GRADE 1 LISTING FOR LAST STEAM COTTON MILL
FEBRUARY 2014
No288
VENTURE Foster tractor
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A great
Same family ownership for 100 years! TAUMARUNUI
McLaren road roller
Trams & trolleybuses SUSpENDED AT BCLM STEAM TRAM
A unique 125-year-old tram
RANSOMES RESTORED
Early Ransomes portable
◆ Swiss man of steam ◆ Steam archive ◆ 4.5 inch scale Burrell ◆ News & events ◆ Savage centre engine ◆ Battle with an old vertical boiler ◆ Preston open days
Welcome
The Searle family’s engines make a late afternoon stop in Horsham town centre, catching the last of the sunshine, on their 2013 Boxing Day run. ROBIN MARSHMAN
W
hat goes around comes around – and it’s been good to see that a method of transportation that was so useful in our great cities in the past, before being hastily scrapped, has made a comeback in places such as Manchester, Sheffield and Nottingham. I’m talking trams of course. Once brushed aside in the name of progress (in the UK at least) they are now considered the answer by city fathers to their moving people problems. Last December 4, a test tram made an appearance on its new rails in Princes Street, Edinburgh – the first tram seen at this famous location since November 1956. And it was driven by Billy Adams, a heritage tram driver who cut his teeth volunteering on the tramway at the Summerlee Museum of Scottish Industrial Life at Coatbridge (we’ll feature him in the next issue). The Manchester, Sheffield and Nottingham systems have all extended their networks since first relaunched and even the modernised tramway system in Blackpool (which still runs heritage trams on high days and holidays) is looking to extend its rails to the seaside town’s main railway station as an interchange point, somewhere not previously reached.
An amazing survivor from the days of steam trams, in the shape of Manchester, Bury, Rochdale & Oldham No 84 and now 125 years old, has its story told in this issue. It’s in the care of our National Tramway Museum but it’s a long way from being fully restored, as the article explains… not least because one can’t dispose of an iron-clad steam tram’s fire at the end of the operating day in the same shed that houses all of its younger wooden-bodied cousins! Not so good news in tram preservation land is the system at the Black Country Living Museum, where tram operation has been suspended due to the state of the rails, wires and trams. Trolleybus operation at this museum has also been suspended, with management citing ‘asbestos’ as the ‘get out of jail free’ reason to halt all internal transport. There are maintenance issues here that must be addressed. The transport group at BCLM and the museum’s management have been at odds in the past so let’s hope that things can be sorted out soon for the benefit of everyone. Trolleybuses are also getting a raw deal on the other side of the country. Sandtoft Trolleybus Museum has a great collection of both working and static exhibits but suffers
from being out on a limb geographically (go to Doncaster and turn right towards Scunthorpe) and of not being open very often. In order to expand its facilities it would need to attract grant funding, which it can’t because it’s not open very often because it hasn’t got enough volunteers. It’s a vicious circle of course. However, when a group of Sandtoft volunteers repatriate an ex-London trolleybus from Ireland, raise the funds to restore it to running order and undertake the restoration work, to be then told that their efforts are no longer required by the establishment – then it makes one wonder what planet some museum ‘management’ people are on. Sandtoft will slowly return to just a few grey heads playing trolleybuses on a Sunday… until all the grey heads are gone. And then what?
Colin Tyson Editor
ctyson@mortons.co.uk
OLD GLORY FEBRUARY 2014 | 3
Contents No 288 | February 2014 NEWS 6-21 News & Events 78 Old Glory in Miniature
FEATURES 22
Savage in the Centre The history of Savage Centre Engine No 422 and its manufacturer Savage of King’s Lynn.
26
A 100-year Venture Alan Rundle tells the story of his Foster Wellington showman’s tractor Venture, 100 years this month in the same family ownership.
32
Steam Tram No 84 The story of a unique 125-year-old steam tram from the Manchester, Bury, Rochdale & Oldham system.
News updates at oldglory.co.uk www.facebook.com/ OldGloryMag
42
Martin Horath: Swiss man of steam A dedicated collector, steam aficionado and mountain railway loco driver’s obsession with all things steam-operated.
