ÿþ<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> <html xmlns="http://www.w3.org/1999/xhtml" xml:lang="en"> <head> <meta http-equiv="content-type" content="text/html; charset=iso-8859-1" /> <!-- 1. page title --> <title>72010 Hengist | Welcome</title> </style> <script type="text/javascript" src="scripts/swapPic.js"></script> <link rel="stylesheet" type="text/css" href="styles/default.css" /> </head> <body><div id="wrap"> <div id="sidebar"> <ul id="nav"> <!-- Main Nav items --> <li><a href="index.html">Home</a></li> <li><a class="active" href="news.html">News</a></li> <li><a href="help_donate_sponsor_join.html">Help Donate Sponsor Join</a></li> <li><a href="history.html">History</a></li> <li><a href="hengist.html">Who was Hengist?</a></li> <li><a href="cylinders.html">Cylinders and Valve Gear</a></li> <li><a href="boiler_firebox.html">Boiler &amp; Firebox</a></li> <li><a href="grate_ashpan.html">Grate &amp; Ashpan</a></li> <li><a href="smokebox.html">Smokebox</a></li> <li><a href="main_frames.html">Main Frames</a></li> <li><a href="axleboxes.html">Axleboxes</a></li> <li><a href="springs.html">Springs &amp; Suspension</a></li> <li><a href="tender.html">Tender</a></li> <li><a href="bogey.html">Bogie &amp; Trailing Truck</a></li> <li><a href="cab.html">Cab &amp; Fittings</a></li> <li><a href="braking.html">Braking</a></li> <li><a href="classic Runs.html">Flying Cinders</a></li> <li><a href="gallery.html">Gallery One</a></li> <li><a href="gallery02.html">Gallery Two</a></li> <li><a href="gallery03.html">Gallery Three</a></li> <li><a href="familyalbum.html">Family Album 'Sisters'</a></li> <li><a href="shop.html">Shop</a></li> <li><a href="recollections.html">Recollections</a></li> <li><a href="contacts.html">Contacts</a></li> <li><a href="links.html">Links</a></li> <!-- Hengist Logo --> <li id="hengist"><span>Hengist</span></li> </ul> </div><!-- End Sidebar --> <div id="content"> <!-- 2. Page Title --> <h1>News</h1> <!-- 3. Main Picture --> <p><img id="mainPic" class="bigPic" src="images/News/stretcher-1-rgb-web.jpg" height="400" alt="" /></p> <!-- 4. Caption --> <p id="caption">The picture shows the front and the back of the new pattern, collected from expert pattern maker Brian Oldford by our engineer Geoff Turner. This is one of the three major cast frame stretchers incorporating the main spring hangers. The red areas are as they will appear in the finished casting. The areas painted yellow indicate the parts of the pattern that will be machined to the exact dimensions on drawing SL/DE/22042 ensuring everything lines up with the frames during the ensuing erection process. The black areas are where the core boxes are installed in the mould to form the internal profile. There are 16 pieces which make up the pattern and 3 core boxes. The pattern has two split lines in the mould which means 3 boxes, a drag box (on the bottom), a cheek box (in the middle) and cope (on the top). This is by no means a simple casting. The pattern has been safely placed in store while we await quotes from the several foundries contacted with a view to pouring the casting shortly. </p> <!-- 5. Thumbnail pics --> <p><font color="#999999">Click on a thumbnail to change image above.</font></p> <ul id="thumbnails"> <li><a href="images/News/stretcher-1-rgb-web.jpg" title="The picture shows the front and the back of the new pattern, collected from expert pattern maker Brian Oldford by our engineer Geoff Turner. This is one of the three major cast frame stretchers incorporating the main spring hangers. The red areas are as they will appear in the finished casting. The areas painted yellow indicate the parts of the pattern that will be machined to the exact dimensions on drawing SL/DE/22042 ensuring everything lines up with the frames during the ensuing erection process. The black areas are where the core boxes are installed in the mould to form the internal profile. There are 16 pieces which make up the pattern and 3 core boxes. The pattern has two split lines in the mould which means 3 boxes, a drag box (on the bottom), a cheek box (in the middle) and cope (on the top). This is by no means a simple casting. The pattern has been safely placed in store while we await quotes from the several foundries contacted with a view to pouring the casting shortly."><img src="images/News/nov-15.jpg" width="90" height="90" alt="The picture shows the front and the back of the new pattern, collected from expert pattern maker Brian Oldford by our engineer Geoff Turner. This is one of the three major cast frame stretchers incorporating the main spring hangers. The red areas are as they will appear in the finished casting. The areas painted yellow indicate the parts of the pattern that will be machined to the exact dimensions on drawing SL/DE/22042 ensuring everything lines up with the frames during the ensuing erection process. The black areas are where the core boxes are installed in the mould to form the internal profile. There are 16 pieces which make up the pattern and 3 core boxes. The pattern has two split lines in the mould which means 3 boxes, a drag box (on the bottom), a cheek box (in the middle) and cope (on the top). This is by no means a simple casting. The pattern has been safely placed in store while we await quotes from the several foundries contacted with a view to pouring the casting shortly." /></a></li> <li><a href="images/News/reversercutout.jpg" title="Reverser body casting, supplied by Keith Bottomley, only one major item now required to complete the reverser. Further to the order for the cast steel stretcher patterns, we have now learned that the first one will be ready for collection from the pattern maker on November 12th, several weeks earlier than first anticipated. More news below . . ."