60 Years of the National Traction Engine Trust

60 YEARS of the

NATIONAL TRACTION ENGINE TRUST

Preserving our heritage with steam on the road

NATIONAL TRACTION ENGINE TRUST Preserving our heritage with steam on the road President: Andrew Semple Vice President: Charles Daniel Chairman: Robert Herring Vice-Chairmen: David Smith; Robert G. Siddall General Secretary: Jennifer Holt Membership Secretary: Lisa Crankshaw, NTET Membership, PO Box 10348, Hinckley LE10 9FB. membership@ntet.co.uk Treasurer: Julie Smith FCA

CELEBRATING 60 YEARS OF THE NATIONAL TRACTION ENGINE TRUST

Chairman, Steam Apprentice Club: Elaine Massey Head of Engine Owners’ Section: Robert G. Siddall Head of Rally Organisers’ Section: Lance Jackson Head of Technical Services Unit: David Smith Head of Commercial Section: Stuart Gray Rally Authorisation Officer: Bill Evans Editor, Steaming: Roger Mills - steaming@ntet.co.uk Insurance Officer: Ian Cooper Public Relations Officer: Mike Dyson - public.relations@ntet.co.uk Spares and Pattern Register: Richard Semple The NTET General Council: Colin Hatch - Richard Hurley - Kevin Munn - Tony Seddon - Joe Black -Paul Davis Tim Holt - Dan Brothwell - Bob Allison - Nick Bosworth - Kevin Mills - Guy Debes Paul Cook - John Gilbert - Anthony Coulls - Jeffrey Shackell - Jo Donkin - Reg Mattless

Membership of the NTET is open to all - engine owners or not - interested in road steam preservation, portable engines and miniature road engines. The annual subscription is £30.00 (£35.00 for members not in the EU).

The Trust’s magazine, Steaming is sent free to members during the early part of January, April, July and October, and other benefits of membership include advantageous terms for boiler insurance, access to technical advice, and the Trust’s driver training schemes.

Steam Apprentice Club Founded in 1979, the NTET’s junior section supports youngsters up to the age of 21 in learning about, and appreciating, road steam engines.

Regional driving days are organised every year and members have recently completed the build of a 4” scale Burrell traction engine.

W

hen the founding members got together in 1954 to form the National Traction Engine Club, little could they have realised that sixty years later the traction engine movement would be thriving.

There have been some big changes over the years. Today’s younger generation of enthusiasts have not seen road engines in commercial use - and the engines themselves have gone from discarded curiousities of a bygone age, to highly prized, valuable vintage vehicles. In the early fifties a tired boiler would see an engine sent for scrap; today we have a thriving industry of boiler repairers and engine restorers to cater for the needs of our charges.

Rallies have grown out of all recognition from those early days and the very English concept of the ‘steam rally’ has been adopted by enthusiasts around the world.

Throughout all this, ‘the National’ has strived to be the organisation of choice for the road steam enthusiast, engine owner or driver, and rally organiser. Troublesome bureaucracy has been dealt with; aspiring engine drivers have been trained; lifelong friendships have been formed.

In this special celebratory publication, we delve through the archives of the Trust’s magazine, Steaming to look back on 60 years of our movement, the many characters within it, the engines and events, the happenings that have shaped where we are today. Here’s to the next 60 years...

Editor: Kevin Mills

Assistant Editor: Dan Brothwell

Contributors: Anthony Coulls, Mike Dyson, Paul Cook, Nick Bosworth, Jeff Shackell, Rebecca Leisk, Alan Jackson, Richard Hawthorne, David Bosworth, the NTET archives Published by The National Traction Engine Trust Ltd, 4 Church Green East, Redditch, Worcestershire B98 8BT Printed by Holbrooks Printers Ltd, Portsmouth PO3 5HX. Copyright NTET 2014.

Appleford

Once upon a time, in a field at

APPLEFORD

64 years ago, two Berkshire farmers had a race with their traction engines. The prize - a firkin of ale. The winner - Arthur Napper. The legacy - today’s road steam preservation movement. Jeff Shackell tells the story

T

he bar of the Carpenters Arms at Appleford often resounded to the merry banter between engine folk.

You can perhaps hear their voices now - “do you remember that time in...”, or perhaps, “we had a good run that day...”, and then sadly - but inevitably - “he was a good chap, wish he was here now”.

That very same bar in July 1950 would have been full of much the same good humour. No tales here though of engines going to rallies or “see you next week at the Great Hintonwold rally”, for it had all only just begun. Half an hour previously Arthur Napper had romped home to victory on his Marshall traction engine, beating his neighbour on his Aveling & Porter traction engine by

a good margin. The first race between two traction engines had just taken place. The date was the 30th July 1950.

It had been an amusing morning of eccentric fun, and most of the locals who had witnessed the spectacle thought it all very odd that one man should wish to race another on, of all things... a traction engine. The whole affair was probably forgotten by most during the next day, except for those with a sore head as a result of the excess beer consumed in the Carpenters Arms!

Arthur Napper was 30 years of age at the time, and he had purchased his Marshall 6nhp agricultural 37690 from John Wilder of Wallingford in 1949 for the sum of £46. Arthur was well

Above: Arthur Napper lays a smoke screen behind Old Timer as he takes the lead from Giles Romanes and Eileen The Erring during the 1951 race. (The Daily Telegraph) Below: Reunited at Appleford in the summer of 2000 - Marshall 37690 and Wallis & Steevens 7625. (Roger West)

Appleford

A much copied photograph, but it shows Arthur Napper and Freddy Owen on Marshall 37690 setting off alongside Miles Chetwynd-Stapylton and Bill Cross on Aveling & Porter 8923. The first race - 30th July 1950. (Arthur Napper collection)

known to the firm of contractors R. J & H. Wilder, having made great friends with one of their drivers, Tommy Yeo. The two of them had spent many a long day threshing with the firm’s Burrell 2426, and the Marshall engine and several others were languishing at the lower wharf in Wallingford.

Arthur often related that when he paraded the engine up the main street in Appleford after his journey home, the villagers thought him quite out of his mind. It was commonly thought that he had ‘more money than sense’ and with the average wage at between £2 and £3 per week at the time,

perhaps we too would have had some sympathy for their thoughts.

Arthur’s opponent in 1950 was his great friend and neighbour from Didcot, Miles Chetwynd-Stapylton.

Miles, a former RAF pilot during the war, was a fellow farmer, although on a much smaller scale to Arthur.

He had also purchased his traction engine from John Wilder and the acquisition was purely for fun, he having no real commercial use for the engine on his small farm.

The Aveling, number 8923 (BL 8851) was in poor health for the first race, suffering from leaking tubes.

Miles was not a steam man and relied entirely upon help from those

who knew about such things. On driving the engine from Didcot to Appleford for the race, it rounded the corner by the level crossing and was all but finished before they had started.

Tommy Yeo, who had been lined up to drive the engine, took one look at the water pouring from the ashpan and flatly refused to have anything to do with the machine. The engine was nursed into the village blacksmith where Miles begged the local smith-cum-repair handyman to help him.

His name was Bill Cross.

Bill set about doing his best for the engine and it was well known in the village that Bill could mend anything.

It was hardly surprising that, having got it to hold water (well sort of), he should be asked if he would drive it.

The local merchant, Freddy Owen, supplied coal for the race and he was asked by Arthur to steer the Marshall for him. Freddy, Arthur and Miles were all the best of friends, regularly drinking together in the Carpenters Arms and his memories of the young

Aveling & Porter agricultural engine 8923 Ladygrove Miles Chetwynd-Stapylton’s steed, and an engine which unfortunately did not survive further into preservation. Miles sold her on for sawmill use and she was sadly scrapped. She is seen here on 8th June 1952. (John Meredith)

The Appleford reunion in July 2000 provided the rare opportunity to get together all the gentlemen who had edited the Trust’s magazine, Steaming. From left to right, Giles Romanes, John Crawley, Ran Hawthorne, Dick Blenkinsop and Roger West pose with Marshall 37690 Old Timer. (John Meredith)

Appleford Arthur and Miles at play with the locals are somewhat illuminating.

What Miles lacked in confidence with traction engines he certainly made up in generosity and money, “the drinks all round are on me” not being an unusual statement from him. Tomfoolery and light hearted pranks were the order of the day between the young men, and Miles’ good nature resulted in him swapping his 1929 Rolls-Royce doctors coupe with Freddy’s 1936 Standard Flying Four on one occasion. Sad then to relate that in later years Miles was to take his own life with time’s good fortune had run its course.

But the July 1950 race itself was over in five minutes. The Marshall’s firebox was heaving with coal and Arthur often related the story that at the close of the race it had all disappeared! Freddy Owen was persuaded to mount the footplate of the Marshall back in 1999, 49 years from the last time he was there, and indicated that the regulator had been firmly up against the open point on the quadrent.

The tales and stories of this and the other races held in those first couple of years of the 1950s have, of course, been told many times over. Your author, as a small boy helping (or probably more to the point, getting the way) with Arthur’s engines in the 1960s, remembers being fascinated with the line in the Appleford programme notes against the Marshall Old Timer - “As a result of her races in 1950/1, traction engine rallies began”. Little did I think that it would be me who, 35 years later, asked various owners, engines and grand old men of steam to gather at Appleford to celebrate the very first race 50 years before.

(The event, on 29th July 2000, was reported in the World’s Fair as ‘Just a perfect day’. Jeff’s gathering brought together many of the engines and personalities from those early days.)

Then and Now....

