Volume 16 Issue 3 July 2014

LEEDSLINES

THE NEWSLETTER OF THE LEEDS SOCIETY OF MODEL & EXPERIMENTAL ENGINEERS

Leeds SMEE web site may be found at:

http://leeds.smee.googlepages.com

Inside this issue

Editorial 1

From the chair 2

Dates for your diary 2

Leeds Trophy 3

Heinrici Engines 4

Boiler Water Gauge 5

Working Party Update 6

August Rally 7

Harrogate Exhibition 8

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

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

decided to build a string of airship stations to

protect shipping copying designs from crashed

German airships. The largest of these airship

stations was based at nearby Howden. The site

occupied 1000 acres and employed hundreds of

people. At one time or another there were sixteen

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

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

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

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

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

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

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

Leeds S.M.E.E Dates for Your Diary—Summer 2014

Working Party dates are Mondays, nominally twice a month, but avoiding Bank Holiday Mondays.

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!

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

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.

PAGE 4 LEEDSLINES

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.

A small water cooled engine with a 30 mm piston

Heinrici patented this pattern of engine in 1899 which was the first or second year of production. As an external

combustion engine it can be run on any fuel and works on the expansion and contraction of air to create differences in

pressure in the displacer/cylinder. Over time Heinrici incorporated a number of improvements but since these engines

were sold for over 40 years it is difficult to date them. On some models the patent number (DRP), or DRGM number is

embossed on the cylinder casting but mine carries only component marks.

These engines have virtually no HP or torque and can be stopped with your fingers. They were mostly used to power

really light, small gas/air pumps and, in some applications, cooling fans for the ladies of the British Raj in C19 India.

See http://www.youtube.com/watch?v=D3uiJYCLjQc for video of an engine in action

Southern Federation Spring Rally – Arthur Bellamy

At Illshaw Heath the track of the Birmingham Society of Model Engineers

As Southern Federation Rallies go this was not very well attended, I do not know why, but the Leeds club were

well represented with five members attending. John and Lyn Hunt ran his Simplex and at other times his

aeroplane, Tony and Elaine Wall with his Yankee, Judith and myself with the B1 which ran for a total of 5

hours over the weekend. We all took our caravans and lived on the site. David and Marcia Beale came on Sunday

in their Naylor TF1700.

Other people known to have visited Eggborough are the Elliots

from Coleville and their friend Roger (I have known him for years

but haven`t got his surname), Ian Jacobs from Spalding came and

ran his engine and Graham Gain ran his 7 1\4 Hunslet on its

maiden run. Another friend came on his motor cycle from Kinver,

David and Francis from Bracknell brought a couple of engines,

John and Rachel Walker of the home club did most of the

supervision including the catering. Chris Andrews lives nearby

and paid a visit but Brian (who was a member at Leeds) was not

well enough. Brian Thompson came in his capacity as President of

Southern Federation.

Friday evening was spent in a flash Hostelry (opposite a

MacClaren showroom with Hamilton`s formula 1 car) Ten of us

sat down to an excellent meal and on Saturday evening a bulk

order was made for fish and chips to a local restaurant,

The autumn rally is to be held at Eggborough over the weekend 20/21st September where as a side show there

will be a number of MG and Naylor cars.

Judith and John Enjoy the Sunshine

PAGE 5 LEEDSLINES

Boiler Water Level Gauge - David Beale

We place trust in an item that never tells the truth. Is seeing believing?

The water level shown in the glass never, yes never indicates the

precise level of the water in the boiler.

The nearest it gets to achieve this is when the whole boiler is cold &

stationary, even in this condition a tiny error creeps in due to

capillary attraction. The small bore of our tubular glass causes the

water within it to rise a small amount due to this phenomenon.

When hot further small errors result. The water gauge is not at the

same temperature as the boiler to which it is fitted, it is cooler by

virtue of the fact that it is stuck out in cold air. This brings about

two small errors the first being that the density of water varies with

temperature resulting in the water in the glass being “heavier” than

the water within the boiler.

The second is because the water in the glass is not static, it is

flowing. The steam in the top of the glass condenses causing the

water in the bottom to flow back into the main vessel.

A further cause resulting in a false level is leakage from either the

glass or its isolating cocks, the error resulting depends on the

volume leaking. To be significant the leakage would have to be

considerable.