><img src="images/News/25oct11.png" width="90" height="90" alt="Reverser body casting, supplied by Keith Bottomley, only one major item now required to complete the reverser. Further to the order for the cast steel stretcher patterns, we have now learned that the first one will be ready for collection from the pattern maker on November 12th, several weeks earlier than first anticipated. More news below . . ." /></a></li> <li><a href="images/News/Frame-Stretcher-Double-400.jpg" title="The order has been placed for the large cast steel stretcher patterns incorporating the spring hangers. The pattern maker has already commenced work on the first pattern. This should be delivered ready for the foundry in about ten or twelve weeks time. The foundry that will pour the casting has yet to be decided. More news below . . ."><img src="images/News/20-10-11.jpg" width="90" height="90" alt="The order has been placed for the large cast steel stretcher patterns incorporating the spring hangers. The pattern maker has already commenced work on the first pattern. This should be delivered ready for the foundry in about ten or twelve weeks time. The foundry that will pour the casting has yet to be decided. More news below . . ." /></a></li> <li><a href="images/News/Frame-Stretcher-Double-400.jpg" title="Sorry for the delay in up dating the website. It was due to problems outside our control, however, we are again up and running with full steam ahead after the Annual General Meeting which was held at the Great Central Railway Loughborough, on the 17th September 2011.Read all about it below 'The AGM'."><img src="images/News/2oct2011.gif" width="90" height="90" alt="Sorry for the delay in up dating the website. It was due to problems outside our control, however, we are again up and running with full steam ahead after the Annual Generall Meeting which was held at the Great Central Railway Loufgborough, on the 17th September 2011.Read all about it below 'The AGM'." /></a></li> <li><a href="images/News/BreathSteamHeadboard.jpg" title="Members of the SSLC were shocked to learn of the sudden resignation of their Chairman, and founder, Mr Paul Burns on 24 February 2011. This created a management vacuum at the head of the Company which aims to Build a BR Standard Class 6 'Clan' Pacific locomotive. Paul Burns was also the Chief Engineer and Treasurer of the project with his wife, Elaine, acting as Membership Secretary. It must be recorded that without Paul's vision and determination, the Project would not exist. The EGM minuted its gratitude to Paul and Elaine for all their effort and good work over the last 15 years, and wish them well in their future projects. With no handover plan or transitional arrangements in place, a small group of active, working members contacted all 112 contributing members of the Company and called an Extraordinary General Meeting (EGM) with the single motion to elect an Interim Council of Management (C of M). This motion was duly carried and agreed by those members present and by 48 proxy votes at the EGM, which was held at Barrow Hill Roundhouse on Saturday 7th May 2011. With a pledge to embrace open governance and greater accountability, the seven man C of M was duly elected from members of the project. Under the new Chairmanship of John Drew, the C of M now comprises an Engineering Officer, Finance Officer, Membership Secretary, and a General Secretary, the meeting elected 2 additional officers to assist as required. Each officer is accountable for their actions to the Membership via the new C of M board structure. There were no nominations for the post of Commercial Officer, so any interested parties should contact the Chairman. Said the new Chairman, 'The first priority for us all is to stabalise the Project and take it forward to new levels. With a robust and accountable management structure now in place, there is an urgent need to identify again, and this time take up, one of the options for a 'home base' for Hengist. Since vacating Swanage Works in 2006, the Project has been seeking a suitable construction base. Several sites have recently been offered and all will be considered carefully. The many and various parts and patterns acquired for the Project are stored at different locations around the country, the intention is now to consolidate all these parts at the 'home' location and then develop a structured build plan within a Project Management and Fiscal document that will be agreed and sanctioned by the members and strictly adhered to. That being said, we are in the process of building a locomotive and that must be continued as we are able at the present time.' On a positive note, the Project has no debts, outstanding loans or the like to service and is financially solvent. The developments of the last two months now draw a line under the achievements of the previous management of the Project, as the wave of new build momentum continues to flow through the steam preservation movement. John summed up by stating, 'This is where the 'New Build' gets a 'Rebuild'. It is the opportunity to take the project on to completion with fresh enthusiasm. I ask all members to join together to move this challenging and exciting project on, your C of M are going to be