March

The Model Engineer and Electrician.

Locomotive News and Notes.

FOR

By the

of the

L o c o m o t i v e

there is

a Pacific

locomotive constructed by them for the

rated

States.

This system owns and

operates over

miles of metre gauge

The main line runs practically the

of

the

Peninsula,

F r o m t h i s m a i n l i n e t h e r e

various other small branch lines

local

senger and freight service.

The motive

of

steam locomotives of various

‘types with tenders,

passenger coaches, and

freight wagons. In addition to this the

railway operates a marine service consisting of

steam boats, tugs and ferries, also owning

harbours, docks and wharves.

B y

S.

T H E

co.,

Ltd., Manchester, the

Central

The engines are required

working passenger

from

to

which forms part of the through

route between Cape

and Port Elizabeth.

These trains consist of seven bogie roaches

having an aggregate weight of

to

280 tons;

the

length of run is

miles, and eastbound

trains have negotiate gradieats of

I

in

the aggregate length of

grades being

The largest continuous rise is

of miles chains, and in many cases the

grades are combined

chain curves.

Very

similar conditions exist an the westward run.

the present time

locomotives are

on

trains, but,

a view to dispensing

A

Gauge

Freight and Passenger

for the Federated Malay States.

Pacific type locomotive

has been introduced for

and freight service, being thus classified

as a mixed traffic engine. The cylinders are

outside the frames, with piston valves above

them,

valve gear being used for

aatuating the valves.

The cylinders measure

in. diam. by stroke, the piston valves

a diameter of 8 in. The engines are

equipped with American design superheaters

and weigh approximately 80 tons, including

tender fully loaded.

this double surface and securing greater

economy of working,

owing to the successful

the company. decided,

w i t h

Garratt

on the Union of South

Railways, to adopt the type for service

railway referred to above.

new engines embody in the

gained in the working of the

different types of

Garratt locomotives in

South Africa,

thus will represent the latest

t h e t y p e . T h e

diagram is from the

kindly supplied by

the buiiders.

H

E A V Y

L

O C O M O T I V E S

F O R

A

F R I C A

.

An order for the

of two

Garratt l o c o m o t i v e s h a v i n g t h e

2 - 6 - 2

w h e e l

and weighing

tons

each, was recently placed

Peacock

boiler

fitted with superheater, and

the grates with rocking fire bars suited for

burning native coal. The cylinders are equipped

with piston valves actuated by Walshaerts valve

gear.

steam and automatic brakes will

be fitted to all coupled wheels.

The following are the

pat-ticulars :-

The Model Engineer and Electrician.

Cylinders, diameter,

stroke, ins.

Coupled wheels, diameter, 3 ft. ins.

Coupled wheelbase, S ft.

Total wheelbase, 56 ft. S ins.

Boiler working pressure,

lbs.

Total heating

Boiler tubes,

sq. ft.

Boiler heating firehox,

153.5

ft.

Boiler heating superheater, 333.0 sq. ft.

T o t a l ,

area, 33.9 sq. ft.

Tractive effort per cent. boiler pressure,

3

Ibs.

Tank capacity, 3,000 gallons.

Fuel capacity, 4 tons.

Weight

and

order), tons.

Weight (full and in working order) adhesion,

63 tons.

engines are true double

and thus

be operated in either direction

turning, the driver’s brake valve and

other fittings are being

in duplicate

so as to be available with equal convenience,

whether driving chimney or cab end first.

L

O C O M O T I V E

writer of an article

a p p e a r e d

recently in a

devoted to motor

some

comparisons

railway locomotives and motor

He drew

to the fact that

of the latest loco-

motives, presumably the

Pacific

o n

G r e a t N o r t h e r n

tons and developed

giving a

ratio of weight-to-power of

Ibs.

per

He went on to cite the case of a motor cycle

w e i g h i n g

a n d d e v e l o p i n g 6

a

ratio of only 30 Ibs. to

In the

of the writer such comparisons

are altogether futile, and that no engine or

machine

be judged on such a basis, the

correct standpoint

that of

performed

p e r

developed. On such a basis, the

Pacific engine referred to, developing as a

maximum

hauling a train weigh-

ing

tons (or with its

weight,

tons),

g i v e s a

of over

to the

but as the

is very

less

that just mentioned, the weight hauled per

developed is much greater. As a matter

of fact, the writer has investigated this subject,

and finds in many cases the average is

per

and an everyday figure is

per

further

showed that

with a heavily loaded passeager train practically

full, each passenger was being conveyed at a

high speed at the expenditure of

I

on the

average, leaving the question of weight out

Now the

cycle cited by the writer of

the article would, on an average rating, convey

The Model

and Electrician.

people, and the total weight is

lbs..

a ratio of

lbs. to the h.p., and, cf

much more

I

per passenger.

doubt these figures

be varied con-

siderably in both cases, but

used are the

selected for comparison by the author of

article referred to, and it only

impossible it really is to

such

different

of engines usefully.

is quite

to approach the subject on

basis of weight of the

machine and

maximum

it is expected to develop.

O b v i o u s l y n o l o c o m o t i v e c o u l d r e a c h i t s

maximum horse-poner anything

it

running light, and that is

assumed when the neight-power

employed.

rating

-

-

Locomotives that are called upon to make

long runs

stops must of

be

equipped

tenders of suitable capacity, and

even where track water troughs are installed a

tender is practically unavoidable under

modern conditions of working.

The difficulty.

of course, is

fuel, for although it is pos-

s i b l e t o r e p l e n i s h t h e

supply

means have not and could not

well be devised for replacing coal

stopping.

Thus,

increased size of

hauling heavier train loads, fuel

and

consumption are on higher scale.

and, consequently, the size and weight of

tenders have

In some cases the

of the tender approximates to as much

as per

of the engine itself, and, as

non-paving load, it

a serious

on

energy of the locomotive.

With this fact in mind

advisability of em-

ploying

additional mechanism either in

form of a booster or of making

a self-driving unit is one to be considered, and.

is being considered in Europe the

present time, following upon successful results

obtained in the United States with the

named appliance.

proposal n-as recently put

forward to equip locomotive teaders

a pail

low-pressure

steam from the

high-p&sure ones on the locomotive

itself,

thus curtailing the demand upon the

boiler for live steam.

S u c h a

entail

use of articulated

and be a

rather complicated affair,

and it is to be

assumed that the

of engineers

prefer to

utilise

the

booster class of

merhaaism.

L

O C O M O T I V E

,

AND

S

C O T T I S H

R

A I L W A Y

A N D

The first

locomotive to be placed

in service on

in

the U n i t e d

The Model Engineer and Electrician.

was constructed at the Kilmarnock Works of

the Glasgow and South Western Railway about

26 years ago, to the designs of

J a m e s

t h a t t i m e

dent. The engine was placed in traffic in the

of April, 1897, and considerable interest

attached to its appearance, mainly on account

of its cylinder arrangement.

originally

built, this

No.

I I

, had two inside

cylinders, each

ins. diam. by 26 ins. stroke,

and

outside ones, each

ins. in diam.

B y t h e c o u r t e s y o f

R. H.

Mechanical Engineer (Kilmarnock), London,

Midland and Scottish Railway, is possible to

reproduce herewith a photograph of the engine

as just

turned out from the Kilmarnock

Works after ‘rebuilding.

The striking

of

l o c o m o t i v e

and after con-

version can be

from a comparison of

the

line drawings, whilst the photographic

reproduction provides a basis for further com-

parisons.

Rebuilt Four-Cylinder Locomotive for the London, Midland

Railway

(Glasgow South-Western Section).

by 24 ins. stroke. The boiler, in common

general practice at that time, supplied satu-

rated steam the cylinders.

The total heating

s u r f a c e

sq. ft., to which the tubes

1,062 s q . f t . , a n d

I I

ft., and a grate area of sq. ft.

pro-

vided, a working pressure of

lb. per

in.

being carried. The small size of the boiler, in

The

now fitted is a large size and

arranged to give maximum capacity. The

e n g i n e a s r e b u i l t h a s

14 i n s .

d i a m . , t h e

p a i r

o f

ins. and

inside pair one 26 ins.

