Roger Pellett

Hi all,
 
A final post to wind up the build of the PM Research Drill Press model shown below.
 

 
My parts, back from the paint shop. I had run out of my usual Satin Black spray and couldn't find the same brand with a reasonably short delivery time, so went with a different brand. I don't like it as much, but it will do for the time being.

 
The drill, ready for some action. All the levers, gears etc work. I guess I should have made a small vice for the table?

 
The finished model.

 
And now moved to the 'workshop' to assist the Stuart Lathe and PMR Milling machine.

 
The build was reasonably short but had enough little puzzles to keep my mind working.  I'm really not sure what to do next - I've now done a couple of steam engines, three workshop machines and, earlier, two ships/boats.  So off to have a good think and look around 🙂
 
Thanks to all for the Likes etc.
 
Best regards,
 
Richard

Hello again everyone,
 
It is finally about time that I get back to the bench and get some real work done, and not this around the house to-do list stuff. I don't have a lot to show right now, since I am just getting back into the groove, but I wanted to get something out there. I last left off working on getting the bottom of the hull covered. I was initially going to skin the whole thing over with basswood sheets, but the bow and the stern area had way too many compounding curves and angles to get the wood sheets to lie down correctly so I then decided that I would plank it to see how that would look. Still with the difficult curvatures around the Kort Nozzles, I still struggled to get the planks to line up and lie down as well. I started planking the middle and got so frustrated that I finally decided that I would just go in and fill the whole thing with body filler. So I tore out most of the planking and used a light weight air drying clay to fill in between the bulkheads, The clay was cheaper than the body filler, but took several days to fully cure. I then took a few strips of planking and glued them in place about an inch or so apart. The strips will serve as a depth guide for the applicator as well as an indicator of how far I need to sand the body filler down. I figured with all the gaps that I was going to have to fill in with the planking in this area, I might as well save some frustration and wood and just fill the whole thing in. Besides, this area will hardly be seen at all anyway.
 
Here are the guide planks going and the clay filler in place. Even pre-soaked the planks had to be held in place with weights to keep their form while the glue dried.

 
 
Next I slathered on a couple of coats of body filler and let that set. This is the first coat going on. 

 
First round of sanding is done. There are some low spots and pinholes that need to be filled in, but for the most part I think it turned out well.

 
That is all for this update. I know it's not much, but I hope to have more next time around. Winter will be here before you know it which provides ample time for shipbuilding. I'm actually just tickled to finally get to use the new bench and shipyard setup.
 
Thanks for stopping by.
 
-Brian

Installation and soldering of sheets to bulwarks and bulkheads.

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

Yes, it sounds like the guy, although I thought that he had a definite release date.
 
Roger

Yes, it sounds like the guy, although I thought that he had a definite release date.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

There is supposedly a guy in prison who recovered $$$$ in gold from a wreck in US Waters.  He stashed it somewhere and lost a fight with the authorities regarding possession.  He will be released in a while and as he had paid his debt to society will be able to enjoy his loot.  He apparently thinks that this is a good bargain.
 
Roger

By the time that these ships were built Naval Architects realized that the large keels built into wooden ships were no longer needed as structural members.  The major strength members in a steel hulled ship that act as a keel to withstand longitudinal bending loads are the inner bottom structure and bottom shell plating.  The primary function of the structure in way of what was formerly the keel is to withstand the concentrated loads encountered during dry docking.
 
Roger

Hi Valeriy,
 
I always look forward to your posts as they show that you are able to still lead a somewhat normal life during these difficult times.  It’s also great to see another steam merchant vessel under construction.  I build my models as two half models too.  This method ensures an accurate hull.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

There is supposedly a guy in prison who recovered $$$$ in gold from a wreck in US Waters.  He stashed it somewhere and lost a fight with the authorities regarding possession.  He will be released in a while and as he had paid his debt to society will be able to enjoy his loot.  He apparently thinks that this is a good bargain.
 
Roger

There is supposedly a guy in prison who recovered $$$$ in gold from a wreck in US Waters.  He stashed it somewhere and lost a fight with the authorities regarding possession.  He will be released in a while and as he had paid his debt to society will be able to enjoy his loot.  He apparently thinks that this is a good bargain.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

The second sheet includes the general arrangements & bow construction detail.

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

The main user of water from the sea chest is of course the condenser for the main engine.  Period photos and drawings for various ships and the condenser for the 1896 main engine of the historic Steamship SS Meteor have the condenser located on the engine’s port side.  This means that the hotwell, air pump, and feed pump would also be located on the port side.  The air pump and often the feed pump were driven by a link to the engine crosshead.  The sea chest would be located on the same side of the vessel as the condenser to minimize the run of of piping to it.  The engineer controlled the engine while standing on the operating platform that was located on the side opposite the condenser as the shaft and linkage for controlling the engine’s rotation had to be located on the side opposite the linkage for the air pump.
 
The direction of rotation of the propeller was a function of valve timing, nothing more.  The engine was reversed via a linkage that changed the valve timing.  A major advantage of the triple expansion marine engine was that it turned slow enough to be connected directly to the propeller.  Expensive, difficult to manufacture gearing was was not required.
 
I see no reason why the sea chest could not be located on the starboard side, provided the engine’s condenser and pumps were located on that side also.  A twin screw vessel would have sea chests on both sides with a “port condenser engine and a starboard condenser engine.”  The operating platform would then be located between the two engines.
 
Roger

I’m glad you kept that part of the Shore Leave forum, and I understand the reasons behind the suspension of the other part. I hope that things can remain this way, as regardless of subject, MSW is a great forum to belong to.
 
I know lately I’ve been away from ship modelling (it’s a “mood” thing), but as part of my researching for my “other projects” I stumbled across another forum that uses the same type platform and similar format as MSW (I will not name it). While there was a similar wealth of information and a similar community of enthusiasts, some of the threads I read turned into almost outright nastiness: “You’re wrong!” “No, you’re wrong!” (I’m paraphrasing, but I hope you get the idea). I was considering joining as it would be a more appropriate venue for my current modelling endeavours, but after seeing the darker side, I lost my appetite. 
 
I truly hope that things are allowed to continue here in the newly adjusted format. I think, for the most part, the people posting down there at the bottom of the forum are still following the MSW rules (it really isn’t a high bar to step over, if you think about it). 
 
And if I do do something in error, please let me know so I can correct it, if possible, and avoid making a similar misstep in the future.
 
Andy

Been there, space was always the problem and $$$. 😆 Ship modeling is much more reasonable, when you work out the cost over a per annual basis.  
 
Beautiful model railroading work, Yves. 👍
 
John

A few views of the beast: 
 

 

 

 

 
The metal pieces above the rear truck, are used to re-rail the units. It is not uncommon for these snowplow and tender to derail when the ice is very hard, and that despite their mass.
 

 

 

 

 

 
And finally, the two units coupled together: 
 

 

 

 

 

 

 
Again, this is a temporary pause in the project, as a piece of track must be built.
 
Yves
 

Thank you Folks for all these recommendations and web sites. Yes, I know all of them and have ordered a lot of parts in the past.
 
Unfortunately, for this rotary, once you couple the tender, there is not much that can be seen in between. But I do appreciate your ideas and suggestions and my do it at a later time.
 
Yves

And remember - though this principle can be abused (for example to justify Celtic Ninjas), it's still true, particularly for archaeology, that Absence of Evidence is not Evidence of Absence. (It used to be believed that women in the 17th century didn't wear knickers, because none had been found. Until a pair was found, consigning that theory to the dustbin of history.)
 
More planking. Up to the second wale.







And onward, ever onward.



Steven