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This issue waspublished on: 16 April2025
The next issue will be on sale: 16 May2025
On theEditor’sBench
As promised, this issue contains abrief article onmyexperience of ametal 3D printedpart, and Isee thatthis month’s ClubNewsalso features amodel with partsmade this way. Is using metal 3D printedparts ‘cheating’? Formostofus, workshop activity is generally done for pleasure,so the conceptofcheating doesn’t really apply –wecan use whatevertechniques or aids we wish.
As farasmodelengineering is concerned, in the pastitwasn’t unusual tomakepaterns forparts of tools or models and getthem produced by a
local foundry; Idon’t think thatwas ever classed as ‘cheating’.The skills to produce an accurate3Dmodel in a CADprogram arevery diferentfrom those needed to make agood patern, butI would argue thatbothrequireskills and expertise. Indeed, from my own experience, acomplex3Dmodel can takemorework than asimple patern
As farascompetitions areconcerned, the answerissimply thatfull disclosure should be made forany boughtinparts or services, and so the model maybe judged on the work put in by the builder.
BritishAssociation ScrewThreads
Incidentally,myresumption of modelmaking hasled to amodest flurry of ordersfromsomeof‘our’ suppliers.Notable service washad from EKP supplieswho managed to divert abatch of BA fixingstomy currentaddress, despitetheir system retrieving my old one. BA screw sizes mayseemvery oldfashioned to younger readers, used to metric fixings, however, despitebeingagreed in 1884 by the BritishAssociation they areactually ametric standard. The largestsizeis0BA at 6mm diameter, andeachfurther sizeis0.9 times the sizeofthe previous,rounded to 0.01mm. In practice, this means modellersneeding scalesizefixings canchoose onewithin 5% (and ofen beter)ofactual size.
Manysizes areavailable with the
choiceof‘onesizesmaller’ hexagons which can beterrepresentthe proportionsoffull-sizefixings. As my model requires 12 and14BAfixings(1mm top diameter) Ifind myself wishing Ihad ‘one size smaller’ fingers!
Neil
Neil Wyat Editor Diane Carney Deputy Editor
Contents
9 An EMCO Compact 5 Screwcuting Clutch
Graham Meek presents afinal iteration of his screwcuting clutch design, this version is adaptedtofit the Compact 5lathe
15 AGWR Pannier Tank in 3½Inch Gauge
Geralds Martyn describes how to makethe brakes forhis model tankengine.
21 ALeather Belt-Joining Jig fora Threshing Machine
Ian Couchman’s Thresherfeatured in ME severalyearsago.Afersolving some other teething problems,he made this jig foruse away from the workshop
26 Seting Up aVariable Speed MotorDrive
Thepopular IMOCub has been replaced, here’sJoe Jordan’s guide to seting up the newSD1 inverter drive.
29 Quick Notesfromthe Workshop
We explain the diferences between some similar looking hand tools.
30 TheMidlands Garden Rail Show 2025
John Arrowsmith went to theshow thatfocuses on medium sized model railways.
36 AResin ExhaustShroud
Marcus Bowman took on adesign challengefor apartthatwould traditionally have been made by injection moulding
46 My LifeinMiniature!
Mark Noel has turned his engineering ingenuity to making miniature accessories fordoll’shouses.
54 Working on the Lathe:Drilling and Boring
This month Neil Raine looksathow to ensureboringtools cutfreely.
62 ATandem Compound Mill Engine
DavidThomas movesontothe governor, making severalsmall and accurateparts.
68 The BR St andard2-6-0 Clas s4 St andardE ngine
Doug Hews on introduces the boiler design fo rt he 5” ga ugeM ogul..
74 COVER FEATU RE -3 DP rinted Metal Pa rts
Re pl aci ng castin gs with 3D printe d metal parts is nowfeasible fo ru s, says Nei lWyatt.
76 Beginner ’s Wo rksh op.
Moreo nd if fi cul td ri lli ng –
Geomete ri llustrates some si mpl ej igstofacilitate accurate ha nd drilling.