An engine which has long been a favourite on midlands rally fields - 1882 McLaren agricultural 127 (HO 5618) worked as an estate engine in Hampshire before being purchased for preservation by former NTEC chairman John Crawley. For many years the engine was owned, rallied and extensively roaded by the late John Mayes, in whose ownership she is seen in Peter Coulls’ photograph at the 1969 Birmingham Science Museum Rally, held in Newall Street in the city. The engine is now with Steve Arrowsmith, clocking up an impressive road mileage every year - in Rebecca Leisk’s picture below the veteran engine is enjoying a break at the Crich Tramway Museum during 2014’s Wirksworth Assessment Trials.

How we got here

How we got here

The road steam movement didn’t start with the NTET - but the formation of a national body happened quite naturally. Anthony Coulls tells the story.

P

reservation of road steam vehicles has been around for many years prior to the National Traction Engine Trust’s formation. Perhaps the earliest example is that of the Fardier a vapeur of Nicolas Cugnot from 1771, which by 1800 had been given a place in Paris’ Musee des Arts et Metiers where it remains today. In the UK, William Murdoch’s 1784 steam carriage model is the first British steam road vehicle in a museum, but for live steam preservation, one has to move forward to the 20th Century.

Prior to the Second World War, we find a few privately owned engines in the ownership of the Honourable Peter Hoseason of Dowdeswell Court near Cheltenham. From 1937 to 1939 he

acquired a number of old and interesting traction engines, but he was called up for War Service in 1939 and all the engines bar one old Hornsby portable went for scrap. The portable became part of the Science Museum collection and is currently housed at Wroughton in Wiltshire. In 1937, what became the Road Locomotive Society was founded, but this as a learned society was more concerned with recording what it could about makes and makers before it was all too late – preservation in the active sense was yet to take off, even railway preservation, so often the big brother of the steam world, was mainly about recording, with only one locomotive privately saved in 1927 – Gladstone, and that was statically displayed at the then

York Railway Museum.

After World War two, more private owners began to recue engines, and look at steaming them for pleasure.

The War had seen thousands of engines broken up for the War Effort, but as pieces of machinery that were obsolete, they could still be picked up for next to nothing. The late Ian Fraser of Arbroath bought a Marshall steam tractor in 1947, had it put back into steam and used to go for Saturday morning jaunts around town with it until the sea coal he had acquired ran out, at which time the engine would be put to bed. He kept it at his home and later on, it was to be the subject of a legal battle “The Arbroath Affair” which established the precedent for keeping a steam engine for pleasure on one’s own property. The tractor later became part of the Leicestershire Museum collection and is today displayed at Snibston Discovery Park.

Elsewhere in the country, Chris Lambert of Horsmonden had a collection of upwards of forty engines and held regular steam ups in his yard.

Howwever these were all examples of people working in isolation, and not many were aware of each other.

The Road Locomotive Society did get involved in preservation in a limited way, acquiring an elderly Aveling & Porter traction engine and presenting it to the Science Museum in 1951, where it remains to this day, but that was all.

A National body looking to promote steam preservation was still far off when the now famous Arthur Napper and his friend Miles ChetwyndStapleton bought engines for their pleasure in 1949; Arthur realising that

one day none would be left if he hadn’t preserved one. Berkshire thus became another place where individuals did something, but the stage was set for the next move. Arthur and Miles teased each other about their engines’ ability and Miles set the challenge for a race in July 1950. The rest is now history – Arthur’s Marshall Old Timer beat Miles’ Aveling Ladygrove, in front of a group of locals at Appleford, maybe some twenty five or so in number. There matters might have remained, had Miles not asked for a rematch – by which time the local newspaper caught hold of the story. Thus in August 1950, the Marshall beat the Aveling once more in front of some two to three hundred people, one of whom was a reporter from the Daily Mirror – and the story went national. This alerted others who had an interest in engines, one of whom “Doc” Giles Romanes is still involved to this day. He met Arthur and the pair had another race in 1951, by which time over a thousand people attended and the seeds of gatherings of steam engines were sown.

Rewind to 1893, and a professional organisation to protect the rights of steam road users was formed which became the National Traction Engine and Tractor Association Incorporated.

This fought the corner of traction engine users across the country who faced all manner of issues from smoke emissions to taxation and speeding of all matters. This encompassed threshing machine users and steam cultivation associations ultimately but by the 1950s was an institution in the same decline as the engines and users it sought to assist. Very few were using engines commercially and legal harassment of

How we got here went to see Arthur Napper.

Maybe he was hoping for a boost to the Association, but he assisted Arthur in organising a gathering of engines on June 8th that year.

Still branded as a race, five engines competed Down in Cornwall, always a good ‘steam’ county, and four were engine preservation got off to an early start. displayed – but after that In 1951 Charles Gregory purchased a Burrell year, no more races were traction, both for work and pleasure. Word got held due to concern about around and enthusiasts began to gather at ageing flywheels bursting Charles’ steam ups - the rest is history. In 1955 under the strain of race the West of England Steam Engine Society was conditions. Future years saw formed and is today one of the premier clubs in demonstrations of engine the movement. driving skill, and much longer Charles was a keen supporter of the NTET and events rather than flat out owned many engines. One of the more famous five minute matters and was the diminutive Aveling & Porter 5541, which the concept of the traction he acquired for his daughter Phyllis in 1954. Bo engine rally as we know it Peep had begun life as a 3 ton tractor (it is now was born. back in original form) before being rebuilt as a Stephens and his roller by Boughton’s of Amersham. Charles and Association continued Phyllis are seen here at an unknown date driving to support the scene the roller on their premises at Coombe, near throughout 1953 and Cambourne. (Editor’s collection) 1954, but they were still a professional body with salaried staff such as those that did was much less than it had Stephens himself. The men preserving been when the Association was set up. the engines as a hobby felt that an In 1952, the then Scretary of the organisation which reflected the voluntary Association, Frank Stephens, got wind nature of the movement was needed of the happenings at Appleford, and and thus in May 1954, seven people

How we got here gathered at the home of Alastair Dacre Lacy and formed the National Traction Engine Club, whose 60th anniversary we celebrate this year.

The logo dates from that time and it was agreed to publish a magazine (now “Steaming”), with the Appleford gathering being the main club event. By then, the appeal of engines was spreading During the 1970s high standards of engine across the country, and local restoration became more common and engines rallies such as Pickering in which had previously been classed as ‘beyond North Yorkshire began to hope’ began to appear on the rallyfields. Here be established, as did local we see Ted Freeman’s restoration of Fowler clubs.

6nhp general purpose engine 11554 of 1908, The Club began to be which had languished in a derelict condition concerned with working for many years. The photo was taken at Great with a modern preservation Missenden in July 1976 - the same year the movement, and became Fowler passed to Dave Dale of Essex, where involved with safety, legal and she remains today. (A. Gray) insurance issues relating to this and the cost of producing a quality road steam vehicles, as well magazine meant that by 1957, the Club’s as publicity and raising the profile of finances were in a parlous state. Nearing the steam engine. Yet in its infancy, it bankruptcy, the committee had a meeting came very close to folding completely. on 21st August that year to consider We are used to the problems of wet options, one of which was to wind the rallies these days, but the other costs club up, as it was £88 in the red, a large of running a National club were new amount in those days. to the team running the organisation During the meeting, the atmosphere and of course, no-one had done it changed from despair to optimism as before to give them any clue as to the idea of holding a raffle for funds was what to expect. The receipts from mooted. Then the prize was discussed, the rallies were often shared with and the Treasurer, Walter Edney offered charitable causes, and whilst laudable,

How we got here to present a Wallis & Steevens traction engine of his as first prize. He personally took out an overdraft of £100 to tide the Club over and then paid expenses to all engine owners who had been at the 1957 event. The gamble paid off, and the Club has gone from strength to strength.

With the growth of rallies across the country, the last Appleford National Rally was held in 1971, but a 21st anniversary road run was started from appleford in 1975, ensuring the place had made its mark in history due to the efforts of Arthur Napper and the NTEC. Events and the world change and the Club moved on. It acquired charitable status and reflecting that, changed its name to the National Traction Engine

Trust in the 1980s, which it now operates under; this gives a certain degree of gravitas after six decades, amusing when one considers that those activities of the early days were looked at askance by such groups as the Institute of Mechanical Engineers.

A key part of the Trust is reflected in its motto – which could be said to be its mission statement “Preserving our Heritage with Steam on the Road”.

Rallies are important, but many still derive enjoyment from driving their engines upon the Queen’s highway. Thus the Trust keeps an eye on legislation that may affect the engine owner and driver, from the use of Fire Hydrants to the correct driving licence to operate a road roller. It has members looking after technical Reflecting the very personal and social nature of the developments, insurance steam world - Aveling & Porter 15 ton roller 3315 of issues – running a very 1894 is seen awaiting a trip to the pub to celebrate successful insurance her return to steam. Custodian Anthony Coulls and disc scheme for many friends worked hard over a long period to return the years now – and a Rally long abandoned machine to health. (Anthony Coulls) Authorisation Unit. The latter offers guidance notes for the operation of safe and legal rallies – how many folks know how a main ring should be set out? The Rally Organiser’s Code of Practice will tell you.

The Rally Organisers and Engine Owners’ sections also hold annual conferences to discuss current matters and good practice, often asking external speakers to come and talk about related issues, such as

How we got here the legality of towing trailers.