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52
Rebuilding an early Ransomes One of the earliest examples of a Ransomes, Sims & Jefferies 8nhp portable engine, No 10753 of 1896, returned from Chile and has been restored by John Forshaw.
Burrelling in four and a half inch scale David Jacobs and his friend Nick Hall completed a 41⁄2in Burrell in as many years – and a stunning matching water cart in just a week.
88
The Taumarunui McLaren roller McLaren roller No 1678 had a rather chequered history right from the very start.
66
72
Battles with an old boiler Alan McEwen recalls his early days of going it alone in his boilermaking profession – and meeting an angry sow at Dandelion Colliery Piggeries. Plumb Loco Part 3 The first steaming and the conclusion of Mike Plumb’s stunning restoration of a Burrell road locomotive.
4 | FEBRUARY 2014 OLD GLORY
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REGULARS 38 40 58 62 98
Enginelines Helpline Vintageworld Steam Archive ‘Tail Lamp Tom’
READER SERVICES 30 92
Save money with a subscription to Old Glory Advintage – The biggest Steam & Vintage Marketplace
22 Save money when you subscribe
See page 30
News&Events Brooklands flood
A CLEAN-UP operation by a team of volunteers helped to ensure that a New Year’s Day classic and vintage car gathering went ahead as planned. Brooklands Museum at Weybridge, Surrey, was saved from the rising waters by volunteers who helped move cars away from danger and clear up after recent flooding. The London Bus Museum, also on the Brooklands site, was closed until December 30 to allow for the clean-up of the Brooklands site.
Roy Loader
IT IS with much regret to report the death of Roy Loader on December 30, 2013, aged 86 after suffering with Parkinson’s Disease. A service took place on January 17 at Bournemouth Crematorium. His final journey was expected to be behind Garrett traction engine No 28758 Earl of Eldon, an engine which has been in the Loader family for over 60 years. The engines of the former Bournemouth contractors the Loader family were featured at the Great Dorset 2012.
Continued from page 7 But everyone had really come to see the 1896 ordered Fowler A4 road locomotive No 7857, which has arrived recently from Africa in very complete condition. It was reputedly ordered by showman T Taylor of Grimsbury, Northamptonshire, as a threespeed road loco with dynamo platform, full length canopy and interestingly forward mounted right-handed Bollard crane. For various reasons the deal didn’t happen and following a meeting between Alfred Fowler and Mr Hay from the Transvaal, South Africa, No 7857 was reassigned to Edward Chester, the agents for the War Dept. The new specification included heavier winch, larger back axle, bearings, gears and wider rear wheels and a headlight! The engine was shipped to the WD in South Africa for the anticipated Boer War. However, for whatever reason, it wasn’t used. It ended up with H S Henderson, a gold mine owner, to
This 1920 Buffalo-Springfield tandem roller would make a tasty project after ‘the year of the roller.’ALL: PETER LOVE
supply his enterprises in Rhodesia, before being used as a stationary power plant driving gold stamps and mills, with some of the boiler tubes blocked off in its final working days. It is very complete indeed and still has its backhead sight glass and many other items that are normally removed, such as clack valves and more – they are all here. Black
paint with red lining can still be discerned on the rear wheel hub. The gears are in excellent condition, indicating the engine has either been well maintained or hasn’t been used much on the road. It even includes the forward fitted winch bracket still attached to the smokebox. Michael is trying to source photographs of the engine – can you help?
Clubsbandtogether
REDHILL steam’s Ken Robinson has announced that ‘Historic Wheels’ will return in 2014 at a new site in Lingfield, Surrey (A22) supporting the Heavy Horse and Country Show on May 17-18. Coulsdon Old Vehicle Engineering Society; Southern Counties Historic Preservation Trust and classic vehicles associates are also participating. Entries can be made at www.historicwheels.co.uk or through the above clubs. All classes, steam to bikes welcome, email redhillsteam@hotmail.co.uk
Drive it Day
FIVE venues will help make the next annual FBHVC Drive it Day on Sunday, April 27 as interesting as possible for the public and owners of historic road legal motorised vehicles; cars, commercials and motorcycles over 30 years old. Destination venues include the Heritage Motor Centre, Gaydon, Brooklands Museum; Bressingham, Cotswold Museum and Lakeland Motor Museum. 8 | FEBRUARY 2014 OLD GLORY
The visiting Cornish crew of Steve and Debbie Sanders on board Les Searle’s Burrell showman’s Princess Marina, leave Horsham for the countryside on December 26. ALL: ROBIN MARSHMAN
Jimmer Marsh pilots Burrell showman’s road loco Starlight along the Horsham bypass on its way to the Red Lyon at Slinfold.
