Steaming 1976 Vol.20 No.1

STEAMING NOVEMBER 1976

Marshall 8 Ton Compound Roller No. 82517 (1927), Reg. RR 7519, owned by Club Vice-President John Beeby. Photographed at Quorn and Woodhouse Station, September 1975 by Robin Colbeck.

The Journal of

THE NATIONAL TRACTION ENGINE CLUB

National Traction Engine Club Membership is open to all, whether engine owners or not, with a genuine interest in the preservation of self-propelled steam road vehicles, portables, etc. The annual subscription is £3 for individuals, £4.50 for family membership. The benefits of membership include advantageous terms for boiler insurance. The club's journal 'Steaming' is sent free to members in November, February, May and August. All articles, photos for consideration should be sent to the Editor. All correspondence re subscriptions, bankers order, delivery (or non-delivery) of 'Steaming' or change of address to: MRS. F. E. WOOD, 'WINDRUSH', HAIL WESTON, HUNTINGDON, CAMBS, PE19 4JY Please enclose S.A.E. when sending subscription or when writing to any officer if a reply is required.

Next issue: Copy, photos, etc. should be in the Editor's hands by 4th January 1977, earlier if possible.

Acknowledgements We are pleased to acknowledge the assistance in the preparation of this issue kindly given by Derek Rayner, Wilf Cole, Ian Hutchinson, James Carcary, John Rhead, Cam Quigley, Kew Bridge Engines Trust, Alan Thomas, all Club and Area Correspondents and all those who helped in any way at all. With special thanks to Mrs. Smart and Mrs. Gull for typing. 2

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TRACTION ENGINE REGISTER STEAM & ORGAN YEARBOOK 1976 DISCOVERING TRACTION ENGINES MORE WORKING ENGINES TRACTION ENGINES MILITARY TRACTION ENGINES TRAVELLING SHOWS SHORT HISTORY OF SAVAGES AN APPRENTICE AT McLARENS THE STEAM SCENE: Vol. 1 STEAM ENGINES WAGONS & ROLLERS THE STEAM LORRY TRACTION ENGINES AT WORK GARRETTS OF LEISTON THE OVERTYPE STEAM WAGON THE UNDERTYPE STEAM WAGON THE DEVELOPMENT OF THE TRACTION ENGINE A TRACTION ENGINE MISCELLANY

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National Traction Engine Club Officers President, and Technical Services S. J. Wharton, Esq., Southern Down, Minster Lovell, Oxford. Vice-President J. T. Beeby, Esq., Wymeswold Road, Rempstone, Loughborough, Leics. Chairman Michael R. Lane, Esq., Mapletree Farm, Chartridge, Chesham, Bucks, HP5 2TF. Vice-Chairman J. Crawley, Esq., Field House, Turvey, Bedford, NK43 BDU. General Secretary G. F. Beck, Esq., 127 Greensted Road, Loughton, Essex, IG10 3DW. Treasurer Peter J. Banks, Esq., 9 Fernley Rise, Thrussington, Leicester, LE7 8UA. Hon. Solicitor: David Tew, M.A., c/o Fowler & Co., Solicitors, 12 High Street, Oakham, Leics., LE15 6AW. Editor Dick Blenkinsop, Esq., Hill Cottage, Radford Semele, Leamington, Spa, Warks., CV31 1UA. Chairman, Rally Sub-Committee P. G. G. Barber, Esq., 71 Winchendon Road, London, SW6. Public Relations Officers London, Home Counties and South: Anthony S. Heal, Esq., Baylins Farm, Beaconsfield, Bucks. Midlands and Wales: Dick Blenkinsop, Esq., Hill Cottage, Radford Semele, Leamington Spa, Warks., CU31 1UA. Northern Counties and Scotland: Tony Parker, Esq., Foley House, The Grove, Lincoln.

Membership Secretary Mrs. F. E. Wood, 'Windrush', Hail Weston, Huntingdon, Cambs, PE19 4JY. Sales Officer Alan C. Wilson, 7 Welton Road, Daventry, Northants, NN11 5PX. 4

STEAMING THE JOURNAL OF THE NATIONAL TRACTION ENGINE CLUB all items are held copyright by contributor and/or N.T.E.C. EDITOR: (This Edition) RAN HAWTHORNE, 19 Bridle Path, Woodcote, Reading, RG8 OSE. OCTOBER 1976

VOL. 20 No. 1

AS FROM NOVEMBER

EDITOR: R. J. BLENKINSOP, Hill Cottage, Radford Semele, Leamington Spa, Warks., CV31 1 UA.

" BLOW OFF " Steaming's Anti-Conversion campaign has aroused considerable interest. That is exactly what it was designed to do. We do know of at least two engines that were converted in preservation to somethingthey-never-were that have now been restored to their original state. We also know of at least five instances of engines where conversion was either started or planned and due to our campaign they are now being restored as original. Sadly we note that a few engines are still being subjected to this savage butchery and are emerging as something they never were. More and more rally committees are rejecting these bogus imposters. If all committees would insist on genuine examples only, then perhaps we would see an end to this pernicious practice.

FROM THE EDITOR'S CHAIR I am pleased to announce that Dick Blenkinsop is taking over as editor of Steaming. Dick is well known as the owner of that delightful little Aveling—Barford Roller,

the youngest entry in our 1975 Road Run. He has contributed many excellent photos for Steaming in recent years and is, of course, R. J. Blenkinsop, the author of a number of railway books, and now "The Steam Scene". I would like to take this opportunity of thanking the very many people who have helped me during my term as editor. I would particularly mention Derek Rayner of Yorkshire, Alan Porter of Lancashire, Alan Thomas of Cornwall and Joe Thomas of "Sentinel Register". They have responded often at very short notice, to requests for help or for informatin. They have regularly supplied me with excellent "copy". I am sorry I cannot thank everybody individually as so many people have helped in one way or another. I am most grateful to the officers and committee for all their help and tolerance. My thanks also to all affiliated clubs, their secretaries and correspondents for their ready assistance and finally the rank and file members, thank you for your help, your letters with scraps of news have all been of interest and value. I thank you all for your support. I trust you will support Dick as you supported me. "Good steaming". RAN HAWTHORNE. 5

BOILER INSPECTION FEES

December — No meeting.

We have been advised by Tennant Budd Ltd. that in common with all major Engineering Companies, the Scottish Boiler have been investigating the inspection service costings, based on their Boiler Surveyors' time, and have come to the conclusion that certain revisions are necessary.

January 26th: "Working Engines" — Alan Martin.

However, in view of the adjustment in terms, negotiated by Tennant Budd in 1975, we are pleased to report that the increase under the N.T.E.C. inspection scheme at this renewal, (i.e. November, 1976) will be less than the general increase they have been applying to contracts throughout the current year. There will be no increase in the fee for Hydraulic Test, which will remain at £15.00 + VAT, and we understand the renewal terms are as under: 1. Thorough examination of boiler including issue of Report F55 and supplementary examination under steam, including Report F55A. £26.00 + VAT

February 23rd: "Worthing and Southern Counties Club" — Brian Johnson.

" CHUFF " Southbrook Traction Engine Club, Sec. H. C. Quigley, P.O. Box 52, Hawarden, New Zealand, are already planning their 20th anniversary celebrations which will take place early in 1978. We quote Mr. Quigley's letter: "If it would be at all possible, and I know that thirteen thousand miles is a hell of a long way to travel, I can assure you that any Member of the National T.E. Club would be made extremely welcome here during our celebrations."

2. Hydraulic Test as before, £15.00 + VAT 3. Examination following repairs and issue of Report F.55 £15.00 + VAT 4. Supervision of repairs as recommended in Thorough Report, Hydraulic Test and issue of Report F.55 £40.00 + VAT

" CHUFF " W. E. Oke, Gooseham, Morewenston, Bude, N. Cornwall EX23 9PG writes: "Please can any reader tell me the whereabouts of Marshall T.E. No. 66160 Reg. MA 5658 in 1921, was owned by Jack Jeffery of Kilkhampton, near Bude, last heard of in the Bristol area.

LONDON MEETINGS Club social meetings are normally held on the last Wednesday in the month, at The Cock Tavern, Great Portland Street, London, (two minutes from Oxford Circus underground station) at 8.00 p.m. November 24th: "A Century of Steam Trains" — Don Sibley, with slides. 6

THE NEXT EDITION Following the pattern of recent years the next edition is to be a special, on the Thames Valley area. Would anyone with articles, stories, photos, etc. relating to this area please send to me (Ran Hawthorne, 19 Bridle Path, Woodcote, Reading, RG8 OSE) by 4th January 1977.

REMINISCENCES OF A YORKSHIRE STEAM HAULIER By Wilf Cole (cont.) When we eventually got the Garrett 8 ton tipper working after the re-building we found it a very good wagon and the pneumatic tyres were a great improvement on the solids. We had actually suggested to Garretts about 1930 that they should fit pneumatics onto their wagons but at that time they said they didn't think they would carry the weight. However, the last wagons they made in 1931 wer efitted with pneumatics so they must have had second thoughts about them. I had not worked with steam wagons on the road since 1919 when I finished with the 5ton Foden, as I had been mainly employed on the maintenance and management side of the business so, when I got on the Garrett in 1934, it was like a refresher course for me. We decided to work this wagon intensively and make it pay. We engaged a youth and the three of us operated it, turning out with it at just after 6 in the morning for a full day's work. We found plenty of work with the old firms we had previously worked for. Examples of loads we carried were limestone, both tarred and dry from Skipton Quarry to Leeds; sand and gravel from the Snaith area to Leeds and the West Riding; cement in bags and tarmac from Stockton-on-Tees to Bradford. We were certainly kept fully employed and were driviing anything up to 150 miles per day. In the spring of 1934, one particular Saturday morning we were working from Cawood Wharton's quarry at Pollington, near Snaith and had just loaded. Whilst we were on the weighbridge, their new Sentinel S4 tipper and trailer drew in from Doncaster to load. This was No. 8978 (DT 4871) and it was when the 'S' model was new and this was one of the first of its type that we had seen. The driver of it was none other than Ernie Liversedge, who was well known until recently on the Northern Rally circuit driving his Sentinel S4 No. 8992 "Prince" which he converted to a water tanker for leading water to the

engines. Naturally, we had a close inspection of this wagon and noted the similarites between it and our Garrett. We had a 2 cylinder high pressure engine whereas the 'S' model was a 4 cylinder job. We then started for our destination — Triangle, near Halifax. It was a journey of about 40 miles during which we would have to stop somewhere for water. We had already filled up at the quarry and our route lay through Wakefield, Ossett, down the cutting into Dewsbury, Brighouse, Elland the notorious Salterhebble Hill into Halifax. Anyone who says steam brakes are no good should have a go at taking a loaded wagon and trailer down the hill into Dewsbury — a long 1 in 10 known as Dewsbury Cutting — we often went down it and were always all out with the brakes. Unfortunately, we had no steam brakes at that time, the trailer was braked by a handle operating a wire rope from inside the wagon's cab and we frequently had to pull the reversing lever back to steady our downhill motion momentarily. We took on water around Mirfield and arrived at our destination about 11.30 a.m. We had just got into position for tipping when we received a big surprise for what should roll into view but the Sentinel and trailer with Ernie Liversedge at the wheel. We did not know at the start of our journey that it was to be loaded for the same job as we were on and we immediately saw that the S4 wagon was one to be reckoned with and that it had been driven by a very good driver. Our Garrett had gone very well and we had not lost a minute on the road. It galled us somewhat therefore to watch Ernie, who had about 12 tons on — the same load as we had — position his charges and side tip his loads using the hydraulic tippers on both, whereas we were still on manual and then drive away off the job before us. 7

LONG JOURNEY I spent about two years on the Garrett and got to know all its characteristics. It was certainly a good wagon and the best steam wagon I had been on up to that date. I often used to take turns driving with my brother Len on long journeys. As an instance of one of these, I have a record of a job we did on 27th November 1934, when we were hauling tarmac from a place called Forcett, near Barnard Castle, Co. Durham to Bridlington, E. Yorkshire. As this was to be the first of many such journeys on this contract, we thought we would try to do it in the day, which we appreciated would be something of a long one. We therefore set off from home at 2.30 a.m. and got to the tarmac works by 7 o'clock. This was a journey of about 64 miles and we then had to load the outfit under hoppers. This was done separately, first the trailer, then the wagon as it was something of a bad pull out of the yard into the weighbridge. The hill would be about 1 in 8 and it was easier doing it that way round. We were weighed and ready for the off by 8.15 a.m. and had a nett load of 12 tons 16 cwts. Our route to Bridlington took us through Easingwold, York, Market Leighton and Driffield and we arrived at the point of delivery in Bridlington, 104 miles at 3 p.m. During the run we had a lunch break of about half-an-hour and also stopped two or three times for water. We started delivering which, with the screw tippers was a slow job and spread the tarmac as we tipped. We reckoned that they would have had it rolled by fiinishing time. Having emptied, we started back for home at 4 p.m. and arrived there, a distance of 72 miles by 7.30 p.m. We had thus driven a total of 240 miles in some of the shortest daylight hours of the year and although the wagon was good for this, day after day, we, the crew, were very tired. However, it does show what the wagon's capabilities were. All its performances were like this although naturally we had maintenance to do on it from time to time and even though it did have its little pecularities as outlined previously, it was nevertheless a very good wagon. I only wish it were still with us today. Another pleasing feature was that we could raise steam with it in 20 minutes in the morning when we had been out with it the previous day. It was a very good puller and was quite at home in the hilly country where some of our jobs used to take us. From Horton-in-Ribblesdale, above Ingle8

ton in North Yorkshire, we used to lead granite dust for concreting down to the industrial area of the West Riding. This job involved us in climbing the notorious 1 in 9 hill, about half a mile long and known as Buckhaw Brow. We usually had about 15 tons nett weight on at this juncture and we had a set pattern to enable us to get up this somewhat formidable obstacle without problems. We would stop at the bottom and build the fire well up, making sure the water level in the gauge glass was alright. When the pressure gauge pointer was up to the red mark and she was just on blowing off, we would set off in low gear with the valve lever in the 'late cut off' position (80%) and just open the foot throttle sufficient to keep the engine going round. It was a question of driving on the steam gauge to keep the pointer on the 250 p.s.i. mark. It was on education to see how the boiler would respond to every stroke of the engine — the gauge would drop back to 245 and then it would be back up to 250 before the next stroke of the piston. We always finished at the top of the hill with her blowing off and never once whilst I was on the wagon did we have to stop on the hill. At the top, it was then a question of dropping the damper, putting some coal on and the pump for going down the other side and we reckoned that when we got to Settle, the hardest part of the run was over, despite the fact that we still had another 40 miles to go. POLICE On one occasion, however, we ran into problems when we got to the top of the hill for as we looked down the other side we could see the police waiting at the bottom near Spencer's Lime works. Len stopped at the top of the hill and we were there so long that they came up the hill to see why we had stopped. We knew what they wanted as there was a weighbridge at the lime works and they were out to catch us for having an overloaded outfit. We were carrying some 6 cwts. of coal on the wagon which we transferred to the trailer whilst we were standing at the top of the hill and before the constables arrived. When we eventually descended to the lime work, having told them we were waiting for purposes concerned with the boiler, we put the wagon on the weighbridge at their request. Fortunately, we knew the inaccessible position of the bridge the works and were able to tell

them that if we had drawn the trailer on, we would not have been able to back it out and we could not back it on — so we were unable to weigh it. The Garrett tipped the scales at 14 tons total whereas the weight for an equivalent wheeled petrol lorry was 12 tons. We avoided prosecution because vehicles converted from solid tyres to pneumatics were allowed an extra 2 tons. So we were able to continue our journey, having picked up the overweight trailer but, we were always being harrassed by the police when our only 'crime' was not conforming to the authorities wishes in that we ran a steam wagon which should have been priced off the road. We had a fairly good knowledge of the area around North Leeds as a lot of our deliveries were in that area but once our lack of local geography let us down in the Heavy Woollen District. We had about 3,000 bricks on — 11 tons — for a job at Howden Clough, near the old Jowett car works and we were on the main road between Borstall and Batley. We stopped to ask the way of a man walking along and he directed us down a road to our left. We took this left turn, up a hill and fortunately Len dropped into low gear for we missed the next left turn we should have taken and we took the following one. We were round this somewhat sharp corner and onto a hill before we realised it. This hill was steeper than Buckhaw Brow and certainly as long. Our problem was that we were not prepared for such a gradient — it was 1 in 7 — at that time as we had a low fire and only about 150 p.s.i. on the gauge. We dare not stop as we were afraid that the brakes would not hold on so steep a hill so I quickly put down two or three shovelfuls of coal and Len adopted the same slow driving technique as for Buckham Brow, merely giving the engine enough steam just to turn over and after about 300 yards, I put on some more coal. The pointer on the gauge gradually started going the right way and by the time we had climbed halfway up the hill and past a pub, I knew we had won. We finished at the top of the hill with the safety valves just lifting which shows what a good steaming boiler Garretts had developed for their wagons. We found out later that the hill in question was Scotchman Lane, Batley, and it was known to be a bad hill to climb but our local knowledge had let us down and we did not know where we were. We were subsequently told that it got its name from the necessity of having to

follow behind wagons, presumably horsedrawn, before the days of traction engines and steam wagons, with a block or scotch to prevent them running away. Because we missed the proper turn, went went somewhat out of our way and finished upon the Wakefield - Bradford road and had to make a long detour to our final delivery point. In 1935 we bought another 4 wheel Garrett wagon. It was a 1930 built model (No. 35426, UB 3671) which we got via a dealer from T. Warwick & Sons, Leeds. Early in the following year I came off the other Garrett, as we realised that since we had 3 'A' licences we were not using, we would loose them if we did not do so. We consequently bought three petrol wagons for local work and I looked after the maintenance and running of these whilst Len drove the Garrett. The other Garrett we held for spares. We were lucky to get a very good mate to go with Len on the wagon. He was called William Dickenson (Dick for short) and he had done his initial training with Messrs. Cooke's of Wortley, Leeds, who were heavy haulage contractors and had McLaren engines. After that, he drove Mann's wagons and in fact drove one of the latest 6 tonners — a one man operated tipper — at Newlay. This was one of a pair which were run from the same firm — my late foreman at Mann's, Alec McLean, drove the other. They were new in 1929 and were run until the tax went up in 1933 when, like thousands of others, they were scrapped. It was an absolutely wicked waste as they were in a practically new condition and were similar to the one which we had on trial in 1926. They could easily do 20 m.p.h. on the road which was about twice as fast as the old 5 tonners could go. These 6 tonners had cylinders which bore a marked similarity to the Foden cylinder design with four short ports in each cylinder making them more efficient than the old three port design. It seems a pity there is not one left in preservation. However, I digress, as Len and Dick carried on with the Garrett until 1938. We had to replace the boiler in 1937 as it was leaking around the foundation ring. We used the boiler out of the other wagon to do this and we used the engine also from this wagon in 1938 to replace that in No. 35250. The engine change we carried out ourselves over a weekend and the wagon was ready for the road again on the Monday morning. 9

