALLAN Rotterdam The Netherlands

Carrosserie rollend materieel ALLAN Rotterdam The Netherlands


Allan & Co´s Koninklijke(Royal) Nederlandsche Fabrieken van Meubelen en Spoorwegmaterieel N.V. was een Nederlandse fabriek van rollend materieel(roling material), gevestigd in Rotterdam. They started in 1839 and had to close in 1959. The Rotterdam Electric Tram took over their building.
Allan-tramstel van de Rotterdamse tram. RET.107.Kruispl.1965
Blauwe Engel 41 Allan
Delmez-motorwagen 210 van de Rotterdamse tram RET M210 Kootsekade. carr. Allan
Diesel Locomotief NS 2225 Allan
Kameel 20 Allan
Motorwagen 119 van de Rotterdamse Tram RET M119 Kootsekade Allan
Voorts werden tussen 1925 en 1950 ook autobussen geproduceerd, waaronder 66 Crossley-bussen voor de dochterondernemingen van de NS (1947-48)
 ALLAN & 07
Crossley + DAF
1952 Bussen Crossley carr. Allan [1952] NB-99-55
09LOGO ALLAN Rotterdam
Allan 1938. De Allan fabrieken gezien vanaf de Gordelweg
Allan Crossley bus
Bedford OWLD – Allan  BBA 176 1945 Station NS Den Bosch NL
Bedford OWLD-Allan BBA 176 Coll.SVA voor opknappen
Bedford OWLD-Allan BBA 176 Coll.SVA
 De Dion Bouton KM, idem, Allan carr. GTM nr 57 1926
De Dion Bouton KM, idem, Allen carr. M-24382 GTM 1926
De Dion Bouton, idem, Allan carr. GSTM nr 55 1925
 De Dion Bouton, idem, Allan carr. GSTM nr 56 1925
Crossley Allan
Magirus M1007 –carr.Allan – GTA 35
Magirus M1007 carr. Allan Rotterdam GTA 35 Stadsbus 1925 gebruikt van 1926-1936
NB-29-68 Bedford carr. Allan
That was what I could find, till sofar.