THE ORIGINAL MAGAZINE FOR MODEL ENGINEERS

Vol. 217 No. 4547 • 11 - 24 November 2016

Join our online community www.model-engineer.co.uk

Uniflow
Engines
A BEGINNER'S PROJECT

A Junior A Steam
Engineer's Raising
Land Rover Blower

COVER FEATURE

Holgate Windmill
ENGINEERING GROUP
£3.80
MAIL ORDER / SALES COUNTER
The Allendale Group Ltd,
Allendale-Ultrasonics Dept,
Pindar Road, Hoddesdon,
Hertfordshire. EN11 0BZ.
BE PART OF THE ULTRASONIC CLEANING REVOLUTION

Tel: 01992 455925 Web: www.allendale-ultrasonics.co.uk

1.375 Litre Hobbyist Ultrasonic Cleaner Tank 0.7 Litre Ultrasonic Cleaner Tank - 220V
‡Removes Dirt & Greases effortlessly. ‡Removes Dirt & Greases effortlessly.
‡5 Cleaning Cycle Presets. ‡Basic range simply has an on/off switch.
‡Digital Count Down Display. ‡Tank Size: 150x83x63mm.
‡Basket and Lid Included. ‡Tank and Housing Made From Stainless Steel.
Part no. Tank Vol. Price ON SALE Part no. Tank Vol. Price ON SALE
US-CU-4800 1.3 Litre £61.22 £52.03 US-CU-BU-0.7L 1.3 Litre £47.75 £40.58

3 Litre Digital Cavitek Ultrasonic 3 Litre Dial Ultrasonic Cleaner 3 Litre Digital Ultrasonic Cleaner
‡Included - New Digital Ultrasonic ‡Removes Dirt & Greases effortlessly. ‡The Digital series offers a digital display
Cleaner X 1, Ultrasonic Cleaner ‡The Dial series allows the user to of temperature and timer setting.
Lid x 1, Power Lead X 1. control timing and temperature. ‡For best results use appropriate
‡The Cavitek series offers features ‡Tank Size: 240x137x100mm. FOHDQLQJÀXLGRUVXLWDEOHIRUWKHLWHP
such as degas, delicate and full ‡Tank and Housing Made From ‡Tank Size: 240x137x100mm.
power modes and more. Stainless Steel. ‡Basket sold separately (Part Number
As reviewed in Model Engineers’ ‡Basket sold separately (Part Number US-BA-3L)
Workshop issue no. 246. US-BA-3L)
Part no. Tank Vol. Price ON SALE Part no. Tank Vol. Price ON SALE Part no. Tank Vol. Price ON SALE
US-CU-CA-3L 3 Litre £179.96 £152.98 US-CU-BU-3L 3 Litre £122.54 £104.16 US-CU-DI-3L 3 Litre £149.96 £127.48

15% OFF
3L Dial Ultrasonic Cleaning Kit Carburettor Fluid - 1L, 5L, 25L
‡Kit includes 3 litre Dial Ultrasonic ‡A concentrated ultrasonic Cleaner
Tank, 1 litre Carburetor Cleaning ÀXLGGHVLJQHGLQWKH8.WRFOHDQ
Solution, basket and manual. carburettors and engine parts, also
‡The concentrate solution is machine parts and metal units.
added to water at a rate of 1 part ‡It safely removes contaminants
concentrate to 10 parts of water.
‡Temperature of bath should be set
Discount Code - MEW15 including general soiling, carbon and
grease etc.
between 50 - 80 degrees centigrade.
For use on our websites only, Part no. Bottle Vol. Price ON SALE

Part no. Tank Vol. Price ON SALE

enter at checkout. US-SO-CAR-1L 1 Litre
US-SO-CAR-5L 5 Litre
£9.14 £7.76
£20.36 £17.32
US-KIT-01 3 Litre £132.00 £112.20 Special offer ends 30th November 2016 US-SO-CAR-25L 25 Litre £71.74 £60.98

3L Digital Ultrasonic Cleaning Kit 36L Ultrasonic Cleaner XL Tank 145L Ultrasonic Cleaner XL Tank
‡Kit includes 3 litre Digital Ultrasonic ‡Dial Controls for Heating and ‡Separate Ultrasonic Power
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Cleaning Fluid, basket and manual. ‡Heating Temp - 30°C to 80°C. and clear LED display.
‡The concentrate solution is ‡Drain tap has a standard ½” ‡Drain tap has a standard 1”
added to water at a rate of 1 part BSP pipe thread. BSP pipe thread
concentrate to 10 parts of water. ‡Wire Basket Supplied. ‡Wire Basket Supplied.
‡Temperature of bath should be set ‡Tank and Housing made from ‡Tank and Housing
between 40-70 degrees centigrade. Stainless Steel. made from Stainless Steel.

Part no. Tank Vol. Price ON SALE Part no. Tank Vol. Price ON SALE Part no. Tank Vol. Price ON SALE
US-KIT-04 3 Litre £160.00 £136.00 US-CU-XL-36L 36 Litre £703.74 £598.18 US-CU-XL-1036 145 Litre £2556.66 £2173.15

Tel: 01992 455925 Web: www.allendale-ultrasonics.co.uk

VISIT US TODAY Luton

Stevenage

The Allendale Group Ltd, A1M

A10

Allendale-Ultrasonics Dept, Hertford M11

M1 4 A414
Pindar Road, Hoddesdon, M10 A414 Hatfield
A414
7
7 3
Hertfordshire, EN11 0BZ. 21
1

21a
Hoddesdon
Harlow

22
23 24 25 26 27
Watford
Monday to Friday: 9:30am - 5:30pm M25 Enfield
28
Woodford
M25
4
Hendon
Email: sales@allendale-ultrasonics.co.uk M40
16 1
1
29

Web: www.allendale-ultrasonics.co.uk London

15 1
M4
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 693 724

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706 A STEAM RAISING BLOWER
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© MyTimeMedia Ltd. 2016 A locomotive construction series 728 MY FIRST MODEL:
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by Terence Holland. A LAND ROVER DEFENDER
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HOLGATE WINDMILL model vehicle.
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Uniflow
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modelengineers A Junior
Engineer's
A BEGINNER'S PROJECT

A Steam
Raising
ON THE COVER...
Land Rover Blower

Roger Backhouse discovers the engineering within this

COVER FEATURE
conspicuous York landmark, Holgate Windmill. Read his
Holgate Windmill
ENGINEERING GROUP
£3.80

681 Cover ME4547.indd 681 27/10/2016 05:41

report on page 714.

www.model-engineer.co.uk 683
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 Beginners welcome!
There’s something of a
‘beginners’ theme running
through this issue with
three articles aimed at or
written by those who are
relative newcomers to
model engineering: Brian
Baker has designed a
steam raising blower
that would be suitable
as a first ever attempt at
‘making something’ and The Glasgow club engine
gives clear, well illustrated I have been asked by a reader for help in establishing the
and easy to follow advice; whereabouts of a 5 inch gauge locomotive that, throughout
young Angus French shows the 1960s, was the Glasgow club engine. The Glasgow
us his first ever model - a Society of Model Engineers was, at that time, based at
Land Rover Defender - and Crookston in the south of the city and the late John Rowley
DIANE Peter King continues with his competed in the original IMLEC in 1969 with this very well
CARNEY
Editor series of articles for those made 2-8-0 with an ‘Austerity’ look about it. John was, in fact,
interested in getting started the first to run in that competition so that alone gives the
with CNC. For those with a engine some significance! In plain blue livery at the time, it
little more experience, perhaps, had substantial Baker valve gear and the beautifully machined
Neil Wyatt’s little shunter is smokebox top was conveniently removable enabling easy
an ideal first locomotive. In access to the blast pipe etc. If you have any knowledge of the
addition, we had in the last existence of this locomotive, please contact the Editor.
issue, continuing in the next,
a useful and simple to make
attachment for the lathe by machining techniques. Search enjoyed the weekend and
Harprit Sanhu. for ‘Workshop Practice’ on many talked themselves
I was contacted recently by any reputable online book hoarse! We are grateful to
a reader who was, by his own seller. Time spent with these those who have reported back
description, a ‘beginner’ when dedicated publications will to us, generally confirming
it came to model making. He surely pay off in terms of where improvements have to
had attempted one or two of workshop time saved when be made, but also reassuring
the items of tooling or small putting it all into practice. us that the venue was,
models we have featured under overall, a terrific success.
the heading of ‘Beginner’s I am delighted to report
Project’ and suchlike, but was that members of the Surrey
struggling, at times, to follow Surrey MES ground level Model Engineering Society
the writer’s methods and The organisers have been who erected and operated a
techniques, even though he in touch with all the clubs ground level track throughout
(the writer) had attempted to who exhibited at the recent the weekend have very kindly
simplify as much as possible. MEX at Brooklands and have donated a total of £137.00
If you have recently taken been very pleased with the to the Kent, Sussex and
up the ‘King of Hobbies’ feedback; it would seem that Surrey Air Ambulance. Their
but find yourself grappling the vast majority thoroughly generosity is applauded!
with the descriptions, as my
correspondent did, might I
suggest you consider (if you
haven’t already done so) some
of the marvellous range of
books written specifically for
beginners, especially those
who may not have had any
kind of professional training or
experience in an engineering
environment. The Workshop
Practice series of books, for
example, has been written
by many regular contributors
to Model Engineer and Model
Engineers’ Workshop; the
series covers a vast array
of topics from setting up a
workshop to more intricate

692 Model Engineer 11 November 2016


Agnes This article is taken from a
A Pollit & Wigzell PART 5
Tandem Compound
book published by Peter. J.
Peter
Southworth M. Southworth in 2000. The
writes a book has been out of print for
detailed some time but is reprinted
account here by kind permission of
of an engine that once his friend, Bob Potter who
inherited the copyright
powered a Yorkshire
woollen mill. together with Peter’s other
titles and the designs for the
Continued from p.175 range of Southworth pumps
M.E. 4539, 22 July 2016 and engines.
Lubrication
The connecting rod, 9 feet
(2,740mm) between centres,
is machined all over, having
split bearings at both ends that
17
View of the one HP piston rod along with the two LP piston The main bearing aquarium, oil trough under the
rods passing down the outside of the HP cylinder and bearing, eccentrics and governor pulley.
terminating at the crosshead.
www.model-engineer.co.uk
An overall view of the engine after transfer to Markham Grange. The main
bed castings have been painted maroon as it is thought that this was the
original colour having found traces of maroon under the black. The flywheel
boards have been left off, which enables the construction of the wheel to be seen.
can be adjusted by wedges.
From the outside of the big
end, there is a pipe leading to a
narrow drum (often known as
the banjo) on the crank centre
with a hole in the outer side,
into which oil is fed from a
glass sided container. The oil
is then forced into the bearing
by centrifugal force. The
brass splash guard in front of
the crank stops the oil being
thrown onto the floor and wall.
The little end is lubricated
by an oil bottle screwed into
the top of the rod (photo 17).
From the day it started in 1909,
except for the annual shut
down, until it stopped working
nights in 1952, it ran 23½
18
hours a day, 5½ days a week.
It was the re-filling of this oil
bottle that was the reason for
the engine stopping for half
an hour. Why some other sort
of arrangement was not used
that had a stationary oil bottle
that dripped down via a wick,
as used on other engines, is
a puzzle. There is a small oil
reservoir cast in the bed at
each end of the crosshead
slide. The crosshead, which
over-runs the edge, has brass
combs that pick up oil and
spreads it along the slides.
These can just be seen in
photo 17.
Lubrication of the main
bearing next to the crank is
controlled from the oil box on
top of the bearing cap. It has
glass on the four sides so the
level of oil can be seen, they are
commonly known as aquariums
(photo 18). Flow into the
bearings is regulated by taps
underneath the box. After
passing through the bearings, it
is caught in troughs either side
of the bearings and run into a
tank, from where it is pumped
back into the aquarium. The oil
box on the outer main bearing
has no glass (photo 12), with
the oil being pumped up from a >>
693
tray which is formed in the base
casting of the bearing and is 19 20
circulated to the capacity of the
pump. The pumps are driven
by two ropes off the crankshaft
(no pulley). All other lubrication
is done by hand using an oil
can every two hours, including
topping up the eccentric oil
cups whilst the engine is
running (photo 19). In this
photo, note the round-headed
bolts on the eccentric straps.
To stop them turning there is a
‘feather’ (key or peg) under the
head into the casting.
The governor drive pulley
in the background is in An LP cylinder rod emerging from the
two halves, held onto the United States Packing. Above and
crankshaft by friction. One below are the HP Corliss valve bonnets
of the bolts and the split in Herbert oiling round. The square hole, or rather tube, in the oil can bottom is for putting and immediately under the packing is
the pulley can just be seen in it on a wooden pole for oiling line shaft bearings, which are about 8 feet (2,440mm) one of the four pressure relief valves on
photo 17. above floor level. the engine.
Other fittings on the cylinders
are the emergency pressure assembly into which the steam is driven from the crosshead and 13), the setting of the
relief valves (photo 20) which has direct access from one by a reducing gear (photo valves can be checked and the
come into operation if any end of the engine cylinder at a 22). This reduces the 4 foot indicated horsepower (IHP)
water is carried over from the time; this is selected by turning [1220mm] stroke to 3½ inches worked out. At Washpit this
boiler and finds its way into the one valve on and the other off. [90mm], which is under the procedure was done once a
cylinders. The hydraulic lock A series of springs is supplied circumference of the indicator week. The maximum power
that would have been produced with the instrument and, drum. From the reducing gear that was produced by the
without these valves would depending on cylinder steam a cord is connected to the engine was just over 700 IHP.
cause serious damage. pressure, one is selected that drum, acting against a spring,
gives a reasonable movement so oscillating it about its axis From the formula:-
Indicator diagrams of the stylus which marks in harmony with the engine.
On the left hand outside, and the paper. The paper is From the diagram, which is IHP = PLAN
tapped into each end of the wrapped round a drum, which drawn on the paper (figs 12 33,000
cylinders, is a pipe brought
to the cylinder centre, with
each side controlled by an on/ Fig 12
Steam admission
off valve to allow steam from
either end of the cylinder into ‘Cut off’ An indicator diagram showing the
the cylinder of the indicator. Inlet valve closes events occurring in the cylinder
An indicator (photo 21) was during a complete revolution.
supplied with the engine when
new and consists of two main
parts, the cylinder and piston
St
Inlet valve ea
m
opens ex
21 pa
nd
P.S.I.

ing
Ex. valve
opens

Ex. valve
closes

Exhausting

Atmospheric
line - drawn
before steam
to indicator is
Compressing steam turned on
left in cylinder

Stroke
The indicator with valve open ready to take
readings from the front of the cylinder.

694 Model Engineer 11 November 2016


1/72
1/10
Fig 13
P = MEP in psi
L = stroke in feet
A = piston area in square
inches (less piston rods)
N = strokes per minute x 2 for
double acting.
Total power developed in the
cylinders = 614 IHP
Figure 13 is a set of indicator
diagrams taken from Agnes
in 1964. They are typical of a
well-adjusted engine showing
very similar mean effective
pressures and valve events
on both sides of the cylinders.
The 1/72 & 1/10 is the spring
size to give a reasonable
diagram height.
Boiler
The boiler house over the
other side of the narrow yard
contained two Lancashire
boilers built in 1919. Both were
9 feet [2740mm] diameter x
30 feet [9140mm] long with
a working pressure of 160
psi [11.70Kg/sq. cm] and
when installed were fitted
with mechanical stokers. It
is interesting to note that
approximately 9 feet [2740mm]
diameter was the largest
that could be carried by rail
in Britain without special
arrangements. From the
place where the delivery lorry
tipped the coal, which is up
the bank and about 10 feet
[3050mm] above the boiler
house floor, a conveyer fed it
from the outside directly into
the hoppers of the mechanical
stokers. This worked well
until one night everybody
www.model-engineer.co.uk
Tues. 17 Nov. 1964 3pm
MEP Front = 85
Rear = 76
HP Cylinder
Tues. 17 Nov. 1964 3pm
MEP Front = 12
Rear = 11.5
MEP below atmospheric
line = 8.4
LP Cylinder
went home and the automatic
switch failed to switch off the
conveyer when the hoppers
were full. It is not recorded
what was said next morning
when the boiler man started
work, only to find the boiler
house full of coal and no sign
of the boilers!
An unusual addition in 1952,
when the night shift stopped,
was an injector at the side of
the boilers. Normally it was
the engine-driven pump, or a
vertical single cylinder Weir
One night everybody went home and the automatic
switch failed to switch off the conveyer when the
hoppers were full. It is not recorded what was said next
morning when the boiler man started work.
that was used for the boiler
feed water; in Washpit’s case
they had all three. There was
the usual Green’s Economiser
fitted at the back of the boiler,
which extracted heat from
the flue gases, to pre-heat the
boiler feed water, before going
up the chimney. Since Agnes
was removed and the boiler
house knocked down, a stone
bearing the legend ‘Washpit
Mill 1810’ has come to light,
and is now built into the wall.
Historical notes
A study of the drawings gives
us an insight into how the
firm of Pollit & Wigzell, and
possibly other firms as well,
CORLISS VALVE ENGINE
22
Indicator reducing gear with cord going to the indicator. This reduces the engine’s
stroke to just under the circumference of the indicator drum.
functioned in those days.
The drawings that were used
to produce the main beds
of Agnes were drawn for
another engine that was the
opposite hand and notes were
put on the drawings ‘Messrs
Watkinson & Sons Ltd., WH588
opposite hand to drawings’.
This saved time and expense
in the drawing office but it
was left to the shop floor to
do the mental gymnastics and
make it correctly. Other firms
are also listed on the drawings
if that particular component
was used for other engines;
this was common practice in
firms. The cylinders and air
pump castings only have on
them the main dimensions;
there are no holes for
fasteners, only a reference
to ‘F class valve gear’. The
probable explanation for this
is that there would be a list
of dimensions and number
of tapped holes required
written down in a book for
different sizes of valve gear,
and for a given diameter
of cylinder cover etc. The
flywheel dimensions were
taken from the flywheel book.
On page 10 there is a drawing
of a flywheel segment along
with ‘see page 12 for full size
section of grooves’ and ‘see
flywheel book No. 3 page 3’.
This makes one wonder just
how many types of flywheels
they produced, and how big
the books were. The ‘standard
crosshead’ drawing has three
dates:- ‘revised 1908, Messrs
Jas Watkinson & Sons Ltd.,
June 23rd 1909 WH588’, and
‘new crosshead Feb 22nd 1928
W468’. Obviously something
had happened to the original
and a new one was supplied
- but why give it a different
number?
Much more would have been
known about the engine’s
history, but the log book has
been lost.
There seem to have been
only two serious breakdowns
to the engine, both of them
after 1945. The first was the
key coming out of one of the
exhaust valve levers, stopping
the steam getting out of
the cylinder, so bringing the
engine to a very rapid stop.
Remarkably the only damage
was the stretching of the
flywheel ropes. The other
breakdown was the crank pin
coming loose. This required
a new one to be fitted, which
was riveted over at the back of
the crank. On close inspection,
this repair can be seen.
Retirement
The engine was moved in
1998 to a steam museum at
Markham Grange Nurseries,
Brodsworth, near Doncaster >>
695
 23 APPENDIX
Since first publication, Fig 14
information has surfaced
from the family about the
three generations serving
as engineers and engine
tenters at Washpit Mill:-

• William Lodge 1839 –

B
1894 started in 1872
and moved into Washpit
cottage by the dam. He D
was bitten by the mill
owner’s St. Bernard dog,
developed blood poisoning
and died. The mill closed
for his funeral.