SENTINEL AGAIN In the summer of 1938 we heard that the 'S4' Sentinel belonging to Cawood's at Doncaster was for sale. A lot had happened since we had seen it new in 1934 as after a period, they had started sending Ernie Liversedge to London with it. Unfortunately this did not suit Ernie and he left the firm. They then put another driver on the wagon and during a hill start with a heavy load on, the gearbox split. We had learned over the years that this was one fault with the 'S' type wagon as when starting off with a maximum capacity load on a hill in low gear, a tremendous strain was set up between the shaft centres and in consequence the casing fractured. We found the wagon (No. 8978) in a garage with the engine partly dismantled, cylinders off and the rear off side corner of the gearcase broken away. About half a dozen pieces of it were lying around and the components were on the waogn body, just as they had been taken off. We deliberated on the problem. We knew the wagon and what it could do. We thought we could probably get the gearcase welded up without having to take the engine out of the chassis. All the bits seemed to be there and so we made a suitably low offer to take the wagon away as it stood. Our offer was accepted, so we towed the wagon home and started to repair it. REPAIRS Our first job was to strip the gearcase, which was all in one piece with the engine. The part which was broken was right on the corner so we assessed that there would be no expansion or contraction stresses to contend with when the job was welded. We made arrangements with the firm who did our welding to come and weld it. I should add here that, the case was aluminium and welding such metal is not an easy job. However, they sent round a youth of 18 or 19 to the yard with his equipment, and we fitted the pieces together. It was like a jigsaw puzzle but we persevered and he welded it and made a wonderful job of it. We faced it up here and there and fitted new studs where they had broken away. Then we fitted a new low gear and all new bushes. We decided that the breakage would not be allowed to occur again and consequently fitted a very strong clip round the rear end of the 10

gearbox and screwed it by four long i" dia. mild steel bolts. We overhauled the engine, fitted new piston rings, checked and adjusted all the bearings, ground in the valves, etc., etc. We re-fitted the cylinders and then took the wagon out on test, finding that all our hard work had been well worth while for it ran very well and the wagon was ready for work. We were then faced with a problem as we had only one 'A' licence with which the Sentinel could run — and that was on the Garrett. Our solution was to tax the Sentinel, transfer the the 'A' licence from the Garrett and let it have a well earned rest, even though she was still a good runner. This was done in Autumn 1938 and we arranged our first job with the Sentinel, a haul of 2,000 firebricks (about 8 tons) from Leeds for delivery to a bakery at Ashington, Northumberland, some 15 miles beyond Newcastle. We loaded these on a Friday afternoon and they had to be delivered before noon on the Saturday. Len and Dick were on the wagon and they took the trailer. This meant they had 5 tons on the wagon and 3 tons on the trailer, the split this way being done to avoid any dangers of punctures on the wagon, although it meant hauling the extra 3 tons unladen weight of the trailer. They made an early start on the Saturday morning — about 3 a.m. — and had a trouble-free run, arriving in Ashington, 110 miles, by 10 a.m. This was a far cry from our first runs up the Great North Road with the old Mann's wagon, "King of the Road", on steel wheels in 1914. The load was delivered to the bakery and they were on their way back by noon. They arrived home by 5 p.m., a total of 220 miles in 14 hours including about 2 hours for off loading and after tea, I remember that Len went to the cinema. This run proved the wagon was alright and showed just what a modern steam wagon could do. The previous year we had started on a policy of replacing our then ageing petrol wagons by diesel lorries. The first of these was a 6 ton Foden which we bought in 1937 and this was followed by a Yorkshire 6 ton, fitted with a Gardner 4LW diesel, in 1938. We were thus in a good position to compare the relative merits of each type and found that steam was more than capable of holdingits own on both price and availability. We managed to arrange a regular contract for the Sentinel and trailer, hauling coke from Harrogate Gas Works, where we often saw the little narrow gauge

Cawood's Sentinel Reg. TC 9061. A regular traveller in the days of Mr. Cole's' stories.

steam locos they used on their own line to the L.N.E.R., to the Aerodrome at Catterick, way up the Al. One of these locos was an 0-6-2 ST built by T. Green & Son, Leeds in 1908 and in fact it is now preserved in Leeds. The aerodrome at Catterick to which we were delivering became a training base for Spitfire pilots and we all know what a contribution they made during the war years which were to follow. However, this contract started in about October 1938 and carried on until after the War broke out. The coke we carried was large in size but was reasonably light in weight and in consequence we could not carry more than about 9 tons at one load. We stacked the coke in compounds during the summer months for use during the following winted and the wagon used to do one return journey per day. This Harrogate coke was a very good steaming variety and we used to purchase a supply each day to run the wagon. When we bought it from Cawood's in 1938, the reading on the wagon's speedometer was just over 81,000 miles, which distance had been covered in 41 years whilst in their ownership. At the end of the Catterick job, we had pushed it up to

104,000, having covered some 23,000 miles in 12 months. We also carried coal from Pope & Pearson's colliery at Normanton where special loading bunkers had been installed, to Garnett's Paper Mill at Otley. This job we did on hire to a coal merchant at Otley called Mr. Milligan. We did this job for about 7 or 8 months just before the Second World War started in 1939. Shortly after then, petrol and diesel oil rationing started and supplies were severely curtailed. Alternative sources of transport were being sought and naturally steam wagons, using home produced fuel were much sought after. We had an enquiry from this man at Otley who asked whether we would consider selling the Sentinel and trailer. We told him we could consider this as we still had the Garrett wagon standing idle. We eventually agreed to sell the 'S4' and came to terms with Mr. Milligan and agreed a price which reflected the amount of work we had done on it, plus some profit and we sold him both the wagon and the trailer as a complete outfit. Mr. Milligan was very pleased with the wagon and put it to work on the regular coal hauling job which he had and he ran it all through the War. 11

The subsequent history of this wagon is rather interesting as since it was in the vicinity for a while, we were involved in some ways with it for a time. After the coal merchant had been running it for some months, he had a few jobs done on it, including re-tubing which Spurr Inman's at Wakefield undertook for him. This firm made the Sentinel type boilers for the Shrewsbury firm and the re-tubing took them about a fortnight. He also, because the wagon stood outside during the winter, had the pump crack because of the frost and his driver had to run for about six months without one. Sentinels could not supply a replacement immediately due to the War, but when they eventually did, I fitted it for him. After that he decided to have the engine overhauled at the Sentinel Depot in Liverpool. The mechanic who worked for him at Otley was a 'petrol 'man with not much steam experi'ence, but he took the engine out and sent it to Liverpool. After the overhaul, where they fitted new cylinder liners, etc., making it as good as new, it was returned to Otley and the mechanic refitted it in the wagon and got it working again. This overhaul rejuvenated the wagon for it started running like new again and they found it could do the day's work and finish about 3.30 p.m., whereas previously it had taken the full day. It worked like this for a few months and one day, the mechanic drove the wagon when the regular driver was ill and the gearcase went again as he was climbing a hill coming out of Leeds. It seemed that during the overhaul, the clip which we had put on the gearcase had been taken off and not replaced, so they had to tow the wagon home and make arrangements for it to be welded up again. They used our welder to do this — this happening in the middle of the war with transport in very short supply and rationing making things tight. I will give credit to the Milligan's mechanic though, for he got the gearcase welded and trimmed up again and put the wagon back to work in the minimum of time. He also put the clip back around the case, on our advice and the wagon continued in use until the end of the war without further trouble. It was then sold to Sexton & Scraggs, Widnes, who in turn sold it to the Dublin Gas Board who sent it to the Sentinel Depot at Liverpool for overhaul. After this had been done it was put on the boat for Dublin but when the boat was just going out of the Mersey, some12

thing happened to it and it sank. However, the wagon was recovered and again sent back to the Sentinel Depot where it was cleaned up and tested prior to again being shipped out without further incident. RE-DISCOVERED The conclusion to this wagon's story — and a co-incidence at that — came in 1955 when my brothers, Len and Jack were working in Dublin, dismantling some coal briquette machinery they had purchased. They passed the Gas Works one day and noticed two 'S' model Sentinel tippers standing derelict. One of them had been ours!! We did not bother further with it, for although the rally game had started, we had two 'S' models standing at home at the time and I think the ones in Dublin went for scrap to the Hammond Lane Foundry. However, our wagon had proved itself and had carried on during a difficult period in our history and in the next episode, I shall return to the operation of Sentinels — and Garretts — during the early years of the War.

OPPOSITE: Two more steam wagons that were contemporary with the Coles' Brothers fleet.

ABOVE: A Yorkshire wagon owned by G. Pickin & Sons, lckles, Rotherham.

BELOW: Foden Reg. WW 3353 (?) owned by Yorkshire Amalgamated Products Ltd. Ernie Liversidge stands on the right.

&SOr i CMn ING CONTGLZTOPS ICKLES. POTHE PHAM

TET

13

Photographs from JAMES CARCARY, WOODVILLE, ANGUS. In 1889 David Carcary and his brother bought a set of threshing tackle, consisting of a six h.p. single cylinder Robey engine and a 4ft. 6in. Robey mill (thresher) to establish themselves as threshing contractors near Arbroath. In 1893 they bought another Robey mill, No. 3793, this time with a 5ft. drum. This was delivered new to Arbroath station for £144. Shortly afterwards McLaren No. 146, another single cylinder engine was acquired. David Carcary became sole proprietor early in this century, he bought Fowler No. 9387 "Queen

Alexandra" in 1917. David Carcary died in 1935, his three sons continued with steam until 1946 with the McLaren with the 4ft. 6in. mill and the Fowler with the 5ft. mill. Tractors were used until 1957 when the brothers sold up. The 5ft. Robey mill that had cost £144 and had worked for 64 years was sold for £123. We are most grateful to David Carcary, now aged 88 and still active with steam, for the loan of these photos and for much of the information.

Fowler No. 9387 "Queen Alexandra", a class A5 compound, three speed, spring mounted engine photographed August 1919 in the ownership of David Carcary, who is seen here with his three sons. No. 9387 was new as a Showman's engine in 1904 to Jacob Studt. She was later with Biddall Bros. of London and known as "The Mexican". Later still she was with a showman in Scotland named White, in 1914 he used her on timber work but she was too heavy, so he sold her to a Mr. Rankin, who shortened the canopy and cut the dynamo bracket off, he used her for threshing until 1917 when she went to David Carcary for threshing and haulage. James Carcary drove her until 1946. A few years later she went to a contractor named Shirras of Dairsie, Fife, he used her to drive machinery in a quarry. A few years later she was sold for scrap. During the time she wos owned by the Carcary family she had a new firebox and also acquired the registration number SR 2234. 14

David Carcary, (by engine) with his 6 h.p. Robey at a picnic of Jenny Swells Convalescent Home to Farnell Farm, Arbroath 1904.

Carcary's Robey at work about 1895. 15

David Carcary's McLaren No. 146.

44

I SI

.6 •

A,

,9 0,11

4h::#1. • ellaj .":41 A. AO::(

McLaren No. 146, Robey mill, elevator and trusser on the way to the job. See page 14. 16

C, 1895

David Carcary driving his

McLaren. His wife and

children by the tender,

James Carcary is the larg est of the children.

SOME RALLY RAMBLES IN 1976 By ALAN THOMAS

When our Editor asked me to put pen to paper and write about some of my travels for a third time, I thought perhaps I would vary the theme a little on this occasion. Previously, I have given brief accounts of events I'd visited for the first time. This time, I have decided on a mixture of new ones and some old favourites of mine. Visiting a relatively large number of rallies each season makes it difficult to decide which ones to select. Most of those I've been to this year have been pretty good, so if your favourite event is not included, it is owing to pressure of space — nothing else. Although I have written this mainly in the first person, I should perhaps mention that I am always accompanied by my wife on my travels — how she puts up with my 'mania' I shall never know, but no words can express my appreciation of this fact!

CARRINGTON PARK During the Spring Bank Holiday weekend, we paid our first visit, long-waited visit to the Carrington Park Rally. I hadn't visited Lincolnshire since the 1960's, so knew there would be a considerable number of 'new' engines in attendance. Arriving on the Saturday evening assured that I would have a full day at this rally, and also gave opportunity to look around at the exhibits in advance. There certainly were some fine engines on show. Particularly impressive was the 1899 Foster Traction No. 2373 owned by Tom Simpson of Holbeach, typical of the maker's early design, with the front axle set further back. She was particularly good mechanically as well as in appearance — as she steamed along the road to the field, the only noise to be heard was the crunch of gravel beneath the wheels. Rivalling her in its equally fine condition was Horace Smith's Marshall Traction No. 45689 'Dorothy' — the paintwork on this one is second to none — I can't recall having seen an engine finished more tastefully. Rollers, too, were well turned out, Marshall and Aveling being the dominant makes. Site owner, J. Ward's 'S' type Marshall No. 79597 looked and sounded very well, and making its rally debut was Robert H. Crawford & Son's Marshall 'Universal' No. 87260, appropriate18

ly named 'Rolling On'. Messrs. Crawford also presented their rare Thornycroft Wagon No. 39 'Dorothy'. Another engine caught my eye upon arrival was John H. Rundle's Brown & May Showman No. 8742 'General Buller', which towed its owner's 1922 Savage Centre Engine No. 894 'Sans Pareil'. Very pleasing to see some portables in attendance — these still appear to be the rather neglected members of the steam 'family', not often enough being on show at rallies, a great pity, as they were the forerunners of the other forms of steampropelled vehicles, after all. Here was G. B. Hutton's French-built Breloux No. 1643 of 1929, a single cylinder, piston valve design, nicely restored in blue, and having a circular firebox. The other was Roy Pratt's huge Marshall Semi-Portable No. 73870, rated at 20 nhp, and transported around on a low-loader trailer. The power of this one could be seen whilst it was just ticking over, and when the regulator was opened a little, the transporting vehicle fairly rocked with the vibrations! Ploughing engines took pride of of place in the grand parade, two pairs being present, Jack Hancock's Fowler K7's Nos. 15516/7 'Ruth' and 'Hilary' being very well restored. The safety factory at this rally was well to the fore in the organisers' minds, and well worth the effort, as the general public turned up in their thousands, packing the site to capacity. A very friendly atmosphere predominated and although, as I've said, I hadn't visited this one before, I didn't feel a stranger for very long. Everyone I struck up conversation with was very friendly, making my visit a most enjoyable one — I shall definitely visit Carrington Park again in the future. Which is exactly the impression I came away with two years ago when I visited Burtonwood for the first time. It was certainly without difficulty that I decided to make the pilgrimage there again in 1976. As I left the motorway to journey the final few miles to the site, following the usual roller tracks and passing the odd engine en route, I knew that this was going to be another outstanding event. We turned into the entrance at the same time as a

late entry, the big 8 nhp Foster Traction No. 13111 'Herbert', owned by Carter & Whiteside, once owned by the late Herbert Sheperd and now renamed in his memory. We duly pitched tent, met up with some friends for a natter, then went for a ramble along the line-up to see what was new. Yet another one from the Isaac Ball stable was making its first appearance here this year, Burrell scc Roller No. 2649 of 1904, now owned by Bryan Rawstrone, great grandson of Isaac Ball, himself. I particularly like the way that Ball turned out his engines — the full length cab and large toolbox may seem rather cumbersome to many, but they undoubtedly give the engines a rather distinctive character, and its is pleasing to note that most of the ex-Ball engines have retained these items in reservation. The diminutive Tasker Tractor No. 1296 'The Horse's Friend' looked completely different from when I last saw it, now beautifully restored by Nigel Moores, and minus its half-cab. One which I was sorry to have missed the last time I was here, but which was well worth waiting for, was Walter Fitter's Foden compound No. 2312 'Elizabeth', again restored as a Foden should be, a really imposing engine. Fellow-scribe, Alan Porter was attending with his recently-acquired Burrell compound Roller No. 3535, ex-Leyland Corporation, making its Burtonwood debut, as was the Marshall Convertible Roller No. 75408 of Ray Hulock, which spent its working life on the Isle of Man, only recently coming to the mainland for preservation. Very few ploughing engines are to be found in the northwest, and just about the only one to attend rallies is Dennis Priestner's Fowler BB1 No. 15148, painted and lined out since I last saw it, and joined on this occasion by his compound Marshall Tractor No. 53176 'Boadicea', a neat little engine of 5 nhp. Two Wallis & Steevens 'Advance' Rollers were attending, No. 7773, the prototype model of this design, owned by Rufus Carr of Rimington, and No. 7851 'Friend Richard' of Ron Kitchen, Fulwood. Both were painted in rather unusual liveries, nicely finished, however, being eye-cating without appearing gaudy. Yes, Burtonwood is undoubtedly one of the finest rallies being held at the present time. We were again made to feel really a part of the proceedings, as it is an event which spectators as well as participants can really become involved in.

