Tyneside Society of Model & Experimental Engineers
November 2019 – News Letter
Preamble
I’d planned to have something out in October, a respectable three months on from the previous issue, but life has an irritating habit of getting in the way of things. As Edmund Blackadder so eloquently put it – “The path of my life is strewn with cowpats from the Devil’s own Satanic herd”. Be assured, however, that I’ve swept up and what follows is wholly fragrant ….
Around and About the Club
Big things
have been happening out on the grass of late as work has progressed steadily with
building the new Carriage Shed for the raised-track riding trucks. Many cubic
metres of soil have been excavated to prepare the ground for the floor-slab (6m
long by 2m wide by 10cm deep) which sits several centimetres below the
surrounding ground level. Four courses of blockwork are raised on this to
roof-eaves level. A door-frame and sill have been fabricated in steel which
occupy the full width of the track-ward end. Provision is made in the floor to
bring in mains electricity.
Whilst the
ground works for the carriage shed were underway, the area in front of the
locomotive shed was also prepared to accommodate the new dual-gauge traverser
and the slab for this was poured at the same time.
Work also
continues with improvements to the track signalling and point control systems.
Receiving attention now are the points between the station loop and main line
so that these cannot be operated whilst a train is in transit. Additional
train-detectors have been installed in the track and associated cables laid-in
back to the Signal Box where a new cabinet houses the extra circuitry required.
Creosote Day,
Saturday 7th September, witnessed a good turnout of willing helpers
to get this annual maintenance job done. Both ground-level and raised tracks
were thoroughly treated using a combination of spray-guns and brushes.
If you’ve
visited the TSMEE website recently, you’ll have noticed a quite radical change
in appearance and content. John Rowley has taken over the job of webmaster and
is keen to stress that it is, presently, very much “work in progress”. User
feedback and constructive comments are welcomed.
Events …
Open Weekend 27/28th
July
This annual
two-day event was not blessed with particularly good weather. It rained
on-and-off on the Saturday and Sunday was dry but overcast. Nevertheless, there
was a respectable turnout of both TSMEE members and visitors, the latter hailing
from as far afield as Scotland, Cumbria, York and Leeds.
Visiting
locomotives were :– in 3-1/2” gauge BR
“Britannia” 4-6-2, Great Central O4 2-8-0, Freelance 4-8-2 – in 5” gauge “Chub” 0-4-0 Tank, BR Standard 4 2-6-4 Tank,
NER Q6 0-8-0, NER B2 4-6-0 – and in 7-1/4” gauge GWR 14XX 0-4-2 Tank .
Saturday lunch
was Fish ‘n Chips and on Sunday our Catering Stalwarts laid on their usual
splendid buffet.
Trip
down the Tyne 31st August 2019
Six
members joined our party on the “Fortuna” for a cruise down to Tynemouth from
the Quayside in Newcastle. The weather was reasonable, even allowing for the
blustery wind, and we all enjoyed the trip.
There is a full and very informative commentary on the way to Tynemouth. I have made the trip a couple of times over the years and I am amazed by the way that Tyneside industrial heritage has disappeared in a comparatively short time. It used to be the remains of ship yards, dry docks and associated industries all the way to Tynemouth. Now much of the bank-side is wooded and under modern housing. It all looks very different.
The remaining working areas are impressive and Tyne Dock is massive. The Fish Quay and Tynemouth with the Harbour Lights, like much else of the riverside, are becoming tourist attractions. That’s progress, so we all went to the bar and drank to the past. Malcolm Phillips
Trip
to see the G5 at Shildon and the P2 under construction at Darlington, 7th October 2019.
Another
enjoyable day out, perhaps more related to model engineering. Volunteers at
both sites were very helpful and thanks are due to Phil Work who kindly
arranged tea and biscuits at Shildon.
The
G5 is not quite an engine yet, but most of the parts are ready to go together.
