Wirral Steam

Journal of the Wirral Model Engineering Society

October 2009 Issue 43

Registered Office: The Sidings, Royden Park, Frankby, Wirral, CH48 1NP Track: ROYDEN PARK

Editorial On the morning of 4 th September 2009 I awoke feeling rather disgruntled and peeved. Not just for myself but on behalf of all those who put in time for the Society be it as committee, working party or running the railways. I was the only one to bring a siege machine the previous night. The lack of interest in this by members was overwhelming. At least I got to take the whisky home and John M could make use of the polystyrene that I had bought to use as targets. The committee was heavily critiscised last year for its lack of inclusiveness and its focus on railways to the exclusion of other matters engineering. It would appear that those most critical actually don't really care. I have little idea of whether the Journal is well received or not. Is its content appreciated and appropriate? I lack input from you, the members. Thanks are due though to those who came to our Club Night this week (15 th Oct) for their input. I enjoy producing the Journal. It is however a considerable expense in paper and ink to produce. A number of members seem keen to receive their Journals electronically. Please see ‘Contact the Editor’ for more details . More feedback on whether or not I'm doing a good job would be appreciated. I am the editor and shouldn’t have to write the articles. Apart from some notable exceptions I have had no copy from members. I know I am not alone in feeling this way. I'm sure that those who have virtually worked full time this year at Royden will wonder whether the membership appreciates their efforts.

More positively we are running the Santa Specials again this year. Dates are Sat/Sun December 12 th & 13 th , 19 th & 20 th . 12.00 to 16.00 hrs. Your help and support of this major activity would be greatly appreciated. Help will be required in setting up and taking down as well as running the trains and manning the Grotto. A speadsheet detailing tasks and 2 hour time slots will be posted at Royden and brought to evening meetings. Please contribute where you can. Ed - 1 -

In this Issue

• Committee Minutes • N.A.M.E. • A Whiff of Garlic • • FCB2 an update • Contact the Editor • News • Quotes and Humour • Programme

Committee Minutes 8th July 2009 • Decisions on new doors at Royden still to be finalised. A decision on keys would then be made. • A policy covering maintenance of buildings and equipment needs to be drawn up. Chairman agreed to draw this up once issues have been highlighted. • Chairman demonstrated some potential pages for a Society Web Site. He also agreed to get some costings. • Malcolm Edge was in the process of overhauling electrical sockets in sheds and workshop. ( a great job and thanks to Malcolm. Ed .) • New passenger trucks had been tested for the raised level track. The stirrups needed lengthening. • Instead of a number of society visits next year it was proposed that we should have an open weekend inviting neighbour societies. The date suggested was the weekend 10 th /11 th July 2010. (The Chairman subsequently realised this would be the 10 th Anniversary of the Official opening of the Ground Level Track – a good excuse for a celebration ).

2nd September 2009 • Alan Banks agreed to establish a web site with a domain name and web hosting for a period of two years. • A sub committee was established to plan the Santa Specials. • Following a risk assessmnet of the ground level track, all stock movements should be under the control of a locomotive capable of operating the train brakes. Stock should not be put away until the last member of the public had left the site. The end of day operations should be under the control of one person, preferably the signal operator. • The new stock for the raised track seemed to operate well.

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The Northern Association of Model Engineers - N. A. M. E.

The Wirral Society’s history records that in August 1963 its headquarters had moved to the Castle Hotel, Chester Street, Birkenhead. We had joined NAME and decided on a society badge. So for 46 years we have supported and attended meetings of the NAME.

NAME was established in 1945 at the instigation of Mr R O Harper, the then Chairman of Eccles and District Model Engineering Society. The Association was re-established in 1964 when it was agreed that in future the affairs of the Association would be handled by a member society for a period of three years. The member society provided the principal officers and arranged one exhibition during their period of tenure. Inevitably there have been changes, the Officers no longer come from a single society but it is hoped that one day this feature may be re-instated should a host society be found.

The democratic principle is that the delegates run the Association, each Society having a delegate eligible to vote at meetings held in the Autumn and Spring, the latter combining the Annual General Meeting. Officers meet as required and communication today is usually by e-mail. However, meeting agendas and minutes are posted to Society Secretaries for distribution to members.

Insurance cover remains a mainstay of the Association with cover specially tailored to meet society requirements. The Association receives commission from its Broker, Walker Midgley and this helps to keep the affiliation fees small at 25p per member annually. In turn, interest free loans remain a feature of the NAME and 23 member Societies (including Wirral) have taken advantage of the loan facility since 1990.