An Engine Owner’s Code of Practice helps novices and old hands alike, and with the novices in mind, the Trust runs an Annual Training Weekend and Driving Course, which initially gave hands on experience and now leads to a three year syllabus should students wish to follow that. Recognising that financially, not all can afford to attend, Night time at Dorset - the visual and it now also offers bursaries to emotive attraction of a showman’s engine allow members of lesser means to in the dark continues to be a massive draw take part – a laudable part of the for enthusiasts and public alike. (Rebecca enterprise. Moving on from that, Leisk) the Trust also offers a voluntary Blenkinsop and Roger West over the Certificate of Competency scheme, last 40 years; recently Roger Mills who whereby engine crew can be assessed writes for the World’s Fair has assumed on their abilities and coached on the helm and is gently making his mark improving their engine handling skills on the publication without upsetting the – a very valuable aspect as those who established features and style. worked commercially with engines The Trust has to be seen, as well as are getting fewer and fewer, and skills doing all these things, so has a mobile retention is a very important part of display unit which attends rallies across preserving the heritage. the country – this offers hospitality, The initial plan of producing sells a wide range of traction engine a quality magazine has not been related material, books and DVDs and neglected, and “Steaming” still also gives the much needed chance remains the foremost publication to take up membership of the Trust at of the road steam world. Published an event. A major shop window for the four times a year, it has established Trust is its attendance with a marquee a reputation for accuracy, good at the Great Dorset Steam Fair, which photography, technical and historical has to be the National Heritage Show articles, plus Trust and regional news for many. The Trust operates its sales without fail. Notable editors have been again from the marquee, displays John Crawley, Ran Hawthorne, Dick

How we got here rare or interesting engines and offers members and their guests a sit down and cup of tea, or just the chance to natter. Trust Officers attend and there is usually an open forum on the Friday evening where any questions can be asked and discussed. The Commercial arm of the Trust extends to postal and internet sales too, plus assistance to television and film companies looking for engines or to make programmes about enthusiasts. Our Chairman has even made it on to prime time BBC Radio 2, being interviewed about road steam by no less than Chris Evans.

How we got here Affiliated clubs still remain an important part of the Trust’s activities, from other nationals such as the Road Roller Association and the Steam Plough Club to local steam societies such as the Bedfordshire Steam Engine Preservation Society and the Lancashire Traction Engine Club. These groups can come into their own when it comes to another of the activities of the club – that of anniversary road runs, such as that held at Appleford on 1975 and the last commemorative one in Northamptonshire in 2004. The Bedford Club are working on the 2014 event

One that didn’t make it. Aveling & Porter E type piston valve steam roller 10124 of 1921 was one of the dozens of similar machines supplied new to the nationwide contractors, the Eddison Steam Rolling Company of Dorchester.

In 1957, still at work in the ownership of the now renamed Eddison Plant, the roller was entered into the West of England Steam Engine Society’s rally where it is seen here enjoying a day off. Alas, the machine was scrapped soon after - a fate that befell more than a few engines which were acquired for preservation and found to be ‘beyond economic repair’. (Editor’s collection)

centred on Old Warden in September.

With a mind to the future, perhaps one of the most important developments in the existence of the Trust has been the creation of the Steam Apprentice Club.

The Steam Apprentice Club is for people under the age of 21 who are interested in Steam Traction Engines.

It was formed in 1979 by the National Traction Engine Club and now represents the young person’s branch of the NTET. In 2014 the SAC will celebrate its 35th anniversary alongside the NTET’s 60th anniversary and many of its earlier members are now active in the Trust or engine owners in their own right.

Over the last couple of years, members have been building a 4” scale Burrell which will also be attending the National Traction Engine Trust’s 60th Anniversary Road Run on the 27th September.

Members have their own magazine “Raising Steam” and also chance to take part in driving days or be paired up with crews needing assistance – all vital for continuing the cause of the traction engine in the 21st Century.

Steam on the road - something the Trust has always been passionate about. Seen here passing through the historic town of Stamford in Lincolnshire is an engine which has been in preservation since the very early days of steam rallying. Robey tractor 33957 of 1915 Village Queen will be well remembered on northern and midlands rallyfields while in the ownership of, respectively, Philip Ogden, Richard Preston and Marmaduke ‘Duke’ Brewer. In later years she travelled the south of England in the ownership of Ian Bennett - since 1990 she has been owned by Brian Knight, who has completed a very through job of restoration. (Rebecca Leisk)

Then and Now....

Colin Brothwell and family from Nottingham have been familiar faces on the rallyfields for many years - first with R. A. Fairwood’s Aveling & Porter roller and, from 1986, their Ruston & Hornsby 7nhp general purpose engine 115100 of 1920, Hildary which was purchased for restoration in 1982. The engine is seen above threshing in 1952 whilst still in the ownership of the original owners, Carters of Wisbech, while Rebecca Leisk’s photograph shows Colin at the wheel during a road run around Rutland in September 2014.

The first newsletters

The first newsletters

The first newsletters

The first newsletters

The first newsletters

The first newsletters

The first newsletters

The first newsletters

1957 - 1958

A fraught couple of years for the NTEC, but the preservation scene goes from strength to strength...

T

he first issue of Steaming arrived in January 1957, at a time when the NTEC’s very future was in grave doubt. It was hoped the new journal would run quarterly and so it came to pass, with editor Giles Romanes’ request for content seemingly meeting with success.

At the AGM in November 1956, Ron Deamer had replaced Alistair Dacre-Lacy as club chairman and a committee had been elected which today reads like a ‘who’s who’ of old steam names; J. T. Beeby, John Crawley, A. C. Durrant, Alan J. Martin and many more.

Away from Club business, road steam was thought to be on the verge of a comeback as a result of the Suez

crisis. Ian Fraser (‘member no. 100’) of Arbroath had featured on a television newsreel with his Marshall tractor 68823, sailing past a closed garage with the ‘No Petrol’ sign on display. Another unnamed member had been able to provide his employers with a solution to their beer delivery problems by loaning his Sentinel waggon, and the NTEC invited firms who had transport problems to contact them to see if an engine could be offered to help in the emergency.

Dick Preston with his recently acquired Burrell 3526 Lightning II was busy with brick haulage while Burrell tractor 3397 Cock of the North was

1957 - 1958 being employed delivering laundry in Sunderland.

It’s easy to forget that many engines were still in commercial use at this time, but the rally scene was developing and the Club had introduced non-moving competitions at their various rallies. Appleford was the jewel in the crown with the 1957 rally planned for 8th June - though an August bank holiday rally organised

by John Crawley at Woburn Abbey showed early signs of being something special.

In the end some 20,386 visitors turned up - with 5,000 more being admitted free of charge on the insistance of the local police due to congestion on the local roads!

The rally - a one day affair - put a total of £115 into the NTEC coffers but almost to no avail. Treasurer E. W. Edney reported to the August committee meeting that the Club was virtually bankrupt and serious discussion took place on the possibility of winding things up.

Arthur Napper suggested the idea of organising a draw for a traction engine in order to raise much needed funds.

The engine was to be generiously supplied by Walter Edney, with the draw to be drawn at Appleford rally 1958.

Originally a Garrett tractor was mooted but in the end the prize was to be Wallis & Steevens Expansion engine 7498; tickets were to be 5/- each and

1957 - 1958 supplied free of any charge to the Club by John Crawley.

The winner turned out to be Christopher Ranford - a teenager who was not much interested in his prize, preferring to have the money instead. The Club therefore offered the Wallis for sale, ‘at offers of not less than £100’.

By 1958 the subscriptions were picking up and interest in the traction engine scene was growing. Jack Wharton’s Burrell showmans headed to Olympia, London for the British Food Fair - an unusual event to have an engine in attendance, you would think, but it gave the Club the opportunity to have some publicity somewhere it would not usually be able to appear.

One of the first brushes with legislation occured when the Government gave ‘provisional permission for owners of engines to run their vehicles on the road without stringent inspection of brakes and steering gear; an exception granted only to antique vehicles and bona fide members of responsible organisations who are taking their mounts to rallies mainly organised for charitable purposes’.

Fowler 15657

Fowler 15657 Kitchener

By John Crawley July 1957

I

have now been the owner of the above engine for just over 12 months, and the purpose of these notes is to tell something of the pleasure we have had with her during this time, journeying in all some 500 miles.

Our first trip was from Conisborough in Yorkshire (from where I bought her) to Stagsden, a small village 5 miles from Bedford.

This trip was completed in two and a half Sundays without trouble, and she was installed in the yard of the ‘Dog and Duck’. Three electric light bulbs were connected up to the house supply, enabling work to continue

regardless of the weather. A start was made cleaning up her motion, together with many other steel parts, these jobs occupying us until early January. Twice during this time we had her in steam making light whilst the locals gathered around plying us with questions.

Early in the New Year we steamed her into the works of J. & W. Gower, of Bedford, a firm that has specialised in traction engines right from the start, and who are extremely helpful. Here she was completely examined and a few minor adjustments carried out. She was then steamed back to Stagsden, where we started painting her roof with two coats of white paint, and this enormously improved her appearance. Her side boards were then gently rubbed down so that the lettering was still visible and

the task of re-writing her set about.

After this the two rear roof supports and cross braces were fitted up with twisted brass rods, known, I believe, as olivers. This job was completed just in time for us to give her a general clean before setting off to the Abingdon Rally, 1956.

As far as I can make out, the biggest disadvantages with taking an engine around the country is the early hour at which it is necessary to rise.

We always found that 3am was the most favourable time; this enabled us to light up and be on the road by 5am.

Sunday, 2nd June came along, and up we got and away we went.

