THE ORIGINAL MAGAZINE FOR MODEL ENGINEERS

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Vol. 228 No. 4682 • 14 - 27 January 2022

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

Brunel
COVER FEATURE

Locomotive
B1 Tender

Tiny
Engines
ENGINEERING GROUP

We Visit Sheffield
£4.95
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Vol. 228 No. 4682 14 - 27 January 2022
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EDITORIAL
128 SMOKE RINGS 152 ADVENTURES WITH INJECTORS
News, views and comment on Roger Froud investigates the science and
Editor: Martin R Evans
Tel: +44 (0)7710 192953 the world of model engineering. technology of one of model engineering’s
Email: mrevans@cantab.net most mysterious gadgets.
Assistant Editor: Diane Carney 129 GWR CLASS 800
Club News Editor: Geoff Theasby LOCOMOTIVE ISAMBARD 154 OBITUARY
PRODUCTION
KINGDOM BRUNEL Paul Ritchie looks back at
Bob Lilley presents the Bristol the life of Richard Knott.
Designer: Yvette Green
Illustrator: Grahame Chambers society’s latest club locomotive.
Retouching Manager: Brian Vickers 155 A RANSOMES ELEVATOR
Ad Production: Andy Tompkins 132 AN ASTRONOMICAL Ian Couchman builds a 2 inch scale elevator
ADVERTISING
BRACKET CLOCK to keep his threshing drum company.
Adrian Garner makes a bracket clock inspired
Advertising Sales Executive: Angela Price
Email: angela.price@mytimemedia.com
by Tompion and Banger’s regulator of 1708. 158 FLYING SCOTSMAN
IN 5 INCH GAUGE
MARKETING & SUBSCRIPTIONS 135 BOOK REVIEW Peter Seymour-Howell builds a highly detailed
Subscription Manager: Malcolm High reviews Scotsman based on Don Young’s drawings.
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MANAGEMENT
163 THE STATIONARY
Group Advertising Manager: Rhona Bolger 136 WE VISIT THE SHEFFIELD STEAM ENGINE
Email: rhona.bolger@mytimemedia.com & DISTRICT SOCIETY OF Ron Fitzgerald tells the story of the
Chief Executive: Owen Davies MODEL ENGINEERS development of the stationary steam engine.
John Arrowsmith pays a visit to the
Sheffield society’s track at Abbeydale. 166 A SUMMER GATHERING
OF BULLEIDS
140 TEENY-TINY ENGINES Rob Speare attended a rather exclusive
Gerald Martyn finds that making small gathering of Bulleid locomotives
engines provides challenges of its own. during the summer.
© MyTimeMedia Ltd. 2022
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143 PUMA 170 CLUB NEWS
publication may be reproduced in any form whatsoever, including photocopiers, A FOUR CYLINDER, TWIN Geoff Theasby compiles the latest from
and information retrieval systems. All reasonable care is taken in the CAMSHAFT 30CC I/C ENGINE model engineering clubs around the world.
preparation of the magazine contents, but the publishers cannot be held legally
responsible for errors in the contents of this magazine or for any loss however
Pete Targett builds a four cylinder version of
arising from such errors, including loss resulting from negligence of our staff. Malcolm Stride’s two cylinder engine.
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THE ORIGINAL MAGAZINE FOR MODEL ENGINEERS
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Vol. 228 No. 4682 • 14 - 27 January 2022

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http://twitter.com/ Brunel
COVER FEATURE

modelengineers Locomotive
B1 Tender
ON THE COVER...
Tiny Bristol Society of Model Engineers’ new locomotive is a 7¼ inch gauge
Engines
ENGINEERING GROUP
Class 800 locomotive named after one of Bristol’s most celebrated
We Visit Sheffield
figures, Isambard Kingdom Brunel (photo: Bob Lilley).
£4.95

121 Front Cover 4682.indd 121 29/12/2021 14:27

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 SMEE Courses
Following a year of restrictions.
the Society of Model and
Experimental Engineers
(SMEE) plans to run its
popular training courses
for newcomers to model
engineering, in 2022,
starting in February.
Part 1 is a three-day
course running on
Saturdays, February
to April, designed to
introduce newcomers to
the hobby, and to help with
decisions on the setting up of
a workshop and the purchase
of machines and tools, as
MARTIN well as introducing their use.
EVANS
Editor The course also deals with
silver brazing, tool sharpening,
measurement and marking out.
Part 2 is the ‘Polly’ course
which covers the building of
Holiday Activities
a simple model boiler and Christmas and new year festivities are over, the last
engine. This is spread over six remnants of the turkey have walked out of the kitchen, the
DIANE Saturdays, one per month. In twinkly decorations came down on Twelfth Night (or at
CARNEY
Assistant each session we demonstrate least they should have done…), that interesting tie you were
Editor making a different part of given for Christmas has been quietly ‘retired’ and all those
the project which students rather optimistic new year’s resolutions have already been
complete in their home forgotten. Yes, we’re back to normal and, presumably, back
workshops between sessions, in the workshop. Spare a thought for those of us confined to
ending up with a working quarters for the duration, workshop out of bounds, compelled
steam model. The project instead to swap jolly Christmas cracker jokes with a random
YVETTE involves sheet metal work, assortment of sisters, cousins and aunts.
GREEN
Designer soft soldering, silver brazing, One of our number, though, has shown that being barred
turning, milling and painting, from the bench is no obstacle to the determined engineer
and will equip students with all and that much may be achieved given a couple of sneaky half
they need to undertake further hours sitting at the deserted dining room table. The result of
engineering projects and Henk-Jan de Ruiter’s covert activity is the Meccano Modeltrain,
develop their skills. Although shown here, consisting of a locomotive, tender, a tank wagon,
aimed at model engineering, an open wagon and a passenger carriage. The motive power
previous students have also is a length of string. As any modern, environmentally aware
been involved in restoration of model engineer should, Henk-Jan has recycled various bits of
classic cars and motorcycles. junk, in this case a chimney and boiler from a defunct steam
The Society also runs one day machine.
courses in milling and in tool The true model engineer lets nothing, not even Christmas,
grinding. get in his way!
SMEE is based in Lambeth,
South London. Access is easy
via Thameslink trains calling East Coast College, St. Peters is a disabled access lift to
at Loughborough Junction Street, Lowestoft, NR32 2NB. reach the second floor. There
station from where the building Following the forced will be canteen facilities in the
is just a few minutes’ walk. cancellation of the last two adjacent building and ample
Full details of the courses planned exhibitions due to free parking on site.
Martin Evans can be are available on the SMEE Covid, the organisers look Entry forms for previous
contacted on the mobile website at www.sm-ee.co.uk forward again to running this exhibitors will be sent out
number or email below annual event in an exciting in February. If you have not
and would be delighted to new venue. The Energy Skills exhibited before and would
receive your contributions, LOWMEX 2022 Centre is the latest new like an entry form, please get
in the form of items of The Lowestoft Model building on the Lowestoft in touch.
correspondence, comment Engineering and Model Making College Campus. This building Further information is
or articles. Exhibition (Lowmex 2022) is very light and airy as you available at www.lowmex.
07710-192953 will now take place on the would expect from a modern co.uk or contact Kevin
mrevans@cantab.net 29th and 30th October 2022 in building. The exhibition will be Rackham on 01502-583317.
the Energy Skills Centre, at held over two floors and there

128 Model Engineer 14 January 2021

 Bob Lilley
introduces
a new
addition to the Bristol
society’s motive power.
Club members enjoy a Test Run.
GWR Class 800 Locomotive
Isambard Kingdom Brunel
The Bristol society’s new 7¼ inch gauge club locomotive
T
he Bristol Society of
Model and Experimental
Engineers operates a
miniature railway at a public
park in Ashton Court and,
pre-covid, gave rides on over
twenty days a year. These
are very popular with Bristol
families with over 2,000 rides
across the two tracks on some
afternoons. Whilst steam is
the favoured motive power this
The driver’s position with control module, brakes and hand controller.
www.model-engineer.co.uk
is not always available and
non-steam traction is required
to maintain a service for this
large number of passengers.
Regular readers of M.E. may
recall Pegasus and Telford,
both of which featured in this
magazine over the years, but
with these being 20 and 10
years old respectively it was
decided that a new 7¼ inch
gauge locomotive should be
built. The choice of prototype
was quickly decided upon –
it was to be the GWR Class
800 Locomotive which was
introduced to provide service
in the South-West on the
newly electrified main line
through Bristol. With its unique
body shape this was quite
a challenging locomotive
to model but then Bristol
engineers like a challenge;
quite a few of our members
worked on Concorde.
The previous two
locomotives had internal
combustion engines but
with the recent advances in
battery power it was felt that a
battery only locomotive using
modern technology would
have the capacity required. On
investigation however it soon
became apparent that whilst
lithium batteries, because they
are lighter and more compact
than lead acid, may be the
modern answer for electric
cars, they are very expensive
and require a complicated
charging regime. Smaller and
lighter is no advantage to a
7¼ inch gauge locomotive;
in fact, weight is a benefit so
it was decided to go ahead
with conventional batteries,
a standard controller and DC
motors. Our running hours are
from 12 noon to 5.00pm and
the new locomotive would be
required to operate almost
continuously over this period
so batteries had to be sized to
cover this operating regime. >>
129
Assuming 20 laps each hour,
sufficient battery capacity
would be required to carry out
100 laps on one charge with
a charging capacity capable
of recharging the battery
overnight.
To achieve maximum
reliability the system has been
kept as simple as possible
using standard, well proven
proprietary equipment. A
4QD Pro150 variable speed
forward/reverse controller
feeds two Parkside motorised
bogies, each equipped with
2 x 750 Watt 24 Volt DC
motors and an 80 Amp trip
is connected close to the
battery terminals to provide
short circuit protection.
Vacuum braking is required
for the club’s carriages and
this is provided by two 12 Volt
vacuum pumps connected
in series. A mechanical
handbrake operating on the
bogie wheels is also fitted
together with horns and
headlights controlled from the
hand controller using a 4QD
interface board.
Power is provided by four
12 Volt, 100Ah deep discharge
batteries which are connected
in series/parallel to give a 24
Volt 200Ah supply with an
onboard battery charger. The
current taken rarely exceeds
10A from each battery so
traction batteries are not
required but as the batteries
will be cycled down to 50% of
full capacity, deep discharge
leisure batteries have been
fitted. It is hoped that long
Just like the real locomotive. Note the pantograph, engine covers, bogies and boxes.
It’s even got the driver’s step but without the cracks.
battery life will be achieved
by ensuring the batteries are
not discharged below 50%
capacity and immediately put
on charge after use. Space
is available for a further pair
of batteries just in case we
got our calculations wrong.
Comprehensive monitoring
of voltage, current, power and
energy is provided using an
instrument available on eBay
for around £10.
The fundamental locomotive
is therefore very simple
using familiar engineering
technology. The main
challenge however has been
to produce a lifelike body to
model the full size prototype.
The photographs show that
this was achieved using a
combination of metal sheet
and 3D printing to a very high
standard.
The main body is sheet
steel, very accurately bent
by a Bristol specialist metal
fabricator, Banbury Metal
Fabrications who did an
excellent job in closely
matching our specified
cross-section. This was then
mounted on a welded angle-
iron chassis. The front section
of the body was first modelled
by one of our members using
the CAD system, Fusion 360.
The model was then divided
into 20 sections to allow
printing on a domestic 3D
printer with a 300mm square
bed plate. Following the
printing the components were
glued together, reinforced with
glass fibre cloth inside and
out, then sanded to produce
an initial smooth outline of the
cab ready for final finishing
and painting. Unfortunately,
it was found that there was
a possibility of the PLA
plastic, used for the first cab
moulding, distorting in the
sweltering sunshine we had
last year (remember that?!).
A second cab was therefore
produced using nGen, a plastic
capable of standing a higher
temperature.
The locomotive was
professionally prepared and
painted by a local company,
Perfect Paint who produced
an amazing finish. They were
delighted to help as their
children are frequent riders
on the railway at Ashton
Court. Detailed decals were
then produced and applied to
represent, as far as possible,
the original Isambard Kingdom
Brunel GWR Locomotive. What
a beautiful job it has turned
out to be, exceeding all our
expectations.
As with previous club
locomotives, this was very
much a team effort by a
number different club members
each producing components
including the rear pantograph,
two separate braking systems,
electrical and auxiliary systems,
a detailed windscreen wiper,
engine covers, dummy bogie
fronts, air conditioning fans

Top cover removed showing accessibility of controller,

vacuum pumps, electrical trip and terminations.

The control box with ‘high tech’ instrumentation including

power and energy. A 24.4 Volts reminder that batteries are
50% discharged and the train should be taken out of service.