The

is equipped with a superheater of the

Robinson type, having 22 elements, the

total

surface being 1,803

ft., and

5

Diagram of the above

before

with the use of four high-pressure

cylinders,

was

remarked

upon

in

various

quarters at the time the engine

was

and in the light of subsequent developments,

where

locomotives

concerned,

it might be considered entirely inadequate.

period, however, the large boilers of to-day

were not considered necessary, or even prac-

ticable, a leading factor of modern design being

in the case of heavy main line locomotives, the

provision

as large a

as could be

mounted upon the frames.

grate area 27.6 sq. ft. The heating surfaces

are distributed as

f t .

Small tubes,

sq. ft.

Elements,

211.00

sq. ft.

sq. ft.

working pressure of 180 lb. per sq. in. is

carried.

In its altered form the engine,

of tender, weighs 61 tans g cwt. as

against 48 tons 14 cwt. in the earlier design.

The inside cylinders are formed in one casting,

the outside pair being separate.

Cross ports

The Model Engineer and Electrician.

are introduced, thus making it possible for

p i s t o n v a l v e to

the steam of both

cylinders at one side. The front piston

head serves the front port of the inside

and also the back port of the

cylinders,

vice versa, and by this means the rocking

shaft

valve, valve spindle

valve con-

necting

rod of

earlier locomotives are

eliminated. The outside

are identical

in

respect, thus

the

for right and left-hand patterns. The piston

a diameter of

I O

i n s

They

supplied Allen

Simmonds, Reading,

in accordance

their patented design.

valves are arranged for inside admission

are actuated

link motion

in

the earlier type.

Reversing is effected

of steam

gear fixed to the right-hand

f r a m e c l o s e t o

r e v e r s i n g s h a f t ,

operated from

footplate, the cut-off in

being per cent.

The reconstructed engine is, as seen,

a large and comfortable cab of the

standard type now adopted on the Glasgow

South Western

the London,

a n d

Railway. The tender,

of the self-trimming

hopper type, has

c a p a c i t y o f

3 , 2 6 0 g a l l o n s , a n d

capacity

j

tons,

the original

had

capacity of only

gallons and

curried

of coal.

In the original engine

rigid

ft. 9 in. This

b e e n l e n g t h e n e d

ft. in the

one, the total

base, engine and tender being

ft. ins.

as compared

ft. ins.

In its

f o r m

e n g i n e

in

t e n d e r , 4 8 t o n s

the

b e i n g

increased to 61

Similarly, the tender, which weighed 32

cwt.,

turns the scale at tons

The diameter of the

remains as

6 ft. i n s . , for the coupled wheels.

and 3 ft. ins. for the bogie nheels.

has been increased from ft.

to 6 ft. 6 ins.

The engine as

a

effort of

lb.

In its

condition it develops

Sj

per cent. of the boiler pressure.

This is one of

cases in which a

having become obsolete

first-grade

line

is concerned,

offered a sufficient

for conversion.

now running, it is practically a new

and should rank among the most efficient 4-4-o

passenger locomotives in the country.

the

has been

in fast passenger

traffic

a very short period has’,

informed, already

remarkable

o f p o w e r o u t p u t , a c c e l e r a t i o n a n d

running at high speeds.

A

for

Steam Engine-III.

B

Y

A

X L E

. ”

(Continued

The

rod stuffing boxes

in Fig.

made

gun-metal

or from

bar.

They

should be machined

all over.

are a

push-fit

into

t h e

s h o u l d b e b o r e d o u t in.

to suit the piston rods. Five

holes arc

drilled in the top Range and the

flange

is tapped for three No.

5

B.A. studs. The

should stand out in. The piston-rod gland

made of gun-metal and should be

on the

outside to an easy push-fit into the stuffing box.

and bored to suit the piston rod. The

drilled to suit the studs in the

box.

The cylinder covers, valve box, and

boxes can now be used as template for

off the position of the studs required in the

Plan

Piston

Glands.

cylinder casting, care being taken to

tha:

the bevelled portions of the cylinder covers arc

opposite the steam ports. In

clamp-

ing up the L.P. valve box care should also he

taken get the

lines marked the cast-

ings registering exactly, and slide

guide-

parallel to the cylinder bore. The studs securing

the covers and valve box are

worth, screwed about in. into the casting and

standing out at least

in. longer than the

length required to take a full nut

the

covers jointed in

The stuffing boxes at-e

secured with five No.

studs and nuts,

and can now be

to the cylinders

permanently. No

will be required for

the stuffing boxes, except, perhaps, a little red

lead paste.

Fig. shows the L.P. steam chest

It is

made cast-iron. If possible the lip or recess in

the back of

casting into which fits the lagging

The Model Engineer and

March

should be cast in, orherwise the

may be dis-

pensed

and the lagging

be flush

the sides

The cover should be machined on the plain

side, and filed up to

on the edges and

polished. The lagging is secured

five No. 8

B.A. screws.

To keep the slide valve on its face spring is

fitted to the steam-chest cover. This spring is

bent from a piece of spring steel

in. wide

and

thick, and is secured to the cover

with two No. 6

screws. The flange of

cover is

drilled

in. diameter to suit the

valve box.

the

piston,

is

a block ring and two split rings.

plain

piston with two grooves turned in for the

can be used if desired, or the block ring mav be

dispensed

The body of the piston is made

A

Elevation and

Plan the L.P. Steam Chest

in two pieces and each should have an extension

cast for holding the casting in

Each casting should first be bored out

in. diameter, faced at the joint, and rough

turned to, say,

in

on the outside.

T h e

p i e c e s c a n then be mounted on a

mandrel and turned to size.

The body of the

piston should be a good sliding fit in the cylinder,

say, from

in. to

in.

slack. The block

ring is machined all over and

float

the flanges of the piston when assembled.

It should be bored out to an easy fit on the: piston

bodv and should be the same diameter as the

flanges. The piston rings can be turned

from the casting used for

block ring. The

rings should first be turned up to

I

ins.

an the outside and ins. inside and

parted off to thickness. A piece should then be

sawn out, say, in. wide at

and the joint

filed up true. The ring should now be

on a faceplate, being held in place with a washer

big enough in diameter to grip the ring all round,

but leaving enough room to allow the tool to

work on the outside of rhe ring.

To close the

joint of

ring while it is being set up a piece

of

can be placed round it and the ends

twisted. Having set the ring to run as true

possible, it should be again turned to the same

size as the bore of the cylinder.

Without

Details of the H.P. and L.P. Pistons.

removing the

holding the ring, it should

be gripped with

plates. and bolts on the

outside. Then the inner fixings can be removed

nnd the ring bored out to its finished size,

is

I

ins. diameter. The rings should be

tried in the cylinder and

filed obtain

Details of the L.P. and H.P. Slide Valves.

not m o r e t h a n

in. opening when the

ring is placed square in the

in any posi-

tion up and down the bore. The complete piston

should now be assembled, and care should be

taken to

that the rings are free to move when

piston is tightened up. The L.P. piston,

Fig.

is

similar in construction to the H.P.

piston.

The rings should be turned up to

The Model Engineer and Electrician.

,

297

3

ins.

o u t s i d e a n d i n s .

diameter inside, after which in. should be cut

before turning the ring up to size.

that has been said regarding the H.P. piston also

applies to the L.P. piston.

T h e t w o p i e c e s

forming the body of the

piston are

registered together at the outer joint; the spigot

on the loner portion being push-fit into the

upper portion.

piston valve, Fig. can be made of either

gun-metal or cast-iron. No rings are fitted, as a

plain piston valve is easily

leak-

age occurs.