Regulars Visitour Website
3 SmokeRings
TheEditor’sround-up of what’son his workbench.
18 On the Wire
This month’s reporthighlights how autonomous vehicle control is becoming ever more common
20 Readers’Tips
This month our winner has a traditional style tip formaking elegant clamping screws. Send your tips to meweditor@mortons.co.uk, and you could win aprize.
42 Club Diary
Our month-by-month guide is full of interesting club events around theUK.
44 Postbag
Thecontentsofthe lastissueraised a lotofinteresting responsesfromour readers. Send the editorsyour leters at meweditor@mortons.co.uk.
77 Club News
GeofTheasbywith his monthly round up of what’sbeen happening at model engineering clubs across the world.
80 Readers’Classifieds
Our regular selection of readersfree advertisementswith moregreat machinery on ofer
ExtraContent!
Your magazine is growing and changing into Model Engineer &Workshop.Find out moreand letusknowwhatyou wouldliketosee in thenew,largermagazine at: www.model-engineer.co.uk/forums
Visit the forum foranother perspectiveonfiting an inverter drivetoalathe: htps://tinyurl.com/3snhru5w
Hottopics on the forum include:
Beginner with newly bought lathe –manyquestions started by ell81 Useful advice herefor anyone who has boughtanolder lathesecondhand.
BassetLowke “Eclipse” started by JasonB Recreating and olddesignfor asimple ‘marine’steam engine.
Stripped aluminum threads. Nowwhat? started by brucemc777 Severaldiferentapproaches to repairing stripped out threads.
Come and have achat!
As well as plenty of engineering and hobbyrelateddiscussion, we arehappyfor forum memberstouse it to shareadvice and support.
Come and join us –it’sfreetoall readers!
On theCover Next Issue
Our coverfeatures acrosshead 3Dprinted inaluminium alloyfor amodel stationary steam engine. Read more from page74.
In our next issue,David Haythornthwaitedetails alever tailstockfor theMyfordSuper7 lathe.
Over theyears GrahamMeek hasadaptedhis screwcuting clutch design to severaldiferenttypes of lathe. He found himself with afinaldesign challengeand the solution will greatlybenefit Compact5users.
An EMCO Compact5 Screwcutting Clutch
Ithad been my firm beliefthatthe screwcuting clutch forthe MaximatSuper11was going to be my lastscrewcuting clutchdesign (Model Engineers’Workshop 304 –306). Having decidedinearly2022 to downsizetosmaller equipment, however, the race wasontoget my Compact 5inacondition whichwould suit my futureneeds. Iamnot goingto describe the operation or construction of the clutch in detail as this has been coveredbymyearlier articles. Thebest description of its use and function is in MEW 261 -263, whereIdiscussedmy version forMyfordML7 andS7lathes. This article covers specific changes to suit the Compact 5. In brief, the clutch is operated by twostops on an actuating rodbeneath the apron, photo 1, thatoperates arepeatable dog clutch within thelathe gearbox, photo 2.The drawingsfor the clutch, figs 1-7,will
be published over the twoparts of this article. Rendered images kindly produced by John Slater should help youunderstandassemblyofthe clutch, renders 1-5
Onceyou have had the luxury of a screwcuting clutch it is ahardthing to have to do without, especially as Ihad waited 30 yearstofit the Maximat version and given the large amountof screwcuting thatIdo.
TheCompact 5leadscrew and carriageare permanently engaged, i.e. no clasp nuts; screwcuting at 200 rpm and relying on switching of the motoratjustthe rightmomentisnot my idea of fun. Therewas alwaysthe alternativeofusing amandrel crank handle but given my muscle problems, this wasruled out in favour of a poweredsolution.