I fully accept all the forgoing are minor & can safely be ignored

although any leaks are likely to cause unsightly deposits & should

be rectified.

The movement of our boilers gives errors in level that must be

recognized & understood. When braking the vehicle water surges to

the front of the boiler resulting in a low level in the glass & may

expose the firebox crown sheet albeit transiently. During

acceleration it surges to the back resulting in a high glass level

being indicated. Similarly bends in the track throw the water to the

outside of the curve causing disparity between gauges (if two are

fitted) or a low level in the single gauge that is inboard of the boiler

centre.

All of the above are relatively insignificant untruths/errors, the following are critical situations that must be

understood & the appropriate action commenced.

An increase in the water level when a safety valve lifts, this may simply be due to a swell effect caused by the small fall

in pressure within the boiler during the time the valve is open. This occurs markedly with high lift pop type valves. The

water within the boiler has become like aero chocolate, (full of bubbles) because it is liberating steam due to the

difference in heat content from that before the valve lifted & that during its blow.

It should be expected that the boiler will need water feed when the valve reseats.

If during the above water issues from the safety valve it may be that the water level was initially too high, or it may be

due to priming or as often known as water carry over. Simultaneously the water level will rise in the glass & may even

disappear out of the top nut. A rapid streaming of rising bubbles may also be observed.

Priming results due to contamination within the boiler or a build up of suspended solids i.e. concentration of feed water

impurities through not blowing down frequently enough. Further possibility results by introducing too much water

treatment chemical this will be more relevant to models with steel boilers.

Whatever the cause the boiler is loosing a large quantity of water which may ultimately result in the fire box crown

sheet not being cooled.

To recover the situation turn off the blower, open the firehole door & close the regulator. This will usually cause the

safety valve to reseat, whether or not this occurs begin feeding the boiler immediately with the hand pump if one is

fitted. If not try an injector but this may not work until dry steam is available, i.e. priming ceases. As a last resort tap

the safety valve pintle to make it sit down but do recognize that this is extremely bad practice. If the water level is out

of the glass when the safety valve reseats drop the fire immediately. The reason for this is that while ever the boiler

was priming the crown was being cooled but it is now exposed. Continued.

© David Beale

PAGE 6 LEEDSLINES

Working Party Update – July 2014 — Hon. Sec. Geoff

Track renewal:

Since the last newsletter the main line track between the two traversers has been relayed and it is now a

pretty smooth ride. It is not yet in service use however since the corresponding main line tracks on both the

north and south traversers have now been lifted for replacement. The traverser steelwork is being

prepared, primed and painted. Track sections are ready to be laid on the

south traverser which is a relatively simple task. Re-laying the track on

the north traverser is more complex as the traverser is not only on a

gradient but also has ‘transition’, (a progressively increasing degree of

tilt) leading into the ‘super-elevation’ on the bend by No.1 golf tee. In

order to lay the track on this section multiple laser measurements have

been taken and plotted out on the now infamous roll of wallpaper. The

plot is used to find the best line for the gradient and the required degree

of tilt. Once these traverser sections of track are relayed work will

concentrate on levelling and adjusting the height of beams where

necessary around the track. This can be done without interfering with loco

running in the peak summer months. Track replacement will then re-

commence in the autumn.

Traverser Overhaul:

Regarding the north traverser its overhaul is now complete and the new track circuit interlock has been

commissioned. This prevents movement of the traverser when a train is in the vicinity in the same way as

the interlock already in use on the south traverser. Overhaul of the south traverser including bearing

replacement is now in progress.

Locomotive Storage:

Excavations are nearing completion for the new path from the outer workshop to the steaming bays and the

path will soon be laid. At the time of writing consideration is being given to converting the earthworks into

a temporary swimming pool such has been the deluge from above. The objective of the work is to have a

smooth path to enable safe transfer of Club locomotives from the new workshop storage facility directly to

the steaming bays.

Other Works

In addition to the above major jobs there has been the usual crop of smaller jobs such as track repairs on the

approach to the tunnel, repairing the grit blaster gun, tracing a fault on the portable track trailer lighting

and repair of a fault affecting No.3 signal.