130 Model Engineer 14 January 2022

 BRUNEL

Body removed showing ease of access to batteries, battery This is what it is all about. Children enjoying a fast run along the back straight.
charger, control box and auxiliary components.

on the roof, a welded chassis

and of course the body.
Much work has gone into
reinforcing the front and rear
section undersides to ensure
that in case of derailment
and subsequent rerailing
or collision (no buffers) no
damage is done to the 3D
printed superstructure and any
load applied passes directly
through to the substantial
welded chassis.
In service it has run very
smoothly and is a delight to
drive with plenty of power
available. The ‘high tech’
instrumentation allows detailed
monitoring of performance and
on a recent running day Brunel
pulled five coaches throughout
the five hour period consuming
total energy of one kilowatt Outline drawing showing the location of all major items.
hour. With 2½ kilowatt hours
of battery capacity available
before the charge falls to 50%,
we have plenty in hand and are
anticipating a long battery life.
The maximum instantaneous
output power recorded was 2hp
as the result of a driver, with a
particularly heavy load, being
stopped by signals and having
to pull away up the steepest
gradient on the track. It has
been found, however, that under
normal loading, power required
rarely exceeds ¾hp.
We are pleased to have
completed a very successful
project which should give
much pleasure and reliable
service for many years. We
have a one embarrassment,
however; the children
ignore our wonderful steam
locomotives and prefer to ride
on the ‘new engine!’
ME The ‘real thing’ looks very much like the model!

www.model-engineer.co.uk 131
An Astronomical
Bracket Clock PART 20

Clock case
My original idea was to house
Adrian the clock in a classic ‘bell top’
Garner bracket case. There are, of
makes a course, no bells rung by this
timepiece and the redundancy
bracket clock showing of the ‘bell top’ encouraged me
both mean and sidereal to add the tellurian, especially
time. as the rotating sidereal wheel
provides the perfect drive. An
alternative would be to add
Continued from p.94 a classic orrery showing the
M.E. 4681, 31 December 2021 motion of one or more planets.
As mounting the tellurian
requires the case to have been
made, we will take a break from
metal work to make the case.
The design and the wood
chosen is very much personal
preference. In making this
choice it must be remembered
that this is a heavy clock and
the case must be robust and
that it must be able to be
lifted from below. This leads
to the use of hardwood and
it is unlikely that suitably
seasoned wood will be found
in the local store or even a
hardwood supplier in the UK.
The solution is to buy so called
‘brown’ furniture which is sadly
no longer in fashion. These
Victorian items were made of
solid oak, mahogany or walnut
and an old table purchased
at a local auction will yield
more than enough wood for I originally thought a classic (from old furniture) which
the case. The cost is likely to black ebonized case would would look very attractive. In
be much less than even the be my preference. In order for this event the reader will need
equivalent quantity of sapele this not to look too austere, to simplify the instructions
from a wood yard. however, such cases were below.
usually fitted with gilded The first job is to lay out the
embellishments. This did not parts on the wood available
91 appeal but it may do to others (to do this you will need to
making this clock. As seen in wait until all the drawings
the photographs, I decided to are published). I cut out
opt for a less austere look by paper shapes for each part,
veneering with burr walnut and including the mouldings, and
Cutting plan laid ebonizing the mouldings. arranged them like a jigsaw
out on a piece Those wishing to avoid the to ascertain the optimum use
of reclaimed veneering process could make whilst avoiding screw holes
mahogany. the case out of mahogany or other imperfections in the

132 Model Engineer 14 January 2022

 ASTRONOMICAL CLOCK

92 93

Cutting parts for the case to length. Cutting the recesses for the front door hinges.

old mahogany table top I had
purchased at auction. In the
past, most cases were made of
oak but old mahogany is in my
view easier to work and has a
very fine grain (photo 91).
In laying out the direction
of the parts the grain is
important. All the mouldings,
the four parts for each door
and the uprights of the sides
should be laid along the
grain for strength so that
subsequent routing does not
tear and crack sections out of
the wood. The direction of the
grain of the upper and lower
side rails of the case is more
moot. I cut them so that the
grain made routing the needed
groove for the glass easy but
it led to some difficulties when
making the dovetails. I suggest
readers read ahead to making
the dovetails before making
their decision on the direction
of the grain for these parts.
The wood should be cut
out with a circular saw to
approximate size and one end
trimmed square. Do make a
generous allowance for final
cutting to size and cut the
boards so that where parts
need further work using the
router they are paired back to
back making them easier to
hold due to being wider (e.g.
the board for the side uprights
was rough cut to about 3⅛
inches wide, this being twice
1¼ inches plus a wide margin
for the saw when splitting).
The boards for the sides
and doors can now be brought
to thickness with the planer/
thicknesser. Do not take large
cuts – on hard wood I never
cut more than 1.5mm at a time
and typically take 1mm.
Once planed to thickness, the
table router is used to form the
grooves which will retain the
glass and secure the sides and
uprights together with biscuits.
All the grooves are 4mm wide,
3
⁄16 inch from the front edge of
the clock (apologies for mixing
units, I am indifferent to what
I use!). Make a cut in a scrap
piece of wood to check the
router cutter depth and position
before cutting the various
sections. The grooves have
different depths so make a note
on each paper strip and keep
these with each piece of wood
to avoid making a mistake.
Do not proceed further with
the doors - leave these parts
for now as they will need to
be brought to length to fit
the main body of the clock.
Instead return to the table saw
and cut the uprights for the
sides of the main body to the
correct height and the cross
pieces to length (photo 92).
The cross pieces of each
side have recesses routed on

Front door - 58" thick hardwood Fig 38

0.2188 Grooves 4mm wide to fit biscuits
Rear door - 58" thick hardwood
0.2188

0.1875 0.3750 Grooves 4mm wide to fit biscuits

0.2188
0.2188

0.1875 0.3750
0.2500
Veneer front and side edges
with walnut burr after fitting 0.2500
hinges and lock. Veneer front with walnut burr
Lock 1.2500 after fitting hinges and lock.
Recess for brass hinge 1.2500
1.2500 14.3750 Lock
(Hinges 1 1/2" by 7/8") Recess for brass hinge
1.2240 (Hinges 1 1/2" by 7/8") 11.7500
Top and bottom veneers 1/16" thick.
Adjust thickness to make door fit. Top and bottom veneers 1/16" thick.
6.5625 Adjust thickness to make door fit.
=(1.5000 - veneer thickness)
5.2813 =(1.2500 - veneer thickness)
11.5000
10.1250
1.4375 1.5000
1.1875 1.2500

14.0000
Fig 37 12.6250
>>

www.model-engineer.co.uk 133
 Sides - 58" hardwood
Fig 39
Grooves 4mm wide to fit biscuits
0.2188
0.2188 0.3750
0.1875
5.1250
0.2500
0.9375
7mm hole, 1/4" deep on inside
of both rear uprights
16.0000
Hinge, catch plate
recesses and dovetails 1.2500
top and bottom
not shown
5.1875
3.0000
their ends to hold the biscuits. door. I used small solid brass
Use the router table with stops cabinet hinges 38mm high
to prevent the router grabbing by 22mm wide (opened out)
the work and place a waste purchased from G. Johns &
wood support behind the work Sons (ref 15). The recesses
to stop splitting where the can be cut out with chisels in
cutter breaks through. the traditional way but your
At this stage it is much author prefers to mount the
easier to cut the various wood on the milling table –
shallow recesses for the brass cleaned to make sure there is
‘furniture’. Start with the two no oil present - and use a ⅛
recesses for the hinges in the inch diameter end mill. This
side of one of the uprights allows the shape and depth to
of the main body for the rear be cut with accuracy. The very
94
Brass fittings for the case.
134
Case brass work
Fig 40
1.6875
0.4063
0.3750
0.1250
No. 27 0.3125
0.5625
Two off washers 4BA
small rounded corner is easily
removed with a sharp quarter
inch chisel. The recesses for
the two front door hinges on
the edge of one upright of the
other side can also be milled at
this stage (photo 93).
Whilst at the milling machine
I recommend milling out the
recess for the rear lock catch
plate. Unfortunately, your
author has not found a supplier
of small locks and catch plates
and both the front door link
plate lock and rear door cut
plate lock need to be made.
Luckily the designs by Guy
Gibbons (ref 16) are excellent
for our purpose. I increased the
height of Guy’s design of the
cut plate lock by 0.100 inch so
that the screws could be 10BA
rather than 12BA.
Your author also had some
difficulty in obtaining a suitable
looking key blank for these
small locks. Regrettably the
source recommended by Guy
no longer appears to be able
to supply appropriate blanks. I
resorted to eBay and bought an
old key which I adapted.
Whilst in the metal
workshop, make the other
brass fittings for the case. The
two escutcheons that protect
the wood around the key holes
are formed from 1⁄32 inch brass
sheet. After marking out, drill
the two screw holes in each as
well as the round hole for the
keyhole. Do not countersink
the screw holes. Pierce out
and file to shape using buttons
to form the circular ends.
4BA clear
4BA Note one right and one
2.0000 left handed bracket needed
0.8125
0.6250
Ø0.2813
0.5000
0.5000
1.1250
0.1719
0.4375
0.5313
Once satisfied, the screw
holes can be countersunk.
Countersinking too early will
leave the holes too loose to
register the buttons for filing.
The brackets securing the
bottom of the rear clock plate
were milled and drilled. Note
the brackets are handed - the
tapped holes securing the
brackets are blind to avoid
seeing the protruding screws
through the case side windows.
Making the upper brackets
will have to wait until the case
is complete (photo 94).
The last job before gluing
the sides together is to drill
the two 7mm diameter by ¼
inch deep holes for the brass
inserts that will be fitted for the
upper clock securing screws.
The four parts of each side
can now be glued together and
held by clamps until set. I used
Gorilla glue.
lTo be continued.
REFERENCES
15. G. Johns & Sons,
719-721 Green Lanes,
Winchmore Hill,
NR1 3RX
16. A Link Plate Lock for a
Bracket Clock Case, Guy
Gibbons, Horological
Journal, April 2008,
pp146-147 and A Cut
Plate Lock for a Bracket
Clock Case, Guy Gibbons,
Horological Journal, May
2008, pp186-187.
Model Engineer 14 January 2022
Book Review
Ephraim
A
nyone who has built
Ellie will recognise
this publication
from Camden books and it
follows the same format.
Ephraim is described as a
simple freelance steam Shay
locomotive for 45mm gauge.
I cannot see why it would not
run on 32 mm track, making
it dual gauge. The model is
loosely based on a class B
type but there are a number of
modifications to make it easier
to build.
The drawings are very
clear and all the dimensions
seem to be there. On some
occasions you have to read
the text to discover the size of
the bar stock. There are lots
of photographs of the build
which are very useful and
well reproduced. The text is
clear and concise with some
excellent explanation of the
methods used. There are a
www.model-engineer.co.uk
Peter Scott
number of holes in the motor
which have to be in the correct
position. Peter shows how he
made a jig to achieve this.
A feature of the book is how
the author describes methods
of testing the parts you have
made to ensure they are going
to work. I think this is a very
good idea as there is nothing
more frustrating than spending
hours making a part only to
throw it in the bin as you test it.
The motor is three-cylinder,
single acting and omni-
directional and the author
goes to great lengths to
explain how to make this. He
makes use of his miller which
is equipped with digital read
out. If you do not have one
of these, fear not because
Camden are going to produce
a set of laser-cut parts just as
they did for Ellie. This reduces
the build time considerably
and ensures the final model
looks and works well.
One unusual feature of the
motor is the rotary valve, which
makes it much easier to build;
otherwise three sets of valve
gear would be required. Peter
explains in great detail how to
make this so even the beginner
should not be overawed.
Camden will be able to supply
a brass kit to make the motor
plates which are the difficult
parts - the rest is simple
turning. Much of the engine
comes from stock material
which should mean your ‘will
be useful one day’ box comes
into its own.
A feature of the Shay is of
course the Cardan shafts. For
these Peter has used easily
obtainable universal joints
and square brass tubing. A
number of parts have to be
sourced for the locomotive, for
instance the bevel and spur
gears. There are a number
of suppliers of these on the
Internet at reasonable prices. It
really is a feature of the design
that outsourced parts are
easily obtainable from various
suppliers, keeping the cost of
the model low.
The pot boiler is almost
the same as Ellie, the main
differences being that it is
higher and all the bushes are
on the top. Firing is the same,
using methylated spirits and
a four-wick burner. I am sure it
would be easy to convert it to
gas for those who do not like
spirit fired boilers.
There is not a lot of plate
work on a Shay so if you don’t
like plate work this could be for
you! What is there is easy to
make and looks fine.
It is a freelance model so
do not expect it to be to scale.
However, it does look the part
and it would be easy to add
your own detail if required.
If you have built an Ellie this
is an obvious next step. If
Camden can supply parts as
they did for Ellie it should be
a quick build, guaranteed to
run well and give you hours of
pleasure. Peter Scott’s book is
an excellent place to start that
next project.
Malcolm High
Published by Camden
Miniature Steam
Services, 2021
ISBN 978-1-909358-52-2
£18.95, 106pp, 30 drawings,
paperback, size A4
135
 John
Arrowsmith
visits
the Sheffield society’s
Abbeydale track.
We Visit the Sheffield & District
Society of Model Engineers
M
y next visit took me
over to Yorkshire to
the Sheffield & District
Society of Model Engineers.
I had been there before in
2019 when I reported on the
annual Sweet Pea Rally, which
was most enjoyable. This
time I went to look at the club
and talk to members about
ongoing activities and plans
for the future. Located in the
Abbeydale area of Sheffield,
the Society has an excellent
site which they own and on
which they have developed a
first class miniature railway
and model engineering
establishment.
1 2
The main clubhouse building and members’ parking area. Part of the members’ comprehensive library in the clubroom.
136
Committee member, Alan
Cooper along with Mick
Savage showed me round
and a most interesting
discussion was had with lots
of information being imparted.
The club has its origins in the
1900s although the club as we
know it today was formed in
1937 and has progressed very
well over the years. In 1945
it became a founder member
of the Northern Association
of Model Engineering Clubs
and they had a small track
at Birley before moving to
Chelsea Road, Netter Edge. A
further move to their present
site in 1978 has seen the
Model Engineer 14 January 2022
club grow and expand into a
well-respected society which
currently has a membership
of around 140 with about
10 junior members, which is
another good aspect of the
club. I met a number of them
during my Sweet Pea visit and
they were very much involved
in the operation of the club
and the railway. They have
a well-equipped clubhouse
(photos 1 and 2) which has a
good kitchen area and meeting
room with a comprehensive
library for members to enjoy.
Included in the building is a
storage and workshop facility
and right outside the rear
doors are the steaming bays
and preparation area for the
multi-gauge ground level track.
The substantial turntable is
also located here; this machine
is capable of taking the largest
locomotives with ease. The
positive locking system
ensures accurate positioning.
Leaving this area, drivers are
faced with some interesting
track configurations which
are ably controlled by the
fully equipped signal box. The
 ME VISITS

3 4

Lady member, Rose Francis owns this nicely maintained Hunslet, Ruth. Lady Joan, a 7¼ inch gauge Hunslet owned by Richard Davy.

