Issuu

Vol. 4 No. 2 April, 1960

*STEAMING * 11'

THE JOURNAL OF THE NATIONAL TRACTION ENGINE CLUB !6

1 STEAMING

NATIONAL TRACTION ENGINE CLUB Chairman: THE REVD. PHILIP WRIGHT, M.B.E., Hon.C.F. The Vicarage, Woodford Bridge, Essex. Vice-Chairman and Editor: J. CRAWLEY, ESQ., Field House, Turvey, Beds. Secretary: E. A. FILLMORE, ESQ., 34 Northwick Park Road, Harrow, Middlesex. Membership Secretary (including Ties and Badges): J. G. HUTCHENS, ESQ., A.31 Café, Tricketts Cross, Ferndown, Dorset. Treasurer: E. W. EDNEY, ESQ., 33 Portsmouth Road, Horndean, Hants. Boiler Records Officer: J. BONSER, EsQ., 14 Broomhill Road, Woodford Green, Essex. MEMBERSHIP OF THE NATIONAL TRACTION ENGINE CLUB IS OPEN TO ALL PERSONS WITH A GENUINE INTEREST IN THE PRESERVATION AND OPERATION OF AGRICULTURAL, ROAD AND PORTABLE STEAM ENGINES. OWNERSHIP OF AN ENGINE IS NOT ESSENTIAL. SUBSCRIPTION 15s. PER ANNUM, WHICH INCLUDES THE CLUB JOURNAL STEAMING AS PUBLISHED, AND FREE ADMITTANCE TO RALLIES ORGANISED BY THE N.T.E.C.

EVENTS FOR 1960 MAY 7—Northampton Rally. 14—Andover (Hants.) Rally. 15—Birmingham Science Museum. 21—Ickleton (Cambs.) Rally. 21—Winchester (Hants.) Rally. 28 & 29—North Hykeham (Lines.) Rally. JUNE 4—The Stoneleigh Abbey Rally has been cancelled. 6—Elham Carnival and Steam Engine Rally. 6—Weston Park, Baldock (Herts.) Rally. 6—Skipton - by - Beningborough, nr. York, Rally. 11—Appleford (Berks.) Rally. 11—Woodton, Bungay (Suffolk), Rally. 11 & 12—North of England Rally, Thornaby Aerodrome, Nr. Stockton. 18—Wimbish, Nr. Saffron Walden (Essex), Rally.

18 & 19—Skegness ((Lines.) Rally. 25—Moreton (Essex) Rally. 25—Northleach (Glos.) Rally. JULY 2 & 3—Alton Towers, Nr. Uttoxeter (Staffs.), Rally. 9—Colchester (Essex) Rally. 9—Dorchester (Dorset) Rally. 16—Redruth (Cornwall) Rally. 16 & 17—Rempstone (Leics.) Rally. 23—Gt. Stukeley (Hunts.) Rally. 23—Kegworth (Derbyshire) Rally. 23—Pulborough (Sussex) Rally. 23—Taunton (Somerset) Rally. AUGUST 1—Woburn Park (Beds.) Rally. 1—Church Stretton (Salop.) Rally. 20—Penshurst (Kent) Rally. SEPTEMBER 3—Gt. or Lt. Baddow (Essex) Rally. OCTOBER 15—National Club A.G.M. & Dinner.

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EDITORIAL ONCE again the Rally season is upon us and all over the country engines are being unsheeted and the ravages of the winter months surveyed with apprehension. Wire wool, paraffin, Emery cloth and Brasso sales all show an upward trend about this time as the work of removing the grease and rust of inactivity takes place. The last issue of Steaming would appear to have found success judging by the number of letters that were received. It must, however, be realised that an issue of this kind depends on three main factors— Finance, Contributions, and a tremendous amount of time by the Editor, collecting articles, compiling notes, selecting photographs and proof reading, etc., etc. The first item alone limits the production of a special issue to once a year, apart from the difficulties incurred with the remaining two. I am still of the opinion that there

is a tremendous amount of activity all over the country that could be jotted on a post-card and sent to me for inclusion under " News Flashes ". Engine notes and movements are without doubt one of the most popular features of Steaming, but be sure to get the three main facts, owner's name, engine number and registration number. This, followed by where the engine was seen and any other relevant details, will make very interesting reading. Finally, I would like to appeal to members for photographs to use in Steaming, showing either their engines or those of their fathers or grandfathers, etc. The most important point is that photographs must be pre the 1939 war, and suitable for reproduction. It would appear that this issue will be late in going out due to a number of reasons for which I tender my sincere apologies. EDITOR.

FROM THE CHAIRMAN (Philip Wright's column) MY first duty is to record with sorrow, the passing to a true steam man— John Francis Patten, of Little Hadham, nr. Bishops Stortford. Aged 81, he was actively running his business up to a week previously, and I had a letter from him last month. A keen cattle and horse man (both at showing and judging), most of our readers will recall his love of steam. He did a lot of steam plough contracting in Herts., Essex and Cambs., and owned nearly thirty engines— his steam ploughs are at work as I write, but he had no family and one wonders what may now happen to this unique business. I have had a vast correspondence since my book was published, including letters from U.S.A., Canada, Australia and New Zealand. The book is now being reprinted, and I have taken the opportunity of making one or two slight corrections and additions. Mr. F. C. W. Wilkinson writes from South Africa telling of a lifetime spent working in steam-1904 at Ruston's, Lincoln, 1908, Clayton's (erecting and testing), 1909-1913,

Clayton's wagons, 1914-1917, Madagascar, 1918, Clayton's again, then with Burrell's, and finally retiring to his present address, P.O. Box 21, Wilderness, C.P., in 1920. Mr. M. B. Padfield, of Wimbish Hall, writes of a demonstration of steam ploughing in 1857 on the land he now farms ; this was by a Burrell with Boydell wheels direct traction. Had I have known of this earlier, it would have made an interesting addition to my book. Other interesting letters from Reginald Brindle, of Wigan, apprenticed forty years ago to Jones Bros., of Preston, who repaired all types of engines and boilers ; Mr. Bertram Watney, of Holmwood, Surrey, who tells me that in 1917 he was engineerin-charge of an R.A.S.C. Company in France who had 100 steam wagons and 50 rollers at work—the latter remaking roads as " Jerry " shelled them. Mr. G. R. Hawthorne, of Tilehurst, Reading, who lectures on bee-keeping for Berks. County Council but also talks to Young Farmers' Clubs on traction engines, is doing a worthwhile job.

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I regret inability to mention the scores of letters, to all of which I reply. May I, however, make a plea to be spared unnecessary correspondence ? It is the Army Cadet Centenary, and I am doing the enormous P.R.O. work as well as being Senior Chaplain. My parish doesn't get smaller and I have had indifferent health recently. I am unable to accept any further outside commitments this year. As a matter of interest, may I remind readers that I have made arrangements for six engines to be demonstrated in steam, on both days of the Suffolk Show at Ipswich, on

the 1st and 2nd of June. The following have been promised : Messrs. Colin Stubley's Allchin, P. W. Mason's Wallis & Stevens, Stanley Guiver's Ransome, Robert Pratt's Ransome, Messrs. Collyer & Burch's Garrett, and H. Nicholls' Burrell. My own big Fowler has been under steam, thanks to the kindness of Mr. L. Parris who, with his cousin William, accompanied me on a search for spares which ended at Mr. Walter Keelings' yard. She ran well and I have now obtained a whistle and have a brass nameplate cast with her name " Parson's Pleasure ". Good steaming to you all.

FROM THE SECRETARY I SUPPOSE most secretaries in carrying

out their job receive a fair volume of correspondence. This club, with its members spread throughout the country, has probably a relatively greater amount than most. So if some letters go unanswered for a while, I trust the members concerned will bear with me, as these voluntary activities are carried out in leisure hours. Sometimes letters are received from owners advising me that engines are for sale. I shall always be pleased to pass this information on to prospective buyers : but I would remind members that they can advertise free in this magazine (and to non-members the fee is quite modest). The Editor will be pleased to advise you on this matter. For some while the club has been out of stock of car badges, but steps are now being taken to remedy this. A new design has been selected which should result in a handsome chrome and enamel badge—a worthy addition to any car. Will those who have been waiting for these badges please let the Membership Secretary have their names. No money yet though as price not finally fixed, but it will be in the region to two guineas. Delivery should be in two to three months' time.

