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About Us

Mr James Baldwin IEng, MIET, MIGPP, Dip Eng Mgmt

Allan Jones

Left to right :
Chris Jones, Council
Keith Greenhow, Engineering Committee
Alan Marshall, Engineering Committee
Geoff Turner, Engineering Director
James Baldwin, President
Ian Henderson, Council
Allan Jones, Chairman

Why Build a Clan?

A common question that we are asked is why we have decided to build a Clan 6MT pacific locomotive. The existing steam locomotive fleet as used on the main line and on heritage lines is now getting quite old. Maintenance costs are rising. A large number of these engines have spent a long time in the sea air at Woodhams scrapyard in Barry, South Wales. Although these locomotives can continue to be repaired, we believe that it is more cost effective to manufacture a new locomotive. This will ensure that steam locomotives can continue to fascinate for the foreseeable future.

So why pick the Clan as the locomotive? Cecil J. Allan, the doyen of train performance, said that the Clans were "One of the least distinguished in their performance of all the British standard locomotive types". Yet to crews who were prepared to adapt to them and to the operator, they were solid, reliable machines. We know that the draughting was not right - again Allan states "They can steam, providing they are worked fairly hard". We also know that the Standards did not employ modern draughting systems. 71000 Duke of Gloucester has shown what can be achieved if the draughting is improved and our aim is to provide an improved system for our locomotive.

The major reason for choosing a Clan is that it will provide a relatively modern, low maintenance, locomotive. It will have a go-anywhere capability as it has a higher route availability than other Pacific locomotives. A minor point is that we will fill a gap in locomotive history as none of the Clans were preserved.

Standard Steam Locomotive Company Limited

British Railways built the first 10 Clan locomotives which were built in 1951 and 1952. BR did order a further 15 Clans under Crewe Works Order Lot 242, however, this order was subsequently cancelled. The Standard Steam Locomotive Company Limited (parent body of THE ‘CLAN’ PROJECT) has been set up to build the 11th ‘Clan’, using the original British railways design drawings. The company is also a registered charity no 1062 320.

The company is a private company limited by guarantee and has no shareholders. The company is run entirely by volunteers with a Council of Management elected at the Annual General Meeting by the membership. The council meets every month to manage the project. A specialist engineering team forms the Engineering Committee.

The engine is being constructed as a continuation of the original British Railways design sequence, adopting all the improvements outlined in the Lot 242 order and taking the name & number of the next locomotive scheduled on the original 1954 Crewe works itinerary: 72010 ’HENGIST’. We also aim to tackle the fine tuning that was not completed in British Railways time.

In November 2017, the project entered a new and exciting phase. CTL Seal Co Ltd, based in Sheffield, have been contracted to start assembling the frames. The picture below shows members of the Council of Management and the Engineering Committee at CTL Seal's premises to view the start of the frame assembly.

Current Status - May 2019

Our base is at the premises of CTL Seal Ltd in NE Sheffield. CTL Seal are a specialist engineering company operating in various sectors including nuclear, oil & gas, sub-sea, mining and renewable energy. They are used to designing and building one-off projects and are admirably suited to working with the Clan Project. CTL Seal have been very generous in giving us an area in their assembly shop. This means that Hengist will be assembled in a nice dry and (relatively in winter!) warm area.

Establishing a base in Sheffield in November 2017 has allowed us to consolidate all of our components at a single base. With thanks to Canklow Storage we have obtained a large container which we have filled with components that have already been procured. Large frame components are stored within the assembly shop.

Most of our activity in 2018 was connected with the machining of the cast steel frame stretchers. These stretchers are unique to 71000 Duke Of Gloucester and the lot 242 Clans (see the history section). They hold the main frame plates apart and support the structure around the driving axles. The main frame assembly is shown below in the CTL Seal assembly area; note the original British Railways drawings on the boards in the background together with some drawings from our CAD models.


The situation in May 2019 is that the frame assembly has started. We have a minor issue on the smokebox saddle. This sits at a slight angle to the vertical on the same plane as the cylinders - which share bolting holes with the smokebox saddle. The saddle assembly has a lip which sits on top of the main frame plates. This lip is not quite at the right angle so it will be removed for machining. All of the other components fitted so far are in a good alignment, this includes the cast steel stretchers, the vertical stretchers and the brake cylinder support and stretcher. The next stage is to fit the horizontal flanged plate stretchers. There are 3 to be fitted in this phase and they are fitted between the vertical stretchers.

