Litton, Hulme End, and The Cat... on the Bonnie

Good biking weather forecast for today; dry, sunny intervals, a bit cloudy and a bit of wind - fine for an outing on the Old Tart (1979 Triumph Bonneville T140 UK Special). A run down to the petrol station revealed a none-working LH rear indicator, soon fixed by removing the bulb from Mr Lucas's indicator unit, cleaning the contacts, and replacing. Joe Lucas, eh; Prince of Darkness!

I decided to head up to the Red Lion at Litton, near Tideswell in the Derbyshire Peak. I routed out through Prestbury and Macclesfield then over the Cat & Fiddle road, which was still a bit damp in places from earlier rain so I had to take it easier than usual. At Ladmanlow I took the Harper Hill 'Buxton Avoid' route to Brierlow Bar, then the delightfully sweeping A5270 across to the A6 (briefly), before turning left through Millers Dale and on up to Litton where I stopped for lunch.

The Bonnie outside the Red Lion at Litton

I sat outside enjoying the day, and some excellent melt-in-the-mouth fish, washed down with a lovely refreshing pint of very hoppy and delightfully smooth Wild Swan from Bakewell brewers, Thornbridge. This is a new brewer to me, but that pint is among the best I can ever remember drinking. Pity I couldn't risk more than just one.... must come back by bus sometime and sample some more!

From Litton I headed back to Brierlow Bar, the A5270 having dried out a bit so I could enjoy its sinuous sweeping reverse curves. Down past the Dragon's Back hills at Earl Sterndale to Longnor, where I turned left to take one of my favorite (from a scenic point of view) Peakland roads, which climbs to run along the ridge top between the upper Dove and Manifold valleys. The visibility today was stunning, as were the views of the deep valleys and rolling hills of the White Peak from this road. This really is God's Own Country!

Down through Sheen to a brief stop at Hulme End visitor centre; many decades ago this was the terminus of the narrow gauge Leek & Manifold railway, which collected milk from the dairy farms of the area for transfer to the main line railway system at Waterhouses for onward distribution. The track bed today forms a narrow roadway along the valley bottom.

From Hulme End I looped back round to Longnor before turning left along another ridge-top road to join the A53 at Flash Bar. Climbing out of Hollinsclough there are side-on views of the Dragon's backs; Chrome Hill and Parkhouse Hill. These razor-edged grassy ridges used to be off limits to walkers, but are now 'access land' and well worth the energetic scramble to the tops.

View from the top of Chrome Hill, looking across to Parkhouse Hill, taken on a walk with 'Stockport Walkers' on 16th June 2010

A short blast up the A53 took me to the cattle gridded track across Axe Edge Moor to emerge on the Cat & Fiddle road, about a mile east of the pub. The damp patches had gone, so while remaining wary of the 50mph average speed cameras, I was able to enjoy the Cat's classic twistys with gusto. On one very tight left hander something on the Bonnie touched the road with a graunching sound. Never had that before - must be going well!

Back through Macclesfield and Prestbury to home, where I tried to discover what could have 'touched down' on that left hand bend. It had to be the side stand, but so great was the angle of lean required to get it to actually touch the garage floor that single-handed I could not lean the bike that far over without risking dropping it, though of course it would have been lower with my not inconsiderable weight and the cornering 'G' force acting on it. I must have been going some around that bend, and look at the road wear pattern on the rear tyre showed that I'd been enjoying the Bonnie's crisp handing right to (and it seems maybe a bit beyond!) the limit.

The Old Tart ran as well if not better than she ever has. She must have been enjoying it as much as I was!

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Published in the Gruniad - again!

I have had several letters and and answers to the 'Notes & Queries' feature published in the 'Guardian' over the years. Readers send in questions to N&Q, and one was about wind turbines. This morning, my answer to that query was published:


Why do wind turbines have only three blades? Wouldn't four be more effective?