• John William Lodge 1863

The recording clock in the engine room
at Washpit Mill dates back to the days of
the previous beam engine.
(ref 1). After just thirteen
months the engine was back
in steam, with all worn parts
refurbished. A remarkable
achievement and all done
on a part-time basis, as and
when other work allowed.
Volunteers gave a lot of
help on one day a week,
none of them millwrights.
The engine can be seen
running under steam during
holiday weekends and most
Wednesdays.
The engine room clock
(photo 23) was a relic of
the days before Agnes,
when there was a beam
engine installed. It still kept
good time, probably due to
Herbert’s handiwork. The
case was cast iron. The clock
at the top turned a brass
drum underneath it every
twenty-four hours. Under
the drum was a pressure
gauge indicating the steam
pressure in the engine house.
Connected to this gauge
was an arm holding a pencil
to record the pressure onto
paper clipped to the drum,
giving a 24-hour record of the
steam pressure. after it had been transferred
The photograph at the top
of this article gives an an
overall view of the engine
– 1935 followed his father,
living with his wife Ann in
Washpit cottage. In 1927
Ann drowned in the mill
dam aged 63. The inquest
recorded accidental death.
• Joe Lodge 1889 – 1967 the
second son of John started
work in 1905 and, as we
have seen, became engine
tenter to Agnes. In 1955 he
was presented with £50
for 50 years’ service and
in 1965 was given a silver
oil can for 60 years’ service
which the family still have.
During the second world war
Joe Lodge made many items
from bomb splinters for the
special savings weeks that
were held in the Holme
valley. One week he had
made a coal rake and horse
shoe which raised £121, a
large sum in those days. He
also invented a micrometer
for measuring the thickness
of cloth and the ‘Lodge’
Picker Buffer for looms (fig
14). The Lodge Picker Buffer
was patented in 1914, No.
16,236. It uses an ‘India
rubber ball’ (d) or ‘suitably
shaped pieces of rubber’
(e) that is compressed by
plunger (b). This device was
to Markham Grange. The
main bed castings have
been painted maroon, as it
B
E
used on looms for checking story is that John built the
the motion of the pickers car himself. This is possible
as they were forced to the as John probably managed
ends of the shuttle boxes to get hold of a kit of parts
by the incoming shuttles. even though they were not
Prior to this the picker ran normally available. The
directly into the rubber engine is a De Deon Bouton.
causing its rapid destruction. It was virtually unknown for
The family have a number a working man to own a car
of testimonials from various in those early days.
firms to its effectiveness.
Finally, photo 24 shows John
Lodge in the second car to
arrive in Holmefirth. The 24
cars were made in France
by Lacoste & Buttman
between 1905 and 1915.
Some were shipped over
here in crates, assembled
and named Speedwell by a
firm in Reading. The family
REFERENCE
1. www.markhamgrangenursery.com
www.markhamgrangesteammuseum.co.uk
(½ mile from exit 38 off the A1).
is thought that this was the have been left off, which
original colour having found enables the construction of
traces of maroon under the the wheel to be seen.
black. The flywheel boards  ME

696 Model Engineer 11 November 2016

Book Review
LITTLE PETER’S RAILWAY
Grandpa Goes Bananas by Christopher Vine

P
eter’s Railway has added
another fabulous book
Format: to this unique series of
32 pages of fun, adventure charming books for children
and mayhem that captures who love trains.
the imagination of the Grandpa Goes Bananas is
young reader. the latest paperback book
aimed at our younger readers
Size 15 cm x 14 cm from age 3 years. The story
follows Grandpa and the
At just £2.99 these books children as they are invited
are ideal as a Christmas gifts, to a transport museum. They
perfect bedtime stories, for end up playing trains on an
in the car or just relaxing at epic scale! Grandpa delights
home. in showing the children how to
bring an old steam locomotive
Available from most back to life and thrills the
preserved steam railways’ other visitors with his daring
book shops, Amazon and demonstration. Don’t try this
all good bookshops. at home!

Dedicated copies with a

hand written inscription
can be purchased at

PETER’S RAILWAY
PetersRailway.com

W. www.petersrailway.com
E. info@petersrailway.com
Rain, Steam and Speed

R
ain, Steam and Speed
is the latest paperback
book aimed at children
age 6 to 12yrs. After getting
caught in a rainstorm on their
farm railway, the children dry
out in front of the fire while
Grandpa entertains them with
tales from the old days on the
railway.
With adventure and mischief,
this book is a time machine,
taking young readers back into
the days of steam.
The main part of the books
is an incredible but true
story. The driver, Bill Hoole (a
well-known character on the
Eastern Region) never told it
publicly during his lifetime as
he knew he had gone too far!
The story was first told at his
funeral - he reckoned he would
be safe by then!

www.model-engineer.co.uk 697
A CNC Beginner’s Experience
Peter King’s
continuing
narrative
of a CNC
learner
driver; a few lessons
learned during ‘hands-on’
operations.
Continued from p.529
M.E. 4544, 30 September 2016
I hope the saga of problems
and the advice that
follows, in the form of a
series of short articles, is
helpful to those who may
have experienced similar
problems. I aim to lead
you to some solutions and,
eventually, to satisfactory
operation of CNC machinery.
N
ow that I had a few jobs
done and a little more
confidence, I started
to prepare tool paths for the
Baker valve gear mounting
components mentioned in
an earlier part of this saga.
I created two folders on my
computer to handle this
work, the first is made up of
drawings in .dxf files from my
CAD program. The second
folder is for the tool path .txt
files, each named for what
it actually does – viz. Baker
mounting frame 1.txt. It is quite
surprising how quickly the list
in each folder lengthens; at
the time of writing this I was
well ahead on creating actual
files for the .dxf folder and well
behind in creating toolpaths
for the ‘tool path’ folder. Alas
also far, far behind in actual
cutting of toolpaths – just as
698
well, as I had missed a serious
and major error that I had in-
avertedly created.
One thing I did fairly early on
was to pin on the wall above
it, a larger note of what each
button on the ‘shuttle’ actually
was programmed to do. I also
used a paint pen to mark the
essential buttons (see photo 4
in M.E. 4525). This note proved
very useful in the early days of
learning allowing frantic hits
on the ‘Pause’ button … Only
in emergencies do you hit the
STOP/RESET button because
‘pause’ means everything
stops and when problems
have been dealt with, the
program can be continued
where it left off – not restarted
– by pressing ‘Pause’ again.
Hitting ‘Stop’ means re-setting
everything and starting from
the beginning again! On my
KX3, hitting ‘Pause’ at this
stage of the struggle meant
that X/Y/Z axes stopped
moving - BUT the spindle
continued to rotate! There was
a reason but the cure was well
into the future.
The classes at Tech’ got
even more interesting once
some time was being spent
in the machine shop, rather
than all in the classroom. Jobs
were being analysed for the
best sequence of operations,
Model Engineer 11 November 2016
PART 8
including mounting and
clamping workpieces to the
sacrificial plates. An example
for us tyros was a job that the
junior class were doing and
we went to see the final stage.
This job was one that will have
more than one hole through
the finished article - one
largish and at least one small.
This requires preparation of
the sacrificial plate. The first
operation is to run a hole and
tap a thread in the plate central
to the eventual machining
position of the larger hole
and a shallow recess to
accommodate an eventual
boss on the article. Then
prepare both a close fitting
disc to fit a cap screw and
the finished hole and a clamp
washer. This is followed by a
smaller hole in the plate to take
a press fit pin to locate in the
small hole; this stops the work
subsequently rotating under
the cutting load on the main
clamp. The job at the beginning
is clamped peripherally in
such a position that it can be
machined from a suitable blank
and the holes are machined
to size. The pin is push fitted
into the plate and a close fit
in the work. The workpiece is
located on it and then secured
with the disc, bolt and washer,
leaving the periphery clear

of clamps for subsequent
operations. The particular job
was a novelty bottle opener
for removing ‘crown cork’ caps
and was quite a complex shape
for beginner’s profile milling.
The Tech’ machine (a quarter
million + Dollars’ worth) did the
job very quickly and it would
be just as easy on a KX3. I
may even make one as I have
the drawing. It would be an
essential ‘working tool’ for a
model engineer.
I made further small
‘sacrificial’ plates for mounting
work. The main one is like
Mick Knights’ design and
mounted on the mill table
but I am also making some
smaller ones to mount on a
precision milling vice. These
smaller plates will have
locating stops underneath
so that when placed in the
vice the work origin (X0 /
Y0) is always in the same
relationship to the main table
Charity Christmas Cards
A review by Diane Carney
For those who haven’t
yet purchased this year’s
Christmas Cards (I count
myself amongst you) I have a
couple of suggestions that I
hope will be of interest.
Railway
Children
Firstly,
a very
worthy
charity,
in my
opinion,
is Railway
Children
which
provides protection and
opportunity for children with
nowhere else to go and nobody
to turn to. To quote from their
website: Children run away or
are forced to leave homes where
they suffer poverty, violence,
abuse and neglect. They find
themselves living on the streets
because there is nowhere else
www.model-engineer.co.uk
central origin. Some of these
plates are in the design stage
to configure them for a set of
particular jobs, for example
one small plate will be for both
the eccentric rod and valve
connecting rod for the Baker
valve gear for my locomotive;
I have to make four of each.
There will be several other
parts such as the combination
lever and the union link etc.
and they will also have a plate
made for them. I will follow
a similar method to the one
demonstrated at Tech’ and run
a programme to pre-drill and
tap the plates at the centres
of through holes in the various
levers to enable a change-
over from outside clamps to
through bolts before profile
machining. I should have
mentioned that it is necessary
to clamp down through the
machined holes in the work
into the pre-drilled and tapped
ones in the plate, before
to go and nobody to turn to. We
work to reach children as soon
as they arrive on the streets and
intervene before an abuser can.
The charity has connections
to a number of railway
enthusiast groups that
organise and participate in
fundraising activities. This
year, as in previous years, the
charity has on offer a good
range of cards with some newly
commissioned paintings, all
featuring atmospheric railway
scenes from some of the
best railway artists including
Malcolm Root, Philip Hawkins
and David Charlesworth.
Cards are 126 x 172mm and
include envelope.
Price: ten cards for £4.25
Greeting: With Best Wishes for
Christmas and the New Year.
(Some designs are left blank
inside.)
www.railwaychildren.
org.uk/shop
15
removing the outer clamps
so that there is no chance of
movement of the work. There
is some advantage in using
modified Allencap screws that
have had the head re-machined
to closely fit a through hole
but to leave a small flange at
the top to hold the work. This
keeps the ‘hold down’ screws
well clear of the tool holder
and below passing cutters!
One result of CNC machining
sundry levers is that they are
interchangeable – the original
full size ones were most
definitely not and had to be
marked as to where they fitted!
Tel. 01227 811639
Cards can be purchased online,
by telephone or by requesting
an order form.
Welshpool & Llanfair
Light Railway
This year’s new W&LLR
Christmas card design is taken
from a painting commissioned
from railway artist Jonathan
Clay GRA and shows Beyer
Peacock 0-6-0T No. 822, The
Earl pausing at Heniarth Halt
beside the traditional lineside
hut (or ‘bothy’ to our Scottish
readers!), a replica of which
has recently been built. A
second design by the same
artists, featuring a W&LLR train
in The Narrows, Welshpool in
GWR days is also available.
Sales of Christmas cards
are a vital element of their
fundraising activities in order
to both maintain and progress
the railway.
CNC FOR BEGINNERS
A dodge I have used is to
mount a metric FC3 cutter in
a Clarkson threaded type FC3
holder and then fit that into
a 16mm dedicated 3 Morse
tool holder when I ran out
of dedicated Morse 3/ FC3
holders (photo 15). This got
me thinking (alright, I don’t
do it often!) as I was already
considering the mounting cost
of the dedicated holders, and
I started to investigate ways
and means of cutting the cost.
The result was the feature of a
separate article that appeared
in Model Engineers’ Workshop.
(MEW issue 220, Autumn, 2014.)
●To be continued.
Cards are 104 x 147mm and
include envelope.
Greeting: With Best Wishes for
Christmas and the New Year/
Nadolig Llawen A Blwyddyn
Newydd Dda.
Price: five cards for £3.00; 12
cards for £5.50; 25 cards for
£9.00; 36 cards for £13.50;
50 cards for £17.30. You can
choose to have all one design
or a mixture of both designs.
Prices include UK postage.
www.wllr.org.uk
Tel. 01938 810592
12 Maes Gwyn, Llanfair
Caereinion, Powys SY21 0BD
699
Compression in Steam
Engines - Good or bad?
This topic is one that is often talked about but no clear answer has as
yet been found in the model engineering fraternity. The traditional
Inchanga continues his
double acting steam engine has been made in many different types
look at the mechanics of
and utilised various types of valve gear, some of which are better than
steam within a cylinder.
others. To understand the topic fully we have to go back to basics.
Continued from p.597.
M.E. 4545, 14 October 2016 The Uniflow engine
Many people consider that the
Uniflow engine suffers from
high compression, but in actual
fact this is not strictly true and
shows a misunderstanding
of the design concept. The
Uniflow engine, invented by
Professor Stumpf in Germany
(he called it a Unaflow in his
original paper describing the
design), is different from other
double acting engines as it has
no actual mechanical exhaust
valves. Instead, the exhaust
steam exits the cylinder by
a ring of ports in the middle
of the cylinder. Hence, the
exhaust opening point is fixed
at about 90% of the piston
travel. Figure 9 shows a typical
Uniflow engine type.
The cylinder in the Uniflow
engine has to be longer than
the normal engine, as also
does the piston; a figure of 80%
of the stroke is the optimum.
The exhaust port is centred
on the bore and exhausts
to either the atmosphere
or, in large engines, to a
vacuum condenser. There
is an inlet valve at each end
of the cylinder and normally
an automatic condensate
pressure relief valve to allow
condensed water to be ejected
when starting from cold. In the
diagram the inlet valves are
Corliss types and use either
camshafts or some other
type of quick acting valve
mechanism to operate them.
The Uniflow engine does
not suffer from the cooling
effects of the exhaust steam,
700
PART 7
which tends to lower the insufficient vacuum, as a
cylinder end temperature safety feature when the
in a normal engine, where engine is starting up from
the steam for inlet and cold. The vacuum pumps
exhaust pass through the being driven from the engine
same ports. The ends of the normally, so when the engine
cylinder remain hot and so is stopped the vacuum leaks
condensate formation is away and has to be recharged.
much reduced. The Uniflow The advantage of the
engine hence has much Uniflow is that it can be
smaller clearance volumes operated with very short cut-
than a normal engine and can off values, typically as low as
have minimal piston to end 5% in some designs, giving
cover clearance. Assuming maximum expansion, so giving
that the exhaust porting is greater economy of steam
effective so that all the steam usage and a consequent large
can exit easily, then the only saving in steam and fuel. They
The advantage of the Uniflow is that it can be
operated with very short cut-off values, typically as low
as 5% in some designs, giving maximum expansion,
so giving greater economy of steam usage and a
consequent large saving in steam and fuel.
gas in the cylinder when were extensively used for
the piston begins the return high-speed electric dynamo
stroke is atmospheric air. applications of up to several
This is no different from any thousand horsepower. The
other type of double acting steam pressure used was
engine. If one considers normally much higher than a
the single acting Uniflow conventional engine, typically
engine the same argument as high as 1,000 psi, and a high
applies, only atmospheric air value of superheat was used.
is able to be compressed on From reports of their operation
the piston return stroke. On they were very smooth
some examples additional running at up to 1,500 rpm
mechanical exhaust relief when driving dynamos and
valves are fitted that are alternators. They were mostly
designed to be opened if superseded by larger steam
the vacuum condenser has turbines.
Model Engineer 11 November 2016
 SCIENTIFIC ANALYSIS

One other unique feature

of the Uniflow engine is the Fig 9
long piston. Because this is
about 80% of the stroke in
length it forms an effective
‘trunk guide’ to the piston rod,
meaning that external slide
bars or trunk guides are not
really necessary, so making
the engine shorter. The piston
is normally hollow and made
in three parts, which are fitted
together to obtain accurate
registration. Using steel for the
two end pieces that contain
the piston rings reduces the
mass of the piston and the
centre is either made from a
lightweight alloy or a hollow
cast iron fabrication to reduce
the total mass.
One aspect of the double
acting Uniflow engine that is
not obvious from the diagram
is how the cylinder bore is
machined. The coldest part of
the cylinder is in the centre of
the liner at the exhaust port
area. The two ends are the
hottest part of the engine, as
they only have the superheated Uniflow double acting engine.
steam to contend with. The
expansion of the liner is
hence greater at the two ends Some final comments radiating from a cylinder and be slow, a less compression
and less in the centre of the One of the great authorities we see that compression during will suffice to keep the motion
cylinder liner. This can cause on steam engineering was exhaust can never yield up the smooth and free from jerks.
the piston to run tight as it Professor Andrew Jamieson full work done upon it. Hence, These considerations limit
traverses the centre of the of Glasgow University. In his the less the volume of the the amounts of compression
liner. To prevent seizure the textbook, last published in the clearance spaces the better, as to be used for any particular
liner is honed slightly larger in early 1900s, he had quite a in the case of the most efficient case. In engines having a high
the centre portion so that the bit to say about compression Corliss engines. ratio of expansion and great
liner becomes a true parallel or, as it was also known as, piston velocity, the exhaust
bore at running temperature. ‘cushioning’. His comments (Note: When Prof. Jamieson steam might with advantage
When measured on a cold liner from his lecture XV should wrote these lecture notes in be compressed up to the initial
it is distinctly ‘barrel-shaped’ make interesting reading. his original book of the 1880s pressure, but, in other cases, a
internally around the exhaust the Stumpf Uniflow engine moderate compression is all that
port area but pulls into a true Compression or Cushioning had not been invented so he can be recommended.
shape when heated up and This is effected, as we pointed was not aware of this new Compression up to the initial
running. out in Lecture XIV, by closing the development.) pressure of the steam has a
It is because the Uniflow exhaust port before the piston further advantage in unjacketed
has higher compression than has completed its return stroke. Continuing: cylinders, viz, that the cylinder
other engines that it records Then, any steam still remaining The mean pressure of steam becomes heated up to the
outstanding economy in the in the cylinder is compressed would, however, be greatly initial temperature of the steam
use of steam. By utilising into the clearance spaces. If the reduced by such excessive by the work done upon it and
the compression, Stumpf compression were so great as to cushioning. The useful extent condensation of the entering
obtained major heat gains raise the pressure of the steam of cushioning, considered with steam may, therefore, be greatly
and this meant that less in the clearance spaces up to reference to the motion of the reduced.
heat energy from the inlet the initial pressure of the steam, engine alone, depends chiefly
steam was lost to keeping the loss from the clearance spaces on the speed of the engine.
cylinder hot. A high cylinder would be largely avoided, since In very fast running engines a So there are the facts for
operating temperature gives these spaces would already large amount of cushioning is the reader to decide whether
the highest efficiency, as Watt be full of steam at the initial necessary, in order to check compression is a good or bad
found by applying a steam pressure, when the piston begins the momentum of the moving thing. I think it is a case of ‘One
jacket and cylinder lagging on its next steam or forward stroke. parts gradually and reverse man’s meat is another man’s
his early engines to reduce Add to these circumstances the direction of motion without poison’!
condensation. the fact that heat is always shocks; but, if the piston speed ME

www.model-engineer.co.uk 701
 1
Neil Wyatt
continues the
construction
of his
authentic
looking, 3½ inch gauge
battery electric locomotive
with style.

