Steaming 1962 Vol.6 No.1

Vol. 6 kb. y Atm unry. 1962

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NATIONAL TRACTION ENGINE CLUB

Chairman : REVD. PHILIP WRIGHT, M.B.E., Hon.C.F.,

The Vicarage, Woodford Bridge, Essex. Vice-Chaim-man and Editor : J. CRAWLEY, EsQ., Field House, Turvey, Bedford. General Secretary : E. A. FILLMORE, EsQ., 34 Northwick Park Road, Harrow, Middx. Membership Secretary (including ties and badges): J. G. HUTCHENS, ESQ., A.31 Cafe, Tricketts Cross, Ferndown, Wimborne, Dorset. Treasurer : H. ORR-EWING, ESQ., 8 Robert Close, Randolph Avenue, London, W.9. Boiler Records Officer : J. R. BONSER, ESQ., 6 Rokeby Gardens, Woodford Green, Essex. Committee : P. G. BARBER, ESQ., Hayesfield, Stonehenge Road, Amesbury, Salisbury, Wilts. P. R. BARKER, ESQ., Hatch Gate Farm, Hurst, Reading, Berks. J. R. BEEBY; ESQ., Wymeswold, Rempstone, Loughborough, Leics. J. H. G. DAYSH, EsQ., No. 2 Lodge, Leicester General Hospital, Leicester. A. E. DEANS, ESQ., London Road, Baldock, Herts. A. C. DURRANT, ESQ., 94 Leigh Gardens, Kensal Rise, London, N.W.10. A. FENSOM, ESQ., 28 Parkfield, Markyate, St. Albans, Herts. J. T. FENSOM, ESQ., Friar's Wash, Flamstead, St. Albans, Herts. G. R. HAWTHORNE, ESQ., Cleveland, Bridge Path, Woodcote, Reading, Berks. J. S. HIRONS, ESQ., Croft Close, Hailey Road, Witney, Oxon. A. C. NAPPER, ESQ., Bridge Farm, Appleford, Abingdon, Berks. W. J. D. SPARROW, EsQ., Tricketts House, Tricketts Cross, Ferndown, Dorset. F. G. UPTON, ESQ., 24 Windsor Road, Maidenhead, Berks. S. J. WHARTON, ESQ., Southern Down, Minster Lovell, Oxford.

ACKNOWLEDGMENTS B. BRISLANE, ESQ.

G. S. LEA, ESQ.

M. CARROLL, ESQ.

MESSRS. PERCIVAL MARSHALL &

E. CRANE, ESQ. G. DOHERTY, ESQ. MESSRS. T. C. FENSOM & SON.

LTD. J. P. MULLETT, ESQ. T. PAISLEY, ESQ. J. WILKINSON, ESQ.

J. HAINING, ESQ.

Co.

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EDITORIAL ELSEWHERE in this issue you will find the usual " Diary of Events " and I would like to stress how important it is to keep me informed of what is going on. Last year, and even the year before that, there were cases where club secretaries notified me of Rally dates which were duly included in Steaming, and these were later changed without my being notified with the result that a lot of people went a long way in many cases to see a Rally which was not taking place, which inevitably leads to bad feelings. Would all club secretaries, therefore, write to me giving details of the

event and the Rally secretary's name and address ; failure to do this will mean that the event will not appear in the April issue unless it is already printed in this number. I would like to thank the many members who have contributed to this special issue and for the very interesting photographs that have been sent in. Unfortunately many of them are without details, but as they are good prints a number have been included in the hope that they can be identified by our readers. The compliments of the season to you all. EDITOR.

FROM THE CHAIRMAN (Philip Wright's Column) THE Editor's kindly reminder that these notes are due has reached me when everybody is snow-bound and it is freezing hard. Certainly this is the " Close " season for traction engine enthusiasts. I can well imagine, however, that in many an engine shed up and down the country, men are at work stripping down their engines and reconditioning and painting ready for 1962 which has dawned in such a wintry manner. The Annual Dinner is now past history, and once again what a happy function this has become. Your new committee has met and already plans are in hand for a somewhat different Appleford. Essex police are cooperating with Mr. Laurence Parris in a Rally and Fayre fixed for 9th June. Just before Christmas I was privileged to co-operate with Dick Joice who does the farming programmes for Anglia TV. Our subject was old-time farming, and in this connection I might mention that Mr. Joice, who farms a big acreage at Raynham, Norfolk, is a keen traction engine man. On 15th September he hopes to hold there a demonstration of farming as it used to be done. Cutting by scythe and sail reaper, threshing by flail, steam ploughing and threshing will all be featured, and this should be a good show.

I have had an interesting correspondence from Mr. E. Crane, of Hurstpierpoint, Sussex, who is a steam veteran. He sends me a rather rare book published first in 1903 in America, " Farm Engines and how to run them ", together with an appendix on the " Science of Threshing ". American traction engines have always been different to their British counterparts. For instance, they made vertical boilers much later than we did, and their wheels were always equipped with slender spokes in great number. Nearly all their engines, too, were fitted with a friction clutch which had wooden shoes. Many of the makers subsequently built internal combustion tractors. A whole series of questions and answers are given to assist engineers who had to nass an oral examination when applying for a thresher-man's licence ; and in fact the book is of extremely practical interest.

If it is not too late, may I thank the many who sent me Christmas cards which showed great variety in the use of the traction engine as illustrations ? And again may I belatedly wish you all a happy year with God's blessing upon you and your families.

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THE ANNUAL GENERAL MEETING THIS took place, as in recent years, at Bucklersbury House, in the City of London, on Saturday, 14th October last. It was attended by 134 members and presided over by the Club Chairman ; a very remarkable turnout representing approximately 10 per cent of the total membership of the Club. The Chairman opened the meeting by addressing a warm welcome to all those present. He found most gratifying the large increase in the attendance over the previous Annual General Meetings. In his review of the Club's activities which followed he mentioned the Rally at Appleford which, although it had resulted in a financial loss to the Club, had in itself been one of the most successful from other points of view, a wide and most interesting variety of engines being present. The Club had also been prominent through its members who had organised or taken part in events both large and small in many parts of the country. In this respect most noticeable had been the continued appearance of engines at various agricultural shows, notable amongst them being the Royal Show at Windsor, Royal East Berks. Show at Maidenhead and also the Huntingdon Show. The past year too, had seen the formation of several new Traction Engine Clubs in which Club members had taken an active part. The first was the Cornish Traction Engine Society which was followed by the Scottish Traction Engine Society, whilst nearer home the Thames Valley Club had been founded and, just recently came news of a Club in Buckinghamshire. These, he considered, were welcome signs of the continued and increasing interest in the traction engine. He concluded his remarks by thanking all officers and committee for their support and assistance throughout the year with a special

word of thanks to his Vice-Chairman, Mr. John Crawley, for his support and assistance throughout the year, with which must be coupled his invaluable work as Editor of Steaming. A balance sheet with a statement of income and expenditure which had been prepared by the Secretary owing to the vacancy of the treasurership, was submitted to the meeting. This showed a most healthy financial position with a credit balance just a little in excess of that for the previous year. This was accepted unanimously by the members present. The resolutions already advised to members in the notice convening the A.G.M. were passed. These were firstly, the vesting of powers of signatures on cheques and other documents on behalf of the Club in the Chairman, Secretary and Treasurer holding office for the time being, with a proviso that any two may act ; and secondly, permitting affiliated bodies to send a representative to Club committee meetings. The election of officers and committee then took place. Mr. H. OrrEwing was elected to the vacant office of Treasurer, whilst a number of changes occurred amongst the committee. A full list of those elected is given inside the front cover of this issue. Then followed a period during which members were able to raise any points regarding the running of the Club and also to state their views on any matters affecting the movement in general. Many members spoke on topics ranging from Safety at Rallies to Reports in the Model Engineer, and it is gratifying to note that such a lively interest is being taken in traction engine affairs by the members as a whole. The meeting close with a vote of thanks to the Chairman and the Vice-Chairman for their able handling of the meeting.

THE ANNU AL DINNER I SUPPOSE that after reading of the record number of members at the A.G.M. a large increase could be expected in the members attending the Dinner which followed at the same venue in the evening ; this was so,

with no less than 228 members and guests present. This increase in attendance over the three years since the Annual Dinner was revived is most spectacular-109, 174, and now 228.

STEAMING An excellent meal was served following the general reception at 7.30 p.m. which was well up to the standard we have come to expect from our hosts, Mecca Ltd. We were honoured with the presence of a number of guests from kindred societies, amongst them being T. 0. Hunt, Esq., President of the Road Locomotive Society with Mrs. Hunt ; Alf Pepper, Esq., Chairman of the Fowler Veterans' Association ; H. J. Barker, Esq., Secretary of the British Fairground Society ; W. J. Priest, Esq., Editor of The Field with Mrs. Priest; and Mrs. E. W. Edney, wife of our late Treasurer. At the end of the Dinner the Club Chairman proposed the loyal toast after which the health and future prosperity of the Club was given by T. 0. Hunt, Esq. The toast to the guests and ladies present was given by our Membership Secretary, J. G. Hutchens, Esq., to which a reply was

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made by Mrs. Arthur Napper. This year our hosts had placed additional accommodation at our disposal so that we were able to enjoy in separate rooms the social entertainment of good company in a luxurious bar, or to watch an excellent film show depicting various traction engine scenes, as one fancied. For the latter arrangement we have to thank member Jack Barnden. But, as all things come to an end. so did this evening, and 1 trust that all who were present had an enjoyable time. From the point of view of the committee we are gratified at the success of the evening and feel that it is becoming a focal point of the winter activities of the Traction Engine movement. But one last mention—that of those responsible for the organisation of the Dinner and entertainment that followed— Alan Martin and Charlie Durrant— Thank You!

The late Mr. Herbert Smallbones, B.E.M. We are sure many of our members will be sorry to hear of the death of Mr. Herbert Smallbones, B.E.M.. who died suddenly on 12th October, 1961.

He had been working as an inspector at Tasker's up to a short time previously.

He is seen here steering one of the Tasker Engines from the Firm's Museum at a recent Andover Rally.