TheCompact 5, whilsthaving alarge, cavernous void inside the belt guard,
has the screwcuting gear train driven from the outer end of the mandrel. All previous designs have had the gear train close to the headstock and it has been astruggle to geteverything in with this design. This seems acontradiction, given the space available. While the void couldaccommodate a robustly designed dog clutchassembly easily,geting the drivetothe dog clutch and back to aposition as close to the original mandrel gear wasa diferentmater.This wasdue mostly to the large mandrel pulleybeing in the way. Thingswould have been awhole loteasier if the largest pulleydiameter wasnearer the headstock.
Thereprovedtobetwo further flies in the ointment. Thefirst wasthe fact that themandrel gear,which is machined integral with the spindle, is an oversize gear.This gear also doubles up as the spline forthe drivepulley. Theoutside
and pitch diameters of this gear are alot largerthan theyshould befor a standard20tooth gear of No.1Module (1 Mod). At 23.75mm outsidediameter it is afull 1.75mm largerthan the 22mm outside diameterofa standard20T gear.This necessitatedworking backwardstofind thetruepitch diameter of the gear in order to lay-out the gear centres to and from the dogclutch.
Thesecond wasthe leadscrew needs to be free to rotate when manually feeding the carriagealongthe bedusing the leadscrew handle. This means the leadscrew engagementknob used by Emco forfine feeds and screwcuting has to be retained in one form or another, otherwise, when traversing the carriage along the bed manually,the operator would have to work againstthe gears in the quadrantdrivetrain. This additional load is notagood thing to have to deal with when trying to establish a dimension, as the momentum from the moving gearscan quiteeasily takethe leadscrew pastthe desired position. It is abit likethe old friction driveswhich were found in old toycarsand the like.
Ifelt the location of the Emco engagementknob wasidealfor the screwcuting clutch operating lever This position is notunlikethatonthe HardingeHLV toolroom lathe, the crème de la crème of screwcuting lathes. Some wayofcombining the two functions at this pointwas needed. Work as alwaysstarted with the main body, which went according to plan until it came to do adummyfiting on the machine. It wasimpossible to locate the main body due to the M6 tapped bracket welded to the inside of the headstock sheet metalwork being in the way. This can be clearly seen in photo 3,whichalso shows the standardgear train set-up and the cavernous space. Taking the bracket of could have been an option, butthose of youwho have followedmywritings in the pastwill knowthatthis is notan option Iwould take. Therewas nothing foritbut to makethe main bodyintwo parts, photos4,5 and 6.Luckily the existing main body could besalvaged forone of the halves.
A0.25mm shim is drawnuptobe fitedbetween the main body and the lathe bed. This is to fine tune the clearance between the Tufnol idler gear and the circlip which retains the mandrel pulley. Whether this is needed, or not, all depends to alarge extent on the position of the headstock on the bed. While it could be possible to slacken the headstock and slideitalong the bedways, towardsthe tailstock, this wasanoption thatIdecided Idid notwanttotake. Iama firm believer in ‘leaving well alone’, especially when
Render 1: Early leverassembly. (John Slater)
Photo 2: Gear train with the clutch fited at right.
Fig1:General arrangement and howitfitsinthe lathe gearbox.
Fig2:The link bar and related parts.
Photo 3: The gearbox, before modification. (Jamie Wood)
Fig 3: The main body,part 1.
it comes to the main elements of a machine tool.
Amodified Oilitebearing wasused in the main body wherethe leadscrew input shafruns. This is astandard 12mm boreby18mm diameter, 20mm long bush. To preserveconcentricity thisisbestmountedona mandrelto turn down the 16mm diameterportion to press into the main bodypart1
Once the two-part main body hurdle had been overcome the project proceeded withonly one more oversightonmypart. At the design stageIhad drawnout the complete packageonly to find thatone of the original Emco TPI screwcuting gear trainswas fouling the output idler gear whichtakes the drivefromthe dog clutch output shaftothe input gear
which replaces the mandrel gear the powerofAutoCad, moving th around wasnot toodificult and t problem wassoon overcome… o so Ithought.