Continued from p.586

M.E. 4545, 14 October 2016

Southam
Southam in 3½ inch gauge.

PART 5
Many model engineers dream
of travelling along a model Fig 26 3/32

railway behind a locomotive

of their own making. Sadly, Tap 5BA
the cost, time and complexity
of even a 3½ inch gauge
Ø1 1/2

steam locomotive can be

enough to deter many
beginners. Well don’t give up.
Ø1/8
Ø5/16
Ø1/2

In the autumn of 2012 I found

myself travelling round the
Burton MES’s elevated track
pulled by my own locomotive, 23/128

a diesel outline shunter.

Buffer Head
Mat’l: M.S, 4 off, fabrication advised

Buffers
As explained in the
introductory part of this
series, the buffers fitted to
Hudswell Clarke shunters are
enormous affairs, usually two
feet in diameter. The reason
for this was, presumably, to
avoid any possibility of ‘buffer
lock’ on tightly curved, poorly
maintained tracks.
The scale buffers are 1½
inch diameter, which, though
big, is unfortunately not
quite large enough to avoid
problems when towing a 5
inch driving car (again, don’t
ask how I know). This creates
the uneasy need to be ready
to place your hand on the cab
during braking. The driving car
I am making will have a simple
buffer plate, suitable for any 5
or 3½ inch gauge locomotive
in order to avoid such issues.
Unlike other shunters on
which I have found information,
Mary’s buffers are cut down
to an oval shape but I took the
majority vote and decided to
leave the buffers round (fig 26).

702 Model Engineer 11 November 2016


As they are 1½ inch diameter,
I decided to fabricate them
in two parts; silver soldering
the stem to a mild steel disc.
Holding the disc in the three
jaw chuck I turned, bored,
drilled and tapped the stem,
then reversed the assembly
and finish turned the buffer. I
profiled each buffer by taking
an angled cut across the disc,
and then carefully finishing by
file – noting the need for great
care and a secure file handle
(photo 22).
Curiously, I recently
discovered that Southam 2 has
medium sized buffers, but my
guess is that Southam itself
would have had the larger
buffers fitted to its nearer
contemporaries. If you like,
reduce the buffers to about 11⁄8
inch diameter.
The buffers are missing
from D604 but the holes
for mounting their stocks
indicate a square backplate
as seen on other Hudswell
Clarke shunters. These other
shunters of similar vintage
including Carrol, Mary and
Mighty Atom all share two
other characteristics; the
buffer plate is exceptionally
large and the buffer stock has
a characteristic truncated
cone and cylinder shape, with
a square backplate. All the
shunters I have found appear
to use buffer stocks cast in the
same mould.
I would have turned the
buffer stocks from square
material but had nothing large
enough, so I made them from
round bar and silver soldered
square plates from 16 gauge
brass on the back (fig 27 and
photo 23). I was going to use
M6 nuts on an extended spigot
Fig 28
Ø1/8
1/4
Guide Rod
Mat’l: M.S, 4 off
www.model-engineer.co.uk
Fig 27
1/16
Ø11/16
Ø5/8
Ø1/2
Buffer Stock
Mat’l: M.S, 4 off
22
Southam’s buffers.
at the back of the buffer but
in the end I just used a plain
spigot with four 10BA screws
through the backplate. I can
understand if you worry this
will not be strong enough,
especially if you are likely
to handle the engine by the
buffers. If so, then M6/0BA are
possibly a bit too large, and I
would suggest using M5/2BA
although the spigot will then
be so thin as to add relatively
little strength.
The prime function of the
1
⁄8 inch guide rod (fig 28) is to
2 1/4
Thread ends 5BA
3/4
31⁄2 INCH GAUGE SHUNTER
5/16
1/16
5/8
12°
3/4
Ø1/8
Ø1/4
Note: Buffer stocks to be fixed by
10BA hex set screws with the heads
on the outside
3/4 1/8
23
A fabricated buffer stock.
stop the buffers falling out so start by making rectangular
of the stocks, but they also blanks, which can be held in
allow adjustment so that all a four-jaw chuck by one end,
the buffers extend by the same and the shank turned and
amount. A spring needs to be threaded on the other. Drill a
fitted over the rod, I used the hole at the centre of the hook
same ¼ inch diameter by ¾ and another for the chain pin.
inch long springs as I did for Careful sawing and filing may
the suspension, but left them then be used to shape the rest
at full length. of the hook profile, including
Note that the buffers on the square on the shank. This
all the examples of Hudswell is actually easier to do than it
Clarke diesel shunters of which sounds and it’s very rewarding
I found photographs, where to make these items almost
the fixings can be seen they entirely by handwork (photo
are bolted in place with the 24). Don’t forget the square on
screw on the outside and a the shank needs to be made
nut on the inside of the buffer a close sliding fit in the buffer
beam. Received wisdom is that
prototypical practice is to have
24
the nuts on the outside, so if
you want a Gold Medal, include
this paragraph in your judges
notes as evidence!
Coupling hooks and chains
The coupling hooks can be
cut from 1⁄8 inch thick steel bar
(fig 29, overleaf). There is no
easy way with these (unless
you can get laser-cut blanks) A pair of coupling hooks. >>
703
 Fig 29 3/
16
1/4

Ø1/4
1/8

Ø1/4

Ø1/8

Ø1/8
1/2

11/16
r1/16 Thread 5BA or M3

0 11/16
1/4
9/16

1/4
1/8
Coupling Hook
Mat’l: Mild steel, 2 off
beams, as they are fitted with a
spring on the shank inside the
beam (photo 25).
I was fortunate to find some
steel chain with rings about ¾
inch long by ½ inch wide in my
scrapbox. This is a common
size; I think I got the original
length of it from one of the DIY
sheds. When squeezed gently
in a vice it’s easy to adjust the
width and length to the rather
longer oval of the original (fig
30). Don’t ask me how 1⁄16 inch
off the width gives 1⁄8 inch extra
5/8
mine was a little smaller than
1
⁄8 inch) into the side of the
bar at 3⁄8 inch centres. Start
by squeezing a link as before,
then cut off one end square.
Open the ends of the link out
to fit in the two holes. Now
cut a short length of 1⁄8 inch
bar or tube (I used brass tube)
and notch its ends so that it
sits neatly across the middle
of this link. Now the tricky bit;
take it apart and reassemble
linked to two links of ‘normal’
chain, flux well and braze
57/64
7/16 1/8
Coupling Chain
Mat’l: Mild steel, 2off
Use 3/4 x 1 1/2 links
squeezed in vice Fig 30
need to do is cut and file the
eyes to thickness and tidy up
the links. You now have a rolling
The coupling pin is not quite chassis so next time we will
one of LBSC’s ‘kiddies’ practice look at how the gearbox
jobs’ (fig 31). The basic pin is is made and fitted to the
simple enough but the cross stretchers you have already
drilling is tricky; it’s best to made.
use a jig of some sort. I used a
cross-drilled bar with a central
hole that I could poke the pin Fig 31
into for drilling. The washer (fig
Cross drill
Ø3/16

on the length, but that’s how
they turned out!
The U-shaped link at the
end of the short chain is more
challenging. First prepare a
short length of ¼ inch bar by
drilling through 1⁄16 inch, then
drill two 1⁄8 inch holes (check
the diameter of your chain,
Ø1/16
together. Be sparing with the 32) is very simple, and finally no. 60
silver solder – I used thin wire you need to bend up an R-clip
which gives good control over from something such as music
the amount used, so that the wire. I used a bit of guitar ‘B’
other link does not also get string. Photograph 26 shows
soldered in place. You may the finished hooks.
now need to re-drill the 1⁄16 inch 1/16
hole through the eyes but once 3/8
they are opened out all you lTo be continued.

Coupling Pin
25 26 Mat’l: Silver steel, 2off
Harden/temper to dark straw

Fig 32
Ø3/16

Ø1/16

3/64

Coupling Pin Washer

Mat’l: Mild steel, 2 off
Each coupling hook has a spring inside the buffer beam. A pair of completed hooks with their coupling chains.

704 Model Engineer 11 November 2016

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A Steam
1

Raising
Blower
Or, why are they
called Blowers
when they Suck?
It was an interesting experiment, but now I must put it back.

In this offering, I shall
first have a look at some
Brian Baker blowers that I have seen
offers a on my travels, set out some
simple
producing a working device
and thus entering the world
of making things.
together with wire, self-tapping
screws and odd bolts.
Over the years I have also
found this to be true of steam
raising blowers, where an odd

I
pointers as to what makes an
project for efficient blower and finally
a novice offer a simple design, with
engineer. mostly laser cut parts and
some simple turning and
drilling that I will explain
in detail, with plenty of
pictures, so that a beginner
has a fighting chance of
2 3
Airline blower in use. Basic construction, but works well.
t has been remarked
several times with in this
magazine’s pages, that a
model engineer will spend
thousands of hours building
the most beautiful miniature
locomotive or traction engine,
only to produce the roughest
driving trolley, constructed
from rusty bed iron and held
fan, usually from the scrap
heap, is pressed into service.
They are often not powerful
enough to raise steam in a
reasonable time and produce
insufficient draft to ignite
coal. This is particularly true
of beginners, who sometimes
have little idea of the concept
of fire-lighting anyway. Also, we
should remember that many
locomotive or traction engine
owners do not build models any
more, but choose to purchase
ready-made, or build from a kit.
Some traction engine
drivers, particularly of the
larger engines, light up with a
simple chimney extension and
use the extended time that
this method takes to oil up and
chat to friends. We tried this
method on a friend’s Romulus,
with little success after 20
minutes (photo 1).

706 Model Engineer 11 November 2016

 BEGINNER’S PROJECT

Perhaps the simplest fire

raiser uses compressed 4 5
air, blown through a jet,
attached to a pipe, which is
lowered down the chimney
(photos 2 and 3). Provided it
is properly aligned, this is a
tried and trusted method, a
development of the car foot
pump method that was used
in the early days of the hobby.
The problem is that you need
a good supply of compressed
air piped to the steaming bays
and as more people start to
use the system, pressure falls,
slowing the draft just when
you need the most. I have
even seen a locomotive with I think this started life as a waste paper basket. Fine as a temporary measure but I think it’s ready for replacement.
a compressed air connection
direct into the blower pipe,
which used the engine’s own 6 7
blower jet to produce some
draft. A valve to control
airflow is a good idea.
A soon as a model is
finished, a ‘lash up’ blower
is usually made (photo 4),
last thing at night just before
taking the model out for its
steam test - although the one
in photo 5 shows considerable
use.
Mains powered equipment A mains electricity power fan, converted to use as a blower. This one looks a bit safer in use.
can be modified to act as a
blower but I am not sure that I
would advocate mains electric 8 9
usage in most steaming bays,
which always seem to have
some water about, as well as
harbouring the danger of direct
contact with live terminals
(photos 6, 7 and 8).
Low voltage, ex-equipment
cooling fans running on
24 volt were available on
the Internet and this one,
converted (if sticking it onto
a piece of cardboard can Again an ex equipment fan, but is it safe to use? Temporary conversion; perhaps plywood would
be called conversion), does have been more durable.
not seem to shift the large
volumes of air through the
firebox that is needed need 10 11
to achieve a reasonable
steam raising time (photo 9).
Two (twice as much weight
to carry), sealed lead acid
batteries solve the 24volt
supply problem (photo 10).
Surprisingly, to some people,
these devices get hot so in
order to avoid burnt fingers,
here is a practical 12 volt
device, with a desirable feature
- a handle (photo 11). Many Power supply for the fan in photo 9. Okay, but not An handle protects the owner from burns, but
pieces of ex-equipment have sure about two batteries to carry and charge. what about a finger in the fan? >>

www.model-engineer.co.uk 707
blowers that can be modified
and used with fair success
(photos 12, 13 and 14) and car
heater fans were very often
used, until the metal fans
within were changed to plastic.
12
I am not sure of the need for the 90 degree bend.
14
Looks fine but being ex-equipment, it’s harder to replace.
16
Ready to remove a finger tip, maybe?
18
As they looked when the parcel was unwrapped.
708
Another desirable feature is
variable speed so that initial
draught could be gentle (a
more vigorous air flow blows
out the match) and as the fire
grew hotter and became more
13
Looks like a very old car heater fan.
15
The speed reducing resistor looks redundant.
17
Looks fine and works well but only two speeds.
19
Clean up, with a small facing cut.
stable, the draught could be
increased so as to more easily
light coal. Modern electronics
have given us good, cheap
speed controllers, whereas in
the past a large resistor was
Model Engineer 11 November 2016
needed to give some different
air flow rates (photo 15).
A final hazard is the
possibility of a fingertip
touching the fan as it is
rotating. A fan which is
unguarded and driven by a
powerful motor, with easy
access for small fingers, could
deliver a painful cut to the top
of a finger unlucky enough
to slip inside when it is being
removed (photo 16).
There are, however, blower
units about which go some
way towards a satisfactory
system, in that they use a
12 volt, are powered using a
single rechargeable, sealed
lead acid battery, have some
measure of speed control
Another desirable feature
is variable speed so that
initial draught could be
gentle and as the fire grew
hotter the draught could
be increased.
and some measure of finger
protection - although I suspect
it needs removal with a gloved
hand (photo 17).
To sum up our requirements,
then: our blower must be easy
to use, have a good airflow,
operate on 12 volts (of which
many clubs have a supply
laid on to the steaming bays),
have a handle, be safe from
the intrusion of little fingers,
have a speed control, be easy
and quick to make and not
be too expensive. I hope that
I have managed, with the
design I am about to describe,
to have achieved all these
requirements and that its
construction can be managed
by a beginner, perhaps with
occasional help from a more
experienced club member.
Size consideration
For a fan to move reasonable
quantities of air, it needs a
decent diameter but need
not be too deep, and it needs
as large a free flow area as
possible, particularly through
 BEGINNER’S PROJECT

the chimney adapter, which

should be as large as possible. 20 21
Finally, the fan blades need
to be as close to the bottom
plate of the fan as possible to
prevent the air taking the ‘easy
route’ and not passing through
the fan.
I decided to use laser cut
parts as much as possible,
leaving just simple turning
and drilling tasks for our
constructor. It’s always
interesting when the laser cut
parts are delivered because Depth of the first thread. End of the thread marked.
that’s when you realise the
mistakes you have made and
notice the parts you have 22 23
missed out (photo 18). I have
passed on drawing to Messrs
Model Engineers’ Laser (ref
1), who will produce parts for
this version, which is suitable
for 7¼ and large 5 inch
gauge locomotives; a smaller
version, about two-thirds the
size for smaller 5 and 3½
inch gauge locomotives is
currently being drawn.
I shall describe the First size reducing cut. Brush applied neat cutting oil.
construction of the larger
blower. There is nothing
stopping you redrawing the 24 25
parts and taking them to your
local friendly laser cutter if
you wish.

The parts
First we need eight pillars to
hold the top and bottom plates
apart at the correct distance
and these are shown in fig 1.
I suggest they are made from
steel hexagon, 10mm across
flats but anything around Check progress of the size reduction. A little chamfer helps start the die.

this size will do, even square on in the sequence - if you find Apply a little cutting fluid to
6mm thread section can be used. Round this easier. Leave about 15mm help keep the surface smooth;
10

section may give difficulties
with assembly but could still be
used. I ran out of the preferred
size I was using so two of my
pillars are of a slightly different
section. I have used Metric
50
sticking out of the chuck and,
with a ruler held against the
material, set the lathe tool to
touch the material so as to
mark the length of the threaded
portion (photo 20). Without
I use neat cutting oil but even
WD40 sprayed on will help.
Each Model Engineer has his
own favourite concoction
(photo 23). Keep checking
the diameter (photo 24) until

dimensions for this design,
because metric parts - such
as nuts, etc. - are easily and
cheaply available but you can
convert to a suitable imperial
size if you wish.
10
moving the toolpost, push the
tool into the material, so that
the length is marked (photo 21).
Now you can withdraw the tool,
move the saddle to the right
and start reducing to diameter
you reach the 6mm target.
If you note the cross slide
reading then it should be easy
to obtain consistent finished
diameters on the remaining
parts but still check each one

6mm thread
Firstly, cut eight pieces of
material, 70mm long and face
them off in the lathe (photo
Distance Piece
8 req’d 19). You can put the bar into
Fig 1 the chuck and part the pieces
off to length - as shown later
by setting the tool to remove
about 1mm from the diameter
per pass. Use the power feed to
obtain a reasonable finish and
only cut up to your previously
made mark (photo 22).
carefully, just to be sure.
Then you can use the
chamfering tool to give the
die (that we will use to cut
the thread) an easy start
(photo 25). ●To be continued.

www.model-engineer.co.uk 709
The Barclay Well
Tanks of the Great War
PART 18

This constructional series addresses

Andrew Barclay 0-4-0 and 0-6-0 narrow
Terence gauge locomotives supplied for use in the
Holland First World War. Built without the use of
describes castings, the 0-4-0 design is described
and as two versions; as-built for the British
constructs Admiralty in 1918 and as rebuilt and
two appealing, century currently running on the Talyllyn Railway
old locomotives. as their locomotive No.6, Douglas. The
0-6-0 engines described were built in
Continued from p.460 1917 and operated on 60 centimetre
M.E. 4543, 16 September 2016
gauge track at the Western Front in
France. These were small, spartan
machines of which only 25 were supplied
and none have survived into preservation.