From 1998 the Association has been involved with National meetings which included the Health and Safety Executive. This lead to the establishment of the Miniature Railways Liaison Group. The Group has drawn up a number of guidance documents. The most notable being the 'Passenger carrying miniature railways - Guidance on safe operation', HSG 216. This was followed by the introduction of a national Boiler Test Code, implemented in 2006. The group's work continues and the recent updating of the Test Code has been issued in 2008. It is anticipated that where national issues impact upon the hobby through the NAME there will be a voice for member societies.

The NAME set up a boiler register and currently there are around 6000 boilers on the data base, of which one third carry current certificates. There is talk of integrating with a European scheme to ensure that 'missing' boilers are detected where possible.

- 3 - With 116 affiliated societies the NAME has grown over the past 64 years and WMES can be proud of their early involvement, we are number N13. However we must be careful that the apathy that so often exists in the hobby does not discourage society members and societies from being involved. One delegate and one observer are entitled to attend the NAME meetings which, as previously stated, are two per year. The Society could offer to host the NAME for a three year period should there be any enthusiasm for the future.

The agenda for a typical NAME meeting covers: Finance and loans; Insurance report; legislation items; boiler issues. Also included could be the organising of Narrow Gauge IMLEC, the Northern Rally, New Societies and Exhibitions.

Minutes from the NAME meetings are available from the Secretary and the delegate. Currently the NAME would welcome support from members of member societies at its rallies - the dates for which are posted on the notice board at the Park or announced at meetings.

Finally, it is worth noting that NAME works closely with the Southern Federation of Model Engineering Societies, the Midlands Federation of Model Engineering Societies and the 7 ¼" Gauge Society on matters that affect the hobby. Frank Stephen

A Whiff of Garlic: News from SW France

The recent visit of some members of WMES to us in our rural fastness of Carahaut reminded me that it is a while since I wrote for Wirral Steam. Although quite a lot of work has been done on the track and the shed, there still remained some 16 metres of to lay and, unfortunately, those last few metres were to be heavy-gauge aluminium. But even then, after re- routing the track for aesthetic reasons, there still remained 17 metres to lay. This is pure Alice in Wonderland mathematics, but involves stretching a point. Literally. We hope it will turnout......

So yesterday I went to our local steel-stockholder, and bought what is called ‘chant’: a sort of drawn mild steel half-box section, in this case 40mm x 20mm x 4mm thick. It doesn't have sharp edges, and the profile is almost that of the vignoles rail which makes up most of the circuit. Since I don't have bending rolls here at Carahaut, I have found that these 6m lengths bend quite neatly for broad radii by my pegging them across the open workshop door, then gently falling against the exposed section. I enjoy this much more than during my working life, where I was frequently expected to fall on my sword. Those of you who have looked at SWISS VAPEUR PARC will see this section used throughout, with very tight curves. The Swiss are quite heavy, too, but I am sure they have rolls.

The garden – we inherited a field – is close to being tamed, and the corners have decorative shrubs, whilst the long climb to the level crossing across the drive is flanked by cherry trees, from which we have had tens of kilos, and at - 4 - the bottom by a plum tree, which has done well this year, with over 70 kilos of plums. Fortunately, we have just installed a second lavatory.

Jan has nurtured a veg plot, and we have had peppers, aubergines, untold kilos of toms, artichokes, and charentais melons (only 4!) and salads. Earlier in the year (Easter Sunday), we were visited by a rabbit, which had to go.... We hope to cope a bit better with all the hauling of things when the railway is running, since it reaches all the critical areas where heavy shifting is required. PADDY will be repatriated from our workshop in Saint-Orens in the next fortnight, as a test loco for the completed parts of the circuit. A reckless WMES member scooted 120m on a four-wheeled rail vehicle, downhill, at alarming speed, using Hush-Puppy brakes, and didn't need our local medical helicopter. And I haven't even tightened the fish-plates. He then did the same on a hydrostatic ride-on mower, with the aplomb of Roy Rogers - but without the stetson to wave.