On this trip we were accompanied by a friend who was the proud owner of a rather doubtful jeep and even more doubtful ex-N.F.S. trailer pump, although it must be said neither piece of machinery gave any trouble and certainly helped progress. We steamed straight through to Arthur Napper’s farm at Appleford, arriving at 3.45pm.

When ready to leave Bedford on the following Friday at 5.30pm, I ‘phoned through to Arthur to tell him we were departing and asked him to light up for us; we arrived in pouring rain. We soon got away and just managed to get through Abingdon before dark, but by the time we got to the rally field the light had gone and so had everybody else.

We found that the gateway and the field beyond it was by this time very muddy. However, we managed to back the engine in and, with wheels spinning, make a fair distance before having to stop and winch our trailer

off the road.

We were up by 5.30am and saw that it was still pouring with rain, so realised that it would now be impossible to hold the rally in the field at any rate. Later in the morning we were very kindly winched out of the field by Gordon Howell and his Foden tractor 14078. We thus returned to Arthur Napper’s farm with Kitchener arranging to collect her the following Sunday.

This we did, leaving Appleford at 5am and steaming right through to Ron Deamer’s farm at Caxton, Cambs, arriving at 5.30pm - 88 miles in 12-anda-half hours. The following Saturday was the Elsworth rally, and to get the engine cleaned up and ready meant two or three evening trips over to Caxton.

Ron Deamer very kindly steamed her over to Elsworth on the Friday.

The rally was a success, with fine weather, and over a dozen engines present. The next day we returned home, leaving the engine in Bedford, as she was required at the Old English Fayre on the following Saturday.

On the Friday evening we steamed her to the fairground and set her in position, wired up to check the circuits, for on the morrow we were to light a 1,000 seater marquee for three performances, along with the Secretary’s tent, Treasurer’s tent and a side stall. The fete was a success and the Fowler caused a lot of interest.

The following Sunday we returned to Stagsden.

Our next engagement was on Saturday, 14th July, and consisted of a Parade of Engines through Bedford High Street, finishing up at the Bedfordshire Agricultural Show, where the engine paraded around the grand ring before

Fowler 15657 being put on show to the public. This day, like so many others this year, finished in rain, which did not help matters as we wanted to be on the road early the next morning on our way to Rempstone for the rally the following week.

Up at 3am, light the fire, oil up; by this time it was becoming a habit and we were soon on our way. It rained all day and we did not make very good time. We returned to Rempstone the following Friday evening, the remainder of which was spent getting the previous Sunday’s road stains off her paintwork. I will not go into details of the rally itself, except to say that everything, even the weather, was perfect.

The following Saturday was Kegworth Carnival and John Beeby had promised to steam her over for me. We were most grateful for John’s help, but I feel I should explain that due to the distance away from my home, I was unable to get up during the week, and so most of the time was spent at Kegworth cleaning brass, etc.

I think we were without doubt the only engine to arrive dirty.

Again the weather played up, but not until 7 o’clock, by which time things were drawing to a close. We slept the night in one of the marquees, so that we were able to do the usual

early morning flit; in fact, we were on the road long before daylight, Stagsden being reached by 4pm.

Since then we have had her out only on two occasions for local joyriding, and now she is in the course of having the paint stripped off from under the roof prior to repainting and the fitting of more lights. When the job is done we shall again hold a Saturday afternoon steam up, this consisting of pleasure runs around Stagsden for the purpose of letting fellow enthusiasts try their hand. In the evening, of course, on goes the belt and we make light, and some I believe even drink light - but this I know; nobody can tell me a better way of spending a Saturday afternoon and evening.

John Crawley, then vice-chairman, went on to purchase many more engines, becoming the first preservation owner of many machines we see on rallyfields today. The Fowler, of course, went into modern showbusiness a few years later with the starring role in the 1962 feature film The Iron Maiden.

Passing from John into the ownership of George Hawkins, the engine spent many years in Cornwall before being sold on to Dr. Tony Marchington. Today she forms part of the Scarborough Fair Collection in the ownership of Graham Atkinson.

1959 - 1969

A fraught couple of years for the NTEC, but the preservation scene goes from strength to strength...

1

958’s AGM saw a motion on boiler inspections passed: “As from 1st January, 1959, it would be a condition that before any engine could be accepted to take part in any rally organised by the Club, a current and satisfactory certified boiler inspector’s certificate must be produced.”

That simple statement had been preceeded by intense discussion and not a little controversy. Many engines had entered their preservation careers without a boiler inspection - granted, often the owners were ‘old hands’ who could tell a goodun from a badun, but increasngly engines were being purchased by enthusiasts with no engineering background. As the new editor, the Rev. R. C. Stebbing, summed up - “How many of our members could give a satisfactory reply to the Coroner’s question, ‘What are your qualifications for saying the boiler as in good condition?’

Fowler B4 class traction 7786 stands awaiting attention in the yard of James & Crockerell. Durrington, Wiltshire, 1960.

(Editor’s collection)

... “The Club has a duty to urge, and enforce where it can, reasonable safety precautions. So far, in spite of very questionable practices in both ring and paddock, rallies have been free from accident. Do not break the record.”

On a more lighter note the NTEC found itself immortalised in that muchmissed publication Punch, which saw amusement in the British fondness for clubs and the ‘cavalry manoeuvres’ of engines during those early races.

Much of Steaming was devoted to local club reports. This was perhaps the golden era for news; engines were being purchased into preservation seemingly all the time and members were able to read all about it in ‘From The Clubs’.

One of the most famous journeys was undertaken by Charles Gregory

1959 - 1969 and team, who roaded Charles’ newly purchased McLaren agricultural 547 of 1894 some 245 miles from Great Tew, Oxford to Cambourne in Cornwall. The journey was made without any mechanical trouble - not bad for an unsprung, steelshod engine with just a pump for boiler feed!

It would be easy to think the majority of engine activity took place in the south of England, but not a bit of it. In the north just as many - perhaps more engines were being saved and restored.

At Castleford a Mr. Fearnley had purchased a Fowler Tiger tractor. This was 14406 and duly christened Pandora, she became a very regular sight on rallyfields up and down the country.

Such was the growing interest that in July 1959, the editor announced the publication of three traction engine books which have since become true classics - A Century of Traction Engines

1959 - 1969

by W. J. Hughes; The English Traction Engine by Ronald H. Clark and Traction Engines - their Romance and History by the NTEC chairman, the Rev. Philip Wright.

The advertisements of the period included many firms with a steam connection who were offering their services to the new and growing movement. George Thurlow, Arthur Baldock, Manzel lubricators and Wallis & Steevens were among the firms offering their wares in Steaming - as well as Lesney Products & Co, manufacturers of the ‘Matchbox’ range who introduced three, “scale models of yesteryear, authentically designed for traction engine enthusiasts”.

And very good they were too - I am sure many of us has at least one Lesney Fowler showmans, Aveling F type roller or Allchin traction engine.

A change of editor saw John Crawley take charge of Steaming and the introduction of the ‘specials’. Typically the first issue of a new volume, the specials have become collectables in their own right. They drew on John’s considerable collection of archive material, and some subjects were repeated in more detail a few years later when more material came to light.

Rallies had not been forgotten, though the emphasis

The Lion - Fowler class B6 ‘Super Lion’ 19782 of 1932. Supplied new to Anderton & Rowland, she entered preservation with Ernie Lucas of Salisbury in 1950. Photographed at Cranbourne, Dorset. (Barry J. Finch)

changed somewhat with a hiatus in NTEC organised events during the early part of the 1960s. In late 1965 the first Code of Practice for the better organisation of rallies was drawn up; the Code was then circulated among and discussed with the many affiliated clubs.

Financially, the Club found itself in a much more stable situation than ten years previously. Membership was thriving, backed by a thriving and vibrant movement - full restorations were now the norm, and we found our interest was not just restricted to the mainland.

Stradbally Rally ‘68

The Stradbally Rally ‘68

By Steve Neville

I

n our ancestral home at Saffron Walden we have always reckoned that one newspaper reporter in the family is quite enough, and since it is my brother who enjoys this enviable position it would be he, and not I, who would have made the better job of reporting the two Rallies enjoyed by some of us this year in Ireland.

I say this because a professional man would not have been so carried away by the country and its people so as to forget to take any notes of the engines taking part... all I can really remember about the engines is that there were some good ones,

One of the stars of this tale - Peter Barber’s Burrell Scenic 3887 The Prince Of Wales. (D. Taylor, Editor’s collection)

which together with Mrs. Bill McAlpine’s Burrell tractor Pouss Nouk Nouk and the redoubtable Scenic Burrell Prince of Wales, made a fair show for an Irish half-crown.

Be this as it may however, for the story is not so much about the engines themselves, but the place in which they live. The engines are much the same as our own... mainly Ransomes, Foster, and Fowler, with the occasional smattering of Burrell, Manns, Sentinel,

Aveling and all the usual. The Rally itself was organised in much the same way as the common or garden English effort, with Beerin-the-bucket, Musical Chairs and the beer tent closed on Sunday by mistake. Even the toilet arrangements were very much up to the English Rally standard and everything else, on the face of it, would appear to be the sort of thing where only the enthusiast travels more than twenty miles to have a look. But this was Ireland after all, and there are certain magical powers which take over when new things happen in the Emerald Isle, and things that appear as mundane in the picture books wear a completely different coat when seen with the naked eye!