KIRKBY An event we hadn't planned on visiting at all, but turned out to be well worth the

extra effort, took place on the same weekend as Burtonwood. Having time in hand on the Sunday, a quick look at the 'calendar of events' revealed that the second Kirkbyin-Ashfield Rally was not so far off the beaten track, so we set off in that direction. The sound of steam in action as we entered the field soon assured us that our visit would not be in vain. Plenty of activity abounded throughout the afternoon — the organisers certainly knew how to keep things moving without the annoying breaks between events that we all too often encounter. As for the engines themselves, well, this was practically new territory for me, and there was more than enough to satiate my appetite on this occasion. This was a rally which presented quite the most comprehensive cross-section of heavy road locomotives I have yet seen at any event, four manufacturers being represented. John Blagg had his 8 nhp McLaren No. 1421 'Captain Scott' in attendance, the first time I'd seen her, despite the fact that she's been rallied for the past 20 years or so! I was impressed, she is kept as a working engine, just a plain finish to the paintwork which sets off her rugged proportions to perfection. Fowlers were represented by Graham Love's 8 nhp No. 15323 'Excelsior', previously well-known in the ownership of John Reynolds of Tickhill, and looking more like a road engine should be, in my opinion, than when I last saw her in 1968. A halflength canopy now replaces the rather top-heavy full-length one which she used to carry, and a true Fowler-style stovepipe chimney has been fitted. Burrell No. 3257 'Clinker', a 7 nhp 'Contractor's' Road Loco, now owned by Michael Ward of Oxton, was still on straked wheels and being restored as original I'd say — a real beauty when finished, and the fourth example, although not quite as big as the preceding three, was Howard Bros' 6 nhp Marshall No. 74871 'Lion', an overhead slide valve compound, which also worked as a roller, but which is now in its original form. How refreshing it is to see such engines restored as they were during their working life. In these days, when conversion, twisted brass and capitalism resound in our minds with alarming realism, it is good to know that there are enthusiasts who care enough to preserve part of our national heritage as it ought to be done. There were a good many other note-worthy engines at this rally, also, including a nicely turned out Garrett Agricultural No. 28249 'Pioneer', owned by Bruce Ragsdale of Retford. Another West Country engine which had escaped my lens till now, Martin Burr's ex-

19

tremely well restored old Foster single No. 2775 of 1903, and John Pattinson's immaculate Fowler Roller No. 16979 'Dorothy', to name but a few. And, of course, I must mention the winching display put on in the ring, when Michael Hammond's Fowler single No. 2267 of 1873 was used to pull 'Captain Scott' across the arena, to give visitors an insight as to how a ploughing engine operates. The smoke which emitted from the old engine's chimney, high into the sky, fortunately captured on camera, will bring back merories of my first visit to this area for many years to come. It was in the small hours of Monday morning when we finally arrived home in Cornwall, but the unscheduled detour had been well worth it.

WOODCOTE To bring my ramblings to a close on this occasion, I have chosen yet another of my old favourites — the Woodcote Vetern Transport Rally. I have been to this one every few years since the mid '60's — it's what I regard as a good 'all-rounder' — there being something for every enthusiast. Whether it be steam, i.c., horse-power or any other form of transport you are interested in, it's an odds on chance you'll find what you're looking for at Woodcote. For my part it was the engines which formed the main interest, naturally, and this year it was almost home from home, as several former West of England residents were attending. Making its first appearance following a very thorough rebuild was Noel Greenaway's Fowler single Traction No. 7942 'Jonah' of 1899 — this little engine had spent all its life in Devon and Cornwall, being sold at an auction in a rather sorry state, boiler-wise, in 1972 to the present owner. She's always been green in the past, but her new red livery suits her very well, I must say, in fact, I've never seen her looking or running so well. Then there was the big Burrell single Roller No. 4040 'Heather', maintained by Jim Callan, her paintwork now a little weather-beaten, but she is still recognisable by that familiar exhaust beat which only a Burrell can possess. A rather rare roller making its first rally appearance in the area was Michael Bowyer's Clayton & Shuttleworth No. 48835, which had spent its working life with Messrs. Buncombe of Highbridge, and latterly been preserved in South Devon. She is the only one of her type in the 20

Thames Valley area. New to me was Fred Darnell's 8 nhp Wallis & Steevens single Traction No. 2932 of 1907, an engine of large proportions, stark in appearance, but most impressive. Wallis engines seemed to get more streamlined as the years progressed, but it is very rewarding to know that this example of their early engineering design has lived on into preservation. All too few of the type have survived. One aspect of this rally which I really liked was the way in which the organisers endeavoured to promote the aims of the Road Roller Association, which certainly deserves far more support. After the grand parade for all steam vehicles, the nine rollers attending were brought back for a parade of their own, when they circulated in two directions to the tune 'Land of Hope and Glory'. It was indeed nostalgic to see these machines given pride of place. All too often, the humble roller is pushed into the background somewhat in favour of its more glamorous counterparts, but at Woodcote in 1976, they were given the prominance they deserve. There were two each of Aveling, Burrell, Fowler and Wallis, and one Clayton, all of them different types, participating in what I thought the highlight of the afternoon's events. Yes, a rally organised along the lines of Woodcote is certainly assured of a longstanding future. There might not be excessive entries in each section, but to my mind, everything is proportioned as it should be. The organisers' have not allowed themselves to be 'overcrowded' over the years, and in this way have succeeded in maintaining an interesting and adequate rally in every respect. Well, there it is. Four different rallies, all with the accent on steam, but varying in size and presentation. As always, I have given my own opinions on various engines and aspects, and realise that these might not identify themselves with all and sundry. I was never fortunate (or judging by some stories I have read, should it be unfortunate!) enough to work with steam commercially, so can't comment on the various favourable aspects or misdemeanours of the many types of engines in this way. I only know what appeals to me regarding the preservation of engines and it is along these lines that I submit my scribings. By and large, the folk who preserve our engines are doing a fine job, and enthusiasts such as myself who are not fortunate enough to own engines of our own owe a great deal to them for putting them on public display year after year. I look forward to many more seasons 'in steam' with them.

ROAD TO RAIL By Ian K. Hutchinson

This is a brief account of the road vehicles, both steam and petrol which were converted into railway locomotives by the Derbyshire Carriage and Wagon Company of New Whittington. Over a period of some thirty years these locos served the company well, shunting wagons round the workshops and yard. Two petrol lorries, three steam wagons and a steam tractor were converted. The Company was formed in October 1913 as Lockers Wagon Co., and became the Derbyshire Carriage and Wagon Co. Ltd. in December 1918. In 1944 Whittington Engineering Co. Ltd. was formed as a subsidiary, but became the parent company in January 1969, Derbyshire Carriage and Wagon then becoming the subsidiary company. Very little is known about the first two locos except that they were converted from old petrol lorries. According to an

elderly ex-employee they were simply converted to rail running by the fitting of flanged wheels. They were almost certainly Albion and Commer products but this has not been confirmed. About 1934 the two petrol locomotives became due for replacement. A redundant Garrett undertype wagon number 34181 was purchased. This was rebuilt into an 0-4-0 under the supervision of Mr. W. Buxton the works manager at the time. No drawings were made, it was all done bit by bit by trial and error. The boiler and cab were mounted on a four wheeled truck fitted with buffing gear. The engine was mounted underneath and drove the rear axle by means of a roller chain. Garrett 34181 was supplied new in 1922 to Messrs. W. Aitken of Stockbridge, West Lothian and carried the registration SX 1558. By 1926 it was in the ownership

Foden No. 13152, February 1952.

Photo: F. Jones. 21

Sentinel No. 7973 in 1949.

Photo courtesy of Whittington Engineering Ltd.

of Blackstone and Co. of Stamford, who offered it for sale in 1934. Most probably selling it direct to the Derbyshire Carriage and Wagon Company. Later in 1934 or early 1935 a Foden overtype steam wagon No. 13152 was acquired from R. White and Sons of Birmingham. By 1936 it had been rebuilt by Mr. Buxton into a 2-4-0. The original Y spoked front wheels were retained having had steel tyres bolted to them. The chassis was strengthened and buffing gear fitted. The rear axle was removed and replaced by two chain coupled axles, these being driven by the original chain. A large winch was fitted at the back to enable 22

wagons to be hauled from the workshops without the engine actually entering and filling them with smoke. No. 13152 was built to the order of Unwin Sowter Ltd. of Derby, but the order was cancelled . It was registered LG9 by Fodens and sold to R. White and Sons of Birmingham being delivered to them by road on 31st December 1928. SENTINEL In 1936 a Sentinel No. 7973 was obtained. No. 7973 was new on 7th August 1929 to James Oakes and Co. (Ridding Colleries) Ltd. and carried the registration number

Ruston Proctor No. 52337, February 1952.

VO 2094. In all probability they sold it direct to Derbyshire Carriage and Wagon. It was not rebuilt until 1947. During this time it may have been used as a road vehicle but this is conjecture. Except for the wheel arrangement this time 0-4-2 this rebuild was very similar to that performed on the Garrett. The main difference being the fitting of a winch and a corrugated iron canopy. RUSTON About the same time as the Sentinel was rebuilt the company obtained a Ruston Proctor 5 ton class SCD tractor, works number 52337 of 1918. This compound tractor had been constructed to the order of the War Office and left the works in August 1918. By 1921 it was owned by Cox, Wilson and Sons of Ashford, Derbyshire. During the 1930s it was employed on the fairgrounds and during this time is reputed to have carried the name "Lincoln Imp". By 1946 it was in the hands of B. R. Mills of Chesterfield. By 1951 the Foden was in very poor condition, so the decision was made to rebuild No. 52337 as a replacement. This was to be the last of the rebuilds. The complete engine minus wheels was mounted on a specially constructed four wheeled truck, the final drive appears to have been taken to the rear axle by means

Photo: F. Jones.

of a duplex roller chain. An all over cab and a winch were fitted. In 1952 the company decided to obtain a diesel shunter. It was ordered from Ruston and Hornsby. This arrived at the end of June having been despatched by Rustons on 26th June. Details: Type 88DS weight 17 tons. Works number 321734. The power unit being a Ruston Mark 4 VPHL four cylinder engine number 335658. In March 1952 the Foden was scrapped, the Garrett met the same fate in February 1954. The Sentinel lasted until about 1956. Last to go was the Ruston Proctor which was cut up for scrap during 1959, leaving the Ruston diesel to soldier on single handed. Locomotive haulage finally ceased some time in 1968 and the Ruston was sold for scrap to Marple and Gillott of Sheffield in May 1969. Although the Derbyshire Carriage and Wagon Co. were not the only firm to convert traction engines and steam wagons for rail use they were unique in having so many. Amongst other companies which had such conversion were Hall and Co. of East Croydon, who converted McLaren No 1547. I am pleased to acknowledge Mr. R. E. Hooley, Mr. A. Duke of the R.L.S., The Industrial Railway Society and Whittington Engineering Ltd., for their assistance in the preparation of this short article. 23

THE PARKYNS-BATEMAN STEAM TRICYCLE By John Rhead.

The English have long been regarded as a nation of inventors, today they have a reputation for failing to exploit those inventions. The inventor is not, however, always at fault in this regard, as is shown by Sir Thomas Parkyns and his tricycle. Sir Thomas was a baronet and an inventor. He designed and owned a steam tricycle, though the date of its inception or construction is not known. In 1880 he was driving through London on his tricycle when he was stopped by a member of the Metropolitan Police and certain facts were reported. He was duly charged with five offences under the Locomotive Acts of 1861 and 1865, and the Highways and Locomotives (Amendment) Act 1878. The Metropolitan Police Magistrate found him guilty on all counts. He appealed to the Queen's Bench Division of the High Court where it was swiftly agreed that the real question in issue was whether the vehicle was, or was not, a locomotive. On this one question hung the guild or innocence of Sir Thomas on all five counts. The Courts are not renowned for the propogation of technical data, so we should be very grateful to Lord Coleridge, the Lord Chief Justice, for the judgment which he read on 4th July 1881. This is reported as Parkyns v. Preist, (1881) 7 QBD, 313, and part is quoted here by permission of The Incorporated Council of Law Reporting for England and Wales:"On the part of the appellant, Mr. Bateman, an engineer and machinist, was called as a witness. He described the machine as being like an ordinary tricycle, and capable of propulsion in the ordinary way by the feet of the rider, but with auxiliary steam power to assist the rider, which steam power was, however, sufficiently powerful to move the vehicle if desired without the foot motion. In a metal case (size about two feet by two feet by nine inches) placed below the level of the seat and near the feet of the rider is a small copper tubular boiler and an engine. The fuel used is gas evolved from methylated spirit or mineral oil, in the same manner as in the contrivance known as the White24

chapel lamp. There is therefore no smoke, and the exhaust steam instead of being blown off into the atmosphere, producing the puffing noise common to locomotives, is discharged into a coiled pipe in another metal case behind the rider's seat, and is there condensed and returned by a small pump to the boiler as hot water, thus at once economising water and fuel and preventing escape of steam into the atmosphere. The power of the engine was about one horse power indicated, and it was capable of drivinig the vehicle on a level road at a rate or nearly ten miles an hour, but not more. When the vehicle was so driven there was nothing to indicate that it was being worked by steam power, and nothing which could frighten horses or cause danger to the public using the highway beyond any ordinary tricycle. The weight of the machine was proved to be about two hundredweight, and the tires of the wheels about an inch and a half in width being similar to bicycle wheels, but somewhat stouter and stronger. The tires being of indiarubber no injury would be done to the surface of the road by working the machine on it. It was further proved that the machine was fitted with a brake sufficiently powerful to stop the machine in a very few yards against the power of the steam even if it continued working. This was effected by the brake having a powerful leverage, so that a force far less than the force of the steam applied to the brake would nevertheless stop the machine. The brake is also fitted with an automatic action, by which when the weight of the rider is off the seat, the seat rises and thereby applies the brake, so that when there is no person sitting on the seat the brake is applied and prevents the machine moving. The machine is guided by a handle, and can be turned completely round in twice its own length. The boiler is tested to bear a pressure of 700 lbs., and it is habitually worked with a pressure of about 150 lbs. Even if the boiler did burst, being tubular and of copper, the only result would be a rent in one of the tubes, and there would be no explosion".

His lordship did not describe the cylinders or transmission. If the tricycle was a locomotive, Sir Thomas had been guilty of the following offences:(i) not having three persons in charge of the machine, one walking twenty yards in front (successor to 'Red Flag Man); (ii) driving at more than 2 m.p.h. in town; (iii) not having the owner's name and address affixed in conspicuous manner; (iv) its wheels were not 'smooth-soled: and three inches or more in width; and (v) its weight was not affixed in conspicuous manner. The pleadings to the case were heard on 20th June 1881. Mellor QC (later Lord Justice Mellor) appeared for Sir Thomas, he argued that the tricycle had not been invented, nor was it in prospect, at the date of any of the Acts creating the various offences. He maintained that the Acts were intended to deal with:"heavy machines drawing wagons, steam rollers and the like; such locomotives emit smoke to the annoyance of passengers, or injure roads by their weight". This vehicle did not at all fit that discription, and surely the law could never have intended that a tricycle was to have been preceded by a man with a red flag? "Locomotive" as defined in the Act of 1878 meant "any locomotive propelled by steam or other than animal power." He argued that "propelled by steam" meant only by steam and not steam as an auxiliary. He commented that the definition could even include an engine propelled by clockwork, if such existed! The court then rose and and reconvened for the judgment on 4th July. Lord Coleridge read a judgment prepared by himself, Baron Pollock and Mr. Justice Manisty. He set out the law and then described the tricycle. He advised that Mr. Bateman, Sir Thomas' witness, had explained that the principles employed could be utilised in larger carriages, but that the fuel used and the india-rubber tyres limited any further weight increase of that particular machine. His Lordship said that the very description of the engine was enough to decide that it was a locomotive, the fact that it could be pedalled and that its design or manufacture were not contemplated when

the Acts were framed could not alter that. It could not be excluded from the effects of the various Acts. The application of such an engine to a larger carriage would create a vehicle, by reason of its size and weight, "much more dangerous". The last few minutes of the judgment related to other matters which are of no concern to us here, but, with hindsight, one may reasonably wonder whether it was not the fear of larger engines developed from Sir Thomas Parkyn's experimental machine which weighed on the minds of the judges. Sir Thomas thus lost his appeal, the conviction stood, and costs were awarded against him. The Law Reports give no hint of any appeal by Sir Thomas who probably felt that he had had enough. The chances of his winning any further appeal would have slight, and the venture had been expensive enough already. It is believed that the tricycle did exist for a further thirty years but we hear little of it. The fact that the Road Locomotive Society's records contain no mention of Sir Thomas Parkyns or his engine imply that he quietly dropped the whole matter and did no further development works on it. Thus died a brave and interesting experiment. To withstand a test of 700 p.s.i. and running pressure of 150 p.s.i. the engine must have been well designed and constructed. It was certainly compact. The condenser sounds simple and effective, and the whole concept capable of development. The auotmatic brake on dismounting was a novel and clever idea, and it is sad that such an enterprise, with so much promise for application elsewhere, was (it seems) effectively killed by the law.

N.T.E.C. BADGES, TIES AND A FULL RANGE OF PUBLICATIONS ARE AVAILABLE FROM THE SALES OFFICER, A. G. WILSON, 7 WELTON ROAD, DAVENTRY, NORTHANTS NN11 5PP. 25

Sentinel "S8" No. 9105 approaching Land's End from John o' Groats. LETTER TO THE EDITOR South Wootton, King's Lynn. Dear Mr. Hawthorne, The fine photograph of Mr. Shone's Sentinel S.8 leaving Cricklewood for a length of the British Isles run should be placed before all those people who direct transport policy. It would be helpful to add a sound recording and a short burst of a modern diesel accelerating plus a container of its noxious exhaust for good measure. The total extinction of the road steamer for heavy haulage by vested interests is the saddest and most unreasonable event in the history of steam transport. Of course, it is now also unreasonable to expect today's 'stokers' to carry out the ritual connected with maintaining a coal-fired boiler. Surely electric ignition and oil-firing would not be found objectionable — North Sea oil, of course. In recent years experiments in the silencing of large diesel lorry engines received considerable publicity. Obviously no progress is evident! 26

Photo: Alan Thomas.

It is astonishing to remember that the last types of shaft-drive Sentinels and Fodens were produced more than 40 years ago. A continuing development, had it been possible, would have at least provided a commercially viable choice of heavy prime mover today. It is hoped that the S.8 in particular will achieve a National write-up on its performance: if that publicity can be handled by a journalist other than the calibre who class all vehicles with wheels and a chimney as "traction engines" — so much the better! One thing is missing from the S.8: that is its name, date of making, etc., and journey writ large on the cab. A pertinent remark about its non-polluting effect on the quality of life which yet remains to us would be in order! Perhaps I share the thoughts of many readers in wishing for a riding ticket on such a journey. Good Steaming! Yours sincerely, ANTHONY BEAUMONT.

THE HISTORY OF THE THE SOUTHBROOK TRACTION ENGINE CLUB by H. C. Quigley, Hon. Sec., P.O. Box 52, Hawarden, New Zealand.