The frames, boiler, cab and plate-work just need finishing touches. The bogie
for the 0-4-4 and one set of driving wheels have been finished but the crank
axle has yet to arrive, as manufacture of parts and machining is all done
outside. The group has been working to original plans and has had to make many
patterns, some of which are placed beside the finished castings.
From
Shildon we proceeded to Darlington. The P2, to be named “Prince of Wales”, is a
truly impressive machine. Like the G5 it has yet to go onto its wheels, all of
which have had their tyres polished to a mirror finish. Cab and smokebox are on the frames and the
boiler cladding is set up on frames beside the locomotive as the boiler is yet
to come from Meiningen.
We were told about some of the technical problems – the wheel flanges have been computer designed to ease passage round curves on Heritage Railways and steam distribution will be by poppet valves.
The original Gresley design was not too successful so the designers have used the designs evolved in America after the war which were better. Boiler design has been modified by experience with Tornado and their boilers are interchangeable.
I
do not know what will become of the polished wheels – one of the volunteers
told me that the painters were upset because on its first trip to York of thirty
miles, their beautiful paint finish was spoiled by excess grease and oil coming
out of the axle boxes!
The
NELPG shops were closed so we completed the trip with a visit to the Head of
Steam Museum across the way from the Hopetown works. This is a nice museum with
exhibits of Stockton and Darlington and NER origin. Hackworth’s “Derwent” and
“Locomotion” are well displayed and there are some interesting small exhibits. Malcolm
Phillips
For your diary …
Public Running
Day – Santa Special – Sunday 1st December
Christmas Tea
– Sunday 22nd December
Something a bit different now – Gordon
Bullard has very kindly submitted the following rather interesting article…
An Automatic
Cylinder Drain-cock
Back in the 1980’s over a pie and a pint in a local hostelry, a friend and I were discussing the pros and cons of cylinder drain cocks and associated linkage to the cab of a miniature steam locomotive.
The locomotive he was building had two sets of Stephenson’s valve gear and an axle pump between the frames, together with lubricator linkage which left little room for direct drain- cock rodding. We discussed the possibility of automatic drain cocks and I suggested that a small inverted safety valve type of arrangement might be possible.
A set of small valves was made and fitted, each consisting of a stainless ball which was held on its seat by a small bronze spring. The valves performed well but they looked like upside-down safety valves, which is, of course, exactly what they were.
Clearly, a horizontal arrangement was required which would be more prototypical of full sized practice. So, another set of valves was made in a tee configuration with basically the same internal arrangement but in a horizontal orientation.
These valves worked reasonably well. They certainly cleared the cylinder condensate very efficiently but for some reason when the locomotive was running slight puffs of steam were occasionally noticeable.
Closer observation showed that one of the valves seemed to be working well with no visible leakage whilst the loco was running. With the expectation that the poor sealing of the three sub standard valves was probable due to poor workmanship on my part, all of the valves were disassembled for examination.
I was amazed to find that I had forgotten to put a
spring in the valve that worked perfectly.
The valves were quickly reassembled without springs and found to all
work perfectly. Since then I have fitted
this type of valve onto three of my locomotives with no failures. The last loco was to LBSC’s “Maisie” design
and has run on the club track on numerous occasions. The attached drawing shows the design of the
valve which is made of bar material with a silver-soldered joint.
It took a while to work out how the valve worked without a spring. When the locomotive is stationary any condensation in the cylinder drains down into the valve where the ball is resting on the bottom of the chamber so any water can drain away via the front hole.
When the regulator is opened a combination of condensate and steam enters the valve where the ball is unable to seat properly due to the turbulence in the chamber. A combination of water and steam exits the valve due to this turbulence until all of the water is displaced, which leaves the chamber full of steam which in turn forces the ball onto its seat. It’s as simple as that.