Making the drain

Fig 58 cock bodies
Make the cock bodies from
Ø1/8
½ inch diameter or 7⁄16 inch AF
brass rod, and provide a short
7
⁄16 inch diameter collar on the
3/16 x 40TPI
Ø3/16

screwed end, which will assist

with location when fitting. To
turn the barrel shape of the cock
it’s well worth grinding up a form
Ø7/16

tool, ½ inch wide, and use it like

a parting tool on low speed. I
produced ten embryo bodies on
a piece of 7⁄16 inch hexagon brass
Handle
Mat’l: Ø1/4in brass rod in about 30 minutes once
the tool was made – all identical
1/4
and nicely shaped.
Cross Drilling Jig 3/8 5/8 Chuck the brass rod and turn
Mat’l: 1in A/F brass
down a 25⁄32 inch length to 7⁄16
inch diameter. Then reduce a 3⁄16
inch length to 3⁄16 inch diameter
3/4 1
and thread 3⁄16 inch x 40 tpi.
Centre the end and drill 1⁄16 inch
3/64

Cut with reamer diameter, 11⁄8 inch deep. Using

to suit plug the form tool, form the centre
3/8

barrel of the cock ½ inch wide

at 9⁄32 inch from the end, part off
at 11⁄8 inch. This will leave a 3⁄32
3/32

inch length of 7⁄16 inch stock as a

Taper Plug Holder 8° Taper Reamer collar before the formed barrel.
Mat’l: 3/8in A/F brass Mat’l: Ø1/4in silver steel Now we need a simple jig
for the precise cross drilling of
the holes in the valve bodies
(fig 58).

710 Model Engineer 11 November 2016


Chuck a piece of 3⁄4 inch
square or 1 inch AF brass
stock; centre and face to 1
inch long. I started to make the
square version but changed
my mind and made it from
hexagon brass, which is
easier to make and use as
it fits in the three jaw! Drill a
4mm pilot hole and open out
to 7⁄16 inch diameter, 5⁄8 inch
deep. Square the bottom of
the hole with a D-bit or small
boring bar. Tap what’s left of
the 4mm hole 3⁄16 inch x 40 tpi.
Check the finished depth of
the hole and drill a central hole
1
⁄8 inch diameter on one of the
square faces to correspond to
the centre of the cock when
screwed into the jig. On my
jig this was 1⁄4 inch from the
end but this dimension should
be checked on the job as it is
essential to get it correct. Fit a
short handle to the end of the
jig to assist in holding it when
cross drilling.
Screw a body into the jig and
tighten. Cross drill the barrel
of the cock with a 1⁄8 inch drill.
The other end of the cock body
will be finished off later after
the taper holes are reamed.
Taper plugs and reamer
Start by making the taper
plugs from ¼ inch diameter
brass rod - it’s worth turning
up a dozen or so with an inch
of taper on pieces about 11⁄2
inch long. Set the top slide
over about 4 degrees to give
an eight degree inclusive taper
(if the taper is too small the
plugs may seize in the body).
Without changing the lathe
setting turn the same inch of
taper on a couple of 3 inch
lengths of ¼ inch silver steel
rod. The silver steel taper will
be shaped and hardened later
to make a reamer that will be
used to cut the tapers in the
bodies. The reamer will also
be used to make a small jig
to hold the taper plugs for
machining their wide end.
To finish the reamer, set the
3 inch length of tapered silver
steel in the mill and remove
exactly half. Mill along the
taper and include about ¼
inch length of the full ¼ inch
diameter of stock. Mill the
taper until the ¼ inch length
www.model-engineer.co.uk
78
Milling the square.
of stock is reduced to 1⁄8 inch,
remove from the mill, clean up
and set up for hardening. Heat
the reamer to red heat and
hold it for about 10 minutes,
then quench in cold water.
Clean the job up and sharpen
the flat on an oilstone. I use
them like this, fully hardened,
but they can be tempered
by reheating until the oxide
layer assumes a straw colour,
followed by quenching again
in water.
Open out the tapered hole
in each body by hand, holding
the reamer in a tap holder and
the cock body in the back end
of the cross drilling jig. Once
the holes are reamed, carefully
machine the excess to 5⁄32 inch
in length and 3⁄16 inch diameter;
thread 3⁄16 inch x 40 tpi to make
the cock outlet connection.
That’s the last turning job to
be done on the bodies, so take
a final, light cut with the taper
reamer.
Drain cock assembly
Now the bodies and taper
plugs need pairing up. Place
a taper in a cock and mark
the length sticking out of the
narrow end. Mark the pair with
an identifying number or letter.
Remove the plug and reduce
the extension to 3⁄8 inch in
length. Chuck the plug by the
¼ inch diameter stock and turn
down the extension to 1⁄8 inch
diameter, then reduce a 3⁄16 inch
length to 0.110 inch diameter
and thread 6BA.
Once all the plugs and
bodies are paired up and
the 6BA threads cut, we will
need a jig to hold the plugs
for finishing off the operating
end (fig 58). Chuck a piece
of 3⁄8 inch AF hexagon brass
BARCLAY LOCOMOTIVE
79
Tallow cocks in close up.
about ¾ inch long, centre and
drill through 1⁄8 inch. Using
the 8 degree reamer, open out
the hole to take a taper plug,
making sure that the depth is
more or less the same as in
the bodies. Saw off the ¼ inch
diameter stock from a taper
plug to leave 3⁄8 inch in length
(see the note re milling the
square shank below). Insert a
taper plug in the jig and reduce
the protruding part to 7⁄32 inch
in diameter. File a 1⁄8 inch
square on the end just over 1⁄16
inch deep. Note that milling
the square is easier if it is done
before parting off the taper
plug from the 1⁄4 inch brass
stock (photo 78).
Now that the plugs are
finished (apart from riveting
the 1⁄16 inch thick mild or
stainless steel operating
levers in place) they can be put
back into the bodies ready for
drilling the cross holes. Note
that alignment is important
here and that, for drilling, the
cross hole in the plug should
be at a 45 degree off-set with
respect to the operating arm
(i.e. the cock should be open
when the operating arm is at
45 degrees to the passageway,
pointing towards the cab, and
80
Left hand cylinder of Caledonia at Liphook.
closed when the arm is at 45
degrees the other way and
pointing towards the front; i.e.
total movement is 90 degrees).
Once the arms are fitted, the
drain cocks become handed,
i.e. in the open position the
operating arms point towards
the rear of the locomotive.
Mount a body complete
with its plug in the base of
the cross drilling jig and drill
1
⁄16 inch diameter through into
the plug. Use the pillar drill
or lathe, but make sure that
the operating arm alignment
is maintained. Once this is
done, the operating arms can
be fitted to the plugs (in the
handed positions mentioned
earlier). Pop the taper plug in
the small jig and rivet over the
top of the square. The jig can
also be used, if required, to tap
a 10BA female thread in the
end of the square to enable the
operating arms to be retained
with a screw. Photograph 79
shows a couple of the tallow
cocks required for ACC No. 1
and the WD 0-6-0.
Photograph 80 shows the
left hand cylinder of Caledonia
at Liphook where the three
drain cocks are prominently
on view. The original tallow
>>
711
cock is still fitted to the front
cylinder cover even though a 81 82
mechanical lubricator is in use.
Grind the plugs in with a
touch of pumice or glass
powder, clean them up and
assemble with a touch of anti-
scuffing compound or similar.
Fit the plug to the body with
a washer, a spring and a 6BA
nut as shown in fig 57. Make
the spring from five turns of
24 SWG (0.022 inch) diameter Original PTFE-ringed pistons. Stages in machining the cast piston blanks.
stainless spring wire wound
on a 1⁄8 inch diameter mandrel.
An easy way to mass produce 83 84
’em with nice squared ends
is to push a wound length on
to a piece of wooden dowel
and cut them off one at a time
with a Dremel disc - no need to
measure the length, just count
the number of turns. Job done
and now I have some more
bits ready for the WD 0-6-0 -
but as my mother would have
said, ‘one swallow does not a
summer make …’

Current progress: More

haste - less speed
Things were going well putting
the old 0-4-0 back together
as Brother Douglas – until
recently! The cylinders were
installed ready for refitting the
steam chests, new slide bars
were fitted and the motion
work was connected up to
the crossheads and motion
brackets. Then I realised three
things: I needed to get my
greasy mitts on the cylinders
and motion brackets to do
the drawings and work out a
method for their fabrication
and, secondly, I had forgotten
to paint them – definitely
a senior moment! Finally, I
needed the cylinders off the
engine to be able to fit the
new pistons.
Things got worse, however.
While the above mentioned
parts were in bits and spread
around the workshop, I cut up
what I thought was a piece
of steel scrap to use as a
spacer when setting up my
new 0-6-0 cylinders for boring.
As it happened, the spacers
turned out to be the wrong size
anyway – but, lo and behold,
one of the newly-finished
slide bars for Douglas went
missing! Yes, that’s correct
Replacement pistons. The refurbished cylinders.
- I had cut up one of the new PTFE rings offer many and rings were necessary. My
bars by mistake! Fortunately advantages and I eventually original PTFE-ringed pistons
(after much disbelief, head fitted them to Douglas. PTFE, are shown photo 81.
scratching and more searching or polytetrafluoroethylene Making rings from PTFE
around) I found the machined to give it its full name, is was dealt with in some detail
ends of the bar in the bin, so chemically very inert, it will in this magazine some years
making a replacement wasn’t stand temperatures well over ago (ref 14), and previous
too difficult. those experienced at normal designs for PTFE rings in
locomotive cylinders have
used a silicone rubber backing
The original PTFE rings were still in place when ring below the PTFE to apply
‘spring’ to the ring. My original
the engine was stripped recently. In fact, they rings had no O-ring back-up
and performed adequately,
are still in such perfect condition that they so the current design is for
PTFE rings alone. They will
could have been reused in the rebuild. therefore act as a traditional
labyrinth seal, rather than
being completely gas-
tight. Note that PTFE has a
The new pistons steam pressures and it has an high coefficient of thermal
My original pistons were made extremely low coefficient of expansion and up to normal
from brass (as were all the friction (refs 14 and 15). steam temperatures (of
cylinder components) and The original PTFE rings (of approximately 170 degrees
they performed well for many some 15 years) were still in centigrade) it will expand
years without problems. For place when the engine was by some 14%, therefore,
piston rings the normal option stripped recently. In fact, approximately 0.005 inch
is to use O-rings or steam they are still in such perfect side clearance is required
packing and my locomotive condition that they could have for the rings in their grooves,
ran initially with single O-rings, been reused in the rebuild, along with a circumferential
I think – it was a while ago although I have doubled up allowance of 1⁄32 inch.
now so it could have been this time with two rings to As an alternative to brass
steam packing! However, each piston so new pistons pistons it is possible to use

712 Model Engineer 11 November 2016


gunmetal or phosphor bronze
rod. In fact, if you don’t mind
deviating from the fabrication
route, cast bronze Simplex
castings are ideal and I have a
pair ready for the new pistons
I intend to install in the rebuild
(photo 82). On the left is a
casting which has had the
spigot machined. On the right,
the outside diameter has been
turned to diameter plus 5 thou’
and the centre drilled. Once
finished, I can move on to
erecting the cylinders, steam
chests etc. and start to refit
the valve gear.
Photograph 83 shows the
pair of finished pistons for
the rebuild – bronze Simplex
castings on the original rods,
complete with rear covers and
NEW SERIES
The Middleton V-4
Oscillating Cylinder
Engine
● Forncett Model
Engineers’ Day
● ‘Claudette’ with a nod
to Sir Harry Ricardo
● The Art of Coarse
Threading
● Garrett 4CD in
6 inch scale
● Ransomes Threshing
Drum in 3 inch scale
Content may be subject to change.
www.model-engineer.co.uk
new gland nuts.
Photograph 84 shows the
refurbished cylinders after a
lick of paint and ready to refit to
the locomotive. The drain cocks
are temporarily fitted to the
left hand cylinder to add a bit
of interest to the photo – the
cocks will finally be fitted when
the operating gear is installed.
A minor modification
Whilst laying out the general
arrangement for the valve
gear it occurred to me that
the axleboxes are set a bit
low. That is, the centreline
through the cylinders ends up
a bit low on the rear, driving
axle. The reason for this
was that with the original
leaf springs the weight of
ON SALE 25 NOVEMBER 2016
BARCLAY LOCOMOTIVE
the engine compressed the
springs by about a ¼ inch.
However, fitting the additional
underhung springing has
corrected this and the axles
now sit too low. The simple
solution is as follows:
1. Fit ¼ inch thick spacers to
the top of the horn stays (fig
37).
2. Reduce the underhung
spring length from 5⁄8 inch to
3
⁄8 inch
3. Reduce the length of the
front push rods by ¼ inch
4. Modify the rear spring/
buckle hanger in fig 28 by
elongating the mounting
hole downwards to produce
an oval hole ¼ inch wide by
½ inch long.
REFERENCES
13. LBSC’s Shop, Shed and
Road. Model and Allied
Publications Ltd, 1969.
14. Geoff King: Using PTFE
for Piston Valves in your
Locomotive. Model Engineer
issue 4362, October 2009.
15. R. Etter: The Properties
of PTFE and its Application
to Model Steam Practice.
Engineering in Miniature,
November 1990.
●To be continued.
713
Holgate Windmill
Grinding corn probably
began in Neolithic times 1
Roger
when settled farming began.
Backhouse
Grains - usually wheat but
visits one
sometimes barley - were
of York’s
rubbed between two stones
engineering
to make flour. Millwrights
treasures.
were arguably the first
mechanical engineers
and Holgate Windmill
Preservation Society is
dedicated to telling this
story and preserving
this important heritage
building (photo 1) for future
generations.

M
useum examples of
early saddle querns
show the hard work
making even a small quantity
of flour. Rotary querns made
the job easier but it was still
laborious. Holgate windmill has
an example from India (photo
2) and rotary querns could be
mechanised, perhaps first with
with ox or donkey power.
Early windmills were
developed in Persia (now
Iran) between 500 and 900AD, Holgate Windmill overlooks York. It is visible from the East Coast Mainline.
using a vertical axis for sails.
In Europe designs seem to Britain’s first recorded at the edge of the Yorkshire
have evolved to incorporate windmill, probably a post Wolds (ref 1). Mill sails and
an horizontal axis, like most mill, was mentioned in 1185 mechanism were mounted on a
watermills. at Weedley, near South Cave large post and hand turned for
sails to face the wind. Rievaulx
Abbey Museum has a carving
2 3 of a later mill that’s likely to
have been similar (photo 3).

Rotary quern from India at Holgate Mill. Grinding corn by hand was hard physical work. Mediaeval carving of a post mill from
Rievaulx Abbey museum, North Yorkshire.
Challenges and
improved designs
Wind direction and speed can
change rapidly and mills were
developed to cope with this
by increasing automation and
reducing the miller’s work.
Wind power was used to hoist
grain within the mill and in
Holland, mills were developed
from corn grinding to water
pumping and sawing timber
(photo 4).

714 Model Engineer 11 November 2016


4 5
In Holland windmills powered timber saws as well as pumping or corn grinding.
Numansdorp sawmill is at Arnhem Open Air Museum.
Edmund Lee contributed
to improving mill design
by inventing the fantail in
1745. As the mill’s main sails
naturally veer away from
facing the wind the fantail
catches the wind and revolves
to move the mill body back to
the optimum position; this is
done through gearing (photos
5 and 6).
In most of Britain there was
a gradual shift to brick or
stone tower mills where only
the cap and sails rotated by
means of the fantail. Holgate
was one of several around
York. Built in 1770 it is now
the only working survivor
and is unusual in having five
sails, a design recommended
by John Smeaton as the
most efficient. Smeaton
also designed the so called
‘Lincolnshire Pattern’ mill
of which Holgate is a fine
example.
England’s tallest mill is at
Moulton, Lincolnshire standing
100 feet high (photo 7), a giant
compared to Holgate’s modest
45 feet. Holgate Mill was
originally lower but was built
up around 1859 to better catch
the wind and to lift the sails
above door level. It is brick,
cement rendered and painted
with tar.
Sails
Mill sails were originally cloth
covered with a twist to catch
the wind. Millers furled and
unfurled the cloth to control
the mill; a job done out of
doors with the mill stopped. In
Bruges, Belgium, St. Janshuis
www.model-engineer.co.uk
ENGINEER’S DAY OUT
6
A fantail at Holgate Mill revolves the cap Saxtead Green Post Mill has a fantail
to keep the sails facing the wind. revolving the whole upper mill to face the
wind. This is now in the care of English
Heritage.
7 8
9
Moulton tower windmill in Lincolnshire Slatted sails (or sweeps) could be opened to ‘spill the Example of canvas
is Britain’s tallest at 100 feet. It is wind’ and slow rotation. At Holgate the sails are made of slat made by Holgate
occasionally open to the public. stiffened canvas though wood was used in many mills. Mill volunteers.
windmill retains cloth sails and
the miller physically turns the 10
mill to face the wind, warping
with a rope on posts set
around the mill.
Andrew Meikle of East
Linton, Scotland, devised the
spring sail in 1772 allowing
quick control. Wooden
shutters (or louvres) on sails
would spring open if the wind
became too strong. Many
mills used wood, although at
Holgate the shutters are made
of stiffened canvas. Making
200 new shutters was a major
job for the mill’s volunteers
when it was restored in 2010 Holgate mill has a ‘spider’ invented by William Cubitt in 1807 to
(photos 8 and 9). control opening of five patent sails.
William Cubitt made further
improvements by controlling shutters rather like Venetian be controlled by a continuous
the sails directly using a blinds; this is the system striking chain on the opposite
wrought iron ‘spider’ in the used at Holgate. Shutter side of the mill to his ‘patent’
centre of the sails linking the angle and thus speed could sails (photo 10). >>
715
 11 12 13

Looking up, the cap has a clinker construction, similar to a The cap moves on iron skids sliding over the curb ring on
wooden boat, with oak spars and pine/ cedar planks. The gear top of the brick tower. Fantail gearing engages with the Centring wheels keep the top positioned
mechanism links to the fantail outside and rotates the cap on rack turning cap and sails. ready to drive the mechanism below.
the curb ring with a rack just outside so the mill faces the wind.

14 15 Inside the mill

At the top the mill cap (photo
11) rests on a cast iron curb
ring with a geared outer edge
surmounting the brick tower.
Greased iron skids slide on
the curb (photo 12). The cap
is turned by gearing linked to
the fantail (photo 13). Within
the ring cap, centring wheels
keep the top positioned ready
A windshaft connects the sails to the great gear and brake to drive the mechanism below
Gearing linked to the fantail turns a gear wheel on the outer wheel. Through the wallower gear this drives a vertical shaft to (photo 14).
curb ring which revolves the cap and sails to face the wind. the great spur wheel powering the millstones. This example is Inside the mill the sails turn
outside Wimbledon Common mill. the cast iron windshaft with
the great gear and brake wheel
(photo 15). The brake controls
16 17 speed; if a mill runs too fast
there is a serious risk of mill
stone friction causing fires.
Flour dust is also a potential
explosion hazard.
At Holgate the windshaft
drives a wallower gear which
turns the upright shaft running
down the centre of the mill
(photo 16). The sack hoist is
also wind powered as a large
Holgate’s great gear and brake wheel (on the right) inside the The sack hoist is also driven by wind power. wooden wheel engages with
cap; the wallower on the left engages with the great gear wheel the underside of the wallower
and takes power via a vertical shaft to the stone floor. gear wheel (photos 17 and 18).

18 19 20

The cast iron spur wheel drives geared stone nuts powering the
mill stones. Stone nuts have wooden teeth - usually fruit wood -
A wooden wheel contacts the underside to minimise the risk of damage to the large and expensive spur Stone nuts are moved across to engage the great spur wheel
of the wallower wheel. wheel. They could easily be replaced if broken. and wedged in place.

