7 Douglas Street, Mannum, 5238, Sth, Australia
In November, 1897, Mr. James Livesey Scott and his son Ernest commenced work at Mannum, South Australia. They worked on Paddle Steamers, in the dry dock where today the P.S. Marion rests. In addition to this, Mr. Scott had an agency for imported stationary engines and pumps which he sold along the River Murray.
Directly opposite the dry dock, Mr. Scott rented a building in which, in 1905, Mr. Em Scott designed a stationary engine and centrifugal pump, patent No. 5473. The factory had its own brass foundry, but all the iron castings were done in Adelaide by Stewart & Harley. Otherwise the design, pattern making, machining and fitting were done in the Mannum workshop by a team of very capable tradesmen.
All the Scott engines were of the vertical, 2 stroke type, available in 8, 5, 3, and 1? HP ratings. The 8 HP was mainly used for driving pumps and for normal farm work such as driving chaff cutters or saw benches. The 5 HP Scott engine and centrifugal pump were built onto a cast iron base and were always sold as a pumping unit. It weighed approximately ? ton. The engine was directly coupled up to the pump by an over-center cone clutch.
The 3 HP was mainly used as a marine engine, but some were used on farms to drive machinery. The 1? HP engines were air-cooled and were used on all kinds of small jobs on the farm.
Mr. Ern Scott fitted one of his 3 HP engines to a Sunshine harvester to drive the drum and winnower. For this achievement he applied for a patent. This resulted in Mr. Scott being the first person in Australia to apply for a patent for a motor to be used on a harvester.
In 1910 The Scott Engine Co. finished building engines at Mannum and formed a partnership with Mr. H. V. McKay of Sunshine, Victoria. Mr. Scott continued building his own engines at Sunshine for a number of years until he sold out completely to H. V. McKay.
The Scott engine had no governor fitted which meant that it had to be loaded all the time. All the Scott engines had magneto ignition and the 8, 5, and 3 HP were water cooled and had wet sump lubrication.
The early engines just had a splash feed big end, but as more engines were made they changed that idea by fitting an oil slinger to the crankshaft which, when the engine was going, fed oil to the big end by centrifugal force.
The engines were also lubricated from a brass drip feed lubricator fitted on the cylinder. It had 2 lines going to the cylinder walls, one to each main bearing and the other line fed oil into the crankcase. The oil was pressure fed into the engine by its own crankcase compression. All oil lines had adjusters fitted to them, so that they each received the right amount of oil.
A novelty of the design of this engine was its tapered brass main bearings which could be screwed further into the engine to compensate for wear and to maintain crankcase compression.
This engine was made in England. It took 4 weekends to pull the engine to pieces, and transport away. The flywheel alone weighed 7 tons and took 9 men to roll along a floor.
The second project was the dismantling of a 60 HP single flywheel, Kynoch Oil Engine, made in England about 1890. The engine was originally a Suction Gas type, but had been converted to a Cold Start crude oil engine. This took 2 weekends to dismantle, with the engine situated 15 ft. below ground level. It was directly coupled to a huge Centrifugal Pump, used for pumping water. It had to be removed by crane through the roof of the Pumping Station. Both of these engines will be assembled again when the Society purchases some land. The flywheel weighed 7 tons and was 8 ft., in diameter, and 2ft. in width.
As my sister was going to South America for the holidays, I asked her to post this letter in the U.S.A. to save time.