very busy over the 4 months before the next AGM reviewing all aspects of management and engineering to obtain a sound foundation for the future'. Photo by Ken Horan: Taken at Barrow Hill of Headboard made by Ivan Rumbelow"><img src="images/News/dec-28-2010.jpg" width="90" height="90" alt="Members of the SSLC were shocked to learn of the sudden resignation of their Chairman, and founder, Mr Paul Burns on 24 February 2011. This created a management vacuum at the head of the Company which aims to Build a BR Standard Class 6 'Clan' Pacific locomotive. Paul Burns was also the Chief Engineer and Treasurer of the project with his wife, Elaine, acting as Membership Secretary. It must be recorded that without Paul's vision and determination, the Project would not exist. The EGM minuted its gratitude to Paul and Elaine for all their effort and good work over the last 15 years, and wish them well in their future projects. With no handover plan or transitional arrangements in place, a small group of active, working members contacted all 112 contributing members of the Company and called an Extraordinary General Meeting (EGM) with the single motion to elect an Interim Council of Management (C of M). This motion was duly carried and agreed by those members present and by 48 proxy votes at the EGM, which was held at Barrow Hill Roundhouse on Saturday 7th May 2011. With a pledge to embrace open governance and greater accountability, the seven man C of M was duly elected from members of the project. Under the new Chairmanship of John Drew, the C of M now comprises an Engineering Officer, Finance Officer, Membership Secretary, and a General Secretary, the meeting elected 2 additional officers to assist as required. Each officer is accountable for their actions to the Membership via the new C of M board structure. There were no nominations for the post of Commercial Officer, so any interested parties should contact the Chairman. Said the new Chairman, The first priority for us all is to stabalise the Project and take it forward to new levels. With a robust and accountable management structure now in place, there is an urgent need to identify again, and this time take up, one of the options for a 'home base' for Hengist. Since vacating Swanage Works in 2006, the Project has been seeking a suitable construction base. Several sites have recently been offered and all will be considered carefully. The many and various parts and patterns acquired for the Project are stored at different locations around the country, the intention is now to consolidate all these parts at the 'home' location and then develop a structured build plan within a Project Management and Fiscal document that will be agreed and sanctioned by the members and strictly adhered to. That being said, we are in the process of building a locomotive and that must be continued as we are able at the present time. On a positive note, the Project has no debts, outstanding loans or the like to service and is financially solvent. The developments of the last two months now draw a line under the achievements of the previous management of the Project, as the wave of new build momentum continues to flow through the steam preservation movement. John summed up by stating, This is where the 'New Build' gets a 'Rebuild'. It is the opportunity to take the project on to completion with fresh enthusiasm. I ask all members to join together to move this challenging and exciting project on, your C of M are going to be very busy over the 4 months before the next AGM reviewing all aspects of management and engineering to obtain a sound foundation for the future. Photo by Ken Horan: Taken at Barrow Hill of Headboard made by Ivan Rumbelow."/></a></li> <li><a href="images/News/Standard-Cylinders-400.jpg" title="The 'Breath of Steam' appeal. The Standard Steam Locomotive Company Limited has commissioned pattern maker Tony Dance to make the patterns and the core boxes for the cylinders of 72010 'Hengist'. We are very fortunate and grateful to Tony who is donating his time and skill, worth £20,000, to the appeal. Tony will be starting a series of articles on how the patterns are constructed. Additionally, we will have an insight into the moulding and casting process from the foundry floor at Ballantines of Bo'ness and the final process of machining at Forrest Precision Engineering of Springburn in Glasgow. This run of articles will feature on our website and also on the Hengist Group's page on Steam Tube (link in Feb 8th text, below thumbnails). We are looking to raise the £35,000 to pay for the cylinder castings, and machining. The title of our appeal is the phrase engine drivers use to describe the technique of 'cracking open' the regulator, to give the locomotive just a 'breath of steam' when coasting. The pattern for 72010's cylinders, like the recently completed exhaust 'spider' (see Dec 24th), is identical to a 'Britannia', should either 70000 or 70013 require replacing. We are very grateful to Mary and Ivan Rumbelow, of Newton Abbot, who have sponsored the 'Breath of Steam' appeal headboard."