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TRACTION ENGINES UNDER REPAIR BY 26' man tightened the bolt in turn with I AM recording some of the treatment a spanner and length of pipe. Sometraction engines received when undertimes the hammer blow would be too going repairs ; the scene being the successful and the rig would fall small works in a busy country town and the time just over forty years down with disastrous consequences for the spanner operator. ago, during my apprenticeship. On arrival in the High Street the There is no need to detail the disengine would await the squad of mantling of the rest of the engine, boilermakers armed with spanners save to note that we usually marked and sacks whose job it was to remove each part as we took it off (and rethe chimney. Passing under the lowcorded the slide valve position) as a arched entry, the engine would either precaution. Once I had to erect a be placed " under the crane " or in steam wagon from a heap of bits and the erecting shop. The former locapieces, it meant much " trial and tion accommodated two engines unerror ". der a gantry operated by ropes from With the parts on the bench, the the ground the shop boasted pulley piston rod and valve spindle would blocks only, but was decidedly go to the turners to be skimmed. warmer in winter! glands to be bored and bushes turned Let us assume a big overhaul was up, with new neck rings. Burrell's required. The first job was to remove were rather a nuisance. Their piston the hind wheels. Sandcaps were rods are parallel throughout, consetaken off and a jack arranged under quently when skimmed the end in the end of the hind axle. We were way of the cotter fastening the rod rather short of wood packing to to the crosshead must not be touched bring the jack up to height and once and so split bushes were needed. We Joe carefully put a nice bit inside the used to plane the half-bushes in the rim of the wheel. Of course it saved shaper and they were sweated topacking, but he, and not the engine, gether before being bored and turned. went up in the air when my tactful I have been told of the rod being comment made the penny drop! turned down the whole length and Lifting under the axle made sure the the crosshead bushed, thus weakening weight was not taken on any part the rod at its weakest part. New pins not designed for the purpose, but it in the link motion were normally was necessary to remember to jack needed. The holes were rirnmered high enough to allow for slackness out, new pins turned and drilled for in the bearings (or the spring gear) stop pins, then hardened and finally causing the axle to drop when the fitted. It was too risky softening the weight of the engine was taken on link, so a new die would be made, blocks under the firebox. We always fitted to the widest part of the link. followed up the jack with packing, usually the bottom, hardened, and just in case! then the link lapped by hand with a To take off the wheels when not copper Ian till the die would slide under the crane, we had two long freely and without shake the whole wooden, iron-shod pinch bars ; these distance, a tedious iob. New piston till sideways wheel the speedily prised rings were filed and scraped on the the Removing floor. the it was on to fit trued-out grooves in the sides the under done tender was generally ; as they were normally prepiston in exercise crane, and it was a nice from rotating in the cylinder vented adjusting slings to ensure easy reby stop pins, we used to fit them to moval and replacement without bindthe bore if this was unusually out of ing or losing alignment of the bolt true. holes. Burrell crossheads frequently needed Long drawbolts and a bar across new brass slippers ; these heavy the end of the axle were needed to pieces (I refer to the popular single take off the driving drum or bevel the bail crank compound) were an unfortunate wheel. Someone " paid feature from the fitter's point of view. with a slogging hammer while another

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An early Fowler 3 Shaft Traction Engine owned at some lime by Wm. Malley of Needham Market, Suffolk. Note that ihe first motion shaft fast and slow pinions are removed for some reason. (Number ?—Editor).

A Burrell Single Crank Compound Traction Engine belonging to W. Loxley of Bookham, Surrey. (The number of this engine would be appreciated.—Editor).

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We did not like swinging the crankshaft in the lathe ; if the dip was scored or oval, a smooth file, calipers, and an emery cloth lap could effect much improvement. All bearing brasses and eccentric straps were filed and scraped to give a good bearing except at the top and bottom, while a good radius was left to ensure there was no binding sideways. Big end and eccentrics were adjusted so that when their rods were on they would just drop gently under their own weight. The slide valve almost always needed scraping and care was needed to see that a good marking on the surface plate was not combined with a rock on the valve- The art of valve scraping is to know where to take metal off to finish with a good bed on the edges of the valve and round the ports on the port face. I used a scraper about two feet long, and with this tucked under the armpit or over the shoulder a really good cut could he taken on a port face. Some of the latter, especially the Burrell L.P., were too far in for convenience. Wonderful tales are told of lifting surface plates by almost dry valves, but I never met the man who pulled the cylinder off before the valve would come away from the ports. Anyway, it is not necessary to scrape valves too finely. Stop valves needed much more careful scraping than slide valves. We used to leave the drain cocks open when testing the engine to see if there was any leak. Once I inadvertently knocked the valve out of the buckle when boxing it up. You may imagine how I felt when steam was raised! Very rarely a new ring of boiler plate would necessitate re-bedding the cylinder. This is too long a job to describe here, involving as it does keeping correct alignment: the actual work consisted of putting " marking " on the barrel, dropping the cylinder on it and then chipping and filing the cylinder till it will make a steamtight joint. You could make yourself a lot of work by taking too much off in the wrong place. When assembling the top works it was necessary to check that the packing in crankshaft and big-end bearings were not put in all one way. It is disconcerting to find the piston sticking out of the cylinder on the

" in " centre. New keys were sometimes needed in the road gearing and probably the keyways would have to be filed out, unless a lipped key could be used. Each key had to fit sideways in the shaft, sunk keys being caulked in, and all along the top in the wheel. Since draw bolts were almost always needed to draw the wheel off after each fitting, it was not a light job to fit up a hind axle. If you remembered to do so, the separate rope ring would be put on before what you hoped would be the last attempt at fitting before driving the drum home, much trouble and language could thus be avoided. With us the flywheel was the last item to be replaced. The manages always sent for the owner to take the engine away as soon as he saw the flywheel on! Incidentally, when fitting keys with the weight of the wheel on the shaft, the keyway should be underneath. If the wheel is slightly slack on the shaft the key may show marking all along and yet fail to draw the wheel up tight. I have not mentioned valve setting. We used to set to equal lead, i.e. with the crank on alternate centres the port should show the same opening at each end. Afterwards the valve would be moved a good sixteenth towards the chimney end to allow for expansion of the boiler. A few years ago at the request of the owner I investigated his valve gear to find that the valve was a quarter of an inch too long! I wonder if any other engines are running about now with wrong valve settings. No boiler work has been mentioned because I was in the fitting shop and so had little opportunity of seeing this. I heard of one job the boilermakers did. They induced a driver to put his blast pipe upside down because he would be surprised at the result. He was! Some of the younger generation may be interested to learn of what used to be done and how. Hammer, chisel, file, and scraper were our weapons, though we often sighed for a " putting on " tool such as is now provided by modern methods of welding, etc. Perhaps some of the other older members may like to comment and criticise, we are none of us too old to learn how the other man used to do it.

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GEORGE THRUM & SONS LIMITED

STOWMARKET - SUFFOLK 'Phone : STOWMARKET 585 (3 lines)

Solicit enquiries for items they can supply for Steam Engines, amongst same are:— BOILER TUBES CHIMNEYS WITH OR WITHOUT BRASS OR COPPER TOPS INJECTORS, GAUGES, ETC. PACKINGS PAINTS SUCTION HOSE ENGINE AND CYLINDER OILS

All enquiries will receive prompt ana careful attention

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THE LATE MR. EDWARD BEEBY It is with regret that we record the death of Mr. Edward Beeby, the father of our well-known member John Beeby. Mr. Beeby took over the agricultural business of Messrs. Angrave & Burrows at Rempstone in 1907, in partnership with his brother. At this time the firm owned eight lots of single cylinder tackle. Edward Beeby was one of the two surviving members of the Steam Cultivation Development Association which was founded in 1916. He was also a founder member of the National Association of Agricultural Contractors. Mr. Edward Beeby (right) seen at one of his Rempstone Rallies a few years ago.

His death took place in a West Bridgford nursing home on Sunday. 12th January, at the age of 85.

BOOK REVIEW Traction Engines in Retirement, by G. J. Romanes. Illustrated by V. M. Dunnett and Stanley Paine. Published by Hugh Evelyn at 55/-. This is an extremely well-produced book which in effect is really a bound collection of ten coloured plates, each one of which is admirable for framing, being approx. 17 in. X 13+ in. (unfolded).

The text gives the impression that it was written with the layman in view, and is limited to a general appraisal about each of the engines featured. A number of silly mistakes have managed to creep in, but- despite this criticism I think that it is very good value for money and I would recommend it to the enthusiast for the plates alone.

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THE TRACTION ENGINE PRESERVED BY NEDDY DOWN IN the 1930's, when first I started taking an active interest in the traction engine, it was, even then, most decidedly on the way out—hence my interest, and many a mile I cycled in search of an engine of some particular make or type, only to find that I was too late by a year • perhaps, maybe a month, possibly only a week, and in one notable instance but one day ! What became of them ? The

we thought had seen the finish of them and how many times this has happened with engines I had once known. What a pleasure it gives me to supply the new owner with a photograph I took of it all those years ago, when at work. Now he would be a very brave man who ventured to quote even an approximate figure for the number of agricultural traction engines at work

Beeby Bros. Clayton & Shuitleworth No. 44103 seen here driving a threshing drum at the Lincolnshire Rally in 1960. usual reply to my enquiry was " cut up " and 1 could kick myself now, for accepting this bare answer without question, because the fact is, an engine may not have been worth the " gas " to cut it up and so never got further than the scrapyard, where it lay rusting and forgotten until the day came when someone discovered it there and it was towed away for a complete overhaul and refit. What a joy when we find a long-lost friend out and about again after an illness

in any given year. I have tried fixing one for my own county but cannot and so we are left with that ubiquitous word " numerous ". Today however, we ought to be able to get a pretty clear idea and someone I know is working on this labour of love. His task is terrific because, unless he lists all engines appearing at all rallies, over the whole country, omitting those which appear on the programme but not on the field, and keeps a watchful eye on those appear-

