Building Kerr Stuart'PIXIE'for 5"Gauge
INTRODUCTION
Question. Why do we make models? ...........
Answer. I don't know what prompts others but I make models for a number of reasons:- I covet the real thing! I could not possibly afford to own a full size locomotive, let alone maintain and run it, even if one were available. So owning a MODEL is the next best thing! Agricultural as the standards sometimes were, and inefficient according to our present standards, the engineering content of the prototypes is intriguing. One cannot but wonder at the skills and ingenuity employed by the engineers and builders of steam locomotives, particularly those working at about the turn of the last century. Handling a model, and even parts of a model, enjoying the ' heft ' of pieces gives great pleasure. One can can enjoy the various assemblies as they are produced, both in visualising the finished model and enjoying again the time spent in their fabrication.
The sounds and smells of the model when completed and steamed are a joy and will be appreciated by all who have had contact with prototype steam. There is immense satisfaction to be obtained from sensing the considerable power developed by the small engines, seeing the motion work oscillating and wheels spinning as power is transmitted to the track, doing useful work. There is the sense of achievement that comes from completing a working model, something to shew for ones work, an artifact more permanent than the results of alternative pursuits, one which will most likely outlive the builder. Above all there is the satisfaction gained from meeting challenging problems and overcoming them with available equipment... and possibly a little help from friends!
Although our ' daily bread ' may be earned in a variety of ways, model engineering, constructing model locomotives, provides a long-term interest, one which will take us away from our everyday work into the realms of engineering science. we can follow in a modest way the footsteps of the Stephensons, Trevithic and such heroes as Churchward and Gresley. The model engineering hobby is all-embracing in terms of skills, science and technology. We have to learn and practice some of the skills of the draughtsman, engineer, boilermaker and fitter. We have to be able to turn metal within limits, to shape and fold metals and to solder and braze, producing joints of integrity. Some knowledge of adhesives and metallurgy is needed and, what is perhaps most important, the patience required to apply these skills and knowledge to the project in hand.
To many, the satisfaction of model engineering is derived from running the finished locomotive, perhaps passenger hauling on a club track. Others get the greatest enjoyment from building, and perhaps designing the locomotive of their choice. Others find fulfillment in ' armchair modelling ', browsing through the pages of MODEL ENGINEER or ENGINEERING IN MINIATURE, or perhaps by reading the writings of dear old LBSC, laced as they are with humour and excellent a d vice. Martin Evans, Keith Wilson and a host of other experts set their accumulated knowledge before us all. Great stuff it is, guaranteed to light the fires of an interest which in many cases burns within us throughout our lives. The writer of the present work does not aspire to the level of expertise demonstrated by these ' greats ' but rather works towards acceptance as a model engineer by his peers.
This book sets out to record information on method and techniques which have proved useful to a very beginner in model construction. It addresses the problems encountered by the writer and will, it is hoped, help other newcomers to the hobby to commence from a better informed starting point than that at which the writer, a concrete engineer, began his ' apprenticeship ' A glance at the contents list will serve to illustrate the approach taken in the book, from choice of prototype, through research, planning, workshop facilities and on, through construction of a working model, concluding with operation at the track. This book is not intended as a handbook or a set of blow-by-blow ' instructions on how to build a similar model of the prototype. The book is not a ' how to do it ' book, it is a ' how it can be done ' book, setting out possible ways of d oing things, ways that have worked for the writer, from which the reader may make his choice. No excuse is made for the basic level of the approach.
The best place to start in any endeavour is at the beginning, and this is what we have sought to do! It is a offered as a guide to methods which may be employed in modelling the readers own choice of prototype among the wealth of narrow gauge locomotives available, many of which can still be found in steam in the U.K on some weekdays and most weekends. In the commentary it is necessary to differentiate between comment on the prototype, the model and its parts. Drawings and illustrations show the way in which parts of a locomotive such as PIXIE may be replicated in model form, they are presented in diagrammatic form, not as working details. The reader will be aware that actual dimensioned drawings of all the principal components of steam locomotives have been illustrated many times in the books by the aforementioned ' greats ' These details are frequently repeated in various series of articles on modelling specific prototypes published in the model press. It is to these working details that the modeller should turn when determining the dimensions of the working parts of a model, particularly those parts that are critical to safety and efficient running.
CHAPTER 1
Choice of prototype. Space, weight and scale considerations. Location of track. Haulage and handling considerations.
CHOICE OF PROTOTYPE
WHY NARROW GAUGE?
Narrow gauge locomotives and rolling stock, as we in the United Kingdom know them, have a flavour of their own, quite removed from the nature of those of standard gauge railways. Historically narrow gauge lines, essentially light railways, have been quaint and often slow moving yet, in their own way efficient servants of the community. They and their dedicated staff have traditionally provided a personal, if somewhat erratic service, perhaps running in fits and starts, sometimes even stopping for an individual passenger at a field gate. History also records instances where the traveller has been required to assist in re-railing a piece of stock or in fetching water for the boiler!
Narrow gauge lines have a history of running on uneven, occasionally weed overgrown track. They take acute bends and steep gradients in their stride, rarely travelling at speeds exceeding 20 m.p.h. The locomotives are picturesque, often of short wheelbase, sometimes with with small boilers, tall chimneys, intricate weather plates and other interesting items of equipment. In some instances narrow gauge locomotives are festooned with 'Victoriana' in the form of sandpots, polished plumbing and literally all manner of bells and whistles. Having said all that, we have to remember that on most continents there are narrow gauge (narrower than standard gauge that is) locomotives working over hundreds of miles of mountainous and inhospitable countryside. Such for example are the metre gauge railways of India and Malaya, and the South African and Ecuadorian Railways of 3 foot 6 inch gauge. In this book we concern ourselves with the narrower gauges and the smaller locomotives which have come to regarded in this country as the 'Norm' for narrow gauge.
There is a wide range of prototypes from which to make a selection. Firstly there are the conventional locomotives, often carrying out the duties of standard gauge locomotives over difficult terrain. Then there are tram locomotives, which worked in the industrial or urban environment, many of these are notable for their shrouded wheels and motion and controlled emissions of smoke and steam. They would be designed to be controlled from each end of the footplate, also hand and steam brakes would be compulsory. A number of tram locomotives were built with vertical boilers, an added touch of interest in model form. Vertical boilered locomotive models provide the builder with an opportunity to incorporate some previously built essay in model engineering, such as a Stuart Turner engine into their model. De Winton locomotives with vertical boilers and cylinders were virtually an engine platform with water tank, bunkers, reversing lever and brake standard.
On some locomotives inside or outside frame configurations were employed, also inside and outside drive, the latter by lay shaft and crank. R.A.S Abbot in his book on the topic describes how some locomotives carried the chimney directly above the boiler to avoid the formation of condensation and some locomotives were fired by sliding the fuel down chutes into the firebox located between the frames, plenty of scope here for the freelance modelmaker ! In an article in MODEL ENGINEER Vol 163 No.3859 October 1989, Phil Atkinson gave the reader food for thought in his description of ' Coffee pot locomotives ' outshopped from Head Wrightsons Works in the late 1800's, with their heavily riveted vertical boilers and substantial wheelsets, these little locomotives would present a challenge, and a reward for the builder. A surprising feature of the locomtive was a one piece, cast iron frame incorporating main side members, buffer beams, the fuel bunker, all foot plates and the stiffening ribs, the whole described by Phil as a fine piece of the Victorian designers, pattern makers and iron founders art. No. 16 by the same builder even sports a rudimentary roof although one which would afford little protection to the driver !
