Weymouth and District Model Engineering Society

The Newsletter April 2006

The Keeker’s Office*

This was supposed to reach you much sooner; however I was taken to Cornwall for two weeks on an unexpected family holiday. Lots of walking, body-boarding and canoe surfing. I also developed a bad back! but still managed a visit to the Levant engine.

I had thought that this issue might be more ‘clute than pudden’**However what with corrections to the last issue and an entirely unsolicited article things are looking a lot better. The last issue had an unprecedented response, TWO e-mails, each pointing out my mistakes in the Boiler Test Code article. One from David Riches and one from the Editor of the Southern Federation Newsletter. The corrections appear later, please accept my apologies for the mistakes. On a positive note it shows that someone is reading the newsletters, and presumably EVERYTHING else has been correct Speaking of Southfed we keep getting mentioned, (or at least Gordon does) in their newsletter, it can be difficult to find however as Mike Leahy the editor thinks Weymouth is in the Southeast, not the Southwest!

I believe birthday greetings are due to our two octogenarians, Ralph and Gordon, congratulations to you both.

. *Surface foreman in a Geordie colliery.)

**In the Peoples Republic of Tyneside when making a boiled pudding it was first wrapped in a cloth. If you were hard up you ended up with more cloth than pudding.

New Boiler Test Code – Corrections to the article in the last issue

Unfortunately, during the preparation and printing of the article in the last issue, a number of errors crept in due to misunderstandings of both the booklet containing the new regulations and my original draft. I apologise for these and will now try and correct them.

1. The frequency of hydraulic testing for new steel boilers is four years after the initial test and every two years thereafter. For existing steel boilers it is every two years. This was an unfortunate typo.

2. It is not actually a requirement of the code that boilers that have undergone significant repairs be tested as new (i.e. at 2 x working pressure). However it is my view, as a former chartered mechanical engineer, that they should be, subject to the condition that this shall not over stress other parts of the boiler that have not been affected by the repair.

3. Pressure gauges only have to have a range of 1.3 x maximum working pressure (not 1.5). I read section 8.9 as implying that the pressure gauge had to be in situ during the hydraulic test; in fact it is recommended that it is not to avoid over stressing it. It should be separately tested and marked using the hydraulic test set.

4. I twice used “may” when I should have used “will”. The inspector will need to examine a new boiler twice during construction, and will require weld samples for test unless the welder is a coded welder or has proof of test pieces being satisfactorily tested during the previous twelve months. Unfortunately, although the code only defines “shall” as mandatory, “will” is also used for mandatory requirements, contrary to normal engineering specification practice.

I feel, however, that I must stress that any test should be conducted using the new booklet as a reference and in accordance with it. I have a number of copies, which are available for reference by any member building or contemplating building a boiler. It has, I believe, been reprinted in the Model Engineer.

David Riches

Engineering

The main oval is just about complete and in use, together with the Station Loop. Work continues on the turntable and steaming bays and plans are afoot for a new retaining wall and landscaping. (As far as I know we are NOT planning to lift everything at the end of the year). Other work involves fastening the track to the concrete base, carrying out repairs to the North Bend, manufacturing point locks and producing Whistle and Stop signs.

Have you seen the engine stand produced by Ray and Gordon? If you haven’t it is best described as a cross between a beer barrel and a war chariot and works just fine. Well done U2. Playtime of course is the 1^st Saturday in the month; February saw 10 members, 3 steam locos and 1 electric machine at the track. Usual arguments as to why the water gauge wasn’t showing anything, (it’s too full, no it’s empty) but lots of fun. Very cold though, the fashion police would have had a field day. Please remember that safety is paramount and the Club Operating Guidelines must be followed. A copy of these is in the blue folder kept in the clubroom.

Nic’s Nuts

The small square nuts and bolts that I am making for my Trevithick engine seem to have caught the imagination of some members. I can only say that I am not B….y mad as suggested by our tame Brummie but it must be nice to make something big enough to find when you drop it.

It is strongly rumoured that two locos are nearly finished, our Chairman’s and our Track Manager’s. Both of these are of hernia producing proportions and volunteers are needed (but not expected) to get them onto the track.

Events

Firm dates are as follows

Budmouth College Open Day 25^th April

This will run from 10.00-17.00, food will be provided, and all we have to do is take people for rides around the track.

Chickerell Fete 25^th June

Chickerell Carnival 12^th August

Further events are being arranged

Annual Dinner

No, we haven’t forgotten, we are sending out a scout to try out a suggested venue for this quintessential degustatary delight and will let you know if he survives.

Clubroom Update

We now have a small library with books and magazines donated by various members. Although naturally all engineering (no one has donated their loft full of girlie mags yet) the collection is, dare I say rather eclectic (if you don’t know look it up) and also includes many boiler drawing donated by Reg Chambers. A list of these is available by e-mail from me. If you cannot communicate by word of mouse a paper list can be provided.

New Club Website

One for the Techies amongst us. The new website is www weymouth-dmes.co.uk. Thanks to Mike Jackson and his ‘boys’ for getting this up and running, (I suspect it was mostly the latter).