The first thing that strikes English visitors to Ireland is the freedom of the place... freedom to eat when one is hungry, drink when one is thirsty, to thump and get thumped, to use one’s power of arguement as a defence against driving misdemeanours, to go where one pleases and to beg when one is broke. The second great attribute of the Irish is their wonderful hospitality to the stranger and their gratitude for his custom. This can only be realised by personal experience, and it is this quality of charm, coupled with the fervant national pride which makes even the visitor sorry to leave the place. A few days in Ireland, even on business, is like a breath of fresh air, but a while fortnight, with steam all the time, is like paradise after

Fowler roller 16971 at Stradbally 1968.

Veteran Marshall agricultural 17289 of 1889 at Stradbally, 1968. (Steve Neville)

living for years in the strained business atmosphere that our own land now offers us.

At first, I had called off going to Stradbally Rally as we were very busy with summer work, and I could not see how a fortnight’s holiday in the middle of the harvest was compatible with making a profit, and already I had reluctantly turned down a kind offer of a fare-paid passage with Prince of Wales. As things

Stradbally Rally ‘68 happened however this was not to be so, and I suspect that the ‘Little People’ were influencing me, for at Seend Rally, immediately before the Irish jaunt, I was to witness the distressing sight of Peter Barber, Mark Abbott, Jim Lowther and others, making their final arrangements and saying, “See you there”!

On returning from Seend, the influence grew stronger, but still I resisted the temptation, and on the Tuesday I thought it would do no harm to make just a tentative enquiry about air flights from Aer Lingus. The number was obtained almost immediately after lifting the phone, and as it buzzed I thought, and outwardly hoped that a passage at such short notice would

Stradbally Rally ‘68

be impossible, especially just before a bank holiday. In vain, however, for the little girl at the other end was having none of it. “Of course”, she answered, “but you must be letting us know by

tomorrow lunchtime”. It seemed that it was all predestined, and there was no getting out, but there was still the question of how I was going to move Lord Lascelles that weekend

if I went to Ireland. Several folk, including Ginger Bill the steersman, would take a dim view of this, having already made their arrangements.

I would have to speak with Ginger Bill, who would no doubt proffer vociferous objection which I would have to obey, and thus get off the hook! Ginger was working in the yard at the time, painting something if I recall, and the suggestion was awesomely placed before him. The discussions were deep and serious, and very persuasive.

The objections, as expected, were vociferous, almost raucous, with the final result that he finished up in another seat of the aeroplane! I could not win...

Ireland it had to be, but for five days only, or so I hoped.

Stradbally Rally ‘68

Fowler D5 agricultural engine 15736 of 1925 at Stradbally. (Steve Neville)

We left Saffron Walden on Thursday afternoon to arrive at Birmingham Airport, 107 miles distant, at 4.10pm, giving us ample time to buy tickets, etc., for the 5.05pm plane to Dublin, where we arrived at 6pm. After customs, at which we explained we had little more than a few old socks, we went straight to the car hire department, where we found that the hiring of even a donkey cart was impossible owing to the holiday, but there was still the occasional bus to Stradbally...

“Which leaves at about 8 o’clock on every evening except tonight”. That’s fixed it, I thought, for a night out in Dublin, but even this was not to be, for a voice in the wilderness of a big bushy beard was suddenly heard to say, “I wonder if you chaps would like a lift to Stradbally?” Behind the beard was a publican from Reading who I had met before, and outside the door was a shining Mini, all set for the expedition into the interior. It seemed that those ‘Little People’ had really

Stradbally Rally ‘68 turned on the heat... they were determined to get us drinking with the Prince of Wales gang, and sure enough, by 7.45pm we were in the lounge bar of the Pedigree Inn at Ballickmoyler, with the engine generating light in the yard! What more could they have done in 5 hours?

At the pub, we heard stories of the journey across, and how our good friend Mr. Oram had instructed the captain of the ship on the delicate subject of organ transportation. The previous evening had been occupied with a trial run in Santry, near Dublin, which by all accounts had been highly successful, but not having been there I cannot report on that part of the proceedings.

The pub threw us all out at midnight, and somebody took us to a hotel in nearby Athy where a well earned night’s rest served to put us in good fettle for the morning.

We booked our room for five nights, when, as I thought, we would be returning home, and took a taxi back to the pub, where the first job was to liven things up with a Guinness or two. Jim Lowther and Mark Abbott were preparing to drive the Burrell to Stradbally, about 7 miles, while Peter Barber made various intricate arrangements with the Public Relations Officer in connection with the Rally.

Myself and Ginger Bill found our seats on the roof were not too comfortable and hitched a lift with Brian Oram’s musical Fordson, to arrive at Stradbally in time for a liquid elevenses in the revered company of John Crawley, Arthur Mills and Desmond Smith, who

at the time were warming up for the greatest feat of ringmastering ever accomplished by that worthy team.

Things were certainly on the move now, and after this liminary thirstquenching we wandered down to the field... a magnificant stretch of rough grass within the grounds of Stradbally Hall, there to meet Mr. and Mrs. McAlpine, Charlie Pollard and company who, with the help of Colonel Kidd, were testing out beer-pumping machinery under the instruction of trained engineers from Messrs. Guinness. Needless to say, we offered assistance where we could, and the rest of the day was spent in pleasant relaxation.

Saturday was classed as an ‘Arrival Day’ and as far as I can recall it was not very busy for us, being mainly spent in cleaning and messing about, with occasional visits to Kavanagh’s Bar to discuss various important things such as the weather, which incidentally was perfect for the whole proceedings.

Mr. Barber was busy collecting engines on his low loader, and on this particular day he journeyed miles to Co. Wexford to pick up a Marshall engine, taking the Public Relations Officer with him to guide the monster and presumably keep him on a straight course. There remains doubt to this day whether this was the case, as we saw nothing of him until about midnight, when I met him on a narrow bend in the road between Athy and Stradbally with lorry, Marshall and everything else, travelling at high speed in the

opposite direction to ourselves in Mr. McAlpine’s tractor unit, which we had borrowed as personal transport.

Fortunately we missed, and so did he!

The Sunday and Monday were rally days, and what a wonderful rally it was.

Colonel Charles Kidd, mentioned earlier, must take the credit for this, and indeed for much of the steam preservation movement in Ireland. An engine owner himself (he owns a fine Foster agricultural engine as well as a Mann’s tractor), he works day and night in his endeavour to set up a national steam museum in Ireland, and his efforts are showing tremendous results. Already there is a permenant covered collection at Stradbally, and every year it grows a little more. The Rally helps to finance these endeavours with the assistance of the Irish Government, and the dream is slowly being realised. Charles Kidd spares nothing to enable folk to enjoy these pleasures with him, and it was certainly a pleasure for us to have been

Aveling & Porter E type roller 10617, owned by the Irish Steam Engine Preservation Society. (Steve Neville)

Stradbally Rally ‘68 able to help him. The Rally needs little reporting, save that it was a jolly good show, graced on the Sunday by no less than film star Noel Purcell, who many of us will recall as The Admiral in The Iron Maiden. I cannot imagine that the part presented him with much difficulty! The crowds were wonderful, entering into the spirit of the thing from beginning to end, and surprisingly responsive to our usual appeals to “Keep behind the ropes”.

The weather was fantastic... what more can one say?

Perhaps the biggest difference between an English Rally and the Irish counterpart in the carry-on in the village after the event. This takes the part of a miniature beer festival and continues until the small hours.

Every pub in the place is literally crowded with people, and even the shops are open until folk have gone home. On most nights there was marquee dancing, and it was at one

Marshall agricultural 49865, owned by Neville Bros - no relation! (Steve Neville)

Stradbally Rally ‘68 of these where I was supposed to have taken the floor to the tune of a song called ‘Yummy-Yummy-Yummy’. Quite honestly I remember nothing of this, but being Ireland, I cannot deny it. I must confess that I did go to the dance, for it was there that I recall laughing at one of our contingent who in his ignorance of local affairs, tried to pursuade some innocent girl to join him in a dance which would have been respectable but for the fact that the tune was the Irish national anthem! Needless to say the festivities were brightened on each evening by Prince of Wales which in conjunction with one of Mr. Oram’s fine organs, made a wonderful sight, and was greatly appreciated by everybody.

The day after Stradbally was uneventful in that it was a ‘day of rest’ when most respectable Englishmen went home. It will be recalled from earlier in this account that I should have gone with them, but not being particularly respectable, I didn’t. A few telephone calls back to the office and the bank sorted things out satisfactorily and guaranteed some wages for those on our firm who do all the work. After dealing with these necessary formalities and bidding our friends farewell we returned to the fold at Stradbally to see what was doing, only to find that nobody really wanted to go where anyone else wanted to go, and only one vehicle - a Land Rover - was avaliable.

There was, however, some degree of mutual agreement towards the idea of driving out to find a derelict McLaren engine, followed by a good dinner at Kilkenny in the evening. This

was what happened, but although the McLaren was found, it was all in bits and the ladies would not allow us time to sort out the owner. No records were made as a result, save that it was a threeshaft engine of pre-1900 vintage.

A further trouble was car sickness brought on by trying to ride nearly a dozen people in a closed Land Rover on a hot day, and the effects of this rather spoiled the dinner at Kilkenny, which in all other ways was excellent.

The following day presented a much better state of affairs in that the menagerie had to be moved to a place called Celbridge, not far from Dublin, where an organ recital had been arranged for the Irish Georgian Society in the grounds of Castletown, reputed to be the largest house in Ireland. This was the first time I had seen the full circus on the road, and most impressive it was. The train consisted of James & Crockerell’s low loader carrying Prince of Wales, Mr. McAlpine’s special Foden sixwheel rigid carrying Pouss-NoukNouk together with Jim Lowther’s Merryweather fire pump and other accoutrements, Mr. McAlpine’s tremendous caravan, mounted as an articulated trailer on a large Foden unit, Brian Oram’s musical Ford Thames lorry towing ‘La Cascade’ behind, with Mrs. Oram’s Triumph car and the Land Rover following up in the rear.