It should be turned to a

scraper. The sides of

valve should be parallel

and sliding tit

guides provided on the

L.P. steam-chest.

piston rods are made from mild

forgings. The first operation is to machine the

crosshead to size in the shaping machine, and

rough turn the shank. The pocket for the top

end brasses can be formed by drilling a suitable

hole

a twist drill and cutting out the piece

of

not required with a saw, after which

the sides of the pocket can be filed to

The

bolt holes can now be drilled and a plate tem-

porarily fitted

the

of the rod to form

Details the Piston Rod and Connecting Rod.

into

liner. It can be ground in nith a little

oil and

The over-all length should

upon which to finish turning up

rod.

‘The rod should now be turned to size and the

be left a little over-size

for adjustment of

to suit a

s l o t t e d n u t .

the steam edges

the valve is set near

cap for the brasses should be made from

completion of the model. The valve is machined

mild steel bar.

It is drilled to suit the bolts

all over and forms piece of simple turning. The

L.P. slide valve is made of cast-iron, Fig.

and the

corners are

off at

It should be faced on bath sides either in the

shown in the drawing, Fig.

21.

The top of the

holes in the piston-rod are knifed to suit the bolt

lathe or shaping machine, and the edges filed up

heads.

square to size.

It is bored out

in.

The top end brasses are made from gun-

diameter and faced at

ends to suit the valve

metal castings. To machine a pair of top end

washer and securing nuts on valve spindle. The

brasses

should first be

filed

up flat at the

joint and soldered together for

out. Two

face of the valve should be tested on a good

top and two bottom pieces should be soldered

surface-plate and the high places

with a

The sides can be faced if the brasses

The Model

and

Electrician.

March

-

-

mounted on a mandrel. The brasses should

be a good fit in the

The pistons can

fitted on to the rod and the nut

up.

The top of the t-od can then be drilled for a

diameter split pin.

In

the

rod care should be taken to get the back and

sides of the crosshead parallel

shank and

the

through the top end brasses perfectly

at right angles to the axis of the rod.

T W O

bolts

in. diameter by

I

ins. long

are required for both piston rods.

In Fig.

the portion of the rod which fits into the piston

is shown parallel. The piston thus

on a

shoulder

small bearing surface.

If desired a cone may be provided on the piston

rod in. long, tapering from in. diameter to

diameter.

Column and

Guide Bar.

connecting-rods, Fig.

also

from mild

forgings. The H.P. and

rods are the

except that the L.

pin is

form

for

levers. The forgings should first turned

over.

end should be drilled

in.

and then split

fine saw and the

up

The pieces can be drilled and

together and the sides faced up in

lathe.

The hole for the crosshead pin should be

drilled and the fork formed drilling a

diameter hole, and

away the

metal between

jaws.

The

should be

shaped to width

the eyes filed up to size.

The bolt holes are knifed at both ends. Little

need be said about the crosshead pins. They arc

turned smooth and parallel, and should be

drive fit into the connecting-rod. The pin

for the, H.P. rod should stand through about

in. at each side of

j a w s .

The pin

and bore of the bottom end should be

to each other.

The bottom end

are

up

gun-metal castings.

castings should bc filed up at

and

soldered together.

should first be bored out

t o in.

and then turned up the

outside and parted off. The bearings should then

lightly driven on short piece of bar that has

turned in. diameter, and the edges

of the bearings

to

the fillets on the

crankpins.

T h e

m a y

b e

soldered and the joint; cleaned up.

The guide bars are made of mild

and

should

all over in the milling

shaping machine. The front inner edge of the

lip is bevelled (Fig. 233.

They are drilled,

three

holes in each, for B.A. bolts.

The front

arc turned from

mild steel bar and finished

all over. The

top

has four

holes drilled in

it.

should be knifed the

a

cutter.

lower

end of the columns

is turned to a push-fit into the

and

for a

d i a m e t e r n u t .

The

portion on the

column is longer

than that on the outer columns.

Care should

be taken to obtain the correct relation

sides of

and the centre lines of

the

in

flange.

square portion of

c e n t r e c o l u m n h a s

drilled in it, which can be marked off from the

bracket

tha reversing gear.

Loose guide

are fitted to the condenser.

are made of mild steel sheet and should be

filed up true all over to ins. by ins. by in.

thick. Six

holes are drilled in each

suit the holes in the guide bars and condenser

columns.

no bending load comes on these

guide plates they

be

of cast-iron.

will now deal with the crankshaft, which

is perhaps the most difficult

of the engine

to make.

The crankshaft is shown in Fig.

It is made of mild steel

has two cranks set

at

It is

usual practice in

marine engines to have cranks at

and has

the advantages of considerably reducing the

range of

stress and of making the

engine comparatively

to start, for

one

crank is on the dead centre, the other is in the

position of maximum turning moment. But in

model these points are not of much importance,

with the idea of obtaining a better balance

cranks at

have been adopted. The crank-

shaft shown has the eccentric sheaves solid with

the shaft, and is made

a forging.

simplify the making, the eccentric sheaves can

M a r c h

The Model Engineer and Electrician.

299

b e m a d e o f c a s t - i r o n a n d k e y e d o n . H a v i n g
obtained a forging for

crankshaft, the first

p i n s a n d j o u r n a l s . T h e c r a n k - p i n s c a n b e
f i n i s h e d t o

size.

T h e

eccentric

sheaves

t h i n g t o d o i s t o r e m o v e

o f t h e m e t a l

should also be finished to size.

T h e

between the webs.

T h i s m e t a l

be drilled

c a n

b e r e m o v e d a n d t h e s h a f t

and

out.

shaft should now be centred

t o i n . d i a m e t e r ,

in the shaping mnchinc to machine the

u p o n

s h o u l d b e f i x e d

t h r o w -

of

after

operation the shaft can

be put back in the lathe and the main journals

The Crankshaft and Diagram of Position of Eccentrics.

p l a t e s , l a r g e e n o u g h i n

to

t h e

centres required for turning

c r a n k p i n s a n d

sav

ins. diameter bv in. wide.

should be a driving fit on the shaft

and secured with setscrews.

The centres should

b e m a r k e d o f f o n t h e

a n d s m a l l

h o l e s

a n d c o u n t e r s u n k f o r

Part Sectional Elevation of the Flywheel.

shaft in the lathe.

The shaft should first be

rough turned to in. diameter, and the eccentric
sheaves also rough turned nearly to size.

T h e

o u t s i d e e d g e s o f t h e

s h o u l d

b e

machined and bevelled, as shown on the draw-
ing. The crankpins should now be turned and

t h e i n n e r e d g e s o f t h e

f a c e d .

fillet

in. radius should be provided on

T h e s h a f t s h o u l d b e m a c h i n e d

smooth all over.

T h e

at the ends of

t h e s h a f t m a y n o w

cut

in.

in.

to suit the loose coupling and

t h e

If

t h e c o u p l i n g m a y b e

solid with the

making it

ins. diameter

b y

i n .

a n d d r i l l e d t o t a k e f o u r

b o l t s .

T h e l o o s e c o u p l i n g m a y b e

t u r n e d f r o m

diameter bar, and is

a

l i g h t d r i v i n g

on the shaft. It is turned

smooth all over.

The flange is drilled for four

diameter coupling bolts and the holes

k n i f e d w i t h a

d i a m e t e r c u t t e r .

T h e

coupling is drilled for a

diameter taper

pin, which secures it to the shaft. The
is

in. by

in. deep.

T h e

is

of cast-iron, Fig. 26, and is turned all

over.

T h e f a c e a n d e d g e s s h o u l d

s m o o t h a n d p o l i s h e d .

T h e

s h o u l d b e

out to

the shaft upon which it should

be a light driving fit.

k e y

i n .

w h i c h i s s u n k

in. deep into

s h a f t

s e c u r e s t h e

a s a f e g u a r d a g a i n s t

t h e f l y w h e e l c o m i n g o f f

m a y b e f u r t h e r

secured by a

2

tapped centrally into

the end of the shaft and a r-in. diameter turned

washer.

If the

is required for a belt

drive then the face of wheel should be slightly
cambered.

A.

do not quite grasp what your

difficulty is, but

you will

a perusal

o f o u r h a n d b o o k s E l e c t r i c B a t t e r i e s a n d

I n d u c t i o n C o i l s , ”

p o s t f r e e , f r o m o u r

p u t y o u o n t h e

right track.