For readers who remember the vehicle powered by cheap electric drill motors, I can report a technical break-through. The elderly gentleman turned up last Sunday at the track at Grenade with a three-vehicle train: steam-outline engine, first-class carriage for kiddies, with net curtains, and a baggage-car, all very mid-19th century. It is fabulous to see his innovative use of materials. But the star of its performance is its motorisation. He proudly dissected the loco to show me his new, powerful energy-source: inside was a cut-down 12v electric alligator-type saw, with the usual drive-train of bike chains. He insisted that it gave better torque, and longer battery life! Bravo! Unfortunately, I didn't have my camera, but will try to get some pictures for a later message. Perhaps the most remarkable feature of this model is that it all fits into an ancient Renault 4L, with space for his wife, too.

The club track at Grenade remains as popular as ever, but TINKER and the ALCO MOUNTAINEER continue to be the mainstays of steam haulage. Plans to extend the track (almost to double its present size) have been approved by the town council, but the contractor has not yet started this. The track will, as already reported, cross a public road and then run alongside the pavement for most of its extension. Stephen and Rosemary Mercer, who live about 2 hours north of us, have done much work to their new private circuit, and I should expect them to have full use within months. For those who would like a holiday without a difference, they do chambre d'hôtes: visitors are surrounded by the railway, which has a Roger Greatrex 0-6-0 diesel identical to the one we had at Grosvenor Park, and a SWEET WILLIAM. The circuit is over 500m, with interesting topography. They are in the Département du Lot, not too far from cheapo flights to Bergerac or Limoges. They have been fortunate in having a broad range of house guests, some of whom just rolled up sleeves and barrowed for them! If anyone is interested in a holiday in this lovely départment, I can be emailed at: malcolm dot carroll at wanadoo dot fr for their address.

With all our best wishes to club members Malcolm and Janet Carroll - 5 -

George Stephenson (9 June 1781 – 12 August 1848) George Stephenson a civil and mechanical engineer who built the first public railway line in the world to use steam locomotives and is often cited as the "Father of Railways". The Victorians considered him a great example of diligent application and thirst for improvement. His rail gauge of 4 ft 8½ in is the world's standard gauge. George Stephenson was born in Wylam, . He was the second child of Robert and Mabel, neither of whom could read or write. Robert was the fireman for Wylam Colliery pumping engine, earning a low wage, so that there was no money for schooling. At 17, Stephenson became an engineman at Water Row Pit, Newburn. Realising the value of education, he paid to study at night school, learning reading, writing and arithmetic. In 1801 he began work at Black Callerton colliery as a ‘brakesman’, controlling the winding gear of the pit. In 1802 he married Frances (Fanny) Henderson and moved to Willington Quay, east of Newcastle. There he worked as a brakesman while they lived in one room of a cottage. George made shoes and mended clocks to supplement his income. In 1803 their son Robert was born, and in 1804 they moved to West Moor, near Killingworth while George worked as a brakesman at Killingworth pit. His wife gave birth to a daughter, who died after a few weeks, and in 1806 Fanny died of consumption. George, went to find work in Montrose, Scotland, and left Robert with a local woman. After a few months he returned, possibly because his father was blinded in a mining accident. George moved back into his cottage at West Moor and his unmarried sister Eleanor moved in to look after Robert. In 1811 the pumping engine at High Pit, Killingworth was not working properly and Stephenson offered to fix it. He did so with such success that he was soon promoted to enginewright for the neighbouring collieries at Killingworth, responsible for maintaining and repairing all of the colliery engines. He soon became an expert in steam-driven machinery.

The miners' safety lamp In 1818, aware of the explosions risk in mines, Stephenson began to experiment with a safety lamp that would burn without causing an explosion. At the same time, Sir Humphry Davy, the eminent scientist was looking at the problem himself. Despite his lack of any scientific knowledge, Stephenson, by trial and error, devised a lamp in which the air entered via tiny holes. - 6 - Stephenson demonstrated the lamp himself to two witnesses by taking it down Killingworth colliery and holding it directly in front of a fissure from which fire damp was issuing. This was a month before Davy presented his design to the Royal Society. The two designs differed in that, the Davy’s lamp was surrounded by a screen of gauze, whereas Stephenson’s lamp was contained in a glass cylinder. For his invention Davy was awarded £2,000, whilst Stephenson was accused of stealing the idea from Davy. A local committee of enquiry exonerated Stephenson, proved that he had been working separately and awarded him £1,000 but Davy and his supporters refused to accept this. They could not see how an uneducated man such as Stephenson could come up with the solution that he had. In 1833 a House of Commons committee found that Stephenson had equal claim to having invented the safety lamp. Davy went to his grave believing that Stephenson had stolen his idea. The Stephenson lamp was used exclusively in the North East, whereas the Davy lamp was used everywhere else. This experience gave Stephenson a life-long distrust of -based scientific experts.

