The MUNCASTER

steam-engine models
EDGAR T. WESTBURY glances back with a modern eye
toosome classic models of the past

I
N THE COURSE of the long history caster is well remembered as a special- fore, need despise the crude and
Of MODEL ENGINEER-now, in- ist in the design of all types of steam primitive types of models produced
cidentally, approaching 60 engines, whose excellent drawings of by beginners, so long as they lead on to
years-many notable designs and many types of stationary and marine the more realistic types which were
engines in early volumes of the M.E., Muncaster’s speciality.
descriptive articles have been pub- and also in the handbook M o d e l The simplest form of engine de-
lished which have established tradi- Stationary Engines, published nearly scribed by Muncaster is one having a
tions or marked milestones of half a century ago, provided scope single-acting oscillating cylinder (Fig.
progress in model engineering. for the talents of innumerable con- 1) and this will commend itself to
Not only are these remembered by structors. many readers, not only on account
old readers but they are often the H. Muncaster was a practical of its simple construction, but also
subject of considerable discussion. draughtsman who not only had a because it can be built without castings.
and requests for further information wide experience of steam-engine design It is of the type which would now be
about them are constantly encountered. but also obviously had a love and classed as “ inverted ” vertical, having
A few of the authors of these features devotion to his craft, and to all the cylinder below the crankshaft,
are still with us, and in one or two things mechanical. In the introduc- though in the early days the practice
cases continue to contribute articles; tion to his book he pays due homage of locating the cylinder at a low level-
but most of them have passed on and firmly bolted to the floor if possible-
are no longer available to provide was considered normal and orthodox.
either new designs or guidance on

1-A simple
their earlier ones. THE PILLAR
Many readers have suggested that The main structural component of
the M.E. should reprint some of these this engine is the pillar, shown in
oscillating
earlier features, but while this might Fig. 2, the lower portion of which is
be a good idea, from certain aspects of rectangular section, with extended
there are several reasons why the feet at the sides for mounting on the
engine
policy has not been adopted by this flat square baseplate. At the top end,
journal. In the first place, although the section is also rectangular and is
the designs for models do not neces- cross bored to form a housing for the
sarily become outdated the mode of single main crankshaft bearing. .In
treatment, including methods of con- the centre, it is turned to circular
struction, is subject to certain changes tapered form, with simple ornamenta-
as workshop equipment and technique to the many early engineers and tion in the form of a beading near the
improve. inventors who contributed to the lower end.
development of the steam-engine, To save material in making this
In modern setting and also gives a complete answer to part, the foot at the base may be
To many modern readers, reprinting those who would condemn model made separate and silver-soldered on;
of old articles or designs may seem engineers for “living in the past.” or screwing and sweating would
to be a policy of retrogression, or at “For the purposes of the model probably be satisfactory. This should
least stagnation; it may even give engineer,” he states, “it does not be done before machining and I
the impression that there is a dearth follow that the most recent and perfect suggest that the front and rear sides
of new ideas in model engineering- engines are most suitable; on the should then be faced quite flat and
which is far from being the case. other hand, some of the older engines true by filing, or any other convenient
Therefore the idea of verbatim re- form subjects better adapted and more method, after which the two ends
prints of articles is not considered fitted as prototypes for models, being may be marked out, exactly central
desirable, but there is much to be said more picturesque and providing better both ways, and centre-drilled so that
for the revival of old designs in a object lessons.” the part can be mounted between
modem setting. With which precepts I whole- centres for turning.
There can be few model engineers heartedly agree, and also with his The cross holes for the main bearing
who have not heard of such pioneers further comments that many of the and the cylinder trunnion may now
as Henry Greenly, C. S. Lake, Fred most popular so-called models “ have be drilled, and it is essential that
Westmoreland, H. H. Groves, George no prototype in reality, but neverthe- these should be exactly square with
Gentry, or the traction engine special- less may be useful in illustrating some the pillar face, so it will be advisable,
ist “ Frost-spike,” who have been of the points of the steam-engine, as after marking out their positions, to
acknowledged masters in a very wide well as providing a simple motor, set the pillar up on the faceplate of
and versatile field of design. Last where only a small amount of power is the lathe for these operations.
but not least, the name of H. Mun- required.” No model engineer, there- An alternative to the pillar as the
MODEL ENGINEER 270 21 FEBRUARY 1957
support for the crankshaft bearing is These conditions can be assured by working to the same index reading on
given in Fig. 3. This consists of an machining, as the bore and flange the topslide for each cut, the shape
A-frame cut from sheet metal, with can be dealt with at one setting; may be made practically circular
the bearing housing at the apex, a D-bit is recommended for taking the and flush with the upper turned part,
either bushed or otherwise reinforced final cut in a blind bore, after which needing only a clean-up with a smooth
to provide extra bearing surface. It it should be finished by lapping with file to take off the sub-angular corners,
does not, however, incorporate the aluminium oxide or brick dust on and a final polish with emery cloth.
port block or other cylinder mounting a short copper or aluminium lap- The trunnion is fitted to a tapped
and it is not explained how this should not one which extends the full length hole in the face of the portblock,
be fitted. For this particular type of of the bore, as this will tend to make and it is most essential that this
engine, I do not consider it so elegant it tapered or bell-mouthed. should be dead square with the cylin-
in appearance as the pillar, neither If the cylinder is machined from the der axis. It could well be drilled and
does it simplify construction. solid the smallest diameter of bar tapped while the cylinder is set up
which can be used is 1 in. A good on the faceplate’, to ensure this; the
CYLINDER deal of material will. be left around hole should not go right through into
The designer suggests that the the base, after turning as much as the bore, though some constructors
cylinder (Fig. 4) may be made from a possible of the outside, and this will may find difficulty in tapping a short
piece of brass tube, with the flange, have to be filed or machined away, blind hole.
end cap and portface soldered on, leaving the portface to be faced flat. If it does go through, however,

The components of the engine

but in practice it will usually be found A very efficient way of doing this is make certain that the trunnion stud
just as easy to machine it from the to make a short mandrel, of a size to does not project into the bore when
solid, as the manipulation of small fit neatly in the cylinder, and fix this tightly screwed in and that there are
pieces, which have to be accurately in an angle-plate or a short piece of no burrs left on the inside to interfere
located and soldered simultaneously, angle iron, on the lathe faceplate. with the free movement of the piston.
is not as simple as it looks. In either Clamp the cylinder endwise on this, It is an advantage to machine a shallow
case, however, it is essential that the checking it first to see that it is parallel recess around the tapped hole to
bore of the cylinder should be exactly with the faceplate; it can then be relieve the centre of the face; alter-
circular and parallel, the flange faced turned into any position to‘ machine natively, this may be done on the
square with it, and the portface dead the portface of “nibble” away the corresponding face of the pillar.
flat and parallel to the axis. rest of the surplus material. By Little need be said about the cylinder
21 FEBRUAltY 1957 271 MODEL ENGINEER
 Muncaster that they are correctly located in
relation to each other,
First of all, the hole m the cylinder
steam-engine is marked out as correctly as possible
and drilled undersize, say 5/64 in.
or No 48 drill, the hole being con-
models . . . tinued right through the ‘opposite
MACHINED AWAY wall of the cylinder. The engine is
then assembled and the crankshaft
turned to swing the cylinder to
maximum angle in one direction,
where it is clamped in place by the
cover (also shown in Fig. 4), as this nut on the trunnion stud with a
is a simple job which can be turned suitable distance piece.
at one setting. The spigot should fit
neatly in the cylinder bore, and the LAPPING
hole drilled centrally to a working fit By running the drill through the
for the piston rod. It is attached to hole in the cylinder the position of
the cylinder flange by three 3/32in. the hole in the block may be spotted
or 8 B.A. screws.The piston assembly or drilled to full depth, after which
(Fig. 5) is built up in three pieces, the cylinder is shifted to the other
the rod, of 3/32 in. dia. bright mild- extreme position by turning the crank,
steel, being screwed on each end to and the operation repeated. The
take the solid piston at one end and ports are then opened out to 3/32 in.
the crankhead bearing on the other, or No 42, and the hole in the outer
k;&;Fse pieces bemg of brass or cylinder wall closed by a plug screwed
or soldered in.
In the drawing, the piston is shown Finally the two side holes in the
as a plain parallel disc, machined to portblock, forming steam and ad-
fit closely in the cylinder, but I strongly mission connections, are drilled to
recommend, at least to those with meet the ports and tapped to take
little experience in these matters, that Set up for rna;F&;g the cylinder screwed pipes, the faces of both cylin-
a groove should be machined in it der and portblock then being lapped
for packing with graphited asbestos on a piece of plate glass to produce a
or cotton yarn. The advice I have truly flat and smooth finish.
given in articles on other engines, PORT LOCATION AND TIMING When finally assembled, a light
that the final machining of the piston The entire success of an oscillating spring is fitted to the trunnion and
should be done after it has been cylinder engine depends on the accur- the locknuts are adjusted to hold the
screwed tightly on the rod, still holds ate location of the steam-ports, and cylinder against the block, but with
good. Final adjustment of the length this is where many constructors fail no more tension than is necessary_to
of the rod, so that the piston just to get the best results, as it is by no keep it in steamtight contact against
stops clear of the end of the bore at means easy to mark out and drill the working steam pressure. The
the extremity of its stroke, can best holes exactly in the right place. Both engine will run in either direction,
be done on assembly. the size and position of the two holes according to which of the two con-
in the stationary portblock are depend- necting pipes is connected to the
CRANKSHAFT ent on their radius from the trunnion steam line, so that it could readily
The crankshaft is built up with a centre, in conjunction with the maxi- be made reversible by fitting a change-
web made from rectangular brass bar, mum distance of swing at extreme over cock.
into which the main journal and crank- cylinder angularity-which, incident- If made according to directions and
pin are screwed. As an alternative ally, is not the same thing as half the carefully finished, this should not
form of construction a disc can be piston stroke. only be a satisfactory working model,
. used, and this would not only improve In this engine, the maximum dis- but also a handsome and dignified
the appearance but could also be tance of swing under these conditions one.
balanced if desired. In either case, at 3/8 in. radius is 3/16 in., so the ports l To be continued.
however, it is essential that both the should be drilled at 3/16 in. centre
tapped holes should be square with distance apart, and as the blank space -- --
the web and parallel with each other. between them should be exactly the
No details are given of the flywheel, same as the port diameter, this dimen- ADDITIONS TO THE LATHE
which is shown as a solid disc, but I sion should be 3/32 in.; on no account
recommend that a spoked flywheel drill larger holes as this would only Instructions for making centring
with a heavy rim should be fitted. result in steam wastage between the devices ; chucking accessories; tool
The main bearing is in the form of ports. holders and cutter bars; dividing
a plain bush, made to press tightly Even with the utmost care in locat- appliances.; simple milling attach-
in the cross hole at the top of the ing the holes in the portblock, how- ments; aids to screwcutting; and
pillar, and the centre hole in the end ever, there is still a possibility of error steadymg appliances are to be found
of the latter is drilled through into the in the position of the single hole in the in Edgar T. Westbury’s Lathe Acces-
bush to serve as an oil hole. It is cylinder face, which may completely sories.-
now in order to assemble the parts nullify all efforts to produce a correctly Priced 3s. 6d., postage 3d. (U.S.A.
temporarily, to ascertain that every- timed engine. I suggest, therefore, and Canada $1.00), it can be obtained
thii works freely and smoothly, adopting an unconventional method from Percival Marshall and Co. Ltd,
without binding or tight spots, and of drilling-these holes, which not only 19-20, Noel Street, London, W.1.
that the piston clears at both ends kills two birds with one stone,. as it
of the cylinder. were, but also ensures positively
MODEL ENGINEER 272
 The MUNCASTER
steam-engine models
EDGAR T. WESTBURY is reviewing some classic models of
the past in the light of modern techniques
Continued from 21 February 1957, pages 270-272