716 Model Engineer 11 November 2016


Just below the cap is the
dust floor where grain was
stored before descending via
chutes and hoppers to the
millstones. Below this is the
bin floor where replica corn
bins feed stones below.
At the stone floor the upright
shaft turns the great cast iron
spur wheel. Meshing with this
are two gears or ‘stone nuts’
that drive mill wheels directly
(photo 19). The stone nuts are
moved across to engage the
spur wheel and are wedged to
keep them in mesh (photo 20).
Gear wheels engaging with
the spur wheel generally had
wooden teeth, usually some
kind of fruit wood as this is self-
lubricating. An advantage to
wooden teeth, of course, is that
broken teeth could be replaced
individually without the need
to replace the complete wheel.
There’s an approximate 10:1
ratio between sail speed and
stone speed.
At Holgate there were four
pairs of millstones, though only
two are now used. Each has a
fixed bedstone (photo 21) and
a turning runner stone above.
Composite French burr stone
is used for flour and coarser
millstone grit for animal feed.
The stone faces are ‘dressed’
with grooves and curving
edges so that the grain passes
between them, falling out as
flour at the edges, then to be
carried via chutes to sacks. The
working millstones are encased
in wood and fed from hoppers
above (photo 22).
Iron drive shafts for the
stones are known as quants
and are hexagonal so that
as each turns it vibrates the
feed hopper shoe to let in the
correct amount of grain. Grain
is fed in from a hopper via a
‘damsel’ - so called because
it ‘chatters’ - distributing
grain from side to side across
the stones. This evens out
wear and reduces the risk of
stones sparking and causing
a flour explosion. Above the
hopper a bell sounded if grain
was running out. At Holgate
this alerted the miller’s Jack
Russell terrier whose bark then
warned the miller!
On the ground or meal floor,
a ball governor controls the
www.model-engineer.co.uk
ENGINEER’S DAY OUT
21 22
Drive to the millstone from the stone nut. Currently out of
use, this fixed bedstone would normally be covered by the
runner stone on top. It shows the grooves and curving edges.
Maintaining mill stones was an important job for the miller. Wooden casings house the operating millstones.
tentering mechanism (photo
23). This sets the exact gap 23 24
between the stones of the
mill without it being affected
by wind speed or that of the
stones.
Flour is bagged for sale
(photo 24) at Holgate and,
recently, an electric motor has
been installed to provide power
for grinding on windless days -
and there are many days when
wind is insufficient to turn the
sails. At one point in its history
a miller installed a steam
engine as supplementary
power for turning the stones
but this has long gone.
Mills had ancillary A governor controls the tentering Bagging area on the ground floor. Stone
equipment such as winnowers mechanism - this adjusts the distance ground flour, produced at the mill, is
to blow away chaff and sieve between stones. popular with bread makers.
out debris. Holgate’s example,
made in nearby Malton, is not
original to this mill (photo 25). 25
In the late 19th Century far
more grain was imported from
Canada, Russia or Australia
and steam powered roller mills
in ports took over almost all
flour milling. Men such as
Hull’s J. Arthur Rank made
their fortunes from such
enterprises but smaller mills
closed or turned to processing
animal feed only. Holgate
closed in 1933 and was sold to
York Corporation in 1939 when
some unsuccessful attempts
were made to restore it.
Restoring Holgate Mill Early 20th Century grain cleaning machine or winnower made at Malton had fans to
Holgate’s restoration was blow away chaff and graded wire meshes to sieve out unwanted objects.
eventually achieved by
volunteers and local residents Preservation Society, formed did most major work. Thanks
including the late David Lodge in 2001, were instrumental in to them and many volunteers
who effectively ‘saved’ it by its restoration with help from the mill now grinds by wind
documenting the history of York City Council. Thompson power, supplemented by
the mill and raising awareness and Sons, professional electricity. Flour sales support
of it. Holgate Windmill millwrights of Lincolnshire ongoing maintenance. >>
717
Windmill models
Despite or because of
their complexity windmill
models don’t often appear
at exhibitions. Older readers
may remember the lovely
windmill model once on
display in the London Science
Museum Children’s Gallery.
David Goldsmith’s model
based on Ullesthorpe mill in
Leicestershire rightly won
an award at the 2012 Model
Engineer Exhibition and
Holgate Mill is the subject of 26
a delightful model made by
Richie Green - it won a Silver
Medal at the International
Model Show at Olympia in
1998 (photo 26).  ME
REFERENCE
1. David Hey: A History
of Yorkshire. Carnegie
Publishing, 2011.

W. www.howshammill.org.uk

Bas relief of the mill on the footpath to the mill from Acomb Road.

Visiting Holgate Mill

The mill is in the district of Holgate, about 1.5 miles west of
York City Centre and can be reached by the Number 1 bus
to Acomb followed by a short steep climb to the mill which
takes you past an interesting bas relief (above). On-street A prizewinning model of Holgate Mill made by Preservation Society volunteer
parking is possible in Acomb Road and nearby streets. There Richie Green, who made other models displayed in the mill.
is a WC and small shop. Unfortunately, there is no disabled
access.

Open Days 2016:

For information regarding the open days please
contact Brian Lambert on 01904 799295 or Helen Hoult
on 01904 331402.
Opening hours: 11am to 4pm. Open dates for 2017 dates will
be published on the website in due course.
Free entry to members of HWPS and children under 5.
Adult visitors £3.00. Children (aged 5-18) £1.00.
The mill is usually open for sale of flour on Saturday
mornings from 10am - 12.00 though other access is
restricted.
Holgate Windmill Preservation Society welcomes new
members.
W. www.holgatewindmill.org

Other attractions
York’s other attractions with an ‘engineering’ content include
the National Railway Museum, Yorkshire Museum of Farming
at Murton Park with Derwent Valley Light Railway and Howsham Mill on the nearby River Derwent is Britain’s only gothic mill.
Yorkshire Air Museum at Elvington. Poppleton Community It now produces hydro-electricity by an Archimedean screw.
Railway Nursery has its own 2 foot gauge railway.
Further away Howsham Mill (right) is Britain’s only gothic Grateful thanks to members of Holgate Windmill Preservation
watermill, now converted to produce hydroelectricity from Society and particularly to Richie Green for their help with
the River Derwent by an Archimedean screw. this article.

718 Model Engineer 11 November 2016

Allan Brothers
Lampless Oil Engine
PART 16

Allan Brothers began by manufacturing stationary oil

engines about 1899; these were exported all over the
Frank world, which was an amazing achievement for such a
Cruickshank relatively small company. This article describes the
continues construction of one of their interesting products in
his series 1/10 scale.
on the
construction of an
attractive, early ‘semi-
Diesel’ engine.

Continued from p.559

M.E. 44545, 14 October 2016

Fuel inlet valve cage A short length of gunmetal die holder, to mate with the hot
This was made from gunmetal bar was turned to 19mm bulb. The thread was slightly
as for the other valve cages diameter and the first 6mm undercut to ensure a close
and dimensions are shown in length reduced and threaded 3⁄8 fit. The bar was centre drilled,
fig 51. inch x 40 tpi, using a tailstock drilled and reamed 1⁄8 inch for
20mm depth. If your reamer
does not finish the hole at
Fig 51 this length, the reaming can
be completed after parting
Holes drilled 10BA
off. The first 4mm were drilled
clearance for bolts 5mm diameter to form a cavity
mimicking studs behind the valve which would
6 collect fuel vapour prior to
Ream thru
Ø1/8 Ø5 x 4 deep Ream Ø1/8 its injection into the cylinder
head. The edges of this hole
were tapered at 45 degrees
by setting over the cross-slide
Ø6.3

15.2
Ø19

and using a rear mounted tool

upside down. This setting was
Valve seat 45°
not disturbed and remained
3/8 x 40 TPI until the matching valve taper
5.2
was cut with a front facing tool
Groove 1.5 deep x 2 wide 10BA clearance
3.3 holes in the normal manner. This is
undercuts 3/8 thread by 0.65
4 off Ø2 holes & is 1.1 from 10BA clearance essential! A groove was now
at 90° intervals holes turned, 2mm wide and 1.5mm
deep. This undercut the 3⁄8
inch threading by 0.65mm and
was 1.1mm from the edges
of the 10BA clearance holes >>

www.model-engineer.co.uk 719
(fig 51). There is very little
room here for error, since this
groove must be sealed against
the hot bulb body around its
perimeter. It intersects the four
2mm diameter holes in the
hot bulb body and conducts
the fuel vapour from these to
the cavity behind the valve.
Four holes 2mm in diameter
were cut at roughly 90 degree
intervals around this groove
to break through into the 5mm
diameter cavity behind the
valve. Because of the undercut,
a Dremel burr was used for
this operation. A 3mm length
was left at full diameter and
the work reduced to 6.3mm
diameter for the next 5.2mm
length. The valve cage was
then parted off and screwed
tightly into the hot bulb
body. As previously, with the
engine on a surface table, the
vertical centreline of the valve
cage was established and
the location of the two 10BA
clearance holes marked (fig
51) and drilled, initially tapping
size. These were then spotted
through on to the hot bulb body
and the holes drilled in the body
5mm deep as detailed above.
These were tapped 10BA and
the corresponding holes in the
valve cage were opened out
to 10BA clearance size. The
bolts were made from 11mm
of stainless steel hexagonal
bar, 3mm AF. There may be
some difficulty in sourcing
this now so it might have to
be made up. These bolts were
threaded 10BA for 8mm of their
length, 2mm of their length left
untouched and, reversing them
in the chuck, turned for a 1mm
length to 10BA threading size.
When assembled this 1mm
length looks like the projecting
end of a stud, although these
are bolts.
The 19mm circular face
of the valve cage is not
prototypical, the original valve
cage having an oval outline.
I could not see, however,
how fuel vapour could be
efficiently transferred from
one side of the hot bulb to
the opposite side where the
valve operated unless the
passages were maximized,
hence the circular outline. The
two imitation studs replicate
720
the prototype in appearance. I
have no details of the internal
workings of the original hot
bulb so my design may not be
prototypical, however, it does
provide a functioning hot bulb.
Test with fuel revealed that
the passageways to the rear
of the fuel valve were quite
adequate, allowing fuel to be
sucked in very readily on the
induction stroke.
Fuel inlet valve
This was made from ⁄8 inch
3
diameter stainless steel bar.
The dimensions are shown in
fig 52.
The valve is a straight
forward turning job but the
stem was turned first in short
lengths of about 6mm and with
tailstock support. A fine finish
was achieved using 640 rpm
and a round nosed TC tipped
tool with plenty of suds. A steel
cap was made to retain the
valve spring and is also shown
in fig 52. This was fitted with
a locknut on assembly. The
valve spring was a light affair
in order not to stress the tappet
shaft unduly. It comprised
seven turns of 0.4mm wire
on an internal diameter of
6.3mm and was 25mm long
uncompressed. Silicone
sealant was used as gasket
material on final assembly.
The engine was now
assembled in its final form as
far as components had been
made at this stage. The skew
gear on the camshaft was
centre-punched at its meshing
point at top dead centre and
90° angle
Ø11.2
Fig 52
Ø8
1.5
Ø9
the gears were keyed tightly
in position. The cams were
keyed in position and valve
clearances checked and set at
0.006 inch with feeler gauges.
The governor was assembled
and its gear fitted, boss
outwards, and its 6BA Allen
grub screw tightened on to a
flat on the camshaft. This is
not quite prototypical but I felt
that pins were not an option at
this scale.
Fuel valve cam
The 90 degree fuel cam was
cut as for the other cams and
it is shown in fig 53. Note the
2.6mm recess for the hub of
the governor gear. This allows
the fuel valve cam to come into
alignment with the roller on
the ‘pecker’. Figure 54 shows
the fuel valve timing angles
superimposed on the previous
timing diagrams of fig 40.
The 1.6mm wide x 0.8mm
deep keyway for the fuel cam
was cut as before with files.
The cam was positioned with
Lift 1.27
Keyway
1.6 wide x 0.8 deep
Ø5 bore
Model Engineer 11 November 2016
Ø8
2
0.5
Ø1/8
21.2
3
Tap 6BA
6BA
the timing protractor on the
crankshaft and the camshaft
keyway then located (and cut
with the Dremel disc), marked
from a keyway already cut in
the cam. A gib key was fitted.
Now it must be emphasised
that this cam and its timing are
provisional and experimental.
Fortunately, no dismantling
is required to change this
cam. The best cam angle and
timing will very much depend
on the volatility of the chosen
fuel and its ignition limits. A
highly volatile fuel, e.g. ether,
will be under pressure as
soon as it passes through the
needle valve, since the valve
and especially the hot bulb
will cause rapid vaporization.
This pressure will result in
rapid injection of fuel when
the fuel valve opens, and the
object is not to allow the fuel
charge to enter the cylinder
head, but to await the arrival of
the compressed air following
the air inlet valve opening.
This situation will require
5 5
Ø10
2.6
 1919 OPEN CRANK OIL ENGINE

2.32mm and again there is

Fig 54 plenty of room for the base
TDC TDC circle to be adjusted without
F.O. 0 altering the lift.
Let the actual cam lift, as
25 cut, have radius RR, so that
Power stroke 292.5
E.C. I.C. the lift equals RR - R. Now the
70 angle through which the cam
I.O. E.O. 282.5 acts is 180 degrees - A, but this
F.C.
includes the flanks. The angle
BDC BDC
25 through which the actual cam
I.C. full lift operates is 2C where:
E.O. F.C. IN.
EX.
C = 90 deg - A/2 - cos-1 (R/RR)

The area of valve opening is,

BDC
Crankshaft Angles
a short and early fuel valve
opening cycle. Alternatively,
a fuel of lower volatility, e.g.
1,4-dioxane, will generate
much less pressure in the
hot bulb and will require a
longer vale opening cycle. All
this will present an area for
experimentation later.
Behaviour of cams
Since the shape and size
of the fuel cam will be the
subject of development to
optimize performance, at this
point a short aside on cams is
perhaps useful.
The maximum lift of a cam
cut as described bears a fixed
relationship to the radius of
the base circle and the cam
angle. Referring to fig 55:
172.5
I.O.
Camshaft Angles
Thus, for the exhaust cam,
with base circle diameter
11.1mm, 60 degree cam angle
and required lift of 3mm, L =
5.55mm and so even if the
base circle has to be adjusted
Angle Over Which Cam Operates At Full Lift Up To Maximum
90
190 192.5 of course, proportional to the
E.C. F.O.
TDC cam lift. The plot of the angle
over which the actual cam full
lift operates, versus the lift, is
shown in fig 55 for 60 degree
and 90 degree cams with our
base circle dimensions, and it
as described above, the cam is clear that, as the lift tends
angle can be retained. For to its maximum possible, the
the fuel cam, with a base angle tends, predictably, to
circle diameter of 11.2 mm, zero.
90 degree cam angle and
required lift of 1.27mm, L = ●To be continued.
Fig 55
T
R
RR
B A/2
C R
L

R = tan A 80
T 2 90° cam
70 60° cam

( )
(L + R) = T + R = R
2
2 2 2
+R 2

tan A 60
2
2C/degrees

( [ ])
1 2 50
= R2 1+
tan A
2 40

[ ]
30
L+R=R 1+ 1 2

tan A 20
2
10

[ ]
L=R 1+ 1 2
-R
tan A
2 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Lift/mm

www.model-engineer.co.uk 721
Memories of
Reverend Stebbing
R
eading the article about
sectioning the outboard
David Plumb recalls the motor (M.E. issue 4531)
correspondence of the and the reference to clergymen
late clergyman. set my mind off in various
directions, one of which was
memories of the Rev. Stebbing
and his writings in the Model
Engineer magazine, of which
more later.
Reference to my copies,
which date back to 1965,
when I first started taking the
magazine regularly, refreshed
my memories. The great thing
about those early issues is
that so many people were still
alive who had experienced, first
hand, of so many things in the
steam world and who would
write in with their thoughts on
a particular matter that was
being discussed. I always
remember a discussion on the
perennial favourite topic of
locomotive valve gear which led
to a somewhat heated series of
letters on the methods of valve
setting at the great G.W.R.
works, Swindon. How did they
achieve such a sharp cut-off
etc … etc…?, Great controversy!
The matter was solved, once
and for all, by a gentleman who
wrote in explaining that he had
spent 42 years at Swindon
working with the valve setting
gang and going on to explain
how it was done!
It is also fascinating to
see how correspondents
sign themselves off. Some
content themselves with a
plain ‘Tom Garrod’, some
prefix their name with ‘The
Reverend so and so; some add
a string of letters indicating
a professional qualification. Geologists, School Teachers rectangular section chimneys
Resulting from this we now and many others all wrote in to the Tay Bridge Disaster,
know that engineers with the about a wide variety of subjects to using hide scrapings and
A.M.I.Mech:E., Group Captains ranging from the danger of painted canvas to lag main
R.A.F. ret’d, Professors, high winds blowing down steam pipes in a gas works!