Like many design considerations, the number of blades on a wind turbine is a compromise. Each blade disturbs the air for the following blade, so ideally you want as few blades as possible to maximise efficiency. You need to have at least two to keep the turbine balanced, and the longer the blade the more energy it will harvest from the wind. But if too long, the blade tips will approach the speed of sound as they rotate, which curtails efficiency. Also, the longer the blade the taller the mast has to be to give sufficient ground clearance and to ensure that the entire blade 'disc' (the area swept by the blades) is high enough to be in the stronger winds away from the ground. It has been found that three blades gives a good compromise; not too much air disturbance for the following blade, tip speeds below transonic, reasonable mast height, and a reasonable amount of energy gathered from the airflow and delivered to the electrical generator atop the mast.

Vince Chadwick, Wilmslow, Cheshire


This is similar to the considerations regarding aeroplane propeller design, and indeed I sent the Guardian more than they published. The second paragraph drew the parallel with propellers but I was pretty sure they wouldn't print that as they are short of space and it's not strictly relevant to the question.

Here's the entire text I sent to them:

Like many design considerations, the number of blades on a wind turbine is a compromise. Each blade disturbs the air for the following blade, so ideally you want as few blades as possible to maximise efficiency. You need to have at least two to keep the turbine balanced, and the longer the blade the more energy it will harvest from the wind. But if too long, the blade tips will approach the speed of sound as they rotate, which curtails efficiency. Also, the longer the blade the taller the mast has to be to give sufficient ground clearance and to ensure that the entire blade 'disc' (the area swept by the blades) is high enough to be in the stronger winds away from the ground. It has been found that three blades gives a good compromise; not too much air disturbance for the following blade, tip speeds below transonic, reasonable mast height, and a reasonable amount of energy gathered from the airflow and delivered to the electrical generator atop the mast.

Similar considerations are given to aircraft propeller design, but the problems of ground clearance are more acute because the propeller is close to the ground when the aircraft is not airborne. For this reason, aircraft propellers have up to six blades to absorb engine power, the designer accepting a small loss of efficiency, or contra-rotating propellers are used (two propellers, one behind the other, and rotating in opposite directions). These are aerodynamically efficient as the air from the front propeller makes the rear propeller more effective; but there are losses in the more complex mechanical drive system of this arrangement.

However, I would not be surprised to see contra-rotating wind turbines developed for use in particularly windy locations. Perhaps they already have been?

Nice to see that they printed my first paragraph absolutely verbatim!

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'Thomas' time again at MoSI

The phenomena of TTTE (Thomas The Tank Engine) in this century amazes me. I read the original Reverend Awdry books as a child, and in turn read them to my children, and I still have them as superb examples of stories which, although simple for young children to enjoy, incorporated many operating procedures and disciplines found on real railways. I think that the logic Awdry portrayed in his stories, in the common sense of those procedures and disciplines as evidenced by what happened to engines who ignored them, has a direct appeal to the natural sense of justice in children (and some adults!).

Since Awdry sold the rights of TTTE to an entertainment company, those roots in real railway practice have given way to less railway oriented storylines as that company sought the most profitable way to maximise the commercial potential of TTTE. The result is that while children brought up on Awdry's books would have an understanding of what railways are about and why they work as they do, to today's young 'Thomas' fans the characters in the stories might as well be Harry Potter characters. The link to railway practices has been lost, but I hope 'Thomas' will still inspire a love of railways in children. The number who turned up to MoSI on the Thursday and Friday indicates that it perhaps might.

While I'm having a bit of a rant about the commercialism of TTTE, something that grates with me is the abominations carried out to historic railway locomotives so they fit the 'Thomas' profile. A case in point is this year's 'Thomas' at MoSI; a 1903 Hudswell Clarke tank engine which spent its life working on the extensive dock and canal side railway system of the Manchester Ship Canal Company. This engine carries a wealth of local industrial heritage and history, yet it has been painted a hideous blue with yellow trimmings to become a 'Thomas'. Worse... far worse.. its attractive appearance, a result of 'form following function' rather than any attempt at styling by Messers Hudswell Clarke, has been upset by welded-on upper extensions to the side tanks to make it look more 'Thomas-like'. They are visually intrusive and out of place.