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ing at more than one rally, he must even so be informed on those preserved in private hands but not ever taken to a rally. So until his figure becomes available, I will use one of my own and say 200 agricultural traction engines are still in working order. Note that I refer only to agricultural engines but I would include general purpose engines, as the difference, if there is any, must be slight. Before going any further, it might be as well if we try and find some definition of the terms " preserved " an& " restored ". A " preserved " engine I would say, was one rescued, to the extent of having a sheet put over it at the very least and some thick grease on the motion as a minimum requirement, in other words, steps have been taken to see that its deterioration has at least been halted ; whereas with a " restored " engine, we expect much more, not that a repaint is by any means a requisite requirement but cleaning, and repairs to badly worn or broken parts are essential. It would, I submit, need to be fit enough to pass a boiler test if required to do so and travel -on the road in any gear. In other words, an engine cannot be considered as preserved unless it can be kept in such a condition as will eventually enable it to be restored. Just one more word on restoration. I do not think any engine can be referred to as restored when the owner has rebuilt it, not as it was but as he wants it to be and by this I refer to the agricultural traction engine which, because it happens to be on springs (and many were), prompts its owner to turn it out as a fully-fitted-up showman's road locomotive, with twisted brass, dynamo and full-length awning lettered in the style of the fairground. Lovely as this may look to his eyes, it is wholly to be deplored—far better that it should have fallen into other hands. But we must get back to our subject: Agricultural Traction Engines Preserved. The museums, had they

shown the least interest, could not very well have restored and placed on public exhibition, more than a mere half-a-dozen engines and these in steam only two or three times a year at most, if at all! Whereas, the 200 I have mentioned is the outcome of real love and care (yes, and expenditure). Because of the exertions of their private owners, we are enabled to see twenty different makes of engine (by my reckoning) in steam as a moving exhibit and sometimes, and this is best of all, we can see these engines once again driving the threshing machine or saw bench, at agricultural shows and demonstrations. The memories this brings! The pure melody of it, the rising and falling hum, the " click-clack " of the elevator, the " turn-turn-turn " in the chimney, nor is all this pleasing to the ear alone, it is pleasant to the eye as well, as watch the gentle to-andfro of the engine against its chocks and the wispy smoke and steam blending in with the landscape where perhaps the plough is already turning over the soil for next year's crop, and the smell—it's delicious—oil and steam together, mixing in so well with the scent of the stack now disappearing and of the pile of sacks waiting to receive the grain. Even with a saw-bench, the smell blends with that of the saw-dust, whereas diesel or paraffin, or petrol for that matter, just stinks. I only once came upon a man who preferred the latter and him I regarded as a bit doubtful. And so to conclude. We owe a great debt to all those who own agricultural traction engines and turn up with them at rallies and shows. Especially do we appreciate the owners of this class of engine (which ' is quite my favourite) who have resisted the urge to " brass them up " but are content to appear with a clean engine in nice running order and let the up and coming generation see for themselves the sheer simplicity of their power which pioneered the way for the complicated machinery we see on the farms today.

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DISCOVERIES IN IRELAND Some most interesting discoveries have been made in Ireland by three of our members, namely M. Carroll, G. Doherty and Bryan Brislane. Firstly, imagine my surprise when I received photographs and details of a very early Ransome, Head & Jefferies Traction Engine from Mr. Carroll.

Traction Engine No. 8087, which Mr. Doherty hopes to purchase for pre- . servation in the near future. A letter then arrived from Bryan Brislane to say that in the July issue Steve Neville mentioned a derelict McLaren in Staffordshire and thought that he would be interested to hear that he has found yet another, No.

Ransome, Head & Jefferies Traction Engine taken and seen from the gear side. This engine is now owned by an agricultural college and is No. 5137, a single cylinder, 2 speed, 3 shaft, General Purpose Engine. The boiler has twenty-two tubes of 2f in. diameter. Soon after this details arrived of yet another find, a Brown & May

1447, at Kingscourt, County Cavan. This, too, it is hoped will be bought for preservation. I wonder what else will come forth from across the water. I can hardly wait to see. Carry on, Ireland, keep up the good work.

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Ransonie, Head & Jegeries Single Cylinder Engine No. 5137 of an early age.

McLaren Single Cylinder Traction Engine No, 1447.

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Brown & May Single Cylinder Traction Engine No. 8087.

The Brown & May Traction Engine No. 8087 as seen from the footplate.

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KILLED BY A TRACTION ENGINE (Extract from The Berks. and Oxon. Advertiser, Friday, 4th July, 1913) A SHOCKING fatal accident to William John Hall, of Little Milton, was the cause of a Coroner's Enquiry, held at the Bull Inn on Tuesday evening, before Mr. Arthur Lett, Deputy Coroner for South Oxon. Mr. James Constable was elected Foreman of the Jury. William Hall said the deceased was his son, and was 29 years of age. He saw him on the previous day in good health. He had served in India in the Army, and had suffered from ague there and once when at home. Henry Woodwards, of Garsington, foreman over a set of steam plough tackle the property of Messrs. R. J. and H. Wilder, of Wallingford, said he was at work on Monday morning upon Mr. Butcher's farm at Watcombo Manor, Watlington, with two engines. There were other men employed, and they left Watlington at two o'clock. Deceased was steering on the first engine. They stopped at Little Milton twice, once to have a pint of beer each, and again outside the village nearer Great Milton, where they intended to work. The first engine went on through Great Milton to fetch some implements. When the engine arrived opposite the Thame Road, witness left, leaving Lane and the deceased in charge. This was about 7.30 p.m. Lane, the driver, had had twenty years' experience with engines. He had witness' instructions to reverse the engine at the Chilworth turn, previous to backing into the gateway. The men were quite sober. Edgar Lane, of Great Milton, engine driver, said he had driven traction engines for twelve years past. Soon after 7 p.m. on Monday, he came through Great Milton on to the Thame Road with a traction engine. He was driving and Hall steering, and when they got to the Chilworth Road witness turned the engine so that it travelled up the Thame Road backwards. He was driving and steering, as was customary when travelling in that way. Hall was standing on the step of the left side, outside the well of the. engine. Wit-

ness turned to shut the water off, and then someone screamed out. He at once reversed the engine and got down, when he saw the deceased on the ground, with his head under the small wheel and his body lying lengthways in a straight line with the head nearer Great Milton. He was quite dead, his head was smashed. By Mr. Morris (a juryman): There was no shock to cause him to fall. Witness was trying to do three things. It was a recognised thing for the driver to see to the engine entirely when working backward. He could not account in any way for the accident, or how the deceased got on to the ground, and under the wheel. He did not see him pass him to get to, the near side. The accident occurred on the opposite side of the engine to that when he last saw Hall. The accident so unnerved him that he could not describe more. Mrs. Ellen M. Smith said she passed the engine while it was going very slowly up the Thame Road. After she got by she happened by chance to look behind and saw the deceased on the ground. She screamed and the engine driver immediately stopped the engine. The de-) ceased was lying between the large and small wheels in a lengthways position. Witness fetched Roger Hunt. Roger Hunt, blacksmith, said he heard Mrs. Smith call, and he went up the Thame Road to the engine. It was stationary, and placed in the opposite direction to when he saw it pass by his home. The deceased was lying on the ground. His head was close under the small wheel, and his feet more under the engine than in a straight line for the large wheel. The driver was quite sober, but her could not tell how the accident happened. When witness saw the engine pass his home the deceased was on the near side steering. He was quite sober. The jury, after a consultation with the Coroner, returned a verdict of accidental death, and exonerated the driver from all blame. P. C. Cooper acted as Coroner's Officer.

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1917-AH YES ! BY JACK HAMPSHIRE 1917—Ah yes! That was the year I attained the ripe old age of seventeen years myself, and I suppose like most teenagers of then, and now, thought I knew it all. That was the year, too, that my apprenticeship was cut short by His Majesty's Government's desire for me to render assistance to my King and Country as an engineer in the Royal Navy. What with the war, and the tremendous amount of work to be done in the haulage line, my father, owner and founder of the firm of Hampshire & Sons, Alfold, was having a worrying time, the shortage of men being the most pressing. At the time of which I write, several Government contracts were held by our firm for haulage. Among them was one for the haulage of pit props from Leith Hill, and Coldharbour to Ockley station, a distance of some seven to eight miles. Owing to the untimely demise of one of our drivers, my father was able to persuade My Lords of the Admiralty to grant me a three months' deferment to fill the breach as it were—as a driver. Thus at the tender age of seventeen I found myself in charge of a 5 ton Burrell tractor on the pit prop haulage contract. Of our own engines there was a Clayton & Shuttleworth 6 h.p. 2 speed agricultural type, new to us in 1908, and a 7 h.p. Wallis & Steevens of about 1895 vintage, acquired by us in lieu of debt. These two engines were used solely for the haulage of trees from the " Warren " to a piece of common land, where they were cut to length, graded, and loaded on to our trailers for haulage to Ockley station. There the props were loaded by another gang of men into rail wagons. For the haulage side, we had our own 5 ton Burrell tractor, new to us in 1910, to which I was appointed driver. And on hire to us from various owners were : An Aveling & Porter 3 h.p. 3 speed road locomotive, a Tasker 3 speed tractor, a Ransome 2 speed tractor, and a

Wallis & Steevens 2 speed 3 ton tractor. The general idea I found seemed that to be a real driver one had to consume as much beer in a day as the engine did water. Under this ruling I was not a qualified driver, and was frequently reminded of it by the others, for in spite of all my seventeen years I had not as yet acquired the art of drinking. This fault, I add, was remedied during my sea-going career. Any of my readers knowing the Ockley-Leith Hill area of yesteryear will be well aware of the narrowness of the roads and the steepness of the hills. Because of this we were routed one way " outbound " and one way " homebound " to avoid the difficulty of passing each other. Each engine had its own set of trailers—one being loaded, one en route, and one being unloaded. In this way a continuous shuttle was run. With the 8 h.p. Aveling, of course, nine trailers were used, three at a time. As an added incentive to work, each driver was paid above his weekly wage, the vast amount of sixpence for each load he delivered, and the trailer brakeman twopence. This caused some rivalry, and if upon your return your own trailer was not ready, well! you pinched someone else's that was, carefully avoiding those of the Aveling, as they were far too heavy for we tractor blokes. This trailer pinching led to our first disaster. One of mine had given out, and a new one was delivered to me from Tasker's and at only a week old was pinched by the Wallis 3 tonner. Just what happened is not quite clear, but it appears the brakeman, who rode on a little seat at the back near the brake-wheel, fell off. The driver, unaware of this, and going like the clappers of hell, lost control. He jumped clear, and left the engine and trailer to their own devices. The little Wallis hit the bank on one side, then careered down a steep slope on the other.