R
EADERS will no doubt have I must confess that I have not a If the cylinder, A, is made from
noticed that the drawings of great deal of patience with the type stock material, the circular portface
the simple engine described of reader who makes a major issue may be made from a piece of 7/8in.
in the last article were not fully out of a missing dimension or a dia. bar, filed or machined to fit
slight discrepancy in a drawing; the closely to the side of the barrel and
dimensioned, and just in case there more complicated drawings become, preferably secured by silver soldering.
should be any complaints about the more difficult it is to avoid minor At the same time, short half-round
this I will anticipate them by errors which escape the most careful pieces can be fitted above and below
saying that Muncaster, in com- checking, and the more likely they are this face. It will be seen that a boss
mon with many pioneer model to deter the timid beginner from or spigot is provided on the opposite
designers, did not consider. it tackling construction. side of the barrel to receive the point
necessary to give more than a few of a pivot screw, and this should
leading dimensions on drawings. similarly be fixed, exactly in diametric
I have, however, added a scale alignment with the portface.
The drawing shows a raised beading
which should be helpful in supplying
the deficiency, in conjunction either
with a simply-made scale rule or a
2-Double- in the centre of the cylinder; this is
not a necessity, but is desirable both
from the point of appearance and also
pair of proportional dividers.
The present-day engineer is accus-
tomed to drawings which have every
acting to stiffen the cylinder wall.
machining the bore and facing one
For
end flange, I recommend mounting
dimension, including in many cases
limits and clearances, fully marked,
as this is absolutely necessary in
oscillating on an angle plate with a strap bearing
on the spigot, but care should be
taken not to apply so much pressure
industrial production, where different
parts have to be made, or even suc-
cessive operations carried out on
engines as to risk distortion of the barrel.
The other end flange is faced by
single parts, by individual workers mounting on a mandrel.
out of direct touch with each other.
DOUBLE-ACTING OSCILLATING Mark off centres
Use initiative CYLINDER ENGINE It is absolutely essential that the
In cases where all the machining Unlike the previous engine, the centre indentation in the spigot
and fitting on a one-off job are in the construction of this example, illus- should be dead in line with the hole
hands of a single constructor, how- trated in Fig. 7, favours the use of in the centre of the portfaee, and in
ever, meticulous marking of every castings for the main structural parts, order to ensure this, it would be a
essential and non-essential dimension though they can be produced by sound policy to mark off these centres
is by no means so important. While cutting from the solid and fabrication. with a surface gauge, with the cylinder
I should be the last to condone For instance, the hollow base, D , resting on the machined flange face
inaccurate or slipshod work in any could be made by soldering or brazing to locate the horizontal line, and
kind of model engineering, I believe a rectangular frame of strip material then mounting it on a mandrel resting
that one can become a slave of the to a flat plate, and the bearing sup- in V-blocks for the vertical line. The
blueprint, and it is good engineering ports or A-frames, F, could be made intersections on both sides are then
practice to work occasionally to what by bending strip material to the centre-drilled, and the Cylinder
the professional engineer would con- profile, as seen in the end view, and mounted between centres for machin-
sider inadequate drawings or speci- soldering or brazing in the curved ing the portface.
fications, if only because it helps one supporting rib or crossbar. Flanged covers are secured, each
to cultivate a sense of proportion. It is most important that these by four screws, to the ends of the
In the field of natural history, frames should stand exactly per- cylinder, and as the engine is double-
reasonably accurate re-constructions pendicular to the base when fitted acting the upper cover is fitted with a
of prehistoric animals were made and that the top surfaces which form gland, or “ stuffing-box” as it was
from fragments of fossil bones long the bearing seatings should be exactly termed by the early engineers. It is
before they could be verified by further the same height and in alignment. important that this should be exactly
evidence; and many model engineers While it is possible to correct errors central and truly tapped; these con-
have produced good work with in these respects by packing under the ditions can be ensured by using the
nothing more in the way of informa- feet of the frames or the bearings, this methods which I have described for
tion than a few rough sketches and is certainly not a practice to be engines of my own design.
possibly a photograph or two. encouraged. No exact details are given of the
7 MARCH 1957 337 MODEL ENGINEER
Muncaster The crankshaft., G, may be either
built up or machined from the solid;
practice, as although it serves its
purpose, in the event of either fitting
models . . . it is not necessary to give details of
either method as they have been
being shifted, accidentally or other-
wise, it would be possible for the
described on innumerable occasions crankhead to be forced out of align-
in connection with other engines. I ment.
piston, but from other engine dimen- may observe, however, that this offers A much better method would be to
sions it is clear that this should be quite a good opportunity for the provide positive end location on the
5/16 in. wide, and a groove 3/16 in. wide beginner to get some practice in inside of the main bearings, either by
x 1/8 in. deep may be turned in it to marking out and machining an enlarging the idle portion of the
take graphited packing. The rod is orthodox type of crankshaft from a journals to form locating collars, or
5/32 in. dia., and the crankhead piece of flat bar, which should be of better still, extending the bearing
bearing, which is screwed to the about 1 in. x 3/8 in. section. surface inwards up to the webs of the
upper end, must be split as shown in I would, however, suggest a slight crank. Incidentally, I do not under-
Fig. 8, to enable it to be assembled modification to this component, as stand why it should be necessary to
on the crankshaft. drawn; it would appear that the only place the bearing frames so far apart
The cylinder is mounted between end location of the shaft is that in this engine as it is a cardinal
the fixed portblock, B, and the pivot provided by the flywheel on one side precept in any engine design to support
block, C, both of which are screwed and the driving pulley on the other. a crankshaft as close up to the webs
to the base between the feet of the I do not consider this to be very good as possible.
A-frames, and it is most essential that
the centres of these should be dead
in line and that the face of the block,
B, is squarely located so that the
portface of the cylinder beds truly
against it while being quite free to
swing when the pivot screw is properly
adjusted.
This is perhaps a somewhat difficult
condition to ensure, at least for the
beginner, and I suggest that one
method of doing so is to fix the blocks
together temporarily by sweating, with
an aligning dowel in the pivot holes
(leave the tapping of the pivot block
pro tem), and facing off the base
surface by machining or filing exactly
square with the face of the portblock.
Even this, however, will be of no
avail if the mounting surface of the
base is not dead flat and true; it is also
necessary to locate the two blocks
correctly in relation to each other
when they are screwed in position.
Aligning mandrel
To do this, an aligning mandrel is
made from a dead straight piece of
5/32 in. silver-steel rod, long enough
to extend across the base and pass
through both blocks. After squaring
up their positions, the portblock
should be fixed first by its two screws
and then the pivot block; in each case
it will be possible to spot the positions
of the tapping holes in the base from
those in the blocks to avoid the risk
of error.
Small clamps are useful for holding
the parts in place during these opera-
tions and if not already available they
should be made or obtained right
away, as they will certainly be needed
for innumerable subsequent jobs.
When fitted to complete satis-
faction, the hole in the pivot block
may be tapped and a locking screw
fitted to the top (though I should h
0 I 2 3 4 FIG. 7
personally consider that a locknut on.
the screw would be more satisfactory); Inches 8 -8
the portblock is also equipped with a
centre stud to fit the hole in the Fig, 7 : General arrangement of double-acting
centre of the cylinder portface. oscillating engine, and details of cylinder
MODEL ENGINEER 338 7 MARCH 1957
 Extreme right, Fig. 8:

t.+ . .+ t_
Details of the split bear-
ing for piston rod
Right, Fig. 9: Portblock,
showing formation of the
inlet and outlet passages
on both sides (to suit
the twin-cylinder engine)
Left, Fig. 10: Arrange-

‘I
7
ment of complete plant
with vertical boiler, show-
ing cylinder portblock,
reversing valve, etc.
FIG.6
.”
.

each end of the cylinder in turn and

releasing it to exhaust, on alternate
strokes of the piston. As in the case
of the single-acting engine, optimum
timing is obtained when the “ stop ”
of the groove lines up exactly with the
cylinder port at dead centre and is
exactly the same width as the port.
The ports in the cylinder and the
oblique drilled passages should be
1/8 in. dia., and the entry at the mouth
of the cylinder in each case should
be unobstructed, which calls for
chamfering the edge of the cylinder
and the spigot of the cover at this
I I I I point. The portfaces should be care-
fully lapped and may with advantage
FIG. 10 be relieved in the centre as recom-
mended for the previous engine. Thin
The main bearings, E, are of the is ingenious, and with careful measure- paper gaskets should be fitted to the
plummer block type, and correct ment and marking out should give covers to ensure steam-tight joints.
practice dictates that they should be very satisfactory results. In this case,
split, though this is not a practical the cylinder ports are located by
necessity in a small engine as solid measurement, and an annular groove A TWIN-CYLINDER ENGINE
bearings can be threaded on from the is formed in the fixed portblock, B , The design of this engine may be
two ends of the crankshaft. They concentric.with the pivot pin, and at adapted to form a twin or “ double ”
must, of course, be correctly aligned the same radius as the two cylinder engine by simple modifications and
but this is easily ensured if they are ports (Fig. 9). additions to the components. The
made and fitted properly, and any At the top and bottom positions base will, of course, have to be
small discrepancy which may cause the groove is blocked or “stopped enlarged, and a third bearing support
the shaft to run tight when finally off ” by fitting plugs, which are faced fitted to take a two-throw crank,
fitted can be corrected by running a off flush with the face of the block; with the crankpins located at 90 deg.
reamer or lap through both bearings and at right angles to these positions, as shown in the general arrangement
when they are screwed down in situ. holes are drilled in the groove to drawing, Fig. 10, of a complete double-
(This, of course, pre-supposes that communicate with the inlet and exit cylinder engine with vertical boiler,
the shaft journals are properly mach- pipes, one of each thus serving for in elevation.
ined or assembled in exact alignment). the two ends of the cylinder. The drawing shows a modified
It will be seen that when the engine form of bearing support, but most
CYLINDER PORT LOCATION is assembled with the cylinder in components are identical with those
In drilling the steam ports in the contact with the block, and the piston of the single engine. A double-
cylinder and portblock, it is not on dead centre, both cylinder ports sided portblock is fitted between the
practicable to use the simple method will be blanked off by the stop pegs; two cylinders with both its faces
of ensuring their correct location but when the crank is turned to swing grooved and ported as shown in
recommended in the previous article, the cylinder to its extreme angular Fig. 9.
as the former ports do not lead directly position (indicated by the line, a b ) This drawing is admittedly some-
into the cylinder but communicate the top cylinder port will be placed, what sketchy and lacking in detail
with oblique ports drilled from the via the annular groove, in communica- but it should be readily understood if
cylinder ends. It could, perhaps, be tion with the right-hand horizontal considered in conjunction with the
done by drilling straight-through holes passage, and the lower port with the drawing of the single-cylinder ar-
and plugging them up afterwards, left-hand passage. rangement (see Fig. 7).
but there might be some risk of leak- At the other extreme end of the Some further details of the twin-
age with relatively inaccessible plugs. swing, the communications will be engined plant will be given in the
The method of port formation re- reversed; thus the conditions are next instalment.
commended by Muncaster, however, established for admitting steam to l To be continued.
7 MARCH 1957 339 MODEL ENGINEER
’ ! .-,

The MUNCASTER 3-Simple

steam-engine slide-valve
models
EDGAR T. WESTBURY is reviewing some classic models of the engines
past in the light of modern techniques
Continued from 7 March 1957. pages 337 to 339