722 Model Engineer 11 November 2016


Reading about the sectioning
of the outboard motor
reminded me that the firm with
whom I did my apprenticeship
and was then employed by
for a number of years, on
the engineering staff, had a
department which sectioned
examples of the various types
of engine being produced. This
consisted of eight or nine men
and foreman on the shop floor,
two draughtsmen, various
progress men and people in
the outside - purchasing, sales
and publicity departments
- and they made some very
impressive show pieces. One
job involved mounting a six
cylinder engine in a large glass
tank which was filled with
goodness how many gallons of
water and mounted on a plinth
with an external control panel.
The whole lot was set up in the
foyer of the training school, on
their first day of training class,
the group of trainees were led
in to find the engine running
and the water in the tank
gently steaming away! Very
impressive and good publicity!
Remembering the
Reverend
Anyway, back to the recent
article in the magazine and
its making reference to the
author having heard of a
number of clergymen who had
a passion for steam engines.
(The article in question was
entitled Sectioning a British
Seagull Outboard Motor and
was published in M.E. issue
4531); there have been quite
a number of clergymen over
the years who have had this
passion and one in particular
contributed regularly to the
Model Engineer magazine in
the correspondence columns
and also in the form of the
occasional article. This
clergyman was the Reverend R.
C. Stebbing of Halstead - who
sometime signed his letter as
a Reverend and sometimes
not - but he became well known
and his contributions were
looked forward to, by me, at
least. His particular interest
and knowledge was of steam
ploughing engines, particularly
the early pre-Fowler built
engines. His contributions to
www.model-engineer.co.uk
the M.E. magazine covered the
period 1967 to 1970 when he,
unfortunately, became annoyed
by what he considered to be
inaccurate information being
published. This centred on the
design of a Kitson & Hewitson
‘Slanting Shaft’ ploughing
engine by J. Haining and C.R.
Tyler which he said was a
combination of two differing
designs and was therefore
inaccurate for either. This
was refuted by J. Haining and
the correspondence became
ever more complicated and
tempestuous. However, it
must be remembered that the
Reverend Stebbing had access
to a great deal of information
obtained from the Airedale
Works in Leeds which, at the
It must be remembered that the Reverend Stebbing
had access to a great deal of information obtained
from the Airedale Works in Leeds which, at the time,
1969, was still extant. This included copies of
original drawings of Kitson & Hewitson engines.
time, 1969, was still extant.
This included copies of original
drawings of Kitson & Hewitson
engines of which there was a
bewildering array. The originals
have long since been destroyed
but Reverend Stebbings’copies
and research notes are safely
with the Road Locomotive
Society.
Once everyone had calmed
down the Reverend continued
to send in interesting letters
on such subjects as terminal
cylinder pressures in model
compound ploughing engines
- but a favourite of mine
referred to the steam powered,
broadside, walking digger
machine (see the illustration).
A photograph was included of
this fantastic device which was
designed to cultivate land by
digging it with a series of forks
replicating a man digging his
garden. It was steam powered,
of course, and actually had six
‘legs’ complete with ‘feet’ and
‘walked’ along digging an 8 feet
wide swath of land. Reverend
Stebbing gives all the details
of this machine, even the name
of the young man driving it
but notes that it was not a
success, partly because it was
so heavy that it soon became
bogged down on the ‘heavy’
land where it was being tested.
However, the inventor did not
give up on the idea and had
further machines of a modified
design built. These were more
successful, partly because the
legs and feet were replaced
by wheels and a series was
built by F. Savage of King’s
Lynn. John Haining and Colin
Tyler redesigned this version
of the broadside steam digger
in model form to a scale of 2
inches: l foot and drawings
used to be available from the
M.E. plans service.
The ingenuity in the design
of these diggers was British
steam engineering at its
Victorian best. I would love
to have seen one lurching
along, those forks whizzing
up and down, great clods of
earth flying in all directions
and clouds of dust with the
exhaust roaring out of the twin
chimneys!
As we have seen the Rev.
Stebbing was extremely
knowledgeable about certain
aspects of steam engineering;
his early life gives us a reason
for this. In the year 1915 he
started an apprenticeship with
a well-established engineering
firm in Colchester, Messrs.
Stanford & Co. Whilst there
one of the men he worked with
on the shop floor was Tom
Garrod, a skilled fitter who had
worked on the rebuilding, with
replacement boilers, of the
two, now preserved, Burrell
ploughing engines (nos: 777
and 776). He had completed his
apprenticeship both in practical
and theoretical engineering
REMINISCENCE
and I am told became an
A.M.I.Mech.E. although he
never, in his correspondence,
added that qualification after
his name. However, in the
year 1940 he had changed
profession to that of Clergyman
and was appointed Curate
at St John’s, Cinderford, in
the Forest of Dean. In about
the year 1950 he moved to
the parish of Tacolneston in
Norfolk, still pursuing his great
interest in the steam ploughing
engines. At some time whilst
at Tacolneston the Rev.
Stebbing acquired a Fowler K7
ploughing engine and spent a
considerable time and effort
in getting it into a road worthy
condition. By 1959 he had been
persuaded to steam it to his
local rally at Woodton (a real
‘old time’, very pleasant little
event I attended a few times
myself), but unfortunately on
the way there the back axle
of the engine sheered on the
nearside bringing things to a
halt and blocking the narrow
road. Although it was a lightly
used, country road it was
necessary to get it cleared
and this was done, almost
unbelievably, by CUTTING
UP THE ENGINE and sending
the remains off for scrap! In
the book, Traction Engines
Past and Present by Anthony
Beaumont, there is a full page
photograph (unfortunately
it can’t be reproduced here)
of this sad event with the
Reverend Stebbing peering
at the wreckage and looking
rather distressed - as well he
might be!
This sad event (and it was
not the only engine cut up for
scrap in the 1950s although
engines were being saved at
this time) did not, fortunately,
deter the Reverend from
his lifelong interest and as
a result we can refer to his
correspondence and articles in
the Model Engineer magazine
and find much of interest.
The Reverend Stebbing
died at Halstead sometime
in the year 1982 taking, as is
inevitable, so much knowledge
with him but, as we have seen,
he did pass on a great deal to
future generations. A man well
worth remembering! ME
723
Halstead A Tank Locomotive PART 6

of the Colne Valley & Halstead Railway

Terry
Woodward
designs an
attractive 5
inch gauge
tank locomotive.

Continued from p.589

M.E. 4545, 14 October 2016

The author’s 5 inch gauge model of Halstead.

I was asked by a close friend if

Fig 13 2 1/4 Footsteps I thought it possible to build
a particular locomotive for
him, the locomotive chosen
being a little 2-4-2 tank
1/4

r1 11/16 r2 1/16 engine of the Colne Valley and

typ. typ.
Halstead Railway. This article
3 1/4

describes the 5 inch gauge

tank locomotive I designed
1 9/16

and built. The intention is not

1/4

to describe every machining

process but more the general
Cab steps Front steps
aspects of the design with the
1 3/4
inclusion of some of my own
r1/2 working drawings.
3/32 x 1/16
Safety Footsteps
1 3/8

valve
shroud Before moving on to boiler
3 1/4

construction, there are a few

5/32 x 1/16 1/2
flat brass other details to look at in the
All steps rebated vicinity of the running plates.
into 1/4 x 1/4 edge Figure 13 and photos 57 and
of running board 58 illustrate the footsteps.
As can just about be seen in
photo 57, the rear support

724 Model Engineer 11 November 2016

 5 INCH TANK LOCOMOTIVE

rod is fitted via a single 8BA

round headed screw into a 57 58
tapped hole in the rod which
in turn has been threaded
at the frame end with a 6BA
thread for attachment to the
main frame. The front step is
secured the same way except
that the rod is screwed into the
sandbox and the 8BA round
headed screws take the place
of the centre rivet securing the
footstep onto it’s backplate. Rear foot step supported by a rod screwed into the frame. Front foot step supported by a similar rod screwed
Figure 14 and photos 59 into the sand box.
and 60 describe and show the
sandboxes. Photograph 61
shows the two single-piece 59 60
running plates and, finally,
photo 62 illustrates another
detail; these locomotives also
carried a re-railing jack as well
as a tool box and this was
fitted to the front right hand
side of the running plate. This
was copied and made from
off-cuts, but it looks quite
realistic.
Rear view of the front right hand sand box. Left hand sand box.
Boiler
We now come to the boiler
and its construction. Having 61 62
previously built the boiler
for my B2, I thought I would
have ago at this smaller one.
I had never attempted boiler
construction before the B2
and was guided throughout
by Mr. Alex Farmer’s excellent
book on how to build
locomotive boilers. This, with
all its wonderful coloured
photographs, showed me the The running plates are each a single piece. Additional detail; a dummy re-railing jack.
way; mind you, mine never
turned out as neat as his but I
think this is because I failed to Step support Sand box
follow his advice on getting to
Secure with 2
the correct temperature before slot head screws
attempting to silver solder.
Still - we all have to learn.
Several communications Tap 8BA
Check from centre
then passed between myself of middle step
and Messrs Blackgates, about
which design would provide
me with a suitable boiler and
it was agreed a Butch boiler
could be adapted by adding
an extra inch to the length and
putting in the extra bushes
2 1/2

where required.
The boiler kit duly arrived
and a start was made. Whilst
the copper boiler was in the
un-softened state the firebox
end was cut longitudinally to
allow this end to be formed 2 3/8 Fig 14
into the outer firebox wrapper. >>

www.model-engineer.co.uk 725
In this case, this cut is made
off-centre so as to allow one 63 64
side to be to the full firebox
depth. Then, when softened,
this complete side was opened
out. A new section was then
riveted onto the then short
side so as to have both firebox
sides the same length. This
shorter section was then silver
soldered with high melting
point silver solder so as to be
permanent. Other areas of the The drilled firebox tubeplate. Note the ‘nicks’ around all the holes. Various bushes fitted.
firebox would be soldered with
Easyflo silver solder of a lower
melting point so as not to 65 66
destroy this joint.
In photo 63 a trial assembly
of the firebox tubeplate is
taking place. The photo shows
the inner rear tubeplate being
trial fitted and you can see
how I have taken Mr. Farmer’s
advice to open out the holes
and put three nicks in all the
holes to allow the solder to
make a good fillet. Front tubeplate being prepared. The firebox undergoing trial assembly.
Photograph 64 shows the
dome, safety valve, steam
valves, water inlet clacks and 67 68
blowdown bushes fitted. In
photo 65 the front tubeplate
is being prepared and in photo
66 the inner firebox is about
to be pressed into the correct
orientation. The last big heat
up is then required for securing
the foundation ring and firebox
stays (photo 67). Photograph
68 shows the front tube plate
and main steam bush fitted. The fitted front tubeplate and main steam bush.
Finally, a moment of some
satisfaction as it is ‘tried for
size’ (photos 69, 70 and 71)! Fitting the foundation ring requires the last big ‘heat up’. 70

69

Starting to look the part.

71

I just had to try it for size! Now with the addition of front handrails.
lTo be continued.

726 Model Engineer 11 November 2016

 My First Model
A Land Rover Defender
Fig 1
Patrick Hendra encourages
his protégé, Angus French
as he builds a radio-
controlled model vehicle.

T
he idea was to build
from scratch a radio
controlled, electrically
powered model based on -
but not a replica copy of - a
Land Rover Defender. We
referred to the Internet for
inspiration but fortunately we
had a real one here in Crawley.
One of our local farmers, Mr.
Jonathan Kimber had an
incredibly beaten up version
that provided the source of
the details. In fig 1 we show
Angus’s Concept Drawings,
inspired by a few pictures
of Mr. Kimber’s maltreated
machine and a pristine version
extracted from the Internet
that provided our ‘aspiration’.

Scale
Oddly, you can buy wheels in
profusion because they are
used widely in R/C racing cars
but, to be honest, none were
useful for our project. We
needed wheels around 100-
120mm diameter with nice,
fat road tyres and relatively
narrow ones at that. These
were not available. Eventually,
by searching the Internet
again, we sourced plastic
wheels, with reasonably fat
rubber tyres, with a diameter
of 118mm. Unfortunately, they
are far too wide (43mm) but
they were the best we could
find.
Having selected the
wheels, we then compared
them with photographs
Concept drawings in two elevations.
(containing metre sticks for
measurement) and decided on
the scale around 1:6 (2 inches
to the foot).
We decided that we would
avoid detailed drawings. A
basic concept was developed
and details were described in
a series of brief sketches. All
the construction decisions
had to be made on a trail and
error basis. There really is
no point following a set of
drawings, only to duplicate
what someone else has
already done.
Chassis spine
The basis of the chassis is a
spine of 2 x 1⁄8 inch aluminium
channel with the open side
facing downwards. The front
and rear suspension systems
are of the four wishbone type
and each set for each wheel
is built onto a section of >>

www.model-engineer.co.uk 727
¼ inch thick aluminium so it
is possible to remove each Fig 2
wheel’s system independently. Front Suspension
The motor and steering system
(a servo) are held into the
channel. The flat section of the Spring damper
channel being on top makes axis Plan view with
1/8 s/s top wishbone
a perfect area on which to
mount the body. Delron
Rack M3
1/4 alu. grubscrew
Steering and front plate
suspension
Ground
H
The upper and lower
Chassis Ø2.5
wishbones are made from channel
6mm thick black Delrin sheet. Ø5mm
A drawing is included (fig brass rod
2). H-sections are screwed
to the channel chassis. The H

wishbones at inboard and Free to rotate

outboard ends rotate on ‘pins’.
We attempted at first to use
roll pins but eventually found
that the most satisfactory
solution was to use 8mm long
M3 socket grub screws turned
down to 2.5mm diameter
over 5mm of the closed ends.
These are threaded into the
wishbones.
Turning now to the swiveling
wheel systems. The kingpins
are 1⁄8 inch stainless steel rod
kept in place by an M3 grub
screw.
You will notice that the
hubs are mounted on two
shouldered ball races in a
reamed 10mm hole. The
spindles are 5mm diameter
rod. The retaining nut is of the
Nyloc variety and is tightened
to remove slack. I know we
should have used a spacer
- but it works! The pivot axis
need to be inclined to give
‘castor’. Arbitrarily we used 5
degrees. The entire suspension
assembly is inclined for
simplicity. The steering is a
simplified version of the rack
and pinion. We won’t describe
Brass
Working drawings of the front suspension.
it in many words but ask the
reader to refer to photo 1.
The couplings between
the rack and pinion and the
wheels caused some difficulty.
Inboard, commercial universal
joints are used but the grub
screw holding them to the rod
is arranged to allow the join
to rotate (to allow the Land
Rover to go over bumps). The
outboard ends are a bit of a
bodge. Two fibre washers are
retained on an M3 threaded
rod by a Nylon nut and
trapped into a commercial
‘eye’. With a bit of care about
+/- 20 degrees is permitted
on track rod Commercial
universal joint
Track rod Kingpins
Ø1/8 s/s
Swivel
1/4 alu. plate
M3 grubscrew
Ø5mm
and the rod is free to rotate.
We couldn’t find a source of
ball joints small enough for
our needs. The wheels have
a hexagonal recess inboard.
The hubs were machined to fit
firmly into the hole and recess
and then retained with Loctite.
Rear suspension and drive
The rear suspension system
(fig 3) is similar to the front
one but has to incorporate a
commercial differential gear
made for model cars. You can
see it in a later photo.
Some details: the differential
is mounted into the chassis
Top wishbone
removed
member between two flanged
bushes. These were carefully
made to make sure almost
no end float was allowed -
essential to get good meshing
with the motor. The drive
shafts in 5mm rod carry a roll
pin inboard and a universal
joint at the outer end. The
construction of the drive
shafts and hubs is not obvious,
so we draw attention to this
section in fig 3. As you will
see, power is passed from
the differential, through the
drive shaft into the wheel
spindles and the hub. The
hubs are mixed 2 x 2mm on

1 2 3

The rack and pinion mechanism. The drive shaft. The motor is to the right. Pinion and mount. The 5mm shaft runs in two flanged ball
races held in the black nylon block.

728 Model Engineer 11 November 2016

 JUNIOR PROJECT

Fig 3

Wishbone pins
Rear Suspension
40

Ø20
M3 M3
39

Diff.
20
13

M3 M3
1
0

0 70.5
3.5 10 13 25.5 45.5 58 61 67.5

A working drawing of the rear drive and suspension.

We decided that we would avoid detailed

drawings. A basic concept was developed and
details were described in a series of brief sketches.

their inboard surfaces and are mounted on the top

engage with a roll pin in the
wheel spindles. A 2mm pin in
the hub engages the inside
of the wheels. End float is
removed by adjusting the
separation between the UJ and
the roll pin. Wheel retention is
maintained by an M5 nylon nut
and mated washer.
Engineering purists are sure
to wince but the need was
to come up with something
simple and effective. And it
works!
The pinion is bored 5mm
with two flats. A 5mm brass
rod was made up to locate
accurately in the pinion and
then mounted in a machined
GRP block. As usual, 5 x
10mm shouldered races are
used and no attempt is made
to deliberately eliminate end
float. So how does it work?
The pinion/shaft/GRP block
surface in short 3mm wide
slots using M3 cap screws.
The assembly is adjusted to
give good meshing and hence
retaining the pinion and ball
race. The outer race is Loctite
retained. The shaft cannot
come loose because the shaft
between the motor and pinion
shaft is suitably adjusted. In
photos 2 and 3 we show the
system.
The motor is a commercial
geared unit incorporating a
6:1 epicyclic gearbox mounted
into the chassis channel.
Spring damper units
Figure 4 is a page from our
workshop notebook. On the
right I (Patrick) explain how
dampers work in a car and Fig 4
on the left we came up with
something simpler. At that A page from the workshop notebook. The drawing on right explains the custom spring
stage Angus took over. damper units with the simplified version to left which Angus then developed. >>

www.model-engineer.co.uk 729
 4 5

The rolling chassis. The tops of the spring units are held on temporary The large headlights shown from the front.
mounts at the rear. When assembled they mount into the body.

The spring units in the front
run between an aluminium
upright and 1⁄8 inch stainless
steel rods in the lower
wishbones. At the rear, the top
end is mounted into a strong
wooden box shaped section
behind the cab. At the lower
ends, M3 cap screws suffice.
All four spring units use rubber
O-rings at each side to allow
a small amount of lateral
movement.
Rolling chassis
The complete rolling chassis
was complete in the summer
of 2014 and is seen in photo 4.
In this photo the chassis has
been running up and down a
Crawley street.
6 degrees. The top and bottom
The door, inside of the cab, the curved rear window and the
canvas cover all shown from the side.
The body
The rear box was made from
plywood and made first. The
floor of the box/ wheel arches
provided the top mountings
of the spring units. The floor
was completed with hardwood
planking - in fact, coffee
stirrer sticks. The side walls
are hollow so that the cables
for the rear lights could be
brought forward and down
under the cab. The base of
the cab and the bulkhead
front and rear were then built
up with the front panels. The
front needed curves and depth
so it was decided to use ½
inch thick hard balsa wood.
This proved to be successful
but the surfaces are very soft
and on the exposed end grain
surfaces are very absorbent.
Numerous coats of spray-on
lacquer eventually hardened
up the balsa.
The bonnet was once again
made from balsa - with the
same problems. Once sealed,
the balsa was coated with
spray-on yellow filler primer
from Halfords.
For headlights, we used
medium sized 12v display
bulbs; these looked great
and were appropriately sized,
however they would drain the
battery far too quickly and
were not connected up to the
other lights. They are shown in
photo 5.
The radiator grille was made
using coffee stirrers (which we
had lying around in excess),
all slotted into a wooden strip
that had many slots cut at 45
of the grille were made using
balsa, rounded into shape.
The doors are hollow and
made from thin plywood. The
windscreen is again edged/
made with plywood. In these
instances, hardwood ply is
essential. Details are shown in
photo 6.
The hinges were made from
small pieces of aluminium
that were milled out, similar
to a finger joint, and had a pin
pushed through to hold it in
place. The small hinges had
to be correctly positioned to
make sure the doors could
correctly open.
We then turn to the rear
window, which proved to
be a real headache. Many a
fruitless session preceded
achieving a reasonable finish
on the window. The solution
will be seen in a photo 6
including all the rear of the
cab.
The roof, again, was made of
hard balsa and is removable.
The cab was entirely designed
and built by Angus French.
Using Mr. Kimber’s old banger
as a model, the dashboard
and centre console was made
first. It can be seen in photo 6
where it carries miniature 12v
lamps. The central console
includes small features such
as drinks bottles and a radio.
The seats are balsa, covered
and sewn with old grey leather
found in scraps around
the workshop. The sewing
continued with the addition
of a canvas cover for the bed
of the truck. Help from Mum
was useful as it proved to be
a tricky job as photo 6 also
shows.
Electronics
The electronics are very
simple comprising of only a
battery, a speed controller,
a 6:1 motor and two servos.
The speed controller was set
up as usual however the two
servos were set up in parallel;
the first, larger servo, was
connected to the steering
arrangement. The second,
small, servo was connected
to a rod which was in turn
connected to the steering
wheel.