Early locomotives Stephenson designed his first locomotive in 1814, a travelling engine designed for hauling coal on the Killingworth , and named Blücher after the Prussian general Gebhard Leberecht von Blücher. This locomotive could haul 30 tons of coal up a hill at 4 mph, and was the first successful flanged-wheel adhesion locomotive. Altogether, Stephenson produced 16 locomotives at Killingworth. The new engines were too heavy to be run on wooden rails, and iron rails were in their infancy, with cast iron exhibiting excessive brittleness. Together with William Losh, Stephenson improved the design of cast iron rails to reduce breakage. For the Stockton and Darlington Railway, however, Stephenson would use only rails. Stephenson was hired to build an 8-mile railway from Hetton colliery to in 1820. The finished result used a combination of gravity on downward inclines and locomotives for level and upward stretches. It was the first railway using no animal power.

Stockton and Darlington Railway In 1821, a parliamentary bill was passed to allow the building of the Stockton and Darlington Railway (S&DR). The 25-mile railway was intended to connect various collieries situated near Bishop Auckland to the River Tees at Stockton, passing through Darlington on the way. The original plan was to use horses to draw coal carts on metal rails, but after company director Edward Pease met Stephenson he agreed to change the plans. Stephenson surveyed the line in 1821, assisted by his eighteen-year-old son Robert. That same year construction of the line began. A manufacturer was now needed to provide the locomotives for the new line. Pease and Stephenson jointly established a company in Newcastle to manufacture locomotives. The company was set up as and Company, and George’s son Robert was the managing director. A fourth - 7 - partner was Michael Longridge of Ironworks. In September 1825 the works at Forth Street, Newcastle completed the first locomotive for the new railway: originally named Active, it was soon renamed Locomotion. It was followed by “Hope”, “Diligence” and “Black Diamond”. The Stockton and Darlington Railway opened on 27 September 1825. Driven by Stephenson, Locomotion hauled an 80-ton load of coal and flour nine miles in two hours, reaching a speed of 24 miles per hour on one stretch. The first purpose-built , dubbed Experiment, was attached, and carried dignitaries on the opening journey. It was the first time passenger traffic had been run on a steam locomotive railway. The rails used for the new line were wrought-iron ones, produced by John Birkinshaw at the Bedlington Ironworks. Wrought-iron rails could be produced in much longer lengths than the cast-iron ones and were much less liable to crack under the weight of heavy locomotives. William Losh of Walker Ironworks had thought that he had an agreement with Stephenson to use his cast-iron rails, and Stephenson's decision caused a permanent rift between the two men. The gauge that Stephenson chose for the line was 4 ft 8½ in, subsequently adopted as the standard gauge for railways, not only in Britain, but the world.

Liverpool and Railway While building the Stockton and Darlington Railway, Stephenson observed that even small inclines greatly reduced the speed of locomotives. He concluded that railways should be kept as level as possible. He applied this knowledge while working on the Bolton and Leigh Railway, and the Liverpool and Manchester Railway (L&MR), executing a series of difficult cuts, embankments and stone viaducts to smooth the route the railways took. The first L&MR Bill having been rejected, a revised bill with a new alignment was submitted and passed in a subsequent session. This new alignment presented a considerable problem: the crossing of Chat Moss, an apparently bottomless peat bog, which Stephenson eventually overcame by unusual means, effectively floating the line across it. [Ed. Note: The solution used is probably very ancient. Certainly Saxons ‘floated’ causeways across marshy ground in the fens.] As the L&MR neared completion, the directors arranged for a competition to decide who would build the locomotives, and the Rainhill Trials were run in October 1829. Entries could weigh no more than six tons and had to travel along the track for a total distance of 60 miles. Stephenson's entry was Rocket, and its performance in winning the contest made it famous. George’s son Robert had been working in South America from 1824 to 1827 and had returned to run the Forth Street Works while George was living in Liverpool and overseeing the construction of the new line. Robert was very much responsible for the detailed design of Rocket, although he was in constant postal communication with George, who made many suggestions on the design. One significant innovation was the use of a fire-tube boiler, invented by French engineer Marc Seguin that gave improved heat exchange. This was suggested by Henry Booth, the treasurer of the L&MR.