The Model Engineer and

1 9 2 3 .

An

0

G a u g e G a r d e n

Electric Railway.

By R. W. C.

T

HE following description and accompanying

plan and photographs of an o gauge garden

m o d e l r a i l w a y m a y b e o f

to

M . E .

readers.

In order that the whole railway may be moved

if necessary, it

decided to lay it on standard

sized planks, 6 ft. by 69 ins. wide,

just

allowing for double track where necessary. To

prevent warping, each plank is cross-battened in

three places

being screwed down to the

supports at the ends.

Owing to

contour of the garden, in order

to get a level track, one end had to be on piles

while the other end is on ground level.

The

Fig.

Track showing

at

is spanned by a

single track

model of the

over

St. Lawrence River,

near Quebec.

is

II

ft. ins. long, the centre

span being 6 ft., total length of bridge being

St. ins. with unsupported span of

17 ft. ins. The height of the piers is 3 ft. and

the

of the rail track above ground

level is ft. ins.

The bridge, which is not intended to be an

exact scale model of the St. Lawrence Bridge,

was, however,

on the same lines in

order to get over the difficulty of traversing ft.

of

an embankment

h a v e

been impracticable.

bridge is entirely made

of wood,

together, and was made up

from eight triangular sections of the same shape,

these

assembled into the two main canti-

levers. The girders, of the K type, bear the

entire weigh-the track girder in

no way

contributing to the strength of the bridge.

The ends of the cantilevers are anchored

Fig. 9.-Looking through Bridge from the Southern End.

at the shore

ends

to piers filled with

earth.

T h e s p l a y o f t h e m a i n c a n t i l e v e r s

is from ins. at the top to 8 ins. at the

bottom, and gives

against

The main

of the girders are $-in.

$ - i n .

t h e s m a l l e r

b e i n g

View of one of the

by

cut from laths. No.

round-head screws are used mostly and

no

has been experienced, in all about

screws

The bridge is capable of

carrying all loads likely on o gauge railway up

to

I

lb. per axie.

March

The Model Engineer and

SOME

OF THE 0 GAUGE GARDEN ELECTRIC RAILWAY.

The Model Engineer and Electrician.

March

The entire track is small scale brass

more satisfactory owing to keys getting knocked

manent way, some by Messrs. Bassett-Lowke

out when rail cleaning takes

and Co., the remainder Leeds Model Co. The

Steel rail has teen tried, but, the rust which

former track

is now

some

IO

or years old and

o c c u r s m a k e s

too

for

the weight of-vehicles

IS

n o t

to wear it off.

All points are made at the

of the

I n a l l , t h e r e a r r

some pairs, including four cross-

overs-although not standard rail-

way practice, it has been found

better to solder the whole frog solid

so that nothing can shift about and

get out of alignment.

Where chairs requiring keys are

used in

construction of points.

leaden

cut from

arc

f o u n d f a r s u p e r i o r t o

wooden keys.

I t i s

t o

r e p l a c e

keys

ones, as

permits.

Electrification

commenced in

June,

and is practically com-

plete. The third rail is put outside,

according to

latest

it is found to bc more

than the

system owing to

simplicity of construction points

(see

and no trouble

occurs from couplings hanging

short-circuiting

the

mains.

The third rail is No. or

copper wire soldered on to

I-in. brass

screws, spaced

about 6 ins. apart, the screw head

being flush

rail level.

volt system is used and one

locomotive taking to amps at

t h i s

a t r a i n o f

loaded trucks

get

a l o n g

t r a i n o f 2 2

l o a d e d

train

lbs.

t h i s c a s e ,

e n g i n e

weighing lb., making a total of

lbs. The motor

constructed

by

of

and was

built into a tank locomotive.

Being

of the automatic reversing

it

n-as found

to fit a small

rotary

reversing switch for

operating reversal

returning

t o t h e

on

board.

The

consists of

reversing switch, resistance regula-

tor, ammeter, voltmeter, and auto-

matic

c i r c u i t b r e a k e r t o b r e a k

circuit at amps. (can be altered

for any current

in event of a

causing a

on the

Experiments are at

being carried out

with gauge steam loco. for outdoor use.

to the

of obtaining a

has actually been ‘outside over

y-ears in

all that required renewing on this railway being

some sleepers and all the

The

of chair

keys has been found

March

The Model Engineer and

flexible connection to carry paraffin under

it has been decided to

another

locomotive as a

tank instead of the

tender locomotive.

to the present the locomotive working at

lbs. pressure has pulled a load of lbs., not

including the

weight, which is itself lbs.

This

place on a windy day

the

correct flame

at the

end. The

present boiler is of

water tube type, but an

experiment

boiler is on

Possibly L.B.S.C.” can give

hints as to

a

gauge solid

boiler is within

the

of

certainly methylated

spirits arc absolutely useless out of doors.

I know that the majority of model railway

engineers look upon gauge a mere toy con-

pared

the

models, but to myseif

I find greater

in trying to make

as small as possible1 that will work

Il.--A Corner the Track looking

and also have a

of

rather than build a model to run up and

down straight track.

I fear I have encroached,

on

space rather more than I should, so I will end

with saying that if any readers who have

gauge stock which they wish to test and have a

good long track to run them on, I shall

be pleased to see them by arrangement.

The various views shown are

The Bridge

from the Sorth

The Bridge from South

General View of Bridge and

Station

under construction

View of

S t r e e t

Station from north,

construction of plat-

forms

Earwigs Nest Station after altera-

tion (6) Earwigs

Station before altera-

tion (7) The

Express Passenger Loco-

m o t i v e ; ( 8 ) T h e

T a n k

showing current

device and electrified

rail.

J . H . B . ( S h e f f i e l d ) . - - - N o . W e

altogether recommend them for this purpose.

Model Engineering

Equipment and Supplies.

A Review of Current Technical

Progress.

The

Vertical Milling and Gear=

Cutting Attachment.

T

new

accessory, and is shown

Fig.

I

as set upon a

R

screw-cutting lathe, in the actual

operation of cutting a

wheel on

cast iroa blank.

is remarkable

for

workmanship in its construction, and

it converts a B.G.

at short notice

a

vertical milling machine

high-duty

It consists of main slide bracket, standing

ins. from the

bed face, which is de-

vised to be firmly attached to a lathe bed

true alignment, by means of a tongue piece

fits between the

shears upon the

under side of its planed base; a bolt and clamp

providing the fixing.

This main slide,

faces toward the tail end lathe, carries a long

saddle, capable of

clamped firmly, within

reasonable limits, at any height the slide,

the

on the front edge providing the clamp-

ing aotion.

the front of this saddle, and

at the top, cast thereto, is a projection, carrying

front vertical slide, upon

screw-controlled

s a d d l e which is

a long vertical

spindle bearing.

This bearing is gunmetal

bushed, and

a vertical spindle

f o r a c t u a t i n g

cutters. There is to this

a ball-thrust at bottom of bearing,

fibre washer at the top,

the bearing

and a pair of lock nuts.

The spindle is bored

in. throughout, and is opened out to No.

a t t h e b o t t o m , s o t h a t c u t t e r s

carrying this form shank, duly end tapped

can be drawn in, and locked,

by a

draw

stud-nutted at the top.

the saddle is operated for fine adjustment

of feed by an outlying

IO

square-thread

screw, with horizontal handwheel, it carries the

spindle and cutter with it.

T o

t h e

drive,

is by a mitre gear on a

cross

horizontal shaft at the

the horizontal wheel

of the

is set in a housing cast to

and, being keyed to a

the

vertical

it at any elevation that

spindle

be put, within the limits of the

s a d d l e

The

f e e d s c r e w i s

divided for micrometer reading at the top, and,

upon

front saddle at

other side, is

lever for

this to the slide.

T h e r e -

mainder of the drive is as

:-The initial

action is a horizontal shaft, carrying at the

mandrel end a No.

taper shank, de-

signed to be drawn into the hollow mandrel of

the lathe, and, at the accessory end, a mitre

Engineer and Electrician.