Recently I had a letter from that well-known firm of drainage contractors J. B. Carr Ltd., who are anxious to recruit crews for their steam engines. They must be one of the few firms in this country still using steam commercially on any scale. So if any member fancies trying his hand on one of their fine Fowler engines, he should get in touch with them direct at Tettenhall, Staffs. The Rally season will soon be upon us and elsewhere in this issue will be found details of the various events ; there seems to be more than ever this year. But one I feel deserves special mention. This is the two-day Rally of our affiliated North Staffordshire Club at Alton Towers on July 2nd and 3rd, which has been adopted by the City of Stoke-on-Trent as part of their Jubilee celebrations ; an honour indeed and again recognition that our hobby has a large national following. Talking of Rallies, Mr. John Hadfield, a member of another affiliated club, the East Anglian this time, has written an amusing and racy novel called Love on a Branch Line, which contains a description of a traction engine rally. Recommended to those who like light reading, it is published by Messrs. Hutchinson.

ACKNOWLEDGMENTS The London Transport Executive. Messrs. Aveling Barford Ltd. A. W. Smith, Esq. A. L. Drage, Esq. Illustrations by Edward Ashworth.

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THE LONDON "NATIONAL" STEAM BUS BY EDWARD ASHWORTH THE " National " Steam 'Buses of London last ran in November, 1919. During their last year in service they operated on four routes-12A, Shepherd's Bush and Dulwich ; 37, Isleworth and Peckham Rye ; 65, Putney and North London (the writer is not sure of the exact destination) ; and 96, Putney and Liverpool Street. They followed the usual pattern of the motor 'buses of that time ; solid rubber tyres, open top-deck with wooden seats ; seating capacity 16 inside, 18 outside.

From the driver's point of view, the discomforts and inconveniences popularly associated with steam were very much mitigated—no furnace of coal or coke to make the coins in his pocket too hot to hold (as mentioned in " Enthusiast's " article in Steaming for April, 1959) ; and frequent stops for water were rendered unnecessary by the condensing. On the 96 route, however (Putney and Liverpool Street), I noticed that a drum was always carried on the footplate—I was told that it contained

The London National Steam Bus. The principles were as follows : Water-tube boiler working at 350 to 400 lbs. p.s.i.; two-cylinder simple engine, condensing ; paraffin-burner ; small steam-engine and dynamo for lighting. This engine exhausted to atmosphere—downwards under the driver's seat. The position of this equipment can be seen from Fig. 1. Inside the 'bus, on the front bulkhead, was a plaque with the words " Clarksons System of Power and Lighting ".

water, as the frequent stops and congestion on that route resulted in greater consumption of water than on any of the other routes. The vertical water-tube boiler with paraffin burner below it was in the bonnet, which housed also the regulator-valve, filter for feed-water, and pressure-tank (30 lbs. p.s.i.) for the burner. The condenser occupied the same position as the radiator of a petrol car, and had a similar appearance,

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with header and vertical tubes with fins. There was no fan. These 'buses were the fastest in London in their day ; they were better hill-climbers than most, also, apart from the roar of the burner, they were quiet running and gave passengers a smoother ride than the petrol 'buses. They were remarkable for the occasional emission of sheets of flame through the grating on the bonnet, usually preceded by smoke— this was when the burner was consuming pure oil (instead of a mixture

driver to produce the fireworks at every stopping-place en route, which he actually did. From this vantage point the glare could be seen beginning down below, before the flames shot up several feet above the bonnet. On another occasion I have seen one of the 'buses leaving a trail of burning paraffin behind it—the driver was evidently new, as he shouted to another " National " driver passing " Is it gone out ? " The reply was " Yes—turn it right ORF! " But these spectacular incidents

NATIONAL " STEAM 'BUS FIG. I

of vapour and air) when being coaxed back to " normalcy " after having lit-back ; the procedure was to close temporarily the air-inlet by means of the lever shown in Fig. 1, which was moved by the driver's left foot. As may be imagined, these fiery demonstrations were very fascinating to schoolboys (the writer was at that stage in 1919), so much so that we found one driver who would bring about the fireworks on request. One Saturday afternoon we boarded a 37 at Richmond and travelled to Isleworth, on the top-deck front seat, from which a good view of the boiler-tubes through the grating could be obtained ; we had asked the

were only occasional. One of the drivers told me that the 'buses were originally built as 2cylinder compounds, but were converted to 2-cylinder simple " because the blokes didn't understand them ". Sometimes the burner went out, which usually resulted in white vapour pouring out of the bonnet. On one occasion I saw this happen just before a stopping-place was reached. On arriving at the stoppingplace, the driver stood up, took out from overcoat-pocket a box of matches, struck 6 at once, and threw them on to the grating—and with a resounding " Boom! " all was well ! The National Steam Car Co. had

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Position of U12111 engine

( offside)

Fig.2

—improved -form (rod) of hand-pump -Electric lamp

3 for dash boa rd'

Fig.

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two garages in the London area— Putney and Peckham ; the one at Putney, close to the bridge, was until very recently used by London Transport 'buses, but I believe is shortly to be demolished. I think the Peckham one was called Nunhead, used

joints blowing, sounding rather like a locomotive or T.E. with the cylinder drain-cocks open. It was with great regret that I saw the last of the National 'bus. These, together with the steam private cars of the early part of this century, give rise to interesting speculations as to possible developments and changes in the forms of steam-power on the

had steam pressure-gauge (A) ; air pressure-gauge for burner (B) ; water gauge (C); valve-lubricator, with the words "give two strokes each journey " engraved on it (D) ; regulator locking-key (B) ; and burner-control (known to boys as "THE Rona ") (F). Adjacent, the damper-lever (G), hand-pump (1-1), throttle (I), footbrake (J) and hand-brake (K), oil and water-controls (L); box containing lighting-engine and dynamo (M); steering-wheel (N). and reversing lever (0). The main-engine cylinders were placed on the off-side, at right-angles to the chassis, and drove a propeller-

roads, if the internal-combustion engine had not been so vastly improved in power and reliability. At least, the difficulties of the " furnace,"

until a few years ago by L.T. 'Buses. Referring to Fig. 1, the dashboard which I have drawn from memory,

shaft. The writer had a ride on the footplate of No. 27 from Shepherd's

Bush to Notting Hill Gale during the last week of operation : she was in

rather poor condition with steam-

smoke, chimney, and great consumption of water had been overcome. During the 1914 war, a few of the

National 'buses were converted to burn coke, but it was apparently not

a success, as they were re-converted to oil soon afterwards. I saw a mishap with No. 56 in Putney High Street, Having dropped the passengers near the L.S.W.R. railway station, she was on her way to the garage when the water-gauge went, in the middle of the High Street. The driver almost disappeared in the clouds of roaring steam—just a gloved hand, with a piece of cottonwaste, could be seen turning off one

of the gauge-cocks.

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WOBURN PARK RALLY August Bank Holiday Week-end This year we are aiming at putting on a different type of Rally. It would be more truthful to call it a Steam Week-end, for it will start on the Saturday afternoon with the arrival of many of the competing engines. In the evening the showman's engines together with an organ will be running their lights until 11 p.m. The Sunday will be taken up with demonstrations by a number

of engines doing the work for which they were originally built. That

is threshing, mole draining, timber winching and hauling, steam rolling and showman's engines and organs. On the Monday the day's events will follow the accepted pattern for rallies, with the exception that we are planning to have one hundred engines present and in steam taking part in the Grand Parade. This will be followed by new and the usual events associated with Traction Engine Rallies. Another feature of this year's Rally will be the number of rare engines that we hope to have present, including such makes as a Wantage, Fowell, Thorneycroft Wagon, Aveling Ploughing Engine, McLaren. Ploughing Engine, and a Single Cylinder Fowler Ploughing Engine. These, together with the Roundabout Ploughing Tackle from

Kent (a McLaren of 1881 driving a Fowler Winch), should ensure that there will be plenty of interest for all tastes. British Railways will again be running a special train from Euston. details of which will be given later. If those enthusiasts who would like to come for the day on the Monday and have no means of transportation would send me their names and addresses. I will endeavour to arrange coaches from a number of localities such as Exeter, Bristol, Liverpool, Manchester, Norwich and Dover. If the response is sufficient, details will be sent advising time of picking up by the coaches concerned. For those of you who would like to make it a week-end, if they would like to drop me a line I will in due course forward them a list of inns, hotels, etc., in the vicinity giving details of the price and distance from Rally Field. To those of you who have engines and do not receive an entry form giving details of appearance money and general arrangements by the end of May, if they would write to me I will forward one by return of post. Finally, to all enthusiasts, I would say come and support us, it will be a Rally long to be remembered. JOHN CRAWLEY,

FIELD HOUSE, TURVEY, BEDFORDSHIRE.