Please click twice on the pictures to see full size images.

Manchester Ship Canal 1903 Hudswell Clarke tank engine no.32 'Gothenburg' as she should look

'Gothenburg' today at MoSI with modified side tanks, far from original livery, and a plastic face, as this year's 'Thomas'

Still, it gives me a chance to fire and drive this historically significant locomotive! I was rostered for 'preparation' today (Thursday) and as fireman on the Friday. Both days required a 7am book-on which saw me getting up at 5:30!

About 8:00am Friday morning. I've lit the fire in No.32, and the hose is filling her water tanks

The footplate of No.32. She is right hand drive, so the driver's position is nearest the camera, the fireman's on the far side.

By about 9:45 we have full steam pressure and No.32 is coupled to her stock and in the platform ready for a 10:00am start on the first train of the day

On an early run, before most of the crowds arrive, we pass 'Sir Toppham Hat' AKA 'The Fat Controller'

The same location a bit later, as Thomas stops beside Sir Toppham to receive his gift of a 'coal cake' as a reward for working so hard

No.32 may look unoriginal from the outside, but in here she's still an MSC Hudswell Clarke. This is the view from the fireman's seat.

With the live steam ejector continuously 'on' while running to keep the vacuum brakes 'off', coal and water consumption is prodigious. Here, I pause between tending to my fire and keeping the boiler level correct to photograph Lauren (our assistant on the engine) who is preparing to fill the water tanks. This has to be done every second trip up the line to keep the tanks sufficiently replenished.

Here are some videos taken on the Friday:

The fat Controller leads a sing song before
rewarding Thomas with a coal cake




View out of my side of the locomotive as, having run up
from the MoSI station to the Salford end of the site on the line
to the right, we reverse down the 'Pineapple' line.



Coming back off the 'Pineapple' line to the junction,
from where we will reverse back down to the MoSI
station down the line coming in from the left. The gates
ahead of the engine with the red discs on them, visible
when we come to a stop, guard the line out of the MoSI
site which connects MoSI to the nation rail network.

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Bolton Steam Museum

Located in what used to be the cotton warehouse of Atlas Mills in Bolton is the steam museum, home of several large mill steam engines and many smaller engines. Because of the cost of gas for the boiler, the museum only steams its engines a few days a year; today was one of them, and Mike Hyslop and myself zoomed down there in his Porche 911. We were joined later by Graham Robertshawe who arrived by motorcycle (a nice Aprillia) from his Northwich home.

Double click on the pictures for full size images.

A view down one side of the museum.....

....and a view down the other side

A tandem compound mill engine, so called because the high pressure cylinder (on the right) and the low pressure cylinder (on the left) are in line on a common piston rod. The high pressure cylinder has Corliss variable cut-off valve gear controlled by the governor, whereas the low pressure one has a simple slide valve. The video below shows the Corliss valve gear in operation.






We were taken 'behind the scenes' to see the boiler. Like the one at Styal Mill it is gas fired and not very interesting to look at. Alongside the boiler is the control panel and the water gauge glasses.


We noticed an eccentric drive on this twin beam engine (the oldest in the museum) seemed to be juddering through lack of lubrication. Mike watches while on the staff gives it a few squirts of oil from a can. It didn't seem to fix it, though!


'Audrey' was built by Sissons of Gloucester as late as 1961 as a 'teaching' engine for training students at a time when when steam power was part of their curriculum. It spent its life at Harris College in Preston and can be configured as twin cylinder compound, or as two separate single cylinder engines. It has two types of valve gear and incorporates many features that not normally all seen together in one engine.


This steam driven water pump is reminiscent of the one we have at Styal Mill, with the piston rods of the engine and pump connected by a 'banjo' (painted red, on the side of the engine nearest to the camera) in which the crank which drives the flywheel rotates.

