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BR Standard class 6 No. 72010 'Hengist' and Clan Discussion Thread

Discussion in 'Steam Traction' started by Bulleid Pacific, Nov 23, 2009.

  1. ianh1

    ianh1 Member

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    The only reference I can find in the Locomotive Standards Sub Committee is the October 1960 minutes which under the heading of "Bogie and Pony Truck Wheels" states

    Further to Mr. Sykes' letter of 15/9/60 to Chief Mechanical Engineer (copies circulated to all Chief Mechanical & Electrical Engineers) referring to further cases of fractured wheel centres, Brighton has prepared schemes for a strengthened design see drawing SL/BR/1670).

    Brighton will arrange to have pattern altered for replacement wheels on Southern Region. This modification is available to other Regions.
     
  2. class8mikado

    class8mikado Part of the furniture

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    Sorry IanH I dont actually know which drawings we have, i have the list of Ex. Derby drawings that the NRM have but as this a Brighton one not likely to be on unless they unless had/made a copy themselves and i think ..
     
  3. ianh1

    ianh1 Member

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    There is a list of drawings for BR Standards which you can find at https://www.railwaymuseum.org.uk/research-and-archive/further-resources/catalogues and selecting the A-E option

    When I starting cataloguing the drawings and looking for drawings for Class 6, I came across SL/DE/1678 with the BFB design. It looks like Brighton were tasked in 1960 with looking at the problem of fractured wheel centres and perhaps (inevitably!) came up with a BFB design.
     
  4. 8126

    8126 Member

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    The only reference I've read giving a specific reason for this is Winkworth's 'Bulleid's Pacifics' which states (on page 26 in my copy): "Reduction in boiler pressure from 280 to 250 lb per sq in was commenced in March 1954, permitting a standard grade of steel to be used for firebox stays instead of a special grade difficult to obtain. A side effect of this reduction was the better functioning of the injectors."
     
  5. 30854

    30854 Resident of Nat Pres

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    Not previously aware of that reference. Many thanks.
     
  6. Jamessquared

    Jamessquared Nat Pres stalwart

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    I seem to recall somewhere (Bradley?) that the change came about after prolonged observation on the footplate showed that the locos were driven in a way that very rarely exceeded 250psi on the steam chest pressure gauge; presumably at that point the benefits of reduction you outline could be shown to have relatively minimal adverse impact on real-world (as opposed to theoretical) performance.

    Tom
     
  7. LMS2968

    LMS2968 Part of the furniture

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    I've read that too, but it went further. Because of the unreliability of the steam reverser, which tended to lengthen the cut off as the engine ran, drivers gave up trying to pull it back and ended up driving on the regulator, so the chances of using full regulator were very limited.

    Or so it said . . .
     
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  8. huochemi

    huochemi Part of the furniture

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    Bradley gives a list of dates for the reduction in pressure for each loco (p29), commencing in July 1952. Interestingly, Burrows and Wallace do not comment on the pressure reduction in their paper on experience with the steel fireboxes given to the ILocoE of February 1958. Their only comment on change in stay material was in connection with the replacement of steel by monel in the breaking areas.
    There is a similar comment in the Jarvis biography (p.127).
     
  9. class8mikado

    class8mikado Part of the furniture

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    Theres a Jarvis Biog ?
     
  10. huochemi

    huochemi Part of the furniture

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    Ron Jarvis by J E Chacksfield, Oakwood Press.
     
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  11. northernsteam

    northernsteam Member

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    I see some more slow and steady progress is being made!!
    I admire your determination to work in the current conditions lads, in-door you may well be but it is still a cold environment.
    see https://www.theclanproject.org/Clan_News.php
     
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