For added spice, builders may turn their attention to innovative locomotives such as LOCOMOTIVE NO. 1 of the Listowel & Ballybunnion Railway, straddling an early monorail. Double-bogied types such as those of the Festiniog Railway would present a challenge, or perhaps the modeller would wish to undertake a model of one of the the SHAYS or HEISLERS of the American short lines scene. Ken Swan's series on 'KOPPEL' a rack locomotive in ENGINEERING IN MINIATURE could prompt the modeller to produce, for instance, a model of Locomotive Number 7 on the Snowdon Mountain Railway, although track construction would present a major challenge. Those seeking a simpler prototype would do well to build the locomotive Ross Harrison described commencing in ENGINEERING in MINIATURE, issue of September 1982, a convincing model in 5" gauge based upon 'EDWARD THOMAS', Kerr Stuart 'Tattoo' Class locomotive built in 1921 for the Corris Railway, later moved to the the Talyllin Railway, a model full of atmosphere.
For something really different the modeller might turn to the locomotives of a Dublin Brewery, designed by Samuel Geoghegan. These 1 foot 10 inch gauge locomotives with cylinders and motion placed ABOVE the boiler were used in conjunction with haulage trucks into which they were hoisted for working the 5 foot 3 inch gauge. In this role the wheels of the locomotive rested on grooved rollers which propelled the trucks. Contractors locomotives make interesting prototypes and many model engineers have built 'SWEET PEA', designed along these lines by Jack Buckler. Some of these models exhibit remarkable modifications and there is scope for innovation. This locomotive would make an ideal test-bed for the model engineer who likes to experiment with features of his own design. Contractors locomotives provide a range of prototypes suited to modelling and it is a salutary thought that narrow gauge locomotives such as the Bagnall locomotive 'EXCELSIOR', a delightful little 0-4-0, were employed in much industrial construction as well as civil engineering works for railways.
A series of articles by Martin Evans in MODEL ENGINEER commencing in 1980 described a free lance narrow gauge 0-4-0 Saddle Tank Locomotive, 'CONWAY'. This again was a blow-by-blow description and, as with all Martin Evans designs, examples of the completed model have been seen performing credibly on a many occasions.
The modeller fortunate enough to locate the Armley Industrial Museum in Leeds can find there the beautifully preserved Hunslett narrow gauge locomotive 'JACK', resplendent in scarlet livery, lined in yellow and black. Built in 1898 for employment in a fireclay works near Burton-on Trent, 'JACK' is outside framed, has Baguley valve gear and masses of brass and copper in the steam dome and plumbing, with brass lubricators mounted on the smokebox. On top of the boiler are twin sand boxes and the loco has some nice details such as the hinged lights on the weather board and the drain pipes from the cylinders passing through the front beam. Running like a Rolls Royce it is a wonderful sight and one to make any model engineers pulse skip a beat. 'JACK' featured on the cover of MODEL ENGINEER Vol 158, No. 3798 April 1987 and a description of the locomotive appeared in that journal of October 1984
Lest it be thought that narrow gauge locomotives are mainly of simple design there are many examples way and beyond 0-4-0 configuration as regards complexity. These will present just as much of a challenge as a standard gauge locomotive. For example there are the Manning Wardle & Co. 2-6-2 side tank locomotives and the 2-4-2, Baldwin, 'LYN' of the Lynton and Barnstaple Railway. ('LEW' of this railway is, at the time of writing, being described in a construction series for 3 1/2 inch gauge in ENGINEERING IN MINIATURE.) For the really adventurous constructor there are of course the 2-6-2 + 2-6-2 Garrats of the South African and Indian railways.
Decisions, decisions....!
The writer's decision to model PIXIE the Kerr Stuart ' Wren' Class locomotive KS4260 / 1922 was based upon several factors. First and foremost was the impression that the sight of the little locomotive as it coasted into Pages Park Station on the Leighton Buzzard Narrow Gauge Railway one spring afternoon. It seemed incredible that a locomotive, produced initially for work on the installation of a sewer in 1922, should 60 years later be found running like a Rolls-Royce and doing useful work in a domestic setting. Enquiries revealed a little of the history of the locomotive, the fact that after the completion of the Barkingside sewer contract it had for some years worked in the Wilmington Road Quarry of Devon County Council, eventually being purchased by the Industrial Locomotive Society and brought to Leighton Buzzard in the late 1960's. The locomotive has an overall length of something over 10 feet, it weighs 3 Tons 7 cwt empty, and 4 tons 3 cwt in working order. The inside framed locomotive has Hackworth valve gear and is resplendent in an attractive livery of black, green and gold.
Here was a locomotive that was mechanically quite simple for a relative beginner to construct, It would be accessible for survey and was in the hands of friendly folk who were prepared to assist with provision of information. The railway was within 25 miles of home base, so that the survey could be staged over a series of visits. Above all, the locomotive had an atmosphere and charm which appeared to the writer to convey the very essence of narrow gauge railways. The decision has never been regretted and has, over the past ten years, opened up a whole new interest in the mechanical engineering of railways and of narrow gauge railways in particular.
At this stage the modeller intending to work in narrow gauge has to come to terms with the fact that just as much work will be involved in producing his chosen model as in producing one to run on standard gauge. Pixie was ten years in the building, through choice. Some things are too good to hurry and although one is always keen to get one's first locomotive onto the track, later efforts can be savoured, and perhaps greater attention paid to detail. In some instances such as for instance if a decision was made to model 'MERDDYN EMRYS', of Festiniog Railway fame, far more work could be involved. There could however be a saving in unit time in producing duplicate equipment, motion, tanks etc. In practice some builders do make locomotives in pairs and professionals make batches for just this reason.
SIZE
Although construction of a sizeable standard gauge model locomotive may make excessive demands on the capacity of one's workshop and equipment, narrow gauge locomotives are generally simpler in design and, at the same scale, work up smaller in model form. ( This fact can be used to advantage by the modeller 'moving-up' to a larger scale). The flavour of work and operations on a narrow gauge line can be replicated within a small workshop and in ones own backyard. Model engineering activities
' along narrow gauge lines' provide every opportunity for the incorporation into models of the very things that attract us to the prototype, to make and handle the artifacts that would otherwise, unless one works as a volunteer on a preserved line, be literally beyond reach. It should be remembered however that modelled on 5" Gauge quite a small locomotive such as PIXIE, at some 10 feet overall, will be more than 25" long in model form and of such dry weight that it is beyond one (normal) man's lifting ability! Quite apart from the weight of the model the physical size, 25" long x 11.5" wide by 20" high are dimensions to be reckoned with when it comes to handling in the workshop and between shop and track! These details will not daunt the enthusiast however and ways and means are discussed later in this book.
SCALE CONSIDERATIONS
There are many factors to be considered when deciding upon the scale in which to model the chosen prototype. Whilst often one reads a statement that ' such and such a scale was chosen because of the equipment available on which to machine the parts' there is a lot more to be taken into consideration! Even a model of a small locomotive like PIXIE requires space for storage, maneuvering from storage to the track and general handling for maintenance and overhaul. In the case of Pixie it became necessary to build the hoist detailed in chapter xxx to carry out these simple exercises in comfort!