The Bolton Steam Museum is run entirely by volunteers. The engines have been restored, many from near-scrap condition, by museum members, and even the building itself has been largely made suitable for purpose by the volunteers. There has been some financial help from Morrisons supermarket who own the site, but otherwise the museum is purely self-funded. They don't even charge for entry, though donations are welcome. What a great job they are doing!

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Chelford Traction Engine Rally

I first attended this rally back in the late '60s when it was organised by the local Parish Council. It's still a major event on the steam buff's calender and today Mike Hyslop, Graham Robertshawe and myself went along.

An Aveling & Porter roller leaves the display ring

The weather was lovely, and the smell of coal smoke among the beautiful parkland of Astle Park brought back memories of these rallies of decades ago.

Not much has changed!

Coal smoke and steam among the Cheshire parkland at Astle Park

Two of several fairground organs at Chelford. These use continuous punched card rather like a Jacquard loom to produce the music. The organ in the lower picture gave a lovely rendition of 'The Battle of Britain' march!


These magnificent steam-driven 'gallopers' have been attending the Chelford rally for as long as I can remember


There were miniature engines, like 'Helen' here, as well as full size


Stanley Steam Car (last of its type) among the big engines


A 'big engine' in the display ring


This delightful small-scale 'Case' tractor has some novel (by British standards) features which are also exhibited by its full size counterpart. The valve gear (see picture below) is of a type I have never seen before, using a 'sliding block' to vary the valve timing. There is a friction clutch in the flywheel to transmit the drive to the wheels instead of the dog clutch or simple gear-engagement seen this side of the Atlantic. The boiler, smokebox, and firebox are 'one piece' and un-lagged, and the live steam take-off is external from the top of the dome.

The unique valve gear of the 'Case' traction engine. The selector lever is just out of shot, in the quadrant middle right, with a green rod connecting it to the 'sliding block' and determining the position of that block in the rocking 'channel', centre of the picture. The thicker green rod from the 'sliding block' that leaves the picture on the left drives the valves. If the 'sliding block' is in the centre of the rocking channel, the engine is in neutral. The bock being positioned at the top or the bottom of the channel puts the engine into forward or reverse gear.


A final look at the 2011 Chelford Rally, as 'Little Mac' leaves the ring. Driving home from Barton Airfield to Congleton (where we then lived) one Friday evening in August 1978 I had just completed my first solo flight during my pilot training. I was still metaphorically 'up in the air' with the euphoria of flying an aeroplane on my own for the first time. On the straight part of the A34 south of the 'Davenport Arms' I met 'Little Mac' coming the other way. Exuberantly I flashed my headlights and blew my horn, and the little traction engine's crew responded with enthusiastic waving and whistle-blowing! 'Little Mac' has always been a bit special for me since then.

(Once again, photos taken on my phone so not good quality. Still worth enlarging by clicking on them, though!)

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VMCC barbecue at Nether Alderley Mill

The centuries old sandstone water mill, mostly steep-pitched mossy stone slab roof slumbering under the trees heavy with full summer foliage, looks as if its been part of this landscape for ever as it studiously ignores the adjacent upstart A34. The intense mid-summer sun radiates down from on high between occasional drifting cumulus and, lizard that I am, I sit on a warm stone by the mill entrance and raise my face to the heat. Barbecue smoke drifts across from the gazebo, the bells of Nether Alderley church are ringing out for a wedding, there's lots of motorcycle chit chat and of course those lovely vintage bikes to admire; what a super way to spend a Sunday afternoon.

Bikes at the Mill, barbie under the gazebo

Every year Barry Cook, National Trust Mill Engineer at Styal Mill and a keen motorcyclist, organises a Vintage Motor Cycle Club (VMCC) barbecue at picturesque Nether Alderley Mill, south of Alderley Edge. This year the weather has cooperated and the Mill makes a delightful setting for the event. I arrive early on my 1979 Triumph Bonneville T140D but soon the small area in front of the mill is full of interesting motorcycles. Barry has organised a tasty barbecue which is excellent value at £3 (for a beefburger, pork chop, hot dog and a drink).