5 6

Centurion, a new build locomotive by Mick Savage. This American styled 2-4-0 is owned by Adam Diskin.

overall ground level track is

7 just under half a mile with
some testing gradients both
on the outward journey and the
return where there’s a mere 1
in 37 downhill. This really tests
the driving skills; with a heavy
train pushing the locomotive
you will soon know if your
brakes are working! The line
then passes over the main
entrance into the site and runs
round behind the back of the
clubhouse.
The club storage facilities
are excellent with secure,
brick-built buildings to
house both locomotives and
passenger carriages. A range
of well-maintained engines
in the shed includes a very
nice Hunslet, Ruth (photo
3) owned by member, Rose
Francis alongside another
good looking Hunslet, Lady
Club engine, Septimus on the outside maintenance track. Joan (photo 4) owned by >>

www.model-engineer.co.uk 137
 8 9
10
The adaptable disabled passenger carriage funded by the Lottery Funds for All Scheme.
Richard Davy. Mick Savage
has his new build tender
locomotive, Centurion (photo
5) also stored here. A Sweet
William locomotive, Hobgoblin
is the engine used to train
the younger members in the
art of driving. An American
outline 2-4-0 tender engine, Ella
(photo 6) is owned by one of
their younger members, Adam
Diskin.
Outside on the maintenance
line club engine, Septimus
(photo 7) was having some
attention. This engine is based
on a Tinkerbell prototype and
was built by David Vere but it
was donated to them by David
Everingham in 2016.
The signal box is the
next major infrastructure
building on the site. This
comprehensive installation
is fully equipped with all the
basic bells and levers you
138
The comprehensive carriage storage sheds.
The fully functioning signal box.
11
Pedestrian footbridge into the adjacent public woods.
would associate with a fully gives access to the woods of the site towards the main
signalled system (photo 8) and walkways outside the club entrance before it levels out
including a screen for the site. A substantial retaining again (photo 12). Depending
onsite CCTV cameras and wall supports the ground on which circuit the driver has
signal indicator boards. It here as the track curves back chosen to take determines
all looks very professional, towards the station under the whether the train continues
efficient and controls most of footbridge (photo 11). The 1 in round or whether it arrives at
the site. 37 downhill section starts here the main station. Approaching
From the ground level and continues for the full length the main station, trains pass
station the line climbs steadily
to the top of the site where
the main carriage storage 12
sheds are located. Again, a
robust and secure building
ensures that all the stock
is well protected (photo 9).
Included in their stock is an
adaptable carriage that can
take a wheelchair and carer if
needed but with a removable
central seat it can also be used
for general passenger duties
(photo 10).
From this point on the track
the line goes downhill under
the public footbridge which The main entrance where the outside ground level track crosses the road.
Model Engineer 14 January 2022

under another railway style
footbridge (photo 13) which
takes visitors over the centre
of the track and also gains
access to the excellent raised
track station and the extensive
garden railway layout. There is
a good, traditional style water
column at the station and easy
access back to the ground level
preparation area should it be
needed (photo 14).
The garden railway is a
large layout with some fine
track work (photo 15) and
features to enhance the
presentation for visitors. A
useful access bridge is also
part of the system (photo 16).
The covered preparation area
provides another good working
space for members and
visitors. The raised track also
provides a good test for drivers
as it closely follows the ground
contours as it runs parallel to
the ground level circuit. A good
working space for locomotive
preparation is adjacent to
15
Complex trackwork on the garden railway.
16
Operator access to the garden railway system.
www.model-engineer.co.uk
13
The approach to the main station.
the storage buildings and the
steaming bays are serviced
with an unloading area
together with coal bunkers and
water supply; there is also a
useful traverser outside the
storage shed. A swing bridge
section in the main line gives
access to both the garden
railway and steaming bays.
With a complex railway
system like Sheffield’s,
maintenance is an ongoing
task and during my visit
members were busy on various
tasks including track circuitry
adjustments by the station
level crossing (photo 17).
Alan Cooper told me that, by
and large, the track system
here is very reliable and can
handle the busy passenger
days very well. The facilities
for passengers are, again, first
class with a substantial ticket
office positioned near the main
entrance and the car parking
area is located inside the road-
side gateway.
The club hosts a number
of events like the December
Santa runs (which have
obviously had to be cancelled
this year). The money from
these is donated to a named
charity; in 2019, for example,
the club donated over £3000
17
Carrying out essential maintenance.
ME VISITS
14
The authentic looking water tank at
the main station.
to the Sheffield Children’s
Hospital Charity but due to
there being no public running
in 2020 the club made a
£1000 donation in lieu of the
normal operating day. I think
this gesture sums up the
generosity of the club and
explains why they are held in
such high regard locally.
I thoroughly enjoyed my
time at Sheffield and suggest
that if any model engineer
and their families are ever in
the Abbeydale Road area of
Sheffield, pop in and see them
as you will be most welcome.
My thanks to Alan Cooper
and Mick Savage for their
time and hospitality and
to all the members I met;
gentlemen, you have a superb
club and railway and I hope
you continue to prosper
and encourage the younger
members into this great world
of model engineering. ME
139
Teeny-Tiny
Engines PART 1
S
mall steam engines
seemed to be popular
Gerald last year (2020), what
Martyn with a revival of LBSC’s little
1
⁄8 inch piston oscillator in
finds that M.E. Vol. 225 No. 4647 in
small is beautiful. September and another
publication running one on
the build of a more complex
design too. These little things
are fun to make and a bit of
an escape from the rigours
of more serious projects.
They are also easy to lift
(unlike that last 5 inch gauge
monster) and storage space
required is not great (they may
even be allowed in the living
room). This article is a ramble
around my experiences in
miniaturising steam engines
through 2020. There are few
build photographs but I will be
able to provide basic drawings
to illustrate the designs. And
remember, Hornby made a
steam powered OO gauge
Mallard commercially so my
efforts are really pretty tame.
Many years ago now, back
in the mid-1980s, I made my
own version of the design
published by LBSC in Shop
Shed and Road. You all have a
copy of this book, of course.
2 meths-fired ‘pot’ boiler
Original mill engine.
140
1
LBSC oscillator.
Doesn’t he make it all sound
so simple?! My boiler was a
bit different in that it had three
flues and an insulated outer
casing. I also used ‘wet steam’
and had no lubricator, but
otherwise not so very different.
I still have it and it still works
well (photo 1).
A while later, after my third
locomotive and in the early
1990s, I decided to try a tiny
slide valve engine. This is a
horizontal layout, like a mill
engine, and has a 3⁄16 inch
diameter piston with ¼ inch
stroke. The crosshead runs in
a trunk guide and a horizontal
provides the steam. To my
mind this gives a more visually
pleasing installation (photo
2). Again, it goes well. I later
added the generator bit from
one of those wind-up torches
that were once popular and, in
another box, mounted a couple
of LEDs for it to light up. These
are on a separable base so can
be used or not as I please.
For many years the thought
of making something smaller
kept entering my head but
there was always a big
Model Engineer 14 January 2022
project in the way of doing
anything about it. Then in late
2019, after years of 5 inch
gauge lumps, the urge to try
something really small became
uncontrollable.
The first idea was to reduce
the size of the LBSC design
and improve the aesthetics,
the old one being rather ‘top
heavy’, by using a horizontal
boiler. The aim was, essentially,
to make a complete steam
plant to fit on a beermat.
The piston diameter shrank
to 3⁄32 inch and stroke to 7⁄32
inch - and everything else in
proportion. The two designs
mentioned above were just
back-of-envelope jobs but
these days I get some pleasure
from laying things out on CAD
before cutting metal. I have
to say here that TurboCad
struggled a bit with some of
this as the sizes got smaller.
Things had to be checked
to ensure the programme
had properly remembered
what I put down and, most
importantly, correctly stated
the dimensions without
rounding error, particularly
if dimensioning in a scaled
 TINY ENGINES

viewport. Figure 1 shows

Fig 1 the GA with some basic
Steam in dimensions. The piston is a
piece of 3⁄32 inch brass rod,
7/16 screwed to the big end piece
which is then soft soldered
as well before the crankpin
hole is finish drilled. (Talking
of drills, the shanks from
Spring not those broken small drills make
shown good crankpins and shafts
for jobs like this. Never throw
them away, there are all sorts
of uses for short lengths of
straight and very strong steel.)
The valve ports are drilled
1mm holes.
What about special tools
for this job? Well the cylinder
bore was reamed 3⁄32 inch and
I already had one of these for
Exhaust
oil pump manufacture. To keep
things in proportion, 14BA
screws were used to attach
Ø5 steam pipes etc. so, of course,
/8 a set of taps was required.
Magnification is useful and my
headband magnifier became
a permanent fitment except
in bed. The surprise was
that where I expected to use
simple hand tools my trusty
Hobbymat mill proved its
3/8

worth as with tiny parts it’s far

too easy to file off too much in
just one swipe. That ‘big’end is
⁄32 inch piston oscillating engine.
3 only 3⁄32 inch square! Another
problem is trying to check for

Fig 2
1 3/8
Ø1

3/16 x 40 threads

1 5/8 Insulation

2 All joints silver-soldered

except insulation & cover discs
Boiler drawing.
>>

www.model-engineer.co.uk 141
squareness by holding up to
the light, something you can
hardly see, pushed against a
square which is far too big.
Your finger is in the way, and
then you drop the part … never
to be seen again. All this is
solved with the mill, which
gives accuracy and instant
squareness - and the part can
stay attached to whatever
(square) bar it’s made from
until the very end. Another
essential item was a large
rectangular biscuit tin lid to
use as a workspace able to
catch any dropped parts. Other
small boxes and tins were
useful to corral them in prior to
final assembly.
The boiler (fig 2) was made
from what was to hand, so
a length of 1 inch x 20 SWG
copper tube and un-flanged 16
SWG end plates (another recent
theme I see). I use a centre stay
with threaded extensions to
attach insulation cover plates
and this provides a positively
locatable sub-assembly
during subsequent soldering.
Manufacture is in two stages,
provided the bushes are a snug
fit. Firstly, assemble the end
plates and centre stay and
silver solder together. Pickle
(I’m a fan of citric acid) and
then assemble the end plates
sub-assembly into the boiler
and pop the bushes into place.
Silver solder the lot, one end at
a time and turning over once.
The bushes hold the end plates
assembly in place and the end
plates help to stop the bushes
falling out. It worked for me,
anyway, for the three boilers
made and all ‘right first time’.
Working pressure is a fairly
modest 40 psi.
The boiler and casing
assembly is shown in fig 3.
Other than the boiler and
fittings it’s all BMS. The burner
head is a piece of 5⁄16 inch
bar drilled 19/64 inch and
squashed to give a 1⁄8 inch
slot width. The tank is made
by my ‘standard’ process
for boxes. I can’t recall this
method being published before
but I’m sure it’s being used as
it’s so simple and avoids any
need to cut anything much
to exact size before folding
or soldering. Cut a length of
142
Fig 3
1 11/32
steel sheet the correct width
for the box height between top
and bottom plates and fold
it up into a rectangle to form
the sides. Trim the ends to
mate (of course, it’s left over
long to start with) and secure
them with a joining strap and
a couple of 1⁄64 inch rivets. Pop
it on to an oversize piece of
steel sheet and silver solder
all around the edge and also
the join strap. Now trim back
the edges and drill the filling
hole as this will be the top
face. After pickling, solder the
bottom on in the same way
and trim to size. Box done.
Drilling for and soldering the
remaining bits, the extension
tube and burner head, is
fiddly and requires a bit of a
balancing act but it’s perfectly
possible in one go. For a wick
I’ve tried glass-fibre strands,
which worked well with the
larger models, but the best I’ve
found is a tight bundle made
from brass straining gauze.
This draws the meths up and
also conducts heat down to
aid vaporisation.
The pipework is 2mm
copper with cotton wound
around for insulation. For the
boiler fittings my old Unimat
3 came back into use. It’s not
the best lathe in the world
but the high speeds available
are great for small stuff and
there’s less danger in getting
close enough to see what’s
Casing and boiler assembly.
Boiler
Casing
Burner assy.
1 1/8
going on than there is with a
Myford. The safety valve is
‘borrowed’ from the previous
models so is not shown in the
drawing. The regulator valve
body is standard turning and
silver soldering and takes a
7BA threaded spindle. There
are special nuts and nipples to
make, too, as there’s none this
small to buy.
It all fits on to a steel base
plate 3.25 inches square so
a neat fit on a beer mat. The
day of the test came. It works!
Though not quite as well as
is described by LBSC for his
larger one; ‘buzzing like a
hornet’. The main problem
is that to prevent steam
leakage at the port faces it
3
⁄32 inch oscillator steam plant.
3
Model Engineer 14 January 2022
Steam valve
2 3/4
is necessary to put so much
load onto it with the adjuster
nut and spring that the friction
stops the engine. This is less
of a problem with the larger
engine which only leaks when
running flat-out. Anyway, who
cares? This is not an exercise
in maximising efficiency so
if it works that’s fine for me,
even though a bit of steam
comes out where it shouldn’t.
I think the little cloud of steam
makes it look more interesting
anyway. The burner turned out
to be just right too, and the
meths ran out just before the
water. The finished assembly
is shown in photo 3.
lTo be continued.
Puma
Pete
Targett
builds his
own version of Malcolm
Stride’s twin cam internal
combustion engine.
Continued from p.72
M.E. 4681, 31 December 2021
7 8
Opening up the crankcase cavity.
www.model-engineer.co.uk
Part 1P – Crankcase
A Four Cylinder, Twin PART 2
Camshaft, 30cc I/C Engine
Making the crankcase is much
as Malcolm describes. He
suggests a suitable aluminium
block and I used a block of
7000 series tooling plate.
Firstly, because I have a
supplier 10 minutes from my
house and they always have
offcuts available, and secondly
it machines like a dream and
the last thing you want when
hogging out the centre of the
crankcase is the milling cutter
clogging up.
When I made the Bobcat, I
opened up the crankcase by
drilling the corners and then
milling out the inside and then
boring the larger holes. When
making the Lynx, I tried a
different approach and drilled
and bored the large holes
before milling out the centre.
As a large amount of material
had been removed through the
boring, the milling out of the
centre was far easier. That is
the approach I took with the
Puma.
To machine the block to size,
I mounted a right-hand carbide
turning tool in a fly cutter, with
a CCGT060204 ceramic insert
for aluminium, and it gives a
mirror like finish (photo 6). The
next step was working each
face in turn, drilling all the holes
and boring the holes for the
crankshaft or cylinders at the
6
Using a carbide insert as a fly cutter.
same time. Just ensure that
the holes are deep enough and
the large holes go at least half
the way through the job. This
will remove plenty of material in
preparation for clearing out the
inside of the crankcase.
Next, drill the four corners
first and then chain drill a
grid of holes to remove more
material. A depth stop on
the quill is useful here. This
is followed by an end mill to
form a centre slot down to the
cavity created by the boring for
the crankshaft (photo 7). The
centre slot then allowed a ‘T’
slot cutter to be used to hog
out the rest of the material.
This worked incredibly well
for me (photo 8) - you do
not get the side loading you
would normally get with an
end mill working at depth. Get
within say 1mm of the final
Hogging out with a ‘T’ slot cutter.
dimension which can then be
finished off with light cuts with
a long series end mill.
Once complete, drill and
tap the holes for the sump
plate and return to tap all
the holes that require it in
the other five faces. There is
little point in doing this prior
to machining out the interior
of the crankcase with all the
perils of blind tapping into
aluminium, best to keep it to a
minimum and, in most cases,
it is just the thickness of the
crankcase walls.
Part 3P – Sump
The sump plate is much the
same as described by Malcolm
albeit a bit deeper so that it
keeps the oil level below the
crank webs. In my case again, I
used 7000 series tooling plate,
an offcut from my main block.
>>
143
 Fig 1

Puma 4cylinder 30cc - Pete Targett

9 10

Revised engine mounts.