The first Traction Engine Rally to be held in New Zealand took place at Southbrook on 21st June, 1958, in a field owned by Mr. Jack Taylor of Line Road, Southbrook. A great deal of preparatory work had taken place over some considerable time before a decision was reached to hold this Rally. Some well known steam men had discussed forming a Club to renew interest in traction engines and other items pertaining to steam. To the forefront of these enthusiasts were two men, Mr. M. R. Pearson and Mr. F. A. McIntosh, both of whom were men well versed in anything using steam. Mr. MclIntosh, Fred to all and sundry had spent many years running threshing machines throughout Canterbury, while Mr. Pearson or Marty as he is known to everyone had operated steam driven sawmills, built bridges and transported houses over most of the area. Both these men incidentally, are still with us, Marty as Patron of the Club and Fred as the present Chairman. The inaugural meeting took place on the 3rd June 1958, when it was decided to form a Traction Engine Club and to hold a Rally as soon as possible. Mr. McIntosh was elected Chairman and Mr. R. Pulley Secretary. A committee was elected consisting of the following, Messrs. Fahey, F. Pearson, K. McIntosh, M. Pearson, L. Beatty, L. Power, C. Kolkman, R. and J. Taylor. The aims and objects of the Club were to raise funds for sports bodies, local halls and other worthy causes. Fourteen traction engines, one portable engine, two threshing mills and one chaffcutter were at the first Rally as well as a crowd estimated at 5,000. Spectators came from as far afield as Auckland some 600 miles away. After all expenses were paid a profit of some £250 was made, our first rally and a great success.

The following engines were among those attending at the first Rally: McLaren 1926 8 h.p. compound No. 1719. G. W. Pearson & Sons. Burrell 1910 8 h.p. compound No. 3227. G. W. Pearson & Sons. McLaren 1906 8 h.p. compound No. 837. A. McIntosh. Burrell 1911 10 h.p. compound No. 3130. R. Hawkins. Robey 1911 8 h.p. compound No. 29530. C. O'Neill. Fowler 1914 10 h.p. single No. 14516. M. Harris & Sons. Burrell 1905 8 h.p. compound No. 2696. G. Jackson. McLaren 1913 8 h.p. compound No. 1341. L. Massey. Marshall 1909 8 h.p. single No. 39914. J. Thompson. Robey 1909 8 h.p. compound No. 28295. J. Bowman. Burrell 1914 8 h.p. compound No. 3529. Greer Bros. Yorkshire Steam Wagon No. 1535. Brown & May Portable 4 h.p. No. 6919. On 18th October 1958, the Ashburton Steam Club held a Rally at Tinwald to raise funds for the Tinwald Hall and a swimming pool at the Nurses' Hostel. This was the first Rally of the Ashburton Club who were a very close second in the formation of Traction Engine Clubs. A large number of engines attended this meeting including two from the Southbrook Club. On 11th April 1959, two engines from Southbrook attended a Rally at Lakeside, 24 miles south of Christchurch. The engines concerned were the McLaren and Burrell of G. W. Pearson & Sons. 27

23rd May 1959 saw the second annual Rally held by the Southbrook Club. Seventeen engines including two from Ashburton and two from Darfield attended as well as two threshing mills and a chaffcutter. The engines included the following: Fowler 1896 6 h.p. single No. Unknown. P. L. Pachnatz. Burrell 1904 8 h.p. single No. 2203. W. Topp. Burrell 1905 8 h.p. compound No. 2696. G. Jackson. McLaren 1906 8 h.p. compound No. 837. A. McIntosh. McLaren 1907 6 h.p. single No. 853. H. Croft. Burrell 1909 10 h.p. compound No. 3139. R. Hawkins. Burrell 1909 8 h.p. compound No. 3227. G. W. Pearson. McLaren 1909 8 h.p. compound No. 1113. R. Judd. Marshall 1909 8 h.p. single No. 39914. J. Thompson. Robey 1909 8 h.p. compound No. 28295. G. Everest. Burrell 8 h.p. compound. H. Rainey. Aveling & Porter 8 h.p. compound No. 7304. B. Gillanders. Robey 8 h.p. compound. R. Gurdler. McLaren 8 h.p. compound No. 1110. H. Feather. Fowler 1906 10 h.p. compound No. 10320. L. Tong. Burrell 1911 8 h.p. compound No. 3142. J. Bowman. Robey 1911 8 h.p. compound No. 29530. C. O'Neill. McLaren 1913 8 h.p. compound No. 1341. E. Massey. Burrell 1912 8 h.p. single. R. Mathers. Fowler 1913 8 h.p. compound No. 13090. V. Harris. McLaren 1907 6 h.p. compound No. 919. R. Gallagher. Marshall 1914 6 h.p. compound No. 60139. W. Proctor. Fowler 1914 10 h.p. compound No. 14516. V. Harris & Sons. McLaren 1926 8 h.p. compound No. 1719. G. W. Pearson & Sons. Garrett Steam Truck. R. Gurdler. Brown & May 4 h.p. Portable. R. Gurdler. As can be seen from the foregoing list the Traction Engine Rally was becoming firmly established as a fund raising effort, large crowds were attending and more engines were being rescued from the scrap metal dealer, though unfortunately large numbers of engines had been cut up in 28

the ten or so years before the 1950's. The Club membership had built up over these early years and had by this time reached the 80 mark. Mr. McIntosh was still Chairman and his enthusiasm was just as contagious as it is now in the middle seventies. PLUNKET The next outing was arranged by the Belfast Plunket Society in conjunction with the Southbrook T.E. Club in an endeavour to raise funds for the Society. This took place on the 11th November 1961. Four engines from Southbrook attended and apparently the outing was successful as the Christchurch Plunket Society was next to ask for assistance financially. The Club sent three engines to Ryans Road and the help was appreciated. Perhaps it would be appropriate at this point to mention that Club members do not ask for appearance money in any shape or form when assisting any organisation to raise funds. We provide our own coal and our own transport to all Rallies and Fairs throughout Canterbury. It is purely a voluntary effort and we do not ask for monetary assistance although some commercial firms wish to sponsor us on our travels to advertise their products. Engine owners in the Club are fully representative of practically all occupations one can think of. There are dairy farmers, saw millers, sheep farmers, contractors, business men, salesmen and in my case a retired farmer. We are not concerned with making money for ourselves, just as long as we can pay our way and enjoy doing something for others is all we ask for. The Lincoln Park Domain Board was the next organisation to ask members to assist their finances with a visit. This was on 27th April 1963, and the Club Patron took his McLaren there on a transporter for the day. Quite a few smaller organisations asked the Club to attend their efforts at this time. 5th October 1963, to the West Melton Hall fund raising rally, Pearson's McLaren and Burrell were present. 18th April, attended the Springston Hall fund raising rally with three engines. This was on 3rd October 1964, assisted the Greenpark Hall to raise funds with two engines. 16th October 1965 to the rally held by the Ashburton Steam and Model Engineering Club with three engines, two McLarens and one Burrell. Heavy rain in the afternoon spoiled the day. Glentunnel School Rally was held in the Glentunnel Domain on 9th March 1966, and once again three engines attended.

The Northern A. & P. Association held its Centennial Show in October 1966 and Marty Pearson took his recently restored Robey engine along with Fred McIntosh's Anderson threshing mill. A very successful weekend was held at Fernside when the Rangiors Jaycees held a rally there on the 15th-16th April 1967. Eighteen local engines plus chaffcutters and threshing mills attended and were put through their paces. Wooden mills, the American tin mill and balers were all at work during the two days. A journey was made to Oxford on 12th June 1967 with five engines from Southbrook to assist with fund raising at the ploughing match arranged by the Oxford Young Farmers' Club. A very cold day. A Southbrook Club Rally was held in conjunction with the Southbrook Football Club on 6th-7th April 1968 at Jack Taylor's property on Marsh Road. During 9th-10th November 1968 six Club engines travelled to New Brighton for the New Brighton Lions Club Festival at Queen Elizabeth Park. All engines made the journey down on the Saturday before the Festival with the living vans. Once more a very succesful outing. Fourteen Club engines travelled North to attend a fund raising effort at the Hurunui Domain for the Hawarden District High School on 29th-30th March 1969. A large sum of money was raised for the School during the two days, especially on the Sunday when a very large crowd attended. The journey entailed a round trip of approximately one houndred miles for most of the engines and this was the last occasion when we were permitted by the Transport Department to travel on the roads on steel wheels. Engines attending this Rally were, Burrell 4 h.p. 1913 compound No. 3510. S. Pester. Garrett 4 h.p. 1914 compound No. 7604. L. Rogers. Fowler Roller 5 h.p. 1926 No. 16773. Hassall Bros. Robey 8 h.p. 1911 compound No. 29530. M. Pearson. Burrell 8 h.p. 1926 compound No. 3975. A. Greer. McLaren 8 h.p. 1926 compound No. 1719. D. Pearson. Burrell 8 h.p. 1909 compound No. 3227. Vette, Kearns, Taylor. Marshall 8 h.p. 1909 compound No. 52609. L. Quigley. McLaren 10 h.p. 1909 compound No. 957. Quigley & Warwick.

Fowler 8 h.p. 1904 compound No. 9981. P. Earl. Foden 8 h.p. 1903 compound No. 656. H. C. Quigley. Burrell 8 h.p. 1911 compound No. 3333. A. Davis. McLaren 8 h.p. 1910 compound No. 1110. H. Feather. Burrell 8 h.p. 1910 compound No. 3228. F. A. McIntosh. Burrell 1 h.p. 1965 Built by owner. 1/3 scale. H. Rainey. CANTERBURY On the weekend of the 26th-27th April 1969 seven Club engines were transported to a Rally being held by the Canterbury Steam Society at A. Hulstons property at Templeton. The engines had to be transported because of the ban imposed by the Transport Department on the use of steel wheels on the roads. As we have no access to solid rubber tyres such as you have in England it was a matter of improvising something. The only substitute we could find were damaged tyres from earth moving machines. These are very heavy and usually up to thirty-five ply, but after cutting the sides out of these tyres which in itself is a very difficult job, we are able to stretch them with hydraulic jacks and edge them over the rim of the engine wheel. They are then bolted in place and usually cause no trouble in travel, in fact some have lasted for hundreds of miles without breaking a bolt. A Club Field day was held at Jack Taylor's farm around Christmas 1969 followed by a Social evening at the Masonic Hotel in Southbrook. Some wonderful tales are told after an hour or two spent in these hostelries. One story is told of the crusty old farmer who had half a dozen trucks around his stack yard. After his grain had been threshed and the mill had left for the next farm the ducks were discovered to be missing. The farmer followed the engine and mill down the road and accused the threshing gang of stealing his ducks. He was invited to search the outfit but could find nothing anywhere. Finally, he gave up the search and departed for home whereupon the cook of the men lifted the lid of the water cart and disclosed the six ducks swimming quite happily around the tank. On 18th-19th April 1970 a Club Rally was held on Jack Taylor's farm in Marsh Road. This was attended by sixteen engines as well as a number of vintage tractors and other old machinery. Grain 29

threshing, chaff cutting and wood sawing was done during the two days. Children were catered for by rides on trailers towed by traction engines, this is a most popular form of entertainment as far as the children are concerned, not to mention the adults who also seem to enjoy riding around the ring. Engines attending this Rally were as follows: McLaren 8 h.p. 1926 compound No. 1719. M. R. Pearson & Son. Burrell 8 h.p. 1926 compound No. 3975. A. R. Greer. Robey 8 h.p. 1911 compound No. 29530. M. R. Pearson & Son. McLaren 8 h.p. 1910 compound No. 1110. H. G. Feather. Marshall 8 h.p. 1909 compound No. 52609. J. L. Quigley. McLaren 10 h.p. 1909 compound No. 957. L. Quigley and R. Warwick. Burrell 8 h.p: 1909 compound No. 3227. W. Vette and N. Kearns. Burrell 8 h.p. 1910 compound No. 3229. A. Gibbs & Son. Burrell 8 h.p. 1911 compound No. 3228. F. A. McIntosh. Fowler 10 h.p. single No. 15416. M. Harris & Son. Garrett 4 h.p. 1914 compound No. 7604. L. A. Rogers. McLaren 6 h.p. 1909 compound No. 1019. H. G. Feather. McLaren 5 h.p. 1914 compound No. 1266. H. G. Feather. Fowler 6 h.p. 1896. No. unknown. D. I. Pachnatz. Fowler Roller 5 h.p. 1926 compound No. 16773. Hassall Bros. Burrell 4 h.p. 1913 No. 3510. S. Pester. Garrett Portable 3 h.p. 1911. R. Hawkins. Burrell 1/3 Scale 1965 1 h.p. H. Rainey. This was considered to be a most successful Rally and produced some twelve hundred dollars after all expenses were paid. The next trip was to a Rally held by the Canterbury Steam Society at Pound Road, Harewood on 1st-2nd May 1971. Fifteen engines from the Southbrook Club attended this Rally. Fine weather prevailed but the ground was extremely dry and dusty, consequently engines were in a bit of a mess at the end of the two days. Trailer rides were once again a feature for children. Grain threshing, saw milling and chaff cutting events took place at intervals during the two days. Apparently a quite successful get together for the Canterbury Steam Society. 30

THRESHING The weekend of 15th-16th April was one of the most pleasant Field days we have had. This was held at the "Glendochart' farm of J. L. Quigley at Masons Flat and consisted of threshing and chaff cutting. There were eight engines present including two from Southbrook Club but are domiciled in the area. Many people came from outlying areas as well as member of other Clubs in Canterbury. The weather was perfect throughout the two days and every one considered the occasion was well worth while. Many of those attending brought caravans and tents in which to spend the night but I have a suspicion that quite a number of beds did not see much of their would-be occupants. An evening meal was served in the large woolshed and was much enjoyed by all, afterwards much amber liquid seemed to disappear in record time, of course, a day of hard dusty work makes on thirsty. A certain well known engineer decided to show his prowess as an expert on the beams of the woolshed roof. He turned out to be no Olga Korbut and crashed heavily onto a table laden with glasses both full and empty. However, no harm was done except to the glass ware. Next morning a number of the late to bed persons appeared to be rather sluggish in their movements until the sun warmed them up. All in all a very pleasant weeknd. During the August School holidays in 1973 the New Zealand Farmers' Co-operative Association staged a programme in conjunction with the Ferrymead Historical Trust, for children. Three engines from Southbrook attended and many children as well as their parents had an opportunity to study engines at close quarters. A School Fair was held at the Ashgrove School in Rangiora in November 1972. Our Club Chairman, Fred McIntosh took his Burrell engine along with a large trailer loaned by the North Canterbury Transport Co. and provided rides for some hundreds of children. FIREWORKS On New Year's Eve 1972, the Rangiora Business Men's Association staged a fireworks display at the Rangiora Show Grounds. Messrs. Pearson and McIntosh took the Burrell along and estimated they had given rides to over five hundred children. March 1973 saw a threshing display one weekend at Messrs. McIntosh Bros. property at Drain Road. A very successful effort all round and sold baled straw to the value of fifty dollars for Club funds.

Six Club engines went to a Canterbury Steam Society Rally at McLeans Island on 19th May 1973. The Rangiora Borough School Centennial Celebrations were attended by five engines from Southbrook and played a major part in the events. One engine hauled a trailer loaded with pupils dressed in costumes of a bygone age depicting an old time class room. Other engines hauled threshing mills, chaff cutters and living huts. Large crowds lined the streets of Rangiora as we drove through the main shopping area to the Park where the engines were soon surrounded by the enthusiastic crowd. This took place in October 1973. The next big effort was the Coleridge Run which took place from 13th-15th April 1974. This Run was fully described in the Volume 17 No. 4 issue of Steaming. Suffice to say that the journey there and back again will never be forgotten even though longer trips have since been made. The Rangiora Volunteer Fire Brigade Centennial procession was the next event to be attended by Southbrook engines. Four engines with threshing mill, chaff cutter and living vans were there, May 1974. At the Ashgrove School Fair in November 1974, H. Feather gave rides to numerous school children on a trailer pulled by his McLaren engine. W. Vette and N. Kearns attended the Rangiora Business Men's Association fireworks display with their Burrell engine to give an apparently never ending stream of children trailer rides on New Year's Eve 1974. 10th and 11th March 1975 saw the Ashgrove School and the Southbrook T.E. Club combine in holding a Country Vintage Fair on Jack Taylor's farm in an endeavour to raise funds for the School. Wheat threshing was done of grain that had been cut and stacked by Club members some six weeks previously. A good attendance of Club engines and Vintage tractors with other early equipment kept the large crowd interested. Chaff cutting, wood chopping, a host of side shows and continuous trailer rides for children kept every one happy and contented. A Church Service was held on the Sunday morning prior to the start of the day's activities which included an air display by a vintage areoplane and also formation flying by three planes from the local flying Club. During the afternoon a lone plane circled the ground a few times before dropping quantities of sweets for the children. Children large and small overed

the area in a few moments and I would think no child would leave empty handed, even though some very hairy faced 'children' joined the stampede. After all expenses had been paid some nine hundred dollars filled the School's coffers. The Chairman of the Ashgrove School Committee, Mr. Noel Fisher, was extremely pleased with this result. Monday, 24th March 1975 saw five Southbrook T.E. Club engines leave Rangiora to attend the South Canterbury T.E. Club's Rally at the Waimate Airport. These engines ieft at 8 a.m. towing coal wagons and livinig huts on the first leg of the journey. Light rain fell in the early morning but all arrived safely at Rolleston in time for lunch. After lunch a start was made for Rakaia in light rain which continued until camp was made in the Rakaia railway station ward for the night. Next morning a start was made at 8 a.m. on the journey to the Temuka river camp where the second night was spent. A later start was made on the following morning due to light rain, eventually warmer weather prevailed and conditions were more pleasant. Due to a certain amount of tyres trouble caused by loose bolts the Masonic Hotel at St. Andrew's was made the stopping place for the night. Next morning the start was again delayed due to the arrival of school children with their class teachers who all expressed great interest in our activities. As a result they were given a ride around a block of streets on a coal wagon which pleased them mightily. After they departed the billy was boiled, a cup of tea was drunk and on the road again. Arrived at the Waimate Aif Feld in the late afternoon and settled down for the night. Three days of activity followed, threshing, chaff cutting and all sorts of activities connected with T.E. Rallies. The return journey to Rangiora was made in three days without any untoward happenings, apart from the fact that a well known bearded driver returned home with only a moustache to show for the trip. The round trip was of three hundred miles and has been the longest journey undertaken by Southbrook engines to date. The following Southbrook engines made the trip to Waimate. Burrell 8 h.p. 1926 compound No. 3975. A. R. Greer. McLaren 6 h.p. 1914 compound No. 1266. H. G. Feather. Robey 8 h.p. 1911 compound No. 29530. M. and D. Pearson. 31