Once all the required components have been fitted, the frames will be accurately aligned to ensure that the frames are square and parallel and that the driving axle hornguides are at right angles across both sides of the frames. Initially the frames are being assembled with undersize, temporary bolts. The British Railways standard locomotive frames were assembled using cold riveting. That skill is very hard to find these days so we will be using a fitted bolt solution. This provides a much stronger join at the expense of more work. Each frame hole is undersize and will be reamed out to the correct size. Oversize shank bolts have been ordered and each bolt will be turned down so that it is an interference fit in the frame hole. A lock nut will secure the bolt. With the alignment set up, a number of fitted bolts will be placed in key locations to secure the alignment. The frame will then be turned upside down and moved to a large machining station within CTL Seal. Here the axle box hornguides will be machined so that the hornguides across the frame will be accurately aligned with each other. The frame keeps and keep pads will also be machined - each keep will then be unique to its location. Once the machining is complete, the frames will be inverted and returned to the assembly area. The frame extensions will be fitted together with the rear dragbox. All remaining bolts will be fitted. The final job will be to hot rivet the front buffer beam into place.

Up in Scotland, our pattern maker - Tony Dance - is building the patterns for the main cylinders. This is a complex pattern consisting of 4 major sections. The 2 lower sections are 2 halves of the main driving cylinder. Sitting above that are the 2 halves of the valve cylinder. Tony will then have to build in all of the passages that transfer steam into the valve cylinder, from the valve cylinder to the driving cylinder and from the driving cylinder to the blastpipe. You can read all about the pattern making by following this link. In May, the engineering met with Tony to discuss program and visited our foundry in Scotland. We had a good discussion on how to create the moulds and now have a plan of how the 4 sections of the pattern will be moulded using 3 boxes. There will be a lot of complex wood working required to create the "cores" and "prints" necessary to create the required holes in the finished casting.

In the meantime, our design team are working on CAD models for the front bogie. A number of these have already been created and we have received quotations for manufacture. If you'd like to sponsor a component or want to read more, you can find more details on this page. We are making good progress on drawings for the wheel bearing and axle "cannon boxes" which is another casting. We will be asking Timken, the bearing specialists, to validate our drawings before we start to think about manufacture.

After the bogie, we need to do the design work on phase 2 of the frame assembly which will involve the components at the rear of the loco. The main components are the gussets and bolsters that interface with the trailing or pony truck.

Next project will be the trailing or pony truck. This will be a coil spring system using the design from 71000 Duke of Gloucester which again was destined for the lot 242 Clans.

Meet the Team


James Baldwin IEng, MIET, MIGPP, Dip Eng Mgmt

MS2 James is a multi-skilled professional Broadcast TV Engineer, Producer and Director, having held significant posts within the TV industry, working with all major Broadcasters in a "Live News" environment.
An author and historian, he’s working on newly commissioned titles and produces material for the National Railway Museum, monthly periodicals, major ‘high-street’ retail outlets, industrial companies, heritage railways and is a regular broadcaster on TV and Radio, particularly concerning Flying Scotsman. James is a technical / historical advisor and Ambassador for ‘The British Postal Museum and Mail-Rail Museum’ at Mount Pleasant, London currently producing a book about this railways history.
A consultant to the Indo-China Rail Company, James advised with the restoration of Tu Luc 2-8-2 steam locomotives for use on a meter-gauge railway in Vietnam between Hue & Da Nang as a tourist attraction and for the railways reopening.
James is actively involved in repatriating former British built steam locomotives and rolling stock from around the world, for inclusion in the Military Railway and British Overseas Heritage Railway Museum’s currently being established.
He is an active participant of the All Party Parliamentary Group meetings on Rail and Heritage Railways, which are held at the Houses of Parliament.
James is the Chairman of the Friends of the National Railway Museum, South of England Group, Chairman of ‘The Barnsley Trust’ and is involved with many other heritage railway groups.

Council of Management

Members of the Council of Management are elected by the members and serve for a 3 year term.