18

STEAMING

Alas! my new trailer finished up like matchwood. The Wallis ? A broken flywheel, bent crank, bent hind-wheel and front axle. Cab, chimney, chimney base, and safety valves smashed off. My first minor mishap came during my first fortnight. The klinger gauge glass broke. Being an odd size, and war-time, our firm was unable to get a replacement, and for six weeks I drove without a water gauge. The gods must surely have been on my side, for I never once dropped the plug. The sixpence per load referred to was my final undoing. You see, it became the practice of the tractor drivers on the two mile slope to the main road. to throw the engines out of gear and coast, placing their entire faith in the hand-wheel brakes, the trailer brakeman, and the devil himself. Thus one Saturday morning, on the said slope, with the engine out of gear, I met my Waterloo. A 6 ft. by 9 in. pit prop lay in the road, evidently fallen from the load preceding me. Hitting it with one front wheel, it tore the steering wheel from my

hand. At some ungodly speed we careered across the grass verge, straight through a ten foot high, close-paled wooden fence that surrounded the kitchen garden of a large house, coming to rest within a few feet of the old gardener who was working a full fifteen feet from the fence. The startled look on his face is still with me in memory. And his first remark seemed to me so inadequate : " 'Ow the ! ! did you get in 'ere ? " The tractor following me roped the engine and trailer back on to the road, but owing to meeting a small obstacle en route to the garden—a roadside ditch—the perch bracket had been pushed up into the smokebox, and I was utterly out of commission. Perhaps it would not be quite polite for me to record the exact words of my father when he discovered the real cause of the accident—coasting out of gear. But I can record with no uncertainty that I was in the Navy ten days later. As one of our old drivers said to me a year or so back : " Them wuz 'appy days, guv'ner 1"

The Power Packed ("t.Ts.) 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

fit

2' 10604Ek AT FRONT

etU0 21:61,Pr.7s.'

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t_fra:WrOSW:

Allchin 7 n.h.p. General Purpose Traction Engine No. 3251.

BOILER ifiTcNEA ____........„Il NOTE: 10

CAP

BRASS

7'0'

The three arrangement drawings shown here are all available from Percival Marshall & Co. Ltd., of 19-20 Noel Street, London, W.1, by whose kind permission these reduced prints are reproduced here.

Ransome, Simms & Jegeries

Traction Engine

6 n.h.p. Compound General Purpose

"LYS...0C 44-e 4I •

M41 SN-4 9:1. 10 . STROKE

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Marshall 7 n.h.p. General Purpose Traction Engine.

—

D NIIIAI V gIS

22

STEAMING

BEAULIEU TRACTION ENGINE

RALLY 10th and 11th June Whit Sunday and Monday

This Rally was so successful that it is again being held at Beaulieu, home of Lord and Lady Montagu and location of the famous Montagu Motor Museum. There is a licensed restaurant and a special field for caravans during the week-end. Near by, there is a special beach for swimming, and boat trips on the river will be available. Further details from John Crawley, Field House, Turvey, Bedford.

STEAMING

23

AREA NEWS EAST ANGLIA The preservation movement continues to gain momentum in the land of Boadicea ; unrestored engines can still be found, and although they are not nearly as numerous as they were eight years ago, when the East Anglian Traction Engine Club was founded, this is more than amply compensated by their habit of being types not generally held to be particularly common in this part of the world. Fowell Agricultural Traction Engine No. 103, the only 3 speed example of such, has been purchased from Norfolk by Mr. Haiuld Diu by. An earlier Fowell, No. 92, is now the property of Turner's of Hauxton, Cambridge. I steamed this machine up recently, and despite her ten year sojourn in the open, she ran fairly well, although due to the condition of the boiler high pressures were not the order of the day. The last of the Fowells, No. 108, has completed extensive repairs at Great Leighs and is being repainted in the original black livery. Yet another Fowell, No. 97, owned by T. B. Paisley of Holywell, has undergone various repairs in the works where she was manufactured. In West Suffolk a Clayton & Shuttleworth Agricultural No. 39400, together with a Burrell of circa 1880, have been found, and the Clayton is being restored. Gerald Beavis of Stapleford has purchased a Ransome Agricultural from " somewhere in the Colne Valley "; retubing is complete, and by the time these notes appear in print she will have been steamed. Needless to say, Aveling rollers must figure in the news, but they are such efficient workers that, unlike their inferior brethren, terrible tales of their doings are hard come by. Let it suffice, then, to say that the Honorary Secretary and news-merchant got lost whilst taking Piston Valve Single No. 11527 home from Ickleton Rally, and had to be led to the sacred turf of Temple Farm Engine Meadow, Duxford, by the light of the headlamps of a couple of infernal combustion vehicles : Which only goes to show. C.G.H.

BEDFORDSHIRE John Boutwood of Silsoe has added to his collection by recently acquiring the Burrell Tractor No. 3191 "Furious " from Jim Hutchins of Ferndown. Over one hundred members and friends attended the third Annual Dinner which was held at " The Halfway House," Dunstable, on 19th January. This was followed by a film show presented by Jack Barndon. On the 30th September the Enfield & District Veteran Vehicle Club organised a get-together of vehicles at " The White Hart," Ponders End, a number of our members being present with their steamers. Member Tom Burton of Market Harborough has recently purchased Brown & May 10 h.p. Portable Engine No. 6226 from Eames Bros. of London Colney. This engine has been working in the timber yard at London Colney for nearly forty years. George Cave of Braefield, with the help of Harry Wooding, steamed home his Compound Fowler Traction No. 10855 on Boxing Day in preparation for overhauling and painting. Monthly meetings continued to be well supported, which augurs well for J.C. the future of the club. CHILTERNS On Friday, 24th November, a meeting was held and the Club was put on a formal basis. A rough survey shows that the Club has just over thirty-five engines in the area, one of these being the last working roller in Bucks., and including examples of workmanship by Burrell, Wallis, Foster, Aveling, Ransome, and an 1898 Fowler roller fitted with the old type Salter spring balance safety valves. Mr. Brazil has carried out extensive repairs on the motion work of his Wallis Advance roller. Mr. Grover of Hyde Heath recently moved his Avcling tractor from Ashendon to Gt. Missenden where it will be nearer home for him to carry

24

STEAMING

out certain minor repairs during the winter months. Mr. Sarney's Burrell Single Crank Compound is hard at work clearing land near Flackwell Heath. Mr. George Pettigrove, the showman, hopes to start work on the restoration of his 8 h.p. Foster Showman's " Victorious ". Built during the late twenties, this engine worked during the war on timber-hauling

scrapped their last working roller, Marshall 12 ton No. 81794 (FJ4600), during 1958, but one of their earlier machines, the Armstrong Whitworth 12 ton roller (F12756) survives out of use in Dingle's yard, Stoke Climsland, Cornwall. King's Asphalt Ltd. still own the ex. Edwin Harris Burrell Roller No. 4051 (U0945), but she has stood disused in their Exeter depot now for

Fowler No. 9484 Class A4/R 6 h.p. Compound belonging to T. C. Fensom & Son, Colmworth, Beds. Member Jack Fensom stands by the flywheel, his late father by the threshing drum. duties around the Chalfonts, and has stood derelict since 1945. Finally, anyone requiring further details, membership, etc., should contact Mr. W. Utton, 95 Hughenden Road, High Wycombe, Bucks. C.L.E. EAST DEVON & DORSET In Exeter, steam rolling has not been entirely supplanted by diesel power, as W. & J. Glossop's wellkept 10 ton Aveling Single No. 4988 (FX8652), ex Eddison's in the early fifties, is often in use, surfacing local road. Exeter City Corporation

over three years, and is becoming rather rough outwardly. Eastwards from Exeter, Mr. D. E. Dicker at Whimple has started on the restoration of his 1912 Wallis Expansion Engine No. 7294 (H05601) " The Sheaf of Arrows ", which was steamed home from the Cranborne Rally during September. Earlier this year, Mr. J. Gundry of Broadhembury, near Honiton, purchased an ex Eddison 10 ton Single Cylinder Roller No. 10388 (FX9640) to keep company with his Burrell Traction No. 3455 (TA615) " Semper Fidelis ". A few miles

STEAMING southwards, Colyton Sawmills closed down during the latter part of 1961, and its beautifully kept 1916 12 h.p. Ruston Proctor Single Cylinder Portable No. 51421 is now standing disused. The tall extension chimney has recently been taken down (3rd December, 1961). A sadly derelict 6 h.p. Ransomes Single No. 15127 (TA1935), built September, 1903, exists at West Mill,

25

last Devon C.C. portable and the first in preservation in the West Country, although several other portables can still be found in occasional use in Devon and Cornwall. A new arrival at Upton during July was the fine 1924 14 ton Compound Marshall Roller No. 78109 (TT1657) purchased from the Ilfracombe U.D.C. for preservation by Mr. G. Glover, a Crediton engineer.