An early view of the revised timing base/bearing holder

(note the limited ‘wrap’ around the small sprocket using a 145mm belt).

One problem that this engine
could suffer from is excess
oil being thrown into the
opposed cylinders to be burnt
off. Later on, we will tackle
the new parts, one being the
sump baffles to minimise this
possibility.
Part 4P - Engine Mount
The engine mounts are made
from a section of aluminium
angle. The drawing shows
that the mounts do not allow
the engine to be mounted on
a flat surface because the
sump plug extends below
the line of the base. This can
be addressed in a number of
ways. I used stand-offs, but
a larger section of aluminium
angle could be used or a pair
of parallel engine bearers
fabricated, or even just a larger
hole cut in the base board. As
it is, you are going to need a
hole in the baseboard to be
able to remove the sump plug
to drain the oil at some point
(photo 9).
Part 9P - Timing base/
bearing holder
The equivalent to the timing
base for this engine is
now a simple turning job.
The job then needs to be
transferred to the mill for
your preferred method of
drilling the pitch circle holes.
The mounting point for the
timing belt tensioner has to
be determined from the job.
That will be done later when
we deal with setting up the
camshafts (photo 10).
Part 11P - Sensor Mount
A brief word on the ignition
system. The Puma uses two
twin cylinder ignition units in
wasted spark mode with one
for cylinders 1 and 4 and the
other for cylinders 2 and 3.
The two units timing discs are
on separate camshafts. The
left-hand camshaft (viewed
from the rear) is used as the
trigger for cylinders 1 and
4 unit and the right-hand
camshaft used for cylinders
2 and 3. Each timing disc has

144 Model Engineer 14 January 2022

 >>

145
I/C ENGINES

1 2 3 4 5 6 7 8
Fig 2
A A
56
60

26
34

M2.5
B 60 5mm deep B
92 10 M3
M4
Ø 12

18
M4
2.5

78
42 Ø34

51
44
60

60

34
19
Ø34
M3
C Ø38 Ø3 C
R5 0

18

13
8

R4
M3 18 25 25 18

2
56

Ø1
6

2.5
3
5
15 12 28 12 25
26
D D

10
Ø8

34
Ø24
4
Ø3

26
E E
Ø
24
M3

4
Ø3

www.model-engineer.co.uk
40 31
21
Dept. Technical reference Created by Approved by
Pete Targett 11/11/2020
Document type Document status
Title DWG No.
F All dims mm PUMA F
Part #1
Crankcase Rev. Date of issue Sheet
1/1
1 2 3 4 5 6 7 8
two magnets mounted at 180
degrees to each other on the
edge of the disc.
The sensor mount is located
between the two timing discs
with two hall sensors located
on the edge, one for each
ignition unit (photos 11 and
12).
The mount is a relatively
easy machining job; an
aluminium block with slots
in each side to take the Hall
switch sensors and a 4mm
lateral hole between the two
slots and 6mm hole for the
sensor cables.
I made my own sensor
cables but the ignition units
come with sensors pre-
wired. However, they also
have the connectors to the
ignition units. This will either
necessitate the connectors
being removed or the cables
re-routing on the outside of the
sensor mount. The sensors are
mounted in the slots with the
bevelled edges outermost and
the top of the sensor to the
top of the slot in the sensor
mount. I used ‘sensor safe’
RTV silicone gasket maker
(photo 13). Ensure the sensor,
or silicon gasket, does not
extend beyond the surface of
the sensor mount as the timing
disc is pretty close to it.
13
Sensor mount.
14
Rig for checking orientation of sensor magnets.
146
11
Sensor mount showing cable runs.
Part 12P - Timing disc
The Bobcat timing disc
has two magnets mounted
on the face so it needs to
be aluminium. The Puma
timing discs have two 3mm
x 3mm neodymium magnets
mounted on the outer edge.
The magnets are secured with
Loctite or similar. Care must be
taken to ensure the magnets
are installed the correct way.
If the wrong pole is outermost,
the sensors will not trigger.
To do this you could use
your ignition unit as a test
bed but please read the
instructions. In particular,
the RcXel CDI units can be
destroyed if you use them
without spark plugs fitted
and, as they are twin units,
that means two spark plugs.
CAD rendering showing revised timing
base/bearing holder and sensor mount.
Photograph 14 shows the
ignition units being tested with
a proprietary pulse generator
but this can be replaced by the
supplied hall sensor to check
the magnets.
Find the end of the magnet
that triggers the sensor and
mark with a felt tip pen. You
will need four magnets - check
and recheck, you do not want
to find out later that one
cylinder will not fire. You will be
searching for all sorts of other
reasons before you discover
the magnet has been installed
the wrong way round.
Part 102P - Sensor
mount standoff
Other than saying that two are
required, one of 12mm and one
of 14mm, these are a simple
machining job that probably
does not warrant any other
description. Aluminium, brass
or steel is your choice.
Part 104P - Timing
belt tensioner
By a happy coincidence, a
145mm timing belt will fit
the camshaft and crankshaft
pulleys. However, it was
pointed out to me that there
15
Timing belt tensioner.
Model Engineer 14 January 2022
12
was probably insufficient
‘wrap’ around the crankshaft
pulley with only 2 or 3 teeth
being engaged. The next
size belt is 165mm but it
then needs some means of
tensioning the belt. I have
simply used a stack of three
MR63-ZZ bearings on a low
profile 3mm cap screw with
washers at each end and a
locking nut at the base. This
is located near the 12 o’clock
hole in the timing base/rear
bearing holder (part 9). You
may find that a new mounting
hole is required to get the
correct tension (photo 15).
If you do not have access to
a low profile cap screw, you
can machine down the head
of a standard cap screw just
leaving enough of the hex to
be able to hold it while the lock
nut is tightened against the
timing base/bearing holder.
lTo be continued.
NEXT TIME
We turn to the crankshaft.
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 1
Doug
Hewson
presents an
authentic 5 inch gauge
version of Thompson’s
most successful
locomotive.
Continued from p.46
M.E. 4680, 17 December 2021
B1 61264 photographed at Grosmont. (Photo by Doug’s granddaughter.)
LNER B1 Locomotive
PART 2 – TENDER
T
here was no room in the
first instalment of the
series due to the lack of
space in the magazine, so here
is the general arrangement
drawing of the B1 (fig 1).
Now reading through part 1,
I realise that I made a little
mistake in the numbers as
the new frame plates for the
locomotive and tender started
with 61350 whereas I had it
down as 61340. Sorry about
the confusion.
I thought that we would
make a start on the B1
tenders as there are quite
a number of differences.
Basically, there are five
different ones but you must
pair them with the locomotive
numbers which I will give
you in the text as we go
along. For a start, the tender
underframes changed with
the locomotive number 61350
and those which followed.
After that the tenders had the
frames which were squared
off at the front and rear. I have
sent all my drawings to Geoff
Stait at G & S Supplies so
148
hopefully they will be able to
supply you with all your needs
in this matter. If you find any
anomalies on my drawings,
please let me know so that
I can amend my drawings
so that the next set which
goes out will be corrected.
You can email me on doug@
doughewson.co.uk with any
queries you may have. I am
always pleased to hear from
anyone.
Fortunately, for people like
us, the locomotives all kept
their own tenders throughout
their lives so I can refer to
them as if they were the
engines themselves. I just
think it is very sad that one
sees a lot of B1s on exhibition
stands which are immaculately
finished but look nothing like
an LNER B1, other than they
have the correct number of
wheels on them. The first
ten tenders built had low
coal plates front and rear
and I think that Martin Evans
thought that they were the
much smaller 3,500 gallon
tenders as paired with the K3s.
Model Engineer 14 January 2022
This is not the case as they
always had the much larger
4,200 gallon tenders but just
had these lower profile coal
plates. In the middle 1950s
these were all altered to a
similar profile to match the
cab roof. The rear coal plates
were now centred on the water
dome at the back of the tender.
I have left a piece of plate
loose to go in there so that the
engine can be driven.
Another difference is
that several of the B1s had
tenders where the side plate
did not extend to the tops
of the sides. There was an
additional plate riveted on to
the outsides to achieve the
correct height. This applied
to tenders on locomotives
with the numbers 61355
and 56, and 61400 to 09 and
others. All these tenders had
countersunk rivets to join the
plates but there were some
of them that had snap head
rivets to join the plates and
these were 61532, 3 and 4 and
61537. One more anomaly
was that the drag beams were

cropped off at an angle as
shown on my drawings and
these engines were 61400
to 61409. See photo 8 if
you don’t believe me! I have
provided a drag box front
plate the same as this in the
laser cut kit.
One more thing is that the
first ten B1s all had spoked
tender wheels but, from then
on, all other tenders had disc
wheels. These had two small
holes in them and I have shown
these in one of the photographs
(photo 9). Photograph 10
shows part of the double
framing and alongside the
main frame on the right-hand
side is the steam heating pipe.
Photographs 11 and 12 show
a couple of further views of the
double framing.
I have made arrangements
for the tender frames and all
the bits and pieces to go with
them to be either laser cut or
water jet cut and in the sets.
I read in a recent editorial in
Model Engineer that your editor
was trying to get us all to go
metric. Well, all my steam
locomotives works drawings
are in Imperial and that is the
9 10
Tender disc wheels.
11
Further views of the double framing.
www.model-engineer.co.uk
way I like it so, I am sorry, but
you will have to make your
own conversions. I spent
ages in the 1980s making
all the patterns for lost wax
castings for detailing all of
the suspension parts for the
LNER tenders so hopefully
Geoff Stait will be stocking
all of those for you. All of
the photographs, apart from
the one from the Transport
Treasury were supplied by my
good friend, Alistair Bootland.
One thing which I did not get
around to doing was to make
the tender brake hangers and
the brackets but at least that
should give you a good leg up.
The tender main frames are
made from 2.5mm plate but
inside those are some 16swg
doubler plates which form a
sort of double frame effect but
these are only 1⅜ inches deep
and they extend from the rear
of the front drag box to the
front of the rear drag box. The
drag beam and buffer beam
are both 2.5mm plate. Note
that there is a piece of 3⁄16 inch
plate surrounding the draw
hook which requires silver
soldering to the rear buffer
Tender double framing.
8
Cropped tender drag beam (photo by the Transport Treasury).
beam and also that there were
no intermediate buffers fitted
on any tender until locomotive
No. 61040 Roedeer. The rest
of the frames are as shown on
my drawings, which I hope are
fairly clear.
I think that the best place to
begin is to cut the main frames
out and the double frames and
then you can get on with the
front and rear drag beams. But
12
LNER B1
make sure that you have noted
the difference between the
two sets of frames, one being
for locomotives from 61350
onwards.
The next piece is the lower
stretcher and this fits below
the front holes in the tender
frames but note that there
is a small bracket under this
stretcher for the brake gear
return spring. The whole
lot can be silver soldered
together. Also on the drawing
is the steam brake stretcher.
If you do not need that it
would be very nice to add it
anyway for completeness.
The same applies to the water
scoop gear. If you don’t put
it on, there will be something
missing and, after all, I am
trying to describe the proper
job.
●To be continued.
>>
149
150
LNER B1

151

Adventures with Injectors
H
ave you ever considered
designing your own
Roger Froud studies the injectors? Possibly not,
theory and practice of but if you have, you’ve probably
started with Bob Bramson’s
making injectors. book All you need to know
about Miniature Injectors and
Ejectors. If you’re just happy
to make a proven design, with
tried and trusted methods,
then you’ve probably bought
D.A.G. Brown’s book Miniature
Injectors Inside and Out. Both
are excellent publications but
neither provides the solution to
the problem I’ve given myself.
I’m currently attempting
to build a plausible
representation of 0-6-0 PT
1501 based on LBSC’s SPEEDY
chassis but there’s a problem.
1501 takes its water from the
left-hand pannier tank straight
into an 8X injector via a valve
and a cast 90 degree bend.
The right-hand injector is fed
through a circuitous route
from the left-hand tank, under
the boiler to the right-hand
injector. Now, anyone with the
least bit of common sense
would just ignore all that and
fit standard injectors, fed
differently. However, since I
don’t have any common sense,
I wanted to replicate the scale
8X injectors as scale items,
fitted and plumbed as they are
on its big brother. They’re very
visible and would look great,
especially if they worked!
Fig 1
152
Now, that’s a problem.
Because the 8X injector is
pretty small, with a body that’s
only 8mm diameter. All of the
designs I know of have a valve
that has to fit about half way
along the injector, usually
on the top. The 8X injector
doesn’t have anywhere to hide
one of those. I’ve seen some
very clever designs for a 10X
injector that’s over scale, and
other novel ideas for a scale
10X injector that incorporate
a sleeve valve. However, any
valve is a potential source of
trouble, so ideally I didn’t want
one that was inaccessible.
Looking at the works drawings
of the 8X injector, I noticed
that there’s a foot valve on
the overflow in addition to the
crocodile nose style of valve
where half the combining
cone opens up to aid starting.
This foot valve is fitted to
stop air being sucked into
the boiler, something which
causes corrosion in steel
boilers.
Fitting a valve there in a
scale injector is certainly
feasible. It might be
problematical though, because
it needs a spring. Clearly a
spring would have to be very
light indeed if it wasn’t going
to create back pressure that
results in steam going back up
the water feed pipe rather than
feeding water!
Model Engineer 14 January 2022
PART 1
I thought I had a reasonable
grasp of how injectors work
but that pesky ball valve on
top didn’t seem to make sense
to me. For those who know
how this all works, skip the
next few paragraphs but you
might be surprised by my
conclusions.
Injector basics...
This has all been covered
extensively elsewhere but, if
you follow along, you’ll see
why I thought something has
been overlooked.
A quick note about
terminology, because it can get
confusing (fig 1). I’ll be careful
to avoid the term combining
cone, that’s often used,
because it’s usually two cones.
Yes, I know, I’ve already used
that term in the last paragraph
but in that case it’s the most
sensible term for the injector in
question where the whole nose
opens up.
The extensive development
work done by others has
provided us with a great deal
of practical information. It tells
us what taper angles work well,
shows us graphs we can use
for choosing throat diameters
based on the required delivery
volume and pressure and
much more. Most of this is
based on good physics and
there’s no point in revisiting
these fundamentals.
Injector nomenclature.