I
N THE ISSUE of February 21, it When the valve is turned into such be brazed directly into the top of the
was stated that an oscillating a position that the blanked portions boiler or fitted with a union joint, is
engine can be made to reverse close two diametrically opposite ports 3/16 in. dia.
its direction of rotation simply by in the block, communication to the Whatever other fittings are attached
changing over its steam and ex- cylinders is shut off; this is the “ stop ” to the boiler, a safety-valve must
position. By moving it in a clockwise on no account be omitted; this may
haust connections; this applies to direction,. however, steam is admitted be of a simple type, combined with the
all engines timed to work without to the pipe ‘marked R, a n d exhaust filler plug, as shown in Fig. 15. The
lap or lead, whether single or connected to L; while moving it the boiler should be hydraulic tested to
double-acting, and with any num- other way reverses these connections. stand 50 p.s.i. without leakage or
ber of cylinders, with the exception I would suggest, in order to improve distortion, and the safety-valve spring
of those having flat slide valves. the seal of the valve face and make (which should be of rustless steel or
It is therefore possible to equip it less critical in angle of movement, phosphor-bronze) adjusted so that it
any of these engines with a simple that the width of the groove stop lifts at 35 lb. Firing may be by
reversing control, consisting of a four- should be increased by fitting a peg spirit, paraffin or gas, as described in _
way change-over cock or valve, and of larger diameter, or other means. previous articles.
such a control is indicated in the plan
view of the double engine, Fig. 11. A VERTICAL BOILER SIMPLE SLIDE-VALVE ENGINES
Details of the reversing valve are The boiler recommended for either The majority of steam-engines,
given in Fig. 12, where it will be seen of these engines is shown in section large and small, are equipped with
to consist of two essential parts, a in the elevation drawing, Fig. 13, and slide-valves for the distribution of
stationary portblock, with four ports in plan view, Fig. 14. It is preferably steam, and of these, the simpler types
and their connecting pipes, and a made in copper, about 3/64 in. thick, employ an eccentric (which is essen-
rotating valve with interrupted annu- or 18-gauge, for the shell, with end- tially a form of crank) for direct
lar groove just like the portblock plates 1/16 in. thick or 16-gauge, which operation of the valve in fixed phase
shown in Fig. 9. These parts are can be beaten or spun to the shape relation to the piston stroke.
lapped to fit truly together and held shown. For relatively low pressures, To anyone who intends to build
in friction-tight contact by a spring which should be perfectly satisfactory engineering models of any kind, I
acting on the centre pivot. for these engines, riveting and soft consider that a practical under-
soldering will be safe enough, though standing of the simple slide-valve
as a precaution in case the boiler engine is essential, and one of the
should ever run dry the joints of the first essays in construction should be
inner flue and cross tubes, which devoted to producing a working
are in contact with the flame, may model of such an engine. Judging by
with advantage be silver soldered. the many queries received on this
The flue is l-1/4in. dia. by 16-gauge, subject, it would seem that the steam-
with cross tubes 3/8 in. dia. by 20-gauge, engine does not receive the attention
and the steam-pipe, which may either it deserves in elementary technical

Right, Fig. 11: Plan r -

crankshaft and (at

the bottom) cylin-
der and the rever-

Left, Fig.12: The h

FIG. II
MODEL ENGINEER
-.

education, as many intending con- ports open into passages, SS, leading
structors do not appear to have to the respective ends of the cylinder,
mastered its basic principles. I feel and the central port, E, is in com-
sure, therefore, that more experienced munication with atmosphere, or the
hands will not grudge a little space exhaust pipe system.
devoted to this important subject. Both the piston and the slide-valve
In my own articles on steam- are connected mechanically to the
engines, I have always recommended external working parts by rods which
beginners to start right away on pass through packing glands, FG, to
building a slide-valve engine, without avoid leakage of steam at the openmgs
Fig. 16: Section through cylinder worrying about the conventional oscil- in the cylinder and steamchest.
and steam-chest of slide-valve engine lating engine, which is generally At the position illustrated, steam is
regarded as the first stepping stone to being admitted to the rear or closed
progress in construction. end of the cylinder and forcing the
My reason for this advice is not piston outwards; the valve mean-
simply because it is possible to attain while is moving in the opposite
higher efficiency with the slide-valve direction, so that it will cut off the
-though this is an undisputed fact steam supply as the piston nears the
-but because the latter gives facilities front end of the cylinder. During
for the observation of valve events, this period, the other side of the
also for checking and experimenting piston is in communication, through
with timing; in this way it teaches the passage, S, and the cavity in the
the constructor more about engine centre of the valve, with the exhaust
functions than is ever possible with port, E, so that the steam in this space,
an engine in which the means of which has already done its work, is
steam distribution are both invisible displaced by the piston and is free
and immutable. to escape.
When once the principles of the By the time the piston has com-
direct-acting slide-valve have been pleted its outward stroke, the slide-
mastered, one can, if one so wishes, valve has moved to commence open-
go on to study the more complicated ing the front end of the cylinder to
valve gears which enable the ex- live steam and the rear end to exhaust,
Fig. 14: Sectional plan of boiler, pansion of steam to be controlled or so that the motive force on the piston
showing cross-tubes rotation to be reversed. is reversed and it starts on its return
Below, Fig. 13: Section of simple Muncaster quite rightly devotes stroke.
vertical boiler a twin engine careful attention to the elementary An engine of this type is said to be
principles of slide-valve operation double-acting, as power is applied to
and gives an isometric section of a the piston on both forward and
steam-engine cylinder and steam- return strokes; it is the orthodox
chest which I reproduce here (Fig. 16) arrangement for most types of steam-
to illustrate the essential features. engines, though single-acting engines,
The piston, P, is shown at about half in which power is produced on one
stroke, moving in the direction of the side of the piston only, are employed
arrows, and the slide valve, V, is in for certain duties, particularly where
the appropriate position in relation it is desirable to keep the weight of
FIG. 13.
to it at this stage. working parts as low as possible for
Steam is admitted under pressure the attainment of high speed.
to the steam chest, C, tilling the space
around the back of the valve, which LAP AND LEAD
23t has a flat face in contact with a
stationary flat surface in which three
In early steam engines it was usual
to make the closing faces or lips of
ports are formed. The two outer the slide-valve on either side of the

Right, Fig. 17: Dia-

grams illustrating
“ lap ” and ” lead,”
showing correspond-
ing positions of the
crank and eccentric
(clockwise rotation)
Below, Fig. 15: A
simple safety-valve FIG. 17
VAWE
J I-LAP
j--
___-

)-
421 MODEL ENGINEER
central cavity exactly the same width junction with the previous drawing, Incidentally, I may mention that
as the steam ports they controlled. should make them quite clear. in my directions, for timing steam-
The valve was timed to move at 90 It will be seen that the lips of the engines in the past I have occasionally
deg. in advance of the crank, so that valve are extended in width (or, been criticised for recommending
the ports commenced to open exactly strictly speaking, length, in the direc- “ rule of thumb ” methods-in other
at dead centres and a full piston tion of travel) so that they overlap words, timing in situ by turning the
stroke was occupied both for steam the ports, SS, when in mid-travel, as crank to dead centres and checking
admission and exhaust. seen on the right; the extent of the up on the actual valve position. It
It was soon found, however, that overlapping is termed “lap.” Such might be considered more “ scientific ”
better working efficiency could be a valve, if timed to move at 90 deg. to deal in exact angles of advance,
obtained by advancing both the in front of the crank, would give and this would be absolutely necessary
opening and closing points, but not delayed steam opening and thereby in an engine having the eccentrics
necessarily in the same ratio. Early reduce efficiency; to compensate this, machined integral with the crank-

Fig. 18: Horizontal mill engine to 1 in. scale

F IG. 18.

steam opening could be used to the timing of the valve is advanced shaft, or otherwise rigidly pre-located.
cushion the piston movement, thus by shifting the eccentric so that it But in actual practice the measure-
bringing it smoothly to rest at the end begins to open the steam-port slightly ment of angles on very small engine
of its stroke and also to ensure that before the crank reaches dead centre; components is extremely difficult-
the maximum effort was available to the amount of opening at the latter one might easily make an error of
start it on its return. By cutting off point, as shown on the left, is known two or three degrees in the location
the steam supply before the piston as “ lead.” of a keyway on a small shaft, for
reached the end of its power stroke, The diagrams above the valve instanceand, moreover, it is not
the expansive poroperties of the steam sections in each case show the relative always advisable to regard valve
could be used to complete the stroke, positions of crank and eccentric to setting as being “immutable as the
so that by the time it was released to produce the required timing; on the laws of the Medes and Persians.”
exhaust most of its energy had been left, the crank is on its dead centre l To be continued
usefully expended. and the eccentric approximately 120
The means employed to attain this deg. in advance of it-in the usual WIN A MYFORD
result are by designing and timing
the valve to produce what is known
terminology, the “ angle of advance ”
is taken as the amount extra to the
SUPER SEVEN LATHE
as “ lap and lead.” I have been asked original 90 deg. in front of the crank, Readers are reminded that the
so many times to explain these terms so in this case it would be reckoned as closing date for the MODEL ENGI-
NEER competition, the prize for
that I consider it worth while to 30 deg. The right-hand diagram shows
reproduce another of Muncaster’s the eccentric at mid-stroke, still leading which is a Myford Super Seven
diagrams (Fig. 17) which, in con- thecrankbythesameamount,ofcourse. lathe, closes on April 5..
MODEL ENGINEER 422 21 MARCH 1957
 b_ /

The MUNCASTER By
Edgar T.
steam-engine models Westbury

4-Horizontal Stationary Engines

Continued from 21 March 1957. pages 420 to 422

I
N DESCRIBING the function of Thus the slightest movement either avoid excessive “ cushioning ” or
the slide-valve and the effects way opens one or other of the cylinder compression, or to eliminate risk of
of lap and lead [Fig. 17, March ports to exhaust. Occasionally, back pressure in the exhaust system.
12], no particular mention was however, engines are timed to give The conventional stationary or so-
made of exhaust timing. It would either positive or negative called “ mill ” engine forms an ex-
exhaust lap, by narrowing or widening cellent exercise in steam-engine con-
be a mistake to regard this as the valve cavity; the latter is the more struction, and is deservedly popular.
insignificant, but it is generally common and its object is usually to Several examples of these engines were
satisfactory to allow it to keep in
phase with the steam admission, Right, Fig. 20: A
as it must inevitably do so in a cross section of
simple slide-valve, and it is usual steam-chest and a
to make the inside edges, in other portface, showing
words the width of the valve the port dimensions
Below, Fig., 19: A
cavity, such that they just, and only horizontal mill en-
just, span the inside edges of the gine, 1 in. bore x
cylinder ports at mid travel (right- 1 in. stroke, with
hand diagram). bar crosshead slides

MODEL ENGINEER 488 4 APRIL 1 9 5 7

Ad
 on a long box-section bedplate, with
machined facings where required, and
it is desirable to machine these in
order to ensure accurate location and
secure mounting of the parts, but in
the absence of proper facilities they
may be filed and scraped, accuracy
being checked by means of a surface
It will be seen that both engines
have an outboard crankshaft bearing,
or “pillow block,” which must be
accurately lined up with the other
bearing mounted on the bedplate;
for this reason the actual foundation
on which the latter is mounted must
also be flat and true. It may be made
from a thick slab of well-seasoned
hardwood, with a cavity cut out to
clear the flywheel.

Above, Fig. 23: Details Below, 24: A horizontal engine, 1-1/2 in.
designed by Muncaster, all generally of the crank and eccentric bore x in. stroke, with a slipper crosshead
similar in major features but differing
in size and certain details. The first,
shown in Fig. 18 [March 21], is
scaled down from a fairly large engine,
12 in. bore x 18 in. stroke, in the
proportion of 1 in. to l ft.
No dimensions are given on the
actual drawing, but Muncaster gives
a table of dimensions worked out to .
exact scale. I have taken the liberty
of modifying some of these to give
round fractional figures, as most
constructors would undoubtedly wish
to use standard drills, reamers and
stock materials wherever possible;
but general proportions have been
closely adhered to.
The cylinder dimensions for the
1 in. scale model are 1 in. bore x
1-1/2 in. stroke. Piston rod diameter
3/16 in.,crosshead fin. wide inside
fork, with crosshead pin 3/16 in. dia.
Connecting rod, circular section, fish-
bellied, 3/16in. dia. at the two ends,
swelling to 1/4in. centre; length be-
tween bearing centres 2-5/8 in. Crank-
shaft 7/16 in. dia., with journals reduced
to 3/8in. x 1/2in. bearing length;
crankpin 1/4 in. dia.‘ x 5/16 in. long.
Flywheel 5 in. dia. with rim section
1/2 in. square. Eccentric throw 7/64 in.,
rod circular section, tapered from
1/8 in. to 7/64 in. Valve spindle 7/64 in.
d ia.,v al v e tra v e l 7 / 3 2 i n . Po r t
dimensions: steam-ports 5/64in. x
7/16in., exhaust 5/32in. wide. Valve
travel 7/32in. ,lap 3/64in., cavity
5/16 in., lead l/100 in. Steam inlet
1/4 in. dia., exhaust outlet 5/16 in.
As, the constructional methods for
this and the second engine are
generally similar, they may be con-
sidered together. In the latter case,
illustrated in Fig. 19, leading dimen-
sions are given on the drawing. Both
engines are intended to be built
from castings, though fabrication of
most of the components is practicable.
The main components are mounted
4 APRIL 1957 489 MODEL ENGINEER
, .