Aveling & Porter 7 h.p. Compound Traction Engine No. 9010. New for the 1919 Cardiff Show. near Ottery St. Mary—the only surviving Ransome traction in the West Country. At Upton Pyne, north from Exeter, Mr. W. H. Balkwill has recently done a small amount of sawing and tree pulling with his D.C.C. Burrell Traction No. 3790 (F.I1609) ; also here can be found two 6 h.p. Marshall Tractions, No. 86265 (OD 177) of 1932 and No. 23368 (TA 2758) of 1894, the latter veteran now in static retirement. Keeping company with these three engines is the writer's own 1916 10 h.p. Marshall Single Cylinder Portable No. 70948, ex Devon C.C. in May, 1961—the

It has since rolled the rectory drive at Upton Pyne. At Eggesford, Mr. F. Stenner is overhauling his little 8 ion Fowler Roller No. 16157 (DD5490) which came from Dinglcs, in 1960, and

originated in Gloucestershire. A Garrett Portable No. 33007 also resides here, awaiting restoration. Burrell Traction No. 3794 (TA2130) " Defiant " and an interesting little 1913 Foster Wellington Convertible Roller No. 13088 (FE1125) are at South Molton Road. On 30th September, Mr. G. Tribe's Aveling Compound Traction No. 6407 (TA2759) was steamed from

26

STEAMING

Tawstock, near Barnstaple, to Mr. Tribe's home at Bratton Flemming, where restoration will be completed. The engine was in steam again on 28th October for the benefit of several visiting W.E.S.E.S. members, and a trial run through the village ensued. At Teignmouth, Sentinel Shunting Tractor No. 5644 (757CTT) " The Elephant is still in daily use with the Teignmouth Quay Co., who also own a standby engine in the form of S.4 Sentinel Wagon No. 8850 (Fl 9248) " The Lion ". Both were repainted during 1961. Also in this area, Burrell 5 ton Tractor No. 3245 (AH054) is nearing completion of a lengthly overhaul by Messrs. A & J. Cooper. At Ide, near Exeter, a decrepid 1907 6 h.p. Marshall Single Cylinder Traction No. 48341 (TA 1488) can be seen working most weekdays in Ide Sawmill. Another sawmill in Devon which still uses steam power, is Chappel & Walton's Sawmill, Chappelton, near Barnstaple, wherein can be found a massive Robey Compound Portable No. 37871 (ex Devon C.C.) in beautiful order, and a Marshall Horizontal Overtype Single Cylinder Engine No. 88105, also in excellent condition. Marshall Portable No. 81354 was dismantled in 1959 after becoming unsex✓iceable. Messrs. James Dennis & Son, Braunton, North Devon, recently disposed of all their remaining steam stock with the exception of a very large Marshall Two Cylinder Portable, which at the present time is still standing in their yard. Their last steam roller, a veteran 10 ton Fowler Single No. 7936 (TA5511), of 1899, went to a scrap merchant near Redruth, Cornwall, though it is understood she will not be cut up. A Clayton & Shuttleworth Portable No. 47328 has, however, been cut up at Braunton by the same scrap man. Apparently she was in rough condition. Still on the subject of portables, two very old examples have come to light in Devon during 1961 (neither for sale). A small Brown & May Single Cylinder No, 8262, reputed to have been exhibited at a Brussels

(Belgium) Show when new, about 1900, and an early Marshall 8 h.p. Single, which has regrettably been robbed of many fittings, including the maker's plate, but is fitted with bridge bars to the roof of the firebox, which dates it about the turn of the century or earlier. A further very old Marshall 12 h.p. Portable No. 17137, of 1889, also still survives, but out of use though in good condition. The very fine Robey 12 h.p. Portable No. 43739 in Hazlebury Bryan Sawmill, Dorset, was due to be replaced by the end of 1961, and the owners are anxious to see the engine go into appreciative hands, so here's a chance for someone in the East Dorset area to acquire a first-class engine. Further into Dorset, a very large Marshall Portable No. 89259 stands rusting but complete in J. Thorn's timber yard, Verwood— pulled out from the sawmill earlier this year—whilst near Shillingstone, Marshall Portabe No. 86120 is derelict in a disused brickyard. It is gratifying to read in recent- issues, of Steaming that portables are going into preservation in increasing numbers. Being an owner of one of these interesting machines, this is most encouraging. Finally, back to Devon again, and the slowly diminishing Devon County Council fleet of steam rollers. At the beginning of 1961, it was believed that just over thirty were still on the books, but two other casualties in addition to Marshall No. 32251 mentioned in October Steaming have been Aveling Compound No. 10167 (TA2026), cut up at Pinhoe on 10th April, 1961, and very recently the " flagship " of the fleet " No. 1," Aveling Single No. 4986 (TA2658), which was cut up at Pinhoe on 29th November, 1961, with about sixty-, two years to her credit. The death, of the latter engine has broken an interesting partnership in the Exeter area, as now only Glossop's No. 4988 (two figures on!) is left to carry on the good work, and both engines originated from Edison's fleet! The only active Devon C.C. roller in the Exeter district is Aveling 8 ton Single No. 8752 (TA2662), although Aveling Compound No. 10168 (TA 2027) is still existing at Kcnnford, unused since about June, and now

STEAMING in rather run-down condition. 12 ton Aveling Compound No. 8487 (TA 1463) arrived at the repair depot, Pinhoe, during the first week of December for overhaul, and possibly new rear rolls. The great majority of the Devon C.C. engines are Marshall's and Avelings, but the sole surviving Green's engine and two Wallis " Advances " are still working as well A.G.C. LINCOLNSHIRE Louth (Lines.) Borough roller, Fowler No. 18867 (AFW301) was at work near Louth on 24th November, 1961. This is a small 3 shaft, 2 speed, S.C. roller, and is very well looked after. Recently the Lindsey County Council offered far sale a 1925 10 ton Marshall roller at Market Rasen. On 24th November, 1961, L.C.C. rollers Marshall No. 76796 (FU 1326) 10 ton S.C. and Marshall No, 79597 (FU 4764) S.C. were at this depot. The L.C.C. also have Marshall No. 76795 (FU1325) which has been at work in the Spilsby area. This is of the same type as No. 76796, while No. 76797 (FL11327) ex. L.C.C. is owned by Mr. E. Riggall of Mawthorpe, nr. Alford, and is used on contract work. Other L.C.C. rollers are Marshall No. 87884 (FW8035) S.C. 3 shaft, about 8 tons ; Aveling & Porter Type A.C. No. 14090 (N0564) S.C.; Fowler No. 16967 (FU9970) 10 ton S.C. and Marshall No. 74872 (BE9003) D.C.C., 3 speed, convertible, with belly tank, 12 tons. A small Marshall Roller No. 72096 (BE5066) D.C.C., 3 shaft, 2 speed, has been at work near Boston on bridge rebuilding. It is owned by The Dredging and Construction Co. of King's Lynn and is ex Morniment & Wray. A small roller, Aveling & Porter No. 9093 (NK9344) S.C. was at work in Lincoln in July. It was plated as owned by The Winton Construction Co. of Louth, Lincs. J.I.S. COUNTY OF SALOP Recent events in this area include the purchase by Messrs. Bishop Bros. of two rollers, these being Fowler Compound No. 19047, a very modern

27

type in excellent condition, and Wallis " Advance " No. 8082, this latter engine was lately owned by Slough Corporation. It is understood that Bishop Bros. Aveling & Porter 8 ton P.V. Compound No. 10056 will shortly be for sale ; this would make a very nice preservation roller as it is painted and in drive-away order. Another recent arrival at Burley is the Garrett Roller No. 33458, now owned by Mr. Driscoll. This roller previously belonged to Mr. A. Hope of Presteign and worked for many years in Radnorshire. It was driven from Presteign to Burley under its ' own steam although it had stood un- ' used for a considerable time. Mr. M. Salmon had his Fowler " Queen ' Mary " in steam and standing by in case she was needed to assist the Garrett, but the trip was made successfully and her services were not required. The opportunity was taken however, whilst the Fowler was in steam, to bring her to Burley from Craven Arms where she had been standing since the Church Stretton Rally. Mr. Driscoll's Garrett is one of the conversions that were at one time undertaken, but the necessary parts to re-convert the engine have been obtained and when time permits she will be once again in her original form. Work is still in progress on Burrell No. 2646 and it is hoped that the new driving boss will shortly be delivered from the Atlas Foundry at Shrewsbury. When this arrives the rear end can be reassembled and the engine can once again stand on her own feet. This will be the last major operation although there still remains the re-plating of the bunker sides and rear and all the usual small jobs. It is anticipated, somewhat optimistically perhaps, that the engine should be on the road by the summer months, but time and weather conditions will have to decide this. Reg Wheeler continues progress on his Burrell tractor and the new lagging should shortly be in place. The most tedious and long-winded task seems to be the removal of all rust, scale, congealed filth and old paint, this takes hours and there is not much to see for the labour involved. Mr. R. M. Wolley, of Bucknell, has had his Fowler ploughing engines at work dredging at Stanagc a few

28

STEAMING

10 h.p. Double Cylinder Clayton & Shuttleworth No. 7396 of 1866 driving drum No. 6889 in a farmyard at Harlington, circa 1870.

A similar engine to that shown above, also built by Clayton & Shutticworth, certainly before 1876.

STEAMING miles from his depot. The writer went to see the pair at work and a very fine picture they made so competently carrying out their allotted task in the beautiful surroundings of Stanage Park. The Social Committee under Mr. J. Minshall arranged a Christmas Buffet and film show which took place on 27th December. It is hoped to arrange a few visits to places of interest during the coming months and a tour of a power station is on the books for early consideration. D.W.S. THAMES VALLEY Members have been very loathe to " drop the damper and put the lid on ". On October 28th we held a Steam afternoon at Appleford. The first part of the afternoon was spent moving the Fowler-Wilder ploughing engine to a more convenient position in the yard, Fowler No. 15710 "Tommy" being used for this job. What a thrill it was once again to see an engine at work on a winter afternoon in a muddy stackyard. The steam

smells better and the balls of mud in the back wheels alone were enough to take me back twenty-five years to the stackyard where as a boy I first learned to love steam.

When the work was done the Fowler led Marshall No. 37690 " Old Timer " with Sir John Samuels at the controls, Marshall No. 73901 " Princess Mary ", Wallis & Steevens No. 7370 " Sylvia " and Messrs. Cross's 1943 Marshall Compound Roller No. 89549 (FRX129) on a run to Sutton Courtenay and back. Once back in the yard a real " thresher-

man's tea " awaited the company.