Fig 2
So, how does an injector
work? It’s remarkably simple
in fact but the devil is in the
detail. Starting with the steam
cone, it directs an accelerated
jet of steam into the open
mouth of the condensing
cone. A supply of water is
drawn in by this action and is
carried along with the steam,
mixing and condensing it
as it goes, hence the name.
What may not be obvious is
that the steam needs to be
completely condensed into
water. That process exchanges
the kinetic energy of the steam
to accelerate the water. So
far so good. However, the
chaotic flow that ensues when
the injector starts doesn’t
completely condense the
steam. There is simply too
much volume to be able to go
through the tiny hole at the
end of the mixing cone.
Whatever design you look
at, there is some kind of
arrangement to allow this extra
volume to escape until such
time as the flow has settled
down and formed a fully
condensed column of water.
When this happens, the volume
will just fit through the mixing
cone throat and the whatever
arrangement has been made
for excess water and steam is
no longer needed.
In fig 2 the steam is
represented by the yellow
arrow and the ratio of throat
diameters B/A results in the
air (green arrows) and water
(light blue arrows) being drawn
into the condensing cone. The
dark blue arrows represent
water and condensing steam
escaping through the two
overflows because the flow is
yet to stabilise.
www.model-engineer.co.uk
NB: this depicts the four
separate cones in conventional
injectors, not the arrangement
I’ll describe later.
In fig 3, the injector has
started and is feeding water
through the delivery cone. The
black lines simulate the ball
valve being seated, preventing
air from being drawn into the
gap.
Note that there is no
equivalent valve at the gap
between the mixing and
delivery cones... why not?
NB: I’ve shown this with end
regulation which may be new to
you if you’re only familiar with
conventional injectors where
a long slender cone sits inside
the neck of the condensing
cone. The advantage of this
arrangement is that the steam
cone is much more robust and
isn’t prone to the end becoming
eroded or damaged. The only
disadvantage I can see is that
the adjustment of the gap is
more sensitive.
On the injector design we’re
all familiar with, the excess
Fig 3
Injector running.
Injector starting.
water and steam is allowed to
escape through a gap created
where the condensing cone
and mixing cones meet. The
gap is pretty small, but it’s big
enough while still allowing a
steady flow to jump it. In fact,
the flow contracts slightly
when it does this and that’s
a big help because it does
accommodate slight errors in
the alignment of the cones.
The conventional design
uses a simple one-way valve
for the condensing to mixing
cone overflow. That allows any
excess water and steam to
escape to atmosphere while it’s
starting, but prevents air being
drawn in when it picks up.
We’ve already seen how
the steam drew the water
into the condensing cone,
and so it is with the mixing to
delivery cone gap. However,
this time the gap usually
vents to atmosphere and
that’s not ideal. The injector
will actually work pretty well
while drawing air but it impairs
the performance because the
INJECTORS
aerated column is now slightly
elastic, and that reduces its
ability to force its way into the
delivery cone.
So far so good, and we’ve
probably not learned anything
new. If you’ve followed along
so far, the penny may have
already dropped.
Some injectors do add a
second valve on the overflow,
or have two separate valves
that share a common outlet.
Anyway, you may still be
thinking ‘so what, we know
this already’? But not so fast.
Ask yourself the obvious
question... why do we need
two valves? Both places where
the water and steam jump the
gaps have similar conditions
at the same time, so surely one
valve could serve both places?
Who cares anyway? The
answer is that I do and that’s
because that first valve is a
damned nuisance because,
in scale Injectors, they don’t
have a large carbuncle on
their backs where the valve
needs to be. Full sized valves
have sufficient room inside to
accommodate a valve such
as the crocodile type the 8X
injector sports.
So my conclusion from
all this was that I couldn’t
see any reason why the two
overflow gaps couldn’t be
serviced by a single overflow
valve, situated where the foot
valve already is. Picturing this
in my mind and finding out
whether it would work though
are different things…
●To be continued.
153
Obituary
Richard Knott
T
he steam fraternity of
the South were shocked
and saddened to hear
of the news of the sudden
and untimely passing of
Richard Knott. Although he
had struggled with aspects of
his health over recent years,
he had felt that he had turned
the corner and that things
were very much improving. In
fact, he visited the Wimborne
District Model Engineers club
on 30th October 2021 and was
in very good spirits laughing
and joking with his friends.
Richard was a well-known
and popular figure in the steam
community, especially within
the model steam arena, and
he was lucky enough to own
his own 5 inch gauge railway
called Luscombe Valley which
opened in 1996, which he
ran at his Sandbanks home
in Dorset. The railway had
been his lifetime’s work and
it was due to re-open in 2022
for some charity public open
days after a number of years
out of public action. He owned
Richard driving his Foden in the grounds of his house in 2019.
154
12 year old Richard at the controls
of his 3½ inch gauge Maisie.
several locomotives himself,
including a Southern Railway
Schools Class and loved
having his friends around him
running the railway.
Richard also owned a 4½
inch Foden showman’s wagon
Pride of Edwin (featured in
Model Engineer issue 4679,
3rd December 2021) and a 4
inch Foster traction engine
which he had converted to a
crane engine. His interest is
steam started when as a 12
year old boy his father bought
him a 3½ inch gauge Maisie
steam locomotive, which was
his pride and joy and he would
give rides to the public at the
track of the Bournemouth club
at Kinson.
He also owned a 30 foot
steam launch Annabelle and
had an extensive 00 gauge
model railway layout based
on the Somerset and Dorset
Railway. His Lykamobile steam
car gave him the interest to
embark upon a major project
with his great friend, the
late Steve Baldock of Steam
David Loader’s Wallis and Steevens oil bath road roller escorts Richard’s final journey.
Model Engineer 14 January 2022
Traction World. With Richard’s
support and Steve’s superb
engineering skills they rebuilt
two 1907 Model R Stanley
Steam Cars. Richard named
his Alice, in honour of his wife
Connie’s mother.
Each year he would kindly
host boiler inspections at
his house with up to a dozen
engine owners joining to have
a ‘mass’ inspection and to
chat and swap stories before
planning the year ahead’s rally
season.
His funeral at Bournemouth
Crematorium was well
attended by his friends and
family and the presence of
David Loader’s Wallis and
Steevens oilbath road roller to
lead the hearse on Richard’s
final journey was very fitting
and was greatly appreciated.
It is intended to have a
celebration of Richard’s life in
2022 at Poole Yacht Club.
Paul Ritchie
 Ian
Couchman
constructs
an elevator to keep his
Ransomes threshing
drum company.

Continued from p.81

M.E. 4681, 31 December 2021

PART 3

A Ransomes Elevator
Racks
Next bits were the racks. An
interesting job... First, back
to the foundry for castings
(photo 30). There are two
racks permanently fitted, with
two more which are bolted
to the ends of the first racks,
to allow the elevator to reach
its full height. Now I need a
reference surface in order to
cut the teeth.
After machining the end
face, the casting was clamped
to the mill bed, using X-Y
coordinates to locate the two
end points. Then the back
face was milled in a series of
steps, using coordinates from
the CAD drawings (photo 31).
The finish looks rough, but

30 31

Rack castings emerge from the sand. Coordinate milling the curve on the rack. >>

www.model-engineer.co.uk 155
 32
Coordinate milling a fixture for the rack.
34
Cutting a tooth in the rack.
36
Pinning the second lug to the rack for silver soldering.
only needed a quick clean-up
with a file.
Now, how to cut the teeth?
The pitch diameter is some 60
inches, too big for my rotary
table...
So, I reverted to cheating.
First, I cut a form matching the
underside of the rack section
in a nice piece of oak, again
using coordinates from the
drawings (photo 32). This was
bolted to an angle plate (well,
the fixed jaw of a vice, actually)
156
and mounted square on the
table (photo 33). Now the first
section of rack was clamped
to the jig using a normal clamp
to hold it horizontally and a
custom-made clamp to hold it
vertically. With the cutter on
the horizontal arbour set to the
centre line of the rack's curve
in the Y direction and to the
correct depth (using the back
face as a reference) on the Z
direction, the first tooth was
cut at one end.
33
Fixture mounted on the milling table.
35
Continuing to the teeth on the second rack.
37
Complete raising gear.
Now the tricky bit. Moving
the stationary cutter back to
about half way, with a tooth
at the lowest point, the rack is
held in place by the cutter. The
clamps are slackened, the table
is moved by one tooth pitch,
dragging the rack with it. The
clamps are tightened, the cutter
moved clear and the table
is moved back to its original
position, ready to cut the next
tooth (photo 34). As the end
of the section approaches, the
Model Engineer 14 January 2022
second section is bolted to the
first and the process continues
to the end of the complete
rack (photo 35). Just two more
sections to go!
The sections of rack are
bolted together using two
bolts. However, in order for the
rack sections to move around
the jig, the blanks were cast
with only one lug. After cutting
the teeth, the second lug was
pinned in place and silver
soldered on (photo 36).
 ELEVATOR

Now, how to cut the teeth? 38 39

The pitch diameter is
some 60 inches, too big for
my rotary table...
So, I reverted to cheating.

And finally, we have the

complete raising gear in place
(photo 37). Undercarriage components.

Undercarriage
Lacking any real detail, I 40 41
decided to copy this from the
threshing drum. The front
assembly has an arrangement
which allows the front axle to
rotate from side to side when
moving over uneven surfaces,
thus avoiding flexing the
frame. Photographs 38 and 39
show the components which
allow this.
Photograph 40 shows a
pile of bits destined for the
front axle assembly, with Front axle metalwork. Assembled front axle.
photo 41 showing how it all
goes together. Photograph
42 shows the axles. The two 42 43
shorter items are the stub
axles for the front. These are
set in slots in the timber, at an
angle, to allow for the dish in
the wheels. They are attached
by bolts from the lower casting
at the inside end and U-bolts at
the outer end.
The rear axle is simply fitted
in a slot in the timber and
bolted through. To allow for Axles. Setting the angle on the rear axle.
the dish in the wheels, the
ends of the axle are set at
the same angle as the fronts 44
(photo 43).
The wheels were made
exactly the same way as those
on the drum. As I covered
those in detail in the article on
the drum, I won't bore you with
details here! Photograph 44
shows frame, undercarriage
and wheels together at last.

●To be continued.

Frame, axles and wheels complete.

www.model-engineer.co.uk 157
 Peter
Seymour-
Howell
builds a fine, fully
detailed model of
Gresley’s iconic
locomotive to Don
Young’s drawings.

Continued from p.77

M.E. 4681, 31 December 2021

PART 26 -
FRONT BUFFERS
Painting by Diane Carney.

Flying Scotsman
in 5 Inch Gauge
Buffer heads
I started with the buffer heads
as I had the material to hand,
in fact, I bought this at the last
Midlands model engineering
exhibition, so it's about time
that I got on with them. First,
I had to decide if I was going
to add greatly to my swarf bin
by machining from solid or
whether to machine the heads
and shanks separately - I took
the latter route.

1. I did the shanks first and this

picture shows the rear part that fits
into the housing. The thinner section
is what holds the rubber and steel
washers that form the resistance to
the operation of the buffers.
2. Here are the finished buffer shanks. At the ends there is a short length of 1 BA
thread that will screw into the heads themselves. The threads will be shortened to fit
the heads once they are done. The big lump in view is the material for said heads.

158 Model Engineer 14 January 2022


3. The stock was turned down to the diameter required
and was then faced at 8 degrees for the rear of the
buffer head. A start was then made on the parting off.
The head was drilled and tapped 1 BA to match the
shank (being careful not to go too deep) and the shank
was fitted using Loctite 638. To ensure that the shank
remained central while curing I used the drill chuck that
loosely held it in line. After around 10 minutes (enough
for initial curing) I parted off the buffer.
6. The stock is shown here machined to
the key dimensions.
www.model-engineer.co.uk
4. I decided to machine the heads purely by eye. With
the shank fully cured to the head and now held in the
chuck I first turned down the middle of the face at an
angle of 8 degrees to match the rear face. I did this in
stages alternating between the two buffers, a method
I used throughout the machining of the two buffer
front faces. I next reduced the angle to 4 degrees and
machined the inner section of the face. I then took the
angle out to around 20 degrees and machined the outer
edge. The rest was done by hand with files and paper.
7. I then changed the tool for a 6mm profile cutter and
set the topslide to 55 degrees to machine the shoulder.
FLYING SCOTSMAN
5. A radius was filed onto both front and rear outer
edges, then the high points were filed off to give
a curve which was finished with paper and then
sanding sponges of various grades until nice and
smooth. It took less time than it might sound. The
finished buffers are shown here in their positions.
Buffer stocks
The stocks are pretty little things but the
design is a lot more involved than I had
first thought. They sure do involve a lot
of machining, especially when the steel
bar that I've used is so much wider than
required, so after creating a lot of swarf to
get close to size I had a cleanup and then
machined the basic stepped shape.
8. The final job was to finish the lip by file and also
take the sharp edge off the top of the angle. Next, I
bored out the stock to fit the internal sleeve. >>
159
 10. Once I had got the second buffer stock to the same stage as
the first it was time to reverse them in the jaws to do the internal
chamber. I used my recently purchased set of blacksmith drills.
The angle is supposed to be 55 degrees, but since the drill tip is
close at 59 that will do for me. The depth is determined by the
outside profile having an equal thickness all round.

9. And here we have the first stock

after being parted off. The second
stock is nearly at this stage too and
then I’ll need to reverse them to bore
out a recess that matches the exterior
profile. Once all machining is done I’ll
polish out all of the machining marks. 11. Here are the two stocks ready for the next stage.

13. It was then time to machine the flat edges

on the stock flange to match the back plates.
The backplate was placed in position as a
visual guide to make sure all was going to
plan. The first face was clocked 45 degrees
from the first hole and then another 90
degrees for each of the others.