You may well ask what the reduced diameter on the rear
of the valve is for. It is purely there
to improve the fitting visually, disguising the fact that it is just a piece of
simple bar material. For members who
follow full size practice and require drain piping to the locomotive’s buffer
beam, the front of the valve seat could
have a small ME thread machined onto it to take a nut, nipple and associated
pipe.
In conclusion, this simple valve is easy to produce, is fully automatic in operation and requires no linkage to the cab. It would be easy to say that I had a light bulb type of moment concerning this valve’s conception but in reality it came about more by accident than design.
Drain-cocks fitted to 3-1/2″ “Maisie”
Postamble
As I remarked in the previous issue, a
Newsletter requires News, and this one would have been a rather thin affair but
for the contributions of Malcolm Phillips and Gordon Bullard. My thanks to them
both.
Membership Subscriptions will be due for renewal at the end of the year. The cost remains at £35 Single and £45 Family. Our Treasurer Ian Spencer will take payment in cash or cheques (payable to “TSMEE Ltd”).
The side plate of a pony truck complete with horns and spring hanger brackets. The horns are almost identical to those fitted to the tenders, the fabrication of which was shown earlier. The only modification is the cut out for the spring hanger brackets in the top corners.
The fabricated main stretcher incorporating the bosses for the top bolster swing link pins.
Views of a truck frame during erection with the pressed steel stretchers and back plate riveted and bolted in place, and the radial arms fitted.
Views of a truck frame during erection with the pressed steel stretchers and back plate riveted and bolted in place, and the radial arms fitted.
Views of a truck frame during erection with the pressed steel stretchers and back plate riveted and bolted in place, and the radial arms fitted.
Views of a truck frame during erection with the pressed steel stretchers and back plate riveted and bolted in place, and the radial arms fitted.
A bogie axlebox on a full size locomotive, a view from the inspection pit. This is typical of LNER type carrying wheel axleboxes and shows the oil seal around the axle, the oil feeder box and the generally filthy state these components attain in service and on which the maintenance people have to work.
A detail of the bearing coil spring. In preservation these circular section springs have replaced the 'Timmis' section springs, a cruciform section, originally used, and now unavailable.
The top of the box with the spring bearing bridge beams above. The locomotive number 60007 can be seen stamped in the face of the box with LT above for Left Trailing.
hese are the miniature bridge pieces for the K3 and H4
These are the miniature bridge pieces for the K3 and H4 - a closer view.
The wheel sets and axleboxes were made much as shown earlier for the coupled wheels and these photos show the frames primed and with the wheel sets fitted
Also - the wheel sets and axleboxes were made much as shown earlier for the coupled wheels and these photos show the frames primed and with the wheel sets fitted
Once the spring hangers, shock absorbers and temporary coil springs were fitted a visit to Exhibition Park was required to check clearances on the tightest curves of the railway. No problems there, even with the unfinished coupled wheel profiles.
The bolsters were castings on the full size locos but I needed to make the top bolsters from the solid and the photo shows the initial stages after drilling the main holes and hacksawing the blanks roughly to shape. Pins through the bearing holes provide clamping and references for milling
The two top bolsters after profiling
A bolster in the four jaw chuck with necessary packing for drilling the centre pin hole
A bolster with the brass rubbing plates fitted
Bolster and bearing pad before silver soldering. The stepped pin accurately locates the components and provides a reference for final machining
Bolster during silver soldering
After soldering
Back in the lathe for finish machining after drilling through the temporary location pin
The bottom bolster is a fabrication and after drilling the main bearing holes the four side plates were mounted in the machine vice for profiling
Stages in profiling, final finishing by hand
Stages in profiling, final finishing by hand
Stages in profiling, final finishing by hand
Stages in profiling, final finishing by hand
The bottom bolsters after fabrication. The outer plates are separated by a curved plate and angles and plates attached to the sides form the transverse rubbing plates. The centre bearer is a close fit on the top bolster.
Also - the bottom bolsters after fabrication. The outer plates are separated by a curved plate and angles and plates attached to the sides form the transverse rubbing plates. The centre bearer is a close fit on the top bolster.