730 Model Engineer 11 November 2016

 JUNIOR PROJECT

Problems
The four biggest 7
problems were:-

a) The motor was not up to

the job when the body was
fitted. The battery is too
heavy. The replacement
larger motor is just about
adequate.
b) The design is a little too
short, in particular the cab
should have been longer;
the legroom is unforgiving
to say the least. This in turn
lead to …
c) The front tyres tend to touch
the bodywork. Quite an
amount of the woodwork
had to be sanded away to
clear the tyres.
d) The body and the motor/
battery were heavier than
originally planned and thus
alterations had to be made
to the spring tensions. It is
difficult to source a range of
suitable springs. Eventually
we did find a solution by
using double springs.

Conclusion
The Land Rover was
completed a few days before
the Model Engineer Exhibition
at Sandown Park, 2014 (photo
7). It took around 250 hours of
work extended over a period of
almost twelve months. Angus
was 14½ years old at the time
of the competition.
The model on show at the MEX at Sandown Park, 2014.
Postscript from
Patrick Hendra Saturday Club have never parents to help so that one-to- All the youngsters enjoy
I had been running an August worked in a machine shop so one supervision is maintained. total support for what they
Summer Project in my village, patient training is essential No-one works without safety are doing from their parents,
Crawley near Winchester and SAFETY is crucial; I will glasses and the lasses must which is probably the most
when I met Angus. The August not allow more than two tie hair back. If I leave the essential input of all.
project has been described in Young Engineers work with workshop, all the machines
Model Engineer. Angus joined me at a time and I encourage are turned off until I return. ME
my Saturday Club in the early
autumn of 2013 and he was
asked to build a model - any
If you can’t always find a copy of this Please reserve/deliver my copy of Model Engineer
model. He suggested a Land
magazine, help is at hand! Complete this form on a regular basis, starting with issue
Rover and the rest, as they
and hand in at your local store, they’ll arrange Title First name
say, is history. He was the last
for a copy of each issue to be reserved for Surname
Junior Cup winner at Sandown
you. Some stores may even
Park in 2014. He is now the Address
be able to arrange for it to
senior member of my Saturday
be delivered to your home.
Club and has taken on several
Just ask!
new projects. One has, again, Postcode
recently been described in
Telephone number
Model Engineer and others are Subject to availability
planned.
I have to remember that
the youngsters who join my
If you don’t want to miss an issue... >>
✃

www.model-engineer.co.uk 731
Ultra-Low-Cost Speed
Controller (Update)
The connection diagram
Firstly, please note that
Mike Jeffries’ note a gremlin got into the
provides an update to the diagram shown in figure 1
article that appeared in of the original article which
issue 4545 of M.E. and unfortunately shows the two
gives the modifications output connections shorted
together. The correct diagram
required to the current
appears in fig 1, below.
version of the LED
controller. The new controller
Since offering the original
article for publication in M.E. it
appears that the design of the
LED controller has changed
quite considerably. Photograph
1 shows the inside of the new
version after the white plastic
wrapper has been removed
and the two connections to the The 433MHz RC system (transmitter and receiver) available on eBay for less than £1.50.
battery unsoldered temporarily The tiny combined receiver and ESC (‘LED controller’, at top right) is about 5mm thick.
(to make it easier to see what’s
going on underneath them). The design of the controller’s the voltage regulator circuit’s
internal power supply regulator 5V output and hence can have
is different from the earlier a rating of 6.3V. Photograph 2
1 versions and it was found shows these soldered in place;
to be rather more difficult to make sure you get them the
keep the electrical noise from right way round – the negative
the motor out of the unit’s end of each goes to the
electronics. To get the range negative battery pad.
of the system up to 30m or so, Soldering the positive end of
two capacitors are required the capacitor connected to the
instead of the single one regulator’s output will require a
used previously. These both steady hand to solder it to the
have a value of 470uF; one is bottom right-hand terminal of
connected across the battery the regulator transistor; you’ll
terminals on the printed circuit need to tin the connection first.
The view inside the new version of the controller after removing the white board and hence should have a
plastic sleeve and unsoldering temporarily the connections to the battery voltage rating at least as high The external antenna
on the right; those on the left go to the motor. The regulator transistor is the as your battery voltage, while As before, it’s a simple matter
three-terminal device to the right of the big silver thing (the crystal). the other is connected across to add an external antenna to
extend the system’s range.
Photograph 2 also shows the
External antenna (173mm)
(optional) point to which a 173mm long
piece of thin, insulated wire
On/off Fwd
+ + should be soldered, i.e. the end
Red Red Motor of the surface-mount capacitor
+ LED controller
Battery 5-24V LED
(including 2 off M + at the top right-hand corner of
Black 470μF capacitors) Black the board. To disconnect the
- -
The corrected Rev 0.1μ internal antenna, cut the track
connection on the bottom of the board at
diagram for the Connecting The Controller Fig 1 the end nearest the tiny hole
LED controller. (photo 3). As before, try to

732 Model Engineer 11 November 2016

 ACCESSORIES

2 3

The underside of the board. The internal antenna is the track going from bottom
right across the top of the board to the top left (and not connected to anything
The 470uF capacitors soldered onto the board. The end of the capacitors when it gets there); the cut to disconnect it can be seen at bottom right. (The
marked ‘–’ or with a big white line goes to the battery negative connecting external antenna is the yellow wire soldered to the other side of the board.)
pad. The positive end of the larger 470uF capacitor (10V in my case) goes to
the battery positive connection and that of the smaller (6.3V) to the bottom
right-hand termination of the transistor. The external antenna is the yellow wire The components
soldered to the end of the capacitor in the corner of the board at top right. Cat. No. Description Price /£
LC470U6V3 470uF/6.3V capacitor for 0.38
keep the antenna as straight are just eleven steps between regulator output
and vertical as possible for mark/space ratios of (almost)
maximum range; I found this 0% and 100%. LC470U10 470uF/10V capacitor for 0.14
was rather more necessary I can’t make any comments batteries up to 10V
than with the earlier versions, on the new version’s support LC470U16 470uF/16V capacitor for batteries 0.20
but I still managed to achieve of ‘one-to-one’ pairing as I only between 10V and 16V
about 35m. have a single specimen, so I’d LC470U25 470uF/25V capacitor for batteries 0.35
Sadly, the adjustment be pleased to hear from anyone between 16V and 24V
of speed control is not as who has more than one.
sensitive as previously. There ME (Catalogue numbers from www.bitsbox.co.uk )

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www.model-engineer.co.uk 733
 I
am now recovering from
an exhausting five days at
Brooklands for the Model
Engineer Exhibition. I’m
not used to working five
consecutive 8-hour days
any more! However, Debs
and I both enjoyed it, our
wedding anniversary
fell over the weekend so
flowers, presents and
surprises were exchanged.
I bought her a piece of
tableware, a milk jug, bearing
the immortal legend, ‘Castrol’.
I treated myself to a scriber
(for a Scribe...?) and a tailstock
die holder. I made one years
ago but I needed it recently
and it was nowhere to be seen,
in spite of exhortations to St.
Geoff Jude. A number of traders
Theasby and exhibitors spoke to me
reports saying how much they enjoyed
on the Club News, which was very
latest gratifying. A reader similarly
enjoyed my literary and other
news from the Clubs.
asides. He mentioned a song
related to a parody I wrote,
which I was able to trace for
him and further discussion
took place. He said it made a
pleasant diversion from rivet
counting. Another referred to
his favourite part of M.E.; not
‘Postbag’ or ‘Smoke Rings’?’
asked Diane but no, ‘The joke
at the end of Club News’. One
also said that he liked the
way I acknowledge Deborah’s
help and contributions and
asked me to give her a big kiss
from him. Job Done, Sir! I had
an official badge-cum-pass
but I wore my old badge too,
as it has a brightly coloured
lanyard which is visible from a
2 holding on like grim death, in an
Esso paraffin tanker from the Guild of Model Wheelwrights at MEX.
734
1
Ivan Law, attempting a land speed record at Brooklands.
distance. ‘Tie a yellow ribbon
round the old Theasbee, it’s
been two long years since you
last saw me...’
Oh yes, the Exhibition... On
the SMEE display, Neil Read
showed me how to perform
scraping on a cast iron block,
much easier than I thought
and surprisingly quick and
effective. After a few minutes,
a surface good enough to
‘wring’ together with the
surface plate was produced.
Whilst not fully understood,
this phenomenon seems to
be due to a combination of
molecular attraction, lack
of an air space and surface
tension. A short film in the
Brooklands cinema took us
round a banked racetrack
aboard the Napier Railton at
130 mph. So far so good but
our seats heaved and jolted as
well, to match the car on the
track, whilst we watched in 3-D
through polarised spectacles.
Although we were belted in,
we were still thrown about,
awesome experience leaving
us disoriented and breathless.
The only comparable activity
is go-kart racing, after which
you feel bruised, battered
and exhausted. I then asked
MEX Chief Judge, Ivan Law,
to attempt the Land Speed
Record for mobility scooters
and here he is, at speed, on the
Members’ Banking (photo 1).
The record stands at 107 mph...
In this issue: everything you
ever wanted to know about
MEX but were afraid to ask.
Spoons, an auction, a rare
Model Engineer 11 November 2016
locomotive, an AK47, bats,
slate, turntables, chequebooks
and a spark arrestor.
I liked this horse-drawn
paraffin tanker on the Guild
of Model Wheelwrights stand
(photo 2). The Surrey 7¼
Club were running an outdoor
railway under a long, thin shed
which might have been made
for them. This Metropolitan
‘Growler’, William Penn and a
GWR 0-4-0 Dock shunter, 1107,
were giving rides. I thought
that the only GWR locomotives
using outside Walschaerts
valve gear were the station
pilots, 15xx class but I was
wrong, as here. Guildford
Model Engineering Society
and Phoenix Marine Model
Club won the Club and Marine
stands awards and A. C.
Dutton’s fine model of the pre-
Dreadnought, HMS Renown
(1895) had open backs to
the gun turrets so I asked Mr.
Dutton why and he said it was
to correct a design fault in the
originals; the turrets were too
heavy (photo 3).
Lionsheart 86, from the
Old Locomotive Committee,
has arrived, in which Dave
Forrest discusses leaf springs
for a 5 inch gauge model.
Chairman John deserted
his responsibilities and was
photographed on the footplate
of an alien (a-lion?) locomotive
which is most decidedly NOT
Lion but Hurricane at the R,
H&DR.
W. www.lionlocomotive.org.uk
Conrod, from Harrow &
Wembley Society of Model
Engineers, Summer, in which

3 much has changed since
HMS Renown by A. C. Dutton at MEX.
the tyro model engineers list
was lengthened by young
Johanna Tilbury, who is
expected to make a personal
appearance at the track
‘ere long. Typically, Editor,
Simon’s first encounter with
her, at three days old, was at
a model engineering society
co-habiting with a steam
preservation group! Vic
Burgess relates the story of
the occasion when the society
appeared on Pathé News in the
1950s. To its eternal shame,
M.E. did not attend but it is on
YouTube under ‘Model Tankers
(1954)’ including a nice paddle
steamer. This film may or may
not have been made due to the
presence of members in places
of influence. Simon also writes
on using model steam engines.
He begins well by suggesting
battering down a spoon with a
hammer (not your best David
Mellor!) although, if you can’t
fabricate a better shovel than
that, then I fear for your future
in engineering... Anyway, back
at the ranch, Simon deals
with fuel, lubrication, tools,
kindling, rags for spillages,
cotton clothing (doesn’t burn
easily) and paperwork. (Whilst
preparing tickets, bookings
etc., for our recent trek South,
Deborah commented - as does
my airline pilot friend - ‘when
the amount of paperwork
reaches critical mass, then
we can go!’) I also liked this
unusual miniature Foden C
Type fire engine, seen by Brian
Tilbury at Rempstone Steam
Fair (photo 4).
W. www.hwsme.org
www.model-engineer.co.uk
Bristol Society of Model
& Experimental Engineers’
newsletter, The Caithness
Journal The Bristol Model
Engineer, Autumn, highlights the
naming of the Club Workshop
after the late Geoff Sheppard,
sometime President of the
Society, not to mention Editor
of Model Engineers’ Workshop,
whom it was my privilege
to meet at a previous MEX,
together with his wife, Gill.
Trevor Chambers reports from
a Dreweatts auction; £60,000
for a 7¼ inch gauge A4, with
boiler certificate and £50,000
for a similarly gauged Britannia,
without! Stationary engines
brought bargain prices (quoth
Trevor) - a Stuart Beam Engine,
£310 and a twin Score, £280
plus several freelance models
for even less. His personal loot
was a Stewart Hart twin from
M.E. 4411 et al. Phil Bridgway
describes fitting a DRO to his
Myford Super Seven. John
Whale was given a little spirit-
fired 0-4-0 locomotive found
in a skip. Chris Castleman
ponders on how many
uncompleted projects we
have ‘under the bench/in the
garage’? (Four in my case;
my middle name’s ‘Gunnadu’.
Knitters call them UFOs,
Unfinished Objects.) Finally,
Mike Goom designed and built
a Trebuchet (Cornish Hyacinths
notwithstanding) with which he
propelled a golf ball 82 feet.
W. www.bristolmodel
engineers.co.uk
Branch Lines, Summer,
from the West Riding Small
Locomotive Society, in which
Editor, Stuart Merton says
the last issue but not the
reluctance to submit items
for publication. President,
David Batty (by whom I was
much entertained at MEX) is
interviewed about LittleLec.
Ultimately, this missive
ends with some comments
about the EU, which need
not concern us here; suffice
to say that when the writer
complained about edicts from
Brussells, a Dutch friend said,
‘ignore them … we do.’ (which is
precisely what my Portuguese
colleague said many years ago
– Geoff)
Alan Cooper of Sheffield
Society of Model &
Experimental Engineers is
beginning a Yorkshire Engine
Company locomotive, only
three of this type were ever
made and only one photo
exists. The engine is to be
named Major Bloodnok (Go on!
- Geoff) I can also report that
the club donated £3,250 to
Sheffield Children’s Hospital,
after their Teddy Bears’ Picnic
(a large image from a previous
event adorns Sheffield
Railway Station).
W. www.sheffieldmodel
engineers.com
B&DSME News, xxxx, from
Bournemouth & District
Society of Model Engineers,
starts with John Roberts
detailing his hair-raising
experience of crossing the
Thames by cable car. His
knuckles were white, stress
levels were through the roof
and he was suspended, at
4
Fire engine from Harrow & WSME. (Photo courtesy of Brian Tilbury.)
CLUB NEWS
height, above a crocodile-
infested river! (Okay, I lied
about the crocodiles – Geoff)
This was, however set at
nought compared with his
recent election to Chairman! A
few days later his adrenaline
levels declined, his knuckles
recovered and he was installed
in his throne at the Littledown
Railway wondering what all
the fuss was about... In 1982,
Kevin Patience travelled on
the last British India Line ship,
RMS Dwarka, to Peshawar
and then by rail to Landi Kotal
(Broad gauge SGS 0-6-0, Vulcan
Foundry). Taking photos, he
was invited onto the footplate.
Noticing the boiler pressure
was low, he checked over the
engine (on the move!) and
discovered the smokebox
door was loose. Doing up
the clamps (again in motion)
raised the BP immediately!
Arriving at their destination,
everyone seemed to be armed
and he was offered an AK47
and two magazines for $200.
He declined, as this may have
caused the UK authorities to
misunderstand his motives.
Then, Ron Barson discusses
water, steam, boilers and Life.
W. www.littledown
railway.co.uk
Grimsby & Cleethorpes
Society of Model Engineers’
The Blower, August, informs us
that the planned extension is
going well, finance has been
pledged/offered/promised
and so work is proceeding.
Ex-pat member Clive Chapman
of NDMES in Oz, tells inter
alia of the straight Withcall
>>
735