Bonfire day was a busy day for Fowler Roller No. 14674 " Busy Bee ". She started by rolling flints for Peter Barker, then a six mile run

29

No. 15391,

his very well-known Burrell No. 3489 " King George VI "

which earlier in the afternoon toured Witney and collected a considerable sum of money for the old

folks and later stood generating light, and Bob Griffin's 10 ton Fowler Compound Roller No. 16519 (BW 9211), ex Oxon. C.C., Banbury Division. To many, Fowler No. 20223 " Supreme " was the focus of attention. This, the last showman's engine

ever built, was indoors receiving the " Minster Lovell " treatment—a complete rebuild. Burrell No. 3458 " Defiance ", Shipman & Barker's 5 ton tractor and Burrell No. 3489 " King George VI ", Jack Wharton's showman's, formed the Reading Round Table Christmas Appeal Parade and collected well

over £100 to provide Christmas hampers for Reading's old people.

Steam helps the old people of Maidenhead every year in a different

way—Frank Upton uses his engine• to saw logs which he distributer, around the district, and this year his famous Wallis & Steevens No. 7683 " Eileen " is having an overhaul so

Frank was going to use a ploughing engine to power his sawbench!

Peter Barker has had Burrell "Defiance " at work on the farm

hedge-pulling recently, and it was a treat to see the old girl getting her boots dirty. She made short work

of some very obstinate trees. Needless to say, Peter and his staff enjoyed

themselves. Fred Thompson has been seen at work on Mechanical Tarspraying & Grouting Co.'s 8 ton Fowler No. 15969 (NW6095) consolidating new

road works near Twyford. He works all week on either his Foden tarsprayer, a Fowler roller or sometimes, to his disgust, on a diesel

she collected £1 I 1 s. 9d. for the National Children's Home.

roller, and then at week-ends we are likely to see him assisting Bob Adnams with his " D " type Foden No. 12852 " Early Bird ". They have worked on her all summer and have had her on the road for a few runs with success. The next few months will see the paint brushes in action

On November 25th we went to Minster Lovell for a Steam after-

and we shall look forward to her " coming out party ".

were cheered by Jack Wharton's 1887

At our Social evening at " The Black Horse," Appleford, on December 7th, we had the unexpected

to attend to a car park. When darkness came she stood gently ticking

over while a bonfire was lit and fireworks let off. During the evening

noon. It was a cold day, but we

Marshall Single Cylinder Traction

30

STEAMING

pleasure of " King George VI " generating light. What a treat to be near a showman's engine at work on a cold dark night.

stays, retubing and fitting a new smokebox. If work goes according to plan it should be steamable by midsummer this year.

Hon. Secretary Ran Hawthorne has ,moved to " Cleveland," Bridle Road, Woodcote, Reading. Over the Christmas holiday he steamed " Busy Bee " to his new address, which is in South Oxfordshire, the area where his engine worked for thirty-eight G.R.H. years.

Mr. J. Butler had his Foden Wagon No. 13848 (1931) in steam on Christmas Eve and Boxing Day. A trip through Tonbridge High Street shortly after closing time on the latter day produced some excitement and may have led one or two celebrants to consider signing the pledge. R.A.W.

WEALD OF KENT

WEST OF ENGLAND

The area is more or less in winter hibernation, but here and there small pockets of activity to be found.

Since the last instalment of these notes two more engines have been bought for preservation in Cornwall.

Mr. H. F. Gabb, of Hildenborough, has had the boiler of his Ruston No. 36828 reconditioned by a London firm of boiler repairers and it has now been restored to its original working pressure of 140 lbs. He has reinstated the lagging and at the time of writing was putting the top work 'together again.

Mr. G. Grigg, of The Clock Garage, Summercourt, bought the last Eddison roller left in Cornwall and in mid-November she was steamed from Helston where she last worked a couple of years ago. Many air leaks at the chimney base and smokebox door contributed to poor steaming, but otherwise the journey was uneventful. There are a few enthusiasts living near Summercourt so Mr. Grigg can expect some help in restoring the engine. She is Aveling & Porter No. 10291 (FX9022), a model E piston-valve single of 10 tons. Her first job when new in 1922 was rolling the entrance to the Brooklands racetrack.

Mr. J. Drew has bought Wallis No. 8023 " Simplicity " (1932) from a Mr. Mitchell of Slough. This formerly belonged to Parr Head and Clements Knowling of Ealing and took part in the Crystal Palace Rally where it distinguished itself by blowing a mudhole joint twice. This, too, requires boiler repairs. He has also fetched home from Norfolk the Wallis Oil Bath Tractor No. 7752, which he bought some months ago from Mr. Palmer of Massingham. Butler, Rostron and Whitehead have carried out some further work' to their Armstrong Roller (10/R/35). The disreputable old iron roof has been removed and scrapped and a new timber roof has been made and put on with some benefit to the appearance and considerable benefit to the protective qualities. Mr. I. Jupo has sold his Aveling Tractor No. 11997 " Lorna " and has got instead an Aveling roller. I have no note of the number of the roller but I understand it has already been to work. Mr. J. Powys, of Hastings, is continuing the restoration of his Burrell No. 3777. The boiler repairers are about to begin work in renewing

Mr. H. P. Corin of Mylor has bought Burrell No. 2417 (1901) from Mr. Barrett of Albaston, near Gunnislake, where until recently she has been driving a saw in a sawmill. No. 2417 is a 6 n.h.p. S.C.C., 2 speed, unsprung, originally a convertible, now fitted with a normal smokebox but with front axle mounting under front of boiler. An extensive overhaul is to be carried out at Messrs. Argall & Sons' works at Truro. Two fine rollers which have been in West Cornwall for many years have been sold by Messrs. R. Dingle & Sons for further commercial use. Fowler No. 21833 (CRL110), a 12 ton compound, is now the property of Rowe & Co., wholesale fruiterers, of Redruth. This engine was a familiar sight beside the Redruth by-pass where it stood when not in use. Marshall No. 88056 (DAF560) rolled the roads in the Penzance area until

STEAMING

8 h.p. Fowell Traction Engine No. 9, built in 1880, seen at work at Behaggs Farm, Hall Green, Fenstanton, circa 1910.

Another view of Fowell No. 9 taken at the same time as the above photograph. This was just after the engine had been reboilered.

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recently, and has now been bought by the Falmouth Docks & Engineering Co. for use around their premises. She is a 12 ton p.v. compound with Marshall's valve gear and known as " Hilda ". The late Mr. L. Hosking's Foden Wagon No. 10530 (TA1216) has gone to Rilla Mill, Callington, where, like Foden No. 2104 " Prospector " she will be in the care of Dr. W. R. Dyke. The doctor's son, John, recently bought a bull-nosed Morris from Mr. G. Hawkins of St. Issey who, of course, delivered it to Rilla Mill by his S.4 Sentinel. A welcome reversal of the usual order of things when steam engines are transported by infernal-commotion vehicles! On 2lst September the Somerset Traction Engine Club held a Steam Party at West Buckland. Mr. D. R. Chappell's Burrell No. 3711 " King of the Belgians " and his 8 ton Burrell Roller No. 3956 were in steam and his 46 key Chiappa Organ provided music, while about sixty members sat down to tea. Also present and in steam were two Savage Organ Engines supplied with steam by a boiler constructed by the owners, Messrs. R. Macey and A. Rogers of Pudldetown, and a 6 ton Aveling & Porter Roller No. 7249. The annual Boxing Day meeting took place at St. Issey. Burrell No. 2651 "Challenger provided current for lights and for the huge organ which is nearing completion by its owner Mr. Jonas. Mr. Hawkins steamed his McLaren plougher and his Sentinel had a run around the local lanes. On 28th October Mr. G. L. Tribe steamed his Aveling & Porter Traction No. 6407 (TA2759) for the first time since he acquired her. Several friends were present and each took a turn at driving, but the extremely

steep lane approaching the engine's resting-place was negotiated by her former owner Mr. W. H. Balkwill of Upton Pyne. The engine is kept in what was once the station yard at Bratton Fleming. Here was a passing place for the trains of the old Lynton and Barnstaple Railway but little now remains except the booking office, platform edges and a couple yards of track upon which the remains of a truck still stands. At the Truro Operatic Society's Hall at Truro, members of the West of Enclants Steam Engine Society and friends enjoyed a most interesting and informative talk on the history of Steam Cultivation by Mr. John Crawley. The talk was well illustrated by slides, and Mr. Crawley must have devoted a great deal of time and patience to gathering such a wealth of information together. Refreshments followed and the remainder of the evening was spent in viewing some of Mr. Crawley's excellent coloured slides. The seventh West of England Rally (often referred to as the Camborne Rally) has been provisionally fixed for 21st July, and "John Tregorran " of " The Archers " has agreed to act as opener. Each year at about this time the Royal Navy hold their " Air Day " at Culdrose, near Helston, and as yet, in spite of many requests, the West of England Steam Engine Society has been unable to find out the date of their 1962 event. If the Royal Navy decide to have the " Air Day " on the 21st the Rally date will have to be reconsidered as it would not be wise to have these two big events on the same day. The Rally will be at Mount Hawke again, but in a much larger field nearer to the main A.30 road. Best wishes for 1962 to our many friends throughout the country from the " Far West ". C.P.G.

STEAMING

Foden Compound Traction Engine No. 317 with threshing drum and men.

' Fowler Traction Engine (number unknown) Cambs. C.C. No. 207 at work on the estate of Captain R. S. Hicks, The Temple, Gt. Wilbraham, Cambs. (Can any member identify the engine ?—Editor).