12. Each stock was set in turn on the rotary table with some steel plates under the flange
to give room for the drill to go through without hitting the jaws. A wobbler was then used to
centre the table. Once centred the head was moved out on the X axis by 0.625 inch to give the
1¼ inch diameter arc for the holes. It was then a simple job of clocking the table by 90 degrees
for each hole which was first centre drilled and then finished with a No. 44 bit.
14. Here are the two stocks with backplates
15. This picture shows the discs being set up with a stop in the fitted and the corners radiused to ⅛ inch.
tailstock and tooling set to cut at 1⁄16 inch width. All metal discs are
the same width but of two diameters and here we have the larger size
which fits into the buffer stock. The bar has already been drilled to fit
over the buffer shank’s wider section.
Buffer dampers
The buffers contain no
16. Once the discs had been cut the same springs. Resistance to
bar was then drilled and tapped to be used compression is provided
for holding the rubber sections ready to be instead by dampers formed
turned. The rubber is 3 mm nitrile which of a stack of rubber discs,
was chosen as it’s oil resistant. It also has alternated with steel discs.
what I thought to be a reasonable spring There are two stacks of
rate - I will admit to taking a guess here as discs – one set behind the
I had no way of knowing how this would buffer beam and a set of
work once joined with the other discs. larger diameter discs in the
It just felt right and Don had mentioned buffer stock.
to forget tap washers as they were too
hard. Here I have all 6 rubber discs to be
machined together.

160 Model Engineer 14 January 2022

 FLYING SCOTSMAN

17. Here we have all of the large discs. I
made a mistake here - on checking the
size for the smaller discs I noticed that the
rubber discs are slightly smaller than the
steel, as these are hidden in the stock and
as there is a 1⁄16 inch space around them I
saw no reason to turn then down further.
I didn’t take pictures for the smaller discs
as they followed the same method of
machining. There are twelve of these so I
did them in two batches and there are 14
steel discs. Let’s just say that they kept
me busy for a while.
18. It was now time to drill the holes for
the mounting studding, I first turned up a
jig that was a sliding fit to the stock and
a drift fit to the centre buffer hole in the
front beam. With the jig tapped home I
could simply slide each stock on and use a
square for lining up and then transfer each
hole. When doing this type of job I always
do one hole at a time, drill, tap and fit a
bolt to hold the stock on, check all is still
square and then move onto the next hole.

19. After a lot of effort I got the sprung
unit into the housing. I have to say that
it certainly looks the part and works as
intended. The housing spring is softer
than the stock spring so that you get two
rates of action and both are very strong,
I struggle to compress the stock spring,
which is how it should be. A last resort so
to speak although, as Don states, buffers
on the front of an engine aren’t going to
do a lot if hitting the end of a platform
with a 500 ton train. I’ll remember not to
do that...
20. Here’s a picture
of the buffers fitted
to the buffer beam.
Buffer assembly
First, I fitted the studding for
attaching the buffers to the
beam. With all holes drilled/
tapped I cut up eight one inch
lengths of 8 BA studding and
using Loctite 638 bonded
each one into the front beam.
I did consider leaving these
removable for painting but
decided there would be no
problem painting/lining with
the studs there, in fact I may
even paint the beam with
buffer stocks fitted.
Once all was cured and
primed I moved onto the
assembly. The large discs
where first inserted into the
stocks, the backing plate fitted
and slid onto the studs and
bolted up. With the buffer itself
also in position this left the
discs within the housings -
now this is a real pain. At first,
I tried to feed each disc on
one at a time but this proved
impossible as the assembly
as a whole is compressed and
although I could get most of
the discs on I couldn't get the
final few in. I then remembered
that Don stated that in full
size these discs are all bonded
to form two springs (he did
give them a name but I can't
remember it just now). So, I
took them all off and using
a suitable transfer punch
bonded each disc to the next
using rubber superglue which
worked very well.
●To be continued.

NEXT ISSUE
Railway Crane
Kevin Baldwin brushes
up his blacksmithing
skills and knocks up a
7¼ inch gauge steam
crane.
Measuring Threads
Jacques Maurel offers
solutions to the problem
of measuring screw
threads, both external
and internal.

Ellie
Tony Bird makes his
own version of Ellie,
described in Andrew
Allison’s book.
Content may be subject to change.
Ballaarat
Luker completes the
valve chests by adding
the valve spindles and
goes on to make the
crossheads.

ON SALE 28 JANUARY 2022

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 Ron Fitzgerald takes a
look at the history and
development of the
stationary steam engine.
Continued from p.17
M.E. 4680, 17 December 2021
84
Floor moulding a large cast-iron girder.
www.model-engineer.co.uk
The Stationary
Steam Engine
PART 29 – THE FOUNDRY FLOOR – SAND MOULDING
nlike loam moulding
U
the other two great
branches of the foundry-
man’s craft, green sand and
dry sand moulding, used
wooden patterns to create an
impression in sand. Casting
finished products in sand
probably owed its origins to
the practice of running metal
from the smelting furnace
into pig beds cut into the
floor sand of the casting
area. The more imaginative
foundrymen would realise that
any object impressed into the
sand would leave a cavity into
which the metal could be run,
creating a facsimile in cast-
iron and that carved, wooden
patterns could be used to
make decorated objects.
Many of the earliest
non-belligerent products
of the first modern English
cast-iron producers, the
ironmasters of the Weald
of Kent, were firebacks and
grave slabs made in this way.
Geometrically more elaborate
patterns penetrating more
deeply into the sand produced
more complex shapes such
as cast-iron water troughs or
deep section bars and plates.
This was the origin of open
sand floor moulding.
Basic open sand casting
survived until the end of the
eighteenth century. The cast-
iron beams for the Ditherington
Flax Mill were cast in this way
as were the trough panels for
Telford’s Longden-on-Tern
canal aqueduct. As a method
of floor moulding, open sand
was acceptable for basic
forms but the top surface of
the casting was limited to
being horizontal and level.
Open sand moulding was also
a source of imperfections
in the air-surface of the
casting due to slag and gas
bubbles rising through the
molten metal and also as a
result of the formation of the
meniscus at the edges. These
shortcomings led to a major
advance in foundry technology
which was to develop into the
highly sophisticated practice
of green sand moulding.
Green sand moulding is
broadly divided into floor
moulding, which derives
directly from the open sand
moulding described above and
box moulding. Floor moulding
was mainly reserved for heavier
work whilst box moulding dealt
with lighter, portable articles.
The term green sand alludes
to the rock sand in the state
that it comes from the quarry.
At the foundry it was mixed in
a damp state with a proportion
of ground coal or charcoal
until it attained the state of a
cohesive mass. The dampness
was enhanced as necessary
but excessively wet sand was
to be avoided as it constituted
a cause of explosions during
casting. Where a good finish
was required, the newly mixed
material was used on its own
as a facing but for the mass of
the mould behind the facing,
the sand was recovered from
the foundry floor which was
composed of the accumulated
recycled moulding material
from previous jobs. >>
163
 The connection with open
sand moulding will be apparent
from the following description
of heavy green sand moulding
for the cast-iron beam shown
in fig 84, top left. The beam
consists of a vertical web with
top and bottom flanges, the
lower of which has a vertical
re-entrant flange. The flanges
are stiffened by triangular
fillet pieces, end plates and
diaphragms.
As in loam work the
preparatory process was to
excavate a pit in the foundry
floor of dimensions somewhat
larger than the wooden pattern
for the beam. The base of the
pit was lined with ashes to give
free ventilation when steam
and other gases began to form
as the molten metal entered the
mould. Over the ashes a layer
of sand formed the bed for the
pattern which was lowered
into place with its vertical web
uppermost, laid horizontally
and with the re-entrant flange
resting on the sand bed. The
pattern was firmly impressed
into the underlying sand by
light blows without disturbing
the level and square of its
85
Moulding boxes (figs 5 and 6 the upper or cope box, fig 7 the lower or drag box).
164
position. Moulding sand mixed
with powdered coal was then
rammed down into the space
between the external walls of
the pattern and the sides of the
excavate pit, bringing the sand
up to floor level after which the
pattern was carefully removed
without damaging the sand
mould. The charcoal wash used
to dress the sides of the mould
in loam moulding was replaced
in green sand moulding by
powdered coal. Again, the
gasification of the coal created
pressure which prevented the
molten iron from permeating
into the interstices between the
sand grains, leaving a smooth
face to the casting.
At this point the mould
represented only the exterior
surfaces of the casting and
provision now had to be
made for the interior profile of
the finished beam including
features such as the fillets
and diaphragms. Cores were
used for this purpose. For a
hollow casting such as the
girder illustrated, a series of
such moulded, rectangular,
block cores were prepared
at the same time as the floor
moulding was taking place.
The method by which these
cores were made constituted
a distinctive part of the
foundry trade known as dry
sand moulding. In dry sand
moulding, the cores were sand
moulded in a moulding box
which formed the pattern.
When complete they were a
reflected counterpart of the
internal surfaces of the girder.
After being dried to hardness
in a core stove, the cores were
located in the floor mould,
separated from each other and
the exterior mould walls by the
spaces into which the molten
metal would be run to form the
webs, flanges and other details
of the casting.
At this point a significant
departure from open sand
casting followed. After a
layer of fine parting sand was
sprinkled over the exposed top
surface of the mould and the
cores, a cast-iron box-shaped
cover, the cope box, was
placed over the full area of the
mould, its edges resting on the
sand of the foundry floor. The
cope box had no top or bottom
but four sides only connected
by internal cross bars. It was
positioned by guide pegs so
that it could be lifted easily
and re-positioned accurately.
Moulding sand was then
rammed up within the cope
box. The internal cross bars
assisted in creating a self-
supporting sand mass. On the
top surface of the cope, sand
bowls were formed into which
the molten metal would be
poured. The base of the bowls
was pierced by holes known
as pouring gates, by which the
molten metal was introduced
into the mould below. The
gates were spaced such that
the metal did not have the
chance to cool before meeting
the flow from the adjacent gate
thus avoiding solidification
boundaries (cold shuts).
Pairs of smaller bowls at
either end of the casting
resembled the pouring bowls
but performed a quite different
role. The gates at the base
of these bowls, the feeding
gates, communicated with
the casting voids and initially
served as vents through which
Model Engineer 14 January 2022
the gas was expelled ahead of
the advancing molten metal.
When the metal spaces in the
mould were full of molten iron
the iron rose up the feeding
gates and gathered in the
bowls. This emerging molten
metal gave a visible indication
that the mould was completely
full of metal but it also
provided a reserve to cover
shrinkage as the iron cooled.
The feeding gates served one
further function; they allowed
the dross, which was lighter
than the iron, to float clear of
the level of the main casting.
After the casting had cooled to
solid, the gates were knocked
off taking the dross with them.
Floor moulding was reserved
for the largest and heaviest
castings. For less substantial,
more portable castings similar
but smaller scale versions
of the cast-iron boxes,
also known as flasks, were
employed. Flat work such as
plates or more elaborate items
such as domestic smoothing
irons (sad irons), cast-iron
surrounds for domestic fires
and the frame parts for textile
machinery were usually cast in
boxes, the lower box known as
the drag box and the upper the
cope box.
The boxes (fig 85) again
had four sides but no top and
no bottom and an internal
grid of cast-iron bars to give
additional support to the
rammed-up sand. The bars of
the upper or cope box usually
terminated within one or two
inches of the base but the bars
of the drag box had a much-
reduced depth with a more
substantial cross-section in
order to give a greater free
depth of moulding sand. The
boxes were fitted with handles
to facilitate lifting which was
usually manual.
The procedure when
moulding a flat plate
commenced by laying the
pattern on a smooth, level,
board and placing the cope or
upper box over it in an inverted
position, grid bars uppermost,
leaving adequate space
between the edge of the pattern
and the inner face of the box. A
covering of facing sand mixed
with coal dust was then strewn