Left, Fig. 21: Details of the flywheel. Above, Fig. 22: Details of the connect-
ing rod. Below, Fig. 25: An engine of similar dimensions with trunk crosshead

Many constructors, no doubt, would solid in articles on the Unicorn mill when nearly all fitters had some
prefer to make the engine self- engine. knowledge of smith’s work; but this
contained by extending the cast bed- Muncaster suggests forging parts seems to be practically a lost art
plate to carry the outboard bearing; of this nature, which is very sound nowadays. There are, however, many
I have designed most of my engines advice-or at least it was in his time, l Continued on page 515
to avoid the need for extraneous parts
which have to be lined up. A single
bedplate with facings for all essential
parts, machined off to the same level
throughout, greatly facilitates accurate
construction.
The cylinders of both engines are
bolted down to the bedplate, being
provided with cast feet or flanged
brackets, and the bearings, which are
of the split plummer block type, are
similarly fixed. Details of the steam-
chest, flywheel, connecting rod, crank
and eccentric sheave, with its strap,
are given in Figs 20 to 23.
The main difference in the two en-
gines is in the type of crosshead
employed; the first example has die
blocks fitted to the extended ends of
the crosshead pins and working
between girder-shaped guide bars
mounted on pillars fixed to the bed-
plate, while the other has a slipper
type crosshead working on single
guide bars each side. Both types are
well established in full-size practice;
they require very careful lining up in
respect of height and parallelism with
the cylinder axis to ensure smooth
movement of the piston rod.
In this respect they may possibly
be more difficult to fit than the trunk
type of crosshead, in which alignment
is automatic if machining is properly
carried out; on the other hand, they
are sometimes preferred because they
offer facility of adjustment to com-
pensate wear or initial errors.
The crosshead of the first engine is
forked to admit the little-end eye of
the connecting rod, but in the second
arrangement matters are reversed by
forking the end of the rod to span the
slipper crosshead block. This type of
rod may be a little more difficult to
shape than the previous type, but it
looks very nice when properly carried
out and I have given instructions on
how to produce forked rods from the
MODEL ENGINEER 490 ‘4 APRIL 1957
 _. :

Reversing by radio Continued from page 499 FOR SHIP MODELLERS -

Oil-bath lubrication is of course which all really essential features are John N. C. Lewis, in Ship Modeller’s
employed, and I recommend the use incorporated, can be guarapteed Logbook, has produced the ideal book
of a light oil, such as Shell Vitrea, so reliable and efficient. for the enthusiast. He shows the
as to keep down losses due to fluid One point which should be noted reader how to make simple, decora-
friction.. It is of course necessary to about reverse gears of this type is tive, miniature and scenic models,
fit an au vent or breather to the top that the gears are only under load including a clipper ship in a bottle
of the box, but I have not shown when actually in reverse, which will and an Arabian Baggala.
this as ‘its position will have to be normally be no more than a very There are details of clench and
arranged so as not to interfere with small proportion of the total working carve1 built models, and the text
any control gear fitted to the cover. time; when running ahead, the gears is enlivened by stories of eighteenth
The box should be filled to a depth run idly and the only losses are those century smuggling and the work of
of 1/2 in. due to running friction and oil drag, the Revenue Cutters.
Various modifications of the details which can be kept very low; thus Obtainable from Percival Marshall
of the gearbox may suggest themselves there. is no appreciable reduction in and Co. Ltd, price 12s. 6d., postage
to readers but the general design, in the performance of the boat. 1s. (U.S.A. and Canada $3.00).

Muncaster. crosshead of the slipper type, working

on a slideway machined on the top
on the lathe saddle, packed up to the
exact centre height, for boring the
surface of the bedplate, with keep guide seatings and facing the rear
models . . , plates secured by three studs or bolts flange.
on each side. A rather unusual It can then be swung round for
Continued from page 490 method of fixing the cylinder is em- boring the main bearing housings,
ployed, the underside of the casting the caps of which should previously
being provided with four projections have been fitted, and facing both
or feed, into which setscrews or studs their inner and outer sides. All these
components in model engines which are screwed from the inside of the operations can b e carried out with
could be produced more efficiently bedplate. boring bars between ‘centres, and
and economically by hand forging In addition, two vertical lugs are fitted with suitable cutter bits. The
than by any other method, and a extended upwards from the bedplate centre lines of the trunk and main
revival of this skill would be well and drilled horizontally to take ex- bearings must be exactly at right
worthwhile. tensions of two of the cylinder cover angles to each other.
The crankhead bearings or “ big studs. This undoubtedly gives addit- It will be noted that the bearings
ends ” of both engines are of the solid ional strength to resist working of both engines are of the same type,
box type, with split brasses of rect- stresses, but may be regarded as also the crankshaft, which may be
angular section fitted. These were “ gilding the lily,” to use a. popular either machined from the solid or
usually secured by a tapered gib and misquotation. built up as indicated in the details
cotter, which enabled the bearings to The height of the cylinder, cross- included in Fig. 24. The journals and
be adjusted for wear; but Muncaster head and main bearing centres must crankpin in this case are made a
shows them simply located in place all be exactly the same, and careful press fit in the webs, and accuracy
by a screw, which passes through a adjustment in machining or fitting will should be checked after assembly,
notch in the rear half-bearing to be necessary to ensure this. A vew positive location then being ensured
prevent its moving sideways. The front slight error in the height of the shaft by fitting pegs or dowels endwise as
half would presumably have side lips centre would not be harmful; but any shown.
to engage the sides of the box frame misalignment of cylinder and cross- The front end cover of the cylinder
for the same purpose; removal of the head would cause binding of the (Fig. 25) is sandwiched between the
screw would enable the rear half to working parts, and possibly gland flanges of the cylinder and the trunk;
slide back enough to withdraw it over trouble. it must be accurately machined on
the collar of the crankpin. Errors of this kind are often both sides, including the boring of
Governor gear is fitted to the first botched up by makng the parts a the- gland, to avoid introducing align-
engine, and could be adapted to the sloppy fit, which certainly enables the ment error. I have described how to
second- if desired; some further in- engine to run, with sundry clanks and ensure this in connection with previous
formation on this subject will be groans, but such slovenliness should engines.
given later. never be tolerated in model engineer- In other respects, the components
Two further examules of horizontal ing. of the two engines are identical,
stationary engines are illustrated in In the second example, Fig. 25, a including’ the connecting rod and
Figs 24 and 25. Each has its own bored “trunk ” guide is employed, crankhead bearing, eccentric sheave,
distinctive features,, but many of the similar to that which I have described strap and rod (Fig. 24), and the slide-
working parts are sunilar or identical; for the Theseus and Perseus engines, valve with its rod and knuckle (shown
the cylinder dimensions are l-1/2in. and this enables all uncertainty in the in Fig. 25); it will be seen that the
bore x l-1/2in. stroke, which may be alignment of cylinder and crosshead to method of attaching the valve to the
considered on the large side by many be eliminated,. so long as machining is rod, to allow free “ floating ” location,
constructors, but it would be quite properly carried out. The trunk in is the same as in the Theseus and
practicable to reduce the scale to half this case is cast integral with the Perseus engines; namely, by reducing
these dimensions or even less if baseplate, therefore, unless special either the width or diameter of the rod
desired. machining facilities are available, it to fit a slot cut in the back of the valve.
The‘ first of these engines has a will be necessary to mount the casting l To be continued.
4 APRIL 1957 515 MODEL ENGINEER
 The MUNCASTER
steam-engine models
EDGAR T. WESTBURY is bringing a modern eye to bear on
some classic models of the past
Continued from 4 April 1957. pages 488 to 490

A
LTHOUGH the horizontal type popular until later developments, adapted to control steam admission
of engine has always been and particularly higher steam pres- either on their outer end faces (as
favoured for stationary sures. made it desirable. However. in the case of the flat valve), or the
work, the alternative direct-acting Mucaster knew steam-engine practice inner faces, which would normally
better than I ever shall and I would control exhaust events. The latter
form of engine having the cylinder never dispute his authority over such arrangement, known as “inside ad-
located vertically above- the crank- details. mission,” is generally preferred as it
shaft has some advantages where A piston valve is nothing more than enables the steam-chest and passage
floor space is limited, and is a slide-valve having a circular instead design to be simplified, though it
generally considered more suitable of a flat face, but this alteration in makes no difference to efficiency so
for running at high speed than the shape involves characteristics which long as design is adapted to suit.
former type. may have advantages or limitations It will, of course, be clear that in
It is, of course, more common in according to circumstances. First of this case steam lap must be provided
marine practice than stationary work, all, it is capable of controlling ports by reducing the width of the clearance
but both on land and sea it has been all round its circumference instead of portion o f the valve, corresponding
extensively used for auxiliary purposes with the cavity of the flat valve, and
such as driving electrical generators, the total length of the valve must be
ventilating and forced draught fans, such that it exactly covers the ports
in the steam-chest, unless exhaust lap
and centrifugal pumps for circulating
water in condensing plant, or dock
drainage.
5-Vertical is specified-in other words, normal
“ line for line ” exhaust timing.
One of the earliest engines in this Piston valves generally allow the

,
general class was introduced a few
years after the Nasmyth hammer
made its appearance,. and because of
stationary cylinder steam passages to be made
shorter and more direct, thus im-
proving thermal efficiency by reducing
its structural similarrty to the latter the dead volume at the ends of the
machine it was customary to refer
to it as the “ steam-hammer” type. engines stroke and also the conducting surface
area of the passages. They do not,
The salient features of such engines, however, provide the same facility for
an example of which is illustrated in visual valve timing as the flat valve,
Fig. 26, include a relatively small and it is necessary to adjust their
bedplate on which is mounted a over a limited width of face, and thus position by exact measurement in
1 symmetrical pair of cast columns, it can give much more rapid and most cases.
usually of channel or hollow-box efficient valve events than a normal The piston valve of the engine shown
section, and these in turn support the flat valve, though this feature is not in Fig. 26 is of the inside admission
cylinder assembly. In outline, the always used to full advantage. type, the main steam inlet being in
structure bears a resemblance to that Secondly, it is not pressed hard the centre of the steam-chest’and the
of a lighthouse, tapering more or against the portface by the steam exhaust being taken out from two
less gracefully from the cylinder head pressure, and therefore works with ports at the extreme ends to a passage
to the base, to give maximum rigidity much less friction, especially where shown in the plan section BB. It is
against both dead load and working high working pressure is employed; driven by a rod which passes up
stresses. this is perhaps its most important through a clearance hole in the centre
The inside faces of both the columns practical advantage. for most of the length of the valve,
are flat near the top end, and have But because of being pressure- thus giving a small amount of side
machined surfaces which serve a s balanced it is not self-seating, and freedom for self-centring in the gland,
crosshead guides. The working parts unless it is very carefully fitted to the but the uvner end is screwed into a
are generally similar to those of bore of the steam-chest or liner, it is short tapped hole and a locknut. is
horizontal engines, except in certain liable to leakage, much more so than provided s o that lateral position
points of detail which may be in- the flat valve. Many small piston- adjustment can be obtained.
fluenced by their disposition and order valve engines have been found less It should be noted that for an
of motion. ethcient than those with flat valves inside admission valve the eccentric
In one respect, this particular for this reason, especially when wear timing must be adjusted so that it
engine may be regarded as an anacho- has taken place; large engines have trails behind the crank instead of
nism, in that while its main structure piston rings fitted to the valve to leading it. The angle of advance,
follows the “ steam-hammer ” tradi- avoid leakage, but this is hardly however, is still in the same direction,
, tion, it is fitted with a piston valve, practicable in a model. so that for a valve with fairly orthodox
a feature which did not become Thirdly, piston valves may be lap and lead, calling for 30 deg. angle
18 APRIL 1957 555 MODEL ENGINEER
i

Muncaster An engine of this type is illustrated

in Fig. 28. It is intended to run in a
models.
clockwise direction, looking at the
end of the shaft as seen in the right-
hand elevation. Note that when the
piston is on the up-stroke, the thrust,
which is tending to straighten out the
piston rod and connecting rod link-
of advance, the setting will be 90 - 30 age, presses the crosshead against the
= 60 deg. behind. the crank in the column; but on the down-stroke, the
direction of engine rotation. tendency is to increase the angularity
Details of the piston valve and the of the linkage and thus the cross-
two short half-liners, which are head is still pressed against the
pressed into opposite ends of the column.
steam-chest, are shown in Fig. 27. If the engine rotation is reversed,
Three ports are shown in each of the the side thrust on both strokes is in
half-liners, giving a large total area, the opposite direction so that the
and the sides of the ports are cut crosshead will pull away from the
obliquely to minimise ridge formation column and bear against the keep
on the valve as a result of wear. plates, which are of much smaller
Alternatively, a greater number of surface area than the column face, Above, Fig. 27 : Details of the
round holes may be used,, and per- besides having to rely on their retaining piston valve and ported half-liners
sonally I should favour this method. studs for security.
A groove is turned in the outside of Below, Fig. 26 : A vertical engine of the symme-
the liner to form an annular passage trical doable-column or “steam hammer ” type
when it is inserted in the steam-chest.
The liners must be accurately located
to give the designed port timing in
conjunction with the valve dimensions.
A stainless steel valve with bronze
liners is recommended.