Using ings his or lt to large st ng tly ign r now he side. o see s it is nt The here
In my initial design, Ihad made provision forthe mandrel Vee-be clear the dog clutch selector by a margin when shifing to the large pulley, i.e. slowspeed. Afer movi the gearsaround Ihad inadverten overlooked this featureofthe des This is whythe dog clutch selecto has acam lobe flank profile on th Theproblem then became howto this lobe when fully assembled, a impossible to view this compone operator thereforecannottell wh the lobe or flatis. Luckily,the keyway in the output gear wasmade in alignment
Photo 4: The main body, assembledfromtwo pieces.
Fig 4: Main body,part 2.
with the keyway in the dog clutch. This gives atell-tale as to the position of the lobe externally whichwill allowthe selection of the slowspeed belt position. With the dog clutch leverinneutral and manually turning the external output gear to put the keyway at about the 5o’clockposition, this ensures the belt will clearthe dog clutch selector Thesimple jig shown in the drawings makes short work of this featureand makes alignmentofthe lobe to keyway acertainty
Thedog clutch selector is now chnically slightly out of balance; thereisroom to put asimple brass centric weightonthe output gear boss to counteract this. This can be secured with asmall grubscrew and the eccentric mass is placed oppoethe keyway.Inuse, however, any out of balancethattheremightbe has notshown up during machining, given thatthis is running at mandrel RPM,either with regard to vibration at higher speeds or cyclic defects in the machined surface. Whether Ishall ever taround to fiting this item remains be seen. Currently it is notcontained the drawings.
To be continued.
Photo 5: Another viewofthe main body.
Photo 6: Afinal viewofthe main body to help with interpreting the drawings.
Render 3: Dog clutch assembly. (John Slater)
Gerald Martyn buildsa locomotive he canlif.
Continued from Model Engineer &Workshop issue4763.
89: The hangers and blocks.
AGWR Pannier Tank in 3½InchGauge
counta bit, and thebrake hangersare made from flatplate and so areideal for laser cuting.The main problemtobe overcome when designingthe model is thatonthe full sizeengine the pull rods and load equalisation mechanism are directly under the ash pan which would preventdropping the fireasweusually need to do afer arun.Ihavetherefore redesigned the pull rods to pass under theframe plates. This willbebarely visible externally,whilstthe bits we mostly see- the brakeblocksand hangers-can be close to scale. I’vesimplifiedthings too, and made all the flatparts except one suitable forlasercuting,saving hoursofwork. One simplificationis that the (relocated) equalisercross beams arefited as apair to ensure symmetrical pivot pinloading,without the complication of making fork ends, andthe same type of beam is used as a spaceracross at the driving wheelbrake position, so reducingparts diferences. Moretime savedand none of this really
showsexternally.The brake system G/Aisshown in fig 34.Thereare some places whereclearances arerather tight. Firstly, the forward brakehangersare very close to the motionbracketsand thislimits howfar the brakes can be wound ‘of’.Actually,it maybenobad thing to have a positive‘of’stopasI’veofen wound my locomotivebrakes farfurtherawayfromthe wheels thanreally necessary justtobesurethey’re not holding me back.Another notable close clearance is below thebrake handle, at the pull link. Herea thin-headed pinis used to ensureclearance to the guardiron rivets;the brakehandle will restrict cab access forour sixteen-timestoo big hands so needstobepushed as farto the side as possible. Thebrake blocks themselves arefairly close to the wheel flanges,asinfull size,sobesureto put the radiusonthe inner edgeofthe blocks to ensureclearance to theflange radius. Finally,the brakehanger pins aredesignedtojustclearthe coupling rods even if these arenot thinned on the inside face. Thereare lots of laser cut parts;
I’ll notsay much about the laser cut flatparts. Drawingsfor these, such as needed to complete them,are shown at