Steve and Geoff Replacing the Track

An erratic or varying water level that is not understood may be caused by a total or partial blockage of either the

steam or water connection of the level gauge to the boiler. If the gauge has three working cocks blow the passages

through. To do this close the steam & the water cocks, open the drain cock, in turn momentarily open the steam

& water cock. A good blow should result if it does not then a blocked passageway may be the cause. Return the

gauge to service by closing the drain & opening the steam cock followed by the water cock. Is the water level

where you would expect it to be? If not retire the steaming of the boiler & prove the passageways by other means

unless you have a boiler with two gauges & one is working satisfactorily.

It is worthy noting that excessive grinding in of taper cocks will cause the passageways of the body & plug to be

misaligned & ultimately blocked.

Boiler inspections

The periodic boiler inspection requires the inspector to prove adequate passageways to the water level gauge.

One way is described in 3 above, but a positive test is to pass a soft metal rod through the rodding port on both

steam & water connections all the way through the fitting into the boiler. If such ports are not available & any

doubt exists the fitting may have to be removed.

Other methods of water level indication are available, steam cars used a solid alloy float in a chamber linked to a

pointer & dial, early boilers used test cocks but in our application non are better than the "untrustworthy"

tubular water level gauge but remember SEEING IS NOT ALWAYS FOR BELIEVING.

Your controversial or other comments are welcomed by the editor. © David Beale

PAGE 7 LEEDSLINES

LEEDS SOCIETY OF MODEL &

EXPERIMENTAL ENGINEERS

invite owners of 3½" and 5" gauge locomotives and scale traction engines to their

AUGUST RALLY

to be held on

SATURDAY AND SUNDAY 9TH & 10TH

AUGUST 2014

at the track site in the grounds of Eggborough Power Station

(located on the A19 just north of M62 Junction 34)

Light Refreshments

Variety of Steam Attractions

Historic Vehicles

Bring and Buy Sale

Camping Facilities – Tents or Caravans

Leeds SMEE is affiliated to both the Southern and Northern Federations of Model Engineering Societies. All

visitors with steam models must bring a current boiler test certificate. For further details and to pre-book

caravans and tents e-mail leedssmee@sky.com or contact Leeds S.M.E.E via the web site at

http://sites.google.com/site/leedssmee or telephone 01977798138.

PAGE 8 LEEDSLINES

Society Officers and Committee.

President: Arthur Bellamy

Chairman: Jack Salter

Secretary: Geoff Shackleton

Treasurer: Nigel Bennett*

Committee: John Hunt

Steve Russell*

Peter Smith

Nick Morley

*Boiler Inspectors plus Tony Wall

& Martyn Chapman

Newsletter by e-mail

You can save the Society postage costs by electing to have the newsletter, in .pdf format and in full colour, delivered to your personal e-mail address.

Simply e-mail your request to Glynne Hughes redlionkel@googlemail.com and it should happen automatically.

Send articles for inclusion in the newsletter to the editor at leedslines@bottsonline.co.uk or via mail to the Club Secretary

National Model Engineering Exhibition Harrogate — Hon. Sec Geoff

This years show seemed as good as ever with large numbers of visitors on the Friday and the Saturday with the aisles

being packed at mid-day. One or two well-known traders did default this year but were replaced by a couple of second

hand and surplus tool merchants where there were definitely bargains to be had. (yippee!!!)

Thank you to all members who provided models for our display this year and to all stewards who staffed the stand and

interfaced with visitors and answered their numerous questions. There were eight 5ins. gauge and five 3½ ins. gauge

locomotive exhibits, ten stationary engines, one traction engine and two items of workshop equipment, in all a total of

twenty six items on the stand this year. That is about the same number of items we have exhibited in previous years.

However, this year we had a slightly larger display area which enabled the models to be more easily inspected due to

having more space around them. The variety and quality of locomotives on display this year was particularly good. The

Club DVD’s were shown throughout the show and the one made from an old cine film of the Temple Newsam track in

1962 attracted particular attention. Two visitors to the stand were amazed to see deceased relatives in the film and

have been provided with copies. Once again the display cards seemed to be a worthwhile addition as a lot of visitors

picked them up to read about the items on display. The flyers advertising our own August Rally were also in high

demand, hundreds disappearing over the course of the three days, next year I think that I will print something on the

back of the flyers…………………that might slow down the exodus.