A Day Visit to Didcot Railway Centre by Sean Thomas

The day dawned and I realised that it was my birthday. Among the collection of card was a large brown important looking envelope. On opening it I found a birthday card from The Didcot Railway Centre and information on how to get there for my “Day at Didcot”, I have an understanding wife. Mind you I’m not sure who is more interested in steam engines, at times.

We travelled to Chievely services and stayed the night. (there’s a man who knows how to treat a girl, Ed) and then off to Didcot. On arriving we realised we were a bit early, so settled down to watch the locos in the rain from the comfort of the car.

The attraction of steam had us at the entrance at about 0935, so much for the earlier idea. As we approached the ticket office we introduced ourselves to the lady in the office by opening her ticket window for her, rain and rust had made it stiff. After introductions we were taken down to the café to wait for our guide. At 1030 on the dot Mr Peter Lugg arrived and we had a long chat about our mutual interests. There isn’t much Peter hasn’t done on the Railways, after leaving college he entered the “Railway Apprentice” scheme and qualified as a fireman and driver before going into the engineering department of the GWR(no one’s perfect, ed) and after the amalgamation of the companies he joined the BR engineering department. When diesel engines came in he decided that he didn’t want anything to do with them and moved over to the civil engineering side. After retirement he became a consultant for the GWR society, so we knew we were in good hands.

The tour started at the coaling station, an interesting but bitterly cold building, I can’t imagine what it was like working in there especially when the dust suppression system was turned on. We also saw the pits where the locos dropped their fires and were told that only the GWR insisted that the engine crew didn’t empty these pits hence the appellation of Gentleman Driver for the GWR crews. From there we moved on down the site to Brunel’s atmospheric railway, a section of this is extant and is displayed at an angle showing the greatest gradient that it was expected to achieve. This gradient is steeper than the Lickey Incline that other company’s locos had to climb. From here we had a look at some of the other important parts of the GWR equipment such as the way makers and the platform furniture, keeping a look out for the number of different artistic styles.

We then got to the Broad Gauge Change over Shed, Peter insisted that in reality Broad Gauge was in fact Standard Gauge and the 4’81/2” was actually narrow gauge. In the shed there was “Fire Fly” a genuine broad gauge locomotive and not a model or replica but a real engine with a GWR number, she was in a bit of a state when were got there as they had to remove all the nice brass and copper bits to prevent them being stolen. We also got onto the Second Class carriage, for that read “open cattle truck with bench seats running athwart”, now doing 80 mph in the winter with rain and snow that must have been fun.

After the Broad Gauge we went into the Carriage workshops, if anybody is interested in building to prototypical accuracy then this is the place to go as they have carriages in all states of disrepair. Here they are actually still using rare hardwoods from the rain forests. The society had wisely bought up a lot of stock before the SITES treaty came into force. Here Peter had a lot to tell about how GWR ran afoul of the armorial college for using an unofficial Coat of Arms and how GWR got around the problem. We also went into the painting shed, here they are still using lead paints and getting a beautiful finish.

Lunch, the most important time of the day, we went into the staff canteen, lovely food and great service nothing was stinted with the large plateful, unlimited coffee or tea and the sweet was also marvellous. While we were here we met with a number of other workers and had a great time chatting with them.

Now was the time for the footplate ride on their freight engine, as we approached we asked permission to come aboard, just like going on board a ship at sea. Every thing was clean and sparkling even though the engine had been running since 0930 and it was now 1400. Peter told me that when he was driving he didn’t need to clean his overalls as it was possible for a good driver and fireman to remain clean! Looking at some of the club members I wonder about this, I particularly remember my face after a days running when I’m just stood nearby. The visit to the engine shed was perhaps the best part of the day; it consists of the engine storage bays, general fitting shop and the lifting shop. While they can not lift an entire locomotive they can lift the boiler and fittings. There is even a real wood block floor there that the “Health and Safety Police” have not removed. In the fitting shed there were several locomotives in various states of repair. You have to be careful in there as it is used as a working area much in the way they were before the removal of steam on the railways. There are bits and pieces of engine strewn across the floor ready for quick replacement. The next building we saw was the engine shed itself, here there was the entire collection, not running that day, and we could get on board some of them. Peter was in his element here pointing out all the bits and pieces, much more comprehensive than the instruction I got at the Swanage Railway.

Finally it was time to leave, but there was one more stop to make. The shop here has, along with all the GWR memorabilia, plenty of other companies’ collectables and I bought far too much of the LMS products in the shop. Peter Lugg was not amused by my choice of purchases.

For anybody wishing to see the prototype of the model they are about to build this is a great day out to check if the plans are true to the original.

Overheard in the Clubroom

You remember that stuff they used to put in your tea during National Service? I think it’s starting to work.

My company cast a flywheel so big the hole in the middle weighed 5 tons

New Members

Welcome to Chris Bird and Robert Oldfield. A much belated welcome is also due to Leslie Senior, (not to be confused with Allgood Junior of course).

Sales Department

John Clark is offering firewood at £30.00 per load. See him for details.

.Thank you to Sean Thomas for his contribution to this issue.

All opinions are mine and not necessarily those of the committee

Ever the optimist, contributions for the July issue in by the 30^th June please.

.

Nic Ashmore.

Club website: www.weymouth-dmes.co.uk

Secretary ashmore100@freenetname.co.uk Tel 01305 813252