Woburn Rally Secretary.

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WESTWARD WITH BRITANNIA BY GILES CORKRAN THE year 1949 marked the realisation of my ambition to own a traction engine on which I could practice my mechanical bent and, if the thing survived, travel the district at holiday times. It also marked the acquisition of " Britannia "—my 5 h.p. D.C.C. Burrell No. 4019. Within the first 10 yards of travelling on this engine I concluded that in " Britannia I had the very button.

I drove the engine down from Norwich to Hailsham and for 5 years I had her in pieces, doing odd jobs to her as time and money permitted. In 1954 I took her on the road again with Tom Clements, the well-known

Eastbourne photographer and Frank Stevens son of " Britannia's " first owner and her first driver on the footplate. During the next four years I added various gadgets and features to " Britannia "—chiefly connected with trying to improve lubrication with a view to making the engine easy to handle on the road—

my idea being to get her to such a state that I could drive her hard for long periods without having to stop and oil up. During these years I joined the West of England Steam Engine Society as they seemed to have ideas about steam engines in general and tractions in particular very akin to my own, and after a very pleasant run to Andover for the 1958 Rally I began to think out and plan a run to the Cambourne Rally possibly in 1960 or 1961. Before attacking such a journey I wanted to carry out a few more modifications to the engine and re-tube her. I was basing my trip on the fact that my employers owed me a week's holiday and planned to add this to my normal fortnight as and when the engine was ready. Unfortunately my employers issued an edict that I must take the extra week in 1959 or not at all, so I was forced to make my westing without all things that I had planned being done. It is not just the time ►o do things that control the rate of

" Britannia's " growth — it's money.

the

However things being as they were I approached my mate of the

Andover run Jack Hampshire of the Isle of Wight who expressed himself willing to have a go and started to Prepare " Britannia ". I couldn't see how I could afford to re-tube her at that stage although we knew the tubes were drawing to the evening of their life, but we put in a new set of piston rings, re-set the slide bars, modified the bearing oilers to increase their capacities and added a threeway cock on the suction side of the feed pump so that we could pump water either from the back tank of

the engine or from a water trailer. We borrowed a heavy trailer from Roland Page of Chiddingly and a caravan from Jimmy Jupp of Uckfield and on the 9th of July at dawn, Jack Hamnshire and I aimed " Britannia " at Cornwall and started away. We made our first night's anchorage at Gordon Luggs at Billingshurst an easy run of about 42 miles and we spent a very pleasant evening there. We were away again at first light on

the 10th intending to stop somewhere between Winchester and Stockbridge for the night. " Britannia " ran with monotonous regularity during the day and we ran through Petworth, Midhurst, Aetersfield, Cheriton, New Arlesford, Kings Worthy and Stoke Charity and pulled up for the night on the Winchester-Stockbridge road

as planned and in good time although we had not hurried unduly and spent a very pleasant hour or so talking to Jack Hampshire's brother who motored up from Southampton to intercept us. During the night a very wet and noisy thunderstorm broke over us and when I went out to stir " Britannia " into activity at 4 a.m. the morning of the 11th everywhere was soaking wet—so much so that we got a tankful of water out of the ditch by the roadside before starting away. We trundled down into Stockbridge —being not a little surprised at the steepness of the gradient down into the town—luckily " Britannia 's " new rings had so improved the compression that she held back easily in big wheel and we pulled un at one of the bridges in the middle of the

STEAMING town and there we refilled the trailer tank with a small petrol pump we carried with us, had breakfast and did the accumulated washing up. This, of course, was Saturday, July 1 1 th, and I had been not a little surprised when I emerged from the caravan at 4 a.m. to see a motor car, piled high with perambulators, cots, etc. heading west at high speed, so the holiday rush was upon us from the start. While we stood at Stockbridge the holiday traffic built up to quite a crescendo and we started away from Stockbridge in the thick of it. Since

had one or two near ones we reached Salisbury without making actual contact with anything. We went through Salisbury with remarkable ease, the policemen on point duty being most helpful and we were soon heading out west again. Here our first disaster struck while running towards Dinton—we were to make use of the A303 instead of the A30—the L.P. back eccentric seized and bent the eccentric rod to such an extent that we could only drive in short notch. We got a youth on a bicycle to go on ahead to Dinton and prepare the

Burrell 4019 en route to Cumbourne.

Stoke Charity we were travelling on roads unfamiliar to us and again we were taken unaware by the severity of the bank going out of Stockbridge towards Salisbury. However " Britannia " was in excellent heart and pounded away in big wheel as happy as could be. The motor-car drivers didn't seem to appreciate the fact that on a bank holiday care must be exercised not to get the hind wheels on a protruding man-hole cover and we had one or two shake-ups as a result. However we did what we could to cause as little delay and congestion as possible, the driver's chief job being traffic control and although we

local blacksmith for repairs. Also at this time we met the B.B.C. cameraman who took film of us drawing water and travelling which caused us further delay. However we got to Dinton and found George Baker the blacksmith all ready to render first aid. We took off the L.P. eccentric rod—we had to take the H.P. rod off first in order to get at the L.P. rod— and straightened it out. While we were reassembling the L.P. valve gear another stroke of ill luck befell us— the youth who had bicycled on ahead to Dinton was on the footplate and was so intrigued by the operations going on in the crank box that he

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leaned against the starter button which caused the engine suddenly to turn over ; luckily neither Mr. Baker nor Jack Hampshire who were assembling the valve gear was hurt but the forward eccentric which was hanging loose on its sheave walloped its studs down on the crown of the tire box and bent one stud so badly that we had to take the straps off and fit a new stud. Luckily Mr. Baker had exactly the right thing in his stock. It was by now getting fairly late, and we decided to stay the night at Dinton and resume the journey in the morning. We pulled in for the night in the entrance of a Royal Naval store yard and were away at first light the next morning and passed along the delightful B3089 until we joined the A303 near Mere. We travelled uneventfully along this road and spent the night in a big lay-by near Ilminster and next day travelled on, hoping to get through Exeter. However on reaching Honiton we suffered a blow which almost ended our trip. We had had quite a spectacular time crossing into Devon— lots of traffic and a long run down to the river at the county border and a seemingly endless pull up again afterwards and on reaching the western approaches to Honiton we found the traction engine driver's dream come true—a large lay-by with a running stream at the back and a café at the end. Here we decided to have a meal— and there were many lorries in the lay-by the drivers of which showed considerable interest in " Britannia ", one in particular who was an exsteam driver and had driven a Burrell. We left " Britannia ", full of steam, fire and water at the bottom of the lay-by with the motor pump filling the 400 gallon trailer tank and went to the café and had a good feed. I was a little surprised that " Britannia " stood so quietly as I anticipated she would blow off pretty soon after stopping so I went down to have a look at her and found to my horror that someone had opened the fire-doors—presumably with the kindly intention of preventing her blowing off—and that the poor old tubes had taken it on the chin—anyhow water was spraying out of the firehole up against the coal bulkhead

of the bunker, the water was down to about half an inch in the glass and the pressure was down to about 90 lbs. p.s.i. We started away at once and hoped to get enough heat in the box to take the tubes up again but the road fell disconcertingly downhill and the traffic held us up and matters go L steadily worse, until it was impossible to keep steam in the engine as the water spraying on the fire kept the fire low and to keep up the water level up the pump and injector had to be kept going and eventually we had to give up, and pulled off the road near the junction of the road to Ottery St. Mary. It was already too late to get help from Marcus Hodges Ltd. of Exeter as they had shut but the following morning I went down to them and borrowed a tube expander and Jack Hampshire took off the ashpan and removed the firebars and when I got back he rolled the tubes. The engine was fitted with ferrules in the tubes at the firebox end and the expander I had borrowed would not touch some of the tubes so I had to go back to Hodges to borrow another. These trips to Exeter were somewhat prolonged as I had to walk into Ottery St. Mary before I could get a 'bus —on the second trip I did get a lift on a lorry which took me to within a few yards of Hodges yard and I took a taxi back ! While I was away in Exeter, David Davies, ex-driver to Anderton & Rowlands, came past and said that he had a set of tube expanders he could let me have and brought them to us the next morning. However matters were still far from well in the firebox as owing to the ferrules we couldn't expand the tubes up tight enough. We made the decision to knock out the ferrules in those tubes that leaked the worst and try expanding them direct. Unfortunately none of the tools we had with us—the tube rod and the washing out lance being about the only ones concerned—would knock the ferrules out so we decided to drive down into Exeter and get Marcus Hodges to make us up a drift. That particular day was too far spent so we moved down the road to Honiton Clyst for the night and pulled into a large layby again with a river behind and walked over the bridge to " The Black Horse " for supper and the following morning (July 15th) we went down into Exeter and received

