Copyright (c) 2000, all rights reserved
The Bottom Plate, Jeweling, and Keyless Works
Once the dial has been removed, the bottom plate is revealed for inspection.
Visible are a trochoidal-shaped dial washer (A, installed upside down during
the last servicing), the well-constructed flush minute wheel retaining
plate (B), and the pressed-in jewels for the wheel train (C).
Also visible are the screwed in cap jewel chatons for the escape lever
(D) and balance wheel (not labeled).
This is a closeup of the area around D in the previous photo. The
items visible from top to bottom are the balance wheel cap jewel in its
chaton, a pair of adjustments for the banking pins (look like screw heads),
the escape lever cap jewel, and finally a pair of inspection/oiling holes
for the escapement. To fully clean the watch, the cap jewels needed
to be removed from bottom plate to get rid of the dried oil residue, which
means that the cap jewels were removed and replaced with every cleaning.
As is visible in the scan, there are quite a few scratches around both
holes, and the screw heads themselves are chewed up a bit, indicating a
less-than-acceptable servicing job in the past. The bottom plate
is also gouged near the left banking pin "screw head", to the point where
the nickel plating has been flaked off showing the brass underneath.
At first, a 15 jewel movement was deemed high enough quality for railroad
service. However, as time went on, the jewel count was gradually
increased until 21 and 23 jewel movements were required (recall again that
many "obsolete" watches were grandfathered as long as they could keep performing
at the time standard of less than 30 seconds error per week.) This
example has 19 jewels. They are as follows:
The 19 Jewels of the BW Raymond
1&2 |
Balance wheel pivot jewels |
3&4 |
Balance wheel cap jewels |
5 |
Impulse Jewel |
6&7 |
Escape Lever pivot jewels |
8&9 |
Escape Lever cap jewels |
10&11 |
Escape Lever pallets |
12&13 |
Escape wheel pivot jewels |
14&15 |
Fourth wheel pivot jewels |
16&17 |
Third wheel pivot jewels |
18&19 |
Second (Center) wheel pivot jewels |
One of the characteristics which was specified for railroad watches
after 1906 was the use of a lever to switch between winding and setting
positions, rather than the now-common pull-out stem. This was adopted
to prevent the inadvertent shifting of the time displayed on the watch,
as the switch could only be accessed with the bezel off the watch.
Note that the location of the lever varied with the movement design, but
1 o'clock was typical for later 16-size open-face movements.
When a train was dispatched, each brakeman, fireman, conductor or engineer's
watch would be compared to the time on a Standard Time Clock at one of
the main company stations if available. Rather than reset the time for
each trip, a card with the discrepancy was kept, and the employee was obliged
to check and mark down the result of the comparison daily; the watch and
cards were then inspected regularly by designated inspectors (e.g. twice
a month for the Canadian Pacific Railroad.) Many railroads went
as far as to prohibit the employee from setting the time on the watch themselves,
relying on the inspector to do the setting!
According to some anecdotes (possibly apocryphal), for each run, the
railroad dispatcher would verify that the time was set properly, and would
then seal the bezel with wax to prevent possible tampering.
The above scans shows the operation of the lever; it is similar to the
operation of a pull-out stem, but is simpler in many ways. When the
lever is pulled out at (A), the keyless works cover pivots around (B).
This causes the clutch lever (C) to rotate counterclockwise, which moves
the clutch in direction (D). There is no need for a pull-out piece.
Notice that Elgin provided nicely shaped stamped return springs at (E)
& (F), rather than a simple wire spring often found on other pocket
watches and in modern wristwatches.
This second scan shows what the assembly looks like when the motion is
complete: notice the movement of the clutch from the winding pinion
(A) to the intermediate wheel (B).
This photo shows the keyless works area with all of the parts removed.
Notice the nice milling work done on the plate, as well as the grease at
the points of friction. Highlighted with the arrow is the extended
center wheel pinion riding in a screwed bottom center jewel chaton - the
only regular jewel to be held in a chaton on the bottom plate.
I had originally guessed that this was an example of mix-and-match engineering,
where Elgin would use a jewel here on high-grade movements, and perhaps
would use a replaceable bushing for regular movements; however, Wayne Schlitt
informed me that this basic ebauche was never used for a watch with fewer
than 17 jewels. Perhaps this has become a design feature whose purpose
has been lost in time...