I

wheel. Short of the wheel is a bearing arranged

to take vertical adjustment to admit of fitting

it to different

of centre.

mitre

drives its pair a

vertical shaft,

in. diameter,

can. be

adjusted

the shaft to proper depth;

shaft running

on a foot step on the main frame, and in a

bearing above the mitre gear. The rest of this

shaft is splined,

d r i v e s

a t h i r d

mitre gear in a housing on the main saddle, so

that, at whatever height

main saddle is

locked, carries this third

gear to that

elevation.

There arc, therefore, three

gears,

spindle and vertical

shaft, another between the latter and

12

the face of main slide vertical

centre of spindle is ins. of

Size

of base where bolted to bed is ins. ins.

In addition to

main bracket, a pair of

dividing heads are added as an extra. These

are

in position on the boring table of lathe.

head centre carries a hollow mandrel bored

for No.

I

taper, which is drawn in. The

tail centre has a push

and

this

and the mandrel can be efficiently locked. The

rapacity of centres is, of course,

upon

the

hack to front of boring table and the

of its slots, but the height of centres

is 2 ins.

arranged, small-size division plates

are fitted.

a r e o f t h i c k

w i t h

Fig 1

Abwood Milling Attachment.

horizontal shaft at top, and the third from this

shaft to the cutter spindle.

T h e t w o l a t t e r

pairs are protected by an

guard, cover-

ing them entirely in, and these take their posi-

tions automatically by the hand

of

the main slide.

It is only necessary; to adjust

the first-follower mitre wheel to

after

having set the beariag for driver.

Both the slides are scraped after machining,

and fitted with strip adjusters, and all the

gears are cut from the solid. The vertical shaft

is of annealed silver

The

spindle

is of carbon steel. The front slide screw allows

of z-in. vertical traverse; and, with the main

and front saddles at extremity, the maximum

height from bed lathe to nose of spindle is

rectangular notches,

by a toothed lever,

the

of which is similarly rectangular and

a non-shake fit.

lever is held in tooth

by a spring.

shown in the picture, a

No.

cutter is mounted by a

and nut

against a fixed shoulder of the No.

mandrei. This is elevated, by the hand

and fine

to stand

l e v e l

nith the dividing head

and there locked.

The blank of cast iron, ins. diameter for

48 teeth, is

mounted on a No.

I

taper mandrel, having a drilled centre at the

tail end. Both these fitments are drawn in. We

found that, with the lathe on lowest

speed,

single gear, and using the treadle, it was quite

March

The Model

and Electrician.

a simple matter to cut a tooth space to full

depth at one cut across the blank, which is

about in. wide, and this left a good finish.

In this connection it is

to note that the

elevation of a cutter mounted in this manner

will allow of

up to ins. dia

meter, with the heads properly elevated also.

The tool is manufactured by the patentees,

Charles and James, Harrow

W o o d ,

L o n d o n ,

V e r y

finished and a thoroughly

which should be of great use general

not

for gear cutting, but for

kinds of end

edge milling,

cutting, and a host of

of this kind

can be conveniently carried out on a

lathe. The fact that no overhead is

is

a strong point, and that the gearing of

lathe

heavy work to be carried out, the stress

which is well provided for in the design. In

fact, the

appears to lie in the

limits of the available cross and longitudinal

feeds of

and size of its boriag table.

Workshop Topics.

items

under this heading relate to work done

and other matters

with in T

HE

E

NGINEER

Workshop

Street, London, E.C.4.

About Bevel Wheels Their Setting

Out and Cutting.

( C o n t i n u e d

General Note.

Having, so far, described the shape of

blanks and teeth, we come directly to the sub-

j e c t o f c u t t i n g

teeth, or the

approach to the process of accurate cutting that

can be carried out by rotary cutters.

The Shape and Width of Cutter.

In Fig.

the relative appearance, in

orthographic projection, of the back, or large

of a

wheel tooth space to that of the

small end looking directly along the path of the

cutter.

b

is the apex point of the

g e a r

small end.

it is shown above

level of the tooth

is that

space is usually cut parallel

the top line, or face, of the tooth of

other

and not radial to

point,

it should be

described

before, all the

and centre lines of

teeth converge to this point, and what we have

to

particularly here is

radius cf the

at the large end is struck

from the

a, and that of the small end from

The radius of the

to be co:‘-

varies all the way along the tooth

t h e s e t w o p o i n t s , a n d , i f w e d r a w a l i n e

through all these radius points, it will be a

straight line, which,

if

will pass

through the apex point, just as all the other out-

lines and centre lines shouid. will be re-

membered that in setting

tooth shapes

F i g . 1 8 , o n p a g e

o f V o l .

Oct. 26,

issue) we chose 16 and pair

of

and that the number cutter for the

large end n-as

teeth, or

cutter, due

to the bevel angularity.

It is of this pair of

and the larger

we show the re-

lative outlines of the tooth shapes here in

Fig. One thing

be clear, that, if

used that identical cutter, it

shape the

tooth space all right at the large end, but. in

running right through

cut the space too

at the bottom at the small end. We

must use a cutter of the large-end shape,

but as narrow as the small end, just as indicated

in Fig.

Resetting the Blank

Widening.

Fig.

I

plan the

f r o m F i g .

run the

cutter through all round

depth,

dividing plate, or other

mechanism,

have, so far, produced tooth spaces of the

shape at the

but too

and of

width the root at

end,

but not the correct curvature of s’des. To finish

large end we must revolve the blank,

F i g .

bringing

side of tooth

into parallel with

line, but in

this, it

finishing line

come

to the centre line of cutter, and, if

ran

the cutter through

in this pcsiticn,

it

result in cutting away that side of

space half the cutter width

This is

obviated by traversing the whole setting

The Model

and Electrician.

March

in the direction of the arrows, or traversing

the cutter in

bringing

side of tooth into line with the side of cutter.

Indeed, in this

the cutter registers again

the space at smail end, but will cut away

the large end to its correct width on that side.

Having carried this out all round, the wheel

blank is first

to its original position,

with the cut right through the centre of

space, and is then set in the opposite direction

csactly the same circular distance, and side

traverse, to correct, and the other side of the

space cut, with

result that the tooth shape

is exactly

at the large end, and large

end only.

To obtain

correct circular movement of

the blank, to bring the side of the tooth

to

the centre line, we only require to note that

the circular

is equal to a

of

the pitch and therefore the correct movement

can be measured by a division plate having four

times the

in it that there are teeth in

the

Thus, if we are

a

n-heel,

require a

plate, and, for the

ordinary dividing, use every fourth hole of

the plate. Then, when setting the wheel round

bring the

side on the centre

use

only one

either way, in order effect

the Q-pitch movement.

W h y a

is the

quantity required is that the width a tooth

and space, measured on the pitch line, are the

same, and each are half

circular pitch there-

fore, move the relative position of cutter

centre from the centre of the space to the side

will require

i s a

quarter of the pitch.

Next, the

s i d e

to bring the cutter back to register

with the small end space will require a back

traverse one fourth

circular pitch of the

small end.

Suppose

are cutting

on

the outside of

and the length of

the tooth is one third of the conical radius

the apex point, in

case the small end occurs

at a radius of two thirds of the large end, in

case the

of the small end is

large end, and

X =

6 d.p. The

circular

pitch

of 6

is

and

- - =

or requires a traverse of

to register.

This, however,

IS

given

as a guide, and is of

approximate’ only.

traversing a still cutter-into the small end

it can be fairly well gauged what correction is

required on these figures.

Fitting Required on the Small End Teeth.

Having taken the three different position cuts,

the tooth space is as.

as most gear cutters

will go, the rest of

being carried

out by filing the points upon either side at the

small end backward towards the large end, and

off to

at that

in

to give

the curvature of the tooth side its true

curvature.

A good guide, however, to

which, by the way, is cnlr one method of

the job-is to choose a standard cutter-not a

one-of size equivalent

small end.