Burrell 8 h.p. 1909 compound No. 3227. Vette and Kearns. Burrell 8 h.p. 1911 compound No. 3228. F. A. McIntosh. Our Chairman, Mr. F. A. McIntosh was invited by the Canterbury A. & P. Association to display his Burrell engine and Anderson threshing mill at the Show held during the second week of November 1975. This was to form part of an exhibition depicting the Canterbury Province as the granary of New Zealand. More wheat and other grains are grown in this area than elsewhere in New Zealand. A great deal of interest was displayed by the general public in this exhibition, most of whom had not seen a threshing mill and engine in action. Other members of the Southbrook Club assisted Mr. McIntosh during the three days of the Show. The Waimairi Lions Club Country Fair was held during the weekend of 13th-14th March 1976. The Southbrook Club members were invited to participate with engines and ancillary equipment, consequently some twelve engines were taken to the Fair ground as well as threshing mills, chaff cutters and wagons. During the display of wheat threshing more stalks of grain were souvenired by the spectators than were put through the mill. Hundreds of children and adults had hands full of wheat stalks, enough to make corn dollies for everyone on the ground. The Club members camped on the Fair ground for the two nights and were apparently extremely well treated by the Lions Club members, so much so in fact, that some had difficulty each morning in coming to grips with themselves. However, a most

successful weekend, both financially and socially. Enough money was taken by the Lions Club to help finance a small bus for the Intellectually Handicapped Children's Society, furnishe the new Community Centre at Burnside and to purchase specialist eye equipment for Christchurch Hospital. This had been one of the most worthwhile events we had been associated with. April, Easter 1976, saw the Club assisting the Canterbury Steam Society with its Rally at McLeans Island on the 17th-18th19th. Nine engines from Southbrook attended and members were asked to run the ring events for the three days. Threshing of wheat, chaff cutting, straw baling, firewood sawing, trailer rides for children both young and old, were activities produced during the weekend. The Steam Society was favoured with relatively fine weather for the whole period and I understand, were most happy with the net profit for the three days, some two thousand dollars. This rather extensive report covers all Southbrook Club activities to date, I sincerely hope it does not prove to be too boring. At the present time plans are being made to hold our twentieth anniversary celebrations in 1978, possibly around Easter of that year. Looking back over the past eighteen years it would probably be correct to say that we had made a great many new friends and brought some pleasure to very many people. Some of our early members have died, some have left the districts best known to all of us but many foundation members are still active in the Club. A great deal of money has been made for all kinds of organisations and we have enjoyed being able to do this.

ILLUSTRATIONS, OPPOSITE. ABOVE: J. L. Quigleys 8 n.h.p. compound three speed Marshall No. 52609 (1909).

BELOW: L. Quigley and R. Warwick's 10 n.h.p. compound three speed McLaren No. 957 (1909). We apologise for the fact that this is a "mirror image" (fly wheel on wrong side). The photograph was printed from the wrong side of the negative. 32

33

1976 RALLIES WEST OF ENGLAND STEAM ENGINE SOCIETY'S 21st ANNIVERSARY RALLY The above Society's 'Coming of Age' event took place during the weekend 21st and 22nd August at Silverwell Farm, St. Agnes. On this occasion we were more fortunate with the weather, which remained dry and sunny, although a little dust-blown at times. Attendance, although not a record, was good. The highlight of the occasion, stimulated by last year's N.E.T.C.'s event, was a Road Run from the site of our first rally, Lanvain Farm, near Camborne, to the current venue, a distance of 12 miles. Eleventh hour problems prevented a number of would-be entrants from participating, but 23 engines completed the Run successfully, these being: Aveling-Barford RR No. AH162 (JXH 174) 'Omega', V. H. Carveth. Aveling & Porter RR No. 7641 (FX 6996) 'Evening Star', W. R. Richards. Aveling & Porter RR No. 8301 (FX 7026), B. W. True. Aveling & Porter RR No. 8581 (DW 2166), S. H. Cox. Aveling & Porter RR No. 10045 (FX 8405) 'An Gof', S. H. Lander. Aveling & Porter RR No. 10187 (FX 8131) 'Highwayman', M. Leath and S. Buscombe Aveling & Porter RR 10190 (FX 8654) 'Joy', R. W. Haynes. Burrell SRL No. 2651 (AY 9840) 'Challenger', R. D. Wood. Burrell SRL No. 3159 (CO 3823 'Gladiator', The Gladiator Club. Burrell TE No. 3755 (AF 3967) 'Westward Ho', R. T. Bezley. Clayton & Shuttleworth TE (Cony) No. 46817 (YA 2095), Mrs. Solway. Clayton & Shuttleworth TE No. 48279 (TA 4561) 'Phoenix', D. Solomon. Fowler RR No. 10070 (YC 8375), S. Veal. Fowler RR No. 18075 (CV 1662) 'Britannia', R. Dingle & Sons Ltd. Garrett Tr No. 34684 (PU 6591), G. J. Armstrong-Evans & Sons. Garrett Tr No. 34789 (YB 7841) 'Queenie', J. N. & D. Warren. Marshall TE No. 48341 (TA 1488) 'Excelsior' P. Tucker. Marshall RR No. 53351 (Y 9936), P. Bater. 34

Marshall TE No. 69303 (NM 340) 'Titan', M. Leath and M. Pearce. Marshall TE (Cony) No. 77479 (AF 8674) 'Fraddon', D. R. Harmes. Marshall RR No. 88166 (DCV 5) 'Lyonesse', R. J. B. Richards. Wallis & Steevens RR No. 2574 (HO 6045) 'Saracen', D. Theobald. Wallis & Steevens RR No. 8100 (BAA 432), D. Antell. The route took engines an average of 22 to 3 hours to complete, and took in the modern Camborne-Redruth by-pass as well as the more fitting local by-roads. The long summer drought gave cause for concern in case there should be water shortage, but thanks to vintage tractor owners conveying portable tanks from Silverwell to the watering point for the Run, this difficulty was soon overcome. There were, thankfully, no fire hazards either on the Run or at the site throughout the weekend. In addition to those in the Run, the following engines also took part in the rally at Silverwell: Aveling & Porter RR No. 5541 (PP 581) 'Bo Peep', Mrs. P. E. D. Pettitt. Aveling & Porter TE No. 9096 (AF 6001) 'Jubilee', A. T. Hopper. Aveling & Porter RR No. 10374 (NP 1721) 'Silver Cloud', C. S. Oates. Burrell TE No. 2417 (AF 4393) 'Britannia', R. G. Phillips. Burrell TE No. 2662 (AF 3531) 'Attraction', P. H. Dove and M. Delisle Gray. Foden Wgn No. 10530 (TA 1216) 'Pride of the West', Dr. W. R. Dyke. Fowler RL No. 12693 (FJ 1850) 'Brunel', F. W. Alford. Fowler Plg No. 15436 (NO 1364) 'Princess Mary', K. Hobbs. McLaren TE No. 547 (BD 5448) 'The Mac', C. P. Gregory. Marshall TE No. 62121 (TA 3624) 'The Whale', J. H. Trounson. Marshall RR No. 88096 (DAF 560), J. H. Pengelly. Wallis & Steevens TE No. 7102 (BH 7446) 'The Reeder Express', B. C. Dibben. Wallis & Steevens RR No. 8095 (GOU 537) 'Amy', R. Dingle & Sons Ltd.

Of the engines in attendance, six had also been present at our first rally in 1956 — Aveling 5541, Burrells 2662, 3159, and 3755, Foden 20530 and Marshall 88096. We were particularly pleased to have the Burrell 'Westward Ho' in attendance once more after an absence of several years, and also to see our founder engine, the Burrell 'Attraction' back among us once again. Making their first appearance at one of our rallies were Aveling 10045, Burrell 2417, Marshall 53351 (official Devon T.E.C. entry) and Wallis 7102 which drove a reed comber for the threshing demonstration. Dave Harnes' Marshall 77479 was the engine which travelled furthest to attend, whilst the one to come the furthest under its own steam was Messrs. ArmstrongEvans Garrett 34684, all the way from near Launceston on the Cornwall-Devon border. A number of engines which we had hoped to be present were prevented for participating, unfortunately. Several owners had worked exceptionally hard to try and make the deadline, but as often happens, either time was not on their side, or mechanical ailments, illness, etc., prevented their scheduled appearance. Still, the majority of them should undoubtedly make it in time for 1977! The rally was most comprehensive in just about every aspect of preservation, and attracted enthusiasts for all parts of the country. We were particularly pleased to see Dick Blenkinsop in Cornwall for the first time, busy putting us on the map with his camera! Part of Saturday afternoon's programme included an auction of three engines in attendance: Marshall 62121, McLaren 547 and Wallis 8095. The Marshall was knocked down to John Sawle of St. Agnes, but the other two were withdrawn after failing to reach their reserves. However, both were sold by negotiation shortly afterwards, the McLaren going to Fred Britton of Withleigh, near Crediton, Devon, and the Wallis to Rex Curtis of Roche, near St. Austel. It is very encouraging to know that all three are to remain in the West Country. Enthusiasts may wish to not that the date for our next year's rally will be 20th and 21st August 1977.

Road Engines Fowler No. 14958 (1917) Reg. No. E 9600 'Marina', Vic Greenaway. Foden Steam Wagon No. 12018 (1925) Reg. No. EU 2683 'Emily', Robin Greenaway. Super Sentinel No. 5509 (1924) Reg. No. PD 1701, L. Burbery and J. W. Lawrence. Sentinel S4 (1934) Reg. No. BPD 969, A. Price. Tasker No. 1822 (1920) 'Little Jim II', P. G. C. Barber. Burrell No. 3458 (1913) Reg. No. AB 8795 'Defiance', Shipman & Barker. Burrell No. 3631 (1915) Reg. No. OR 2729 'Kathleen', J. Lawrence. Burrell No. 3836 (1920) Reg. No. BH 8020 'Starlight', Dan Shorey. Fowler No. 15653 (1920) Reg. No. CU 978 'Renown', A. & R. Hawthorne & Sons.

WOODCOTE RALLY

Plough Engine Fowler (1872), W. Tame & E. Fillmore.

Alan Thomas has picked out his highlights of Woodcote, so it is sufficient here to mention that this is one of the growing number of rallies that excludes engies that have been converted in 'preservation' to something they never were.

The steam engines present: General Purpose Engines Fowler No. 11554 (1908) Reg. No. CJ 5366 'Enterprise', Ted Freeman. Fowler No. 7942 (1899) Reg. No. TA 626, Noel Greenaway. Wallis & Steevens No. 2932 (1907), F. J. Darnell. Marshall No. 55437 (1970) Reg. No. EB 2873 'Elizabeth', J. Alsbury. Fire Pump Merryweather No. 9605 'Valiant', E. New. Steam Rollers Aveling & Porter No. 10168 (1921) Reg. No. TA 2027, P. Narraway and D. Shearwood. Aveling & Porter No. 14001 (1929) Reg No. KR 478, Brian Willis. Clayton & Shuttleworth No. 48835 (1923) Reg. No. YA 7414, Michael Bowyer. Burrell No. 3305 (1911) Reg. No. TB 3722 'Big John', Peter J. Barnes. Burrell No. 4040 (1926) Reg. No. TT 7917 'Heather', James Callam. Fowler No. 14674 (1922) Reg. No. BW 9937 'Busy Bee', A. & R. Hawthorne & Sons. Fowler No. 18637 (1930) Reg. No. YD 1601, Harrison, Millbank, Neal and Tomlin. Wallis & Steevens No. 7799 (1924) Reg. HO 6354 'Daisy May', 'Jumbo' Palmer. Wallis & Steevens No. 8100 (1934) Reg. No. BAA 432 'Pride of the Hills', D. Antell.

Steam Plant Hartley & Sugden Boiler (1925) and Evans Steam Pump (1914), A. W. Bolton. Steam Car Stanley Steamer (1910), Reg No. SWL 99N, Michael Scott. 35

LISKEARD RALLY The Cornish Traction Preservation Club's Annual Rally again took place during the first weekend in September on the same site at Wheal Honey, Pengover, Liskeard, a fitting location for a display of steam vehicles, as the stack of the old engine house stands adjacent to the site. At stages during the weekend, a fire was lit inside the chimney, and with smoke billowing from the top, it certainly added nostalgia to the occasion. The weather was once again favourable, and although there were fewer engines than in 1975, they were of a wider cross-section, representing most types. Although it was not possible to stage a steam ploughing demonstration this year, there was threshing and woodsawing by steam. Bert Dibben's Wallis "The Reeder Express" powered Len Hosking's Foster drum, and Paul Tucker's Marshall "Excelsior" drove a Stenner Racksaw owned by Derrick Curtis, making its rally debut, but still in daily use on the owner's farm. Two engines were appearing for the first time within the Duchy. Mike Woodruffe's Fowler "Edna" led the grand parade, looking still very much a 'working' engine and in superb condition. Richard Parkinson presented his recently-acquired Robey TriTandem Roller "Herts Wanderer", the first time this design had graced a Cornish rally field, and as such, was very much the centre of attraction. L. J. Casely's Burrell Road Loco, and Messrs. Leath & Pearce's Marshall Traction were also making their first appearances at a Liskeard Rally. Engines attending: Aveling & Porter RR No. 7641 (FX 6996) "Evening Star", W. R. Richards, Mabe. RR No. 8581 (DW 2166), S. H. Cox, Redruth. TE No. 9096 (AF 6001) "Jubilee", A. T. Hooper, Liskeard. RR No. 10045 (FX 8405) "An Gof", S. H. Lander, St. Minver. RR No. 10187 (FX 8131) "Highwayman", M. Leath. St. Ives & S. Buscombe, Stithians. 36

Burrell RL No. 3824 (YA 366) "Lord Fisher of Lambeth", L. J. Casely, Trent. RR No. 3986 (AF 9293), S. Payne, Chudleigh. Clayton & Shuttleworth TE(C) No. 46817 (YA 2095), Mrs. Solway, Goonhavern. Foden Wgn. No. 10530 (TA 1216) "Pride of the West", Dr. W. R. Dyke, Rilla Mill. Fowler TE No. 11698 (NK 925) "Edna", M. Woodruffe, Swindon. RR No. 18070 (YC 8375), S. Veal, Downgate. RR No. 18075 (CV 1662) "Britannia", R. Dingle & Sons Ltd. Garrett Tr. No. 34684 (PU 6591), G. J. ArmstrongEvans & Sons, Trebullett. Tr. No. 34789 (YB 7841) "Queenie", J. N. & D. Warren, Carn Brea Village. Marshall TE No. 48341 (TA 1488) "Excelsior", P. Tucker, Coads Green. TE No. 69303 (NM 340) "Titan", M. Leath, St. Ives & M. Pearce, Camborne. RR No. 77474 (TC 6642) "Peggotty", G. & J. Facey, Lanreath. RR No. 881666 (DCV 5) "Lyonesse", R. J. B. Richards, Drift. Robey RR No. 45655 (VL 2773) "Herts Wanderer", R. Parkinson, Exeter. Sentinel S4 Wagon No. 9192 (CML 781), G. B. King, Highbridge. Wallis & Steevens RR No. 2574 (HO 6045) "Saracen", D. Theobald, Ponsanooth. TE No. 7102 (BH 7446) "The Reeder Express", B. C. Dibben, Martin. RR No. 9065 (OU 5979), Smith, Wheelhouse & Chicken, Newton Abbot. RR No. 8095 (GOU 537) "Amy", R. Curtis, Roche. RR No. 8100 (BAA 432), D. Antell, Shillingstone.

ULSTER T.E.C. RALLY The 9th Ulster Steam Traction Engine Rally took place on 16th and 17th July, in ideal weather at Shane's Castle by kind permission of Lord O'Niell, President of the Society. There was a large turnout of engines with two newcomers, Wallis & Steevens Advance Road Roller No. 8088, owned by P. McKendry and Foden 6 Horse Compound Traction Engine No. 5814, "General Hunter Weston" owned by Nick Watson. Engines present were: McLaren No. 1713, Lord 0' Niell. Ransome, Sims & Jeqeries T.E., No. 33156, T. Wasson. Wallis & Steevens T.E., No. 7008, Wilmer Bryce.

Ransome, Sims & Jefferies, T.E. No. 43033, Hugh Kennedy. Wallis & Steevens R.R. No. 7834, Jas. Mcllfatnick. Wallis & Steevens R.R. No. 8088, P. McKendry. Fowler T.E., No. 11114, W. J. B. Wilson. Marshall T.E., No. 66134, H. & T. Connolly. Wallis & Steevens T.E., No. 7626, Rory Woolf. Aveling & Porter L.R.L., No. 9405, Bob Edwards. Tasker B2 S.T., No. 1424, Hans Rooney. Marshall S.T. No. 85556, Stevenson Bros. Leyland Steam Lorry, Leyland Motors Ltd. Foden T.E. Compound, No. 5814, Nick Watson. Marshall R.R. No. 77550, Strangford Ltd. Aveling & Porter T.E., Mervyn Glover. Marshall, Sam Crawford. Fowler T.E., Nick Watson.