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A CENTURY OF TRACTION ENGINES BY

W. J. HUGHES Member of the Newcomen Society and of the Road Locomotive Society and the National.Traction Engine Club

This tells the vital story of what is probably the most fascinating of all steam engines--the traction engine—and the author has included a unique collection of drawings and photographs to delight the enthusiast. From the early period of experiment, the author pursues an intriguing course through those years of the 19th and early 20th centuries when steam reigned " Lord Paramount alone ". The first of the clan was merely adapted from a portable engine, with a pitch chain to drive one wheel, but its culmination was the proud road locomotive which unaided could move a load of 120 tons. The Boydell system, Bray's " feathering wheels," Lieut. Crompton's epic journey by Thomson road steamer, Fowler, Aveling, Burrell and other makers, special engines for export, showmen's engines, armoured engines, " convertibles," caterpillartracked engines, steam in the defence of Malta—the story of these and many more are between the covers of this book. Royal 8vo. 272 pages. 181 photographs, drawings and reproductions of old prints

30s. Postage Is.

PERCIVAL MARSHALL & CO. LTD 19-20 NOEL STREET, LONDON, W.1.

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every help and assistance from Messrs. Marcus Hodges. We ran " Britannia " into their yard and took off the ashpan and took out the firebars and their boilersmith—a wonderful man known as Reg—made us up a drift and knocked out nine of the ferrules, expanded the tubes and helped us reassemble the engine and steam up again. Off we went again leaving Exeter for Okehampton early in the afternoon. We reached Okehampton in the evening and got through the town and hammered away up the bank leading out of the town. At the top we pulled into a lay-by for the night and decided that, as the tubes were still leaking the only course would be to drive as hard and as long as we could each day and expand the tubes as necessary. Jack drove the engine all the time now as we felt that with his great experience of handling engines he would be more likely to get the engine through than any ham-fisted efforts that I might make. Jack, in fact, got the rough end of the stick from now on. At dawn the next day we had the ashpin off and the firebars out and Jack did his stuff with the expander and we got going later on in the morning. While we could keep going the boiler performed amazingly well although it had to be nursed every inch of the way and Jack did a really wonderful job of driving the engine in such country and to make such good time. One of our troubles throughout the journey had been bad coal. I ordered steam cobbles but got boiler nuts and these made a very unmanageable fire burning into lumps and holes and needing continual attention. We telephoned from Okehampton and asked the West of England people if they could send us something a bit better, and sure enough the next day Bill Sergeant met us in Launceston with his car packed with bags of Welsh coal. Shortly after we had negotiated Launceston—and those who know Launceston will, I feel sure, agree that negotiate is the right word to use where this town is concerned, the boiler began to show signs of trouble again and out in the wilds of Bodmin Moor we decided that we would have to have another go with the expander. No sooner had we stopped than a farmer appeared—the weather had turned a

bit wet and foggy—and offered us hospitality. I got a lift on the back of his motor-bike to a telephone box to let the West of England people know we were further delayed and we bought some milk from him and he also put his entrance road at our disposal so we could pull the outfit out of the way of the traffic. Jack again did his stuff with the expander, the West of England people sent us some more Welsh coal, and we started off again on our westward journey. As darkness fell we were stopped by a police patrol car who had had a message from the Cantborne police asking if there was any sign of us. The patrol car then piloted us into Bodmin, guiding us on to the fairground and taking us by the shortest route cancelling the one way streets for our benefit. We arrived at the fairground at 1 a.m. and after a very short night did our expanding drill again and started off on what we hoped would be the last stretch of the journey—as it was now the 17th and the Rally was on the 18th. It was a wet, blustery day which got steadily rougher as it wore on. However, nothing could daunt us now, and we battled on regardless, putting on and taking off our macintoshes every few miles. We had a meal at Indian Queens and were diverted to see a showman's Burrell sweep past on a low-loader which gave us good heart and renewed determination to show how engines should go to Rallies. " Britannia " was in excellent fettle and we reached Camborne in the evening. We celebrated our arrival in Camborne by very nearly dropping the ashpan in the middle of the town. Evidently we had not paid quite enough attention to the tightness of the bolts on the near side and the pan drooped down that side. However, it didn't take long to rectify that and we travelled through the town, and in the last light we reached the Rally field and climbed thankfully into our caravan feeling that we had anyhow got to Camborne and in time for the Rally and that we would take no thought for the morrow. The morrow dawned fine and sunny, though rather windy, and without expanding the tubes we got up steam in " Britannia " and prepared to be. if necessary. butchered to make a Cornish holiday. We had a really wonderful day, taking part

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in every event, " Britannia " perform- on home on the Sunday, leaving the ing in a most exemplary manner. caravan behind at Jimmy Jupps'. In At the end of the Rally we loaded the afternoon I took the trailer back to the trailer with coal—an exhausting Roland Page and that was the end of business—and drew the tackle down my trip to the West of England. The to the yard of Gordon Richards in following Saturday I took " Britannia " up to Paddock Wood for the Redbrooke Road, Cambourne. Weald of Kent Rally returning on From this moment on we were the Sunday and a very enjoyable run treated to the most amazing kindness it proved to be. and hospitality that it is possible to Looking back I must again express imagine. It seemed as though the entire West Country rose as a man to my gratitude to everybody who gave help us and to befriend us. Gangs so generously of their help and hosof men scoured every corner of the pitality. Jack Hampshire and I are district for tubes—we were even able still on speaking terms and later on to visit the Falmouth Docks and I shall casually mention doing ansearch through the tubes there. How- other run and see what happens. ever we were unlucky in our search I enjoy mucking about with " Britanand turned to Thurlows of Stow- nia " and carrying out what I hope market through their representative will he improvements as much as I Mr. Hall of Torquay, who arranged enjoy running her on the road so the despatch of a set of tubes. These she is a source of constant joy to me arrived on Friday and we put them —and when I am not actually doing in the boiler—Gordon Richards either of these things, I enjoy just worked like a Trojan and Jack Hamp- thinking about her. shire toiled with the expanders once more. The tubes are very heavy gauge and took a bit of stretching. BOILER REPORTS We had the job done on Friday night and on Saturday we had the AND CERTIFICATES engine in steam, taking her up to full Engine owners are reminded that pressure. they should send their boiler certiUnfortunately my holiday was now ficates and/or reports of examination over and I had to return home for to the Boiler Records Officer as soon work on Monday. So we left as possible if they intend to enter for " Britannia " in steam and went down any Club Rally in the future. to the station and caught the 2.30 p.m. The details taken from these docufor Exeter and home. We found that once in Exeter we would have to ments will be recorded and consulted stay there till 11 a.m. the next day by Rally organising committees when before we could get a train on, for considering entries. Jack to Southampton and for me to If any work is shown as being Eastbourne. So we went down to the necessary by the examiner on the re'bus depot and were able to leave at port the engine owner should notify 11.30 p.m. in an all-night 'bus drop- the Boiler Records Officer when this ping Jack at Southampton at 4.30 is satisfactorily carried out. a.m. and I reached home at 10.30 a.m. When documents are forwarded for Jack returned to Camborne, by recording, please enclose a stamped'bus, on the following Wednesday, addressed envelope for their return. taking an acquaintance of his as mate and leaving Camborne on Thursday reached Billingshurst the following Tuesday afternoon—a staggering run as not only had his mate practically never seen a traction before, but he travelled over the August Bank Mr. A. C. Durrant, 94 Leigh Holiday! Gardens, Kensal Rise, London, The following Saturday I travelled N.W.10. Apologies are offered to the engine back to Uckfield, Jimmy Mr. A. C. Durrant for omitting his Jupp coming with me as mate and I name from the list of committee stayed the night at Uckfield travelling members in the January issue.