When we arrived at Celbridge some hours later it was found that the allotted site for the organ recital was quite useless in that the entrance

Fowler DNB roller 17492 of 1928 at Ulster. (Steve Neville)

was far too small for Prince of Wales to enter, and for a little while it was difficult not to sense a whiff of pandemonium in the Irish air. Jim Lowther, driving the low loader, was feeling a little tired after struggling up a labyrinth of narrow lanes to get to the place, only to find that he couldn’t get in or even turn round to get back, since the maze petered out into a dead end once the folly was reached.

I was driving the rigid at the time, and did not know what Jim then knew, and in perfect innocence drove into the system myself, only to meet Jim on his return... Brian Oram had actually taken his organs into the folly, having himself had difficulty backing a four-wheel trailer through the gate with a lorry, and not unnaturally he was hardly full of the joys of spring when he realised there would be no power. All in all, a pretty kettle of fish, resulting in a mutual desire to take the whole lot down to the gates of the stately home and dump it there regardless! This was in fact done after a lot of sweating and swearing, but the

Stradbally Rally ‘68 first sight of the sheer magnificance of Castletown House caused most of us to forget our tribulations completely.

All seemed well on our arrival at the palace gates, and nobody seemed greatly preturbed. We therefore set forth to stoke up the Prince, position the organs and get on with the job, in its new and better location. The Georgian Society had let off the house that evening for a large private party, but we were a good way distant on the lawns outside, and nobody really thought the two events would interfere with each other. How wrong we were!

The good lady who was throwing the party was furious... who are these tinkers? Whatever is going on here? Etc, etc, etc. The secretary of the house, Mr. Guinness and a few others came roaring down the front steps shouting, “Stop, stop, for goodness sake stop... All hell is let loose in there, and she is refusing to pay!” But too late, for half her guests, including some very well known pop musicians, were already dancing to the organ music and saying how grand it was! Mr. Guinness himself was soon enchanted, as was the secretary. The good lady had to submit to this, with the eventful result that a jolly good evening was had by all until the shutdown at some ridiculous hour in the morning. Most of us slept the night at Leixlip Castle, home of Mr. and Mrs. Guinness, who entertained us in a manner that had never been known. What a day... one I shall always remember.

The next day, Thursday, was to

Stradbally Rally ‘68 be spent on the road again, en route to Antrim in Northern Ireland, for the rally there on the Friday and Saturday. This event was to be organised by the Ulster Branch of The Irish Steam Preservation Society, but more about this later.

On the face of it, there seemed to be no reason as to why we should not have made Antrim that night, even allowing for Customs delays, which are inevitable. One thing we did not reckon as being the cause of any major delay was a projected short stop in Dublin to play the organ in front of the Russell Hotel, which we had agreed to do during conversation with the owner on the previous evening against his bond that a “jar or two” would be provided.

The short stop proved to be a long one, as the “jar or two” comprised a vodka and caviar reception with a vengence, followed by the most exotic meal I have ever sat down to. It was quite out of this world, and all in exchange for a tune or two on Brian’s organ with a bit of steam around the place. Despite all, however, we did get over the border that evening, even if we never made Antrim!

I had never been to Northern Ireland before, and with the lunchtime effects beginning to wear off, I recall popping into a pub and above the bar, under a Union Jack, was a television set, pushing out some ghastly rubbish about breathalysers, safety belts, lung cancer and all the usual. That was the end of that, I thought, but once again, I was wrong.

We stopped at a hotel in Newry that night, and made steps fairly early on the Friday morning to get to Antrim in time for the commencement of the rally. The Antrim Rally was most pleasant, and

reminiscant of the small and friendly type of event that we used to have in England some ten years ago. It was completely informal and very friendly, with a small but appreciative crowd.

The field comprised an enclosed lawn in the grounds of Antrim Castle, now a public park, but neatly maintained.

Everything about the function was relaxing and interesting, and as a first attempt at an engine rally in Ulster, I feel the organisers deserved tremendous credit.

The crowd was larger on the Saturday, as would be expected, and the event went with a good swing, finishing at about 9pm. Sunday in Ulster is not everybody’s cup of tea, and certainly it did not appeal to the majority of our little community, since the pubs are shut all day.

We thus set sail for our next destination, which was a delightful spot called Lough Rhynn, in Southern Ireland, about eighty miles south west of Belfast. The purpose of the visit was to provide the usual steam “son et lumiere” session at the first public opening of Lough Rhynn House, which was the private residence of another well-known member of the Irish Georgian Society.

Our hosts were obviously pleased to see us, and the evening started in fine style with a 101-gun salute of champagne corks, aimed with great accuracy to miss the chandelier

by Mr. Charlie Pollard, who was appointed butler for the evening.

The champagne was followed by a delicious meal, which in turn was chased down by a short organ recital by “Shererezad” on the lawn.

Members of the Society then treated us, and themselves, to a traditional performance of Sweeney Todd the Demon Barber in a marquee erected especially for the occasion.

A souvenir from Ireland that I expect will be remembered for the rest of our lives.

The next day, Monday, was the start of the run-down with the return run to Belfast. As would be expected, the departure was fairly late and the journey uneventful. Someone went ahead to book us in a hotel at Monaghan, but a prior refreshment stop in Belterbet resulted in the booking being cancelled once the menu had been studied.

It was here that I was served the largest steak I have ever seen. It was so large that no portion of the plate was visible. Jim Lowther had a similar dish, and after a challenge as to who would finish first, we downed the lot inside half an hour. I forget who finished first, but after washing down with a few drops of medicine, the thought of driving a lorry one more yard was quite out of the question.

I left our party in the morning, since we had to catch our plane from Belfast at 2pm, but I am told that all arrived home safely, if not promptly.

As readers may gather, this was a fabulous holiday, the great thing being that it was all so spontaneous.

The only things planned in advance were the rallies, and even these were unbelieveably successful.

A millionaire could not have enjoyed a holiday so much as we did; thank you, Ireland, thank you so much.

1970 - 1979 regaled by the rallying exploits of arch-enthusiast Alan Thomas from Cornwall, and the roading adventures of among others - Peter Fagg from Kent with the Clayton & Shuttleworth Dusty and John Mayes from Staffordshire with his 1882 McLaren.

Talking of showman’s engines, the big news at the beginning of the decade was Jack Wharton’s superb restoration of Fowler 20223, Supreme. Being such an impressive and well known subject, the engine made a big impression as one of the first truly extensive restorations and certainly set a standard. Elsewhere in the hobby boiler repairs were becoming more frequent, with specialists such as Stuart Woodbine (above) setting up shop to cater for enthusiasts.

Just a few years previously the need for a new firebox would have seen an engine scrapped.

1970 - 1979

I

nto a new decade. The NTEC’s popularity was on the rise, with Steaming’s new editorial team of Eric Fillmore and Ran Hawthorne being in the luxurious position of having more content than pages to fill. The magazine was also finding a voice, mainly through “Blow Off” - Steaming’s opinion column which touched on a variety of relevant subjects, from British Rail’s opinion of live steam to conversions and the public perception of rallies.

The list of regular contributors was growing too, with one or two members in particular providing pages of material. Bill Oswald was a Scottish merchant seaman who every

year made tremendous journeys across the country to enjoy and photograph his lifetime’s passion - showman’s engines.

His lengthy reports and pithy comment on preservation-era modifications make interesting reading all these years later.

Viv Kirk began his classic Memories of St Giles Fair and in later years we were

1970 - 1979

own exclusive marquee.

As enjoyable as these big rallies were, many enthusiasts had realised just as much fun - if not more - could be had from ‘Steam Workings’. Putting the engines to work doing the job they were built for was educational, traditional and a great spectacle.

A small event in the Dorset village of Stourpaine had quickly gained Up in the North West momentium and by 1971 was living up some more serious restoration was to its title - The Great Working of Steam taking place at the premises of Tom Engines. Similar events at Marsh Varley of Gisburn. Tom made a name Gibbon and Nettlebed (Oxfordshire), for himself not only bringing engines Weston (Bedfordshire), Hutton back from far-flung countries, but Sessay (Yorkshire) and Mawthorpe also returning what were considered (Lincolnshire) helped cement the to be hopeless wrecks into steaming working event as an integral part of the condition. road steam preservation movement.

With more and more events and Rallies continued to grow and in early more and more engines out in public, 1972, John Crawley announched plans the problem of being able to prove to gather 100 engines at ‘Expo Steam’ - your engine was insured was solved held in no lesser a place than Battersea by the introduction Park in London. of the NTEC’s Billed as the “First Disc Scheme.

International Steam The details Event in England”, were laid out in John had secured 1970 and can two rollers from the be seen above Stoomwalsenclub we still operate Netherland and the scheme to NTEC members the same basic had the use of their principles today.

1970 - 1979 Steaming had now been produced for a number of years, often boasting some superb working pictures which were very much appreciated by members. The demand for back issues eventually outstripped supply, and so at the beginning of the decade the NTEC produced an album.

Engines At Work became instantly popular when released in 1970, and was followed up a year later

by More Engines At Work.

These went down so well with members and the public that a series of booklets followed focusing on the many different types of engines, what they were used for and featuring photos used in Steaming and a few not seen before.