MAIN COLUMNS
In order to ensure accuracy in
cylinder location and guide alignment,
I recommend that the columns should
first be machined on the guide faces
and then clamped together for facing
the top and bottom surfaces. When
erecting the columns, they should
first be bolted to the bedplate with a
gauge block between the guides to
locate them the correct distance apart.
To locate the cylinder, the machined
crosshead, or a dummy made to the
same dimensions, may be fitted to the
piston-rod to ensure correct alignment.
If straightforward machining
methods are u s e d accuracy should be
positive, but it is not advisable to
take anything for granted and routine
checks should be made at all stages
of assembly!
SINGLE-COLUMN VERTICAL
ENGINE
The “ steam-hammer ” type of
engine is suited equally well for
running in either direction, as the
crosshead guides are symmetrical and
of equal bearing area each side; but
this is but rarely called for in stationary
work. Even marine engines do not
often run for very long, periods in
the reverse direction. In such cases,
a lighter but quite adequate form of
structure can be adopted in which only
one cast column is employed, and the
crosshead is of the slipper type, having
its major bearing surface on the
soleplate, which slides on the face of
the column. v
MODEL ENGINEER 5 5 6 18 APRIL 1957
 excessive projection of the shaft at
the governor end. Engines similar to
this have been used extensively for
driving dynamos, though they were
superseded by enclosed engines in
later years.
Brickbat department
To those readers who, despite my
explanations in the March 7 issue,
have chastised me for not giving
complete details with full dimensions
of all these engine designs, I would
like to point out that the drawings
are copied as exactly as possible from
Muncaster’s original published de-
signs, and this is what has been
asked for by many readers over a
period of several years.

Fig. 28 : A vertical engine of the single

column type, with shaft governor

The descriptive matter is my own,

but if I attempt to amplify the draw-
ings in any way their individuality
will be lost; in any case, the amount
of work involved and the space
occupied would be out of proportion
to the popular appeal, which is
bound to be specialised to some
extent.
The value of Muncaster’s designs
lies in his genius for adapting typical
examples of all kinds of full-size
engines to reproduction in miniature
, while retaining true prototype charac-
ter; exact details are of lesser im-
portance, but my previous articles on
steam-engine construction should
make up any deficiencies in this
respect.
To be continued

As the offset support of the cylinder

by a single cast column leaves the
structure somewhat weak to resist GUIDE FOR MAKING
alternate upward and downward
stresses, the opposite side is stayed by SMALL WIRE SPRINGS
means of a single machined steel
simple arrangement shown
column (sometimes more than one is
used) which, though light in section,
has greater inherent strength than
T HE
below enables a short run of
wire springs to be made without
cast iron. As this is usually somewhat having recourse to normal spring-
out of the vertical plane, both its making machinery.
length and the angle of its seating at A wooden block, A, has a handle
both ends must be carefully adjusted and several holes of different diameter, correct length of spring is reached.
to hold the cylinder assembly exactly C, drilled through into the V-shaped The spring is of the closed variety,
perpendicular. opening. The wire, Br is then threaded but by driving a pin or nail through
This drawing does not show the through the appropriate hole, passed one of the holes, D? open springs can
interior details of the cylinder, but under a core rod, E, and secured in be made with spacing as desired.
these may be similar to the previous a chuck carrying the rod. The dia- The holes, C, will probably wear .
design, using either a flat slide or a meter of the rod is chosen to suit out quickly so that the wooden tool
piston valve. It is fitted with a the internal. diameter of spring re- may need freauent replacement.
governor, mounted directly on the quired. Digested f r o m “ A Device for
shaft and acting on the engine After making the wire taut and Forming Small Lots of Wire Springs,”
throttle valve. The rather unusual completing a few turns by manipu- in “ Wire Industry,” 1956 (October)
position of the eccentric, immediately lating the wooden tool, the core page 921. The illustration is reproduced
adjacent to the flywheel, avoids rod is rotated mechanically until the by courtesy of the publishers. q
18 APRIL 1927 557 MODEL ENGINEER
 The MUNCASTER
equals a constant ?) and, therefore,
the sizes of the cylinders have to be
progressively enlarged by a ratio
determined by the pressure drop in
each stage; it is, of course, desirable

steam-engine
in a multi-cylinder engine that each
cylinder should contribute a fairly
equal amount of power at the driving
shaft. For this reason, compound or

models
stage-expansion engines are designed
for a definite pressure range and
-By Edgar T. Westbury produce their best results when input
pressure is kept fairly constant.
I have made this lengthy-but, I
hope, lucid--explanation because I
6-In this article
-HE term “ simple ” as generally have received a good deal of corres-
1 applied to steam-engines does
not denote simplicity in the
mechanical sense, but may be more the simple and
pondence on engines of more than
one cylinder lately, and there has been
some confusion as to what constitutes
fully defined as “ simple expan- compound twin a compound engine and its practical
advantages in particular cases. Several
sion,” or, in other words, the use
of available steam pressure range engines are dealt readers, including some from remote
with
parts of the world, have asked my
in o n e s t a g e . This does not advice on the respective merits of
necessarily mean a single cylinder; (Continued from 18 April, pager 555 to 557) simple and compound engines for
such engines may have any number driving prototype model power boats.
of cylinders, but each of them is
fed with live steam at full pressure, -
and they each exhaust directly to
atmosphere or into a condensing
system. All the engines so far t
described in this series come
within this definition.
At a very early stage in the develop-
ment of the steam-engine-in fact
almost as soon as any very substantial
steam pressures above that of the
atmosphere began to be used-it was
found that in rder to extract the
maximum mech anical power from
high pressure steam and avoid the
rejection of exhaust steam while it
still contained useful energy, a greater
range of expansion than could con-
veniently be obtained in a single
cylinder was necessary.
Even with valve gears designed to’
give very short cut-off, the pressure
at the end of the piston stroke was
undesirably high, and the logical
development, therefore, was to trans-
fer this steam to a second cylinder
where a further stage of expansion
was carried out before the steam
was finally rejected. The best-known
pioneers in this were Woolf and
Hornblower, who succeeded in im-
proving the economy of steam-
engines considerably by this means.
In the further development of the
“ c o m p o u n d ” engine, as it was
called, further stages of expansion
were added, producing “ triple-ex-
pansion ” and “ quadruple-expansion ”
engines which became popular in
very high powers, though the practical
advantages of the fourth expansion
stage have always been in dispute.
It will be clear that as the pressure
of the steam is lowered at each. stage,
i t s volume is correspondingly i n -
creased (remember Boyle’s law-PV Fig. 3 I: Twin-cylinder compound engine with h.p. piston valve and 1.p. slide-valve
MODEL ENGINEER 634 2 MAY 1957
This is not an easy question to answer Above, Fig. 30:
in definite terms, as so much depends Plan view o f the
on circumstances, not the least im- twin simple engine
portant of which are the conservation
of heat and the reduction of pressure
at the final exhaust outlet.
In small engines generally it is very
difficult to avoid heat loss, as the
“ scale ” conductivity of the metal
is high and the effectiveness of heat
insulation, which can be obtained by Right, Fig. 32: (Top)
lagging, is low. Some heat loss is cylinder elevation
almost inevitably incurred in the (compound engine) ;
transfer of steam from one cylinder (centre) sectional
to the next by way of an “ eduction plan of cylinder
pipe ” as it is termed. Incomplete block; (lower) under-
elimination of back pressure is com- side plan of cylinder
mon, even if a condenser is fitted, as block
it is extremely difficult to produce a
high vacuum such as can be obtained
in large steam plants. Incidentally,
it may be mentioned that the latter
factor has an important bearing on
the difficulty of exploiting the potential
advantages of the steam turbine in
small sizes, though large multi-stage Below, Fig. 29: A
turbines have a great advantage over twin-cylinder simple
reciprocating engines, because they engine with central
enable progressive expansion from [slide-valves

h.p. end to exhaust outlet (without

transfer pipe losses) to be obtained.
The fact that locomotive engineers,
in this country’ at least, have never
adopted compound engines to any
great extent suggests that their ad-
vantages, where exhaust is released
to atmosphere, are somewhat dubious;
much the same applies to traction.
engines, though some of the com-
pound types have earned a good
reputation for efficiency. In marine
and stationary practice, however,
where surface and jet condensers
capable of producing high vacuum
are invariably used, there is no
question about their superiority.
Whether small-scale engines of any
type, working on pressures up to
about 100 lb. and little or no exhaust
vacuum, can employ compounding
without the 1.p. cylinder becoming
merely a passenger, remains to be
proved. In the case of a twin double-
acting engine, the compound type is
not positively self-starting unless fitted
with a “ simpling valve ” for tem-
porary admission of live steam to the
MODEL ENGINEER
1.p. cylinder, and this may be an Lapping of the port face is not as the space between the centre main
important practical consideration in easy as for more conventional types bearings. As the bearing surface is
many cases. of cylinders, as only a narrow lap, ample, no harm would be done by
The engine illustrated in Fig. 29 is with rectilinear motion, can be oper- reducing their width slightly, and also
of a type well suited to model marine ated i n the space. But the major reducing the width of the eccentric
work, and its size would be suitable error liable to occur is slight con- straps and sheaves.
for fairly powerful prototype boats vexity of the surface,, which is a
such as tugs, pinnaces or fast packet fault in the right direction. The ports A twin compound vertical engine
liners up to 6ft or more in length. and passages may be dealt with in the
Its structure is of a type not at all usual way, and are just as accessible This is of the symmetrical double
uncommon in light marine practice; as in other types of cylinders. cast column or “ steam hammer ”
I have worked on engines similarly After bolting the two cylinders type, as shown in Fig. 31, but apart
constructed (but of the compound together, the end faces should be from this feature several of the con-
type) in naval picket boats, though checked to ensure that they coincide structional details are similar to
total enclosure of these engines was to form an exactly flat continuous those of the previous design. The
becoming more common at the time. surface-any slight discrepancy being cylinder block is again divided ver-
No cast columns are employed, the corrected by lapping. More drastic tically in the centre, with a bolted
cylinders being supported by five treatment by machining may be flange joint, but, of course, is unsym-
vertical turned steel pillars-two at called for if there is greater difference metrical as the left-hand (h.p.) cylinder
the front and three at the back (see of level. is smaller than the right-hand (1.p.)
plan view, Fig. 30). The latter were This engine is shown fitted with cylinder, in the ratio of 2 to 3, in bore
used for the attachment of a horizontal single eccentrics for the individual diameter. This engine is practically
member, which supports the lower end slide valves; reversing may be obtained twice the size of the simple engine as
of the slide bars, and their top ends by using slip eccentrics, but for dimensioned in the drawings, but
were secured to flat faces on the back positive reverse control, link motion could quite easily be reduced to the
of the cylinder gland bosses. with double eccentrics may be fitted; same size.
this may call for a slight increase in l Continued on page 656
Demands accurate work
This form of assembly calls for
careful location of the pillars, both I
at the bedplate end and in the cylinder
base flange. It also calls for accurate’
lining up of the slide bars, so that they
are exactly parallel with the cylinder
axis, both crosswise and sideways.
A rather unusual form of cylinder
casting is employed, having a channel-
shaped steam chest, open at the two
ends, the pair of castings being bolted
together at the centre by four’screws
or bolts in a vertical flange. This
gives better accessibility to the port
faces than the use of a single cylinder
block, while on the other hand it is
simpler and more rigid than the com-
mon arrangement which uses separate
steam chests-generally on the outside
instead of between the cylinder.
The cylinders have separate spigoted
covers top and bottom, and the ends
of the steam chests are closed by
single rectangular covers, the lower
of which embodies the stuffing-boxes
for both valve rods ; the upper is fitted
with guides for their “ tail” ends.
While this is by no means a difficult
form of construction, it demands
special treatment, with due care in
machining and assembly to ensure
success. The two cylinder castings
should be bored and faced separately,
the length over outside of flanges
being made as near exactly the same
as possible. Next the vertical joint
faces should be machined, either by
facing on an angle-plate in the lathe
or by milling or shaping. In the latter
case, the port face may be machined
at the same setting, thus ensuring that
it is parallel with the joint face. But
whatever method is employed, these
surfaces should all be parallel to the
cylinder axis. Fig. 33 : Rear view of compound engine, and details of eccentric straps
MODEL ENGINEER 636 2 MAY 1957
MUNCASTEER MODELS . . . continued from page 636