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CLUB NEWS ANDOVER & DISTRICT The Andover Traction Engine Rally, which will be held on May 14th, promises to be the best ever. Already a good number of engines are booked, and other attractions will include a marquee of models by the Andover & District Model Engineering Society. There will be a model fun fair made by Mr. Salt, of Southampton, together with various other sideshows. There will also be a tent on the field where an exhibition of photographs of road engines will be staged. These will include Foden's, Taskers, and other makes. Fairground machines will also be featured in this show. The Southampton Corporation are now using their two Wallis & Steeven road rollers. The Advance Type Roller No. 8066 (0U6305) is relaying the Welbeck Avenue, whilst the 12 ton Roller No. 7742 (CR6315) is in the Shirley area scarifying. The Corporation own six Marshall diesel rollers, but the " steamers " have to be used on the scarifying part of the job. In the Romsey area there are quite a number of engines. The McLaren No. 127 (H05618) still works on the estate whilst at Braishfield. There is also a Wallis G.P. Engine No. 7115 (H05815). This engine won the Baker Silver Cup at Winchester Rally last year for the best maintained engine. It is used for threshing and tree-pulling. In connection with the tree-pulling, the Fowler Ploughing Engine " Wilber " No. 14712 (N04630) from Mottisfont is away working. At Awbridge, near Romsey, there is a Showman's Tractor, Tasker No. 1822 (H02930). Recently two rollers arrived in Pollock & Brown's yard to be cut up. These were from the Eddison Company, being Wallis " Advance " Type Roller No. 8085 (DCG3714) and Aveling & Porter S.C. No. 5867 (FX9581). The Advance is in quite good condition. BEDFORDSHIRE With the coming of Spring our engine-owning members are beginning to stir, and the nostalgic smell

of cylinder oil and steam coal is once again pervading the atmosphere. H. Wooding has recently purchased Ruston-Proctor No. 33471 from Mr. Inskip, of Cliftonbury. This engine was in use up until the end of 1959 and was the last traction engine to be in commercial use in the county. A. Mills has acquired Burrell Showman's Engine No. 3949 " Princess Mary " from Harold Darby, of Sutton, Ely. This engine will provide the power for working his Gavioli organ (ex-Silcocks) which he also purchased from Mr. Darby at the beginning of the year. J. Crawley recently steamed his Thorneycroft Wagon No. 39 in preparation for the coming season. J. Fensom and H. Orr-Ewing have been working on the latter's Marshall Traction Engine No. 73901 which it is hoped will be completed in time to attend a number of rallies this year. Regular monthly meetings continued to be well patronised, and these are held at the King's Arms Hotel, St. Mary's Street, Bedford, on the first Monday of each month. Any enthusiasts who find themselves in the vicinity are sure of a warm J.C. welcome. EAST ANGLIA The prevailing atmosphere amongst club members at the moment is one of preparation for the three rallies to be run by the club in 1960. The first, at Ickleton, Cambridgeshire, on the 21st May, is not so far off, and promises to be a first-class event. Mr. Pratt and his hard-working subcommittee are kept busy in arranging the main rally, to be held at Gosbeck's Farm, Colchester, on July 9th, and a further sub-committee are working in league with the local branch of the British Legion, on a rally at Great Stukeley, near Huntingdon. The Annual General Meeting was held at Silver End, Braintree, on 14th March. Two items of importance were brought to light in that the club made a small financial loss in 1959 and the Hon. Secretary re-

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See you at

SKEGNESS TRACTION ENGINE RALLY IN AID OF CROFT CHURCH RESTORATION FUND ON

Saturday and Sunday 18th and 19th June, 1960 AT

SKEGNESS AERODROME

Entry Forms and particulars from : THE SECRETARY SKEGNESS TRACTION ENGINE RALLY 1960 THE LINKS HOTEL SKEGNESS

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signed! One could possibly draw some grave conclusion from this, but the reader may rest assured that there is not the slightest connection between the two! The loss was incurred in very high rally expenses, including donations, and although the 1959 events still showed a profit, this was absorbed in the club magazine. The Hon. Secretary was forced to resign, as a new job will take him away from the East Anglian field of activities. The meeting elected a new General Secretary, Mr. A. Brend, in whom we can safely and optimistically entrust ❑ur future stability. His address is " Dengie," Spring Lane, Hatfield Peverel, Chelmsford, Essex. Mr. A. Gregson will continue as Membership Secretary, and Mr. S. W. Neville as Editor of Steam Preservation, which the club will continue to publish. Little news has reached my ears concerning the movement of traction engines, apart from the fact that Mr. Jack Shuttlewood is restoring his 6 n.h.p. Marshall Compound Traction and hopes to show it this year. A Marshall 10 ton Roller was seen on Saffron Walden Town football pitch on 2nd April, but I gather that the operation was unsuccessful! The latest issue of Steam Preservation, which contributors should have now received, is considerably larger than usual, in order to compensate for the issue which never appeared, due to the printers' strike. It is hoped that last year's contributors are satisfied with what they got for their 7s., and will continue to support the magazine again this year. The 1960 subscription will be 8s. 6d. for four issues, or 5s. to East Anglian Club members. Cheques, postal orders, etc., should be sent to A. W. Gregson, Little Hyde Farm, Duton Hill, Dunmow, Essex. S.W.N. NORFOLK The Norfolk Steam Engine Club has had a very successful beginning. This was stated by the Chairman Mr. G. C. Howlett at the Club's Annual Dinner recently held at Norwich and which was attended by approximately eighty enthusiasts and their guests. Mr. Howlett said the club was formed fifteen months ago to encourage the preservation of steam engines. Very few, if any, steam engines would be built in the

future, and this made their objects even more important. The Rev. R. C. Stebbing, Rector of Tacolneston and President of the club, said that he was sure that the club would go from strength to strength, but he thought that they could organise more events. Mr. Stebbing thanked Mrs. G. Neal who has offered to present the club with its first cup to be competed for annually. The cup was being presented in memory of her father who was a steam engineer, and she has worked on steam engines herself but now is a teacher in a Swaffham school. " A Few Steam Incidents " was the title of a short talk given by Mr. D. Harvey of the locomotive power depot from British Railways at Norwich. The evening was concluded with a film show featuring two of the past Norfolk Steam Engine Rallies. R.C.S. NORTH STAFFORDSHIRE AND CHESHIRE The Annual General Meeting was recently held at Kidsgrove and in spite of unfavourable weather conditions was well supported. Mr. R. D. Howle was re-elected Chairman and Mr. S. L. Wedgewood and Mr. J. S. Podmore Secretary and Treasurer respectively. When some of the committee and members visited Alton to meet Mr. Bagshaw soon after the Annual General Meeting to discuss preliminary arrangements for the Rally, they were surprised and delighted to find there the famous MacLaren showman's engine " Goliath " newly acquired by the Alton Towers Company from Messrs. Pat Collins together with an Aveling agricultural engine. The Aveling came on a lowloader. " Goliath " being towed from Bloxwich by one of the Collins' own vehicles, the steersman on the former wearing out a strong pair of gloves on the journey! On a subsequent visit, the party were still further interested to find a third engine—a Fowler single cylinder—there, which our member Mr. Arthur Wedgewood informed us is a sister engine to his friend Mr. Eric Middleton's well-known " Mary ". Members will be pleased and interested to know that all three are to be preserved and kept at Alton, and the MacLaren at least to be steamed and entered in the Rally.