Hans Rooney's Tasker No. 1424. 37

BRILL WORKING STEAM RALLY "Brill on the hill", as it is well known, affords magnificent views over most of Buckinghamshire, Oxfordshire and further afield. The village is so much "on the hill" that it is difficult to find a site for a rally. What started a few years ago as a Steam Party has grown into a very nice event which has not lost the steam party spirit. Space is at a premium so a small ring was used for a few engine parades and games and other areas set aside for two sets of threshing tackle, wood sawing and timber loading. Denis Smith's 1899 Fowler drove one set of tackle, standing in the dust from the machine she very soon looked like a working engine, she sounded just as good as she did her job. Ted Freeman's 1908 Fowler alternated with a Field Marshall tractor on the other set and the saw bench, she was as immaculate as ever. Geoff Gilbert's Burrell spent her working life in the Peak District, she must have felt at home at Brill for she did her stint of timber loading and then pulled the loaded carriage up the hill. Geoff was ably assisted by Derek Petty, who has been forced, by illness, to take a less active part in rallies in recent years. As well as steam there was a good entry of tractors and a lot of barn engines, the bulk of them beautifully restored and presented, driving associated machinery. Engines present: 1920 Fowler S.E. "Renown", A. & R. Hawthorne & Sons. 1919 Fowler S.E. "Queen Mary", Steve Cook. 1915 Burrell S.E. "Kathleen", Jack Lawrence. 1924 Burrell No. 3984, G. F. A. Gilbert. 1899 Fowler No. 8282, Dennis Smith. 1908 Fowler No. 11554, Ted Freeman. 1919 Garrett No. 33180, Jim Hutchens. 1919 McLaren No. 1652, Anthony Heal. 1919 A. & P. Roller No. 9008, D. W. Harding. 1927 Fowler Roller No. 17483, T. T. Boughton. 1928 Ruston & Hornsby Roller No. 149813, Peter White & Son. 1925 Foden Wagon No. 12018, Robin Greenaway. 1938 Sentinel No. 9293, J. Hutchens. 192, Foden 'D' No. 12852, J. & M. Keeley. 1935 Sentinel No. 9163, J. & M. Keeley. Wallis & Steevens Expansion Engine "Progress", Ted Evans. 1925 Hartley & Sugden Boiler, and 1914 Evans Steam Pump, A. W. Bolton. 38

H.M.S. SULTAN RALLY The 1976 Rally at HMS Sultan was blessed with fine June weather and attracted a crowd of about 10,000. Nineteen engines attended including several newcomers. The star attraction was once more Marsh Plant's 8 h.p. Burrell Showman's Engine No. 2894 "Pride of Worcester". Although the majority of engines were steamed on the old airfield, six had been parked in the Grange for several days. These included a new exhibit in Garrett 7 h.p. No. 28410 "Jolly". The three Aveling rollers Nos. 7807, 10025, 14147 were being prepared under the watchful eye of announcer Ken Judkins, whilst the Naval crew were cleaning the recently overhauled Super Sentinel Waggon No. 8393 "HMS Sultan". A new arrival was 6 ton Advance No. 7975 "Vital Spark", which contrasted with R. Clement's 10 ton version No. 7932 "Hampshire Hog". Further interest was obtained by comparing Don Cully's Wallis Steevens tractor No. 7289 "Tinkerbell" with his Ruston-Proctor Lincoln Imp tractor No. 52573 "Lucifer" and Lionel Veck's Aveling Convertible No. 9108 "Victoria". Other rollers present were ex-Buncombe Babcox No. 4013 "Brutus", ex-Northern Ireland Fowler 8 ton No. 15965 "Irish Lady", Aveling 10 ton No. 8615 "Highland Lassie", and Marshall "S" type No. 83168. By lunchtime Sultan's Sentinel was giving children's rides, and the famous Foden Wagon No. 13716 "Peg 0' My Heart" was manoeuvering under Jack Hampshire's experienced hands. Our rally was completed by two long distance visitors, R. Whitfield from Bristol drove one of only two radial valve Marshall Convertibles built. No. 74962 was in excellent condition but although a speedy machine, it could not match the speed with which the Goold Bros. Sentinel S4 No. 9032 travelled down from Camerton. This regular visitor, showed the interested crowds the vast development made by Sentinels when the S type replaced the Super Waggons. Several traction engine models and portables augmented the rally whilst preservation stalls conducted a brisk trade. During the afternoon, arena events entertained the crowd and the Royal Navy would like to thank all exhibitors for their help and willingness in making the weekend a success.

BURTONWOOD STEAM ENGINE RALLY The Lancashire Traction Engine Club's C.C. and eventually went to Hardwicks annual Burtonwood Steam Engine Rally of Ewell. The eighth newcomer was a was another successful event, maintaining steam fire pump, built by Merryweather in its tradition as both a family event and 1942 for auxiliary use in the Second World an enthusiasts rally. Held on Saturday and War, and now owned by H. and A. Willett Sunday, 10th and 11th July, on the old of Tilston, near Malpas. airfield at Burtonwood, near Warrington, Making a welcome return to the rally the event attracted a wide selection of were Walter Fitter with his 1910 Foden old transport relics. traction No. 2312 and George Bridson with his impressive 7 h.p. Fowler Road Good weather on the Saturday and brilliant sunshine on the Sunday brought Loco, but the regular attenders must not the crowds in their thousands to see a be forgotten in providing a very varied wonderful collection of steam engines, selection of engines. organs, cars, motor cycles, farm tractors Several of the engines steamed over 50 and equipment both in action and on miles to attend, including the Cockerham display. boys, John Armer (Burrell s.c.c. traction), and Brian Rawstone; George Howard (BurDominating the scene along one wide rell tractor), Norman Preston (Burrell runway was the line up of no less than traction), Stuart Harrison (1930 Aveling 44 steam engines of all types, from might roller), Ian Rice (Foster s.c. traction), showman's to tiny tractors. A new tractor George Coles (Clayton traction), Lloyd to Burtonwood was Nigel Moore's minute Jones Bros. (Sentinel DG4), Ted Ashton Tasker, No. 1296 "Horses Friend". Built in (Sentinel DG4). 1903, this 3 h.p. single cylinder tractor Once again the vintage motor cars and was purchased by two elderly ladies in motor cycles supported the rally in force London and kept to assist horses pulling with a wide selection of well restored heavy loads up Sydenham hill. Later it was models, from prestige Rolls Royces to part of the Tasker collection and during family Morris and Austin saloons, from the past twelve months has been beautisingle cylinder motor cycles of early fully restored by Jack Johnson at Banks. vintage to powerful sports models. VintSecond of the eight new entries was age farm machinery was also well repreBrian Rawstone's big s.c.c. Burrell roller sented with steam threshing demonstration No. 2649, steamed from Cockerham. New by Jack Johnson and a varied selection of in 1904 to John Ball of Forton it later went well restored stationary engines and to Isaac Ball of Wharles, the great grandtractors, among which was a rare 1940 father of the present owner, and was used Dunghill Dozer in full working order. until 1957. The roller then lay idle until Members of the Mere Oaks Association preserved by Brian in 1974. for Handicapped Children (the main beneTom Varley exhibited his unique Fowler ficaries of the rally profits) kept a full 8 ton wagon, No. 19708 of 1932, which programme of arena events flowing on both was restored after many hours work from days, with grand parades of exhibits, slow a heap of bits during 1971-72, and another races for tractors and engines and an imnew wagon to the rally was Ted Ashton's pressive show of winching with Dennis 1932 Sentinel DG4 No. 8694. Priestner's mighty Fowler BB1 Plough Two more rollers making a first appearEngine. ance were Marshall 8 ton compound No. Steam and music provided the focal 75408, new in 1922 to the Isle of Man point of Saturday night's entertainment Highways Board, who used it until 1926, when Peter Walton's 1907 Burrell Showand now owned by Ray Hulock of Formby; man "Princess Royal" generated light outand Alan Porter's Burrell 10 ton d.c.c. roller side the beer tent alongside Albert Bros. No. 3535, new to Leyland U.D.C. in 1913 Marenghi organ, which provided the music and driven by the Club's President, Mr. E. until closing time. Cooper, from 1947 until the roller was Rally Officials and Club Committeemen retired in 1963. alike all agreed that this year's rally was Now a tractor, but once a roller, was as good as ever, both in the quality and the piston valve compound Aveling & quantity of the exhibits, and hope to see Porter tractor of Paul Edwards of Whaley everyone again next year. The site has Bridge. The engine was new in 1925 to already been booked by Rally Secretary, Hambleton R.D.C., then passed to Surrey John Daymond for 9th and 10th July 1977! 39

Engines present were: Burrell tractor No. 3862 "Harvester", J. Johnson, Banks. Garrett tractor No. 35225 "Popeye", N. Moores, Formby. Tasker tractor No. 1296 "Horses Friend", N. Moores, Formby. Burrell tractor No. 3808 "Forester", G. Howard, Banks. Burrell T.E. No. 3695 "Lord Derby", P. Kelly, Chorley. Wallis & Steevens roller No. 7851 "Friend Richard", R. Kitchen, Preston. Burrell s.c.c. roller No. 2642 "Ethel", J. Webster, Tarleton. Burrell T.E. No. 3348 "Big Jack", R. N. Preston, Garstang. Burrell s.c.c. roller No. 2649, B. Rawstone, Blackpool. Burrell T.E. No. 2626 "Spitfire", J. Armer, Cockerham. Wallis & Steevens roller No. 7773, R. Carr, Rimington. Fowler wagon No. 19708 "Pendle Prince", T. J. Varley, Gisburn. Burrell Showman's No. 3444 "His Lordship", T. J. Varley, Gisburn. Garrett tractor No. 33612 "Camilla", S. Z. de Ferranti. Aveling & PoPrter roller No. 5199, F. Fields, Little Budworth. Marshall roller No. 75408, R. Hulock, Formby. Ransomes, S. & J. T.E. No. 35247 "Old Faithful", E. Marshall, Glazebury. Aveling & Porter roller No. 7600 "Victoria", D. & J. McNamee, Worsley. Clayton & Shuttleworth T.E. No. 46059, G. Coles, Stretford. Aveling & Porter roller No. 7632 "Alison", F. & A. Dibnah, Bolton. Burrell roller No. 3535, A. R. Porter, Altrincham. Marshall T.E. No. 35554 "Jodoc", W. & J. Evans, Malpas. Burrell Showman's No. 2879 "Princess Royal", J. P. Walton, Stretton. Fowler Road Loco No. 15376, G. Bridson, Neston. Sentinel DG4 Wagon No. 8714, P. & S. Froud and J. & M. Rathbone. Fowler roller No. 20122, P. Froud, Little Leigh. Aveling & Porter No. 11251, P. H. Edwards, Whaley Bridge. Burrell T.E. No. 4037, Miss A. R. Adamson, R. A. Bolger and S. C. Allsop. Foden T.E. No. 2312 "Elizabeth", W. E. Fitter, Appleton. Fowler P.E. No. 15148, D. Priestner, Dunham Massey. 40

Marshall T.E. No. 53176 "Boadicea", D. Priestner, Dunham Massey. Marshall roller No. 86984, R. Lee and P. Cauley, Audlem. Foden Tractor No. 13222 "Cheshire Maid", G. S. Lea, Chelford. Foden 5 ton wagon No. 1742 "Queen Mary", Mrs. J. S. Briggs, Mobberley. Foden T.E. No. 2654 "King George V", T. Barlow, High Leigh. Aveling & Porter roller No. 14070 "Billy Boy", S. Harrison, Bradford. Sentinel S4 wagon No. 9075, Messrs. Brook & Hirst. Foden 6 ton wagon No. 11892, H. Bagot, Levens Hall. Sentinel DG4 Tar Sprayer No. 8122, Lloyd Jones Bros., Ruthin. Foden 6 ton wagon No. 13120, Messrs. Morris, Gardner & Savage. Sentinel S4 wagon No. 8942, D. Webster, Ludlow. Merryweather Steam Fire Pump No. 7859, H. & A. Willett, Tilston. Ruston Proctor T.E. No. 46596 "Sylvie", Museum of Lincs. Life.

HAREWOOD HOUSE The proposed Yorkshire County Fair did not materialise this year due to various circumstances but the Organising Committee neverthelss provided a feast of activities on the same lines as previous years for the public's entertainment. After two poor (financial) events on two days, the Rally returned to a three day show on August Bank Holiday (28th, 29th and 30th August), in competition with many other similar events and reaped the benefit. Although the previous week was exceptionally hot and there appeared to be no break in the cloudless skies, — 'real Harewood weather', several heavy showers — on Saturday slaked the dust, eliminated the fire riskand made the crowds turn out in their thousands on Sunday and Monday. The Special Attraction this year was the Burrell Showman's Engine No. 3343 "Princess Mary" (DX 3441) owned by Mr. Ken Frost, Swardeston, Norfolk. Other engines present (34) were:Showman's Road Locomotives Burrell No. 3526 "Lightning II" (AO 6302), R. Preston & Son. Foster No. 14632 "Success" (AAV 370), L. C. Byass & Son. Fowler Con. No. 14588 "Enterprise" (DO 1932), F. Hackney.

Fowler Con. No. 14948 "Prince of Wales" (EB 4999), Alderson family. A. & P. Con. Tractor No. 12115 "Rambler" (VW 5172), Misses Glen. Road Locomotives Fowler No. 9381 "Lady Betty" (WR 6770), W. Chilvers. Burrell No. 3395 "The Dalesman" (FJ 1536), G. Procter. Tractors Mann's No. 1260 (U 4298), L. & W. Cole. A. & P. No. 9228 "Barbara" (CJ 4159), W. Payne. Burrell No. 3618 "The Scout" (TD 4276), R. Preston. A. & P. No. 9183 "The Pirate" (KE 18), J. Hardy & Son. General Purpose Engines Marshall No. 32092 "Black Bess" (PY 5827), F. J. & P. Harrison. Marshall No. 87003 "Surprise" (TL 3612), A. C. Rockliff. Marshall No. 84679 "Yorkshire Bob" (WF 2657), R. & G. A. Walker. Burrell No. 3918 "Deborah" (PU 578), K. Ellwood. Burrell No. 3218 (TB 3959), F. Pennett & Son. Steam Wagons Sentinel No. 1488 "Old No. 1" (AW 3407), Bass Charrington (North) Ltd. Sentinel No. 8694 (YG 746), G. E. Ashton. Yorkshire No. 2128 (VA 1788), W. Fearnley. Sentinel No. 1465 (AW 3321), R. Fearnley. Foden No. 12364 (TW 4207), H. Parkin. Steam Rollers Marshall No. 76890 "Wayfarer" (PY 272), G. C. West. A. & P. No. 6573 "Uncle Sam" (CA 6333), J. T. Smith. Marshall No. 84620 "Ringo" (WF 2388), W. H. Ellerker. Fowler No. 15813 "Elsiie" (WR 8965), K. Collins. A. & P. No. 14090 "Michelle" (NG 564), J. C. Ward. Fowler No. 16439 "Billie" (SM 5121), D. Parkin. Marshall No. 82842 "Goolie" (WW 3643), C. Rodgers and J. Bosworth. A. & P. No. 14070 "Billy Boy" (VN 2094), M. & E. Harrison Ltd. Fowler No. 17585 (VA 8178), M. Stirk. W. & S. No. 7773 (XO 4975), R. Carr. A. & P. No. 5308 "Withernsea" (HD 1573), B. Wood. A. & P. No. 8506 "White Rose" (CT 5012), D. A. Rayner. Unclassified A. & P. No. 14068 "Hunslet" (VN 2092), R. Oliver.

CUMBRIA STEAM GATHERING I was only able to be at Kendal on the Saturday when the most significant feature was the rain. It was ironic, that engine drivers who only a day or two before had been hard put to find enough water to get their engines to Kendal were now virtually washed off the man stand. Those with canopies were in steam, their sheets at the back and to the weather side to try and keep the northerly blasts of wind and water, that came straight from the fells, at bay. Some managed a parade round the hard road of the county showground, but that was it. A pity that all the work and effort of twelve months' planning should be ruined by rain, so desperately needed but so unwelcome on the day. I returned south on the Sunday, the weather was not quite so foul so perhaps a crowd turned up. Those that did must have been warmed by the never dampened spirits of the north country steam men. I was so encumbered by waterproofs that it was impossible to mark the programme. If this list is not accurate, my apologies. 1913 Burrell S.E. No. 3526, R. Preston. 1916 Fowler Cony. No. 14798, W. Payne. 1928 A. & P. Cony. No. 12115, J. S. & 0. S. Glen. 1930 A. & P. Cony. No. 14065, R. Oliver. 1903 Burrell T.E. No. 2626, J. Armer. 1910 McLaren T.E. No. 1105, W. Dowthwaite. 1912 Burrell T.E. No. 3398, J. F. Preston & Son. 1914 Fowler P.E. No. 13190, J. H. Nixon. 1920 Ruston Hornsby T.E. No. 113143, G. Burns. 1919 Burrell Tr. No. 3808, G. Howard. 1926 A. & P. Corm No. 11450, J. H. Nixon. 1908 A. & P. R.R. No. 6573, J. T. Smith. 1910 Garrett R.R. No. 28408, A. W. Chalmers. 1914 Marshall R.R. No. 65822, R. Ransome. 1919 Fowler R.R. No. 15589, A. R. Craske & Sons. 1923 Marshall R.R. No. 76890, G. C. West. 1924 A. & P. R.R. No. 11064, D. Walker. 1924 Marshall R.R. No. 77201, J. F. Preston. 1925 Wallis & Steevens Advance R.R. No. 7773, R. Carr. 1925 Wallis & Steevens Advance R.R. No. 7851, R. Kitchen. 1926 Wallis & Steevens Advance R.R. No. 7867, J. R. King. 41

1930 A. & P. R.R. No. 14070, S. Harrison. 1921 Sentinel Wag. No. 1465, R. Fearnely. 1925 Foden Wag. No. 11892, C. H. Bagot. 1925 Sentinel Wag. No. 6327, A. Brook. 1929 Foden Cony. No. 13218, H. Thompson. 1934 Sentinel Wag. No. 9075, Brook & Hirst. 1934 Sentinel Wag. No. 8492, D. Webster. 1937 Green R.R. (motor) Reg. FM 6513, T. Holt. 1911 Stanley Steam Car, Reg. S41, D. Brook.