New destination for Sussex Christmas run
Foden Steam Bus Puffing Billy overtakes Burrell Gold Medal Tractor End to End on the last stretch back into Horsham.
THE Searle family’s traditional Boxing Day road run to a local hostelry saw a change of destination from the last few years to the Red Lyon at Slinfold, West Sussex. December 26 brought the one fine day weather-wise amid a week of wet and windy conditions and the usual suspects took part, along with Alan Eatwell’s Foden wagon, in the hands of Karl Woolford, and visiting couple Steve and Debbie Sanders from Cornwall, who took charge of Burrell showman’s Princess Marina.
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Grade I Listing for last steam-powered cotton mill in UK A MAGNIFICENT survivor from the age of steam has greeted the new year as a Grade I Listed building, its importance finally recognised as the last working steam powered cotton mill in the UK. The giant Victorian steam engine at Queen Street Mill in Burnley, Lancashire, originally named Prudence and renamed Peace in 1918 in honour of the fallen soldiers of the First World War, was part of the works that closed in 1982. Having narrowly escaped its machinery being smashed for scrap, it later reopened as a working museum. Its 120ft chimney is familiar to many TV viewers, appearing as a symbol variously of Victorian manufacturing might, northern grit or industrial unrest in many dramas, including the BBC adaptation of Mrs Gaskell’s North and South, and in the retro police series Life on Mars. Culture minister Ed Vaizey said: “The Queen Street Mill in Burnley is the epitome of a time when cotton production in Lancashire was Britain’s principal source of industrial wealth. It’s wonderful that it has survived all this time in such splendid condition. Listing it as Grade I will help ensure that it continues to tell the story of that era for many generations to come.” As the textile industry declined – briefly revived by the demands of the First World War – the company could never afford to replace the 500hp tandem compound steam engine. A serious fire in 1918 destroyed part of the building, but the steam engine survived. Grade I is the highest listing category, only bestowed on 2.5% of roughly 350,000 listed buildings in England. ● A full feature on Queen Street Mill was published in OG 285. Right: Queen Street Mill: Grade I Listed status. ALAN McEWEN
Tram operation suspended at Black Country Museum ALL TRAM and trolleybus operations have been suspended at the Black Country Living Museum until further notice. The
perilous state of the infrastructure, which has received little or no maintenance in recent times, has been cited as the determining
Wolverhampton tram No 34 in happier times. It is now described as being“in a parlous state”. MALCOLM RANIERI
factor in condemning tram operation, with its vehicles confined to depot for the foreseeable future. According to Trams Today, the museum “has been suffering from low attendance figures in recent years, combined with a lack of investment in the site. The internal transport systems have fared especially badly in this respect, with the tram operation relying on the increasingly decrepit Wolverhampton 34, a car which has degenerated into a parlous state due to lack of proactive and ongoing remedial attention. Clattering over increasingly worn track, No 34 has bravely soldiered on but the axe has now fallen on all tram operation. A firm of consultants has condemned the track which
means that, unless expensive renewals take place, tram operation at the museum could have ceased forever.” In addition, the museum’s trolleybuses are consigned to storage due to the presence of asbestos. Although this falls within legal limits and is safely contained, all trolleybus operation has been cancelled, leaving only diesel buses to provide transport around the site. As the country’s only operator of narrow gauge trams, the closure of the line could have dire consequences for the tram fleet, none of which, with the exception of the standard gauge Wolverhampton horse tram 23, would be suitable for use elsewhere. OLD GLORY FEBRUARY 2014 | 9
VINTAGE TRANSPORT
MBRO No 84 while at Ince Forge, Wigan.