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NEWS FLASHES J. L. Thomas writes from Worcester to say that Mr. Lambe of Bromsgrove has sold his Foden Tractor No. 13238 (UU111) to someone near Epsom. This tractor named " Defiance " was bought in 1960 from Mr. Stafford of Houghton-le-Spring. Herefordshire County Council Rol-

ler No. 3 Aveling & Porter 10 ton Compound No. 9166 (CJ4526) has been at work on the Leominster road

near Dinmore Hill. From Mr. F. A. Smith comes news of the very successful gettogether staged by the Boston District Engine Owners at Kirton Holme during October. Twelve engines, and

Don Robinson's fine Gavioli Organ, coupled with good weather, ensured an enjoyable day for the many enthusiasts that came along, some from as

far afield as Surrey and Kent. Ken Plant writes from Sheffield to record the following engines he has recently seen : In the Derbyshire C.C. yard at Ambergate the following Rollers— Aveling & Porter Compound No. 12297 (RA7273) ; Aveling & Porter Single No. 8134 (R8592) ; Marshall Compound No. 86982 (RB8220) ; Fowler Compound No. 16175 (NW 8198). Also noted at work at Denton, nr. Manchester, was a very small Wallis & Stevens Roller (X04975), but as it was dark further details could not be obtained. (Details would be welcomed—Editor). A Fowler Single Cylinder Roller No. 9031 belonging to Nederlandsche Basalt Maatschappy, of Zaandam, Holland, was seen at work in the Hague during October, 1961. Fowler Compound Roller No. 15748 (EC3388) was at work during September near Shan Summit, while Aveling Compound Roller No. 14069 (VN2093) was parked an a lay-by at the Jungle Cafe, Shap ; both these engines belong to the Westmorland County Council. East Riding County Council Aveling Compound No. 11093 (BT7935) was seen at work during July at Barlby. Aveling Compound Roller No. 11465 (BT9453) was noted partly dismantled in the E.R.C.C. yard at Riccall.

Aveling Compound Roller No, 8240 (EE3119), belonging to S. Cartledge & Son Ltd. of Grimsby, was seen at work during June on a housing site at Humberstone, nr. Cleethorpes. Near by was the Single Cylinder Marshall Roller No. 34042 (BE8185) belonging to Taylor & Colbeck Ltd. of Cleethorpes. J. A. Figgins writes from Southampton to say that the Southampton Corporation has presented Wallis & Steevens 12 ton Roller No. 7742 (CR 6315) to the local museum for preservation. Wallis & Steevens Advance Roller No. 8066 (0U6305) is in good order and still in use. C. R. Thomas writes from Falmouth to say that Marshall 12 ton Roller No. 88056 (DAF560) has been sold by R. Dingle & Sons to " The Falmouth Docks & Engineering Co." for work at the docks and on outside sites. Peter Gledhill writes from Paignton to say that Aveling & Porter Roller No. 4988 was at work in Paul Street, Exeter, in November. This engine is owned by W. & J. Glossop Ltd. Paignton Corporation's Aveling & Porter Roller No. 10555 is at work on the Paignton by-pass and is likely to be so employed for some months. Derry Thompson writes from Dorchester to say that a 7 h.p. Single Cylinder Allchin has been broken up at Wilton, nr. Salisbury, and that Aveling & Porter Roller No. AC14125 Single Cylinder 8 ton Slide Valve (KJ1871), belonging to Barnes Bros. of Trowbridge, has been at work at Radstock. C. Rimington of Nuneaton writes to say that the last two Single Cylinder Ploughing Engines of Bomford & Evershed have now been sold. No. 3896 of 1880 has been cut un. and No. 4223 of 1884 has been purchased by himself. S. Hulbuck writes from Petersfield to say that he saw the following Rollers in Wales during the year : An Aveling & Porter 10 ton No. 9100 working near Swansea, Aveling & Porter No. 12498 owned by Richards of Newport, Fowler No. 21698 owned by Dollgelly County Council.

STEAMING Alan Duke writes in response to R. D. Gent's request in the last issue for information about the Foden articulated Wagon built for Sir Fred Hiam. This, he says, was a Ransome Wagon No. 34162, not a Foden, and was supplied new in June, 1923 and bore the Registration No. EB4275. It

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would seem that it was returned to Ransomes after only a year or two of work and was broken up around 1927. Ian Fraser writes that Fowler Roller No. 17273 (SR6849) has been at work in Arbroath.

THE NORBURY TRANSPORT CLUB EXHIBITION This Club operating in the South London area is most active in its pursuit of all forms of mechanical transport and they have given mulch publicity to the Traction Engine Movement in the area in which they operate. Our Club was invited to take a Stand at their Christmas Exhibition on Saturday, 16th December, and through the good offices of various of our London members we were able to put on a most interesting and suitable Exhibition illustrating the various sides of Club activity. Since we are essentially a practical organisation it was felt that we might

arrange for one of our engines to be present for this occasion. As a result, Jim Hutchens kindly arranged for his big Burrell Show Engine No 2894 " Centaur " to be present outside the hall during the whole of the day where it stood making light and attracting quite a large number of extra visitors to the Exhibition and, on one occasion, went for a jaunt round the immediate locality. I was pleased to see quite a large number of Club members visiting the Exhibition and I am sure they found much to interest them on the many excellent Stands present.

Wallis & Steevens 6 h.p. Traction Engine No. 2236, built in 1893, and fitted with a rotary water pump on the tender.

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THE TRACTION ENGINE BY CYCLIST IN the days when steam was supreme the traction engine was a familiar sight on the roads in town and country. To the man in the street the engines seen on the roads were all traction engines whereas, of course, they could be classified as steam tractors, road locomotives, or general purpose engines. Of the large number of builders of steam engines fifty years ago practically every one of them built those styled " general purpose ", and it may be that the total number built was larger than those of any other type. To give a true picture and history of the agricultural traction engine it will, perhaps, be best to look back a good many years before they reached perfection as those we see at the various rallies today. With all engines then running on metal-tyred wheels they sometimes came in for unfavourable comment because of damage to the roads, and with such a lot of horse-drawn traffic the noise they created was another drawback which the opposition only too well realised. The old chain-driven engine steered from the smokebox end, and the earlier geared engines had no differential, winding-drum or waterlifter, etc., which eventually became standard on practically all engines. The traction engine took over much of the work formerly carried out by the old portable engine so far as belt driving was concerned. But the selfpropelled traction engine soon gained favour with farmers and threshing contractors, for in addition to driving the various agricultural machines they could also move them from farm to farm. This is surely why the agricultural type of traction engine became the " general purpose " engine. The flywheel came in useful for driving a host of other devices such as chaff cutters, corn mills, saw benches, etc. Ploughing by direct traction also came their way, and another job they willingly tackled was pulling down hedges and trees, etc. Hauling timber, bricks, etc. was another job they used to undertake, and on numerous occasions following a long day carrying out agricultural work the steam traction engine has

f^equently given a hand to the showman by hauling the loads of the roundabout from fairs in the vicinity to their next town or village. The general purpose engine seemed capable of successfully tackling any job. which steam could do, so little wonder their builders proudly claimed in their well-got-up catalogues that their product was " the best engine on the market ". During the summer of 1936 I remember calling at a fair held in Locke Park, Barnsley. I paid my visit a day or so after the carnival had ended, so the roundabouts, stalls, etc. were being dismantled and packed for moving to another fair. Owing to rain having fallen almost continuously for the week the fair had run the ground was on the soft side —and a fair held on grassland does not permit the spreading of loads of ashes. Much difficulty was experienced in removing the rolling stock, and the stallholders (many of whom had motor-engined vehicles) hired a traction engine to wire-rope their caravans, etc. out of the " back room " sites where they had been parked. But the single cylinder engine built at the Midland Engine Works of J. & H. McLaren Ltd. soon got bogged down itself, and a showman-type Burrell compound had a very hard job in pulling it out. An old-established firm of Yorkshire roundabout proprietors who used to have a " traction engine centre " set of Galloping Horses once acquired a Fowler engine which had been used for agricultural duties. It was fitted with a dynamo bracket, and also the full-length cab which had previously been used on their old Sandbach-built engine. Fore-tanks made at Castlerord for a 1901-built Fowler showman's road locomotive called " General Buller " (but which were never fitted to it) were also used for the converted engine. It was used to haul the Galloping Horses from place to place, and then in the evenings to generate power for lighting-up the machine. And when the old steam roundabout was packed away, and a new electrically-driven roundabout introduced, the old two-

STE A M ING

Wallis & Steevens 7 h.p. Single Cylinder Traction Engine No. 2059. New in 1886 to Pritchard and Woodly of Burnham, Bucks.

Marshall 7 h.p. Compound No. 87572 at work at Torworth, Notts., on 30th September, 1937,

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speed "general purpose had to create power for driving the machine in addition to its other duties. Among the old-timers who enjoy visiting the traction engine rallies is 85-years-old Arthur Edwards, of Bradford. In talking of his experience of steam in years long since passed he says: " As a boy I was always interested in traction engines, and if I heard of an engine working I always went to watch it. As I grew up my interest increased, so when I was old enough I went working with them. Threshing was the chief job, and it wasn't easy work. The smell of the smoke and grease made up for it all, and they really were happy days. I have seen engines in many different positions bogged down in a ploughed field, and if there was a convenient tree the engine has pulled itself out with its wire rope. Sometimes another engine

had to be brought to complete the operation. I have had cold fingers putting spuds on (and taking them off), but thought nothing of it as it just came in the day's work. There were compensations when the day's work ended, especially when the old drivers were together arguing who had the best engine, who could thresh most corn, and who used the least coal. After leaving the Eastern Counties I came to Yorkshire, and in 1895 worked on a steam roundabout belonging to Fred Cookshaw, of Bradford. I have been to quite a few rallies in recent years, and it is grand to see the various engines so nicely restored. Although there are various types of engines I always like best the " general purpose " traction engine, and if it has an open (spoked) flywheel, no motion covers, and no cab—so much the better."