- 8 - The opening ceremony of the L&MR, on 15 September 1830, was a considerable event, drawing luminaries from the government and industry, including the Prime Minister, the Duke of Wellington. The day started with a procession of eight trains setting out from Liverpool. The parade was led by “Northumbrian” driven by George Stephenson, and included “Phoenix” driven by his son Robert, “North Star” driven by his brother Robert and “Rocket” driven by assistant engineer . The day was marred by the death of William Huskisson, MP for Liverpool, who was struck and killed by Rocket, but the railway was a resounding success. Stephenson became famous, and was offered the position of chief engineer for a wide variety of other railways.

1830 also saw the grand opening of the skew bridge in Rainhill. The bridge was the first to cross a railway at an angle. This required the structure to be constructed as two flat planes (overlapping in this case by 6') between which the stonework forms a parallelogram shape when viewed from above. This has the effect of flattening the arch and the solution is to lay the bricks forming the arch at an angle to the abutments. This technique, which results in a spiral effect in the arch masonry, provides extra strength in the arch to compensate for the angled abutments.The bridge still carries traffic (A57 - Road) and is now a listed building.

The next ten years were the busiest of Stephenson’s life, as he was besieged with requests from railway promoters. Many of the first American railroad builders came to Newcastle to learn from Stephenson, and indeed, the first locomotives utilized in the U.S. were purchased from the Stephenson shops. Other talented men were starting to make their marks, such as his son Robert, his former assistant Joseph Locke and I K Brunel. His conservative views on the capabilities of locomotives meant that he favoured circuitous routes and civil engineering that were more costly than his successors thought necessary. For example, rather than the taking the direct route favoured by Joseph Locke over Shap between Lancaster and Carlisle, Stephenson was in favour of a longer sea-level route via Ulverston and Whitehaven. Locke's route was the one built. Stephenson also tended to be more casual in estimating costs and paperwork in general. He worked with Joseph Locke on the Grand Junction Railway with one half of the line allocated to each man. Stephenson’s estimates proved to be inferior to those of Locke and the board’s impatience led to Stephenson’s resignation. This caused a rift between Stephenson and Locke, which never healed.

- 9 - Despite Stephenson's losing some routes to competitors due to his caution, he was offered more work than he could cope with, and was unable to decline offers for additional work. He worked on the North Midland line from Derby to Leeds, the York and North Midland line from Normanton to York, the Manchester and Leeds, the and Derby, the Sheffield and Rotherham among many others. Stephenson tended to become a reassuring name, rather than a cutting-edge technical adviser. He was the first president of the Institution of Mechanical Engineers on its formation in 1847. He had by this time settled into semi- retirement, supervising his mining interests in Derbyshire - tunnelling work for the North Midland Railway had revealed unworked coal seams, and Stephenson put much of his money into their exploitation.

Private life Stephenson’s first wife, Fanny died in 1806, and his only son, Robert was brought up by George and his unmarried sister Eleanor. In 1820, George married Elizabeth Hindmarsh, a farmer’s daughter whom George had wanted to marry when he was young; he had been considered unworthy of her. George and Elizabeth (Betty) had no children, and she died in 1845. In 1848 George married for the third time, to Ellen Gregory who had been his housekeeper. Six months after his wedding, George contracted pleurisy and died, aged 67, on 12 August 1848 at Tapton House in Chesterfield, Derbyshire. He was buried at Holy Trinity Church, Chesterfield, alongside his second wife.

George Stephenson, with his work on the Stockton and Darlington Railway and the Liverpool and Manchester Railway, paved the way for the railway engineers who were to follow, such as his son Robert, his assistant Joseph Locke and . These men were following in his footsteps.

RNLI Fast Carria ge Boat 2 an update FCB2

Back in May I wrote about the RNLI’s replacement for the Mersey Class Lifeboat such as ‘Lady of Hilbre’ at Hoylake. There were problems with the Experimental Lifeboat hull and the project had to be delayed. I recently received an update on the project dated Aug 2009. ‘The project is making rapid progress and the develoment of the Prototype is now well in hand. Trials have proved the concept of water jets on a modern All Weather Lifeboat with some Coxswains undertaking specialist training. Trials have also proved the new Supacat launch and recovery system, able to recover the FCB2 bow first. The cab is undergoing redesign and the carriage, inspection and marinisation. The Experimental Lifeboat hull was not operationally acceptable due to severe slamming experienced upsea. The project was extended by a further 3 years so a new hull could be identified. This involved existing and new commercial designs as well as an inhouse option. Trilas have been both full size and model.