That is, in the above case, a

6

Run this cutter through centrally to the same

depth as the other, and should shape the

small end correctly. Now,

the small end

correct

the large, the averaging out

the filing

be facilitated con-

siderably.

Cutting Small Bevel Gears Approximately.

In cutting small Ion--duty bevel

much

may be suggested on the score of u s i n g 3

standard cutter of medium size and taking

one cut with it.

we require cut bevel

wheels of 30

and of the ratio

to 16, as

out, and with a length of tooth

one third the radial conical length.

The size

upon

inside will be

x

=

and

the

d.p. is, therefore, 38

enough. If a No. 38 cutter of standard width

be run right through

deep to widen the

large end a little,

similarly, for the 16 wheel,

a

3 cutter of the same

to the same

the

with a little fitting could be

made to gear, but it should be clear that they

are certainly not touching on the

and

probably are onlv gearing one point all the

time, and that

is somewhere ‘near the out-

side. If trouble occurred by the

The Model Engineer and Electrician.

hard on the outside.,

a

in (not

right across), using a No.

or

cutter,

clear it.

But these iast proposals are

only offered

and should not be

adopted offhand, and then only by readers who

are quite clear as to

of the gear

they are attempting to cut.

reader who has

mastered all that has been written in the fore-

going

on bevel gear formation will see,

t h e p r e s e n t w r i t e r w a s t i n g

describe

that in certain cases

sized cutting could used,

the cutting angle

d e c r e a s e d little, so that this medium-size

cutter cuts deeper and

at the large end and

and

at

small end. In

such a case, tipping off the

of the other

on the

quite a tolerable gear can

be

for light-duty purposes. It is not

claimed, however, that these suggestions aim

efficiency in running, a characteristic of

ing that the model builder can sometimes

if only he gets his gears to run smoothly

nithout much noise.

A Use for Broken Pliers.

By

H.

Broken tools are often thrown away

V e r y

such

often prove to be

.

Quite recently i broke a pair of long-nosed

pendulum pliers, as in sketch. I did not

them away but put them on one side in

tool cupboard as useless stock.

During last week I had need of some small

to remove the small pins, used in fretwork,

a piece of work.

The

6

pincers proved far

clumsy and I had of

necessity to look round for

more delicate.

was then I thought of

converting

the

broken

pliers.

The first thing was

to soften them to make

I could file them.

This done I cut off the

unbroken part of the nose

filed the remaining

part to a circular shape.

Next I filed

inside of

to

the

shape

shown

in

the

diagram. The result was a pair of small pincers.

These proved to be just the article required.

The whole conversion took less than twenty

minutes and it has proved to be time well spent,

for I have since found them quite useful for

removing all kinds of small nails, including

Radio Engineering.

A Claw-Grip Crystal Detector.

B y R

I C H A R D

T

W E L V E T R E E S

,

etc.

I

T is often said that the onlooker sees most

of the game, the truth of which

clearly

demonstrated to me a little while ago, when

watching the efforts of a friend to

a crystal

in the detector of a

set he had

purchased.

Having procured the crystal, which

origi-

nally about in. in diameter, an attempt

made to hold it in the cup by tightening the

p a r t i c u l a r c r y s t a l

extra brittle or no i am not prepared to say

but, anyhow, before it was half tight its dimen-

sions were considerably reduced.

The next attempt took the form of using

fusible metal to hold the crystal, and it appeared

to me that that idea had many drawbacks.

In

the first place there was the danger of

The “Claw-Grip Crystal Detector.

heating the crystal, secondly, the bulk of metal

may have the effect of damping its action, and,

finally, it is messy job, especially if several

have to be experimented

short, both arrangements seemed so crude

that the idea occurred to me to use another

method of securing the crystal in the holder.

The manner in which this

accomplished is

clearly shown in the accompanying sketch, from

it will be seen that the holder consists of

an angle piece fixed to the base, drilled out to

receive a small two-pronged

The latter is

riveted to a screwed stud, held in position by a

knurled nut.

As the latter is tightened, the prongs of the

claw close in upon the crystal, thus providing

a firm grip with excellent electrical contact. The

removal and

of the crystal is most

easily effected, without risk of damage or loss

of time.

From numerous experiments I find that the

claw holder gives improved detection, and from

results obtained the idea appears to be quite a

sound one. The claw holder is now protected

and for the time I

been compelled to side-

track

my

new

aluminium

speed-boat

II

to satisfy the clamours of friends

who use wireless sets.

The Model

and Electrician.

March

Practical

from our

ea ers.

A Model Engineer’s View of Clockmaking.

To

THE

E

DITOR OF

The Model Engineer.

have read the letter of

Boiler

in your issue of

II

,

and

may I now be allowed to present the other side

of

story to Mr.

I am a merchant who

more about

locomotives,

marine engines,

pressure boilers of varying degrees of safety (or

danger, as my sister says), and other such

trivances.

knowledge of clocks is confined

to a painful experience that I had at the age of

five years, when I

the kitchen clock to

pieces and stuck the works back haphazard,

hoping that it would not affect the

of

the clock. I slept on my side and took

meals

at

sideboard for two days after it.

is another skilled clockmaker. He, at

the age of seven,

the back of the grand-

father clock in the hall.

highly skilled

manipulation he made that

strike

and

at one,

three and four o’clock

respectively,

he was highly pleased with

himself! He then removed some gadget inside

and the hands revolved at a fine

Hc

rather disappointed in the

of the

hour hand, as it was slower than the other one.

However, a few questions and the answer

will

Mr. Pot-Boiler what I mean.

I

a sure and certain coupling that

enable me to

coaches at various points

cf

scale line. Who made it for me?

clockmaker. And that coupling is fitted to

and other vehicles and has never

once failed to uncouple or remain coupled as

required.

I made a model light cruiser and fitted her

with

turbine engines, and she goes

sea.

The turbine itself is after the fashion of

the

W.

design, as illus-

trated on page of Model Steam Turbines.”

She has twin screws and

turbines.

Who made the gears for the

an d

synchronisation of the shafts?

A

I built giant model liner,

II

f t . o v e r a l l .

She sails in all seas.

Who made the engine

telegraphs so that not

are

gong

signals heard in the

room, but

two

sets of triple-expansion engines

are

started,

given any

from fuil ahead full astern,

and in all

controlled by ringing from the

bridge

t o

e n g i n e

t h e

of the telegraph the bridge to the

‘speed you

on the-dial? A

On that same ship

steer from

the wheel the bridge in the orthodox manner,

and

there

is

another

wheel on the

bridge. There is,

a pointer on the

bridge proper teliing

exactly the position

of the

There also on that bridge a

rev. counter telling you the speed of

your

engines.

these

w e r e m a d e

by

a

I

a scale model clock for my Euston

Station.

I

made one no bigger than a

halfpenny. It goes and keeps time. I have

about

of these little clocks now on ships and

in stations.

I built a tower in imitation of that

of a very famous clock in London.

I

chimes.

I got them.

In the club which I

belong there are

manv power boats that

are s&going-big

with-powerful engines

and fitted out in detail. The biggest up to

date is a model of

Lion, ft. long,

with guns that fire in broadsides or singly. Her

is

I

: knots.

Messrs. Bassett-Lowke

Turner

are indebted fur many

things on that giant craft. But for the things

that made her possible and a seagoing proposi-

tion

are indebted to her owner (late, alas

built her, engined her and made her a

living, breathing thing of majesty and beauty

and the flagship of a club

enterprise and

skill are not lacking.

He was a clockmaker in

a small way. She

the last

a long

and useful life

to the art of the fine

worker and a lover of all kinds of models. He

did not despise the tin toy engine, nor did he

puff himself up

the finest model ship I

have ever seen. And he made it. He was a

sahib.

He died two

ago, leaving in his

provision for the distribution of all his models

among his fellow members of

club. To me

he left the Lion. He was carried from his little

to his last rest by an

of rail-

way, power boat, yacht,

wireless

and clock

enthusiasts, and there were over two hundred

engineers at his funeral.