The Regulator, Balance Wheel, and Escapement
The
photo to the left shows the regulator of this movement as seen from the
top of the balance cock, while the photo on the right shows the underside
of the balance cock. All railroad grade watches were required to
have some means of micrometric regulation, and while the standard Swan's
Neck was most typically seen, many different "patent" regulators made their
way into watch design in the late 1800s and beyond. In the BW Raymond,
Elgin installed one such unusual design: the index for the regulator
is carried in a "spool" (A). This spool is threaded like a worm gear,
and can be moved back and forth along the pinion as marked at (B).
Spring tensioning to keep the regulator from moving is provided by a pin
and spring at (C), which can be seen in the underside view. Note
the lack of shock protection that was typical at the balance cap jewel
(D), as well as the fact that the serial number was stamped into the bottom
of the balance cock. These numbers are found at several other places
on the movement, as will be seen later.
This is the top side of the balance wheel; note the railroad standard blued-steel
overcoil hairspring (blue arrow) and the cuts in the rim of the temperature-compensating
bi-metallic balance. Since this was before the widespread adoption
of the so-called "self compensating" Elinvar or Nivarox hairsprings, adjusting
for temperature was a serious, time consuming task. The problem is
that at warm temperatures, the stiffness of a steel spring will decrease.
As this would cause the overall period of oscillation to slow significantly,
some means of compensation for the hairspring was necessary. The
solution that was adopted widely was use of a bi-metallic balance, that
would reduce the moment of inertia of the balance wheel to keep the overall
period of oscillation the same. For more on this principle, I suggest
reading
Walt
Odets' Horologium article on balances.
In addition to having the movement serial number inscribed on the arms
and a lack of fine polish as seen on the top of the balance, the bottom
side of the balance wheel (left) shows the railroad standard "double roller",
which works in conjunction with the escape lever (right). This design,
which has been incorporated into most (if not all) modern mechanical watches,
provides for unlocking the escape lever and receiving an impulse at the
"neutral" point during the balance's motion, while at the same time preventing
the escape lever from moving when the balance is not at the neutral point.
This is achieved by action at two levels or planes on the balance.
The first level (A) contains the impulse jewel (highlighted square)
and provides room for the escape lever fork, while a safety roller on the
second level (B) contains a notch for the guide pin which is only open
when the balance is at the zero point. The corresponding hardware
is shown on the right: the escape lever fork (A) and the safety guide
pin (B) are labeled consistently with the balance wheel scan. If
the pallet lever were jarred while the balance was not at the neutral point,
the guide pin (B) would bump up against the safety roller, thus preventing
the lever from moving. Note again that the balance is shown inverted
in this scan, while the escape lever is in the normal orientation.
These two parts also show a particularly American idiom for impulse
and pallet jewels - they are clear rather than red. The pallet jewels
(C) in particular were advertised as "sapphire pallets" - even though they
are the same as rubies, sans the chemicals responsible for color.
In other words, they have no functional advantage over red pallet jewels.
The escape lever shows an unusual structure (D), sometimes called a
"mustache". Some posts on the Vintage Forum have turned up that fact
that this structure was used to balance or "poise" the escape lever in
early watches, for better positional performance. However, they were
largely obsolete by the time this watch was produced, and modern thought
is that the escape lever should be made as light as possible. Of
course, modern escape levers are much smaller than the one in the BW Raymond,
and thus are much less affected by gravity. As an interesting side
note, a revival of the mustache can be seen on the modern Roger Cornet
exposed escapement watches - which also use an unusually large escape lever.
This is a scan of the escape lever and escape wheel installed in the movement;
note that the mustache arms are normally never in contact with the escape
wheel. It is not clear why Elgin continued to use the mustache on
their escape levers, as their use had gone out of favor by the 1920s -
another mystery perhaps lost to time? In any case, one side effect
is that, during assembly, the arms of the mustache help keep the escape
wheel from falling out of the bottom pivot.
The Barrel Bridge and Wheel Train
The
underside of the barrel bridge shows wear (left, marked A), and also shows
the relatively coarse finishing found on the mating surface of the barrel
(B). The pattern of wear indicates that this watch has a misalignment
of the upper and lower barrel pivot holes, as the wear is mostly on one
side. This could be a manufacturing error, or may indicate that one
of the barrel pivots has worn away at the pivot holes such that it started
leaning over. This would not be acceptable condition for a bridge,
as the rubbing would interrupt the amount of power available for transmission
to the wheel train, perhaps even intermittently if the contact were uneven.
It
is also curious that the mating surface of the plates would be left so
rough - this could also cause misalignment between pivots and some attendant
performance issues. Note that the balance cock from the previous
section, while not as bad as the barrel bridge, certainly could be finished
much better - at least as well as the visible parts of the bridges and
plates: the finish on the visible part of the barrel bridge, including
the click spring, is particularly outstanding (right)...