One can comfortably carry out the machining operations for a 5" Gauge narrow gauge locomotive on a lathe in the Myford, ' maid of all work' series, or some similar equipment. In case of need, one can often obtain assistance with larger components from a local engineering works or by enrolling at a local Evening Institute. Many trojans work on 7 1/4" Gauge although here the parts, particularly the boiler assume relatively massive proportions. The enthusiast will tell you that these aspects are offset by the ride-in capability of their models and one can see their point of view. Access to a suitable track for running a 7 1/4" locomotive is however likely to be beyond the reach of many people, depending of course upon geographical location. On the other hand, 3 1/2" and 5" Gauge tracks are generally accessible, the local club probably offers both facilities and one will not require a pantechnicon to get the locomotive there. 3 1/2" gauge locomotives will fit easily into the family car as will some 5" gauge models, although larger locomotives on this gauge may require a purpose-made trailer.
Narrow gauge locos for 5" track can be loaded into an estate car, and at a pinch can be manhandled by two strong men. Models scaled to 5" gauge offer sturdiness of components capable of surviving such rigorous handling. There are numerous designs and details available. Over the years, blow by blow descriptions of the construction of such models have appeared in the model press. Narrow gauge on 3 1/2" track can be ideal for a garden railway but for ride-behind fun the larger gauge has more to offer. In the case of a model such as Pixie, 2 1/2" to the foot scale on 5" gauge provides a stable ride, with a locomotive that has heft, and parts that are definitely out of the 'watchmaking' class! At this scale too the locomotive is robust, the firehole door whilst small provides a reasonable target for firing on the move and the levers and valves are sufficiently large to convey the feeling of the real thing in use.
TRACK LOCATION
Of course the ideal track location must be around one's own garden. Few of us however, are fortunate enough to have sufficient space at our disposal, particularly for anything other than an out-and-back track. Having said that, the out-and-back track has its merits. It can be simple, relatively cheap to construct and lay, as well as providing a useful test facility. Whilst it would be grand to have a railway sweeping round the grounds, there is a lot to be said for 50' or so of portable track that can be laid down on the lawn or the terrace when required. Such a track avoids problems with landscaping and garden maintenance such as weeding and grass cutting. When the urge to steam a locomotive arises it is a simple matter to fetch the lengths of track from the shed or garage, lay them down, fasten a few fishplates, and be ready to run. One length of such track, carried into the workshop, will prove useful when setting valves and carrying out routine maintenance. Construction of a suitable track system is described and illustrated in a later Chapter.
The more fortunate may have space available which will permit a complete circuit, with perhaps a siding into a storage shed. This is not beyond the bounds of a medium sized backyard and one hears of 0-4-0 locomotives happily negotiating 6 foot radius curves although it has to be said that the larger the radius the better. Certainly a small engine shed could be made to look most attractive and its location on the running ground would avoid a lot of effort that otherwise has to be expended in handling between steamings.
HAULAGE AND HANDLING CONSIDERATIONS
Where there is sufficient space it is convenient to store the locomotive in the workshop. Failing this, perhaps a corner of the garden shed or garage can be set aside. It will prove helpful if the loco can be kept stored on a small trolley, Pixie's trolley is of Dexion angle, provided with a length of track and some stops to immobilise her in transit from the track to store and back. The trolley is described in Ch 17. Some splendid trolleys have been described in the model press from time to time. The modelmaker who intends to build up a locomotive stud, and take locomotives to club meets and similar events will do well to construct something similar to facilitate loading into the the car or van. One of the writer's acquaintances has a purpose-modified road trailer fitted with track on which two sizable locos can sit in transit, secured by bottle screws between strong points on the locomotives frames and the trailer body. Tool and coal storage is provided in the well of the trailer. The locomotives live on the trailer between meets and the trailer is ready for instant coupling to the family car, a good incentive to get out and about to meets and rallies.
As well as trolleys and trailers some ingenious hoists have been described in the model press, one hoist was designed to be coupled to the towing ball hitch on the back of a car for stability whilst lifting. The hoist used for handling Pixie, described later, is used to handle the locomotive in the workshop and at the garden track. It could be rendered more mobile by the insertion of splices in the leg frame to enable it to be transported by car. If this was done the original 'test load', two and a half bags of cement would be called into action once again to prove the mechanics. Hoisting a locomotive calls for a custom-built spreader bar to ensure that no damage is suffered in the course of a lift, and time spent getting the correct balance of the locomotive whilst suspended on such a spreader will ensure safety.
work will be involved in producing his chosen model as in producing one to run on standard gauge.
CHAPTER TWO
Establishing detail. Research. Manufacturers drawings. Commercially available designs. Value of the model press, exhibitions and club membership.
ESTABLISHING DETAIL
The amount of research required will depend upon whether the modeller chooses to produce an accurate scale model, or a near scale model. In the former case a massive amount of detail will be necessary, to the point of the sometimes derided ' rivet counting' exercise '. To embark on a scale model of a locomotive from 'scratch' is to commit oneself to many months and perhaps years of work. For the scale modeller every detail has significance, every modification to the original design has be faithfully reproduced and incorporated into the model. The problem here is that the components may prove to be too delicate to stand up to service on the track and there has to be a temptation towards some judicious beefing-up of parts. Fortunately if the choice is a narrow-gauge model on 5 inch gauge track the various components will work up to be quite substantial and durable in use.
The near scale modeller whilst perhaps taking a more relaxed approach to detail has nevertheless to convey the atmosphere of prototype through the parts that he does include. He is fortunate in having the opportunity to make parts a little more solidly than they would be in true scale and thus a little less vulnerable to damage on the track. As we have said before modelling is a very personal process. Whatever the degree of scale accuracy is decided upon, careful research is required.
The word ' Research ' sounds quite impressive. In fact it really describes a process that every enthusiast follows naturally in the course of enjoying his hobby, that of ferreting out detail on a topic which he finds interesting. The sources of information are many and varied, ranging from contact with individuals having personal knowledge of the topic, manufacturers, museum archives, libraries, railway sites, Model Engineering Societies and Preservation Societies. Once one's mind is set on a particular prototype there seems no end to the sources of information. The only problem is that in the back of one's mind there is always always the feeling that some source is being overlooked. The modeller may rest assured however, if there is some inaccuracy or anachronism, someone with expert knowledge will probably put him right at time of the models first public appearance!
MANUFACTURERS DRAWINGS AND PHOTOGRAPHS
We may be fortunate enough to have a sight of manufacturers drawings, if not directly, at second hand. Many of the books on narrow-gauge railways shew illustrations of these drawings which can be worked-up for use as detail in constructing a model. Photographs of locomotives in the outshopped state are an institution. No manufacturer ' worthy of his salt' would have outshopped a locomotive and sent it away to his customer without having it photographed in its pristine state. These photographs are worth their weight in gold to the enthusiastic model engineer who can enlarge detail and glean useful information for model making purposes. Failing works drawings or manufacturers photographs, the authors of many of the series of construction articles published in the model press base their work and the drawings accompanying the text on detail taken from manufacturers drawings.
Some books such as those on narrow-gauge lines noted in the bibliography include, as appendices, quite detailed drawings of the locomotives and stock of the lines they describe. When supplemented by detail derived from the photographic illustrations, these small scale drawings can provide sufficient detail for the model engineer wishing to produce a near scale model. Typical of these, and on the face of things an unlikely source book i s ' Narrow Gauge Railway Modelling ' by D A Boreham. Intended for workers in 7mm scale this book includes nicely produced general assembly drawings of such locomotives as Locomotives 1 & 2 of the Festiniog Railway and 'Mary' by W. G. Bagnall as worked by Cliffe Hill Granite Company. The book ' The Lynton and Barnstable Railway 1895-1935' by L.T. Catchpole includes works line drawings of the three Manning and Wardle locomotives and the Baldwin which reveal essential detail for the modelmaker.