STEAMING Other engine news is that A. Williamson has now added the Super Sentinel tractor from Liverpool to his two S.4's from Geo. Davis & Son. (See " News Flashes ". — Editor). This, with the kind co-operation of Mr. Tom Ward, was brought under its own steam via his works at Warrington to Endon and is now ready for re-painting and lining. Mr. Ward himself has now become joint owner with Mr. E. Shone of the D.G. Sentinel wagon. Who says we shall be short of engines for this year's Rally ? S.L.W.

ley, to collect Burrell Tractor No. 3786 (illustration below) which has been purchased for preservation by Mr. R. Wheeler, of Church Stretton. This engine had been transported by low-loader from Gloucester to Ludlow from whence the journey was completed by the Ruston. Once again this was a pushing job as the smoke-box on the Burrell was too weak to stand the strain of towing. Another new arrival in this area is the Fowler Showman's Road Locomotive No. 15375, ex-Codona's, which has been purchased by Messrs. Bishop Bros. Named " Supremacy ",

Ruston No. 52266 with Burrell Tractor No. 3786 on tow at Ludlow. COUNTY OF SALOP Good progress is being made on Burrell S.C.C. No. 2646 at Burley, the filth of years has been shovelled and scraped off, and at last a surface has been revealed that will take paint. Basically the engine is in good condition for her year, 1904, the boiler and fire-box being in good order and the motion work not too badly worn. Re-tubing and the fitting of a new smoke-box are the main jobs at the moment, after which it is hoped to re-lag the boiler before the end of the summer months. Ruston No. 52266 had a run to Ludlow, about five miles from Bur-

this is a famous showland engine, and when her owners have restored her to their satisfaction she will present a very fine spectacle. Marshall Portable Engine No. 8839 is at present being renovated by Messrs. Bishop Bros. for Mr. D. Hackett, of Ross-on-Wye. This is a very ancient machine with quite a history, new in 1881 to one Thomas Lewis, of The Holme, Lyonshall, it was discovered at the establishment of S. M. Price, of Llowes, and Mr. Hackett found out that it was his great-grandfather's third engine, Mr. Hackett being the great-grandson of Thomas Lewis. Fairly heavy repairs are

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needed on this machine, including a Mr. L. B. Hosking's Burrell No. 3755 new smoke-box tube plate, but when did a day's threshing at St. Buryan. complete will surely be a unique This event was to have been televised specimen. by the B.B.C. but a last-minute hitch The above firm's 8 ton Compound in their arrangements prevented P.V. Aveling Roller has recently been viewers from seeing it on their at work in Craven Arms and is, I screens. When colour television is understand, booked for further work available Mr. Hosking's engine and shortly. equipment should prove a most inThe Annual Carnival and Engine teresting and colourful subject as he Meet will be held on August Monday maintains his machines in such firstthis year, and we hope to have about rate order—in appearance as well as twelve engines in attendance and in mechanical condition. possibly a fair organ together with One February afternoon Mr. S. W. the usual Model Exhibition and Pearse's 6 ins. to the foot free-lance Miniature Railway. model traction " Speciality " (158 Two engines which we hope will CAF) was coupled to a circular saw be present are fine examples of 7 h.p. and cut up about a ton of firewood Single Cylinder General Purpose logs. It drove a 12 in. saw and cerEngines by Ransomes. These two tainly did not lack power. On a are owned by Nash Bros., of Plealey, few occasions when the saw jammed near Pontesbury, Salop. New to J. the belt was immediately thrown off Jones, of Lichfield, their numbers are the flywheel without any slowing of 26475 of 1912 and 27524 of 1918. the engine. This engine is a single Messrs. Nash are at present working cylinder with piston valve, working on these engines to bring them up at 75 lbs. The governor, which reguto exhibition standard. lates the valve travel by operating G. Lee, of Shrewsbury, will also on the Stephenson link gear, is exbe at the engine meet with his engine, tremely sensitive and responds to also by Ransome, and numbered load conditions so quickly that it is 15609, being built in 1904. Mr. Lee almost impossible to detect any is working on this engine at present change in engine speed. In spite of and hopes he will have her ready in this engine's semi-flash boiler, which time, but there has been quite a lot occupies only the space taken by the of work needed as it was semi-derelict fire-box of an orthodox engine and in the open at a quarry for some contains little over one gallon of years. water, a steady and adequate steam Mr. S. L. Wedgewood has informed pressure is easily maintained partly us that there will be one or more by means of the automatic pressureentries from the N. Staffs. and operated damper and partly by occaCheshire Traction Engine Club. We sional adjustment of the handshall be very pleased to welcome operated damper. The feed water them and other engines within the pump, when set to " working " posiarea than can be present. tion, needs very little attention. The A bit of news recently came to feed water tank is enclosed in what hand from the owners of Garrett appears to be a normal boiler barrel " Everest " which was at one time and as the flue from the steam stabled at Burley ; these enthusiasts generator to the chimney also passes have some quite heavy repairs in through the barrel it serves as a prehand, new smoke-box, tubes, etc., heater for the water. The engine is and hope to complete restoration of fitted with 3-speed gear and differenthis engine in the not too distant tial and now, more in order to make future, perhaps in time for Church the engine complete than of necesStretton. D.W.S. sity, Mr. Pearse is adding a blower and an injector. " Speciality " is a WEST OF ENGLAND most interesting and fascinating enAlthough there are not many acti- gine and, together with Mr. Pearse's vities to report at this time of the smaller model (34- ins. to the foot, year, we in the West have had oppor- based on a Burrell D.C.C.), is one of tunities of seeing steam engines which the greatest attractions at the Camare not in commercial use doing such borne rallies. Both engines take part varied jobs as threshing, sawing, with the full-size engines in the rolling and tree-stump pulling. parades. On January 27th "Westward Ho," A small amount of rolling was

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done by the Aveling Roller No. 10187 " Highwayman belonging to

M. Leath and M. Pearce, in a private yard when it was being steamed back to Coombe from Truro after being re-tubed there. Since its return the hind wheels, axle and scarifier have

been removed and the tender is receiving the attention of its owners. On March 26th, after a long rest, McLaren No. 547 (still without a name but just referred to as "The Mac ") was steamed in the afternoon and some tree stumps were pulled out and a bank of earth loosened to

prepare for another caravan pitch. I notice the difference in power between the single-cylindered McLaren and the S.C.C. Burrell Na. 2662 " Attraction ". Both engines are rated at 6 n.h.p., but what a tremendous extra effort was exerted by

" Attraction " when her auxiliary valve was opened ! The other engines at Coombe, " The Whale " (Marshall), "Little Glutton" (Robey), " Queenie " (Garrett) and " Bo Peep " (A. & P.) are still in hibernation. During a trip on January 1st the Marshall Portable No. 70941 which had been working in a sawmill near

Truro was visited. The engine had been out of use since the sawmill

closed about a year ago and was

partly hidden by rubbish. The roof of the shed had been blow off by wind and the engine was exposed to the weather. The long extension chimney had tilted to an angle of about 45 degrees from the vertical

and was prevented from going

further by the base which had tilted forward with the chimney, pulling the exhaust pipe up against the eccentric on the crankshaft. Apart from the damage to the smoke-box, little else seemed to have suffered. We made enquiries concerning the en-

gine's future and in order to save it from being scrapped, made an offer for it to the then owner, at Zelah. A few days later I was informed that the engine had been sold to a local farmer for further commercial use, and that I should be notified as to its movement so that we could keep in touch in case it became available at a later date. Northing further was heard until a few days ago when I was told that the Marshall had been

cut up. This is a great pity as she was an unusual colonial wood-burning type with cylindrical stay-less fire-box and no separate ash-pan. Mr. Hoare,

who owned her when the sawmill was still in use, told me that she was the only one of her type now in the country. On the same day we visited what is thought to be the only portable still

being used as a working engine in Cornwall, although there are a few portables being used as boilers for soil sterilisation. Marshall No. 50595 at East Taphouse Sawmill is a 6 n.h.p. single and was re-tubed recently. The old tubes were found to be in good condition but they had been in regular use for twenty-eight years! Only wood fuel had been used—off-cuts and sawdust—so this seems to disprove the theory held by some that wood as fuel is injurious

to tubes.