(Extract from The Implement and Machinery Review, 1st February, 1882)

CARE OF THE TRACTION ENGINE ON THE HIGH ROAD WE have no sympathy with engine drivers who have traction engines placed in their charge, yet fail to keep in mind what are the responsibilities of their position. Negligence by such people leads not merely to annoyances to the owners of the machinery ; it is detrimental to the industry generally. Employers should not hesitate to visit offences of that class with such penalties as they are capable of enforcing. Of course an employer cannot, like a magistrate, compel his workmen to pay a One for a breach it may be of the Highway Act, but he can follow up such a fine by enforcing the workman's consent to the repayment of any such fine, with the alternative of dismissal. Indeed, we question if the employer could not, under the terms of the Employers' Liability Act, recover from his workman any fine under the Highways and Locomotives Act which may be directly consequent upon his neglect of duty. In any event we urge upon the owners of road locomotives that their drivers should be engaged with the distinct understanding that the cost of all proceedings taken on account of lathes, for

which they as workmen are responsible, must be repaid in certain stipulated instalments. We should then hear less of proceedings by the authorities against traction engine proprietors for engines being without the attendant signalman with his red flag at the required distance ahead of the locomotive, when the fellow may perhaps be skulking along on the footpath with his flag rolled up under his arm, or it may be has dropped in at a roadside beerhouse. Similarly we should hear less of proceedings because of the undue emission of smoke ; or again, of engines standing on the high road with steam up and unattended, the driver being at the time in the adjacent inn. These remarks have been originated by proceedings taken at the Dronfield Petty Sessions on the 23rd January, where offences of the three several classes which we have just indicated were established against the drivers or conductors of road locomotives. All these proceedings, it may be explained, were wholly distinct from certain others two or three days before, and to which reference is directed in another article.

STEAMING

CONSTERNATION IN STONTON WYVILLE 100 YEARS AGO (Reported in the Leicester Journal, 17th January, 1862)

THE greatest consternation prevailed throughout the Market Harborough district this week on account of the fearful explosion of a boiler of a steam threshing machine at Stonton Wyville on Monday last. " The news spread with the greatest rapidity and the reports are numerous as well as various, so that it is difficult to know what to believe. " On visiting the spot soon after the explosion took place we found that the small village of Stonton Wyville was in the greatest state of excitement, sorrow being depicted on every face." Apparently a leaky threshing machine was being operated by two men with eleven helpers. It was due to be replaced by a new one at the end of the week in question. The pressure gauge was broken and noone guessed an explosion was imminent. This, says the Journal, was like " the report of a cannon and was heard several miles off. The engine and wheels were nearly smashed to atoms." At last the report comes to mention what surely is the mqin feature of the story. the men who were killed and how they were killed. There

was Thomas Lee (34), carried forty yards by a piece of boiler ; William Woolman (63), " dreadfully mangled, his body carried with a piece of engine for fifty yards, his head and a leg blow off and left in different places ; Samuel Ashby (26) was killed on the spot''.

George Woolman " lingered in great agony into the evening and then expired." The man who was in charge of the machine was thrown for twenty yards into a ditch. " He was able to get himself up and he cried out ' murder' several times, then collapsed exhausted." The story now deals with the inquest—almost as an afterthought. There appears to be something horribly casual about the way in which it was conducted to judge by the way the " Journal" treats the matter.

" The jury after being sworn proceeded to the church to view the three bodies there lying." Then after seeing the fourth body in a house, the members went to the scene of the disaster: " After some time had been spent there the jury returned to the inn." Here the gentlemen decided, after some discussion, to find a witness. They called one of the injured men, " scalded and burnt very bad ". He testified that just before the explosion he had heard one of the men who was killed say: " This tap is dry which ought to let out the water." The inquest was adjourned for a week while several investigations were taken into hand. A Leicester engineer was summoned to examine the parts of the machine ; the actual owner of this tumbledown piece of equipment was called for a second time. Time was also needed for the man who cried " murder " to recover.

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Wallis & Steepens 8 h.p. Expansion Engine No. 2458, built in 1899. New to Whitaker Wright, Lea Park, Witley, Godalming, Surrey.

A wonderful photograph of a threshing drum set at work. Any information ? See also photographs on next page.

STEAMING

A Single Crank Compound Traction Engine at work. Where and when?

The same engine again, showing drum, etc.

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FOR SALE AND WANTED For Sale. Two Single Cylinder Ploughing Engines and various spares. --Details from John Beeby, Wymeswold Road, Rempstone, Loughborough. For Sale.—New twisted brass, two sizes available, 3 in. across corners and 1+ in. across corners, also brass bushes to fit ends.—Details from John Crawley, Field House, Turvey, Bedford. Wanted.—Aveling & Porter's Maker's Catalogue, also photographs of Aveling & Porter Rollers with details.—P. G. Gledhill, " Oakley," 16 Whitley Road, Paignton, Devon. Wanted.—Top prices paid for any Steam Wagon or Traction Engine Catalogues or Books about the same. —J. L. Thomas, 5 Minett Avenue, Rushwick, Worcs. Wanted.—For 1916 " old kind 10 h.p. Marshall Portable: Approx. 21 Firebars (3 ft. 2 in. length), 3 Wheel Hub Caps (41 in. inside dia.), Pair Smokebox Door Handles, and Chimney Flair (16 in. dia. base).—A. G. Coombes, " Appleford," Ide, Exeter. For Sale.—Set of four coloured prints. Size 9+ in. by 51 in., plus a 2 in. border. These have been specially printed for framing with special attention being paid to the colour accuracy. The engines depicted are Fowler Showman's Engine " Kitchener ", F'owler Single Cylinder Ploughing Engine at Work, Thornycroft Lorry and Marshall Traction at Work on the Drum. Each set in envelope with stiffener. 15/- post paid from J. Crawley, Field House, Turvey, Bedford. Wanted.—A good photograph of Devon County Council 10 ton Aveling Roller No. 4986 (TA2658) " No. 1 ". Also any information on whereabouts and owner of Burrell D.C.C. Traction No. 3614.—A. G. Coombes, " Appleford," Ide, Exeter. Wanted.—Photographs of Showman's Engines, past or present.— B. Fielding, Town Hall, Waterloo, Liverpool, 22. Wanted.—Small Pinion, Second Intermediate Shaft Final Drive for Aveling & Porter 8 ton Roller (11,000 Series).—Wm. Dowthwaite, Hutton Grange, Skelton, Penrith.

For Sale.—Any owners of Fowler Ploughing Engines which require new tender back plates should contact me if they have trouble in getting these made as I have recently had the die block made for getting the right shape.—J. Crawley, Field House, Turvey, Bedford. Wanted.—Left-hand Rear Wheel for Foster Wellington Tractor No. 14514. Would prefer pair. Also Driving Chains for a D.G.G. Sentinel. —L. J. Lambe, 2 Hanbury Road, Stoke Heath, Bromsgrove, Worcs. Wanted.—Traction Engine in working order in the region of £100.— S. Hulbuck, 60 Heath Road, Petersfield, Hants. For Sale.—Aveling 8 ton P.V. Roller (No. 11980), good order, clean boiler report. No scrappers. £150 or near offer.—H. Roe, Station Yard, Horsmonden, nr. Tonbridge, Kent (Tel. Horsmonden 229). For Sale. Traction Engine Chimney, 1 1 1 in. dia. at top and 9 in. dia. at bottom. Also Manzel Oil Pump, 81 in. Injector.—J. Proctor, No. 3 Granville Cottages, Gunthorpe, nr. Lowdham, Notts. Wanted.—Details and price of Fowler Ploughing Living Van, Implements, etc. to help make up representative set of equipment.— J. Crawley, Field House, Turvey, Bedford. For Sale. —English Traction Engines (Clarke), 86s. 9d.; Traction Engines in Retirement (Romanes), 57s. 6d.; God Speed the Plough (Spence), 40s.; Traction Engines Worth Modelling (Hughes), 18s. 6d.; Century of Traction Engines, 31s. 6d.; Traction EnRine Pictures, 3s. 10d. All post paid. S.A.E. for complete lists of new and secondhand books.— G. R. Hawthorne, Cleveland Bridle Path, Reading. illustrated Exchange. — Fowler catalogue (1910) in exchange for Steam Wagon or Traction catalogue, or back issues of Steaming, previous to July, 1959.—A Lomas, 9 Williamson Road, Whaley Bridge, Stockport.

STEAMING

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DIARY OF EVENTS

FEBRUARY

JULY

23 A Talk on " Steam Ploughing will be given to the Rugby Society of Model and Experimental Craftsmen by Harold Bonnett, at the Percival Guild House, St. Matthew's Street, Rugby, at 7.30 p.m. Club membeis welcome.

14 & 15. Rempstone Rally. Secretary: J. Beeby, Wymeswold Rd., Rempstone, Loughborough.

MAY 12 Andover Traction Engine Rally. Secretary : G. Howell, 5 The Crescent, Andover.

14 Brettenham Park Traction Engine Rally (5 miles Lavenham, 7 miles Stowmarket). Secretary: R. G. Pratt, Wentlea, Capel St. Mary, Ipswich. 21 Haverhill Rally. Secretary: C. G. Hall, 55 Litchfield Road, Cambridge.

9, 10 & 11. North of England Traction Engine Rally.

28 Taunton Traction Engine Rally at Ash Cross. Secretary : G. Sweet, Dartmouth, Over Stratton, South Petherton, Som.

10 & 11. Beaulieu Rally. Secretary: John Crawley, Field House, Turvey, Bedford.

AUGUST

11 Gt. Wymondley Traction Engine Rally. Secretary: A. E. Deans, London Road, Baldock.

4, 5 & 6. Woburn Traction Engine Rally. Secretary: John Crawley, Field House, Turvey, Bedford.

2 & 3. Revesby Abbey Traction Engine Rally. Secretary : F. E. Cheffins, Hylawns Farm, Croft, Skegness, Lincs.

6 (Monday). Church Stretton Traction Engine Rally. Secretary: G. Hurdley, Esq., 163 Watling Street, Church Stretton.

JUNE

16 St. Eval (Cornwall) Traction Engine Rally. 30 June/ 1 July. Alton Towers Rally. Secretary: S. L. Wedgwood, 58 Clough Hall Road, Kidsgrove, Staffs.

SEPTEMBER 22 East Thorpe, Kelvedon, Essex. Secretary: C. G. Hall, 55 Litchfield Road, Cambridge.

Dim. water treatment

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 or corrosion which results can only bq prevented by efficient water treatment. Consult : ' ♦ I lgiHOUSEMAN & THOMPSON LTD. wMATfO N

,

se l °4 0, "

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

BY APPOINTMENT TO H.M. THE QUEEN SPECIALISTS IN ORGANIC WATER TREATMENT