I find these inconsistencies of finishing to be somewhat anomalous among
railroad watches - certainly the Hamilton and Illinois watches that I've
inspected show more consistent finishing than this. Perhaps this
shows why Elgin was never considered to be at the top of the quality list.
This
scan (left) shows the entire wheel train with all of the bridges and plates
removed. It may not be obvious, but the wheels are made of three
different materials: a gold center wheel (A), brass for the barrel
(B) and the remaining train, and steel for the escape wheel and lever (C).
Note also the cap jewel nicely integrated into the end of the escape lever
cock (D).
While it was certainly not a requirement, the top-quality watches made
for the railroad industry usually contained either a gold center wheel
or a gold train. These were made from high enough alloy levels (i.e.
low carat numbers) so the softness of gold would not be a durability issue,
yet still soft enough to ensure a short "break-in", leading to a lifetime
of smooth power transmission.
In contrast, the escape wheel and lever in steel came to be specified
by the railroad standard, to prevent deteriorating performance on these
critical movement parts.
The barrel in this watch is rather plain (although the top surface of
the barrel might have been worn smooth by the contact with the bridge),
sometimes the watch companies would put in a sunburst or even a damaskeened
finishes on the barrel top and bottom - even though no one except a watchmaker
would ever see this! Attention to detail like this was a point of
pride with many watch companies, and echoes some of the comments made about
the absolute quality of the Patek Phillipe finish today.
Once
built, the railroad grade movement was a true work of precision manufacturing.
However, in the days of blued steel mainsprings, it was not uncommon for
a mainspring to break after some use. The shock of unloading the
movement often caused damage to the wheel train and escapement, as several
pounds of force would be suddenly released.
A solution adopted to minimize the damage was to include a "safety pinion"
on the center wheel (blue arrow in the scan). Rather than have the
pinion of the center wheel to be held on tightly by friction, the pinion
was actually screwed onto the center wheel arbor, using threads that were
"backwards" to the regular direction of movement. The theory is that,
if the mainspring broke and a spike of force was transmitted in the wrong
direction through the movement, the safety pinion would unscrew itself
to absorb the energy released.
Modern wristwatch movements, using a nickel-steel alloy as mainsprings,
are much less susceptible to breakage, and in addition, the mainspring
forces are much smaller. This has eliminated the need for safety
pinions for current production movements.
The End of an Era
At its core, the railroad standard simply set a performance standard for
watches: less than 30 seconds error per week. As it evolved,
it started to spell out a number of high quality features and high precision
adjustments, and took advantage of advancements in watchmaking technologies
introduced by the watch companies. These included increasing the
number of jewels, steel escape wheels and levers, double rollers, lever
setting, and overcoil hairsprings. Other features, like cut-compensation
balances and adjustable banking pins were de facto requirements
needed to achieve the specified level of performance. Finally the
safety pinion, gold gears, Elinvar hairsprings and balances, and other
features were added by the watch companies to obtain a competitive advantage
in the marketplace. The results were watches which were true thoroughbreds
in terms of performance and reliability, with prices and in quantities
that made them affordable. The fact that companies like Elgin, Illinois,
Hamilton, Hampden, Waltham, and a host of others were able to share this
market with a truly impressive array of products showed that high quality
and mass production were not at all incompatible.
However, the hard economic times of the Depression shrank the market
for railroad watches significantly, as the railroad industry's capacity
shrank due to lack of demand. This was further complicated by the
fact that these companies watches were suddenly unable to sell large volumes
of watches to the masses in the face of cheap competition - from pin-lever
"dollar watches" by companies like Ingersoll. Like many industries,
design, engineering, and production on the top end were largely subsidized
by higher-volume sellers at the low and mid range. Between the dropping
of tariffs on Swiss watches in 1936 and the need to support war production
for WWII, these companies were squeezed to the point where they were no
longer able to compete in the marketplace. Waltham held out longer
than most when it ceased production in 1957, followed by Elgin in 1964.
Finally, in 1969 the last railroad pocket watch made in America was built
by the Hamilton company in Lancaster, Pennsylvania.
Acknowledgements
My sincerest thanks to Wayne Schlitt, for providing detailed information
on the Elgin Company & this particular movement. Kent Singer
provided excellent information on Railroad Standard evolution, debunking
many of the myths which surrounded the standard. Finally, Cooksey
Shugart's "Complete Price Guide to Watches" should be applauded (or blamed)
for getting me hooked on these in the first place.
End of Part Two
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