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Leedslines the Newsletter of the Leeds Society of Model & Experimental Engineers

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Leedslines the Newsletter of the Leeds Society of Model & Experimental Engineers LEEDSLINES THE NEWSLETTER OF THE LEEDS SOCIETY OF MODEL & EXPERIMENTAL ENGINEERS Volume 16 Issue 3 July 2014 Leeds SMEE web site may be found at: http://leeds.smee.googlepages.com THE VIEWS EXPRESSED IN THIS NEWSLETTER ARE NOT NECESSARILY THE VIEWS OF THE COMMITTEE Editorial This is the first issue produced by me as new LeedsLines editor. Despite Chairman Jack’s reassurances to members that I was completely ‘au fait’ with Microsoft Publisher it would have been nearer the mark to say I was aware it existed. Fortunately skills learned from other Office products seem to translate well to the new environment and by adopting an ‘if it isn’t broken don’t fix it’ approach I hope to continue the sterling work of past editors without any mishaps. Time will tell! I have already found members willing to provide interesting articles to include in the newsletter . If you have a story, report on some event you have attended or a technical article you would like including please email it to me Geoff Botterill or send them by more traditional methods via the Club Secretary. I would like to thank Colin for all his assistance during this transitional period. Without his help things could have been so much more complicated. On the 14th May the Society was given a most interesting talk titled ‘Airships over the Humber’ by Ken Deacon a member of the Barnes Wallis Trust. Ken explained that there were rigid, semi-rigid and non-rigid (‘blimp’) airships. Henri Giffard had made the first airship in 1852 and the German von Zeppelin believed in airships and by 1910 there were two German airships in regular passenger service. The largest airships were Inside this issue the German Hindenburg class built in the 1930s which were up to 804ft. long and could lift 235 tons. With the start of the First World War the Admiralty Editorial 1 decided to build a string of airship stations to protect shipping copying designs from crashed German airships. The largest of these airship From the chair 2 stations was based at nearby Howden. The site occupied 1000 acres and employed hundreds of people. At one time or another there were sixteen Dates for your diary 2 different airships at Howden. There were two small ‘blimp’ sheds and a large shed 750ft. long for rigid airships. Rigid (R34) made the first trans-Atlantic crossing and another R33 was built at Barlow being copied from the German airship L33. The Leeds Trophy 3 Americans were impressed by these airships and came to train at Howden and fly R38 to America. Another airship R80, the first to be built by Barnes Wallis, exploded and Heinrici Engines 4 crashed over Hull in August 1921. This crash closed Howden down and the site was sold to a metal dealer who disposed of most of the equipment on the site in a four day auction. By 1920 planes still only had a range of 500 miles and carried 16 people and Boiler Water Gauge 5 advantage was again seen in developing airships. In 1923 two airships were built, R100 built privately by Commander Burney and Vickers Ltd. and the R101 by the Air Ministry at Cardington. Burney bought the Howden site and in 1926 Barnes Wallis Working Party Update 6 moved there to supervise the building of R100. The R100 had six petrol engines and could carry 100 people. Thousands turned out to see it as it took off and flew around August Rally 7 Howden and York on 16th December 1929. It flew to Cardington and then to Canada in 78 hours and back in 58 hours, considerably faster than a ship. R101 meanwhile took off on a flight to India with VIP passengers but ran into bad weather over France on 5th Harrogate Exhibition 8 October 1930. It crashed in flames killing 46 of the 54 people on board. This incident brought airship building to an end and resulted in the R100 being scrapped. Very little evidence now remains of the Howden airship station. PAGE 2 LEEDSLINES From the Chair—Jack Salter Chairman LSMEE The Changing of the Guard With this issue of Leedslines we are pleased to welcome Geoff Botterill as our new Editor. Whilst professing himself to be no model engineer, Geoff has been a regular at our society meetings for many years and also an example to us all in being the first to volunteer for Track Marshall duties! Geoff has recently retired from the Fire Service and now feels he has time to undertake this new role. I hope that many Society members will support Geoff in this new role by providing copy for Leedslines, Geoff has already