5 returning home from Gauge
Warwick Allison and his rebuilt NSW Class 36. (Photo courtesy of Andrew Allison.)
tunnel, 971 yards, built, due
to an oversight, without
refuges. It was also built
over a summit, which made
it impossible to see through.
Very dangerous for track
workers! Closed in 1956, it is
now a hibernaculum.
W. www.gcmes.org.uk
Reading Society of Model
Engineers, Prospectus, August,
has a picture by John Spokes
of the cluttered workshop
of his Greek holiday host,
Dmitris. Not a square inch
wasted but if you didn’t
return each item immediately
from whence it came it
would be lost forever! (St.
Jude again!) Wolverton Pug
relates a fruitless quest to
reuse old slate waste from
Blaenau Festiniog, stymied
by the cost of upgrading
the line from Llandudno Jct
to take heavy goods trains
and the destination of said
goods, followed by another
wild goose chase involving
waste disposal, dubious
environmental practice and
Great Crested Newts!
W. www.rsme.co.uk
Conrod, August, from Otago
Model Engineering Society,
says that a recent meeting
was shown a bought, ‘Almost
Ready to Fly’ model by
Andrew Douglas. Powered by
a four stroke 18cc engine, it
requires assembly, rather than
manufacture. Some disparage
‘chequebook modelling’ but it
is nothing new and if the fun
lies in using and operating -
so what? This is what radio
736
amateurs do; pass the exam,
buy a Japanese transceiver,
erect an aerial and see what
the Wild Waves are saying!
A horse of a different colour
then appeared - a talk by
Robert Storm on Railway
Turntables of NZ. ‘This is a
most interesting historical
study’ says President, Michael
Forrest. (A quick search of
Amazon reveals a dearth of
publications on the subject –
Geoff)
W. www.omes.org.nz
Stamford Model Engineering
Society’s Editor, Joe Dobson
went to Station Road Steam’s
Open Day and was amazed at
the variety and scope of the
products on display (not all
for sale). These ranged from
traction engines large and
small, locomotives, portables,
stationary engines, classic
cars, trams, tools, replicas and
bitzas.
6
John Coppin’s ‘Bradford’ van from Bradford MES. (Photo courtesy of Frederick Bilney.)
Sydney Live Steam
Locomotive Society member,
Zac is building a nitro-
powered, functional, diesel-
electric Gauge 1 locomotive
which actually works! In the
Newsletter, August, we find
also that Evan has acquired a
Speedy plus a passenger riding
coach bearing cut-out pictures
of celebrities, including
Harrison Ford, as passengers.
President, Warwick Allison has
a rather impressive Class 36
NSW Railways 4-6-0 with bogie
tender, built by Peter Bradley,
which he has rebuilt and is
now fine tuning (photo 5). Ross
Bishop tried a spark arrestor
made from stainless steel
wire mesh (220 micron) which
works well and doesn’t seem
to clog.
W. www.slsls.asn.au
Gauge 1 Model Railway
Association (NW Group) reports
with shock that Tom Wallbank
Model Engineer 11 November 2016
has died so quickly after
1 North. Tom worked hard for
the NW Group and G1MRA
and was highly respected by
all. The visit to Southport MES
had a beautiful day, running 16
locomotives. Gauge 1 North
was also well attended, John
Osborne winning the ‘I built it
myself’ contest with his GER
Y14/GNR J15.
W. www.g1mra.com
The Whistle, September, from
British Columbia Society of
Model Engineers, tells of a
three-day visit to Iron Horse
Park, in Alberta, a 1.6 km, 7½
inch gauge, recreation of the
Canadian Pacific Railroad.
W. www.bcsme.org
Ryedale Society of Model
Engineers were visited in
August by Bill, an American
who lives in Belarus. He arrived
on a Brompton folding bicycle,
having come from Gillamore,
two-hours away, afterwards
being put (with bike) on to the
London train at York.
W. www.rsme.org.uk
Last but not least, a
‘Bradford’ van from Bradford
Model Engineering Society,
as mentioned last time, with
reference to metal folding and
their electrically-powered radio-
control competition (photo 6).
W. www.bradfordmes.co.uk
And finally, from the SMEE
Journal; ‘Rome wasn’t built in a
day, but it burned down in one’
Contact:
geofftheasby@gmail.com
NOVEMBER 20 York City & DSME. 2 Stockport DSME. 7 Leeds SMEE.
12 York City & DSME. Running day. Bits & pieces. Christmas Dinner.
Kevin Dick: Designing Contact Bob Polley: Contact Dave Waggett: Contact Geoff
and making in CAD. 01653 618324. 0161 430 8963. Shackleton:
Contact Bob Polley: 01977 798138.
24 Cardiff MES. 3 Grimsby & Cleethorpes
01653 618324.
Brian Davies: MES. Public running 8 Sutton MEC.
13 Sutton MEC. Russia’s First and ‘Santa at the Mill’, Club Night - Ladies
Afternoon running Colour Photographer. 10am - 2pm. Waltham night. Contact Jo Milan:
from noon. Bonfire and Contact Rob Matthews: Windmill site. 01737 352686.
Soup! Contact Jo Milan: 02920 255000. Weather permitting.
10 Sutton MEC.
01737 352686. Contact Dave Smith:
26 Bradford MES. Christmas Dinner
01507 605901.
15 Grimsby & Cleethorpes Annual Exhibition, Contact Jo Milan:
MES. Monthly meeting, competition and social. 3 Tiverton & District 01737 352686.
7.30 at Hartley Lodge. Saltire Methodist MES. Running Day
Church. 2 - 4.30pm. 11 Chichester DSME.
Contact Dave Smith: at Rackenford track.
Contact Kevin Smith: Santa Steam Trains at
01507 605901. Contact Bob Evenett:
07533 316341. the Blackberry Lane
01884 252691.
16 Bristol SMEE. Ian track. 1pm – 4pm
Raven: Vale of Berkeley 29 Wigan DMES. 3 York City & DSME. Contact Ben Ernshaw-
Railway Restoration. Bring and Buy evening. Mansell: 01243 773451.
A.G.M.
Contact Kevin Slater: Contact Kevin Grundy:
Contact Bob Polley: 11 Frimley & Ascot LC.
01275 331074. 01942 522303.
01653 618324. Public running
16 Leeds SMEE. Meeting; Santa Specials.
4 Basingstoke DMES.
Jumble Sale in the Contact John Evans:
Public running at the
Clubhouse. Contact DECEMBER 01276 34970.
Viables Craft Centre.
Geoff Shackleton: 1 Cardiff MES.
11am - 4pm. Contact: 11 Sutton MEC. Afternoon
01977 798138. The History of the
Austin Lewis: running from noon.
Royal Mint. Contact
17 Warrington DMES. 01256 764765. Contact Jo Milan:
Rob Matthews:
Natter night. 02920 255000. 01737 352686.
4 Chichester DSME.
Contact Brian Renton:
1 Sutton MEC. Santa Steam Trains 11 York City & DSME.
01925 724265.
Bits & Pieces night. at the Blackberry Lane Running day.
18 Rochdale SMEE. Contact Jo Milan: track. 1pm – 4pm Contact Bob Polley:
Tom Ridyard: Lifeboats. 01737 352686. Contact Ben Ernshaw- 01653 618324.
Community Centre, Mansell: 01243 773451.
1 Warrington DMES. 15 Sutton MEC.
Rochdale. 7pm. Contact
John Cotterill: 4 Tyneside SMEE. Chat night; Workers’
Len Uff: 0161 928 5012.
Burtonwood Airbase. Public running, Christmas lunch.
18 Stockport DSME. Contact Brian Renton: 11am – 3pm Contact Jo Milan:
Auction night. 01925 724265. (Santa Special). 01737 352686.
Contact Dave Waggett: Contact Linda Nicholls:
2 Rochdale SMEE. 15 Warrington DMES.
0161 430 8963. 01670 816972.
General Meeting Natter night.
20 Warrington DMES. Castleton Community 7 Bristol SMEE. Contact Brian Renton:
Running day. Centre, Rochdale. 7pm. Ladies’ night. 01925 724265.
Contact Brian Renton: Contact Len Uff: Contact Kevin Slater:
01925 724265. 0161 928 5012. 01275 331074.

www.model-engineer.co.uk 737
 Alec Tiranti Ltd established 1895
Centrifugal Casting & Mould
Making Machines, White Metal
Melting Pots & Hand Casting Alloys

www.tiranti.co.uk
Tel: 0845 123 2100
Modelling Moulding Tools & Materials,
Pewter, White Metals Alloys, Bearing Metal, Silicone Rubbers,
Polyester, Polyurethanes & Epoxy Resins,
Including Fastcasts, & Clear Resins,
Professional range of Cold Cure Silicone Rubbers.

27 Warren Street, London, W1T 5NB 0207 380 0808

and
3 Pipers Court, Berkshire Drive, Thatcham, Berkshire, RG19 4ER

John Winter
& Co. Ltd.
• MAKE YOUR OWN CASTINGS •
Model Engineering and
Small Scale
Foundry Work
Apply to
Carol White for a FREE
Catalogue/Price List
• Crucibles • IIngots • SSafety
f wear
• Casting fluxes • Refractories,
thermal blankets & bricks
• Oil bonded sands/sands/binders
• Sodium Silicates/Esters
• Tel: Halifax +44(0)1422 364213 •
Email: carol@johnwinter.co.uk
P.O. BOX 21 Washer Lane Works, Halifax HX2 7DP
Please take a look at our website:
• www.johnwinter.co.uk •
 small lathes with screw on chucks.
The Diamond Tool Holder ‡Alternative version available for use on
‡ Cutting edge can be shaped to suit special purpose work.
AUSTRALIAN MADE
‡Five holder sizes available, from 8mm to 20mm.
grooves and also engine cooling fins etc.
‡ Narrow blades can also be used for cutting circlip and “O” ring
3.2mm widths.
‡ Tangential tool hholder design. ‡ “T” type blades available in 1mm, 1.6mm, 2mm, 2.5mm, and
‡ Extremely versatile
versat and easy to use. other materials.
‡ Simple resharpen
resharpening with supplied jig. ‡ Parts off steel, aluminium, plastics, brass, bronze and many
‡ Roughing and finfinishing cuts. ‡ Each holder can take five different width blades
‡Square shoulder ffacing. ‡ Able to be used with front or rear tool posts
‡ Round nose work(
work(using round HSS). ‡ Simple to resharpen
‡ Variable tool point radius. breakage
‡ Takes ea
easily
il available 1/4” or 5/16”- ‡ Inverted blade design to help reduce jam ups and blade
square or round tool bits.
‡ 55° & 60° thread cutting.
‡ Right and Left hand versions.
‡ Easy height adjustments
‡ Available in six sizes from
8mm to 25mm tool height.
‡ Round and square Crobalt® cast alloy
AUSTRALIAN MADE tool bits also available.

Distributors in the UK and USA Tool Holder

For more information please visit our website at ed Parting
oR inverted
The FoR nverted
inverte Part ng
eccentricengineering.com.au
 ®

GOLmatic
Maschinenbau

Precision European made machine tools for the discerning engineer!

Wabeco CNC Mill Wabeco Lathe •Centres – 600mm
CC-F1410 D6000 •Centre Height – 135mm
•Speed – 30-2300 rpm
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TECO
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VF400
5
year
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warra

2
year
warranty
warra

•Table – 500 x 200mm

Ceriani Lathe David 203
•Z axis – 280mm •Speed – 140- •Table – 450 x 160mm
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•Speed – 365-1800 rpm
•Power – 250 W
Wabeco •Table – 500
x 150mm Ceriani
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•Z axis –
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•Speed – •Speed – 100-1800 rpm •Power – 0.75 HP •Table –
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•Power – 1.4 KW ACCESSORIES •Z axis – 300mm
Lathe Chucks, Drill Chucks, Tipped •Speed –
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Tools, Boring Bars, QCTP, HSS Tools,
•Power – 1.5 KW
End Mills, Slot Drills, Machine Vices,
Clamping Sets, Slitting Saws, Arbors,
Wabeco Boring Heads, Radius Mills, DROs,
CNC Lathe CC-D6000 Rotary Table, CNC fits, Collet Chucks,
•Centre Distance – 600mm Collet Sets, Flanges, Face Mills,
•Centre Height – 135mm Shell Mills and Much More... TECO Lathe MD 200
•Speed – 30–2300 rpm •Centres – 300mm
•NCCAD •Power – 1.4 KW •Centre Height – 52mm
•Speedd – 250-
250
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0-20
2000
2 000 rrpm
pm
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2500W

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ools Ltd
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warra Please contac
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17 Station Road Business Park, Barnack,
All of our prices can be found on our web site: Stamford, Lincolnshire PE9 3DW
tel: 01780 740956 • fax: 01780 740957
www.emcomachinetools.co.uk email: sales @ emcomachinetools.co.uk
 CLOCK
CONSTRUCTION
& REPAIR
Books by:
John Wilding MBE
FBHI, E. J. Tyler,
John G. Wright, Eric
Woof, John Tyler
and others.
SPRINGS
BEARINGS
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Catalogue
Telephone: +44 (0) 1420 487747
www.ritetimepublishing.com

Just a small selection from our current stock

Buy online now at: www.gandmtools.co.uk

Emco FB2
Vertical Milling
Machine,
1ph, Vice,
Chuck, VGC,
£1650.00
plus vat.

Harrison TR330 Variable Speed Centre Lathe, 3ph, Tooled, VGC,

£3750.00 plus vat. Brookes 38 KG Anvil & Stand, VGC, £300.00 plus vat.

• Telephone enquiries welcome on any item of stock. • We hold thousands of items not listed above.
• All items are subject to availability. • All prices are subject to carriage and VAT @ 20%. • We can deliver to all parts of
the UK and deliver worldwide. • Over 7,000 square feet of tools, machines and workshop equipment.
Opening times: 9am -1pm & 2pm – 5pm Monday to Friday. Closed Saturdays, except by appointment.
telephone: 01903 892 510 • www.gandmtools.co.uk • e-mail: sales@gandmtools.co.uk
G and M Tools, The Mill, Mill Lane Ashington, West Sussex RH20 3BX
 Precision machines made
dee in Italy for tthe
he discernin
discerning
ng en
eng
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gineer!
ACCESSORIES Ceriani 400
Lathe Chucks, Drill Chucks, Tipped
Tools, Boring Bars, QCTP, HSS Tools, Series Mill
End Mills, Slot Drills, Machine Vices, •ISO30 Spindle
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Boring Heads, Radius Mills, DROs, 580 x 150mm
Rotary Table, CNC fits, Collet Chucks, •Travel - 420 x
Collet Sets, Flanges, Face Mills, 160 x 300mm
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•1.5 KW Motor
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All lathes and mills are backed by an

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guard

Ceriani 203 Lathe

•Centre height - 100mm •Centre distance - 500mm
•Swing over gap - 260mm •Spindle bore - 20 or 30mm
•Motor - 1 HP •Weight - 80 Kgs
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•Vari-speed option plus screw
cutting

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Our machines suit the discerning hobbyist as well as blue chip industry
We regularly ship worldwide PRO Machine Tools Ltd.
Please contact us for stock levels and more technical detail
17 Station Road Business Park, Barnack,
All of our prices can be found on our web site: Stamford, Lincolnshire PE9 3DW
tel: 01780 740956 • fax: 01780 740957
www.emcomachinetools.co.uk email: sales @ emcomachinetools.co.uk
 Kompact Kit

Ma
de
EASY TO ASSEMBLE SCALE ALL METAL KITS

in
Superb Metal Models By Armortek

En
g
lan
d
German

PAK 43 / 41
8.8cm Anti-Tank Gun

• All metal CNC machined and laser cut components

• Working elevation and slew
• Moulded rubber tyres
• Gun sight
• Fasteners
• Over 800 rivet details
• Simple exploded view instructions
• Fully operational trail arms and lock
• Deploying spade and lock mechanism
• Working double transit lock
• Two piece barrel for ease of transport
• Suitable for use with the Armortek 88mm blank firing option
(available separately)

Price £996.00 inc. VAT (+p&p)

Armortek all metal kits are built to last. Constructed primarily of aluminium and steel they All metal
are supplied fully machined for bolt together assembly.
CNC machined
and laser cut
25 PDR. 25 PDR. components

Ammunition Limber Field Gun

• Working rear doors • Working elevation and slew Illustration and graphic design by www.studiomitchell.co.uk
• Moulded rubber tyres • Moulded rubber tyres
• Complete with tow gear • Complete with foldaway ground ring
• Ideal with 25 PDR. Field Gun • Gun sight
• Fasteners • Fasteners
• Over 200 Rivet details • Over 600 rivet details
• Simple exploded • Simple exploded
view instructions view instructions

Price £294.00 inc. VAT (+p&p) Price £498.00 inc. VAT (+ p&p)

FAST DELIVERY
Buy your kit online - www.kompactkit.co.uk
 Model Engineer Classified
To advertise on these pages contact Duncan Armstrong on 01689 869 855 or duncan.armstrong@mytimemedia.com

www.model-engineer.co.uk

ALWAYS IN
STOCK:
Huge range of
miniature fixings,
including our socket • Taps, Dies & Drills • Adhesives
servo screws. • Engine & Miniature bearings • Circlips, etc. etc.
Tel/Fax +44 (0)115 854 8791 Email: info@modelfixings.com

ALL 5” GAUGE LOCO’S WANTED

A
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ALL 3½” GAUGE LOCO’S WANTED

A
Titch, Juliet, Rob Roy, Firefly, Jubilee, Maisie, Doris, GWR Hall, Britannia,
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ALL 7¼” GAUGE LOCO’S WANTED

A
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For a professional friendly service, please telephone:

472 Model Engineer 19 September 2014

744 Model Engineer 11 November 2016
 Model Engineer Classified

To advertise on these pages contact Duncan Armstrong on 01689 869 855 or duncan.armstrong@mytimemedia.com
Meccano Spares
p

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Meccano Parts.
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sales@meccanospares.com
Tel: 01299 660 097

Model Engineer 19 September 2014 473

www.model-engineer.co.uk 745
making things possible

Remap is a charity
that helps children
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and enjoyment of
life’s opportunities.

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everything we do
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Join us
and use your
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children and
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Find out more at

www.remap.org.uk
email:
volunteer@remap.org.uk
or telephone
01732 760209

Registered Charity Number 113766

 HOME AND WORKSHOP MACHINERY
£845

144 Maidstone Road, Foots Cray, Sidcup, Kent DA14 5HS

Telephone: 0208 300 9070 - Evenings: 01959 532199 - Facsimile: 0208 309 6311
www.homeandworkshop.co.uk • sales@homeandworkshop.co.uk £3450
Opening Times: Monday-Friday 9am-5.30pm - Saturday Morning 9am-1pm Weiler lathe + collets... lovely!
Boxford MK11 CUD 4½ x 18” 10 minutes from M25 - Junction 3 and South Circular - A205 MYFORD Super 7B
240 volts Tom Senior ‘V’ Beautiful! £3950
(large table)
Lots of aluminium - just in !
£1125

Various!

Granite / cast
Guyson shot blaster surface plates
Model 40 DC + extractor
Ferranti £5750
£2450> 240 volts Inspection Myford super 7B
Edwards 40” bench lathe
£875 16g/14g
geared
from >
£2250
Immaculate!
£75
rolls Faceplates various
£845 Colchester Student
lathe + clutch equipped! £1575
£40
New
>

> Trolley Wadkin

10" AGS Myford
wheels nose and
(heavy saw DP / MOD gears >£15
bench each chuck type
£2250
>

duty) collets
sets of 4 £1475 Just
240 volts £1725 arrived! £30
Eagle Model 3 > £65 each
>

surface grinder each from

>
Trolleys £2450
Various! £75
>
Colchester £425
£3450
Rolsan Reelers
Mastiff 40” powered rolls
1400 fixed
steady £425
£375 > Bench vices
>

Various!
Boxford MK111 CUD 5” x 28” long bed Micrometers
Rapidor
Major
less clamp hacksaw Tap/Die
holders BCA MK111 Ajax
from + lots of tooling AJT1
£10 vertical
Viceroy Prince 6075 mill
Micrometers
240V Myford Super 7B grinder
0-16"/ 300mm
>

Baileigh
16" grinder £3950 + Sino DRO & Tesla £10-£49
AP5; 5Ton WD-40 Colchester Triumph lathe Myford
press non
standard
>

wheels
£475
£425 >
£345 £12000
Colchester >
Triumph Fixed Steady £425
Bridgeport
Clarke 50T (50 ton) £5750 Series 1 J&S
>

New 2HP
£20 garage arbor press
Myford coolant each press mill 8" x 15½" height
MYFORD GENUINE PARTS >
£525
Q and S 6“ hacksaw
Running out fast!
Purchased from Nottingham RJH late
buffing £4250 > NOW ARRIVED !
Check the web site for full list! machine
• Bridgeport mill
choice • Harrison M300 lathes
>

£750/£1150 Angle plates • Sajo (Sweden) VRF 52M vertical mills

£345
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various! • Colchester Triumph lathe
Steel EN3B • J & S 540 grinders
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New 18”x 6” Super 7 Rifle/ Tripus (German) • Surface tables

ground compound table
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PLEASE PHONE 0208 300 9070 TO CHECK AVAILABILITY OR TO OBTAIN OUR LIST Boxford Little
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• Box and pan folder + more !
DISTANCE NO PROBLEM! • DEFINITELY WORTH A VISIT • ALL PRICES EXCLUSIVE OF VAT New even easier to use Web site!
Just a small selection of our current stock photographed! SHIPPING
WORLDWIDE BBRL mower grinding machine
We are currently seeking late `Myford Super 7B´ & `Super 7 large bore´ model lathes!
 Our highly popular
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A range of lathes and mills that offer superb value to keen model
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C2A/300 Mini Lathe £617.95 101356 X2.7 Mill SX2.7 Mill
C4A/410 Bench Lathe £1,149.50 101594
C8/750 Bench Lathe £1,919.50 101595
X2.7 Mill – DC Brush Type £1,239.50 101598
SX2.7 Mill – DC Brushless High Torque £1,569.50 101600

For more information about these machines, visit one

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Axminster • Basingstoke • Cardiff • High Wycombe • North Shields • Nuneaton • Sittingbourne • Warrington
All prices include VAT and may be subject to change without notice.