The steam chest arrangement of a source of heat wastage, especially port communicates with the centre
this engine is very ingenious in design, as it often extends the full length of port of the 1.p. cylinder port face.
as it allows of a single chest for both the cylinder block. This improvement The underside view clearly shows the
h.p. and 1.p. cylinders-rather unusual is effected by using an inside-admission shape of the lower steam chest cover
in compound engines-thus eliminat- piston valve for the h.p. cylinder and and the method of attachment bv six
ing the need for an eduction pipe a flat, slide valve for the 1.p. cylinder. studs and nuts, as well as the position
which, as already pointed out, may be Entry to the piston-valve housing is of the valve rod guide bracket, which
by way of a port in the side of the is presumably cast on the cover,
cylinder casting between the “ lands ” though this is not as clear as it might
Routemaster buses to of the valve and exhaust escapes at the be; the sectional elevation (Fig. 31)
ends of the valve, directly into the shows it rather differently, and the
have Leyland units main steam chest space, whence it is
admitted to the 1.p. cylinder under the
top view in Fig. 32 omits it altogether.
In view of the difficulty of aligning
T mechanical equipment in
HE
two new prototype vehicles
for London Transport has been
control of the flat slide valve. It is
finally exhausted by way of the cavity
the guides with the glands, which in
the case of the h.p. valve also have to
in this valve, in the normal manner. be exactly concentric with the housing,
produced by Leyland Motors for Details of the piston valve and the I should favour making two separate
trial by L.T.E. engineers. ported half-liners are similar to those guide brackets and bolting them in
One, a double-decker for the of the single-cylinder vertical engine, place on the cover after lining up.
Green Line coach services, will be (Fig. 26 in the April 18 issue). Some Valve rod guides are not considered
tested in a few weeks’ time on constructors may prefer to fit a essential on many model steam-
route 721 from Brentwood to single continuous liner for the full engines, particularly where the rod
Aldgate. It is said to be the last length of the housing, which will has a tail end guide, as very little
word in double-deck passenger serve exactly the same purpose-and side thrust is encountered but they
comfort. The other will operate it is not necessary to chamber out the are almost universally fitted on large
as a bus on a central area service, centre larger than the working dia- engines.
route 85, Putney Bridge to King- meter, though this is usually done in The rear view of the engine (Fig. 33)
ston. large engines to avoid the formation shows a belt-driven governor which
The vehicles are Leyland versions of ridges in the bore of the liner. regulates the speed by means of a
of the new Routemaster, the bus of Fig. 32 shows three views of the throttle valve of the axial piston type.
the future evolved by London cylinder block, namely side elevation, Further details of these items will be
Transport’s road vehicle engineers, sectional plan and underside plan. given later. The cast columns, to-
led by Mr A. A. M. Durrant, The former shows the position of the gether with details of the guide
C.B.E., chief mechanical engineer exhaust and steam admission ports at surfaces and crosshead, are as for the
for the Road Services. the front and back of the engine engine shown in Fig. 26. There is
Designated RM3 and RM4, the respectively; each of these has an oval plenty of room in the ‘centre of this
two new motlels incorporate the flange joint face. In the sectional, plan, engine for fitting double eccentrics
Leyland 125 h.p. diesel engine, a it will be observed that the steam if desired, and either one or two inter-
type already fitted to over 2,000 admission port goes directly into the mediate main bearings may be fitted.
Leyland buses in service in London. piston valve housing while the exhaust l To be continued
Designed as a double-decker
coach for the Green Line routes,
RM4 is equipped with fully-
automatic gear change equipment,
A CHILDREN’S anything thicker; if this thin tube
isn’t available. roll up a bit of 22-
the gears sorting themselves out
automatically and changing up or
LOCOMOTlVE . . . gauge sheet copper to the given
diameter, allow &in. overlap, put a
down according to the speed and continued from page 646
few & in. rivets in to hold the edges
load on the bus. If he desires, the in close contact and silver solder the
driver can over-ride the automatic joint. The front end is closed by a
mechanism and select gears merely flanged disc of 16-gauge copper silver
by moving a miniature lever. BOILER soldered in. Two 5/32 in. water-tubes
Folding doors are provided The outer casing of the boiler can can also be silver .soldered in as
around the rear platform-and seat be made from 22-gauge sheet, any shown, but they are not absolutely
spacing is the same as for other metal except aluminium will do. A essential on an engine of this kind.
Green Line coaches. Consequently 9:! in. length of 24 in. stovepiping, or The front end of the casing is
it seats only 57 people-as com- a tin canister of same dimensions, furnished with a smokebox front
pared with 64 for RM3-but still will be quite O.K. Just slit one end carrying a dummy door and adorn-
ane more than the present RT down for 34 in. length, make a cross- ments. This may be a casting, or it
buses. cut at the end of the slit and open can be built up by cutting a 16-gauge
Although all running units, such it out to the shape shown in the cross- plate to the shape of the smokebox
as engines, axles and springing, section. Fit a throatplate of the same front (drawing next week if all’s well)
have been manufactured by Ley- kind of material, like that shown for and silver soldering a flange to it. This
land to their own detailed design, the larger Virginia boiler, and tix it should be a tight push fit in the end
they conform to the overall design with three or four rivets at each of the casing, but is not fixed as it is
laid down by London Transport. side. No brazing is needed on the removed while getting up steam. The
One feature which they will have casing. . chimnev liner is a 1 in. lencth o f
in common with other RM models The backhead is flanged up from i$ in. ihin tube silver soldered into
is special heating for upper and 16-gauge sheet copper and a 7% in. a hole drilled 3 in. from the end of
lower saloons. length of Qin. x 22-gauge copper the casing.
tube is silver soldered to it. Don’t use l To be continued
MODEL ENGINEER 656 2 MAY 1957
 The MUNCASTER . . ;& ”

steam-engine models Westbury ’ j

7-Entablature or table engines Continued from 2 May 1957. pages 634 to 636

I
N THE EARLY STAGES o f its have the common feature of a flat acting type, having a sliding crosshead
evolution, the steam-engine as- elevated table supported by four with bar slides. Both the baseplate
sumed various forms, some of (sometimes more) columns-compar- and the entablature are made from
which, though now obsolete, are able in fact to the humble kitchen table. flat plate, the former being 1/4 in. thick
Many of the classic examples of these with chamfered top edges, and the
of great interest to the model engines had fluted Corinthian columns latter 1/8 in. The columns may be
constructor. Design was influenced with decorated capitals and moulded built up, as indicated in the part
by several factors, including ex- edges to the entablature. section, the ends being shouldered
pediency or convenience in the down to form studs, with separate
materials and methods of con- SIMPLE “ BASIC ” DESIGN capitals and pedestals fitted to them.
struction available at the time; The engine illustrated in Fig. 34 This is economical with material,
and also by traditional structural represents one of the simplest possible but I have a predilection for making .
styles. designs in this class, being reduced things in one piece where this is
I have already explained that the almost to the point of austerity, yet possible by straight-forward machining
preferred position for the cylinder- fully in character. It is of the direct- and I think I should prefer to turn
which was then usually the heaviest Fig. 34: A simple type of single-cylinder entablature engine
single component-was on, the floor
or bedplate; the difficulty of producing
accurate straight slides, capable of
resisting side thrust without undue
friction, favoured the use of parallel
motion for guiding the piston rod,
or indirect action with long con-
necting rods, such as in beam, return-
crank and steeple engines.
The class of engine known as the
“ entablature ” or “ table ” engine
made its appearance very early in the
1800s, but became most popular in
the middle years of the century. Some
very fine examples of these engines by
Maudslay and other prominent makers
, were shown at the 1851 Crystal Palace
Exhibition; they varied a good deal in
design, some being of the indirect-
acting type, with the crankshaft below
the cylinder and the piston rod ex-
tended upwards to a rather spidery
crosshead from which motion was
transmitted by side connecting rods
to the crank.
. Architectural term
Others, such as the types illustrated
here, had the cylinders mounted on
the bedplate a n d t h e c r a n k s h a f t rtl
mounted on an elevated platform-
probably the first attempt at what
came to be known as “ direct-acting ”
engines.
In common with many other terms
in engineering, the word “entablature”
is borrowed from architecture, being
in fact a legacy from the classic
Graeco-Roman era. Its definition (to
quote a standard architectural text-
book), is “ the horizontal member or
members supported’ by the columns,
and including the cornice, frieze and
architrave.”
All engines in this class, therefore,
MODEL ENGINEER 16 M A Y 1957 *
Fig. 35: Side view and motion-workplan of the double Fig. 36: End view and the
entablature engine with parallel motion crosshead. cylinder plan of double engine
them from 1/2in. square bar, leaving to the underside of the entablature, on both the connecting rod an the
flanges about 1/16 in. wide unmachined but the sliding surfaces must be eccentric rod; the crosshead is of H-
at each end, with simple mouldings exactly vertical and parallel to the section with grooved faces to embrace
adjacent to them and the rest of the cylinder axis both ways. It is probable the slide bars. Despite its simple
shank tapered from 5/16 in. to 1/4 in. that these were intended to be forged construction, this design can be made
dia. Needless to say, the length to shape, and machined or filed only into quite a handsome and dignified
between flanges must be the same in on the working surfaces; but most model and an efficient worker.
all cases, and not only must the flanges constructors will probably find it
be square with the sides of the en- best to cut them from the solid. TWIN-CYLINDER OR “DOUBLE”
tablature but the latter must also have The crankshaft, of the overhung ENGINES
square corners, not rounded; as type, has a 1/4in. dia. main journal The two further examples of engines
Muncaster says, “it is a sound rule and runs in plummer block bearings in this class, illustrated in Figs 35, 36
in architecture that no cylindrical mounted on the flat surface of the and 37, are both the “ double ” type;
part appears about the square cap of entablature; the web or crank disc having overhung cranks at either end
a column.” has a pin 5/32in. dia. fitted at 3/8in. of the shaft and a central flywheel;
Brass is often used for the structural radius, either by screwing or pressing but the design could quite easily be
parts of these steam-engine models in. A spoked flywheel, 3 in. dia., is adapted as a single-cylinder engine if
on the grounds of appearance, or fitted and it may be observed that if desired. They are also much more
avoidance of rust, but in the proto- character is to be as faithful as possible elaborate in design than the foregoing
types nearly all parts were made of both the rim and spokes should be example and best suited to con-
cast or wrought iron. The cylinder thinner than is usual in modern struction from castings, though many,
is 3/4 in. bore x 3/4 in. stroke, the design, practice. if not all, of the components could be
including slide-valve, etc., following The eccentric is attached to the shaft produced by machining from solid or
conventional practice. Piston and as close as possible to the main fabrication by brazing and soldering.
valve rod glands have oval flanges bearing, thus serving as an end locat- The latter methods are often preferred
and the sides of the stuffing-box on ing collar, and this should enable the by constructors who wish to obtain
the cylinder cover have flat surfaces rod to be lined up with the valve rod the utmost accuracy in details such as
for the attachment of the slide bars. without bending, which is always un- fluting and other forms of decoration,
The latter are splayed outwards at sightly and frequently quite un- which was such an attractive feature
the top, with horizontal lugs to fasten necessary. Forked ends are employed of these old engines.
16 MAY 1957 7 01 MODEL ENGINEER