demonstrated to me that he is willing and able to correct less than perfect drafting! I look forward to this, his first edition, with eager anticipation. I must also take this opportunity to thank our retiring Editor Colin Abrey for his many years devoted service to the society. As well as being Leedslines editor for around a decade (during which time he never failed to gently cajole me to get my copy in on time), Colin also served as an efficient club secretary, and has also produced the definitive wiring diagrams for our signals and led on all electrical issues throughout our buildings. Having been freed from newsletter duties I eagerly look forward to seeing Colin's completed steam loco at a running day soon. I am sure that all society members will join me in thanking Colin and wishing him all the best with his extra workshop time. It is enthusiastic volunteers like Geoff and Colin that make our Society the success it is! Leeds S.M.E.E Dates for Your Diary—Summer 2014 Working Party Steaming Days/Meetings 13th July – Running Day 14th July 16th July – Mid-Summer Steam Up 27th July – Running Day 28th July 4th August 9/10th August – August Rally 18th August 20th August – Running Day 31st August – Running Day 1st September 3rd September – Three Short Talks 14th September – Running Day 15th September 17th September – Thorpe in Balne Talk Working Party dates are Mondays, nominally twice a month, but avoiding Bank Holiday Mondays. PAGE 3 LEEDSLINES Leeds Trophy 2014 – Arthur Bellamy Due to an oversight by the committee the Leeds Trophy was not awarded at the April steaming day. To correct this anomaly, the committee in hindsight decided to award the trophy to Alan and Ian Macdonald. This trophy is given to the owners of the model which shows the best performance on the day. I, as President, presented the brothers with the shield at the May meeting. The engine is a 5 inch gauge A1 LNER pacific started by Alan and Ian`s father but completed by Clarksons of York to the order of Alan and Ian after their fathers death. The sons have taken possession and run the engine with success. Well done! Dear Sir, On hearing that the ‘Leeds Trophy’ for 2014 had been awarded to our locomotive I must admit that we were surprised as well as pleased. Geoff Shackleton describes what the judges were looking for as ‘having a good, effortless run without incident or panic, with good style’: so, given the other engines running at Eggborough on April 13, an award for Gay Crusader’s first outing of the year is certainly gratifying but we hope it also reflects the preceding nine seasons. A Gresley Pacific has something of a head start in the fields of ‘effortless’(ness) and ‘good style’ - or so we like to think! Alan and I have the fun of steaming and driving the loco but credit should also go to our father, Ken, for starting to build it and our mother, Jean, for passing on the incomplete loco when she inherited it. (Fully mindful of the metaphor she handed us the jigsaw she had made from a picture of an A3, saying ‘When you’ve assembled it you can have the real thing.’) Without their actions and the help of friends to move the project forward between 1980 and 2005 there would be no Gay Crusader to win any trophy! We’re touched and grateful for the award. Ian and Alan Macdonald, pp 4477 Gay Crusader! Heinrici Engines – Glynne Hughes The piece in LeedsLines April 14, 2014 on Stuart Turner engines reminded me about a vertical concentric Stirling engine that I was given some years ago. (I can’t be the only member to whom ‘unwanted’ mechanical things gravitate!) ‘My’ example is said to have been salvaged when the Clarendon laboratory in Oxford was being re-developed. It is not a replica or reproduction; all of the components are believed to be original. One speculative account has it that the engine sat over a Bunsen burner and was used to transfer and distribute distilled water. For a while I loaned the engine to the Design and Technology department at Abingdon School where Alf Mansfield (sometime of the Rolls Royce aero engine division) connected the pump so that it re-circulates water through the cooling jacket and back into a small tank attached for the purpose. Continued. LEEDSLINES PAGE 4 Louis Heinrici was born on the 30th of July in 1847, in Zwickau, Saxony Germany; he started building hot air engines in 1876 and these engines were sold right through to the 1920s when Ernst Heinrici brought out an improved design, three types of which were manufactured: A vertical concentric water cooled engine of 40; 54; 65; 80; 100; 130; 150 or 190 mm diameter piston. A small air cooled engine with a 30 mm piston.
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