Over the years some excellent, and generally quite accurate, outline drawings have been published in the model railway press devoted to 4mm and similar scale modelling. These drawings provide a basis for an excellent model when used in conjunction with standard details of parts gleaned from the pages of MODEL ENGINEERING and ENGINEERING IN MINIATURE and such standard works as LBSCs ' Shop Shed and Road ' and Martin Evans ' Manual of Model Steam Locomotive Construction '. Whilst in the main these books cater for the modeller working on standard gauge, mechanical principles do not vary from those of the narrower gauge. As discussed earlier much of narrow-gauge mechanical engineering is of a simpler design than that of the big stuff but there is no reason why, within the ' innards ' of a narrow gauge locomotive, one should not employ more advanced methods.
RESEARCH
A visit to the local library will reveal a wealth of publications touching upon the subject of narrow-gauge railway operations, locomotives and rolling stock. A brief perusal of the advertisements in the model press will serve to remind us of the considerable number of books available for purchase. A search of the stock on the bookstall at the next model railway exhibition will yield a surprising amount of information which is specific to narrow gauge. In the run-up to commencing a model, it is worthwhile copying or noting for reference material likely to be useful when the work begins.
Often one encounters photographs showing useful detail in the most unlikely places. Newspapers, magazines, guide books and holiday advertisements have all yielded useful data in their time. The writer with his interest in sketching and drawing decided to measure from the prototype, meanwhile enjoying the visits to the line and contact with the volunteers working on the stock there. This may not be a feasible approach for many and other means of establishing detail become imperative. Brochures, postcards, and some posters for the Leighton Buzzard Narrow Gauge Railway provided photographs, which were of immense value in confirming detail achieved from survey. The modeller will do well to seek out similar details of his projected prototype.
Researching a model can be tremendous fun. Recent research took the writer to an industrial museum in the Midlands to meet a voluntary archivist. Working in the bowels of the museum this gentleman, a volunteer with years of experience within the engineering industry, specific to locomotive design and construction behind him, spends his time cataloguing works drawings saved from destruction at the time of the demise of an internationally known manufacturer. He has become known to many enthusiasts and is constantly called upon to supply information on requests from correspondents all over the the world. In fact, so busy are he and a colleague, that they cannot publicise their facilities in case excess demand should bring their activities to a halt! Perhaps in the course of research the reader will be fortunate enough to meet similar kind folk.
COMMERCIAL DESIGNS
During the past 20 years there have been many series of articles on the construction of narrow-gauge locomotives, notable are those on the construction of CONWAY, a freelance narrow-gauge 0-4-0 Saddle Tank locomotive for 3 1/2 inch gauge by Martin Evans, in MODEL ENGINEER of 1980. Other practical designs are the freelance model ' SWEET PEA ' mentioned earlier in this book and described in a series of articles in ENGINEERING IN MINIATURE. Whilst such designs are initially prepared for the benefit of the readers of the journal, commercial concerns soon set themselves up to provide the necessary materials and particularly castings for featured locomotives. In this way the modeller gains the advantage of an economic supply of raw materials and is, should he so wish, relieved of the work of producing his own patterns
The model engineer should not overlook designs for which part, or fully machined, sets of parts are available, particularly as these models have been built in large numbers and have proved themselves as runners on tracks throughout the world. Kits of ready machined parts such as those available from Messrs MAXITRACK have served to introduce many modellers to the delights of model engineering. Once having assembled a model from a set of parts, production and assembly of ones own parts seems just a small step to take.
THE MODEL PRESS, PUBLICATIONS, EXHIBITIONS AND CLUB MEMBERSHIP
As will be evidenced by the frequent references in this book, the writer is an avid reader of a number of model engineering publications. These range from MODEL ENGINEER and ENGINEERING IN MINIATURE to the excellent series of publications by such firms as ARGUS BOOKS and THE OAKWOOD PRESS. Magazines devoted to specialised topics such as small scale railway modelling have information to offer. It is well worth taking time to note articles which contain detail which can prove useful at some later date, a note of the magazine or source made in the diary or logbook can save hours of searching later.
Most of the existing narrow gauge railways have a bookshop at the main depot as do industrial museums up and down the country. Stocks within these shops often contain valuable information for the would-be modeller, most for example have some write-up of the history of the line and its equipment, or in the case of museums a description of a specific locomotive exhibit, containing valuable illustrations. Picture postcards and posters are another source of information and with care can be used to supplement surveys and drawings.
National and Local Exhibitions provide an opportunity for contact with trade suppliers, and other enthusiasts who can provide leads on sources of information. The models exhibited often reveal useful detail, and contact with the producer can assist in extending ones knowledge of methods and techniques. There is often a stand where known experts give demonstrations and provide advice on problems. Bookstalls at exhibitions can provide a useful source of information, on occasions it has been possible to pick up a years back numbers of journals for quite reasonable sums, reasonable when one considers the wealth of information contained therein.
Club membership has a great deal to offer, particularly where the newcomer to model engineering is concerned. There is never any shortage of know-how or advice. Frequently one or other of the members is specialist in or has specific knowledge of a particular railway, having perhaps worked on the line or more recently done voluntary work in preservation. Club membership may well present other advantages such as access to machines and services and sometimes discounted prices on materials from a local supplier. Local club programmes often include talks and demonstrations by visiting speakers, specialist in some branch of model making such as boilermaking, painting and so on, these events are particularly beneficial to the beginner.
CHAPTER THREE
Going it alone. Surveying a prototype. Equipment. A system of working. Ongoing visits. The database. Use of photographs, transparencies and prints. A program for converting dimensions.
GOING IT ALONE
As we have seen there are many drawings available for narrow gauge locomotives, quite a number of kits of castings and indeed, even sets of parts for home assembly. It is however quite likely that the modeller has a particular prototype in mind, one that has fired his imagination, one that brings back fond memories from the past, or perhaps a locomotive to which access can be gained. \par \par Where the prototype is one of the many that have passed on to the ' great engine shed in the sky' then some research will be required. Indeed, research of some order will be required whatever the reason behind the choice of a specific prototype. We are fortunate that the history of steam and steam railways in particular has been so t horoughly recorded by many devoted writers over the years, these constitute major works and will prompt further reading as a particular topic is followed up.
SURVEYING A PROTOTYPE
The cover of MODEL ENGINEER Vol 158 No 3795 Feb 1987 illustrates 'Rishra' and 'Challoner' of the Leighton Buzzard Narrow Gauge Railway. The remarks of the Editor of MODEL ENGINEER, Ted Jolliffe who took the cover photograph are apposite. He write,' This shot was taken on one of the best days of last Summer at Pages Park Station, home of the Leighton Buzzard Narrow Gauge Railway. ' Rishra ' and ' Challoner ' pose together after double heading a Special Train, a charming sight and one which could well cause many modellers to dash to the railway armed with camera, ruler and sketch pad' ........ We know the feeling! If one is fortunate enough to have access to the chosen prototype there are a number of things to consider in achieving sufficient detail for the construction of a convincing model. The locomotive may be sited on a preserved line, in a museum or may even be standing in derelict condition in a scrap yard.