over the pattern and the box
was partially filled with floor
sand, rammed up firmly around
the edges of the pattern.
Over the face of the pattern
more sand was added but the
intensity of the ramming in this
area was sufficient only to give
cohesion. Once filled, the sand
in the box was swept level with
the top edges and the box was
lifted clear of the base board
and turned over.
The exposed surface of the
pattern and the moulded sand
was cleaned up and sleeked.
Vent holes were made with
wires, any surplus sand cleared
off and a layer of parting sand
sprinkled over what were to
become the contact surfaces
between the cope and the drag.
The cope was placed over the
drag, guided accurately into
place by pins. Wooden dowels
were located to provide for the
poring gates and the box was
filled with floor sand ensuring
that it was firmly packed under
the cross bars and rammed up.
Finally, the surplus sand was
removed and the top strickled
level with the cross bars and
edge of the box. Venting holes
were pierced with wires, the
runner gate dowels were
removed leaving the gates open
and pouring bowls formed at
their entries.
The cope was then removed
and inverted for finishing on
its underside. In the surface
of the sand of the drag box
runners were cut in the sand
between the pouring gates and
the pattern. The pattern was
then carefully removed and the
detail of the face powdered
with plumbago or charcoal
dust and finally sleeked with
moulding trowel. The mould
was blown clear of loose
material with domestic bellows
and the cope replaced over
the drag, locked in position or
weighted. The box was now
ready for casting.
The process described
above was box moulding at its
simplest. For more complex
shapes boxes with three or
more parts were often needed
and patterns with loose
pieces would require cores.
Core moulding used its own
patterns and the material
www.model-engineer.co.uk
used for the cores was a
mainly green sand finely
graded but some foundries
mixed with the new sand a
proportion of floor sand. The
name dry sand is occasioned
by the fact that after being
moulded the core must be
oven dried to hardness.
Although cores could
become very elaborate, a
relatively simple example of a
job requiring a multi-part box
and a core will make the basic
principles clear. The cast-iron
bush for cart-wheels was a
common foundry product and
is included in Stringer’s 1700
list of products. The bush
(fig 86 – ‘fig 2’) is a tapered
cylinder with an internal
tapered hole that will form
the journal running on the
similarly tapered end of the
forged and turned stub axle
of the cart. In the middle of
the internal hole there is an
enlarged chamber for grease.
The bush is driven into the
wooden hub of the cart
wheel and, to prevent turning,
two feathers are cast into
the surface at the end. The
running surface is chilled to
harden the iron against wear.
Cart bushes were pair-cast in
the same mould. The moulding
box was octagonal in plan and
in three parts, the middle one
of which corresponds with
the longest taper of the bush
(fig 86 – ‘fig 1’). The spindle
of the core that will form the
journal in the bush consisted
of a turned and polished iron
pin with the same taper as
the hole and longer at each
end than the total body length
of the bush (fig 86 – ‘fig 3b’).
(The inclusion of the metal
pin is exceptional, most cores
were made wholly of dry
sand.) This iron spindle will
also give accelerated cooling
to the iron as it is cast, the
resultant chilled surface being
harder than the rest of the
iron. The projecting ends are
referred to as core prints and
serve to locate the core in
position in the mould. In the
position to be occupied by the
grease reservoir, dry sand was
moulded around the centre of
the pin and hard-baked in the
core oven (fig 86 – ‘fig 3b’).
86
Moulding a cart-axle bush
The two patterns containing
the core spindle were mounted
vertically on a board using
the narrow-end core print
projection inserted into holes
in the board (fig 86 – ‘fig 3’).
The middle section of the
three-part moulding box (fig
86 – ‘B’) was inverted and set
over the patterns. Sand was
rammed-up round the main
body of the pattern within
the box. In the same way, the
base section of the box (fig
86 – ‘C’) was placed over the
tops of the patterns and filled
with rammed-up sand, a layer
of parting sand having been
previously applied between
the two sand faces. The two
boxes were turned over and
the baseboard detached after
which the top box (fig 86 – ‘A’)
was placed over the narrow
ends of the patterns and filled
with sand. Two pouring gates
were pierced through the walls
of the mould, one entering the
casting void at the top parting
and the other extending to the
lower parting. At this point,
the three mould boxes were
separated and the pattern
was removed from the middle
box by driving it out from the
smallest end of the taper.
The three boxes were then
re-assembled and clamped up
with the core pin alone located
in place by the core print
recesses. Casting took place
and after the metal solidified
the mould was broken up to
release the casting. The final
THE STEAM ENGINE
task was to remove the core
pin from the finished cooled
casting, again, by driving it
out from the smallest end of
the taper. The sand which has
formed the grease reservoir
crumbled to debris which could
be blown out of the mould.
This brief and necessarily
less than adequate summary
of the work of the foundry
moulder does not do justice to
a craft that was the foundation
of modern engineering. Loam
moulding has now disappeared
entirely and only limited
number of foundries survive
that are capable of undertaking
sand moulding. Whilst few who
knew the trade will mourn the
end of the satanic conditions
that characterized the foundry
environment, the loss of the
profound skills of the moulder
and his sometime ally, the
patternmaker can only be
lamented. (As a personalised
account of life in a small
jobbing foundry the elegiac
series Black Sand by George
W. Eves, published in Model
Engineer between January and
August 1961, alternate issues
3015-3035, ranks as a classic.)
●To be continued.
NEXT TIME
We move on to the story
of Boulton and Watt’s
Soho Foundry.
165
A Summer Gathering
of (Strictly) Bulleids
A
fter long months of
pandemic precautions
Rob Speare attends an that have caused the
exclusive gathering of cancellation of many popular
events, it was particularly
Bulleid builders at the pleasing when along came a
Andover club track. special day, helping to restore
some balance and give a
boost. In early September at
Andover, a gathering of the
Bulleid Builders Group (BBG)
proved to be just that sort of
day, a reminder of what it’s all
about.
The BBG are an informal
group of model engineers that
run or are building models
based on the designs of
O.V.S. Bulleid, the last Chief
Mechanical Engineer of the
Southern Railway. Coming to
the post aged 55, his tenancy
ran from 1937 until his
departure in 1949, shortly after
Railway Nationalisation, when
everything was changing.
Having worked closely with
Gresley on the LNER, Bulleid
brought his experience of the
development of three cylinder
streamlined Pacifics to the
Southern. Bulleid’s ambitions
were soon interrupted by the
outbreak of the 2nd World War
and the heavy demands placed
on the railway; nevertheless, his
first design, the Merchant Navy
class was rolled out in 1941.
Bulleid’s air-smoothed
designs may have looked
slightly boxy compared to
traditional outlines but they
disguised serious attempts
to move steam technology
forward. With distinctive
semi-art-deco styling, his
locomotives are always
recognisable by their unique
Bulleid-Firth-Brown (BFB) cast
steel wheels, which proved
considerably lighter than
traditional cast spoked wheels.
166
Although his role embraced
modernisation across all
rolling stock, it is for his steam
locomotive designs that
Bulleid is most associated
and for which he had most
passion. Like all interesting
prototypes, his locomotives
caught the eye of modellers,
and the keenest seem to be
those who regularly rode
behind them, or were train-
spotters in the last decades of
Southern main-line steam.
Live steam models of
Bulleid’s locomotives are
fairly rare and there are few
recognised designs. In 7¼
inch gauge is an Ernest Steel
design for Bassett Lowke, a
three cylinder, air smoothed
Pacific, Winston Churchill,
complete with internal chain
driven valve gear. In 5 inch
gauge, Ariel – a complex
design for a rebuilt Merchant
Navy Pacific, previously
serialised in this magazine.
Then providing a more
straightforward build is the
3½ inch gauge Q1 from Nick
Feast, also serialised in this
magazine. Of course, that
has not limited the creativity
of modellers choosing other
prototypes, adapting existing
designs or scaling directly
from Works drawings.
How did the Bulleid Builders
Group evolve? Well, a long
time ago, inspired by just
a photograph, I started to
build a 5 inch gauge Q1; this
was before the Internet and
information was difficult to
find - and everything came via
the postman! Years later, as a
spin-off from putting together
a club website, I considered
the Internet would be a good
medium to present articles
of how people had tackled
Model Engineer 14 January 2022
their projects, given we were
often attempting to solve the
same problems. After coaxing
a few people to write, other
builders offered their notes,
leading to a website dedicated
to Bulleid’s locomotives and
personal stories collected
from people making live
steam models of them.
Modelling a three cylinder
Bulleid Pacific is not for the
faint hearted and even when
working to the same design
with drawings, builders have
ingenious but different ways
of solving construction
puzzles. The website has
often proved to be a point
of reference, a place where
builders share their solutions
to issues; you can view it at
www.bulleidlocos.org.uk
Back in 2017, a group,
derived mainly from
contributors to the website,
came together to present a
display of Bulleid inspired
models and related
information at the Bristol
SMEE Exhibition. As a mix
of part-built and completed
locomotives, the display
generated a lot of interest
with attendees. A bonus
of this occasion was the
opportunity for builders from
different parts of the country
to meet and get to know each
other and so the BBG was
officially inaugurated.
Since then a small group
has met annually at or near
Bristol, but this year one
member suggested meeting
at his home society, Andover.
This worked out rather well,
as being a sensible travelling
distance from London and the
South, more people could be
included. And so to the day…
 BULLEIDS

The Summer Gathering
of Bulleids
Given the problematic nature
of the Covid pandemic
restrictions, this was a date
that many had been looking
forward to and the balmy
warmth of a day in early
September was the perfect
opportunity to meet in the
open air. For some, the date
had been a focus to make
tentative progress, with the
opportunity to present their
work; these were Bulleid
enthusiasts, happy to natter,
learn and share ways of doing
things.
The reason for the gathering
was the locomotives but, really,
this was as much a day about
people, and wow did we have
a nice time! So many wide
smiles; it was quite refreshing.
In a relaxed setting where
our hosts made us feel very
welcome, the day had a gentle
pace with opportunities to
engage, inspect, problem solve
and photograph - with the
additional attraction of Bulleid
locomotives in steam on the
ground level, raised and Gauge
1 tracks.
This mini exhibition of
locomotives in varying degrees
of completion was the perfect
way to explore and discuss
how people had tackled certain
construction challenges,
without the crush that a full-
blown show can bring.
Among the many models,
six represented Bulleid’s
original Pacific design (4-6-2
arrangement). Often referred
to as ‘Spam cans’ because
of their air-smoothed casing,
these famously used a chain
drive to power three sets of
miniaturised Walshaerts’
valve gear running in an oil
bath between the frames; and
several models adopted a
similar arrangement.
In 5 inch gauge John Lloyd
had the chassis from his
fabulous completed model
of Union Castle on show. With
the boiler off for maintenance,
this gave a rare view of the
compact chain driven motion,
oil bath and pumped oilways
(photo 1).
Inspired by Pacifics running
past his school as a youngster,
Stefan Owen has been working
on his 5 inch gauge model of
City of Wells for many years.
Now with a completed air
running chassis, we were
treated to the sight of his
stunning chassis as it has
emerged from the paint shop
(photo 2).
Started in 1948, the oldest
miniature in attendance was
New Zealand Line, a 3½ inch
gauge Merchant Navy class.
The full size locomotive was
regularly worked by the ex-Nine
Elms fireman who built this
lovely model, the late Russell
Coffin (photo 3). Custodian,
Eric, kindly brought along
the locomotive which is still
capable of running and which
features chain driven valve
gear made with proper Morse
‘silent’ chain.
Andover Society member,
Martin who was providing
Gauge 1 steam entertainment
for the day, also displayed
his 3½ inch gauge original
Pacific chassis, which was an
interesting exercise in ‘scaling
up’ from one of his smaller
models (photo 4).
A particularly well detailed
model was a 5 inch gauge
Wadebridge being built by
Les Huggins. The casing
is exquisitely moulded in
fibreglass, cleverly disguising
that this locomotive will
feature a fully electric drive
(photo 5).
Some years after Bulleid left
the Southern, British Railways
rebuilt the 30 examples of
the Merchant Navy class and
about half of the 120 ‘light’
Pacifics into a somewhat more
traditional format with boiler
hugging cladding and running

1 2

The chassis of John Lloyd’s original Merchant Stefan Owen’s newly painted chassis for West Country class City of Wells.
Navy class Union Castle during maintenance.

3 4

3½ inch gauge original Merchant Navy class New Zealand Line built by Russell Coffin. Martin’s 3½ inch gauge Merchant Navy chassis. >>

www.model-engineer.co.uk 167
 5 6

Les Huggins’ wonderfully detailed model of original West Progress on Bob Gate’s 5 inch gauge rebuilt Merchant Navy Holland-Afrika Line.
Country class Wadebridge.

7 8

Kevin Neate’s advanced model of rebuilt Merchant Navy class P&O S.N. Co. The chassis of rebuilt West Country Yeovil built by Mike Gipson.

boards and three independent
sets of Walshaert’s valve
gear – while retaining the
distinctive Bulleid style wheels.
Some say the rebuilt versions
were among the best looking
locomotives, but such opinions
will always be subjective.
Four models were based on
the Ariel design for a 5 inch
gauge rebuilt M.N. class. Bob
Gates’ Holland- Afrika Line is
making really good progress
(photo 6) while Kevin Neate’s
version of Peninsular & Oriental
S. N. Co. is now getting to an
advanced stage, running well
on air, after being left gently
rusting under a bench for 20
years (photo 7).
The ‘light’ Pacifics, better
known as Battle of Britain and
West Country classes were
identical but were allocated
different blocks of numbers
during their construction. In
preservation there is a 50/50
spilt of original versus rebuilt
versions of this type.
Represented in 5 inch gauge design was Britain’s most with his 7¼ inch version of
was a rebuilt West Country powerful 0-6-0 and proved to be 33029, while Peter Dickson
class, Yeovil started by the late a great asset in the war years made the most of the ground
Mike Gipson. Construction and well beyond. With its pared level track driving David
is slowly being advanced by back looks, the Q1 can be a Alexander’s 5 inch gauge
her new owner, the tender rather ‘Marmite’ design but it version of 33020. This
body having been recently certainly makes a good and locomotive was built in the
completed (photo 8). useful model with no shortage 1960s but has just had a
Having several open tender of supporters present. major overhaul and performs
chassis on view was a great On the track, Nick Smith well (photo 10). Will Powell
way to observe differences enjoyed exploring the routes showed the progress on his
between the double framed
and double clasped brakes
of the Merchant Navy class 9
and the single framed, single
side acting brakes of the light
Pacifics, a chassis type also
used on the Q1 and Q classes
and derived from an earlier
Southern Railway design.
Tony’s Ariel tender highlighted
the amount of work in the
double framed version
(photo 9).
Interestingly, three of the
locomotives on the track and
in steam were of Bulleid’s Q1
design, represented in three
gauges. In full size, the 1942 Tony Caudrey’s 5 inch gauge double framed Merchant Navy tender chassis.

168 Model Engineer 14 January 2022

 BULLEIDS

10 11

Large and larger on the ground level track; 5 inch Q1 33020 Will Powell’s 5 inch gauge Q1 is making good progress.
and 7¼ inch gauge Q1 33029

acquired part built Q1; Will 12 13

has completed the boiler but
as new axle boxes are being
machined the locomotive was
not displayed on its wheels
(photo 11).
It was pleasing to see
models represented in 3½
inch gauge too; a somewhat
sensible gauge for lifting and
transporting as we get older.
(When I started modelling
this was the standard gauge
whereas the norm seems to be
double that now!) In that scale,
Nick Feast presented a ternary
of Q1s, including an interesting
variant, the proposed 0-6-4 tank
engine version (photo 12).
The Q1 is a surprisingly
popular choice and three
other builders present at the
meet are also modelling this
prototype in 5 inch gauge.
A long-standing member of
the 2½ Inch Gauge Association
- Andover member, Doug
Rundle - is making a brilliant job
of creating a near scale three
cylinder model of an original
West Country class to his own
design, with many completed
parts on display. There was an
interesting contrast and photo
opportunity when Doug Collins
placed the completed bogie
Two of Nick Feast’s Q1 models in 3½ inch gauge;
closest is the proposed 0-6-4 T version.
and trailing truck from his 5
inch gauge Ariel, next to Doug’s
2½ inch version; just double
the scale but eight times the
volume and weight (photo 13).
On the larger side, John
Berry brought along his 7¼
inch gauge model of a rebuilt
Merchant Navy class. This
ex-Mardyke locomotive is
being completely overhauled
from the bottom up. Besides
changes to the valve gear, the
engine is being treated to a new
smokebox, chimney and cab
and a new tender body and will
be numbered 35011 (photo 14).
Perhaps unsurprisingly, the
locomotive that drew the most
attention was Cliff Perry’s
Little and large: Doug’s 2½ inch bogie and trailing
truck next to Doug’s 5 inch gauge versions.
recently overhauled and
beautifully turned-out model
of Clan Line, also in 7¼ inch
gauge, originally constructed
by John Morgan. With steam
raised, this locomotive has an
amazing presence and held
the attention of everyone,
even those who had seen her
running elsewhere (photo 15).
A couple of people
suggested to me this was a
great format, bringing together
those interested in a particular
focus of our hobby, with the
opportunity to explore aspects
in greater depth without an
unseemly crush. With the
increasing difficulties in
organising large shows, similar
get-togethers may become a
more common construct.
Thoroughly watered with tea
and cakes, the time came for
people to drift away, but not
before stories were exchanged
and friendships renewed. What
a grand day out!
Our sincere thanks go to
the members of the Andover
& District Model Engineering
Society whose hospitality
made us feel most welcome
and for ensuring the needs
of their visitors, particularly
those with larger models, were
attended to.
This was a day after which
everyone went away very happy
– a great summer tonic. ME