In a lay-by just outside the village we saw Marshall Roller No. 88166 coupled to a living-van and watercart. We wondered if she were making her last journey to Messrs. Dingle's yard at Stoke Climsland, where several rollers have recently been cut up. Others at Exeter, Hayle and elsewhere have met the same fate within the last months, and if the present trend continues, steam rollers will soon be as rare as tractions and more highly esteemed than they are now. Then, when it is too late, many people who now consider a steam roller to be worth little notice, will regret not having made

efforts to preserve more of them

while the opportunity existed. At Albaston, near Gunnislake, we saw Mr. Barrett's two engines, a well-kept Aveling Traction, 6 n.h.p. compound, and a 5 n.h.p. S.C.C.

Burrell No. 2417. Both engines are still used for sawing. The Burrell is in a shed where some years ago it took the place of a Clayton Portable, since scrapped, and the Aveling is in the open but very well sheeted. Our last call on New Year's Day was at St. Issey, near Wadebridge, where Mr. Jonas showed us his organ and " Challenger " (Burrell No. 2651, AY9840). The latter, to-

gether with Marshall Traction No.

34022 belonging to Mr. James and Mr. Hawkins' Fowler Tiger had been in steam on Boxing Day, when they went for a rumble around the local lanes. The amount of work carried out on the organ restoration is almost unbelievable. This should be a major attraction at our Rally if it can be ready in time. Mr. Jones,

STEAMING with the help of a friend, has almost completed a magnificent instrument out of what, a year or so ago, appeared to be a colossal heap of junk. Anyone who has seen the work in progress must be amazed at the patience and skill required to make new bellows, valves, pipes, air chambers, etc. to replace the original damaged counterparts, and to sort out and re-assemble innumerable bits and pieces from the mass of decayed paper air tubes, broken woodwork and bent metal which formed the greater part of the " organ " when purchased by Mr. Jones. After completing such a task, the most intricate jig-saw should be perfectly easy to him. It seems a pity that most people who see the engines, models, organs, etc., at the rallies, should have no chance of knowing the great amount of work that building or restoration entails behind the scenes before they are exhibited. I think that an unrestored exhibit, or one which is only partly renovated, is a worth-while entry as it can give some idea of the work involved although in itself it might not be such a thing of beauty as the resplendent finished article. There is some sad news from North Devon. The Marshall Roller No. 66420, which was sold to Mr. J. T. Moore, of Horn's Cross, by Mr. J. H. Adams, of Langtree, has now been cut up. Mr. Moore was also the owner of the Garrett overtype wagon to which reference was made in the last issue of Steaming. The Garrett was sold to a Bromsgrove firm and has since been exported to North America. So it's " goodbye " to another unique example as far as England is concerned. Now for a less gloomy picture. An unusual role for a steam roller was played by Mr. R. Haynes' Aveling No. 10190 (FX8654) when some wartime activities were being filmed for a documentary a few weeks ago. The engine provided steam to demonstrate a steam-operated grenade-thrower made by a Camborne firm and I understand that the film will be shown on television later. Mr. Emery's Burrell No. 2877 " His Majesty " has had extensive fire-box and front-end repairs at Riverside Garage, near Umberleigh, and work 'is progressing on Mr. Stenner's Burrell No. 3794. " His Majesty " will not be completed in

time for any rallies this year, but Mr. Emery is looking forward to attending several with his engine in 1961. It is hoped that the engine's first public showing after restoration will be at Barnstaple Fair in September, after which she will return home to Highbridge, in Somerset. Mr. G. L. Tribe's Aveling No. 6407 is undergoing repairs by Mr. Shambrook at Newton Tracey. Minus tender, wheels and axle, she is standing beside Mr. Shambrook's convertible Burrell No. 3381 which still retains its forward projecting smokebox—a rare specimen. Work has not yet started on No. 3381. Among other engines seen lately in N. Devon were Marshall No. 38239 and most of a Clayton, thought to be No. 590136. The Marshall, a single cylinder 6 n.h.p., is between Okehampton and Halwill, awaiting a new owner who would be prepared to build up the smoke-box end of the boiler, fit a new smoke-box, repair water tank and re-tube boiler. The fire-box is excellent, but as the engine is now in the open and quite unprotected, the motion which as yet is free, will soon deteriorate. The Clayton & Shuttleworth (TA4561) is believed_ to be of 1921 vintage and is a pitiful sight. She stands in a valley near Riddlecombe, amongst bushes, and with the water of a small brook lapping against her wheels. One of the crosshead trunk guides is broken, all the bearings are missing as are the boiler fittings and pump, and the flywheel rim has been cut off leaving the spokes on the crankshaft. The rim lies near the engine. The fire-box, however, is said to be a good one, so if anyone knows where to find missing parts, here is a foundation to work on! The Wallis & Steevens Expansion Engine No. 2672, which stood for a long time in a copse on a farm near Bratton Clovelley, was moved to a grass verge beside a near-by lane when the farm was sold last year. It appears that the local police thought that the old engine did nothing to enhance the beauty of the locality so at their request the Wallis was towed to Liddaton where she now keeps company with Mr. Heyward's other relics, among them being another Wallis and a Marshall, both singles, and some almost unrecognisable pieces. A Sentinel S.4 near the bridge at

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Tresilian, Truro, has been sold by Mr. A. Roberts to Mr. Cotterell, of St. Erth. Some parts, including most of the body, have already been removed preparatory to taking the Sentinel to St. Erth where full renovation is promised. This is the only Sentinel in Cornwall. The site chosen for the 1960 "Camborne " Rally is close to Mount Hawke Halt, mid-way between Red ruth and St. Agnes. This will shorten the journey for all visitors except those from further West, by about twelve miles, in addition to avoiding the congested roads around Redruth and Camborne which have caused delays in former years. The field is about a mile from the main A30 road and the route will be adequately signposted. A shuttle service of trains will be run to Mount Hawke from Chacewater, to connect with the main Paddington to Penzance line trains at that station. Mount Hawke Halt is on the Newquay branch and is served by steam locomotives although there are now many diesels to be seen on the main lines in the West. The Rally field entrance is about fifty yards from the station platform. Special buses will also run from neighbouring towns and villages, and refreshments will be available on the field as usual. C.P.G. WEALD OF KENT Very little news has come to hand during this quarter, although the restoration of a number of engines has continued. Croydon Corporation has sold a 1900 Aveling & Porter 12 ton roller to Hardwicke & Sons, of Cox Lane, Ewell, Surrey, for scrap. This engine (a compound) is unusual for an Aveling in having the slide valves above the cylinders. It is understood to be in good order, so if anyone is able to afford to save it a little prompt action is required. A Weald of Kent member Mr. C. M. Rostron is negotiating for the purchase of Wallis & Steevens 8 ton roller No. 7802. This is an oil-bath roller built in 1924 and has been owned throughout its life by James Penfold Ltd., of Arundel. If this engine goes into preservation it will mean that Mr. Frank Penfold, the present head of the firm, will have succeeded in disposing of all the en-

gines owned by the firm at the time of his father's death without one of them going to the scrap-yard, an achievement worthy of emulation elsewhere. Mr. John Sparks, of Outwood, near Horley, Surrey, has recently been tree-clearing with his Russian type Fowler No. 14925. It is, to the best of my knowledge, the only traction engine in commercial use in the area covered by the club. Mr. Frank Gabb, of Hildenborough, Kent, steamed up his Ruston & Procter No. 36828 recently and took it to a local gathering in aid of World Refugee Year. His reward was to find it described in the local paper as a " prehistoric steam engine ". R.A.W. YORKSHIRE Little to report except that Jack Peirson, of Darlington, has recently purchased a late type Marshall compound spring-mounted traction engine, number unknown at the moment, but this engine has been in regular use until recently driving a sawmill. I recently cine-filmed a 450 h.p. tandem compound condensing steam engine used for driving a Bradford textile mill. Although in beautiful condition and at work seven days a week, this fine engine has since been broken up for scrap. Why ? A few months ago a stud on the exhaust pipe flange to the condenser broke and the mill stopped for one-and-ahalf hours whilst a repair was effected. On being informed by the millwright who did the repair that the cause was metal fatigue, the mill management decided that rather than risk further inadvertent stoppages with what was obviously an unreliable engine they would change over to electrical power and so they felt have no further trouble. The sequence is that before they had been on the grid two months the mill has been idle a total of three hours due to power cuts. I now hear that they are already regretting parting with the engine which since being installed in 1910 had served them faitaully with only the one failure. Some people, it would appear, will P.O. never learn.