Manchester, Bury, Rochdale & Oldham
Steam tram
No 84
Following Derek Rayner’s article on British-built steam tram survivors (OG 286) and his question ‘where are they now?’, two volunteers at the Tramway Village at Crich, Derbyshire, Andrew Bailey and Mike Crabtree, provide an insight into the history of their unique 125year-old steam tram
M
BRO No 84 was hidden from view for many a long year and is in the custodianship of the Tramway Museum Society. There are only two known ‘Wilkinson Patent’ steam tram engines in existence and both were built by Beyer, Peacock & Company in Manchester. Both are in the custody of the National Tramway Museum at Crich, Derbyshire. Of the two, only one has operated on a British tramway system, the other went as a demonstrator in the mid-1890s to Sydney, Australia. It was not successful there since the city eventually purchased an American-built fleet of Baldwin engines. The machine subsequently returned to its makers where it was used as the company’s No 2 standard gauge works shunter until 1962. Rather interestingly, in 2009, this slightly larger 32 | FEBRUARY 2014 OLD GLORY
version of the ‘Wilkinson Patent’ engine, by then named John Bull, was taken to the Museum of Science and Industry, Manchester (MOSI), where, for a short while, it was reunited for the first time since the 1960s with Beyer, Peacock’s standard gauge works shunter No 1. The recent story of MBRO No 84 at Crich began in 2002, when the organisation was offered something by MOSI that was described on its asset list as ‘a steam tram on 10 pallets’. At the same time, Crich was also most fortunate in being able to obtain copies of the general arrangement drawings for No 84 from the MOSI archive. In the subsequent years, both authors have continued to research these, with a view to developing a restoration project for the engine when funds and time allow. The major components received over 10 years ago were the boiler (missing its fittings), original and
newly manufactured side frames, some axleboxes and the regulator, together with various bits of unidentified metalwork. These were immediately despatched to Crich’s off-site store with the intention of eventually cataloguing them.
MORE PARTS FOUND
Towards the end of April 2011, the museum curator at Crich received a message from MOSI advising that it had found some additional steam tram engine parts – which it believed had come from MBRO No 84. With the help of a friendly local haulage contractor – and many thanks to Bryan Scott for his assistance here – Crich was loaned a small lorry and this enabled the collection of the parts from Manchester. So, by the end of May 2011, these further items joined the others in store. These ‘new’ items comprised the engine’s
A unique‘in-service’illustration of MBROT No 84 – with trailer taken in Oldham in 1900. SCIENCE & SOCIETY PICTURE LIBRARY
two coupling side rods, the valve gear, one axle box and various items of ironwork – but still no wheels or axles. These latter, obviously very important components of the tram, are still missing. This bonus ‘find’ set people at Crich thinking about the history of the engine. There are brief mentions of MBRO No 84 in several of the volumes of David Gladwin’s ‘magnum opus’ The History of the Steam Tram. This led to various emails to the book’s publisher and then a phone call to David Gladwin about No 84. As a result of this, David was happy to loan the authors the copies he had of the Board of Trade (BoT) report of No 84’s boiler explosion in 1893. This then led on to further research as to where other items of information about the tram might be found. More details subsequently came to light and these were
collated in order to help expand the known history of the machine. The initial information was that No 84 was one of a batch of four such engines, numbered 83 to 86, built by Beyer, Peacock to ‘Wilkinson’s Patent’ at a cost of £836. 10s. 0d each, for the Manchester, Bury, Rochdale & Oldham Steam Tramway Co in 1886. This figure included £20 to Wilkinson for the use of his patent and also delivery. They were sold to the tramway for £1000. Unlike the earlier ‘Wilkinson Patent’ engines, this quartet also had additional items in the form of roofmounted condensers as well as steam driers in the firebox.
BOILER EXPLOSION
A further reference found related to No 84’s boiler explosion, which is in BoT report No 675 dated October 28, 1893. This was in
respect of an incident that occurred at 6am on Wednesday, October 18, of that same year. Unfortunately, the driver, James Greenwood, died from his injuries by scalding and falling down between the engine and trailer when trying to escape. The report indicates that at the time, No 84 was owned by the Bury, Rochdale & Oldham Tramway Co – the name ‘Manchester’ having been dropped in 1887. Mention is made in the report of repairs carried out on the tram’s boiler in August 1892; at that time, two patches were fitted in the firebox. One of these was 131⁄4in by 10in (336.5mm x 254mm) and the other was 91⁄2in by 9in (241mm x 229mm); both being of Siemens mild steel. In July 1893, the boiler’s safety valves and seatings were faced up and several tubes replaced. After these repairs had been carried out, the boiler was hydraulically tested to 240psi. OLD GLORY FEBRUARY 2014 | 33
STEAM ARCHIVE Burrell No 2075 demonstrates lifting a 10 cwt crate but slewing to the left is restricted by the position of the chimney. Note the shape of the belly tank.