The important thing is to secure access. The first step will be an approach to the controller of a preserved line, the curator of a museum or the proprietor of a scrap yard. Permission to survey the prototype is generally given although there may be some stipulations regarding access times and so on. The thing uppermost in the minds of those in authority will be that of safety, both that of the visit or and those who work the line or run the museum. This is understandable in these days when responsibility and the rights of the individual are assuming such importance in life. It is essential that any visitor makes his presence known to those in charge in order that this safety can be preserved in the case of engine, stock or plant movements. In the case of a locomotive preserved in a museum, one may be fortunate enough to find that drawings already exist, more than likely the curator or some enthusias will have done some research already and will be prepared provide valuable information. In the case of a preserved locomotive it is likely that the line is in possession of at least some drawings from which copies or at least major dimensions may be taken In the case of PIXIE it was decided to make a complete survey, starting from scratch as described in this chapter.
Where drawings or key dimensions are available, a lot of what is described can be omitted but in the interests of achieving a model of character it is advisable that, where possible, a visit or visits are made to the prototype for the purpose of achieving accuracy, and observing details that have either resulted from rebuilding or preservation work. Some detail changes are brought about simply by repair of wear and tear, or changes in the demands made upon the loco in service. Also for example, some small details such as the loops of tow that are used to lubricate the valve rods on PIXIE and the diesel couplers that were mounted for some years. Other details such as the changes to the rear weather plate and the replacement of the riveted tank by one of welded construction with imitation rivets have been incorporated in the model to good advantage. We did not, however, incorporate the diff erences between wheels that have resulted from refurbishment over the years!
At an early stage it becomes necessary to decide on a ' base date' for the model. In the case of Pixie this was set as the date on which we first saw the locomotive. As well as the base date, the state in which the model is to be presented has to be determined. It takes a strong character to produce a model locomotive in pristine condition and then render it into a weathered condition! Mostly, we like to see our models in an ou t shopped state and not exhibiting the ravages of service. I decided to model Pixie as though she had just undergone a face-lift in the paint department but incorporating all the detail that I saw that magic day when I first saw her glide into Pages Park Station on the Leighton Buzzard Narrow Gauge Railway. Having decided on the prototype it is time to start on the survey. I was fortunate to have the Leighton Buzzard Narrow Gauge Railway ' on the doorstep '.
I had visited this line on a number of occasions and been struck by the friendly manner of all the volunteers who work the line. Not for nothing has the railway won its name as ' The friendly little line'. I gathered all the information I could from their publicity leaflets, and obtained some attractive posters, one of which showed my chosen prototype PIXIE the Kerr Stuart ' Wrenn ' Class saddle tank locomotive, built in 1922. The poster still adorns one wall in the workshop. This illustration and the memory of our first encounter acted as a spur to my efforts over the years.At the Railway I soon established that the volunteers, among them the taxman, the accountant, the telecom engineer and a number of other interesting characters, were all pleased to help in any way they could.
Access to t he workshop was given by the Controller. Drivers, firemen and other functionaries took the greatest of pleasure in responding to my sometimes naive questions. I was able to time my visits to coincide with occasions when the locomotive was shedded for norm al maintenance and repair, and one notable occasion when the boiler was to be subjected to inspection and test by the Insurance Inspector. Take time to develop a good relationship with the staff of your selected prototypes' line then you are sure to be accorded the same privileges. Of course you may be fortunate enough to obtain copies of the works drawings from the manufacturer, or you may have gleaned sufficient information to build your model from your research.
In the first case you will only have to scale down the detail, in the second you will need to prepare sufficient detail for construction planning and parts manufacture. In the case of Pixie sketches were produced from site measurements, not finished drawings but simple line drawings to be wo rked from at the various stages of construction. Examples of these sketches can be seen in the accompanying illustrations. Plan the survey work. You can only make so many measurements in each session! Sometimes you will need a friend to hold the tape or direct the torch. You can't always bother the locals who are busy with their maintenance and restoration tasks. It is helpful to pre-prepare sketches from photographs so that you can enter the dimensions as you measure, failing this produ c e sketches on the spot. Bold outline sketches are best, it is difficult to sketch, measure and insert dimensions all at the same time. It is also difficult to convey to another person just what dimensions you are calling-off, so wherever possible enter th e numbers yourself. On return to base, and as working sketches are prepared, make notes of any dimensions that are missing, these will be the first measurements to be taken on the next site visit. Do not be dismayed if on the first visit ( or two ) you mis s some details, you will find with practice that you become more observant, and more inquisitive.
EQUIPMENT FOR THE SURVEY
Each individual will have differing ideas on the gear required for the preparation of measured details from a prototype. The equipment used by the author, whilst varying from visit to visit, included the following items;- Clipboard, pencil (s) and paper, eraser, pencil sharpener or knife, measuring tape, steel rule, \tab \tab torch and a set square, ( on most occasions the edges of the clipboard sufficed) Camera and flash equipment, preferably a single lens reflex model although todays compact cameras and digital cameras, with their built-in flash and zoom facilities provide excellent photographs. Dare we \ mention spare film! Most of these ite ms can be carried in a knapsack or some similar bag, nothing too special should be used as it is likely to accumulate its share of steam oil or grease! Mention of oil and grease brings to mind the need for a supply of ' Swarfega ' or some similar de-grea sant, a bottle of water and an old towel. Not all loco sheds have supplies of such basic needs!
A SYSTEM OF WORKING
It is always advisable to phone the site prior to a visit, both to confirm that you may have access to the locomotive and to establis h where it is to be found on the day, also what state it will be in. It is also useful to know how to dress for the visit, some days are 'clean' days and some decidedly dirty! Now for taking the actual measurements. It is best to start by making simple sketches of the key items to be measured in the course of a visit, say a front beam, back plate or frame member. It makes good sense to keep groups of details on separate sheets, even at the risk of duplicating some detail. This will make reference to det ail of particular parts of the locomotives easier in the workshop when a specific sheet of details can be isolated for reference. This also facilitates filing of the results of the survey, speeding the process of identifying dimensions. Try to make each sketch to the same proportions as the member to be measured, later this will be facilitated by the use of photographs in producing sketches on which the dimensions can be set out.
It is advisable to take running dimensions from a datum point thus avoiding i naccuracies due to the build up of small differences in measurement. In the absence of a helping hand, running dimensions can be taken single-handed by clamping one end of the tape to the feature forming the datum, and reading the tape at each point of interest ( remembering to pull the tape taut as each reading is taken, and ensuring that it is not snagged on some projection! ) Where taking details of groups of items such as bolts or rivets these should be sketched and measured, and the running dimensio n taken to a key point in the group. The individual rivet heads or bolts positions can then be related to this key point, and set out accordingly when interpreting the sketches back at base. At this stage with the tape in position, a photograph will rein force the dimensions being noted.
When the time comes to translate the detail the photo will serve as a reminder of odd little points which whilst clear on site fade in the mind between whiles. Things that are easily overlooked are material thicknesses, bo l t, nut and washer sizes. Whilst measuring the plane surfaces it is also necessary to note such detail as plate thicknesses, pipe diameters, bolt and rivet head sizes and shapes. Where there are details such as cranked plates and coupling rods, dimensions of offsets have to be noted. In the case of curves assistance may be required to establish the centre from which the curved line is set-out, failing this the rise on a chord can be measured and the radius calculated accordingly using the following formula .
Formula for calculating radius when the rise on a chord can be measures:-
C + 4H \par R = 8H Where R = Radius; C= Chord length; H = Rise on chord
Sets in plate, or changes in plane, and similar detail which are critical to the overall appearance and ' atmosphere ' of the finished model should be noted and ' scrap ' sketches made for future reference. These scrap or local details are most useful in interpreting the overall picture presented b y the dimensioned sketches. Brief notes help too, a note regarding colour, texture or material of some feature will save valuable time at a later date.