Allan Jones ACQI

MS2 Until his retirement in 2009, the majority of Allan’s 45 year working life was spent in Retail Motor Industry Aftersales.
In 2001 Allan joined a small, family run, group of dealerships in the south east of England, where he was responsible, as Group Quality, Environmental, Health & Safety and Warranty Manager for the administrative wellbeing of 5 different franchises spread over 11 premises from Sidcup in the east to Chichester in the west.
Allan’s involvement in THE ‘CLAN’ PROJECT started with the ‘call to arms’ of persons interested in rescuing the project following the events leading up to the E.G.M. in 2011 and he has served the project as Membership Secretary since the formation of the new management structure, being elected to the position of Chairman at the 2017 Annual General Meeting.
Allan also compiles and edits the project’s ‘house magazine’ ‘CLAN NEWS’ and, among other things, is responsible for the brand imaging of the project.
Allan’s railway history stems from boyhood days (mis)spent on the plethora of lines in and around the south Wales coalfield in the 50s & 60s, along with a short period (1960 – 1961) when he discovered the delights of Southern steam (and 3rd rail electrics) in south London and Kent.
A dyed in the wool disciple of all things ‘Swindon’, Allan is, nonetheless, a lover of the British Railways Standard classes, with a particular fondness for 9Fs that goes back to ore trains on the Ebbw Valley lines before the demise of B.R. steam.
When not engaged in ‘Clan’ project business, Allan helps to run a rescue charity for abandoned & abused dogs, taking in, rehabilitating and rehoming dogs from Spain, Crete & Romania, in addition to cruelty cases from within the U.K.

Engineering Director

Geoff Turner I Eng MIED

MS2 Geoff has admired the BR Standard class of locomotives ever since his teenage years when he was railway modelling, seeing the style of the locos aesthetically pleasing, the range of classes following a family resemblance, with a class of locomotive for every duty. In his later years, as an engineering designer, only then fully appreciating Robin Riddles design philosophy in standardisation to produce the standard class locomotives.
He never saw any ‘Clans’ when he was young; he was 12 years of age when steam finished on British Railways. So was a little envious when he discovered that his friend saw 72007, 72008 and 72009 when they were on Millhouses Shed, Sheffield. Millhouses Shed now demolished is not far from where he lives now.
Geoff joined the Standard Steam Locomotive Company in 2002 after a visit to a gala event at Barrow Hill Roundhouse, near Chesterfield, where he saw the cab and front end. (Front Platform Plates, Cover Plates, Buffer Beam complete with oval buffers and Smokebox Door). He immediately struck a conversation with the team on the sales stall and was hooked. It’s there he met Mike Sedgley who had organised the sales pitch for the project and Mike is still organising sales stands for the project today. A few years later when the project was based at Hurston Works, Swanage he helped, on a couple of occasions, setting up supports for the Frame Extensions, for display, and drilling the Cab side plates.
Geoff's previous involvement in heritage railways was with Peak Rail at Matlock and Buxton, in track laying, building work and involved on a number of committees. He also joined the team led by Brell Ewart to rescue 4MT 80080 from Barry scrap yard, going on to help with its strip down. A few years later, Geoff helped Phil Brown rescue 9F 92214.
Geoff's career in engineering has taken him to Scotland, South Africa, Norway and Egypt, working in various industries. For the last 17 years he has worked in the oil and gas industry mainly designing subsea oil well equipment.
When not involved with railways Geoff enjoys walking in the hills and valleys of Derbyshire with his wife and daughter, but not so much walking with his daughter these days as she is now living in Birmingham.