Also - the bottom bolsters after fabrication. The outer plates are separated by a curved plate and angles and plates attached to the sides form the transverse rubbing plates. The centre bearer is a close fit on the top bolster.
The top and bottom bolsters brought together
The bottom bolster set up for machining the side bearers that need to be a close running fit in the pony truck main frame stretcher
A view from above the main frame showing the top bolster in position where it slides transversely across the pony truck stretcher.
The bolsters placed in the pony truck frame showing their location in the main stretcher
The loco and the pony truck are connected by pairs of short links that carry the vertical load and by being angled generate the transverse forces that steer the loco through curves. After machining a suitable piece of MS plate to the desired thickness holes were drilled for the pins and the corner radii. This plate is for 12 links and there was another for the remaining four
The plates were cut up into the sixteen individual links
Milling the link sides in batches of four using the pin holes as a register
Four links ready to have their ends rounded
The wheel faces also needed reducing and this was done with fine cuts to avoid chatter
The ends being rounded by progressively machining flats around the circumference
Also - the ends being rounded by progressively machining flats around the circumference
Four complete links
All the bolster components for the two locos. The long pins have an oilway drilled through the centre so that oil can be fed from boxes on the footplate. The other link bearings just have oil holes as they are more accessible
Views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
Also - views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
Also - views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
Also - views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
Also - views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
Also - views of the completed pony truck with the working springs and shock absorbers in place and the addition of the life guards and dust shields
The frames with the pony truck in place
My original intention was to fit steel tyres to the driving and coupled wheels, but when I had machined the wheels I didn't make the final step to machine down the wheel centres to take the tyres as it looked like a lot of work to make the tyres and at the time I deferred the decision. Tony Wall who made the wheels for TSMEE's 7 1/4" passenger cars persuaded me to put on the steel tyres, so I drew them up in CAD and he made them using his CNC machinery. A tyre is seen on the bench marked up for location and internal diameter whilst in front is an edge view showing the profile to GL5MLA standards.
The wheel sets being machined between centres, each to match a specific tyre plus about 7 thousands of an inch for the shrink fit - a thou per inch plus one for luck. Note the wheel nearest the lathe headstock being machined to avoid chatter caused by wind up in the axle which occurs if the other wheel is machined
Also - the wheel sets being machined between centres, each to match a specific tyre plus about 7 thousands of an inch for the shrink fit - a thou per inch plus one for luck. Note the wheel nearest the lathe headstock being machined to avoid chatter caused by wind up in the axle which occurs if the other wheel is machined
Also - the wheel sets being machined between centres, each to match a specific tyre plus about 7 thousands of an inch for the shrink fit - a thou per inch plus one for luck. Note the wheel nearest the lathe headstock being machined to avoid chatter caused by wind up in the axle which occurs if the other wheel is machined
The wheel faces also needed reducing and this was done with fine cuts to avoid chatter
A tyre ready for fitting
Checking the internal diameter
A tyre on the hearth ready to be heated. A gap is left between the fire bricks for the crankpin
The tyre being gently heated with a gas torch
The expansion of the tyre is gauged using an internal micrometer set to the wheel diameter plus 10 thou, the temperature colour is just around pale blue.
The process is repeated for the other side
A crank axle laid on the horn gap with tyre in place
Before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
Also - before the wheelsets where returned to the frames, I remembered there was a little job that needed doing. The leaf springs are suspended under the axlebox by a clevis and the pin needs to be retained somehow. Often this is done with split pins through an extension to the pin or a transverse pin through the middle. There is little space for either of these methods and access is restricted so LNER engines had an open ended metal box dropped over the clevis to prevent the pin from escaping. These photographs show the process of bending up the box from strip steel, silver soldering the join and machining to fit the location.
A spring with the box in place
61962 on the TSMEE stand at Harrogate 2013 alongside Ian Spencer's hansom V2