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FROM OUR MEMBERS

1. A. L. DRAGE, Esq.

Figure 1. Photograph taken in 1904 of my late father's 8 h.p. Compound Foden 3-speed Road Locomotive " Queen Victoria " at Saffron Walden, hauling granite from Saffron Walden to Bard field. In Essex this engine was allowed to pull three trucks, she had seven foot high driving wheels, and, had a speed of 15 m.p.h. on a good road. The driver seen in the photograph is Mr. Walter Crowed,.

Figure 2. This Fowler 7 h.p. Compound 3-speed Road Locomotive replaced the Paden illustratet1 above. Te WON delivered froth the Smithfield Show in 1906. The driver seen with this engine is Charles Cramvell, elder brother of Waite,.

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NEWS FLASHES J. K. Williams writes from Southport to say that there are now only six Sentinel wagons and tractors working in Liverpool, four owned by the United Africa Co. Ltd. and two by Criddle and Co. The last wagon and tractor owned by Geo. Davies and Son Ltd. are both now lying out of use in their yard in Upper Warwick Street. The two Foden 6wheelers fitted with tar boiler bodies are owned by the Trinidad Lake Asphalte Co. (North Western) Ltd. and are out of use in their yard at Bootle. They are Nos. 13008 (UR1328) and 13156 (TU9235) respectively, the latter being in poor shape. R. Dearn writes from Aylesbury to say that there is a 1926 Aveling & Porter steam roller at Mains Motors Ltd., Ewelme, Nr. Henley, Oxfordshire (Phone Ewelme 62) which is for sale. This was bought new by its previous owner at an Exhibition at Crystal Palace. L. J. Caseley writes from Sherborne, Dorset, to say that early in March he attended the sale of a Sawmill at Haslebury-Bryan, Dorset. The Robey 10 h.p. Portable which was used for driving the machinery was sold to the man taking over the mill for £270. Mr. Caseley remarks that he did not know these Portable engines were so valuable! G. Doherty writes from County Louth, Eire, to say that the Hammond Core Foundry has recently bought some engines for scrap. The foundry owner also carries on an Agricultural Engineering business and at the time of his visit there was a Burrell Roller No. 2560 in for repair. He also visited an old gentleman who lives alone on a remote farm who is the proud owner of Burrell Traction Engine No. 2644 which is in excellent condition. He will not sell as he hopes to buy a threshing mill and to use the engine to drive it. John Wells writes from Banbury that the Banbury Corporation steam roller, Fowler No. 15698, is still at work and is likely to be used for some time yet. David Miller of Herne Hill, London, writes: "I thought that you might be interested to have news of four rollers in the Surrey and Hamp-

shire district that I know of. I have come across an Aveling & Porter S.C. roller of 1912 still working for the Hambledon R.D.C. and as a matter of interest I wrote up to Aveling & Barford's asking for the details of this,eltgine. It turns out that its working p ssure of 125 lbs. was the original one and has not been lowered, but it seems rather small. They tell me those singles do not need such a high working pressure. It was sold to Hambledone in the year 1920 after being made for the Eddison Steamrolling Co. The works number is 7771. The driver tells me that . it will be operating again this year around the Milford Frensham and Elstead areas (and on the A3). The next one is a twin engine Aveling of 1896 vintage operating in Messrs. Peckhams Scrap Yard at Milford. It tackles well the unusual task of rolling scrap car bodies flat for transportation to the melting works. It is in very poor condition. It is sad to relate but Mr. Peckham seems proud of the fact that he has cut up thirty Mann Patent steam wagons (it seems that here is the answer to their scarcity), five steam rollers, and a Burrell Showman's engine " The Weymouth Belle " which was only 15 years old! He seems to have quite a prejudice against road steamers, one would think ? The next on my list' is a 14-ton Aveling Roller No. 10047 of 1918 which is very affectionately termed by its driver, Jim, " My Beetle Crusher ". It is owned by the Eddison Plant Hire Co. and is now operating between Midhurst and Petersfield at Roagate on road widening. Jim keeps it beautifully. There is also a 8-ton Aveling on the road between Haslemere and Liphook and it is in very poor condition, having just had a new chimney as the last one fell off due to base corrosion. Its works number is 10672. (Both the last mentioned are single cylinders, by the way). However, it is very pleasing to tell that Midhurst D.C. far prefer steamers than diesels and have a Marshall Compound Roller in fine condition. (The driver is a member of the Road Locomotive Society and tells me that he used to preserve an Allchin traction). They also have an Aveling which I have not seen."

STEAMING

FOR SALE AND WANTED For Sale.-20 Brand New Solid Rubber Tyres. 4 140-720 (31 in. dia., 5+ in. wide) ; 13 29 X 8-23 ; 3 28 X 8-22.—Details from : J. Crawley, Field House, Turvey, Beds. For Sale.—Aveling Steam Roller 10 ton Slide Valve Compound No. 6932. Differential fitted, good tubes, and in good all-round condition. Full-length canopy. In steam by appointment.—W. A. Bishop, Burley, Craven Arms, Salop. For Sale.—Li Boiler Tubes ; 24. X 21 Boiler Tubes ; 11 Boiler Tubes, New Fire Bars and Cylinder Top Casting for Mann's Steam Tractor ; Fittings for 7 h.p. Single Cylinder Burrell Traction, Big End complete with Brasses, Full-length Fire Bars, good condition, Water Pump, Clack Box, Water Columns, etc.—J. T. Beeby, Wymeswold Road, Rempstone, Loughborough. For Sale.—Foster Wellington 5-ton Trartor No. 14378, boiler tested and in good condition. Paintwork good. A small 3-speed Road Locomotive would be considered in exchange. Burrell 5 h.p. D.C.C. Traction Engine No. 4037. Excellent condition and

clean. Working recently.—F. Smith, Kirton Holme, Boston, Lincs. Wanted.—Originals (Not Duplicates) of 35 mm. Colour Slides of all types of Engines, especially Showman's, taken at Rallies.—C. S. Wiltshire, 6 Church Road, Epsom, Surrey. Wanted.—Front Axle and Wheels for Scenic Type Burrell Showman's. For Sale.-5 h.p. Fowler Traction Engine. £135 o.n.o.—F. J. Miller, Yew Tree House, Whitchurch, Bristol. Wanted.—Brass Horse "Invicta " figure from Aveling & Porter Engine. —Price to T. W. Bulpitt, " Invicta," 165 London Road, Horndcan, Hants. Wanted. — 16-tooth Low Gear Pinion► for Burrell Tractor. Also Twisted Brass Columns.—H. Beeforth, Pannock Cottage, Hawsker, Whitby. Wanted.—Single Cylinder Road Locomotive or a 3-speed Single Cylinder Traction Engine. Preferably in good condition, but anything considered within reason. Fowler Ploughing Engine Whistle.—R. C. J. Willcox, Plain House, Nr. Stroud, Gloucestershire.

The Power Packed (6.721 Manzel Cylinder Lubricator Ever thought of fitting a 3-point Lubricator giving a separate feed to each port face and a good oiling to the steam itself ?

Consult British Manzel Oil Pump Co. Durranhill Eng. Works CARLISLE 21418/9

D.M. water treatment WASI

14 in

-w

5144:Ivens •IP1m111101 I I(

Burrell 8 n.h.p. D.C.C. No. 3949 " Princess Mary", built in 1923 for W. Nichols. Whether he is nursing' a boiler of an Ocean Liner, or a Power Station, for a living; or tending a traction engine for a hobby :

For longer life and greater efficiency Engineers all over the world recommend D.M. Water Treatment. If one is using hard or soft water, the scale of corrosion which result can only be prevented by efficient water treatment.

Consult :

HOUSEMAN & THOMPSON LTD,.

%NJ'

BY APPOINTMENT TO H.M. THE QUEEN

4 4f'.4

THE PRIORY BURNHAM • BUCKS. Published by National Traction Engine Club for private circulation Printed by Stonebridges Printers Ltd., Greyfriars Walk, Bedford

SPECIALISTS IN ORGANIC WATER TREATMENT