><img src="images/News/FEB-8-2011.jpg" width="90" height="90" alt="The 'Breath of Steam' appeal. The Standard Steam Locomotive Company Limited has commissioned pattern maker Tony Dance to make the patterns and the core boxes for the cylinders of 72010 'Hengist'. We are very fortunate and grateful to Tony who is donating his time and skill, worth £20,000, to the appeal. Tony will be starting a series of articles on how the patterns are constructed. Additionally, we will have an insight into the moulding and casting process from the foundry floor at Ballantines of Bo'ness and the final process of machining at Forrest Precision Engineering of Springburn in Glasgow. This run of articles will feature on our website and also on the Hengist Group's page on Steam Tube (link in Feb 8th text, below thumbnails). We are looking to raise the £35,000 to pay for the cylinder castings, and machining. The title of our appeal is the phrase engine drivers use to describe the technique of 'cracking open' the regulator, to give the locomotive just a 'breath of steam' when coasting. The pattern for 72010's cylinders, like the recently completed exhaust 'spider' (see Dec 24th), is identical to a 'Britannia', should either 70000 or 70013 require replacing. We are very grateful to Mary and Ivan Rumbelow, of Newton Abbot, who have sponsored the 'Breath of Steam' appeal headboard." /></a></li> <li><a href="images/News/best-of-british-400.jpg" title="The December edition of the excellent 'Best of British' magazine has a two page article on 'Clans', 72003 in particular, by member Colin Allen. Colin recalls a train spotting triumph with a much delayed twist, and it is illustrated with two photographs. Colin has naturally also drawn attention to 72010 'Hengist', so well done Colin! The magazine has other interesting steam orientated features, but there is hardly anything between the covers which will not delight any child of the 40's or 50's, it's simply stuffed to the gunwales with nostalgia."><img src="images/News/dec-28-2010.jpg" width="90" height="90" alt="The December edition of the excellent 'Best of British' magazine has a two page article on 'Clans', 72003 in particular, by member Colin Allen. Colin recalls a train spotting triumph with a much delayed twist, and it is illustrated with two photographs. Colin has naturally also drawn attention to 72010 'Hengist', so well done Colin! The magazine has other interesting steam orientated features, but there is hardly anything between the covers which will not delight any child of the 40's or 50's, it's simply stuffed to the gunwales with nostalgia." /></a></li> <li><a href="images/News/exhaustspiderpattern.jpg" title="This is a picture of 'work in progress' on the exhaust steam 'spider' which is the big, complex, steel casting held captive within the fabricated smoke-box saddle. When we have the finished machined casting we will be able to order the components and build the smoke-box saddle. The picture shows the bottom half of the pattern which is upside down. You can just see the flange of the steam take off for the exhaust injector peeping above the main steam passageway on the right. Only the parts of the pattern that are painted red will become steel once the casting is poured into the sand mould created by using this pattern. The black wedge shapes are in effect are equivalent to the machined slots in the main-frames. The 'spider' casting lines up to these slots on the inside of the frames and the piston valve exhaust steam passageways in the cylinder casting line up to on the outside of the frames. A core has to be set into the pattern to create the void through the passageways. These are also cast in sand from another set of patterns."><img src="images/News/dec24th-2010.jpg" width="90" height="90" alt="This is a picture of 'work in progress' on the exhaust steam 'spider' which is the big, complex, steel casting held captive within the fabricated smoke-box saddle. When we have the finished machined casting we will be able to order the components and build the smoke-box saddle. The picture shows the bottom half of the pattern which is upside down. You can just see the flange of the steam take off for the exhaust injector peeping above the main steam passageway on the right. Only the parts of the pattern that are painted red will become steel once the casting is poured into the sand mould created by using this pattern. The black wedge shapes are in effect are equivalent to the machined slots in the main-frames. The 'spider' casting lines up to these slots on the inside of the frames and the piston valve exhaust steam passageways in the cylinder casting line up to on the outside of the frames. A core has to be set into the pattern to create the void through the passageways. These are also cast in sand from another set of patterns." /></a></li> <li><a href="images/News/brakecylinderstretcherPattern.jpg" title="Here we have the two parts of the cast steel frame stretcher pattern. This stretcher also supports the steam brake cylinder. This component is one of the design modifications introduced on the Lot 242 'Clans, replacing two fabricated stretchers with one stronger simpler casting. "><img src="images/News/dec23rd2010.jpg" width="90" height="90" alt="Here we have the two parts of the cast steel frame stretcher pattern. This stretcher also supports the steam brake cylinder. This component is one of the design modifications introduced on the Lot 242 'Clans, replacing two fabricated stretchers with one stronger simpler casting. " /></a></li> <li><a href="images/News/machinedbolts400.jpg" title="There are hundreds, and hundreds of fastenings on a locomotive, rivets, bolts, studs, and screws. Even a B.R. Standard which has a fair amount of welded fabrication in place of rivets, and bolts. Although there are a majority of standard stock Whitworth bolts there are also plenty of big bolts unique to their specific task, such as the many fitted bolts. These must be machined to an exact interference fit, a tolerance of 3 or 4 thousands of an inch oversize. Fitted bolts have to be hard driven, that's hit home with a heavy sledge hammer. If the machining is not completed correctly the bolt will either go in too easily or not go in at all. Once in the bolts are in pretty well, 'in for good'. The smaller items in the picture, bottom right, are the grease nipples for the horn guides. All these components were expertly made for us by Forrest Precision Engineering."