fig35.Theywillneed cleaning-up and de-burring as usual, andholes reaming out (all pivots are1/8” diameter).The pull rods need some pins silver-solderinginplace; asimpleenough job.Make them just atouch toolong and file back to sizeafersoldering.Theyare hollow to take bonded-in 8BAstuds. Thereis no appreciable pull-out load hereso this will be plenty strong enough and saveslotsoftime fiddling about cuting threads. If ablack-oxide finish is to be done by heatingthen of course this needstobedone before anybonding Twisting the centrepull rodiseasy, just use an adjustable spanner, photo88 Drawingsfor the brakehanger assemblyand the brakeblocksare at fig36.The brakeblock pins aremade from 1/8” rivets and held in, as on the
Brakes
Photo
original, by litle keeper clips which can be bentupfromlaser cut parts. Fix the clips with 3/64” rivetsand, when done, this becomes apermanentjointsodo remember to put the pins in first!The hangersnow become handedsotwo right-hand, twolef hand please! When assembled with the blocks, the pin simply goes through the rear hanger (and the rivet holes in it areredundant). Thebrake blocksthemselves come as aring of six so the flangeand the taper can be turned in the lathe. This is slightly moreexpensivethan four
single blocks, but savesonmachining time. Thehole positions will be laser marked and these mustbedrilled before turning the flanges to thickness. If,likeme, youbreak apilotdrill doing this, then the piece with the drill in can be cut away and there’sstill a spareblock forthe next blunder.The ring is quiteflexible so takelightcuts Thehangersand blocksare shownin photo 89 (I forgot to put theloose spacersinthis shot) and in finished form in photo 90 whereyou can just see the pull rodbehind. Note that the
hanger upper pivotshave7BA threads whilstthe pull rodpins have 8BA. This follows from the original G/Adrawing which shows same sizepins topand botomofthe hangers, but smaller nutsatbotom.Ihavetosay,however, thatinphotographs thehanger upper pins appear to have collarsand pins rather than nuts, though the picture areusually abit toograinytobesure. Theturned parts areshown in fig 37.Apart from at thebrake hangers, the pivotpins aremyusual composite design as described previously.They aremostlydimensioned to be just alitle shorter than theparts they go through so that thejointscan be closed up to eliminate anyunnecessary side play. Brakeparts tend to be a bit wobbly on theirpins and this helps to keep it under control. Thenuts can be locked in positionwithaspotof (you’veguessed it)Loctite. Thelevers, torque shafand bearingsneed litle commentexcepttosay thatthe shaf is smaller diameteratthe ends than in the centrebecause that’s the way the real one was. Pulling the brakeon causes bending and this is greatest at the centre, so more metalisneeded. They knewa thing or twoatSwindon Finally,the brakehandle assembly can be made but notfited.I’venot provisioned astand foritand it will simply drop through thecab platework. Thestand on theoriginal is well hidden within theplatework and theextracomplication trying to do it likethis is not, in my opinion, worth theefort.
Fig35
Fig37
Photo 90: Brakes fited to coupled wheels
Photo 88: Twisting the centrepull rod.
On theWire
News from the world of engineering
Wideblue Showcases Space-tech ExpertiseinLondon
Product design consultancy, Wideblue, based in Glasgow,recently showcased an ambitiousproject to develop an opticalcommunicationssystem with very lowsize, weightand power forHigh Altitude Platform Systems (HAPS). HAPS arelightweight, unmanned aerial vehiclesofering prolonged flightataltitudesintothe stratosphere, see thephoto of the SkyDragon HAP.Theycan be deployed quickly and provide persistent coverageoverlarge areas. Applications include disasterrelief, remote sensing/ monitoring and providing telecommunication services to remote areas. Opticalcommunications arekey to enabling communications between the HAPS and other platforms/ ground stations as the radio frequency
spectrum is becomingtoo crowded andbandwidth requirementsare becomingeverhigher
Theproject uses the latest breakthroughsinmicro-LED lightsources andsingle photon detectorspioneered by the University of Strathclyde's InstituteofPhotonics over the pasttwo decades
Successfultrials of the HAPs module have recently beencompletedona tetheredplatforms to simulate real world environment.
MarkSansom, GroupEngineering DirectoratA2E/Wideblue said: "This has been afantastic project to work on and hasmade full useofour skills in the areasofoptics,photonics, mechanical design,electronics, FPGA and sofwaredesign."