ONGOING VISITS
After the first visit it may be possible to mark up dimensions onto sketches ta ken from photographs or from slides, the former by tracing from a large print of a subject set upon a light box, alternatively on a sheet of glass or perspex placed over some suitable form of illumination such as a table lamp. Transparencies can be projec t ed at a suitable size onto a piece of paper taped to the workshop wall and tracings made for use on the next visit to site. Judicious scaling of the projected picture will ensure that sufficient space is available for the insertion of dimensions at site.
At the commencement of a follow-up visit it is essential that outstanding queries are cleared up. This may necessitate further measurement or some discussion with a local, be he a curator, or a volunteer in the case of preserved locomotives. A point of caution here, enthusiasts can be very helpful but.....their memories are tinctured by their personal interests and any two taken together may come up with different opinions regarding when such and such a detail was modified or a particular feature added. In the course of conversations it is worth while listening for local ' intelligence ' such as a forthcoming ' shopping ' of the prototype or perhaps a boiler inspection. Visits timed to coincide with such events, with permission, will provide opportunitie s for examining the inner workings of the locomotive, the valve chests and boiler tube arrangements, blower ring and so on which would otherwise prove difficult when the loco is in service. When working on the survey it is advisable to visualise how the model parts will be constructed, whether they will be machined from castings or fabricated. Whilst this does not affect the dimensions needed it does assist when the fabrication commences in the workshop.
THE 'DATABASE'
Information achieved at site will form the basis for some months and in some cases, some years of effort in the workshop so that on return to base it becomes necessary to store the details from survey in such a manner that they can be recovered at will. All rough sketches made a t site should be retained, possibly in a box file. Photographs and file cards can be stored in boxes and slides filed in the containers in which they are returned from processing. It is advisable, in order to save time later, to segregate details under var i ous headings such as ' Backhead', ' Smokebox' etc. Ideally, general assembly photographs will serve to tie the various items together and indicate the relationships of the individual subsections. During the course of constructing the model of PIXIE more t han 180 photographs were taken in the form of transparencies and some 100 pages of notes and sketches were assembled. These are still retained today and act as a reminder when some adjustment or modification becomes necessary. Between visits and when not engaged in making parts in the workshop, some redrawing of details can assist in clarifying detail. It is advisable always to retain original sketches although they may have been superceded by a more recent, perhaps tidier sketch. There is often a need to r eturn to the original to recap on some note or sketch made at the site. In this context it is advisable to make notes of details that present themselves during the survey, Where locknuts are used, the position of a cotter pin and so on, later in the works hop one does not want to attempt feats of memory to establish what one saw months or years before.
TRANSPARENCIES' PRINTS AND DIGITAL IMAGES
Where the person casrrying out the survey prefers, as some do, to work with camera and film choosing whether to use transparencies or prints is a matter for the individual. Prints can be used without a light box or projector and are always to hand. Prints showing specific detail can be clipped to the survey drawings and are always ready for reference in the workshop, indeed it will be found helpful to pin up a series of prints in the works h op. These will provide instant reference, and a degree of motivation! Whilst transparencies may be difficult to view without using equipment of some sort, they have the advantage that the subject matter can be projected and thus enlarged. The workshop wall provides an excellent screen. Detail from transparencies can also be simply traced onto paper held over the picture, projected on the wall. In the workshop a piece of perspex clipped to a lighting fitting with transparencies also clipped into place will allow ready reference to be made. In this case a magnifying glass will probably be required to identify detail. Compromise, a few of each of transparencies and prints will probably best serve to provide the necessary ongoing information.With the luxury of a computer in the workshop, and even an old outdated machine will suffice, digital images from the camera can be blown up on the screen. The comuters facility for calculations and the substantial amount of storage available may make this the preferred method of choice.
CONVERTING DIMENSIONS
However good one's ability at ' sums ' , as we used to call them at school, the need will arise for a means of converting the dimensions from the survey into sizes for the model parts. In the workshop the largest calculator ( sizewise ) will be of benefit. Large keys make the work of inputting data easier when hands are dirty, and a plastic bag slipped over the calculator will prevent the keyboard accumulating a layer of grease and metal filings. Filings and swarf are not exactly the best things to mix with an electronic device! Once the conversion factor, ( the chosen scale divided by 12, when working in Imperial measure, or 1 000 multiplied by the chosen scale in the case of metric dimensions ) is entered into memory then all that is required is a couple of keystrokes in entering the full-size dimension and converting it by dividing or multiplying as appropriate using the memory recall key. In the case of Pixie to 5"gauge the conversion factor is 0.2084 ( i.e. 2 .5" / 12" ) and a dimension from survey of 18 inches would, when multiplied by this conversion factor, yield the scaled dimension of 3.75 inches.
Were the scale to be the metric scale of 1:10 then the conversion factor would be 100 and all surveyed dimensions wo uld be divided by 100, i.e. 1.100 metres divided by 100 would give a scaled down dimension of 110 millimetres. For reference purposes photographs are an essential tool whether prints or camera images. They will supplement site sketches and drawing. Enlargments displayed on the workshop wall may provide motivation! With a computer in the workshop, and virtually any redundant machine will suffice, Images can be stored and viewed at will. It is possible to buy such computers cheaply via adverts in the compu ter press and the small investment will be useful for storage of conversion programs, thread dimensions and many other refernence items which are required day by day in the workshop.
CHAPTER FOUR
Workshop, tools and equipment. Practical aspects of heating, lighting and ventilation. Workshop practice for the model engineer. The logbook.
WORKSHOP, TOOLS AND EQUIPMENT
This chapter ought really to be entitled ' Tools, equipment and workshop' because, w hilst many books on the topic set out initially to describe in some detail the workshop facilities required, in practice the first requirement is some tools. The next requirement is some mechanical equipment and eventually a workshop, or rather a workplace! Of course it is ideal if one has a dedicated space in which to work, a place where everything can remain undisturbed between sessions, but it is a lucky man indeed who can start with such a space available. A great deal of work has been done in what wer e on the face of things, quite unlikely situations, in a first floor flat, in a roof space, onboard ship and countless other such awkward or uncomfortable places.
At one time the writer made models on a fold-down bench sited, of all places, in the toilet ! Then followed a move to the loft via. the kitchen table and eventually, some years later it became possible to build an extension to the house and set up a formal workshop. A great deal of useful work can be done simply by using hand tools, small parts being turned in an electric drill. Occasional access to a lathe and drill press, made possible perhaps by enrollment in an evening class or by ' chatting- up ' the maintenance engineer at one's place of work can bring the opportunity to progress further i n the hobby. Several of the stationary engines which provided the basis of the author's model engineering experience were fabricated piece-part fashion using such facilities..... ........Maintenance engineers often turn out to be steam enthusiasts at heart!
The pleasure to be obtained from our hobby can be realised in a number of ways. One of these revolves around pride in possessing the necessary tools for the job, sometimes obtained as a result of some sacrifice such as giving up smoking, or forgoing s ome other pleasure. There is also the satisfaction to be taken from achieving something which would normally be considered beyond the scope of the simple equipment which we may have acquired. Whilst other delights of model engineering have been touched up on earlier in the book, the challenge of achieving, what once may have seemed to be if not impossible, extremely difficult, using available equipment and facilities still features heavily in the enjoyment stakes!