><img src="images/News/november14th2010.jpg" width="90" height="90" alt="There are hundreds, and hundreds of fastenings on a locomotive, rivets, bolts, studs, and screws. Even a B.R. Standard which has a fair amount of welded fabrication in place of rivets, and bolts. Although there are a majority of standard stock Whitworth bolts there are also plenty of big bolts unique to their specific task, such as the many fitted bolts. These must be machined to an exact interference fit, a tolerance of 3 or 4 thousands of an inch oversize. Fitted bolts have to be hard driven, that's hit home with a heavy sledge hammer. If the machining is not completed correctly the bolt will either go in too easily or not go in at all. Once in the bolts are in pretty well, 'in for good'. The smaller items in the picture, bottom right, are the grease nipples for the horn guides. All these components were expertly made for us by Forrest Precision Engineering." /></a></li> <li><a href="images/News/Motioncombolink.jpg" title="The picture above is of an original un-machined B.R. forging for a combination lever. This we are reliably informed was found on the last day before closure in Eastleigh Works! It was rescued as a spare for a rebuilt Bullied which are fitted with B.R. Standard motion (Class 4). However it was too big. On closer examination alongside the drawings, it turns out to be for a Class 6 or 7, which is great, so it now belongs to 72010. We are investigating the cost of manufacturing its opposite number and the machining of the pair, we will be offering these components up for sponsorship. The combination lever is the vertical link that unites the valve cross head with the piston cross head so that their relative movements and that of the expansion link are all integrated or combined. This provides the correct 'lead', irrespective of the position of cut off, in both forward and reverse gear. The 'lead' is the small amount by which a valve opens to admit steam prior to front or back dead centres to help 'smooth' the piston cycle and improve efficiency at speed. This small amount of steam enters as the piston has reached its full travel, filling the void between the piston and the cylinder cover just before the piston changes direction which has a 'cushioning' effect that reduces wear on the cross head bearings, it also ensures maximum steam pressure at the start of the next working stroke."><img src="images/News/0CT-26-2010.jpg" width="90" height="90" alt="The picture above is of an original un-machined B.R. forging for a combination lever. This we are reliably informed was found on the last day before closure in Eastleigh Works! It was rescued as a spare for a rebuilt Bullied which are fitted with B.R. Standard motion (Class 4). However it was too big. On closer examination alongside the drawings, it turns out to be for a Class 6 or 7, which is great, so it now belongs to 72010. We are investigating the cost of manufacturing its opposite number and the machining of the pair, we will be offering these components up for sponsorship. The combination lever is the vertical link that unites the valve cross head with the piston cross head so that their relative movements and that of the expansion link are all integrated or combined. This provides the correct 'lead', irrespective of the position of the cut off, in both forward and reverse gear. The 'lead' is the small amount by which a valve opens to admit steam prior to front or back dead centre to help 'smooth' the piston cycle and improve efficiency at speed. This small amount of steam enters just before the piston has reached its full travel, filling the void between the piston and the cylinder cover just before the piston changes direction which has a 'cushioning' effect that reduces wear on the cross head bearings, it also ensures maximum steam pressure at the start of the next working stroke."/></a></li> <li><a href="images/News/Springforreverser.jpg" title="We now have the reverser or weighshaft spring. Paul Burns took delivery of this item today October 11th 2010. It is a huge spring and is shown fully relaxed at its maximum length. It is housed inside a tube on the fireman's side just below the running plate behind the weigh bar. If you look through your books you will see that on some B.R. Standards this spring is fully exposed and not stored inside a tube. It counters the force of gravity acting upon the expansion block and expansion links so that the action of adjusting the cut off is as easy for the driver to set in reverse gear as it is to set in forward gear. This spring was made for us by Ashfield Springs Nottinghamshire. "><img src="images/News/OCT-11-2010.jpg" width="90" height="90" alt="We now have the reverser or weighshaft spring. Paul Burns took delivery of this item today October 11th 2010. It is a huge spring and is shown fully relaxed at its maximum length. It is housed inside a tube on the fireman's side just below the running plate behind the weigh bar. If you look through your books you will see that on some B.R. Standards this spring is fully exposed and not stored inside a tube. It counters the force of gravity acting upon the expansion block and expansion links so that the action of adjusting the cut off is as easy for the driver to set in reverse gear as it is to set in forward gear. This spring was made for us by Ashfield Springs Nottinghamshire."