WINTERSETT Engines present at the Wintersett Steam Engine and Fair Organ Rally on 26th and 27th June were as follows:Fowler SRL (Cony.) No. 14948 "Prince of Wales", EB 4999, Alderson's, Boroughbridge. Fowler Sh. Tr. (Cony.) No. 14798 "Firefly", U 5313, W. Payne, Bawtry. Aveling & Porter Sh. Tr. (Cony.) No. 12115 "Ramber", VW 5172, Misses Glenn, Whitley Bay. Clayton & Shuttleworth SRL (Cony.) No. 48385, "Wold Ranger", BP 5463, J. Whitwell, Stillington. Fowler R.L. No. 15323 "Excelsior", HR 3697, G. Love, Worksop. Garrett Tractor No. 33652, "Joyce", TB 3740, P. S. M. Carter, Shelley. A. & P. Tractor No. 9183, "The Pirate", KE 18, J. Hardy & Son, Sherburn in Elmet. Mann Tractor No. 1260, U 4298, L. & W. Cole, Leeds. C. & S. TE No. 38742 "Louise", NL 1216, H. Lister, Wallsend. McLaren TE No. 1038 CT 4212, J. Whitwell, Stillington. Ransomes, Sims & Jefferies TE No. 27596, WR 6553, Carr Bros, Sheffield. Garrett TE No. 28249 "Pioneer", FX 8223, B. E. Ragsdale. Marshall TE No. 79441 FU 4677, J. Selby, Epworth. Sentinel DG4 No. 8694 YG 746, G. E. Ashton, Brotherton. Yorkshire WG No. 2128, UA 1178, W. Fearnely, Castleford. Fowler Roller No. 15813 "Elsie", WR 8965, K. Collins, Castleford. A. & P. Roller No. 6573, "Uncle Sam", CA 633, J. Smith, Dalton. Marshall Roller No. 76890, "Wayfarer", PY 272, C. West, Helperby. A. & P. Roller No. 14090 "Michelle-, NG 5664, J. Ward, Penistone. 42

MASHAM Glorious weather once more favoured this event organised by the Masham Town Hall Association in their beautiful Dales village. The crowds were not put off by the heat as they had been at other shows organised locally earlier in the month although whether the presence of the award winning local brew by Theakston's had anything to do with that is not known. Engines present at this event on the 17th and 18th July were as follows:Burrell SRL No. 3526 "Lightning II" AO 6302, R. Preston & Son, Potto. A. & P. Sh. Tr. (Cony.) No. 12115 "Rambler" VW 5172, Misses Glenn. A. & P. Cony. No. 14068 "Hunslet", VN 2092, R. Oliver. Clayton & Shuttleworth SRL (Cony.) No. 48385 "Wold Rangers", BP 5463, J. Whitwell. Fowler Tractor No. 14406 "Pandora", CJ 4338, A. Fearnley. A. & P. Tractor No. 9183 "The Pirate", KE 18, J. Hardy & Son. Wallis & Steevens Tractor No. 7479 "Lively Lady", AA 5413, D. Bainbridge. A. & P. Tractor No. 9354 KM 5464, F. Bainbridge. Burrell Tractor No. 3618 "The Scout", TD 4276, R. Preston. Garrett Tractor No. 33295 "Princess Alexandra", EH 5567, E. H. Frank. Burrell Tractor No. 3862 "Harvester", MA 8472, J. Johnson. Marshall TE No. 32092 "Black Bess", PY 5827, F. Harrison. Marshall TE No. 17184 PY 298, R. Robinson. Marshall TE No. 84679 "Yorkshire Bob", WF 2657, R. Walker. Marshall TE No. 87003 "Surprise" TL 3612, C. Rockliff. W. & S. TE No. 7774 CT 6081, H. Rayley. C. & S. TE No. 38742 "Louise", NL 1216, H. Lister. Burrell TE No. 1426 "Old Faithfull", AJ 6705, P. C. W. Rhodes. Foden Tractor (Cony.) No. 13218 "Cestria", BUP 71, H. P. Thompson. Sentinel (Super) No. 1465 AW 3321, R. Fearnley. Sentinel DG4 No. 8694 YG 746, G. E. Ashton. Sentinel S4 No. 9074 "Holmevalian" BEV 467, Messrs. Brook & Hirst. Foden Wagon No. 12364 TW 4207, H. Parkin. Yorkshire WG No. 2128 UA 1178, W. Fearnely.

Yorkshire 2 Ton No. 117 "Pendle Maid", CA 170, T. J. Varley. Yorkshire 3 Ton No. 940, "Pendle Queen", U 4245, T. J. Varley. Burrell Road Loco No. 3395 "The Dalesman", FJ 1536, G. Procter. Fowler Roller No. 15813 "Elsie" WR 8965, K. Collins. Fowler Roller No. 15589 U 8909, A. R. Craske. Fowler Roller No. 16439 "Billie", SM 8121 D. Parkin. Fowler Roller No. 17585 U 8178, M. Stirk. Burrell Roller No. 4041 UO 793, J. Alderson. Fowler Roller No. 19204 YG 4747, T. Farrow. Marshall Roller No. 76890 "Wayfarer", PY 272, C. West. A. & P. Roller No. 6533 "Uncle Sam", CA 6333, J. T. Smith. A. & P. Roller No. 14090 "Michelle", NG 564, J. Ward. Miniature Showman's Road Loco (5" scale), C. Rose. D.A.R.

HATFIELD HOUSE SUPERSTEAM '76 Sandy Ross and Paul Barnes, organisers of the steam and historic vehicle elements of the event would like to apologise to those who, like them, were offended by the title SUPERSTEAM. It was both repellant and inaccurate, having been offered and passed at a meeting at which neither Sandy nor Paul were present. Its inaccuracy stems from the fact that, at best, only twenty engines were expected; the event fell further short of being "super" when oly fourteen engines turned up. Really bad luck befell Philip Bath, owner of Marshall No. 76751 of 1923, and Jack Joyce, owner of Foster No. 14625 of 1931, both of whom were "marooned" by the failure of the low loader on which they depended. However, those that did appear were splendid: Clayton & Shuttleworth No. 48154 (1917), David Philoot. Marshall No. 61970 (1913), Stan Hatfield. Burrell No. 4055 (1927), George Fensom. Wallis & Steevens No. 7666 (1920), Saunders Brothers. Burrell No. 4072 (1927), Harold Nickolls. Garrett No. 33996 (1921), Albert Fensom. Fowler No. 13880 (1913), Bill Colebrook. Aveling & Porter No. 10175 (1921), Mark Money. Aveling & Porter No. 10372 (1922), L. King.

Aveling & Porter No. 11347 (1925), Ken Drew. Aveling & Porter No. 11542 (1926), Bernard Emerton. Foden No. 13488 (1929), Denis Brandt. Super Sentinel No. 5407 (1924) Bert Winkfield. Marshall No. 43560 (1905), Albert Fensom. The engines played the usual games; Harold Nickoll's Burrell "Tinkerbell" took on the massed brawn of the weekend Tug o' War. Among those to be discomfited when the rope broke and all about them fell to the ground were Lord Salisbury and the Bishop of St. Albans. Given the parched grass and the close proximity of a field of barley the display of elderly fire-fighting equipment was doubly welcome. Derek Wheeler brought his Merryweather steam pump and a couple of Victorian manual pumps, all of which put up lusty jets; the spectators were most appreciative, especially those who ran onto the field, fully dressed, for a good drenching. The Hertfordshire Fire Brigade brought their Shand Mason steam pump of 1890, its first outing since being beautifully restored. There were five organs, a chorus of barn engines and a host of historic cars and restored tractors. As the moon rose through the trees and the ground cooled exhibitors were entertained to an open-air film show (all steam, of course!) in a 200-year-old cottage garden on the edge of Hatfield Park.

North Wilts & South Glos Preservation Society The North Wilts & South Glos Preservation Society have a rather unusual stall which two of their members have built up over the past four years from small beginnings of a 6 'Trestle Table' with a stock which could be transported in the boot of a Mini, to the present magnificent layout of a double stall with a sales section vending everything from a button-hole badge to records, all with rally flavour. No games and toys for us. Next door is a Collectors' Corner which is developing into a travelling musem of transport miscellanea. This includes a 50-year-old model, Old 'Bus' tickets, Garage Wear, Fairground, and even some transport toys of the late 30's. The whole unit is lit with over 60 lamps and takes all the capacity of a two ton van to carry it from its base at Hullavington to the various venues. Secretary, Vic Tiller, 48 Greenhayes, Chipping Sodbury,Bristol 43

AREA NOTES YORKSHIRE Two Lord Mayor's Parades took place on the 26th June. At York, Mr. H. Rayley's Wallis & Steevens No. 7774 (CT 6081) pulled a float whilst in Leeds, Walter Fearnley's Yorkshire WG Steam Wagon No. 2128 (UA 1788), entered by the Leeds & District Traction Engine Club, carried a 1904 horsedrawn roundabout owned by Mr. L. Gilligan of Castleford. This unique combination depicting Engineering and Leisure was well received by the assembled crowds in Leeds. An unconfirmed report was received of a khaki coloured Foden steam wagon being see in Selby on the 23rd June. This was said to be in steam and on the road. Confirmation and further details would be welcomed. In early July it was reported that interest was being shown in Ted Ashton's S4 Sentinel wagon No. 9308 (DDC 8338) by an enthusiast in Northumberland but it has been subsequently sold nearer home — to Keith Collins, owner of Fowler Roller No. 15813 "Elsie" (WR 8965). It is understood that the Northumberland enthusiast has since purchased a DG4 Sentinel from Scotland. (Further information if available, please). On the 3rd July, a Victorian Street Fair was held at Wheldrake, near York. Mr. L. C. Byass attended with his Foster Showman's engine No. 14632 "Success" (AAU 370) and his Gavioli Organ. On the last weekend in July, Mr. Byass also attended the National Vintage Tractor Club (E. Yorks Section) Rally at Holme-on-Spalding-Moor. Another engine present at this event was the Marshall Roller No. 84620 "Ringo" (WF 2388) owned by Mr. W. Ellerker, Lockington. The same weekend, an open day was held at the Sandtoft Transport Centre, near Doncaster. Mr. W. Kitchin, Tickhill, visited this event with his Ransomes, Sims and Jefferies No. 27512 "Dreadnought" (R 6244) which made a strange contrast with the trolley bus overhead wires which have been erected at the Centre. Two engines have made their first appearances for two years after re-boxing. 44

The first, Len and Wilf Cole's Mann Tractor No. 1260 (U 4298) steamed to Wintersett Rally and generated for the owner's Gavioli Organ without problem. The other, A. & P. Roller No. 5308 "Withernsea" (HD 1573) owned by Barry Wood of Leeds, after many trials and tribulations, had his boiler inspector give the O.K. on the Friday dinner-time the day before Harewood Rally. There remains a lot of work to be done on this roller but after many months of hard work, it was good to see her back at Harewood. For his efforts, Barry was awarded the Procter "Golden Bolt" trophy at the Rally. An enthusiast is reported to have purchased a 4 h.p. Aveling Roller boiler which lay spare at Dickinson's Yard, Doncaster for many years. To go with this, this enterprising enthusiast has also purchased an Aveling cylinder block (5 h.p.) from Jack Hampshire at Ravensthorpe and it is said that he is going to build an engine from spares. The outcome of this should be quite interesting. Incidentally, the long established firm of Dickinsons is no more — at one time they ran a large fleet of steam rollers, keeping one of them, Burrell No. 4070 "Charlie" (WW 2181) until quite recently and rallying it in South Yorkshire. Privately sponsored events were organised by professional promoters at Newby Hall, Ripon (4th, 5th July); Beverley (11th, 12th July); York Gala (25th, 26th July); and Pickering (31st July, 1st August). Engines attended all these but most of the events were poorly supported, possibly due to the very hot weather and also the high entrance charges. Too many rallies in the same area in a very short space of time can only do the movement harm and it is also possible that the discerning public will only attend established events as the crowds at Masham and Harewood will testify. That long distance Steam Roller driver, Stuart Harrison was travelling again later in the season. In Steaming Vol 19 No 4 it was reported that a journey had been made to Ravenglass, Cumbria in May. After Harewood House Rally at the end of August, Stuart again travelled his Aveling & Porter roller No. 14070 "Billy Boy" (VN 20994) to the North West, this time to

Kendal to attend the Steam Gathering on 11th and 12th September. Full marks to Stuart and his crew for the efforts put into their 'Active Preservation'. Restoration of the Fowler "Big Lion" Road Loco No. 12226 (HL 930) is in hand at Gerry Procter's Nidd Bridge home. The motion has been stripped and is in the process of re-assembly whilst some of the original paint work, a very nice oak colour and lining has been revealed at the back of the wheels. The canopy has been dismantled and will be rebuilt. This is unusual as it is hinged and can be lowered so far to negotiate low bridges. Gerry is at present debating whether to restore the wheels with their unique wooden blocks or to rubber them. Either way will be costly, and if wood is used, it will have to be oak and all the pieces will have to be machined specially to fit. Unfortunately no pattern of the old blocks is available so rubber may yet win, which will be a pity as there is not another engine in the country on wooden block wheels. Finally, a word of thanks on behalf of all members in the County of the Broad Acres — to the retiring Editor — for his perseverance in publishing Steaming, for the improvements he has brought about since taking over and for the continuing high standard of the Journal. Well done Ran, we are sorry to see you go and, as we say in Yorkshire — "Ta lad, tha's done reight well!" D. A. RAYNER.

Lancashire & Cheshire The Lancashire T.E. Club rally at Burtonwood was the main steam event of July (a report appears elsewhere), then two weeks later came the Lower Whitley Steam Party at which 10 engines took part in addition to tractors, barn engines, cars and motor cycles. Highlight of the weekend was Sunday lunchtime when five engines and their crews steamed to the local pub, The Chetwode Arms, for lunch. Line up outside were Walter Fitter's 1910 Foden traction, Alan Porter's 1913 Burrell roller, Peter Froud's 1932 Sentinel wagon and 1933 Fowler roller, and Peter Walton's 1907 Burrell Showman. Left behind at the event (but not their crews!) were Steve Allsopp and Russell Bolger's 1925 Burrell traction, Fred Field's 1903 Aveling roller, Stuart Harrison's Aveling roller, George Coles' 1913 Clayton traction and a most welcome newcomer to the event, Bill Briggs and his 1897 Burrell s.c. traction

No. 2003. After the event, Stuart Harrison steamed his roller the 70-odd miles back home to Denholme, near Bradford. The sharp eyes of Bill Briggs spotted a steam roller on a low-loader during early August. Nothing unusual about this except that the load was parked on a lay-by one Monday night on the A50 near Knutsford heading north and on the canopy was 'Aberdeen County Council'. Further investigation revealed the roller was Fowler 10 ton compound No. 16235 "The Highlander", en route from Binfield in Berks back to its homeland of Aberdeen. Not long after John Nudd of Beeston sold his Wallis & Steevens roller No. 7933 to Mr. Mayne of Stroud, he managed to obtain the unrestored Standard Sentinel No. 3976 from Paul Mason of Sutton Coldfield. The wagon is now at Bill Evans' farm at Hampton, near Malpas, where resoration work is going full swing. Another engine to change hands is Fred Field's Aveling roller No. 5199 which moved some 12 miles up the A49 from Little Budworth to Stretton and the ownership of Peter Walton. Restoration continues on Aveling No. 10906, where at High Leigh Jim Stevenson battles on with his 10 ton singe roller. The boiler barrel and hornplates are finished painted, many parts are in primer and work is now concentrated on the tender. North of Manchester work continues on Burrell s.c. roller No. 3929 by John Tomlinson of Oldham, and on Sentinel S4 wagon No. 9086 by Hugh Winterbottom of Oldham. Minor troubles on the road have been experienced by several owners during the summer. Two cases of loose flywheels have occurred, while en route to Chelford in August Frank Lythgoe's McLaren shed the flywheel key and once the flywheel had stopped the offending key was hammered home. The second incident concerns Clayton TE No. 46059 and George Coles, who has replaced the key in his flywheel after several attempts to make it hold had failed. Later in the season the pump on the Clayton went haywire, pumping more water on the footplate than in the boiler! Bill Clayton, driver of Garrett tractor No. 33612 missed Lower Whitley and Astle Park due to firebox problems around the fusible plug, and in August Peter Froud nearly missed attending Crick when the main steam pipe in his Sentinel DG4 wagon No. 8714 split assunder near Cromford, but the damage was repaired next day and Crick reached without further trouble. 45

Compared with the troubles Alan Porter's 10 ton compound Burrell roller No. 3535 has been a major headache all season. After sorting out the injector steam valve, water lift steam valve, blowdown valve, rebushing both big end bearing with phosphor bronze and fitting a new brass plunger in the water pump by the end of May, troubles continued to occur. The low pressure piston gland broke and had to be replaced, then the high pressure gland came loose and mangled the studs on the way to Burtonwood in July. Although No. 3535 was steamed to Astle Park in August trouble-free, the return trip ended in total failure, with the roller being low-loaded the 14 miles to Stretton for repairs as she was in no fit state to be steamed on the road. Main cause was both the regulator and double high-valves leaking badly (making it virtually impossible to stop the engine) the low pressure cross-head violently banging about in between the slide bars, the injector steam valve leaking worse than ever, and to crown it all, one of the water pump gland studs sheared off. While all these problems were being put right the rear off-side wheel was removed to gain access to two stays which required replacement.

SURREY Mr. W. Rivett of Leatherhead, has purchased a Sentinel Wagon, No. 6887, a three-way tipper, registered on 2/1/28 as DL 5478. The wagon, which is half restored, came from J. Butler of Kent. The Sentinel was used by Westmore's of Newport, I-o-W, and is almost of the same type as the one owned by Messrs. Burberry & Lawrence of Farnham (No. 5509). No. 6887 is still on solids and has work done on the boiler — mainly building up wasted parts — to complete its tests. Two Surrey engines entered — and completed of course — the H.C.V.C. London to Brighton Run this year. These were J. W. Hardwick & Sons Foden No. 13138, and K. Seniors Sentinel No. 763 from Chertsey. Both are a credit to their owners; the finish on them being excellent. P. & S. Lyons from Guildford have done a lot of work on their Aveling Roller No. 12103 including repainting in a slightly lighter shade of green. This roller — now known as "Dumpy" — has been under its own steam to Farnham Rally, Egham Show, Mayford Rally, The Windsor Steam Fair and The Tilford Ploughing Match with its living van in tow. When one 46

realises that this husband and wife team have a young baby with them as well ... That's preservation! ("Active preservation!" —Ed.). Work is under way on D. R. Harmes Burrell No. 3657 at Kingston-upon-Thames. A new firebox has been fitted, along with new tubes and front tubeplate. P. Coxall's Wallis & Steevens Roller No. 7333, and A. Bicknell's early "Advance" Roller (No. 7786) were in steam at Hollycombe, near Liphook on the occasion of J. Carter's Historic Vehicle Run, early in the year. Both were driven up from Haslemere. Mr. D. Trice has been working on his Foden Flexible Six Wheeler Tractor (No. 13090) this year. The boiler has been rebuilt and he is now working on the rest of the vehicle. For this reason his Burrel Showman's Road Loco No. 3118, has been "rested". M. & B. Langford of Broad Street, near Guildford, have provided the following details of their work on the Fowler (No. 13135 and the Burrell (No. 1432 of 1889). The Fowler: Boiler and tender completely restored, most boiler fittings overhauled and refitted. Rear axle, motion shafts and gearing are to be refitted next, new bearings having been made for all these items. The front axle and steering pivot have also been overhauled. It is not expected to be finished for next season. The Burrell is still not started, the main task being to find out its original details and stockpile material and spares ready for the start of restoration. Mr. P. Gibson's Wallis & Steevens Tractor is No. 2706 (see Steaming Vol 17, page 157) and is now at its owner's premises in Guildford. The Egham and Thorpe Show only had four engines present this year. These were A. & P. No. 12103 (P. & S. Lyon), Fowler No. 14695 (M. S. Saunders K7 ploughing engine from Sunningdale), Foster Tractor No. 14514 (D. Brandt) and Wallis T.E. No. 7248 (S. Love). Avelings Nos. 8974 (Messrs. Lees and Childs), 8665 (I. Bennett) and 7056 (R. F. Cakebread) have also been rallied this year. Surrey's only commercially working steam roller appears to have retired. Although it has been missing from its owner's quarry at Clawdon, nobody seems to have seen it. Can anybody confirm or deny the above? It is Wallis "Advance" No. 8066. K. BROTHWELL, 23A Bowes Road, Walton-on-Thames, Surrey.