I ’
.!. . ,.
/

Very little descriptive matter was sides of the cylinders were used. crosshead bearings, the latter being
furnished by Muncaster on these The use of a deep bedplate or forked. A belt-driven governor is
engines; the drawings were considered plinth with the cylinder partly or fitted, operating a butterfly throttle
to be self-explanatory, at least to those completely sunk into it, in conjunction on the steam supply line which
readers who were sufficiently exper- with an equally deep entablature, not connects to the two cylinders by a
ienced to be likely to take an interest only enhances the dignified appear- horizontal branch pipe.
in their construction. Taken in con- ance of the engine, but by enabling When the drawings of these engines
junction with previous examples of shorter columns to be used, increases were published one or two of the
design and functional details, I the rigidity of the structure. details were mildly criticised by
think that most of the essential in- In the two engines shown in Figs 35 meticulous students of period steam-
formation will be found in the draw- to 37 it appears that two separate plinths engine design; for instance, it was
ings. are employed, and also separate suggested that the flywheels had too
The major difference between the entablatures in the form of box girders; great a radial depth of rim, and that
engine shown in Figs 35 and 36, and but I should prefer to employ a four spokes should be used instead
that in Fig. 37, is that the former was single plinth and a rectangular frame of six, also that the crankshaft should
fitted with parallel motion to the entablature; even in an engine having be of square section, turned only on
piston crossheads and the latter with only one cylinder this form of con- the journals, with the flywheel and
slide bars; this would probably, but struction would give maximum eccentric sheaves staked on.
not necessarily, be a guide to period, strength and simplify lining up. I have no doubt that the critics
as the earlier engines were less likely Note that the columns are not were well informed, but apparently
to be fitted with sliding crossheads. turned to a straight taper but are Muncaster made some concessions to
In the particular type of parallel slightly convex or “ fish-bellied “; simplicity in castings and machining
motion illustrated, the geometry is this is correct to architectural tradi- procedure-just as I do myself-and
simple and obvious; it was used on tions and improves the appearance so if every example of a model purporting
many types of engines, both hori- long as it is not overdone. In the to be a true period piece were as
zontal and vertical, though in the details of column pedestals and correct as his drawings I for one should
latter case the ends of the radius rods capitals on the right of Fig. 37, the be very well satisfied. Incidentally, the
were more often anchored from exact shape of mouldings, etc., is drawings for Figs 35 and 36 were
brackets fixed to the walls of the shown, most of the dimensions being made by my colleague, J. N.
engine house than from columns; in. given m 32nds of an inch. The Maskelyne, and are a fine example of
a few cases, however, short rods connecting rods have gib and cotter engineering draughtsmanship.
anchored to lugs extended from the fixings for both the crankhead and l To be continued
Fig. 37: Another double engine with sliding crossheads, showing details of columns

.
n

MODEL ENGINEER 702 16 MAY 1957

 T h e MUNCASTER
steam-engine models - 8
Continued from 16 May 1957, pages 700 to 702

In this instalment EDGAR T. WESTBURY discusses governors and control gear

S
EVERAL
L of the engine designs I propose to deal only with simple plicates matters because there is a
in this series have included practical applications of the governor definite difference between the action
governor gear, which is a in the examples illustrated by Mun- of a spring and that of gravity, but
necessary fitting for engines which caster. in practice governors fitted with
have to maintain a fairly constant As first designed by James Watt, the springs work quite well. The governor
rotating ball weights of the governor illustrated in Fig. 38 has a com-
speed under varying load conditions not only produced the positive operat- pression spring fitted on the centre’
and, in fact, practically any engine ing effort, under the effect of centri- shaft, which exerts pressure between
which is not under the constant fugal force, but also the negative or the fixed upper yoke from which the
supervision of the driver. restoring effort, under the effect of weight arms are suspended, and the
Nearly all steam-engine governors gravity; no extra weights or springs lower sliding yoke carrying the grooved
are of the centrifugal type, based on were used, and the vertical shaft collar which operates the control lever.
the original pendulum governor of arrangement was essential for its This design has several features in
James Watt, and, in the earlier engines operation. Muncaster states that in common with the governor of the
at least, were usually made as a self- this form it cannot be recommended Tangye engine previously referred to,
contained unit, located at a con- for small engines, and my own ex- but the method of articulating the
venient position on the engine to be perience supports this view; the reason links is somewhat different. Instead
driven by belt or gears, and for of course is that in a small size; the of forking the top ends to embrace
connecting up to a throttle control gravitational effect is reduced to a the ball, the latter is made hollow
valve. I have described governor much greater extent than the friction and the link is made ball-ended to
mechanism in connection with the in the working parts. fit inside it; in either case the pivot
Unicorn and Tangye engines as well as The action of a governor relying pin passes diametrically through the
in a separate artical [MODEL ENGINEER, on the weight of the balls alone to centre of the ball. This is a very neat
27 October 1955] dealing with a restore the control on reduction of arrangement, but it decreases the
governor unit suitable for the Vulcan speed would be very erratic or weight of the ball substantially so that
beam engine or other early types. “ sticky.” Some governors, such as it must be made larger to produce the
Although the basic principle of the the Porter type, have an additional same centrifugal effect.
governor is very easy to grasp- moving weight, which slides on the To transmit the movement of the
indeed, it is obvious to anyone who centre shaft and supplements the sliding yoke to the governor lever
has observed the forces exerted in restoring force, but even this is limited with the minimum friction, a horse-
rotating masses-a full explanation of in its effects and has been found shoe-shaped thrust collar is fitted to
the theoretical considerations involved inadequate in small sizes. It is also the groove, with extended pivots
in its design would take up far more necessary in most cases to increase engaging the eyes of short arms which
space than could be spared here. the positive effort by running small straddle the yoke and are pinned
Advanced text books on mechanics governors at higher speed than the to the lever shaft. These details are
usually devote one or two pages of full-size types. illustrated in Fig. 39. The governor
mathematical formulae to the pheno- The obvious method of increasing shaft runs in a long vertical bearing,
mena of centrifugal force (for example, the restoring effort is by fitting some in a bracket mounted on the engine
see Ganot’s Physics, para. 55), but ind of spring. In theory, this com- frame, and is bevel-geared to the

Left, Fig. 39: De-

tails of the link
pivots and thrust
collar for the ver-
tical-shaft governor __
\
Right, Fig. 40: A
horizontal spring-
loadedgovernor suit-
able for high-speed
engines

MODEL ENGINEER 778 30 MAY 1957

 drive shaft which runs in a long against a fixed thrust washer, causing speeds; this is of special importance
horizontal bearing. the entire governor assembly to move not only when it is fitted on a shaft
For high-speed engines, such as bodily to the left. The grooved collar extension as in this case, but also
those used for driving electrical on the sleeve operates the governor where it projects a long way above a
generators, it is often found con- lever through a thrust collar, as in single vertical bearing as in the
venient to fit the governor directly the previous example, though this is previous example.
on the end of the main shaft, thus not shown. In the drawing, the shaft
avoiding the necessity for either belt extension which carries the governor THROTTLE VALVES
or gear drive, and making a compact is shown as screwed into the end of The design of the control gear which
arrangement. In this case spring the main engine shaft, but there are regulates engine speed under the
return is an obvious necessity, and it practical objections to this arrange- influence of the governor is of equal
is also desirable to reduce the number ment, and I would suggest modi- importance to that of the governor
of working parts in the mechanism, fying it. itself. The simplest method of
thus cutting down wear, friction and Apart from the risk of the extension governing is by means of a throttle
any tendency to rattle. The governor unscrewing if he shaft ran in a clock- or restricting valve, which may be of
(Fig. 40) fulfils these conditions, as it wise direction or in the event of sudden any type so long as it is capable of
entails the use of only two pivoted acceleration or stopping, there might being operated with the minimum
joints and a single sliding member, be difficulty in ensuring true running effort; it does not need to be capable
with a totally-enclosed central com- of the extension shaft. It would be of shutting completely, as it is gener-
pression spring. This type is suitable better to make this integral with the ally a supplement to the main engine
for the engine shown in Fig. 28. shaft or devise some more positive stop-valve, which should be quite
It will be seen that as the balls scheme of fixing and alignment. steamtight when closed.
move outwards under the effect of It is hardly necessary to add that The type of throttle valve shown in
centrifugal force, the bell crank levers the governor assembly should be Fig. 41 is commonly used in full-size
to which they are attached press symmetrical and in balance at all practice and is recommended by

Left, Fig. 38: A

spring-loaded ver-
tical-shaft gover-
nor, bevel-geared
for belt or direct
drive

Right, Fig. 41:

Details of the
sliding piston-
type throttle
valve for gover-
nor control

MODEL ENGINEER
 MUNCASTER governor. Sometimes, in order to
obtain sufficient amplitude of move-
throttle valve, which results in lower-
ing the working pressure of the steam
ment at the valve rod or spindle from before it enters the engine cylinder.
MODELS . . . a relatively small governor movement,
multiplying levers are used in the
To obtain the best efficiency the steam
should be admitted at full pressure,
connecting mechanism, and the effec- but cut off earlier in the piston
tive force is, therefore, reduced in stroke so that it can be used ex-
inverse ratio to the increased move- pansively and its energy utilised to the
ment. Thus the governor power must best effect. This is done in most
Muncaster for small engines. It is be adequate to cope with this. large engines by using governors which
similar to that specified for the If, however, either the effective vary the timing of the valve gear.
Tangye engine, but I have found it weight or speed of a governor is The governors themselves may be of
more difficult to employ successfully increased, it will come into operation normal type though they are some-
than types which have a rotary move- at a lower speed and thus, if the engine times of special design; they may
ment, such as barrel or butterfly valves. speed is to remain the same, equili- operate on the normal slide or piston
The reason for this is that it takes less brium must be restored by increasing valve through linkage comparable to
b effort to rotate a shaft in a packed the strength of the return spring or that of reversing gear, or on “ trick ”
gland than to slide it bodily through counterweight. Erratic action or valves with elaborate porting arrange-
the gland, as in this case. “ hunting ” (alternate rise and fall of ments. Corliss and drop-valve engines
However, the example illustrated engine speed) may be caused by have trip devices which close the steam
is certainly capable o f working suc- friction in the control gear or by admission valve suddenly at different
cessfully on the larger models for faulty governor design-this includes cut-off points under governor control.
which it is obviously intended, having too great a multiplication of lever A very simple and effective ex-
a bore diameter of 3/8in. Steam must movement-so that the control valve pansion governor is that fitted directly
be admitted from the left-hand moves over too great a range with a on the engine shaft-often in the
(horizontal) branch, the vertical pas- slight increase of speed. Steadiness of flywheel-and controlling a movable
sage being connected to the engine. control is sometimes improved by eccentric, not only by reducing the
It is fitted with a liner having three fitting a damping device, such as an throw but also advancing the timing.
ports which open into an annular air or liquid dashpot. Speed range If only the throw and, consequently,
passage, so that pressure is even all can be adjusted by varying the spring the valve travel were reduced, it
round the valve and there is no tension, or fitting an external spring would certainly result in earlier cut-
tendency to press it against one side which can be adjusted while running. off, of steam, and, therefore, be
of the liner. The sliding piston should effective in speed control; but it
be a smooth, easy fit in the liner, the ACCURACY OF CONTROL would be uneconomical because the
two parts preferably being of dis- Although a governor is often admission point would be retarded
similar metals, such as steel and cast assumed to be capable of keeping the or, in other words, lead reduced in
iron, or brass and hard bronze, to engine speed exactly constant, this the same proportion. To compensate
give good wearing properties. A hole is not so in practice because the for this, therefore, the eccentric is
must be drilled through the piston governor cannot effect any change in advanced as its stroke is reduced.
to balance the pressure on the upper the throttle position until some change As expansion governors are a
surface, otherwise it will be difficult of speed has taken place. There must specialised type in which only a
to move owing to inequalities in this obviously be some margin of error in limited number of readers are likely
respect or through the trapping of any type of governor, depending on its to be interested, I do not propose to
steam or warer. Care must be taken to design and control linkage, but more describe them further. But for the
fit the cover, with its central gland, still on workmanship and elimination benefit of those seeking further in-
in exact concentric register with the of friction. For most stationary formation: it may be noted that they
liner, and the piston and rod also engines of small size, a margin of were fully dealt with by Muncaster
concentric with each other. five per cent. deviation from the set in a series of articles in Vol. XXVI
speed is fairly reasonable, but for (January to June 1912) of M O D E L
special purposes, such as generating ENGINEER.
electricity, closer accuracy is necessary, l To be concluded
The “ power ” of a governor may and the permissible variation may be
be defined as the positive effort which less than one per cent. in some cases.
Geared or positively-coupled gover-
it is capable of exerting on the control SMALLEST AMATEUR WIRE-
valve. It must obviously be capable nors are preferred for accurate control,
as belt-driven governors may be
of overcoming any frictional or other liable LESS SET IN THE WORLD
to variable slip-and their
A
resistance encountered in the control reliability may be open to question. FULL constructional feature on how
gear, and it is desirable to have a to build a transistor wireless which is
margin of power in hand to ensure Cases have occurred where broken claimed to be the smallest amateur set in
governor belts have caused serious the world is given in the current issue of
reliable action. The power can be accidents, sometimes with loss of life. Home Mechanics. Including battery and
increased in two ways: by increasing Nevertheless belt driven governors aerial, the set is no larger than a packet
the weight of the balls, and by in- gave good results of IO cigarettes. It has an earpiece from a
on steam-engines deaf-aid set and is an extremely fine design,
creasing the rotational speed. Large capable of receiving the Home, Light and
slow-sped engines call for heavy for many years. Third programmes.
governor weights unless the governor There are many other articles of out-
EXPANSION GOVERNORS standing interest to home craftsmen in the
is geared up. But in high-speed same issue, which is on sale at all book stalls
engines a governor which appears While throttle governing is effective, and newsagents, price Is. 3d. Place a
much too small may be just as effective. and is probably the most satisfactory regular order for Home Mechanics with-
out delay.
It should be noted that the force method on small engines where rigid If there is difficulty about obtaining a
available to operate the control gear steam economy is not the first con- copy, send a postal order for Is. 6d. (in-
is influenced by the means by which sideration, it tends to waste steam cluding postage) to Sales Department,
Percival Marshall ahd Co. Ltd, 19-20 Noel
motion is transmitted from the by the wiredrawing effect of the Street, London, W.I.
MODEL ENGINEER
/
780 30 MAY 1957
i