/></a></li> <li><a href="images/News/Patternfortrailingfoot.jpg" title="Due to a very generous benefactor we can now place the order with Brian Oldford to make the pattern for the cast steel frame stretcher and steam brake support. This is the last vertical frame stretcher and is one of the re-designs that was to have been carried out on the lot 242 'Clans'. The patterns for the trailing frame keeps foot (pictured above) are now at the foundry and the castings should be ready in 6-7 weeks time. These are steel castings and are also a modification for the lot 242 'Clans'. The project is also supplying the cast iron smoke box door number plate and the reverser indicator drum casting for 76084."><img src="images/News/OCT-3-2010.jpg" width="90" height="90" alt= "Due to a very generous benefactor we can now place the order with Brian Oldford to make the pattern for the cast steel frame stretcher and steam brake support. This is the last vertical frame stretcher and is one of the re-designs that was to have been carried out on the lot 242 'Clans'. The patterns for the trailing frame keeps foot (pictured above) are now at the foundry and the castings should be ready in 6-7 weeks time. These are steel castings and are also a modification for the lot 242 'Clans'. The project is also supplying the cast iron smoke box door number plate and the reverser indicator drum casting for 76084."/></a></li> </ul> <!-- 6. Main text --> <div id="history"> <p></p> <h3>November 15th 2011</h3> <p>The picture shows the front and the back of the new pattern, collected from expert pattern maker Brian Oldford by our engineer Geoff Turner. This is one of the three major cast frame stretchers incorporating the main spring hangers. The red areas are as they will appear in the finished casting. The areas painted yellow indicate the parts of the pattern that will be machined to the exact dimensions on drawing SL/DE/22042 ensuring everything lines up with the frames during the ensuing erection process. The black areas are where the core boxes are installed in the mould to form the internal profile. There are 16 pieces which make up the pattern and 3 core boxes. The pattern has two split lines in the mould which means 3 boxes, a drag box (on the bottom), a cheek box (in the middle) and cope (on the top). This is by no means a simple casting. The pattern has been safely placed in store while we await quotes from the several foundries contacted with a view to pouring the casting shortly.</p> <h3>October 25th 2011</h3> <p>First Stretcher Pattern Almost Ready, and Reverser Body Casting</p> <p></p> <p>Reverser body casting, supplied by Keith Bottomley, only one major item now required to complete the reverser.</p> <p>Further to the order for the cast steel stretcher patterns, we have now learned that the first one will be ready for collection from the pattern maker on November 12th, several weeks earlier than first anticipated.</p> <p>We are introducing an Annual Membership Subscription from January. Membership from January 2012 requires either an annual fee of £15 or a monthly standing order for a minimum of £5. £15 covers the administration of the membership, 2 newsletters a year and a vote at meetings held during the year. Monthly payments also contribute to the building costs of the project and are therefore vital to the continuance of the project. They will therefore also attract other benefits to be announced shortly. For existing members there will not be any change if they already make a monthly payment or have made a donation in excess of £15 since August. Acknowledgement of previous financial input to the project is being looked into, with a suitable benefit reward package a priority.</p> <p></p> <h3>October 20th 2011</h3> <p>Stretchers Ordered</p> <p>The order has been placed for the large cast steel stretcher patterns incorporating the spring hangers. The pattern maker has already commenced work on the first pattern. This should be delivered ready for the foundry in about ten or twelve weeks time. The foundry that will pour the casting has yet to be decided.</p> <p>On the 15th of October member Chris Jones attended the BRSLOG meeting held at the Nene Valley Railway on behalf of the committee of Management. He was well received by the representatives of the other twelve groups present and positive comments made about our attendance after an extended period of absence, All present wished us well as we prepare to start construction.</p> <p></p> <h3>October 2nd 2011</h3> <p>The AGM</p> <p>Sorry for the delay in up dating the website. It was due to problems outside our control, however, we are again up and running with full steam ahead after the Annual General Meeting which was held at the Great Central Railway Loughborough, on the 17th September 2011.</p> <p>The Interim Council of Management which had been elected at the EGM in May was re-elected with two minor changes. We now have our Commercial Manager, Mr Robert Ife, previously a member without portfolio, and Mr. Mike Sedgley was elected to be Company Secretary. All other Members of the Council retain their previous positions.