My Bonnie, second from right on front row

Nether Alderley flour Mill is a rare example of a 'tandem' waterwheel mill, with an upper waterwheel, the water from which then drives a second, lower, water wheel. It dates back many hundreds of years but is now in need of extensive refurbishment which it is about to get, in no small part due to Barry's efforts in the National Trust. The Trust own the Mill, but were reluctant to find the funds to carry out the repairs (I don't think they are at their best with industrial heritage; houses and gardens are more their 'thing'). The roof of the Mill is on the verge of collapse, and indeed would have done so by now had Barry not put up acro-props to hold up the rotted roof timbers. It would have been tragic if the Mill had fallen into ruin, and this was a real possibility until HRH Prince of Wales visited Styal Mill recently.

The Mill on the left, the gazebo in the distance

Barry is ex-Royal Navy, and served on the Royal Yacht 'Britannia', so knew the Royal family quite well. When he was first introduced to the Queen he described himself as "coming from Chapel en le Frith, a small town in Derbyshire".

"Oh", replied Her Majesty. "That's not far from Chatsworth is it? Do you know the Duke of Devonshire?"

Barry was tempted to reply that yes indeed, he often drank with his Lordship in the local, but thought better of it.

Barry was chatting to Prince Charles during the Royal visit to Styal Mill and happened to mention the parlous state of Nether Alderley Mill. Once it had 'royal attention', it was difficult for the National Trust not to act to save the Mill. Barry is retiring from the Trust soon, and I think the saving of Nether Alderley Mill will be a lasting tribute to his tenure at Styal.

Work is scheduled to start on the Mill in September, and I for one looked upon today's enjoyable event as a celebration of its far rosier future.

Well done Barry!

(Pictures taken with my 'phone, so apologies for their poor quality)

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Tragedy at Barton last Friday

The world of private aviation is a small one. I heard last Friday while firing 'Planet' at MoSI that a Piper Tomahawk of Ravenair Flying School had crashed on take off from Barton Airfield, Manchester, and the two occupants were injured with burns. The aircraft apparently suffered engine failure although we won't know what actually happened until the official accident report is released. It turned out later that the accident was far more serious than I at first thought, as the pilot later died of his injuries and his passenger, as I write, is in a critical condition in hospital.

It also transpired that I knew the pilot and had flown the aeroplane concerned many years ago. The pilot was Ian Daglish of Alderley Edge; we were both members of Alderley History Group, had talked on the phone and exchanged e-mails on flying, and Ian had invited me to his 'local' to chat about flying. We never got around to it, and now we never will.

Ian Daglish

The aeroplane involved was a Piper PA38 Tomahawk registered G-RVRF. Its original UK registration was G-BGEL and it spent some time on the Lancashire Aero Club fleet at Barton where I flew it extensively between 1st September 1979 and April 1980 while our newly aquired Chipmunk G-BCSL was receiving engineering attention.

PA 38 G-BGEL in the early days. This aeroplane, later owned by Ravenair and re-registered G-RVRF, was the aircraft involved in last Friday's tragedy.


Former G-BGEL, as re-registered by Ravenair. Note the pilot is wearing a hi-viz vest; these things have become endemic in light aviation with many airfields blindly insisting on their use on the apron despite there being no safety case to make this a sensible thing to do. In fact they are highly flammable and should never be worn in an aircraft (there is no suggestion they were being worn in RF last Friday). Sensible airstrips, like Sherlowe, ban them altogether.

RIP Ian, and let's hope his young passenger pulls through OK.


UPDATE APRIL 2012:

The accident report has been issued by AAIB. It can be read here:

http://www.aaib.gov.uk/cms_resources.cfm?file=/Piper%20PA-38-112%20Tomahawk%20G-RVRF%2004-12.pdf

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