\
 The MUNCASTER
In utility engines, screwed glands may
be easiest to fit, and also to adiust in
the limited space available. But most
full-size engines have flanged and

steam-engine
studded glands, the most common
being the oval type as illustrated in
Fig. 42 (the proportionate dimensions,
to suit various sizes of rods, are given
in the accompanying table).

models - 9
Very large engines sometimes have
circular-flanged glands, with three,
four or more studs; the measurements,
however, may be much the same, with
the exception of the minor axis g.
By Edgar T. Westbury (Continued from 30 May 1957. pages 778 to 480) The internal bevel at the mouth of the
spigot (shown in dotted lines on this
drawing) acts as an internally inclined
N the construction of models plicity or convenience. The discreet
I which have any pretensions to
fidelity in respect of type or
period, correctness is essential-
constructor of a true scale model
will take pains to obtain authentic
information about the actual prototype
before he undertakes construction,
plane to wedge the packing towards
the piston rod; an included angle of
about 120 deg. (or normal drill-point
angle) will be suitable-also for the
not only in the general style and and his task consists of making an
counterbored gland recess or neck
character of the main structure bush. This applies to either screwed
accurate copy-at least in visible or flanged glands.
but also in the minor. details and details. But in freelance models, not
fittings. I have referred to this in only may general design and propor- BEARINGS
earlier articles, but a further review tions be at fault, but a model which is Several of the engines in this series
of this matter may be desirable, beyond criticism in these respects have been shown with pedestal bear-
especially in view of the errors may be let down by small details. ings of the split “ plummer block ”
which are often seen in model Perhaps the worst kind of fault is
an anachronism; that is, something type, for bolting down to a flat base
engines entered in exhibitions. obviously out of period, such as a or entablature. The proportions of
These models may be broadly “ marine ” type bolted crankhead these are shown in Fig. 43, and the
classified as follow: bearing on an early nineteenth century corresponding table.
First, the type of engine which I beam engine. Another very serious In full-size practice, the bearing
have described as a “ utility ” engine. fault in freelance models is to represent housings were often fitted with a
Many constructors wish simply to them as models of actual prototypes rectangular bottom “ brass,” the fitting
build an engine which will do a job, -ethically, t h i s b o r d e r s o n t h e of which may be somewhat difficult
such as driving the screw propeller or fraudulent-but it is often done ! in a model. Unless meticulous
paddles of a power boat or a stationary How often, for instance, have we seen adherence to detail is considered
plant of any kind; they are not particu- alleged models of Stephenson’s Rocket necessary, a half-round brass may
, larly worried as to whether it conforms which bore only a very sketchy generally be regarded as suitable, if
to any particular period or style, and resemblance to this famous engine. prevented from rotating by a peg or-
in many cases the engine works In Muncaster’s models, the need to other means. In many cases, bushings
behind the scenes, where it is not simplify construction never led him may be omitted, and the shaft run
visible or obtrusive. In such cases the to commit crimes of this nature; direct in the pedestal casting, of cast
only things that matter are functional both the general character and detail iron or bronze.
efficiency and mechanical soundness. work in his designs were true to type An alternative type of main bearing,
Secondly, there is the freelance type and period though the use of certain applicable where it is cast integral
of model which is intended to be ready-made parts, such as slotted- with the engine bedplate, is illustrated
generally representative of some period head screws, was allowed to a greater in Fig. 44. Here the horns of the
or phase of engine development, but extent than I should consider per- housing extend well above the shaft
not an exact copy of a prototype. missible in a model intended for centre, and are fitted with a keep plate,
Thirdly, the true scale model of exhibition. These parts, however, both the halt-brasses being rectangu-
an actual full-size engine, whether could be changed without affecting lar. The external shape of the cast
period or contemporary type. actual component design. keep plate shown in this illustration
It is, in my opinion, the second gives a much better appearance than
class of model which presents the the plain strip of steel bar so commonly
worst pitfalls to the unwary con- GLANDS fitted, and is also more rigid.
structor because certain features in it Piston and valve rod glands are In many horizontal engines, pedestal
must always be optional, and may be very simple components, but their bearings having both the split bushings
determined to some extent by sim- appearance may make or mar a model. and their housing set at an angle are
- - employed, with the object of avoiding
Below, Fig. 42: Details maximum thrust being taken on the
t d a b c I e f
_- g 4l of standapd oval-flanged dividing line; a typical example is
seen in the Unicorn engine.
l/16 l/8 9132 glamh
:/‘lt
17132
I/M
:;;z $k5 CONNECTING RODS
2;/;2
19/32 :/:: 7132
Various cross-sections of rods have
314 II8 ;i;: I l/l6
>7/a S/32 $186 I i/l6 I5116 been used in steam-engines; the
I l/l6 3116 I9116 earliest types had forged rods of
3/16 7t/;t l:F I 5/E
I if l/4 9116 I l/l6 round or rectangular section, but many
I7116 II4 ‘518 I l/8 I :l’t classic examples of beam engines later
I l/2 I 14 II/l6
- - 13116 23116 had cast-iron rods of cruciform-or
MODEL ENGINEER
ribbed section. Still later, when
machining facilities were improved,
round and rectangular rods again
became popular, but were now bright-
finished all over. The bearings of
these were usually of the “ gib and
cotter” type, at least at the crank-
head, and often at the crosshead.
Two typical examples o f these portion of the valve stem is made
bearings are seen in Fig. 45; the first larger in diameter than the shank
has a rectangular strap embracing the which passes through the gland, and
top and bottom sides of the rod end, a washer or neck bush prevents
and bolted in position. The split packing from jamming in the thread.
bearing is of rectangular shape to fit The main object of this form of
the frame thus formed, with side design is to prevent any likelihood of
flanges for location, and the inner the spindle being unscrewed out of the
half has a tapered groove in the back valve and getting blown into the face
so that it can be secured, or wear of the operator-not by any means
taken up, by the wedge or “ cotter” an impossibility with some types of
which passes through slots in the stop valves used in the past. These, I
strap. believe, have long been banned on
In the second example, the strap is full-size engines and boilers by Board -
eliminated, the rod having an open- of Trade regulations.
ended slot with a gap piece secured Both right-angled and straight-
by a bolt. The wedge method is Fig. 43: Standard ” Plummer block ” through types of stop valves are used
again employed for adjustment, but type pedestal bearings on engines, according to convenience,
in this case is drawn in by means of a the latter being more difficult to make
bolt against a tapered face in the rod in small sizes, though methods of
itself. Many other variations of these the functonal design may be noted; doing so have been described several
bearings were used, but the same first, that the actual valve head is times in MODEL ENGINEER. In either
principle of adjustment was applied. separate from the stem and free to type, the entry side should be under
rotate upon it, being retained in place the valve head, so that the gland is not
by a tangential pin which intersects under pressure when the valve is
STOP VALVES the groove in the stem. It may be closed.
In many steam-engine models, real- made with a spherical curve outside,
ism is marred by the use of crudely- and also on the inside thrust face,. as REVERSING GEAR
shaped auxiliary fittings, such as shown; this gives it a self-aligmng It has already been mentioned that
drain cocks or stop valves, which may property, though the “mitred” 90- the majority of stationary engines are
serve their purpose but are quite out deg. head and flat internal thrust made to run in one direction only, as
of keeping with the rest of the design. face is more common. the need to reverse them simply does
An example of a stop valve which is Secondly, the valve seating in the
correct both internally and externally body is raised, so that metal is available
is shown in Fig. 46. It is best adapted for re-facing if it becomes necessary,
for construction from castings, or at and grit or scale tends to fall away
least one for the body, but could be from the seating instead of remaining
fabricated or machined from the solid. to become imbedded when the valve
One or two important points about closes. Last, but not least, the threaded

Left, Fig. 44: An

alternative type of
pedestal bearing,
cast integral with
the engine bedplate

Right,‘ Fig. 45: Al-

ternative types of
” gib and cotter ”
connecting-rod bear-
ings

MODEL ENGINEER 842 13 JUNE 1957

 Left, Fig. 46: A stan-
dard type of right-
angled stop valve
STANDAPD GLAND for the manual con-
trol of steam supply

Right, Fig. 47: Dia-

gram showing the
positions of eccen-
tric in relation to
crank, for forward \”
and reverse rotation
With this arrangement, an engine
once started in a given direction will
automatically take up its correct
timing so as to continue to run in that
direction.
The “ slip ” eccentric, as it is called,
not arise. Certain types of engines, the valve gearing through an angle of is very popular for simple model
however, such as those for hauling, 180 deg., minus twice the angle of locomotives and marine engines, and
hoisting or winding, need to be advance. has also been applied to quite large
reversible-and this also applies to This is illustrated in Fig. 47 which engines in conjunction with some
marine engines of all kinds. shows the positions of the eccentric, means of disconnecting the slide
In dealing with oscillating engines, relative to the crankpin, for both valve and operating it by hand .for
it was seen that rotation can be directions of rotation. The exact manoeuvring. Such engines are not
reversed simply by changing over steam angle, of course, will depend on the positively self-starting but this applies
and exhaust connections, but this is amount of lap and lead employed, to all single-cylinder engines in any
not practicable in the normal type of and for an inside-admission piston case, and is not necessarily a practical,
slide-valve engine, especially if it is valve the angle of advance will be on disadvantage. A typical example is
provided with lap and lead for the minus side of 90 deg. from the the Trojan marine engine.
efficient operation. A piston-valve crankpin in each case. There are several types of positive
engine with no lap or lead, however, The simplest method of obtaining reversing gears used on steam engines,
can be reversed in this way, and it is the required phase shift is by using a most (if not all) of them being de-
often done on engines for small single eccentric, not rigidly fitted to signed not only to effect the required
cranes, ash hoists and ships steering the shaft but capable of a limited phase shift, but also to vary the
gear, for the sake of simplicity and angle of movement, so as to take up admission cut-off, so as to employ
. convenience. Generally, however, the relative angles shown when expansion to best advantage-in other
reversing entails shifting the phase of moved to the limit of travel either way. words, to “notch up,” the notches
being those in the reversing gear
Fig. 48: A horizontal engine fitted with Stephenson link reversing gear control quadrant. Of these, the earliest
best known, and still most universally
popular, is the so-called Stephenson
link gear, though its title has often
been held in dispute, and is sometimes
ascribed to Howe, who was employed
by George Stephenson.
Muncaster gives an example of a
horizontal engine fitted with this form
of link gear (Fig. 48) which may
serve as a typical illustration of the
general design and proportions of its
working parts.
To be concluded

ADDITIONS TO THE LATHE

Instructions for making centring
chucking accessories; tool
holders and cutter bars; dividing
simple milling attach-
ments; aids to screwcutting; and
steadying appliances are to be found
in Edgar T. Westbury’s Lathe Acces-
Priced 3s. 6d., postage 3d. (U.S.A.
and Canada $l.00), it can be obtained
from Percival Marshall and Co. Ltd,
19-20, Noel Street, London, W.1.
13 JUNE 1957 843 MODEL ENGINEER
--