One of the

of his

was that his name was

never to be published

the club in con-

nection with his

His

was draped

with a iarge standard with the arms of the club

on it, and his hammer and cold chisel

buried with him. In

to him

was closed down

a month. There

no activity, marine,

or other

form of model work in the club for that period.

For one has gone from among us whose name

will live, and the numerous monuments to his

skill to be found on

a ship and, engine are

fitting reminders of him. Yes, we are a power-

ful, enterprising, keen club, where criticism is

sharp and often unkind.

But n-e

n e v e r

replace

Daddy, the Clocksmith.”

The moral is this: in the model world we

cannot afford to lose the

of

smith. His work is an ideal

we should

bear in mind and strive to attain, though few of

us will ever attain it. He is an obliging fellow,

w i l l m a k e

nhat

want

in

The Model

and

intelligent

but to him the finest of our

is a

job,

to us he is a man who

commands respect.

T

H E

i s

paper essentially

to fine

and is,

I suppose, more

the loco man

speed

boat

than for the clocksmith. But

shouid

grudge so fine an artisan a few pages

of interest in our journal, considering what

owe to him?

Personailp, I have

little

interest in clocks.

I can merely stare

mouthed wonder at such work.

But I like to

see articles and letters about clocks in the

and I read them.

So what I say is, Welcome,

Clocksmith

long may you remain in our midst, and

power to your elbow.“-Yours faithfully,

A Small Model Steam Engine.

To

THE

E

D I T O R

The Model Engineer.

D

E A R

S

I R

,-I thought that the photograph

herewith of a miniature model engine might be

of interest to some of your readers.

I t w a s

m a d e myself entirely,

p a r t

being

cut from solid mild steel. It is remarkable on

account of its smallness, standing as it will,

complete on a

S w a n m a t c h b o x .

flywheel is just the size of penny, and the

bore and stroke is

in. only.

Although made on gas engine lines, it works

on steam or compressed au-, the latter being

favoured on account of its cleanliness. I have

had it running for

hours at time on

steam

faithfully,

Charging Through Rectifiers.

To

E

DITOR OF

The

E n g i n e e r .

in difficulty

valve rectifier, I am hoping you

be able to

find room for this letter in the

as some

other readers

have had better luck.

I feel sure that the subject will be one of

general interest, as owing to the

boom,

readers, like myself

to

use the

mains for charging accumulators

I

referred to the

Handbook So.

I

o n

this subject and

also gone through Mr.

E. T. Painton’s exhaustive articles in the

of November

to December

but have

had no success. Using a transformer to reduce

the voltage to

current through

cell rectifier,

o n c h a r g e

13 amps after about 35 minutes one jar

boiling, and the current

a m p s , though

strangely enough the other jar was stone cold.

The lead of the hot jar had turned a chocolate

colour.

Mr.

in his article says transformer

not essential,” but i do not know what would

have happened with the full voltage of

I am, yours faithfully,

C. T. M

A S O N

.

Repairing Calendar Clocks.

To

E

DITOR OF

T h e M o d e l E n g i n e e r .

SIR,--in reply to

Brooker’s letter

in your February issue, re calendar movement

for grandfather clock the kind he describes

is that

is most usually found in these

clocks.

The ring of figures

to be revolved by hand

at

end of every short month. Thousands

of grandfather clocks were made on this prin-

ciple, in fact I have seen more with it than

It is called a simple calendar.

A perpetual calendar u-as invented by

Brocot, which gives

correct days for all the

months and years, including leap year. Separate

dials show the name of the month, the days

of

month, and the days of the week;

it also shows the phases of the moon, and the

equation of time, or the difference between solar

and mean time.

It is a complicated arrangement, and although

I cannot say that it is never applied to a

A

by 6-16-h Working Model Steam

father clock, personaily I have never seen one.

whereas I have seen very many of the former

description of the perpetual calendar

given in The Watch and Clockmaker’s

book, Dictionary, and Guide,” by Mr. F.

Britten,

Price 13s.

post free,

f r o m P e r c i v a l M a r s h a l l C o . , P u b l i s h i n g

Department, 66, Farringdon Street, E.C.4.

In my own grandfather clock the month

figures were painted round the dial, just inside

the hour figures, and the indicator was in the

form of a central second hand. The latter is

now gone, also the

work for driving it,

as is often the case in these old clocks.

regard to whether

maker is still in

business I am afraid ! can give no information.

The name on the dial is, however, not

necessarily that of

maker, as the seller very

often puts his name on the dial of a clock.

The

The Model Engineer and Electrician.

22,

maker’s name is,

often stamped upon

t h e d i a l

am.

y o u r s

Making Stanchions for Model

To

T H E

E

D I T O R O F

T h e M o d e l

D

EAR

reference to Mr. A. Dunn’s

remarks about

for model steamers

in your issue of

22.

I have been up

against the same trouble as Mr. Dunn, and

finally got over

by making a form

sketch

In

case

the

cuttc

m a d e f r o m a

piece of old

a n d tempered to dark

colour. Sote that all cutting edges

Using Forming

Mounted on the Vertical Slide

have clearance, and the usual three degrees will

do. It is difficult

this clearance in a

small sketch. The shank should be a good

stout bar, mine n-as in. by in., and

whole tool was held in the vertical slide to get

height adjustment.

I held the stock in the

chuck and used the back

to steady

job.

My stanchions

about ins. long and

made from brass

in. diameter.

The

work was done on a

foot-lathe, and paraffin

was used as coolant. They took two minutes

each to make and I

drill them (in a simple

jig) in seconds each. There is probably not

much demand for these goods or the trade

would reel them off like smoke with the aid of

a small automatic and ditto boy.-Yours faith-

fully,

W. F

R A S E

R .

Data on the

of Two Notabie

To

T H E

OF

he Model

D

E A R

S

I R

,--1 reaa

considerable

the article

under the above

heading in your

February

dealt

t h e

locomotives

and

Cosmo

Bonsor.

The article in

makes no reference to

the extraordinary

of both of these

engines.

evaporated 10.7 Ibs. of

water and Cosmo Bonsor

IO

of water

per lb. of coal. In

respect they appear to

be

better

the best modern full

size engines in

to-day. In this con-

nection it may be of interest to refer to your

issue of January

where Mr. Lake furnished

particulars of a remark-able

locomotive

in which every possible effort

made to

secure the maximum efficiency.

In the last

paragraph of that article we are informed that

9.7 lbs. of water

evaporated per pound of

fuel, and this was considered phenomenal.”

Messrs. Babcock and Wilcox, of

boiler fame, have published a book entitled

Steam: Its

and

con-

tains a vast amount of useful data. Among

other things it states that as the result of a

number of tests extending over three months

it was found that their boilers gave an average

evaporation of

Ibs. of water per pound

of combustible.

The article adds: This is

within four per cent. of Rankine’s standard, and

per cent. of the highest theoretical

under the conditions in which they

made.

It is not probable that any kind

of boiler fairly tested will ever beat such a

record.

about

I

per cent. is lost in

gases and in

it is evident that all

claims to over

evaporation should

looked upon as unreliable.”

Messrs. Babcock and Wilcox will have to look

to their laurels

AS

that evaporation of 10.7’ Ibs.

by

is uncomfortably close on their

heels.

who says model steam engines are

notoriously

?-Yours faithfully,

Society and Club Doings.

The Society of

Experimental Engineers.

C a x t o n H a l l ,

commencing at 7

April

I I

,

May hursday, May

Tuesday,

June 26, Thursday, july 19.

C

O M P E T I T I O N S

for the Challenge Shield and

the Bronze Plaque and Medal will be held at

each of the above meetings, particulars on notice

board and may be obtained from the Secretary.

Get the particulars, then go in to win. If you

22,

The Model Engineer and Electrician.

don’t try, you can’t succeed, ‘out if

don’t

succeed, you can deserve to.

Workshop

be closed for

on

March

and Tuesday,

3.

M a r c h 2 6 ,

Out,” by Mr. Ii. A.