- 10 - Five eighth scale models of potential hull forms were built as well as a model of the existing Experimental Lifeboat. Tests were undertaken both in a ship tank and on the open water. In the final analysis the RNLI inhouse design was deemed to be the best suited for FCB2. Compared to the Experimental Lifeboat the RNLI design was shown to have 70% less slam events, 53% improvement in transverse motion and vertical motions improved by over a third. • Various seat options are being tested. • Scania engines are to be fitted. They are capable of producing more power than existing engines, meaning that at 25 knots they need not work at maximum rating, reducing stress levels. • SIMS (Systems and Information Management System). Like the Tamar Class, FCB2 will incorporate SIMS, a system which allows crews to monitor and operate the boat’s systems remotely from their seats. The FCB2 being smaller than the Tamar, the system has been redesigned to provide a lighter solution, reducing cabling by 20%. The Prototype is due in the water for operational trials in summer 2011 and scheduled to be on station in 2013. I understand that Hoylake will get one of the first six boats. However, I have also been given to understand that the Coxswain doesn’t want to be the guinea pig with the first. Thanks to the RNLI for the information in this article. Ed.

Contact the Editor

Copyright © 2009 WMES – All Rights Reserved.

Editor: Alan Banks, [email protected] Tel: 0151 336 1180 7 Yewtree Close, Little Neston, Neston, Cheshire. CH64 4ES

Disclaimer : Wirral Steam is published for the Wirral Model Engineering Society. Any views expressed are not necessarily endorsed by the Society, Committee or Editor.

Electronic Journal I am happy to email a full copy to each member who sends me their email address. Additionally, I will be posting the Journal in a secure area of our new website when I get it up and running. The journal comes as a .pdf file readable with Adobe Reader and can be quite large. The largest so far is 2.2MB though more commonly it is 1.4 MB. You will need broadband to receive the email or download it. If you wish to send your email address to me as above I will put it in a separate address folder solely for the purpose of sending the Journal and for NO other purpose. Alan Banks

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News etc WMES visit to the York City and District SME [late I know – sorry Ed.] Our invitation was for the 6th June, anytime after 10.00 am. 9 members took the opportunity to travel over to the York site, battling the rain on the way over the ‘hill’. However, despite crisis weather predictions the rain cleared around 1.00 pm and running during the afternoon was in the dry. WMES took 2 locomotives for the raised track, Jon’s ‘Lion’ and Ken’s 2F tank. On the ground level there was Alan’s ‘Ashover’ and Malcolm’s ‘Class 31’. The opportunity was taken to both drive and invite the host members to drive. With nine engines around the tracks there was always something happening. A number of improvements have taken place at the York site and it was interesting to discuss matters with our hosts. York society provided a splendid lunch for WMES, this went down very well! Following a round of thanks to everyone at York City for a great day, members departed around 17.00 for an uneventful drive back to the Wirral, where it had been raining most of the day!

Memory lane - 25 years ago At the beginning of 1984 the anti-tip rail design was finalised and one new passenger truck was completed to the Leyland design. There was no subscription increase at the AGM and petrol was to be provided for i,c engines at the track. Our President, Mr Frank Johansen, was elected a life member. - 12 - In June WMES held a ‘fun day’ at the track; members exhibited models in Heswall Hall and the Society hosted the National 2 ½” Gauge Rally. The rally featured on the ME front cover, Mr Harry Roberts being one of the judges. Ian Jameson pleased everyone by winning the LBSC Rosebowl at the Leyland track. The new trucks all came into use and society funds were in good shape. The annual dinner moved to the Eagle and Crown with Ray and Andrea Watson providing the entertainment. A huge success!

Checking the ‘Envelope’ . I am sure all those who have helped out on the Railways have at some time checked the track. We tend to look at the rails for debris and stones. How often do we check around our head and shoulders? Is that overhanging branch in reach of passengers? Is that briar going to catch someone’s clothing? Will those nettles sting a child? So when checking the track, consider the complete ‘envelope’ and not just the right of way.