These books and many others were avaliable from the NTEC Sales stand which had become a regular sight on the rallyfields.

Christmas Cards first appeared in 1972 and the London Social Meetings,

traditionally held in the room of a pub, gave members the chance of a chinwag on those long winter evenings. The Engine Owners’ Conference was introduced in 1974 and to begin with was also held

1970 - 1979

1970 - 1979 in London.

It was obvious to the NTEC that there were a number of non-engine owning members who would relish the opportunity to get ‘hands on’ - and, it has to be said, a few engine drivers who would perhaps benefit from a little tuition. The first NTEC ‘One Day Traction Engine Course’ was held in January 1973 at Ran Hawthorne’s local school and was followed that November with ‘Steam on the Fairground’, using Ran’s Fowler showmans 15653 Renown. It was to be some years before the dedicated driving courses began, but it was a start and the courses ran successfully for several years.

In 1975 the NTEC reached it’s 21st birthday and plans were set in motion for the celebratory weekend. A Road Run from Nettlebed to Appleford (18 miles) was followed by a Steam Party at Arthur Napper’s farm in Appleford.

53 engines took part, with President Jack Wharton later being praised by the local authorities on how the engine crews conducted themselves.

One slightly unexpected part of the weekend’s proceedings was an Extraordinary General Meeting held on the Sunday in order to consider a Motion - the increase of Club subscription rates to £4.00 per annum.

The rate was settled during the meeting at £3.00, with a new family membership introduced at the same time.

In August 1976 Ran Hawthorne announced his retirement from the editor’s chair and he was replaced by Dick Blenkinsop. Dick was well known already as a superb photographer, engine owner and author of several books - including the recently introduced Steam Scene series which of course have become classics in their own right.

1970 - 1979

Dick, with the aid of Ran and Derek Rayner, brought a new style to the NTEC at a time when changes were afoot in other areas, too. The Rally Code of Practice, first drafted in the early sixties, was re-written in late 1976 and at the same time the Club dabbled, once more, in organising a rally for itself...

The Jubilee Steam Rally at Clapham Common in May 1977 was the Club’s tribute to Her Majesty the Queen in her Silver Jubilee. It was also the largest

1970 - 1979 full-scale rally to be held in London for several years, with entries hand-picked and invited by a panel led by Jack Wharton.

Engines had long been seeked out in foreign lands by enthusiasts and a few had even repatriated their finds home.

None, though, on quite the same level as three friends from Warwickshire.

Michael Davies, Peter Court and David Adkins made history when they rescued six Fowler Z7 ploughing engines from Mozambique during 1977. The full story

featured in Steaming and within a few years the first engine had been steamed.

Plans to celebrate the Club’s own Silver Jubilee in 1979 unfortunately came to nothing - but in the same year the launch of the Steam Apprentice Club proved to be a great success. The NTEC’s ‘junior section’ had gained the 100th member by mid 1979 and the first SAC driving day was held at Jack Wharton’s premises.

Following advice and intense discussion on the future management of the NTEC, the Club decided to seek charitable status and in late 1979 the long process began towards forming the National Traction Engine Trust.

Eurosteaming...

T

he road steam preservation movement in Europe began to get going in the early 1970s. Holland was the centre of things with the Stoomwalsenclub Nederland, and soon British visitors began making the journey to events such as Hoorn and Groningen - often taking their engines with them.

Dutch enthusiasts such as Rob Gebhard kept the NTEC membership updated with news of engines, events and restorations through the pages of Steaming.

In 1972, two Dutch owned steam rollers - the Schwartszkopff 8885 Pieter Hans and the Ruthemeyer M.175 travelled to the ‘Expo Steam ‘72’ event at Peterborough. Two months later, a pair of British engines returned the gesture and sailed into the Hook of Holland.

The first visiting engines were the Goold family with their Sentinel waggon 9032, and John Antell with his Fowler traction engine 11491 Dreadnought. So began a long and enjoyable Anglo-Dutch steaming relationship which continues to this day. Throughout the rest of the 1970s, the 1980s, 1990s and beyond many engines crossed the water in both directions to attend events - and even take up residence in foreign lands.

Top right: Ge van der Pol on Aveling & Porter 11016 Pluisje, being roped by John Antell on Fowler 11491 (below).

Hoorn, 1972. (Rob Gebhard)

A lesson in firing T

he ‘Big Mac’ pulled onto the Appletree Rally Field with ‘Big Wally’, unusually, in the steersman’s seat. He climbed down looking rather glum and was heard muttering something like, “...can’t ‘ardly let ‘im do nuthin”.

Big Wally was followed by ‘Hedgehog’ (a name he does not deserve for he is anything other than prickly) who was very subdued, but nevertheless his nature was sunny compared with that of the third member of the crew, whose tie was all round one side, his gloves were in holes, his black face relieved only by rivulets of (honest?) sweat. He really was in the dog house about something, but what?

This man was in fact the owner of the engine, no less than ‘Tottenham Court Tony’, a young lad from up towards London way somewhere. They say he has a little shop just off the Edgeware Road up there. ‘T.C.T’ as his mates call him that’s when they are speaking to him - looked throughly miserable and was trying to hide behind the back wheel. Worst of all, Big Wally and Hedgehog seemed as if they didn’t want to know him at all.

Everything was glum. The enginemen who had come over to welcome them tried in vain to get a conversation going till ‘Bishop’ Barker started boasting about how many miles his ‘Little Charlie’ would do on a hundredweight. “I haven’t fired up since Nettlebed, and I only put two shovelfuls on then”.

“Shovelfuls indeed!”, snorted Big Wally. It seemed as though something had unlocked a door and out poured the story that was behind all the gloom. “What a day we’ve had with him” (Big Wally usually referred to T.C.T as ‘The Guv’nor’, or ‘Sir’ if he was out of fags, but todays it was ‘him’).

“Hadn’t got ‘ardly any fire when we got there. Water in the bottom of the nut and none in the tank. Anyway we did eventually get going, Hedgehog was firing and it was a good wide road so we let him steer. We got on quite well and I began to think we might make an engineman of him yet”. Big Wally warmed to his story as his eager listeners urged him on.

“It was at Henley I made my mistake”, Big Wally continued. “I got in the seat and let him fire. We had just got stuck into Bix’ill and of course the needle started to come back. ‘Get plenty up front’ I shouted. That did it. He got a great shovelful, swung as hard as he could and you can guess what happened. He let go of the b----y shovel, didn’t he? ‘Now look what you’ve done’, I said. ‘Ere we are ‘arf way up Bix’ill, ‘arf way to Appletree, a bunker full of coal an’ no shovel.

You chucked it in, there’s nothin’ else for it, you’ll ‘ave to fire by hand till we get there’. And that’s how we went on, all the way from Bix ‘ill to ‘ere without a shovel.”

Poor T.C.T. No wonder that to this day he comes over all queer at the mention of the word ‘shovel’.

This jolly tale was printed in our December 1972 magazine, and many of the characters will be familiar to long standing members - the ‘Big Mac’ is, of course, McLaren 1652 Boadicea; ‘T.C.T’ her then owner and former NTEC chairman Anthony Heal; ‘Big Wally’ and ‘Hedgehog’ Anthony’s usual crew of the time, Wally Dell and Ron Hedges.

1980 - 1989

1980 - 1989

T

he biggest change to the NTEC’s image came in 1980 when Roger West took up the mantle as Steaming’s editor. Roger’s first new volume adopted the new size and design which held stead for many years to come.

One of the first brushes with legislation in the eighties saw the Club, along with many others with a vintage vehicle interest, challenge Government proposals to alter the tax paid on vehicles to a ‘possession tax’ in which the owner of any vehicle, on the road or not, would have to pay road fund tax anyway. The proposals were quickly dropped.

The big news in the engine world and one which is still talked of today was the sale of the late Tom Paisley’s collection. Over £300,000 changed hands on October 1st, 1980

when the largest preservation sale of traction engines took place. Some 27 engines changed hands that day, some of which have not been seen in public since.

A recurring theme at the annual Engine Owners and Rally Organisers conferences was the question of appearance money; a thorny subject indeed. The committee considered that appearance money had not increased in line with inflation, and in 1981 a reasonable fee would be a minimum of £35 per day...

A plea from the DVLC (as it was then) at Swansea called for all owners of engines which were laid up, awaiting restoration or simply unlicenced for the road to contact them to ensure their registration marks were included on the famous Swansea computer. Failure to

do so could see the number lost or even sold on as a cherished plate.

The publication of two new NTEC books, Showmans Road Locomotives and Traction Engines And The Law coincided with one Stuart Gray taking up the role of National Sales Officer.

1980 - 1989

An extensive illustrated book list and the addition of other traction engine related items followed which laid the foundations for today’s NTET Sales.

Demands on the committee from the membership grew during the eighties, with the Club gaining information on coal supplies and types from the NCB and assisting in the setting up of satisfactory insurance schemes including cover for members in New Zealand!

Long standing Club secretary George Beck revealed in 1982 that the Approved Rally List was now reaching in excess of 4000 outlets; surely these must have gone a long way towards recruiting the many new members who joined up during the eighties. Incidentially the List first appeared in 1968 and continues today.

During 1983 the need for a spares, repairers, suppliers and patterns register became apparant and Nick Barker found himself charged with the duty of pulling it together.

The pages of Steaming continued to fill with a goodly mix of material - working day stories, restorations, tales from the rallyfield and reports on some very special events. The first steam event at the Black Country Museum brought out some tremendous photography and we are sure, a number of very happy memories.