</p> <p>Reports had previously been submitted to the members by the Officers and discussion was invited on each of these in turn. All the reports were accepted by the members present at the meeting.</p> <p>Of the several resolutions put to the meeting, extensive discussion was held on the Build Plan submitted by our Engineering Officer.</p> <p>Phase 1 of this plan is to complete the assembly of the frames. In order to do this it will be essential to acquire the missing main frame stretcher/spring hanger castings. All fund raising activity will be concentrated towards purchasing, casting and machining these major components as quickly as possible. Once all three are ready, assembly can commence.</p> <p>Geoff explained in great detail his discussions with pattern maker Brian Oldford, which have achieved significant reduction in the cost of the patterns for these parts.</p> <p>A letter of intent for the purchase Order for the pattern of the front stretcher/spring hanger (drawing No. SL-DE-22042), has been placed, so the pattern could be ready in about ten to twelve weeks from the order being placed. Casting of this large component would take place as soon as possible after the pattern is ready to check the pattern making and casting techniques. The other two patterns and castings could be completed within a twelve month time frame or sooner. All three would then need to be machined, ready to start frame assembly.</p> <p>Phase 2 of the structured build will be to acquire the axles, axle cannon boxes, wheels and all the other associated components to produce a rolling chassis. Geoff has told the meeting that there are 77 items to the frame structure, not including the fastenings, nuts, bolts and rivets. Thankfully we already hold many of the items in store ready for fitting, we just need to collect them together!</p> <p>After much consideration, it was agreed to progresss the construction of 72010 'Hengist' by adopting the build plan as proposed.</p> <p>The Chairman presented his report on 'Home for Hengist' to the meeting. This created a long debate at the meeting about where assembly should take place, with numerous options being discussed. Several options were discounted with more information being required about the remaining options to enable a decision to be reached.</p> <p>The meeting agreed that the Council of Management can make this final decision. As soon as a 'Home for Hengist' is selected, the website will be updated accordingly. Watch this space in the coming months . . . .</p> <p>Also discussed was a change of emphasis on the way the project is projected. It was, therefore, proposed and adopted that in future the project would be known as 'The Clan Project, building 72010 Hengist'. The project will be taken forward with this idea in mind.</p> <p>Now that the period of consolidation is complete, it is hoped that rapid progress will be possible. So watch out folks, an appeal will be launched soon to help finance the cast frame stretchers to complete Phase 1.</p> <p></p> <h3>February 8th 2011</h3> <p>The 'Breath of Steam' appeal.</p> <p>The Standard Steam Locomotive Company Limited has commissioned pattern maker Tony Dance to make the patterns and the core boxes for the cylinders of 72010 'Hengist'. We are very fortunate and grateful to Tony who is donating his time and skill, worth £20,000, to the appeal.</p> <p>Tony will be starting a series of articles on how the patterns are constructed. Additionally, we will have an insight into the moulding and casting process from the foundry floor at Ballantines of Bo'ness and the final process of machining at Forrest Precision Engineering of Springburn in Glasgow. This run of articles will feature on our website and also on the Hengist Group's page on Steam Tube at,</p> <p><a href="http://steamtube.ning.com/group/72010hengist">http://steamtube.ning.com/group/72010hengist</a></p> <p>We are looking to raise the 35,000 pounds to pay for the cylinder castings, and machining. The title of our appeal is the phrase engine drivers use to describe the technique of 'cracking open' the regulator, to give the locomotive just a 'breath of steam' when coasting.</p> <p>The pattern for 72010's cylinders, like the recently completed exhaust 'spider' (see Dec 24th), is identical to a 'Britannia', should either 70000 or 70013 require replacing.</p> <p>We are very grateful to Mary and Ivan Rumbelow, of Newton Abbot, who have sponsored the 'Breath of Steam' appeal headboard.</p> <p></p> <h3>December 28th 2010</h3> <p>Work is progressing on the exhaust steam 'spider' which is the big, complex, steel casting held captive within the fabricated smoke-box saddle. When we have the finished, machined, casting we will be able to order the steel plate components, and build the smoke-box saddle. The picture shows the bottom half of the pattern which is upside down. You can just see the flange of the steam take off for the exhaust injector peeping above the main steam passageway on the right. Only the parts of the pattern that are painted red will become steel once the casting is poured into the sand mould created by using this pattern. The black wedge shapes are in effect are equivalent to the machined slots in the main-frames. The 'spider' casting lines up to these slots on the inside of the frames and the piston valve exhaust steam passageways in the cylinder casting line up to the same slots on the outside of the frames. A core has to be set into the pattern to create the void through the passageways. These are also cast in sand from another set of patterns and combined to build the complete mould.