14 15

John Berry is carrying out an extensive overhaul of this 7¼ inch Cliff Perry’s magnificent 7¼ inch gauge rebuilt Merchant Navy Clan Line.
rebuilt Merchant Navy class.

www.model-engineer.co.uk 169
 I
have nothing to discuss. Oh,
Calamity!
OK, so why am I here? Why
are any of us here? What’s it
all about? (Alfie) “Hmmm…”
Whilst I cogitate, I’ll just
have a look at this pile
of club newsletters… Oh,
yes! Club News…
In this issue, spoked
flywheels, lighthouses
and a behemoth, a hard
life (1), a hard life (2), a
badly made new clock,
a Thorneycroft farm cart?
Totally tropical, crushed nuts
and a forgery.
Halesworth & District Model
Engineering Society’s, autumn
Newsletter has a picture of a
very tidy traction engine Robin
Geoff Slatter’s 4 inch Burrell single
Theasby crank compound, scratch
reports built and bought from John
on the latest news Rex. The Club has purchased
from the Clubs. a defibrillator and a three
page article on its use is
included. Clive Randlesome
also has a traction engine, in
this case a 4 inch McLaren
road locomotive. One of
1 attempt to provide signalling,
Vic Scott’s LG omnibus (photo courtesy of Vic Scott).
The rolling chassis and driving trailer (photo courtesy of Vic Scott).
170
the defining features of a
road locomotive was that it
would have a solid flywheel,
not spoked, in order not to
frighten horses, which would
be met quite frequently on the
road. Vic Scott had a slightly
different lockdown project, a
1911 London General Type B
omnibus (photos 1 and 2). A
driving trailer completes the
outfit. Scale is not specified,
as it is not a scale model,
but it is 1150 mm long, 400
mm wide and 540 mm high,
driven by a 250 Watt e-scooter
motor and toothed belt. An
item about a trip to France
in a Talbot led to a scrapyard
full of fascinating stock.
‘Fortunately, no trailer was
to hand or the return journey
would have been much slower’
said Colin and Ruth Walton.
W. www.hdmes.co.uk
Inside Motion, October, from
Tyneside Society of Model
& Experimental Engineers,
celebrated a Memorial Day
for the life of Jim Stephenson,
Model Engineer 14 January 2022
a member for over 60 years
and a mainstay of the Society.
Lindsay Oliver visited the
Cleveland Association of
Model Engineers. They are
sited at Tees Cottage pumping
station, with a working
compound beam engine.
Peter Newby visited City of
Sunderland model engineers
with Lindsay O, taking Peter’s
‘Wren’ and running on their
track. James Jamieson is
rebuilding a ‘Straight Runner’
steam-powered Rose, made
by George Leach in about
1950 (photo 3). This issue
concludes with a large gallery
of pictures taken at Jim’s
Memorial Day.
W. www.tsmee.co.uk
Welling & District Model
Engineering Society Newsletter,
October-November, contains
an item by Bob Underwood
stating that in 1825 a proposed
line betwixt London and
Greenwich was not without
opposition, as the flowery, lurid
and vehement extract from the
Quarterly Review quoted in the
newsletter shows. The actual
L&G began 10 years later. In an
two lighthouses were built
(the engineers having had
a maritime training). The
company also was the first to
introduce season tickets and
the first to provide turnstiles
in a bid to count passengers
accurately. Intending to
increase safety, carriage
chassis were inverted, bringing
the oak frames near to rail
height, in order to support the
load in a derailment. Bizarrely,
one of the first locomotives

3 complex model of a complex
Straight runner Rose (photo courtesy of James Jamieson).
was an 0-2-0, only prevented
from tipping longitudinally by
the connection to its tender!
But wait! This was not the
strangest engine. Attempting
to counter the alarm and panic
supposedly caused by steam
traction, it was proposed
that a locomotive be built in
the form of a Roman galley.
Quite why this behemoth,
proceeding along an aqueduct
breathing noise and smoke,
would calm the savage beast
is anyone’s guess. Editor, Tony
Riley brings us up to speed
on vitreous enamelling, a
decorative and useful adjunct
to hollowware. Beginning
at the point of invention, he
describes the progress to the
modern production process,
and concludes, ‘… the next time
you use an enamelled plate or
mug, remember, it has been
lubricated, stamped, pickled in
acid, pickled in alkali, washed,
coated and fired. Treat it
gently, it’s had a hard life!’
W. www.wdmes.co.uk
Blast Pipe, October, from
Hutt Valley & Maidstone Model
Engineering Societies tells
us that, back in 2020, they
welcomed two visitors from
the Netherlands, one of whom,
Bernhard van der Steen, edits
a Dutch model engineering
magazine, and he has sent
a copy of their newsletter,
Onder Stoom, so everyone
headed for their favourite
translation services. (The
models illustrated would stand
comparison with ours here in
the UK – Geoff)
W. www.hvmes.com
www.model-engineer.co.uk
The Cam, August, from
Cambridge & District Model
Engineering Society, begins
with a picture of Jeffrey Archer,
on the occasion of his official
opening of the club’s 50th
anniversary exhibition in 1988.
The author lived locally and
was presented with a silver
plated locomotive funnel and
a book. Does he still have
them? newsletter editor, Tim
Coles, wonders. The current
Model Engineer editor, Martin,
also lives locally and recently
published another article by
Tim. Chas. Salmon bought
coupling rods for his new-built
locomotive, not realising that
the laser process hardened
the edges, and he had to
bury them in a fire overnight
and allow to cool before
being able to machine then
adequately. Richard Tremaine
called upon the Echills Wood
railway and took many
photographs. Bob Agambar
built a grasshopper engine
during lockdown, being forced
into concentrated thought
as he machined to Imperial
measurements on a metric
base piece with a 1/16th inch
drill. The model runs on air
but there is no provision for
lubrication, therefore it will
not be steamed. President Ian
Morris details the action to
be taken (or not) in the case
of an accident or injury to a
passenger whilst Joe Divanna
refurbished a 7¼ inch gauge
electric 0-6-0 shunter. Jerry
Burchell began to build a gas
turbine model of 18100 but
felt unwell and editors Tim
and Helen have taken it on. A
original, it is 60% complete
but lacking enough time to
dedicate to it, ‘cheque-book’
engineering is being carried
out. A model of Oliver Bulleid’s
‘Leader’ is for sale, part-built
- perhaps an adventurous
new owner will make a useful
locomotive out of it.
W. www.cambridgemes.org.uk
Model & Experimental
Engineers’, Auckland, October
newsletter is written again
under severe Covid restrictions
but members have responded
well to Murray’s appeal. Keep
it up, people! Ray Brown is
building a Fowler ‘Superba’
ploughing engine, whilst
Michael Cryns, at the other
end of model engineering,
size wise, repaired a one-off
skeleton timepiece, made
in about 1900, and often
produced by enthusiasts or
apprentices. Another clock
was more modern, being
from Asia within the last
10 years. It incorporated
several faults from new, some
being design errors, some
bad manufacturing. Michael
has corrected these and it
now runs well. Other models
‘in the works’ are a Foden
steam wagon, Metre Maid,
Stuart Sirius, a twin pumping
engine, digital mill scales and
numerous jigs and tools. To
conclude, Graham Quayle
advises that when using a
grub screw to lock a knob or
other attachment to a shaft,
grind or file a flat first. This
will avoid forming a cup or
raised ring, making it difficult
to dissemble. (Cup & Ring?
We know all about those, don’t
we, children? Quite common
on the Yorkshire moors (see
Wikipedia) – Geoff) This
may have been the cause
of a problem I had last year
when refurbishing a radio
receiver - Radio Communication
(RSGB) December 2021 refers.
Speaking of an item common
on the moors, an interesting
web search hour or so may
be spent on the unique ‘Witch
posts’ of the North York Moors,
but I digress.
Stamford Model Engineering
Society’s latest offering
CLUB NEWS
for October, continuing the
theme of ‘light engineering’,
tells us that John Hennnesey
is to present a talk on the
development of radio valves.
A plaque dedicated to Britain’s
first black train driver has been
placed at Kings X station.
Born in Jamaica and moving
to UK in 1952, Wilston Samuel
Jackson became an engine
driver and drove several
notable locomotives, including
Flying Scotsman and The
Elizabethan.
Bradford Model Engineering
Society, Monthly Bulletin,
November, has president,
Jim Jennings emerging
somewhat from his recent
gloom, thinking that things are
picking up and culminating
on their successful Running
Day in mid-October. About
30 members supported it, as
did the public, forming long
queues for the fun of a ride.
Roger Backhouse gave a
talk on ‘Jim Crebbin, Model
Engineer’. This gentleman
knew or met several
contemporary modellers,
including Henry Greenly and
our own Percival Marshall.
Widely travelled, he often
encountered people who knew
of him but had not previously
met him. Roger says that
‘wherever you go, there is
a 25% chance of meeting
someone you know, or know
of’. In the case in question,
it was Yugoslavia… (Also,
said percentage increases
exponentially if you are
accompanied by someone you
shouldn’t be with… - Geoff)
David Watts requests info. on
cutting oils, mineral or semi-
synthetic. The simple ones
aren’t soluble, even those
claiming to be, and don’t
seem to work, and the semi-
synthetics are expensive.
RV News found one rally,
including a very much rebuilt
Thorneycroft wagon rescued
from use as a farm cart.
(Thorneycroft Tumbril? - Geoff)
A pic of the ‘old’ (1960s) Fiat
500 reminds me that the
original (500 Topolino) dated
from 1936.
W. www.bradfordmes.uk
My electric locomotive
nears completion! A Fun Run >>
171
‘happened’ on Sunday, 14th.
As usual, last minute overtime
was required to get it runnable.
(Afterwards…) Well, that was
a success, and a failure. The
batteries and transmission are
up to it but the chain keeps
jumping sprocket teeth. I need
to revise both chain tension
and adjustment. Even more
afterwards… I have it! Yes yes,
I’ll put it away in a minute, Miss.
In the tweentimes, here is some
rolling stock from the Barbados
Railway, 1887 to 1937, 98
bridges in 38 km… (photo 4), my
locomotive, Deborah (photo 5)
and a much more presentable
one from a previous visit to
Sheffield SMEE’s Abbeydale
track, Class 58 003 Markham
Colliery (photo 6).
Goodwin Park News, autumn,
from Plymouth Miniature
Steam, says, ‘from the Chair’
that a slight puzzle occurred
to said dignitary, Ian Jefferson,
in that he wanted some
expanded metal for modelling
catwalks. A ‘not quite scale’
example was found in his
local DIY outlet in the building
section. Why was it there?
5 dismissed. Changes to the
Deborah at Sheffield SMEE.
172
What’s it for? Following on
from this, he found that the
paint shade he required,
spray cans in car colours, had
been discontinued 20 years
before, when the vehicles
ceased production… However,
a close enough match was
found. John Briggs is trying
‘ecoal’, made from crushed
olive stones and often burned
in traction engines (www.
coals2u.co.uk/catalogsearch/
result/?q=ecoal).
W. www.plymouthminiature
steam.co.uk
Lionsheart, autumn, from The
Old Locomotive Committee,
tells us that both Hornby
Hobbies and Rapido Trains are
preparing ‘00’ gauge models,
to be released for the 70th
anniversary of the film The
Titfield Thunderbolt. For those
thinking of an accurate display
track, individual brass chairs
for 1:16 LGB track are to be
marketed - not quite correct in
profile but nearly scale height
and in two types. Nigel Walton
has a series of YouTube
videos on building Lion (www.
youtube.com/playlist?list=P
4
G1 Barbados Railway carriages by Andrew at Abbeydale.
LnSVU9CpxbHyPPDqRS3Xe
Jpi8yiYbVmWy). A new book
on the Locomotives of the L&M
Railway from Anthony Dawson
includes an account of John
Melling, simultaneously Engine
Shops Superintendent and
Loco Foreman. He it was
who physically ordered Lion
in 1837, from Todd, Kitson &
Laird. He was very inventive,
responsible for, amongst other
items, the ball clack valve,
but sought financial reward
from his employers and was
website and its management
became necessary whilst
under Covid lockdown, for
which the Committee had
to take executive action to
safeguard and improve it. They
hope members will support
this action. (That’s why they
are there, folks! - Geoff)
W. www.lionlocomotive.org.uk
Well liveried Class 58 at Abbeydale.
Model Engineer 14 January 2022
And finally, rearranging
my stock of books in the
workshop/editorial eyrie/
shrine, I chanced upon some
old certificates; one begins,
‘JOHN, by the grace of God
King of England, Lord of
Ireland, Duke of Normandy and
Aquitaine, and Count of Anjou,
to his archbishops, bishops,
abbots, earls, barons, justices,
foresters, sheriffs, stewards,
servants, and to all his officials
and loyal subjects, Greeting’
which I found interesting
because I didn’t think they
wrote in English in those days.
I think it’s a forgery - just wait
until I identify the paper it was
typed upon.
CONTACT
geofftheasby@gmail.com
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 Model Engineer Classified
Seasonal Position Available!
The Steam Museum, Straffan,
near Dublin is looking for a
hands-on, gentle and friendly
Manager with a keen interest in
early technology.
Duties include showing visitors
around, taking telephone
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and the marketing of events, plus
some general duties. For Season
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Also Wanted!
A Geoghegan Narrow Gauge
Guinness Model Locomotive
is needed for display in the
museum. Have you got one?
For all enquiries on the above
please contact:

The Steam Museum

email @ rcg@steam-museum.ie
website - www.steam-museum.ie

THINKING OF SELLING YOUR

LATHE, MILL OR COMPLETE
WORKSHOP?
and want it handled in a quick
professional no fuss manner?
Contact Dave Anchell,
Quillstar (Nottingham)
Tel: 0115 9206123
Mob: 07779432060
Email: david@quillstar.co.uk

webuyanyworkshop.com
Re-homing model engineers’ workshops across the UK
It’s never easy selling a workshop that has
been carefully established over a lifetime. I
will buy your workshop so you don’t have to
ſĺŗŗƅÑêĺūťƧıñĕıČÑıøſđĺİøċĺŗİūëđ
loved workshop equipment and tools.
Please email photos to
andrew@webuyanyworkshop.com
Or to discuss selling your workshop, please
call me on 07918 145419
All equipment considered: Myford, Warco, Chester, classic British brands etc
Polly steam locomotives also purchased, especially those needing a bit of ‘TLC’

www.model-engineer.co.uk 177