KEW BRIDGE ENGINES TRUST

The cylinder and some of the valve gear of the 90 inch engine at Kew. This and the 1820 Boulton & Watt engine are in steam every weekend. See page 245 of Vol. 19 No. 4.

" CHUFF "

" CHUFF "

Members John and Margaret l'Anson have recently moved to 1 Railway Cottages, Whessoe Lane, Darlington. They are now able to keep their Aveling & Porter roller at home and would also be pleased to offer parking facilities to any engines passing through Darlington.

"A 1924 steam roller" was rescued from a blazing shed by being towed out by a lorry driven by Mr. Don Harding at Teign Bridge, near Newton Abbot. £4,000 of thatching reed was destroyed.

47

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A specially posed Fowler works photo illustrating the double-engine system, c. 1907.

LETTER TO THE EDITOR Dear Mr. Editor, The letter from Mr. Robelou concerning SUPERSTEAM '76 was obviously designed to provoke a reply — so here it is. The event was the first of its kind to be held at Hatfield House. The intention was to raise funds for the restoration of St. Ethelreda's Church, parts of which are a thousand years old. Sandy Ross and I were asked to organise the steam and historic vehicle elements of the event. From time to time during the long, dark winter and spring of committee meetings we were a little dismayed by the apparent lack of understanding on the part of many of our fellows. Sadly, we could not attend all the meetings; that's how the repugnant and meaningless bit of ad-speak "SUPERSTEAM '76" came to be adopted. The admission fee crept up by stealth to the preposterous sum of £1.00, partly to finance the extravagant — nd in the final analysis, unnecessary — "additional attractions". At one point these additional attractions threatened to dominate to the extent that the steam engines were in danger of being relegated to the status of elegant parentheses at the beginning and the end of the day. I am a mite puzzled by Mr. Robelou's objections to the side-shows and stalls. The quantity and variety at Hatfield did not exceed those of similar events which I have attended this — and previous — years in different parts of the country. And how could he justify the observation that the position of the engines in the showground gave the "impression that they were secondary and not the main attraction". The siting of the engine line was governed by (a) the existance at that point of a standpipe; (b) the safe passage of engines between the line and the ring entrance; (c) the angle of the sun and the setting of the trees providing perfect circumstances for photographers; and (d) the desire to provide engine owners with a pleasant situation in which to pass an agreeable weekend. It is a pity that Mr. Robelou left when he says he did (sounding from his letter for all the world like a "News of the World" reporter rushing from an orgy). He might have talked to the engine owners and their families who, apart from minor reservations like the price of the beer, had a good time. He might have seen people who hitherto had never been near 50

a steam engine getting their first taste of sulphur and hot oil and loving it. I repeat that this was the first time for Hatfield House; mistakes were made, lessons were learned. Next year it will be better — and cheaper. And definitely not SUPER anything, least of all SUPERCON. Such a crack was unworthy. Nobody stood to gain anything for him or herself; the hundreds of hours of effort and thought were wholly altruistic. Yours sincerely, PAUL BARNES. Dear Ran, MORE, 'ACTIVE PRESERVATION' Another much travelled engine is the 94 year old McLaren general purpose engine "The Little Wonder" (maker's number 127). John Mayes, assisted by his daughter, Alison, and several other members of his crew, has driven this engine more than 200 miles under her own steam during the 1976 rally season. On a round trip from Eccleshall to attend the rallies at Stoneleigh and Hinckley, "The Little Wonder" towed a water-cart, livinig van, and landrover, the total load weighing considerably more than the engine herself. This round trip involved seven days of road work which, although at times hard, was nevertheless thoroughly enjoyed by all who participated. Yours sincerely, PETER BANKS. 'PARKED UP STEAM ROLLERS' published by the Road Roller Association 25p plus 6-Ip postage from Ian K. Hutchinson, 16 Shearmans, Fullers Slade, Stony Stratford, Bucks It is really surprising how many rollers are on display in public parks, recreation grounds, etc., and in museums. Thirty-nine are listed as being in parks and playgrounds, some are well looked after, some are very neglected. In recent years a few have come out of such places and into active preservation. This list will enable us to see these rollers and it may bring about the restoration and active preservation of some of them, if councils decide to sell. The rollers in museums are generally in very good hands and not deteriorating. Some really historic engines are listed. A worthwhile publication.

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NOT THE LATEST DRAG RACER ! Fowler Meelee Shredder No. 10777 exported to South Africa 1907. A Fowler works photo.

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41,

ADVERTISEMENTS Members small advertisements free. Affiliated Club members 1p per word. Non members 2p per word. Advertisements should be typed or in BLOCK CAPITALS and should be on separate sheets of paper (not incorporated in a letter). Subject to acceptance. Small advertisements should be sent to the Editor, Hill Cottage, Radford Semele, Leamington Spa, Warwickshire, CV31 1UA.

Steam Plough Club — If you are interested in the Plough Engine and its application, why not join The Steam Plough Club? Regular Newsletters, list of all known Steam Engines in the UK. Subscription only £1 for year. — V. H. Burrough, 94 Harvist Road, Kensal Rise, London, NW6 6HL. Road Roller Association — For all those interested in steam and motor rollers, road making machines, practices and history. Quarterly journal 'Rolling'. Subscription £1 per year. — A. E. Hatfield, 10 Saxon Street, Wrexham, Clewyd. 'The Stationary Engine Advertiser' — The monthly journal of the engine collector. Engines bought/sold, spare parts and information sections. Articles on restoration, engine history and identification. S.A.E. for details. — D. W. Edgington, Lodge Wood Farm, Hawkeridge, Westbury, Wilts. Books by Phillip Wright — Traction Engines (Black) £2.75. Old Farm Implements (D. & C. reprint) £3.95. Old Farm Tractors (D. & C.) £3.50. Salute the Carthorse (Ian Allan) £1.50 from booksellers or autographed copies from author (please add postage). — Roxwell Vicarage, near Chelmsford, Essex. The Paddle Steamer Preservation Society cater for all paddle steamer interests — extensive and varied charter cruise programme on paddlers and other vessels — illustrated magazine free to members — active branches in Scotland, Home Counties and Wessex. Enquiries to David Swaffield, 25 Glastonbury Road, Wells, Somerset, BA5 1TW, or for Scotland to Douglas McGowan, 69 Stanmore Road, Glasgow, G42 9AJ. Steamship enthusiasts Medway area, or able travel, to join team on restoration of Society steamer 'Kingswear Castle' are especially welcome — work mainly weekends. — Enquiries to David Swaffield (above). Modern, Vintage and Veteran Steam Cars, Steam Launches, Stationary Engines and alternative fuels all described. Specimen magazine and brochure, 55p. "Light Steam Power". — Kirk Michael, Isle of Man, Britain. Wanted — Rally Programmes — any date, good price paid. — D. L. Roseaman, 10 Grimshaw Close, North Road, London, N6 4BH. 52

Autographed Books — (Prices include postage). The Sentinel, Vol. One, £7.15; Century of Traction Engines, £4.70; Fowler Steam Road Vehicles, £1.50; Traction Engines Worth Modelling, £4.70; English & American Steam Carriages and Traction Engines (Fletcher), £2.75; Modern Steam Road Wagons (Norris), £3.20 — W. J. Hughes, The Sentinel, West Street, Beighton, Sheffield, S19 6EP. Cylinder Oil — All grades available from stock. — P. J. Barnes, 13 Caldbeck Drive, Woodley, Berks. Tel. Reading 690095. North Star prints by Geoff Wheeler (see November "Steaming"). Coloured B.B.1. and "Supreme", £1.50 each plus 25p. post (£3.00 pair post free). Black and white cutaways, B.B.1. and Burrell Showman, 50p. each plus 25p. post, singly or pair. New drawings in pipeline. — Geoffrey Wheeler, 84 Hazlemere Road, Penn, High Wycombe, Bucks. HP10 8AG.

OLD MOTOR The Journal of Motor Vehicle History. Six times a year, with 12 copies of Old Motor News, £7.50. Further details: Old Motor, 17 Air Street, LONDON, W1. Fowler Drivers Badges — Oval, Fowler with Leeds inset in centre in brass. Background red. 60p plus 6ip postage. — Road Roller Association. — I. K. Hutchinson, 16 Shearmans, Fullers Slade, Stony Stratford, Bucks. Ryhope Beam Engines. Ryhope, near Sunderland, Tyne & Wear. Open every weekend Easter - September. Two R. & W. Hawthorn beam pumping engines built 1869. Herefordshire Waterworks Museum Broomy Hill, Hereford. Triple expansion and compound engines. — L. Townsend, Aidby Cottage, New Mills, Clehonger, Hereford.

For Sale — 4in. scale 6 nhp Foster Traction Engine. Full set of drawings (27) available. — Details from: K. S. Beeby, 119 Avondale Road, Kettering, Northhants. Tel: Kettering 517677.

Wanted — For restoration of 1937 Austin 10, rear axle oil seals, shock absorbers, rubber bushes for suspension arms. — A. Rogers, 2 Marton Hall Cottage, West Marton, Skipton, N. Yorks.

Information sought — I am compiling a history of the fleet steam wagons and rollers of Worcester County Council. Wagons were o/t Garretts and Claytons, u/t Garretts. Rollers mainly by A. & P., though with two Manns and perhaps two Fowlers. Information, reminiscences, photographs earnestly sought. Photos will be copied and returned at once. Any assistance appreciated. — John T. Rhead, 29 Whitford Road, Bromsgrove, Worcs.

Wanted — Drivers Instruction Book for Robey Tandem Steam Roller, to buy or borrow for copying. Also wanted, Robey transfer, and any photos of Wirksworth Quarries, Knebworth, Herts. Robey TriTandem Rollers at work. Particularly No. 45655 (VL 2773). For Sale — Chimney Base for Aveling R10 Roller. — R. Parkinson, 8 Russell Terrace, St. Davids, Exeter, Devon, EX4 4HX. Wanted — Small (about 2fin. it 2fin. x 3in. or similar) mechanical lubricator with ratchet drive. — G. R. Hawthorne, 19 Bridle Path, Woodcote, Reading, RG8 OSE. Tel: 4091 (STD) Checkendon 680484.

Yesteryear People read "Industrial Past" Magazine. For the people, crafts and industries of yesteryear. 20p quarterly from: 17 Uplands, Skipton, N. Yorks. Children's Christmas Mystery Packs — Ideal stocking-fillers. 50p post free. State age/boy/girl. — Yorkshire Dales Railway Society, Embsay, Skipton, N. Yorks. Wanted — Wiring diagram for canopy lighting on a large model Showman's Engine. A 24 volt bus dynamo being used, 30 amp twin field, DC. If required also a volt meter, amp meter, and variable resistance. — W. Homans, 98 Green Road, Kidlington, Oxford. Tel: Kidlington 5137. For Sale — Or prefer exchange T.E. or railway relics. Rare "Armstrong Whitworth" compound Roller (1923) No. 10R19. Fowler S.C. No. 19205 Roller 1934. Offers invited. S.A.E. please. Can be viewed any time. Wanted — Railway Nameplates, Numbers, Whistles, Lamps, etc. and good Live Steam Models. — Mr. M. Parsonage, 7 Wellington Road, Camborne, Cornwall, TR14 7LH. For Sale — A Century of Steam Rolling, mint, £4.95. The Complete Traction Engineman, mint £1.50. Illustrated History of Traction Engines, £2. Classic Car Vols. 1 & 2. Bound, mint condition, offers over £35. — K. Brothwell, 23A Bowes Road, Waltonon-Thames, Surrey, KT12 3HT. Wanted — Old Rally Programmes, pre1965. — K. Brothwell, 23A Bowes Road, Walton-on-Thames, Surrey, KT12 3HT. Wanted — Good copies of Steaming to complete collection, April 1957, October 1957. — K. Brothwell, 23A Bowes Road, Walton-on-Thames, Surrey, KT12 3HT.

For Sale — Tallow cups; single cock 4f in. high lin. B.S.P., 5in. high, lin. B.S.P., double cock 6in. high, lin. B.S.P., 6fin. high, lin. B.S.P., £5 each. — Richard Hayard, 361 Pilton Vale, Malpas, Newport, Gwent. For Sale — Garrett Showman's Tractor "The Greyhound". Exchange considered. — R. Woodruff, 31 King Edward Road, Ascot, Berkshire. Tel: Winkfield Row 3982. Wanted — 2 lengths of (rubber) water hose pipe 18 inches long, 11 inch bore, for my Lister petrol engine, 5 h.p. Type 2.L. — Mr. W. E. Oke, Gooseham, Morwenstow, Bude, North Cornwall, EX23 9PG. Wanted — For Aveling & Porter type R.C.10 compound slide valve type roller, pair of high pressure cylinder drain cocks, also Aveling governor, or any parts thereof, and Aveling steel tool box. — Adrian G. Ilott, 100 Paxton Drive, Wolverley Park, Kidderminster, DY11 SHY. Boiler Repair Quotations may be obtained from Mason Engineering, 236b High Street, Cottenham, Cambridge, CB4 4RZ. See display advert. Wanted — Early single cylinder horizontal engine (max. total weight approx. 3 tons) with or without steam plant. Also required, small vertical boiler approx. 2 ft. dia. Full details please to — Parris, Littledene, Ewehurst Lane, Speldhurst, Kent, TN3 OJX. Tel: Langton 2148 (Home), Sevenoaks 58171 (Office). Wanted — Fowler type whistle for 8 ton roller. — M. T. Howard 4 Glevum Close, Purton, Wiltshire, SN5 9HA. 53

TENNANT BUDD (LIFE & PENSIONS BROKERS) LTD. are pleased to announce that special arrangements have been made whereby Members of N.T.E.C. can obtain special discounted rates of premium for:(a) PRIVATE HOSPITAL TREATMENT — a plan has been negtiated with the Western Provident Association giving Members the benefit of a 25% discount on the normal subscription ratees. (b) PROLONGED DISABILIITY INSURANCE — this plan giving a weekly benefit in the event of disability caused by accident or illness has been arranged with a leading Company in this field at specially discounted rates. For further details contact:— MR. R. C. HARRIS (MANAGER),

TENNANT BUDD (LIFE & PENSIONS BROKERS) LTD., HILDENBROOK HOUSE, THE SLADE, TONBRIDGE, KENT. TN9 1HY. Telephone: Tonbridge 67011

NOW! PRIVATE CAR INSURANCE AT REDUCED RATES FOR N. T. E. C. MEMBERS A 15% discount is offered to N.T.E.C. members under a new scheme arranged with Lloyd's underwriters. Your no claims bonus may be transferred to the new policy. Contact: TONBRIDGE OFFICE (MOTOR DEPT.)., HILDENBROOK HOUSE, THE SLADE, TONBRIDGE, KENT. TEL: TONBRIDGE 67011.

TENNANT BUDD LTD. 54

For Sale — Traction Engine Spares. 4f in. dia. rear axle keys, locking pins, washers. Pump plunger rod, dia. x slightly worn. Rear wheel locking pin, I lin. long, 2in. dia. 1 x 12in. boiler door ring. 3 x 16in. boiler door ring. 1 new check valve, fin. gas, overall length 2fin.; brass. 2 water, cast steel gland cocks, lfin. x 2f in. long. 3 water gauge tube glasses, 12in. x fin. dia. x fin. bore. 1, as new, brass shut off cock with fin. dia. hole and 3fin. dia., flange with lin. dia. mounting holes drilled in flange.

For Sale — Book by The British Rail Engineering Limited, Swindon Works, G.W.R. Published to commemorate the 150th Anniversary of the Passenger Carrying Stockton and Darlington Railway Company and Swindon's contribution to Railways during this period. Very good for the money with many old pictures in it. Price 70p. this includes post and package. — M. T. Howard, 4 Glevum Close, Purton, Nr. Swindon, Wilts., SN5 9HA.

BOILER REPAIRS

MASON ENGINEERING, 236b High St., Cottenham, Cambridge, Tel: Cottenham 50984 (Evenings: Histon 2565).

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PLATEWORK — FABRICATION — RIVETING — RE-TUBIING. Work to BS. 931 and Insurance requirements.

To keep up-to-date with weekly news of the Preservation movement you need

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ONLY 12p PER WEEK Order NOW from your local newsagent. In case of difficulty (or for a free specimen copy) write to: THE WORLD'S FAIR LTD., UNION STREET, OLDHAM, LANCS. OL1 1DY.

INSURANCE for STEAM VEHICLES and STEAM RALLIES

As Insurance Brokers to the National Traction Engine Club for many years. we have arranged insurances especially suited to owners of steam vehic:les oc ,,ngines, and to organisers of steam rallies. Wide cover and competitive terms are available with special terms for club members. For any further information you may require please do not h,;,-;Itate to contact any of the following:-

Tonbridge Office (New Business, Renewals and Accounts), Mrs. V. M. Jessup, Hilcienbrook House, The Slade, Tonbridge, Kent. Telephone: (0732) 357011.

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