Autonomous Helicopter
Leonardo,the RoyalNavyand the UK Ministry of Defence’sDefence Equipmentand SupportFuture Capability
Innovation team have unveiled the design of the Proteustechnology demonstrator aircraf.The circa threetonneuncrewedrotorcraf will be used to demonstrate advancesinautonomy andpayload modularity andinterchangeability,whilstdevelopingcutingedgenew rotorcraftechnologies including design andmanufacturing techniques.Its development supports the RoyalNavy’sMaritime Aviation Transformation strategy,which covers the evolution of maritime aviation out to 2040.This includes buildingmass at seaand supporting future anti-submarinewarfaremissions.
Thedesign of the Proteustechnology demonstrator,images of which were published in January, reveals thatithas drawnoncomponents from throughout Leonardo's helicopterportfolio in order to reduce costsand accelerateaircraf development. Leonardo has also drawn on knowledgeand experience from acrossits existing Uncrewed Air System programmes
Leonardo is alsoexperimenting with the application of newdigital manufacturing technologies in rotorcrafproduction, includingadditivelayer manufacturing (3D printing) andthe useofcost-efectivelow temperaturecurecomposite materials, whichrequirefewer manufacturing stages in the production of parts. Once proven,these technologies will be employedmoreextensively to deliver agility through spiral development techniques,reduce through-lifecosts in comparison to conventional crewed aircraf,and improvemanufacturing resilience andsustainabilitythroughout Leonardo’s supply chain.
Motorists areswitching of automatic safety tech designed to help cars adheretothe speedlimit, stay in the rightlane or braketoavoid collisions becausetheyfind it dangerous, distracting or useless, according to newWhich?research.
In anationally representativesurvey of morethan 1,500 drivers, more than half (54%) told the consumer champion theyturned of at leastone of the fivemain Advanced Driver-Assistance Systems (ADAS) featuresin their car at leastsome of the time. ADAS car safety tech is designedto assistdriverswith safe operation, enhancing road safety and potentially preventing accidents through features likeautomatic emergency braking and adaptivecruise control. These safety systems havethe potential to reduce avoidableaccidents. TheEuropean Commission has cited figures thattheycould reduce injuries from crasheswhere acar leavesits lane by between 20%-30%.
But it can takejustone incident fora drivertolose faith in the technology -and Which?has receivedhundreds of complaints from ownersofdiferentcar brands about their vehicle’s behaviour in the lastyear.
Which?found thatspeed assist, which can help driversstick to the speed limit by alerting them if they go toofastorautomatically limit the vehicle's speed, wasswitched of by nearly half (46%) of userssome of the time.
Mostpeople Which?surveyed said theyhad disabled this function because theyfelt theydidn’t need it. Depending on the system, speed assistuses on-boardcameras, roadmap data or acombination of both to issue aspeed limit warning; however, it can be inaccurateifitpicksuproad signs forparallel roads,unoficial signs and digital signage.
Lane-keep assistwas the second safety featuremostlikely to be disabled according to Which?’s survey (42%). Half of those who said theyturned of lane-keep assist did so becausetheyfound it either dangerous, annoying or distracting. On-boardcameras and sensors detect lane and road-edgemarkingsand manoeuvrethe driver into staying in their lane but this maybe flawed while driving on narrow roads and can fail to accountfor cyclists or parked cars.
Thethirdsafetyfeaturedriverswere likely to switch of according to the
Hiddenenvironmentalcost of steel corrosion threatens sustainability goals
Germany-based corrosion specialist Steelpaintiscallingfor urgent action to address the significantenvironmental impact of steel corrosion, warning thatinadequate corrosion protection is contributing more to global CO2 emissionsthan the entireaviation industry
With some industries consuming more than 100 million tonnes of steel annually,prematurecorrosion and subsequentsteel renewalwork is increasing carbon emissions dramatically, said Steelpaint’sManaging Director Klaus Müller.“Addressing this issue throughefectivesteel protection is
an economical and environmental imperative. Every prematuresteel assetfailuretriggersareplacement cycle thatindirectly undermines the industry’sdecarbonization eforts.”