Finance Director

Paul Waldron

MS2 A Devonian by birth, Paul missed the steam age, being only 7 when it officially “ended”. His interest in railways was fostered by his grandfather with whom he spent many hours, in the late 60s/early 70s, watching “Westerns” and “Warships” amongst others, weaving along the coast at Teignmouth. His childhood was spent in Dorset, living next to the main line where he observed Hymeks & Cromptons heading back and forth to Weymouth.
Although he is a “sleeping member” of a number of diverse railway societies, he has a particular interest in the railways of Cumbria, which he got to know about when living up there when first starting his career in banking.
Why the significance of Cumbria? Well, the County has a strong relationship with the BR Standard Clan 4-6-2s, with 5 members of the class being based at Kingmoor, Carlisle, withdrawn only in 1965/66. He has come across several people who remembered them well, regarding them as “good engines”, scuppered by the politics of the BR Modernisation Plan. One friend in particular talked longingly of the RCTS Ribble-Lune Railtour of 1964, where he photographed 72007 Clan Mackintosh stood in the former Preston & Lancaster station at Lancaster. It was he who said “there is a group building a new Clan”, which led to Paul join the “Clan” to see if he could help bring a brand new “72010” to steam.
In 2015 Paul volunteered to become Finance Director for the Project, having acted as Treasurer and Independent Examiner for a number of other charities and organisations. He recently (2018) retired following a 35-year career in financial services but remains a Chartered Associate of the London Institute of Banking & Finance and a Member of the Chartered Institute for Securities & Investment.

Commercial Director

Bob Ife

MS2 Bob has been interested in steam locomotives for most of his life, having witnessed the end of steam in the Nottingham area with the final ironstone workings in the hands of 8F locomotives.
He became involved with steam preservation in the form of 9F 92212 when it was under restoration at the Great Central Railway, working on several aspects of both the engine and tender during this time. That was when he learned the meaning of heavy engineering.
He joined the Clan Project in 2010 as an ordinary member, assisting on the sales stall when he was able at Loughborough.
When the EGM was called in 2011,he volunteered to become part of the management team of the project, initially as member of the Council of Management without portfolio, assisting the other officers as required.
He was later persuaded to take on the role of Commercial Officer, which he has fulfilled to the best of his ability since.
Outside of the project, Bob is a professional train driver and, in this capacity, he can bring almost 30 years of experience in the rail industry to the table for the benefit of the team as they make decisions about mainline running.
Bob is currently an Affiliate Member of the Institute of Rail Operators and he is aiming to satisfy the IRO that he is sufficiently qualified to enable his membership to move up to the next level. This would be of benefit to the project, in having a qualified rail professional as part of the management team.

Project Director

Ian Henderson C Eng MBCS CITP

MS2 Ian started his career as a pilot in the RAF. After gaining his wings, defence cuts meant a change of career, initially as an instructor at an Outward Bound establishment in the Lake District. The next stage in his career was to become a trials engineer testing conducting the early avionics trials for the Panavia Tornado aircraft. This involved 2 specially modified Blackburn Buccaneer aircraft, kitted out with Tornado avionics. Another job followed on the Tornado project, this time working as the company's engineering representative at BAe Warton (Preston) on the Tornado ADV Missile Management System. This involved supporting the equipment through initial ground rig trials through flight testing to production.
After the conclusion of the project, Ian moved into managing a large database system for a national NHS system. A key challenge, performed on time, on budget, was migrating 14 different regional Health Authority systems into a single national system.
Ian is a Chartered Engineer and is a Member of the British Computer Society
He is a paraglider pilot flying in the Lake District and is secretary of the local club. He has restored a number of old vehicles including an MGB and a Lightweight Land Rover. His still has the Triumph T90 motorcycle he bought at school! He has been interested in railways for as long as he can remember (and before according to his parents).

BRSLOG Director

Chris Jones

MS2 Chris has been an avid rail enthusiast all his life, being introduced to them by his father who had been a Fireman working out of 18D Staveley Midland, more widely known now as Barrow Hill Roundhouse. During the 1970’s and 80’s he travelled all over the country, especially Scotland behind the diesels using various rover tickets. His love of railways encompasses not only steam but also extends to modern freight, light railway networks, diesels, both heritage and modern plus model railways. He owns and regularly runs a 5in gauge ‘Peak’ diesel at his local Model Engineering Societies track and at other invited events around the country.
His working life was spent entirely in the heavy engineering sector, specialising in parts and logistics, but also with a wide range of experience in forklift, crane and lifting operations.
His many interests outside of railways includes, cycling, fell walking, photography, listening to rock music, including live bands, motorcycling, bird watching and nature in general. He has a passion for producing new build steam utilising the latest technology and using the highest spec materials. Chris is always kept busy with his HENGIST activities as he is a member of the engineering team, the management team, and also runs the sales events and co-ordinates the Monday working parties in addition to his British Rail Standard Locomotive Group duties.