</p> <p>The two part pattern for the cast steel frame stretcher which also supports the locomotive's steam brake cylinder has been completed. This component is one of the design modifications introduced on the Lot 242 'Clans, replacing two fabricated stretchers with one simple, stronger, casting.</p> <p>There are hundreds, and hundreds of fastenings on a locomotive, rivets, bolts, studs, and screws. Even a B.R. Standard which has a fair amount of welded fabrication in place of rivets, and bolts. Although the majority are standard stock Whitworth, there are also plenty of large specialist fastenings unique to their specific task, such as the many 'fitted bolts'. These are machined to an exact interference fit, a tolerance of 3 or 4 thousandths of an inch oversize. Fitted bolts have to be hard driven, that's 'flogged' home with a heavy sledge hammer. If the machining is not completed correctly the bolt will either go in too easily, or not go in at all. Once in the bolts are, 'in for good', you cannot re-use a fitted bolt. We have taken delivery of a set of such bolts from Forrest Precision Engineering along with all the grease nipples for the horn guides.</p> <p>The December edition of the excellent 'Best of British' magazine has a two page article on 'Clans', 72003 in particular, by member Colin Allen. Colin recalls a train spotting triumph with a much delayed twist, and it is illustrated with two photographs. Colin has naturally also drawn attention to 72010 'Hengist', so well done Colin! The magazine has other interesting steam orientated features, but there is hardly anything between the covers which will not delight any child of the 40's or 50's, it's simply stuffed to the gunwales with nostalgia.</p> <h3>October 26th 2010</h3> <p></p> <p>The picture above is of an original un-machined B.R. forging for a combination lever. This we are reliably informed was found on the last day before closure in Eastleigh Works! It was saved as a spare for a rebuilt Bullied which are fitted with B.R. Standard motion (Class 4). However it was too big. On closer examination alongside the drawings, it turns out to be suitable for a Class 6, which is great, so we bought it. We are now investigating the cost of manufacturing its opposite number and the machining of the pair, we will be offering these components up for sponsorship. The combination lever is the vertical link that unites the valve cross head with the piston cross head so that their relative movements and that of the expansion link are all integrated or combined. This provides the correct 'lead', irrespective of the position of cut off, in both forward and reverse gear. The 'lead' is the small amount by which a valve opens to admit steam prior to front or back dead centres to help 'smooth' the piston cycle and improve efficiency at speed. This small amount of steam enters just before the piston has reached its full travel, filling the void between the piston and the cylinder cover just before the piston changes direction which has a 'cushioning' effect that reduces wear on the cross head bearings, it also ensures maximum steam pressure at the start of the next working stroke.</p> <h3>October 11th 2010</h3> <p></p> <p>We now have the reverser or weighshaft spring. Paul Burns took delivery of this item today October 11th 2010. It is a huge spring and is shown fully relaxed at its maximum length. It is housed inside a tube on the fireman's side just below the running plate behind the weigh bar. If you look through your books you will see that on some B.R. Standards this spring is fully exposed and not stored inside a tube. It counters the force of gravity acting upon the expansion block and expansion links so that the action of adjusting the cut off is as easy for the driver to set in reverse gear as it is to set in forward gear. This spring was made for us by Ashfield Springs Nottinghamshire.</p> <h3>October 3rd 2010</h3> <p></p> <p>Due to a very generous benefactor we can now place the order with Brian Oldford to make the pattern for the cast steel frame stretcher and steam brake support. This is the last vertical frame stretcher and is one of the re-designs that were to be carried out on the lot 242 clans.</p> <p> The patterns for the foot for trailing frame keeps are now at the foundry and the castings should be ready in 6-7 weeks time. These are a steel casting and are also a modification for the lot 242 clans; the original 'Clans' had separate spring hangers that were riveted on to the frames.</p> <p> Also the project is supplying the cast iron smoke box door number plate and the reverser indicator drum casting for 76084.</p> <p></p> <br /> <hr/> <h3>How You Can Help Build 'Hengist'</h3> <p>You can make a donation, you can sponsor a part or you can become an active member, for more details email: <a href="mailto: info@72010-hengist.org"> info@72010-hengist.org</a> or complete the membership form <a href="portabledocs/membership_form3.pdf">here</a>, (use your backbutton to return to this page), simply complete form and post to the Membership Secretary.</p> <h3>'This project is made possible by your support and dedicated hard working volunteers'</h3> <br /> <hr/> <div id="footer"> <p>&copy; Hengist 2007 | XHTML | CSS</p> </div><!-- End Content --> </div><!-- End Wrap --> </div></div></body> </html>