Steel production remains one of the mostcarbon-intensiveindustrial processes. To produce asingle 10m by 10m, 20mm thick steel plate,for instance, emits about 3t of CO2.
Factor in transportation costs and the need foradditional coatings, and the carbon footprintlooms large
This is underscored by jointresearch study carried out by Curtin University and Ohio StateUniversity and
Which?survey wasemergencybraking (34%).
Athird(32%) of the driversWhich? surveyed said theyhad turned of the atention or drowsiness monitoring feature. Cockpit cameras detect the position of the driver'seyesand can warn if it detects signs of tiredness suchasyawning.The car can also detect if the driver’seyesare of the road tooofen- forexample when operating the car’stouchscreen. Some ADAS systems arelegally mandatedonnew carsinthe EU and while the UK is yettoadoptthe same rules, mostUKcarsuse sofware designed to work both hereand in the EU
Harry Rose,Editor of Which?Magazine, said: “Thesefeatures should be keeping motorists safe,soitisreally concerning thatsomanypeople are turning them of because theydon’t find them useful, or even worse, thattheyfind them distracting or dangerous. “It’suptolegislators and standard-seterstomakesurethese features arefit forpurpose and for the UK’sroads, but if youare in the market fora newcar,it’sreally worth going fora test drivetosee howthe car’ssafetyfeatures work in arealworld scenario.”
published in 2022, which estimates that25% of global steel production is losttocorrosion, with replacement and renewalaccounting for4 to 9% of total emissions globally
Global demand forsteel in 2024 was 1.8 billion tonnes and forecasttogrow by 2.9% by 2030.The shipbuilding industry alone consumes 32.2 million tonnes per year,ofwhich China, South Korea, and Japan use 88.3%.
Dmitry Gromilin, Steelpaint'sChief Technical Supervisor,said: “By extending the lifespan of steel structures with efectivecorrosion prevention technology we have thepotential to reduce emissions further.But the link between steel protection and carbon emissions has so farbeen overlooked.”
Readers' Tips
We have £30 in gif vouchers courtesy of engineering suppliersChester MachineTools foreach month's 'Top Tip'.Email your workshop tips to meweditor@mortons.co.uk markingthem 'Readers Tips', and you could be awinner. Trytokeep your tiptonomorethan400 wordsand apictureordrawing. Don’tforgetto include your address! Everymonthwe'll choose awinner forthe Tipofthe Month and theywillwin £30ingif vouchers from ChesterMachine Tools.Visit www.chesterhobbystore.com to plan howtospend yours!
Quick And EasyClampingScrew
Thistip from John Barber is ashort cutto makingagood-lookingclamping screw, he wins this month’s Chestervoucher. Ineeded to makeanew clampingscrew fora small vice Iwas restoring. Ibegan by removing the head from an M12 set-bolt, and loctitingonanM12 stud connector Theends were faced flush onthe lathe,
and the hexagonal surface turneddown justenough to makeitcylindrical.Myfirst thoughtwas to usetwo standardM12 nuts tightly locked together,but thiscouldbe risky because the cross-hole removes much of the corematerial.Asingle length of stud connectorismuchstronger Icross-drilled 8.2mm, using the milling
machine to getthe hole accurately centred. Th et omm yb ar wa sm ade from 8mm sil ve rs te el (d ri ll ro d) .E ac he nd wa s turned down al ittle, then threa ded M8 us in ga tails to ck di eh ol de r. As tanda rd M8 nut wa sf itt ed ,t he en ds fa ced flu sh, and the he xa go nal sur fa ce turned down to acylinder.
Please note that the first prizeofChesterVouchers is only available to UK readers.You can make multiple entries, but we reservethe right nottoaward repeat prizes to the same personinorder to encouragenew entrants.All prizesare at the discretion of the Editor