TOOLS
Tools are a joy, however acquired either purchased in pristine condition from a first class tool shop or from other sources such as garage or car-boot sales, possibly in need of renovation. The tools that give the greatest pleasure are often those passed on to us from relatives or friends. Tools may have been handed down from departed relatives and considerable pleasure can be obtained as using them prompts remembrance.. Use on the current project prompts thoughts of the original owner, such as the old tool maker who on his retirement made us a present of his micrometer and other measuring tackle. As experience grows the modeller will probably design and make some special tools, these are particularly precious in meeting an identified need and are special to the maker. It is important to buy the best tools that can be afforded, they will if properly maintained probably outlive us and be passed on to sons (and daughters).
Where possible, a workshop set of tools should be maintained as distinct from the general kit used in the garage and on DIY work about the house and garden. When a loan is requested, lend from the general kit! Tools are often acquired as the need arises although most of us will have to admit to making purchases on an impulse, particularly at the magical MODEL ENGINEER EXHIBITION where there is the opportunity of making some fantastic purchases. It makes sense to go to the exhibition with a shopping list of items necessary to bring tool stocks up to standard, it offers a grand opportunity for replacing broken small items such as taps and drills. It is very difficult to withstand the urge to snap up bargains and indeed often return with such \par ' bargains ', perhaps wondering what prompted the purchase yet secure in the knowledge that they will come in useful one day !
MEASURING TACKLE AND INSTRUMENTS
Apart from the aforementioned micrometer the following equipment, listed in order of aquisition, meets all the requirements of model making on models up to 5" gauge:- Good quality steel rules in 300 and 150 mm lengths, squares of various sizes, inside and outside calipers, oddleg caliper, 0-150mm vernier caliper gauge, height gauge, mm dial gauge, surface plate ( mine is 250 x 200mm obtained second hand ), magnetic stand for dial gauge also various scribers. Although the sizes are quoted in millimetres the workshop still boasts a set of Imperial equipment and much of the work is carried out in ' dear old ' feet and inches. Later additions to the outfit inc lude some inside micrometers, obtained secondhand, a centre finder, a wiggler set for edge and centre-finding, pair of vee blocks and a huge, ex-WD, caliper, purchased for a song in an open market. A dial caliper gauge ( the pride of my life, bought as a bargain at the MODEL ENGINEER EXHIBITION ) is in constant use.
As model engineers rather than engineers, much of our work involves working to fits rather than critical dimensions. The dial caliper provides a speedy yet sufficiently accurate means of comparing sizes whether internal, external or depth. The current generation of digital gauges are of course even more dynamic to use and will prove to be worth the ' arm and a leg ' they may cost. The great advantage is that these instruments can be zeroed at an y dimension and thus directly indicate differences between measurements. A recent aquisition, a magnetic-based holder for a dial gauge, has proved extremely useful. It is used the course of turning, milling and drilling to measure tool feeds. With the base set onto the machine bed and the magnet actuated, a dial gauge can be set to bear against a table or slide such that the travel or depth of feed can be directly read from the gauge as work proceeds. It is far easier in some cases to read the gauge thus set-up, than it is to read the micrometer dial on the machine.
HAND TOOLS
The number and type of tools that one uses is a very personal thing, excellent models are built by some modellers equipped with what could be regarded as the absolute minimum of tools. It is preferable as far as possible to have the correct tool for the job, sometimes to the extent of 'overkill'! Again in the order of aquisition the following tools have permitted the production of a series of models up to 5" gauge:- An assortment of saws including 'senior' and 'junior' hacksaws and a coping saw. Hammers, ball pein, claw and pin, also a builders lump hammer for persuasion of heavy sections! An assortment of files and some rasps. A short set of ( expensive ) jewelers files have proved invaluable Pliers of assorted shape also a pair of steelfixers ' nips ' and two sizes of tin snips, one having curved blades. Chisels, punches of various sizes and an ' automatic ' centre punch. A wheel brace and an electric drill, later supplemented by the aquisition of a high speed mini-drill and variable speed control.
A variety of clamps include ' Mole ' overlever clamps, 'G' clamps and a range of tool makers clamps. A hot-glue gun has proved useful, particularly for locating small or thin parts during machining operations! Screwdrivers include the good old ' engineers pattern\tab driver, electrical and watchmakers screwdrivers. Several adjustable spanners are used for rough work but for actual work on models only good quality open ended, or socket spanners are used. Messrs Proop's ' Doofers ' come in useful at many stages. Drill bitts have been purchased over the years to the stage where number sizes are supported as are Imperial and letter sizes to about 1 / 2" diameter maximum. Taps and dies have been purchased as the need has arisen and most sizes from 9 BA to 1 / 2" are held, together with the necessary stocks and tapholders.
TOOL STORAGE
Tools are stored on boards, either wall mounted or, in the case of small tools, fixed as riser boards on the back edge of the benches. The location of tools on these boards is determined by the place in which they are most often used, chuck keys adjacent to the drills, tommy bars adjacent to the mill, small tools adjacent to the clean bench and so on. Tools which see only occasional use are stored in file trays picked up cheaply in a car boot sale. Portable power tools and lathe accessories are sited in cabinets, again wall-mounted, with glass doors to ward off the ever present workshop dust.
BENCHES
Bench height is a very personal thing, the vices must be at the right height for filing and sawing operations, in the writers case 32 inches from floor level, yet for very fine work it is ofte n necessary to have them higher as does a watchmaker. This is achieved by having a supplementary worktop which rest on the standard bench and can be secured when necessary by clamps, or mounted in the vices. Within the workshop it seems that one can never have enough benches or worktops. Just as it is sometimes said that ' work expands to fill time ', so things multiply to fill workspace ! Nearly 2 / 3 rds of the perimeter of the workshop is allocated to worktops or benches. Some discipline has to be maintained here, one bench is the ' dirty bench ', one the ' clean bench ' and the other the light, mobile bench. The first two speak for themselves, although there is a need for strong discipline to keep the clean bench, used for electronics and fine work, really clean ! The dirty bench is for the heavy work of preparing metal for machining.
The mobile bench is a recent production, made from DEXION angle, it is set to match the height of the fixed benchwork and can be used in its own right for light fabrication work, or appended to the fixed benches to accomodate overlong pieces of work. The castors are of the heavy industrial type and are set so that the uprights of the assembly just clear the floor. When any particularly heavy task is to be undertaken it is a matter only of a few seconds work to insert thin wedges to take the strain off the castors. The bench is used for final assembly of clean items and can be sited according to the work in hand, against the lathe as a repository for tools between uses or adjacent to the benches as required. It is useful to have space to 'park' small tools in the course of work, to hand yet not cluttering the available worktop. A particular advantage to be gained from a mobile bench is that, sited in the right place in the workshop, it provides a base on which a length of portable track can be mounted for service work, adjustments to the loco and so on. A short length of 3/4 inch plywood is used to bridge between the fixed and mobile benches and access is available all round the 'island' so formed.
VICES
Vices are mounted on secondary pieces of benchtop which allow their location to be changed to suit the work in hand. The heavy ply bases for the vices were drilled to template, as were the benchtops and it is a matter of a few minutes work to change things around as required whether for heavy or light work, working in wood, metal or plastics. As well as the normal duties of holding metal for sawing, filing etc. the two metalworking vices mounted in tandem are for folding and bending plate materials. There is a woodworking vice, this swivels and has the useful facility of reversible jaws which permit gripping material up to 7 inches wide. Cramps include toolmakers, mole, screwclamps as used in woodworking and some excellent clamps which whilst intended to be used as screw clamps can if supplemented by a 3/4" stock bar be used in clamping lengths limited only by the available bar. 'Grippery' is competed by a small parts, universal vice built to a design published in MODEL ENGINEER, this is invaluable for small part assembly and the investment of the 2 or 3 hours expended in its construction has been repaid many times over.