Something a little different? It has often been claimed that no two traction engines are exactly alike. Traction engines were not mass produced and the customer could have anything he wanted – as long as he was prepared to pay the price for ‘something a little different’, says Mike Dyson BURRELL CRANE ENGINE
The majority of the 24 crane engines built by Burrell had a conventional forward mounted jib with a winding drum driven from the crankshaft. No 2075 was completed in April 1898. It was a standard 8nhp double crank compound with cylinders of 6½in diameter and 11in diameter with a 12in stroke. It is claimed that this type of road engine could easily handle a 32 ton load on the hill at Croxton just outside Thetford. If you’ve seen the hill, you may be unimpressed. No 2075 was fitted with an unusual bollard crane and was exported to Clydesdale Collieries near Johannesburg. The jib could be moved manually from side to side but lifting was accomplished with a capstan mounted on a shaft driven from the crankshaft. The capacity of the crane was only half a ton but in 62 | FEBRUARY 2014 OLD GLORY
the hands of a capable driver, was no doubt a very useful piece of equipment.
FOWLER SINGLE CRANK COMPOUND PLOUGHING ENGINE
In 1878 Fowler supplied a pair of its 14nhp single cylinder ploughing engines to Barnard & Co of Bordean near Petersfield, Hampshire. These were numbered 3496 and 3497. After the First World War they had found their way to Charles Cherrington of Hadleigh, Suffolk. By this time the engines were worn out and were rebuilt using a boiler supplied by the Oxford Steam Plough Co and Burrell single crank compound cylinders. Pamplin Bros at Cherry Hinton, on the south side of Cambridge, had rebuilt a number of its ploughing engines using Burrell single crank
compound cylinders. No doubt the change to compound cylinders gave greater fuel economy. After nearly 20 years Nos 3496 and 3497 were sold and finally went out of use in the late 1940s. I think we can conclude that the rebuilt versions were a success.
McLAREN ROAD HAULAGE TRACTOR
Large traction engine wheels fitted with solid rubber tyres on the rear and pneumatic tyres on the front is an unusual combination. In 1936 McLaren started on designing a road haulage tractor. In 1940 a 100hp monster was completed. Weighing in at nearly 13 tons, this was no baby. The engine was a McLaren MR5 diesel, fitted with a four-speed gearbox. The chassis had been converted from No
Fowler No 3497 looks rather strange with its Burrell cylinder. Changing gear is still done by removing the gear from the end of the crankshaft and replacing it with the one on the foot boards.
Although completed in 1940, this McLaren road haulage diesel tractor had some parts taken from No 1570.
Robey compound tractor No 40798 was photographed at the Globe Works before it was despatched in 1923. Presumably the short chimney was retained for the next 14 years.
1570, an 8nhp road engine built in 1918 but was adapted using steel channel. It was fitted with a substantial winding drum with 50 yards of steel rope. Extensive trials were carried out by Pickfords. The initial test was with an 87 ton load from York to Bradford. Later, a 109 ton load was hauled from Birmingham to south London. McLaren had hoped the War Office would be interested in the road tractor for gun haulage. Unfortunately no further orders were received. In 1947 the road tractor was sold to William Church & Sons of Halifax for use on the fairground and named Rover.
ROBEY TRACTOR
The height of the chimney not only helps to draw the fire but takes the smoke above the height of the driver. So no doubt there was surprise at Robey when it was asked to produce an engine with a very short chimney. Robey supplied No 40798 to Fisher & Co Ltd of Tamworth in November 1923 for use at its paper mill. This was not the first tractor to be supplied to Fisher as Robey had supplied a similar one, 33957 in 1915. The reason for the short chimney is thought to be because the engines had to negotiate a low arch in the works but I can’t confirm this. By 1937 the paper mill had closed and both
tractors were sold to Thomas Cowman & Sons Ltd of Asfordby, Leicestershire. No 40798 was later sold to Albert Holland of Swadlincote, Derbyshire, and was briefly used on the fairgrounds until it was scrapped. However, No 33957 is now preserved in Rutland but has a conventional chimney.