The History of Hooton Airfield At our Meeting on 1st October we had a very interesting presentation by Colin Schroeder on 'The History of Hooton Airfield'. Colin is currently the archivist for Hooton Park and had obviously thoroughly researched his subject. There had been an airfield at Bidston in 1920, followed soon after by establishment of an airfield at Hooton adjacent to the Manor. This was started mainly by people with money who could indulge in the newly developing field of aviation and formed the Hooton Flying Club. Hooton pre-dated Speke as a flying field. We were shown pictures of the 'Flying Flea' of the mid 1930's, a not very stable home-made flying machine in its early variants. At a later date a local individual, by name of Comper, started building his own aircraft on the site. The Comper Swift was probably the best known of his productions. Aerial Flying Circuses flew from Hooton and gave their displays in the area. Some famous names of the times ie Alan Cobham flew from there. Hooton had its place in the Second World War with a fighter squadron based there with Spitfires and played its part in the defence of the Western Approaches. A prominent feature of the early airfield is the wooden Belfast Hangar with their unique lattice long- span trusses. There are three of these hangars two of which are in fairly good condition but the third is in a semi-collapsed state and in urgent need of TLC. Colin Schroeder showed many interesting pictures of bygone aircraft that some of us older ones could identify. He held our attention and sparked off so much interest that we overran our normal finishing time! It certainly showed how much history, of all kinds, is literally under our noses in Wirral, if only we know where to look. Alan Pennell

Visit of York City & District Society of Model Engineers to Royden Park on Sunday 11th October. York had originally been invited to come to us on 6th September but due to their members being on holiday etc. only two could come. So this date was cancelled and a new date of 11th October was agreed. Just as well it was deferred because 17 of their members - 13 - came with 7 engines and had a really good time. They brought: in 3.1/2" gauge a 'Princess Marina' and an O. S. 'Britannia', in 5" gauge a 'Polly' and a battery powered 'Sentinel'. In 7.1/4" gauge an Adams B4 Tank engine, a 'Wren' and a modified Maxitrak 'Pearl'. Most of them participated in our public running and it was nice to see both tracks so busy. Dot Edge and her assistants did everyone proud in feeding the inner man/woman and keeping the refreshments flowing during the day - thank you Dot and your team! ( The complete team were Dorothy Edge, Glenys and Mike Miller, Maurice and Iris Worrad and Christine Postlethwaite ) The raised track visitors will be raising the issue of seat padding on their driving trucks when they get back to York - we appear to have superior comfort!! The day was fine for everybody and our visitors went away praising our hospitality and facilities. A big Thank You goes to all those of our members who helped our visitors to enjoy themselves. We look forward to entertaining York C. D. S. M. E again and visiting them next year. Alan Pennell

Quotes and Humour

Why is the 4' 8 1/2" ? Because its the mean distance between the neck and ankles of damsels in distress.

Patience is the art of losing your temper slowly. anon

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Future Programme

Regular Meeting nights on 1st and 3rd Thursdays of the month, at the W.I. Hall in Thornton Hough (unless stated). Doors open 7.30pm, Meetings start prompt at 7.45pm . 2009 NOVEMBER Club Night 5th November 19 th Gavin Hunter ‘The History of Wirral’s Mersey Coast’

DECEMBER Mince Pies and Chat night. Next year’s 3rd update. December 26 th Saturday Boxing Day STEAM-UP (depends on weather etc)

Other Exhibitions etc . 30 th Oct – 1 st Nov Model Railway Exhibition at Pacific Road Arts Centre This year will be the Diamond Jubilee of the Merseyside Model Railway Exhibition held at Pacific Road Arts Centre. To celebrate this significant event the exhibition will be opened by pop all rounder Pete Waterman on Saturday 31st October at about midday. Friday 30th Oct. 2009 6pm - 9pm Saturday 31st Oct. 2009 10am - 6pm Sunday 1st Nov. 2009 10am - 5pm We will have a stand at the exhibition. Contact John Meadows for details.

We will not have a competition to produce the next stage in the development of siege warfare following the Trebuchet and Onager. For interest though:-

The earliest illustration of a European cannon, from around 1327. - 15 -

200kg wrought iron bombard, circa 1450, Metz, France. It was manufactured by forging together iron bars, held in place by iron rings. It fired 6kg stone balls. Length: 82cm.

Bombard-Mortar of the Knights of Saint John of Jerusalem, Rhodes, 1480– 1500. Founded at the request of Pierre d'Aubusson, the bombard was used for close defense of the walls (100–200 meters) at the Siege of Rhodes. It fired 260 kg granite balls. The bombard weighs about 3,325 kg. Musée de l'Armée. - 16 -