MACHINE TOOLS The King of the workshop ion my case is without doubt the Myford 7 series lathe. We graduated to this from a Unimat via a very ancient but extremely trusty Zyto lathe, purchased second-hand which was used in building a series of Stuart Turner stationary engines. The Myford is equipped with 3 and 4 jaw chucks, faceplate, and a swiveling vertical table. Drill chucks to 1 / 2" and a home- built die holder for the tailstock complete the lathe equipment proper although a number of accessories have been built including boring and knurling tools, wobblers, height gauges and so on from descript ions in MODEL ENGINEER over the years.
The first exercise with the Myford was the construction of a sensitive drill to a design from Messrs Reeves catalogue. The necessary castings and raw metal were purchased from Reeves and provided excellent practice i n turning, boring and so on. The parts worked-up into an extremely accurate piece of workshop equipment which allows the use of the smallest number drills without breakages. With small number drills it is important that one gets the 'feel' of the drill as it cuts metal, particularly at the critical time just before and at break through, the Reeves drill provides just that feel. One addition ,in the interests of safety was the inclusion of a perspex, ' wrap-around ' guard for the belt drive which otherwise is running just inches from the users face in course of work. r A shaper was used for a short period of time but was found to be a brutal and noisy piece of equipment which was eventually sold to raise cash and make way for a vertical milling machine, aquisition of which is described elsewhere in the text.
A throwback from the days of wooden models is a a small bandsaw. this is invaluable for producing templates and for cutting the odd bit of packing timber. It is not use d for metal cutting which is carried out mainly using a hacksaw and brute force. A 'nibbler' has proved useful in cutting thin sheet for cleading and similar purposes. r The equipment is completed, for the present by a drill press of doubtful parentage yet which, after some fettling, meets the needs for a machine capable of handling drilling up to 1 / 2 inch diameter with an acceptable degree of truth.
THE WORKSHOP BUILDING
Given the opportunity to hav e a dedicated building for the workshop there are so many possibilities that a description would fill another volume. We have been fortunate enough to be able to build an extension to the house, brick built, properly heated, insulated and lighted, with po wer and water available. The workshop which was described in MODEL ENGINEER Vol 163 No.3853 really is a ' quart in a pint pot as the Editor described it at that time ' The best advice stemming from experience must be that one should think of a size, and d ouble it! As with all building work, the finished result always seems smaller than the drawings indicated, and anyway extra space can always be put to good use until filled with that new machine or additional storage shelves.
A well insulated timber building can be used as a workshop, as can the space at the back of the garage, and most of us know model engineers who produce excellent work in such places. A covered access from the house is desirable as in the depths of winter it takes some strength of c haracter to leave the warmth of the house and brave the elements to get to the workshop! In the case of the timber building it is essential to insulate the walls AND THE ROOF. The latter often being overlooked can be responsible for massive heat loss and consequent condensation. The walls should be lined with something smooth to permit ease of cleansing and ideally the floor should have heavy lino or tiles to permit sweeping, thus simplifying the location of those small parts which insist on gravitating t o the floor, ( and under the nearest machine or bench ! )
Double glazing, or at the least, secondary glazing of any structure is a further weapon in the fight against condensation as well as retaining such heat as can be introduced by some ' dry ' form of heating. A centrally heated workplace is of course a luxury. Low wattage tubular heaters have a lot to offer in the smaller or the isolated workshop. A time switch can be a benefit as the heating cycle can then be optimised to suit workshop ' hours ' whilst maintaining the gentle heat required to preserve tools and equipment.
SERVICES
Plenty of power points at bench height are a must. Provided that substantial cable is used these can be supplemented by extension leads with multiple outlets ( switched and fused ). We have a preference for general fluorescent lighting, local intensity of light being provided by anglepoise or similar fittings. Whilst low voltage lighting is ideal, normal mains voltage equipment has been used for many years without problem or accident, of course these lamps whether free standing, wall mounted or mobile are properly earthed and never mounted on the machines. The use of a circuit breaker is essential where portable power tools are used.
On the topic of electricity, one of the most useful pieces of equipment that I possess is a rather ancient meter, this measures current, resistance and other detail to complicated for my ' ken ' but proves invaluable in checking lamps, earthing of equipment and the like. Access to a sink, a djacent to the workshop yet not in it, is a great asset, providing for the cooling of metal, scrubbing down prior to soldering and so on. A sink which has become too disreputable for normal domestic use is ideal, and an old sink is usually accompanied by some old taps, so that the installation can be carried out by the model engineer with access to appropriate pipes economically and in no time at all !
VENTILATION
Many hours are spent in the workshop environment and thought must be given to good venti lation. As some of the operations, such as those of machining cast iron and gunmetal generate a very fine dust we must look after our lungs. A good quality mask will do much to save the respiratory system from attack but the quality of the mask and the su itability of the cartridge to the work in hand is all-important. The writers workshop is ventilated using a very large, Vent-axia fan bought in a car-boot sale, this is mounted in a box INSIDE one of the the fanlights in such a way that the fanlight can be opened and closed in the normal fashion for general ventilation purposes. When a forced draught is required the fanlight is set wide, the fan switched on, and a hinged perspex inner pane is buttoned down to blank-off the fanlight opening beside the fan housing. The fan now produces anything between a mild breeze and a howling gale. Air circulation is also assisted by two smaller fans, as used in cooling computers, set over the lathe and the milling machine. These fans which are attached by clamps can b e moved easily, and as they are brushless can also be used to flush away the fumes from any small painting operations carried out in the shop. THE LOGBOOK
As a keen diarist some entry is made in the diary each day. At the same time the hours spent in the workshop are noted, also the activities. This odd quarter-hour or so, each evening is spent noting down details of the way in which things have been assembled, screw and fixing sizes and other details that will prove useful, both when the time comes to take the model down and re-assemble it, and when remaking parts. The information should also prove useful to anyone who may own the models in the future. As well as details of finished work, part of the entries will be sketches of the next component to be fabricated together with a planned sequence of machining operations ( Often in the ' heat of the moment t' in the workshop the sequence may be changed but brief notes ensure an awareness of critical dimensions and intended secondary set-ups ) it is helpful to note down any items which need to be checked when next visiting the prototype. It is said that sketch is worth a thousand words, many times now notes have disclosed a detail that had slipped the memory......... after all some models take many years to build and a lot of detail becomes buried as work proceeds. As an example, recently, due to some corrosion around the regulator gland it was decided that the mild steel studs and nuts be replaced by new ones from stainless steel. A few moments spent with the logbook confirmed that 5BA studs and nuts had been used, and not 1 / 8 inch M.E. as they appeared on first inspection. So, as the result of a few jottings some years ago, as well as valuable time being saved the likelihood of a damaged regulator body was avoided.
Other notes made include references to articles in MODEL ENGINEER and ENGINEERING IN MINIATURE for future use when a particular operation is to be tackled. Some notes are reminders, which form a shopping list and ensure that a component can't be produced for lack of the raw material or a particular tool, say a drill, tap or other such item easily forgotten when at the shop. On completion of a model, with reference to the logbook, it i s worthwhile to prepare a set of cards, 150 x 100 index cards are ideal for the purpose. These show the sequence of erection, fixing and fastening sizes and other detail that a future owner may find useful in running and maintaining the model. These form something like a simplified workshop manual such as one may have for a motorcar. A computer ' buff ' could set up a useful database in which to record a number of the details mentioned, although this may not prove so accessible to others at a later date. }}
Further chapters yet to be added..........................
Page last revised 6th March 2010
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