TASKER WAGON
A number of manufacturers built tankers and gully emptiers but they always seem rather strange (or perhaps we have been conditioned by what we see on the rally fields). No 1430 was supplied to Southend-on-Sea Corporation in 1910. î “ OLD GLORY FEBRUARY 2014 | 63
Tail lampTom Telling iT like iT is
e times they are a changing I WAS looking at some photos recently showing engines in Cornwall in the early 1960s – a couple showed arena events under way and one thing that stood out was the crowd of spectators present – something you no longer see. This got me thinking as to how the rally scene had changed over the years. I dug out a programme for the two-day Yelverton Steam Rally held at the end of May 1973. Firstly, I had a look at what was on display and this turned out to be full size steam engines, one solitary miniature (which if memory serves me right was towing a water carrier in the shape of a beer barrel upon which a Jack Russell dog was riding). There were veteran and vintage as well as post-vintage and thoroughbred cars, motorcycles and three-wheelers, motor tractors and agricultural implements. There was even a 1937 Stothert & Pitt stationary steam crane due to appear if repairs had been completed in
time! Along with fairground organs was the obligatory model tent and sales stands – all listed within the 10p programme! Arena events for both afternoons were: Grand parade and commentary of all vehicles, musical chairs for engines, slow race for engines, beer in the bucket event, ladies steering event, tug of war – engine v public, an event by the motorcycles, display by the Spooners and West Dartmoor Pony Club and (Sunday only) Lostwithiel Youth Band. The peculiar thing about the rally was that it was held on a Saturday and Sunday yet was not officially opened until 2.30pm on the Sunday by Lord Roborough, the Lord Lieutenant of Devon. Prior to the official opening a short religious service was held at 2.15pm by the President and Padre of Devon Traction Engine Veteran and Vintage Car Club, the Reverend H G Tucker. Now fast forward to the 2013 Torbay Steam Fair, held over three
days at the beginning of August 2013. Attractions included all of the above (but with many more miniatures) plus military vehicles, model and craft tent, beer tent, owls display, awning displays, cider press, donkey rides, laser clay pigeon shooting and archery, fairground vehicles, fairground rides and equipment and parrot rescue. The programme cost £2 and was money well spent. Ring events were parades of motorcycles, military vehicles, miniature engines, steam, commercials, cars, tractors and steam events and these took place at various times during the day. There was no official opening ceremony and neither was there a religious service on Sunday. The differences between the two rallies (besides the fact that Yelverton was only a few miles north of Plymouth) were that there were more visitors to Torbay and the exhibits were more varied. Mainly local engines attended the rally at Yelverton whereas engines
and exhibits come from far and wide to Torbay. This year saw the US-built Keck Gonnerman engine owned by the Bawden family from West Cornwall and the Mighty Verbeeck Organs Victory and Locomotion from Holland – something undreamt of at Yelverton. Of course Torbay had larger car parks than Yelverton. The catering and toilet facilities were better at Torbay – the ‘Elsan’laden buckets and toilet seats at Yelverton bear no comparison with the modern blue ‘Turdis’ we take for granted. But with a time machine, I’d still return to those days of Yelverton. With it not being so commercialised the visitor seemed to be more part of the rally itself. Of course Torbay has had to move with the times in order to attract families and indeed for its very survival. To this end it is a commercial success and is the only rally I attend every year as there’s always something new.
The views expressed by ‘Tail Lamp Tom’ are not necessarily those of the editor or publisher.
NEXT MONTH
▲ KeithShakespeare:40yearsof tradingonourrallyfields
▲ Transfer window: collecting our rich transport heraldry
l New owner for Wallis engine l l Clayton & Shuttleworth road loco l March issue on sale from February 20 plus FREE EVENTS GUIDE PART ONE 98 | FEBRUARY 2014 OLD GLORY