M o n -

day, April

Brazing,

and Soft

ing,

by

G. Eckert M o n d a y , A p r i l

Shaping,” by Mr. C. S. Barrett Monday,

May

Drilling and

Grinding,” by Mr.

H. G. E c k e r t

F i n i s h i n g

by

H i l d e r s l e y a n d L .

Franks all to

at 7 o’clock.

April and

M o n d a y ,

7 f o r 7 . 3 0 o ’ c l o c k - - a l l

must

particulars of the Society nith form of

for

and visitors’ cards

for meetings

and the

o n

m a y b e o b t a i n e d f r o m t h e

S e c r e t a r y , J.

3

I

,

R o a d ,

Manchester Society of Model Experimental

Engineers.

Our

meeting took place at

C l a r i o n

Market Street, on March 6.

Two

members were elected.

M r .

gave a

paper on

this was

received

provoked discussion and interest.

It also

several confessions of failures--

myself

others

A vote of thanks was

tendered to Mr. Mills.

3, cancelled.

open meeting for models, etc. May

I

,

gives a

on Springs,”

should very inter-sting.

Mr. Mills, Larch pattern

vertical steam engine,

in. b in. bore and stroke ;

for overtype engine, a fine piece

of

k

tracing of compound

n e a r l y c o m p l e t e

petrol en gine,

in.

and stroke

in. by

Hardacre, an armature

H o n .

t

Stetford Road,

S.M.E.

An ordinary meeting was held at the Plough

Inn,

B y k e r B a n k , B y k e r ,

o n

Thursday, March 8.

After the reading of

minutes, etc., and

the transaction of formal business, discussions

o n v a r i o u s s u b j e c t s

b e t w e e n t h e

members.

note that from

8 ,

all future meetings will be held

at the Elephant and Castle Hotel, Low Friars

Street (Back of Clayton

a s k e d t o b r i n g a l l

models,

to the meeting on Thursday, March

when

we

are

making

arrangements

I.C. people to have our photographs

taken.

There are many persons who have applied

for application forms of membership which have

not yet

received, and we ask these parti-

cularly to kindly return them as early as possible

to the Secretary, who will be glad to hear from

them.

Rummage sales are

being arranged and

wishing to

or sell is asked to inform

the Secretary.

During the last two

nine

bers have been elected.

A fen- visits, etc , a r e a t p r e s e n t

arranged for the months of June,

and

and as soon as the arrangements

completed they will be published under this

heading.

Lectures, papers, etc., are also being

ar-ranged and any member who is willing to

us in this

is asked to notify the Secretary

as early as possible.

The Society’s Library is now available to

members, although we are still

short

of books. The Librarian is Mr. H.

Tyne. It is hoped

a good attendance

be seen at our meetings, and an invitation will

be extended to

interested in the

if they

communicate

the Hon. Secre-

tary, Mr. B.

46, Raby Street,

S.M. E.E.

of the Blackpool Society of

Model Experimental Engineers, held at the

Church Street, Blackpool, on

it

to make premises at

Johnson Road Laundry, Blackpool, the

nent

It

also decided to fit up there, as funds

permit, a workshop, to be open each Tuesday

a n d

t o c o m m e n c e

at 7.30 p.m. The

o p e n i n g

to take the form of a

concert.

Mr. B.

has had long

in mechanical and model

has kindlv

offered to

less skilled members in the con-

struction of their models, etc.

There are several members who have

attended meetings

well lately,

to

their working on the building up of wireless

receiving sets. Mr. Blackburn has kindly

offered to give these members every assistance

in their work (wiring of panels, winding of

coils, etc.), he himself just having completed

receiving set and loud speaker.

It is earnestly hoped that members

attend.

The Model Engineer and

Persons wishing ta join please communicate

H o n .

Reads Avenue,

Wakefield and District

G

E N E R A L

a very well attended

meeting on February

it was unanimously

agreed that the half-yearly general meeting

held at the

on March 23, commencing

7 . 3 0

p . m . ,

also that the Hon. Sec. make

inquiries the proposed workshop mentioned

a previous meeting.

A l l m e m b e r s a r e

requested to be present at this meeting for the

election of officers and deciding dates for

New members are still coming in.

Hon. Secretary, F.

6,

P r e t o r i a

Street, Sandal, Wakefield.

Dublin Society

of Model E x p e r i m e n t a l

Engineers.

This Society had a most interesting and enjoy-

able evening on Friday, March 9,

Mr.

H.

read paper on the History

and Development of the Electric Underground

Railway.

The lecture and 86 slides were kindly loaned

by the Electric

Co., Broadway, West-

minster, and dealt with the undertaking since

its inception up to the present day. The slides

showed the rolling stock-old and new-Great-

head shield, automatic stops, drivers’ telephones,

lifts and escalators, ticket machines, power

house, safety devices, air-shafts, tunnel borings,

etc., all of which were of great

to

engineers.

On Friday, March

Mr. A. R. W. Mont-

gomery will give a demonstration of cylinder

patterns and castings

Members are reminded of the forthcoming

Eshibition on April 19,

and

to be held

in the Engineers’ Hall, and to speed-up

their

E

D W I N

S e c r e t a r y ,

Park, Rathgar,

News of the Trade.

The Voltalite Magneto Cycle Lamp.

Owing to the steadily increasing demand for

Voltalite

C y c l e

t h e

makers are able to notify a reduction in prices,

due to the greatly increased production.

The

revised prices are as follows:

head set,

No. V6 head and rear set,

V 7

d e

h e a d s e t ,

No. VS de

and

set,

A new leaflet on the subject, printed in three

colours will be

to our readers on appli-

cation to the

Electric Supply Co. Ltd.,

Brown Street, Manchester.

Radio Supplies.

notified that Messrs. Radio instru-

ments Limited,

I L

, Hyde Street, New Oxford

S t r e e t ,

h a v e

M r . C . B

( l a t e s a l e s m a n a g e r o f

t h e h e a t i n g

o f M e s s r s . W .

Sullivan, Limited), as sales manager of their

radio department from March

I

,

Accumulators for Wireless.

We have received

Messrs. Industry and

Commerce Alliance, Limited, 4, Vernon Place,

S o u t h a m p t o n R o w ,

W

t h e i r

special net price list of

accumulators,

which they are stocking as a re

line.

The prices quoted are

1 ts of less than

dozen.

For dozen lots

an extra

discount of 5 per cent

for larger

quantities may be had on

Carriage

is free in the London area,

for

country. Their terms are

cent. monthly

on approved accounts, per

for cash,

and 5 per cent. for cash with

The list

will be sent to any of our readers on request.

All accumulators are

an-1 uncharged.

Notices.

Editor invites

and original

on all small

motor and

subjects.

Matter intended for

should be clearly

side of the paper only, and should invariably bear the sender’s

name and address. It should be distinctly stated,

sending

whether remuneration is expected, or

and all

be accompanied by a stamped envelop addressed

for return in the

of rejection. Readers desiring to see the

Editor personally can only do so by making an

in

advance.

A l l

and

relating to

of the

and books to be addressed to Percival

Co., 66,

Street, London, E.C.4.

Annual Subscription,

I

Rd.,

post free to all parts of the world.

All

relating to Advertisements and

to

b e a d d r e s s e d t o

A

D V E R T I S E M E N T

M

A N A G E R

,

M o d e l

Engineer,” 66,

Street, London, E.C.4.

Sole

for United States, Canada, and Mexico

: Sun

a n d

Liberty

York, U.S.A., to

all

subscriptions

these

should be addressed.

copies, cents annual

dollars, cents,

free.

Contents.

The asterisk denotes that

subject is

Our Point of View . . . .

a n d N o t e s ’

Design For Model Compound Con-

densing Steam Engine-III* . . .

. . .

An 0 Gauge

Electric Railway”

Model

Engineering

Equipment

and

Supplies*

W o r k s h o p T o p i c s *

.

Use for Broken Pliers”- . . .

. . .

. . .

Radio Engineering*

. . .

. . .

. . .

Practical Letters . .

. . .

. . .

. . .

Club Doings . . .

News of Trade

. . .