Among the occasional ‘Engine Profile’ features in Steaming was an article by Tore Blom on his family’s Swedish built traction engine Munktells 5605, a peculiar looking machine finished in a striking livery (see below). The engine later travelled over to England to take part in a few events in the North East.

1984 saw the Club’s long-held ambition to gain charity status finally realised.

Under the chairman, Peter Barber, and with the aid of hon. legal advisor David Tew, the hurdles were surmounted and a separate trading company formed to carry out those trading activities not allowed by a registered charity. And so the NTET was formed

1980 - 1989

- dedicated to the preservation of road steam engines.

George Beck, loyal General Secretary of the Club and later the Trust, finally retired in October 1985.

It’s a measure of how well George was thought of that an Appeal by the NTEC to pay for a private hip replacement was speedy and successful.

During the mid 1980s the antics of a group of road locomotive owners - headed

by Len Crane and Jim Sarney - saw the formation of Amalgamated Heavy Haulage.

AHH’s antics, putting road locos to use hauling loads on the rallyfields, caused some to scoff at their, “grown-up playgroup” but there is no denying that AHH added a new dimension to the rally scene. At the same time the Road

1980 - 1989 Roller Association were actively encouraging working roadmaking demonstrations, something which had never really been done in preservation until then.

Roger West noted that there seemed to be a wider than ever friendship around traction engine preservation, as witnessed by the arrival at Stourpaine of a fair-sized group of Scottish engines. Of course

these days engines regularly travel all over the country, but in the eighties this was new ground and something to celebrate.

During 1986 the Trust once again faced a challenge. The Construction and Use Regulations latest amendments included a restriction on the privilege enjoyed by steam vehicles to tow a water cart in addition to the statutory number of trailers.

In particular the Regulations picked on steam tractors and rollers, who were now restricted to drawing only one trailer - full stop.

After much to-and-fro discussion involving the Trust, the Trust’s vice president Anthony Heal and the Historic Vehicle Clubs Committee an amendment was added to the Regulations: “For the purposes of this Regulation, ‘trailer’ does not include a vehicle which is drawn by a steam powered vehicle and which is used solely for carrying water for the purpose of the towing vehicle.” This became law on the 6th May 1987.

Just a few months later, details of

the EEC regulation proposals due to come into effect during 1992 were made public - including a proposed ruling that preserved vehicles would only be road legal if travelling to and from a ‘approved’ preservation event. These proposals were fought successfully - by the joint efforts of the HVCC member clubs.

Sales were now in the capable hands of Keith and Tracey Shakesphere, who arranged and organised the sales stands and crews for all areas as well as a huge stand at Dorset which has now become a tradition.

1988 saw the Trust taking a step to ensure high standards of boiler inspection and maintenance, and to hopefully help reduce the everincreasing cost of the inspection itself.

Chairman Peter Barber reported that discussions had been opened with the HSE, insurers, boiler inspectors and other experienced experts with a view to preparing a Code of Practice for Boiler Maintenance and Inspection; something, it was hoped, that would become adopted as a national standard.

Fred’s Burrell

Coming home with Fred’s Burrell A story of happenings on a typical road journey

The late Graham Love is a much-missed character who had a legion of stories concerning his exploits on the road with various engines. In our Spring 1983 issue he shared the tale of a journey with Fred Jackson and his Burrell, Clinker. Photography kindly supplied by Alan Jackson Cast: Engine - Clinker, Burrell 3257 of 1911 (AH 5317), a 7hp 3 speed double crank compound.

Fred - Fred Jackson, owner.

Driver - Graham Love.

Publican - Jack Sammons.

Narrator - Graham Love.

1

963. I remember it as if it was yesterday. Fred Jackson, an old friend of mine, had taken his Burrell road loco Clinker to North Hykeham rally and then in July moved it on to Rempstone. At the latter event I had been

driving John Reynolds’ Fowler, but I was quite familiar with Fred’s engine too, and at about 5.00 on the Sunday Fred asked me if I would help him home with his engine the following weekend. Olive, his wife, cook, organiser, mechanic, engine cleaner, coal humper, etc was going away to her sister’s. I readily agreed.

Early the following Sunday morning, Fred picked me up in his old Jowett van, full of coal, oil and snap for the journey back to Bawtry, about 55 miles. On arrival at Beeby’s yard at Rempstone at about 6.30am

we were in high spirits, looking and said, “Ah, ‘ad me suspicions about forward to a nice journey home in the that plank, it’s one as me dad used afore warm sunshine.

War on drums, tha’ knows”. Eventually Getting steam up on the Burrell we got Mike Beeby to help us out and was a slow job, even though the soon had things right again, and at 10 weather was right. Mind you, Burrells o’clock we were on our way through the never did steam well, inferior engines village heading for Nottingham. Fred all round, as everyone knows. took the regulator and I steered for a Anyhow, we had steam up for about while, then when Fred wanted a smoke eight thirty to nine. at his pipe, we changed over.

I don’t know if any of our members Our journey into Nottingham was a can remember Fred’s engine when pleasant trip with no snags. We stopped he used to travel on the road, but for for water on the outskirts of the city. those who can’t, he always towed an Even though Clinker was a three-speed old broken-down two-wheeled trailer engine, we could only cover 12 to 14 on which he used to winch the Jowett miles on the bank tank; Fred hadn’t got van, coal, water tanks, tools etc. Now round to re-fitting the belly tanks. the trailer had seen better days; even Having got through the city, we set in Victorian times Sotherbys had been out north for Doncaster and, by this interested in its antiquity! time, it was almost 1.30 so we decided Having got steam up, Fred took to have our roadside lunch. We stopped the engine to fill with water while I on a wide piece of road in a ‘residential’ tried to winch the van on the trailer. part. Unfortunately, there was a cross Unfortunately, the skids which had wind which Fred and I hadn’t noticed countless times held the weight of until we stopped. I don’t know whether Fred’s van had also seen different times, and one of them broke in half as I had the van halfway up. There was a nasty sickening crunch and the van reeled over, nearly on its side.

Fred surveyed the Clinker seen in Fred’s ownership at a 1960s rally. sorry sight

Fred’s Burrell Fred had planned the next event or whether it just happened, but the house opposite the engine had got a lovely row of dazzling white bed sheets - when we stopped, that is. Now Fred always, but always kept a thick fire in Clinker and as soon as the regulator was shut a huge cloud of smoke drifted on to the poor lady’s washing.

I had noticed this and suggested to Fred we move the engine further on to be fair to the good lady. Fred’s reply was a mumble, something about, “Ha, ha, ha, it’s only soot, good stuff too.

It’ll wesh off again”. The heartless beast, I thought. Anyway, having had our snack we set off, but I noticed a definite change in colour in those sheets!

Having put a few miles behind us we were going well. I was at the regulator, Fred on his perch steering.

At this stage I noticed the coal was getting low, and suggested to Fred that we fill up from the trailer. There were about three bags left, hardly enough, I thought, to see us home, but not to worry I concluded, Fred knows what she takes.

While I was filling up the bunker, Fred had been oiling round a bit and managed to lose the cork cork out of one of the big ends. Of course, being Fred, he hadn’t got a spare, so he stuffed a bit of rag in the top.

Again we set off. I offered Fred the driving for a while but he declined, said he, “liked sitting down steering, no need to worry about the fire and water, ha, ha”. I called him an idle b----, and pressed on. The real reason for Fred not wanting to drive became obvious as we got going uphill, for having set

Fred’s Burrell the revs up a bit to get a run at it, the bit of rag shot out of the big end and covered my face with hot oil - some went in my eyes.

I slammed the regulator shut, groping for a cloth to wipe my eyes.

The engine started to roll back down the hill. Fred shouted, “Hold her, hold the b-----!”. I did the obvious thing.

I yanked the regulator wide open in full gear and managed to stop her downward trend, but not before she had jack-knifed the trailer and bent the drawbar. “Right” I said, “I don’t want that bloody caper again. We’ll do something about that big end before we set off.”

Fred’s ‘tool box’ was nothing more than a few spanners scattered about the footplate with odd nuts and washers and bolts. After a quick search I found nothing, then I noticed the whistle chain was held by a nice new nut and bolt with broad washers either side of the spectacle plate. I ‘borrowed’ this, screwed it through the big end cap and tied the whistle chain on with string. Having filled the big end again, we got underway with 200lbs on the clock and in third gear, uphill, regulator wide open and the ‘button’ in. You could, to put it mildly, hear us for miles around.

From then on our journey went beautifully with Fred still steering and me firing and driving. She was a lovely engine to drive and being sprung it was a smooth ride and in top gear with the crank turning over, she would run at about 15mph.

We had had such good run the last few miles that we thought our luck had changed for the better, but

no, fate was still being unkind to us, as we found out when we got to the White Post Inn, about five miles south of Ollerton.

It was here that the question of water again arose. Fred said he thought there was a fire hydrant about halfway up the hill from the roundabout opposite the Inn, so having negotated the roundabout, I drew the engine up at the spot where Fred thought it was, and after a few minutes searching, we found it. You could see it had not been used for a while. The lid was rusted in places and grown over with weeds. Fred got busy with the hydrant lever while I uncoiled the lifter pipe, which in itself must have been a museum piece -

the canvas had long since lost its natural qualities and had to be soaked in water before it became airtight. Meanwhile, Fred had managed to take the lid off the hydrant, but the key would not turn the valve at all; it seemed solid with corrosion. Fred suggested that I should pull on one end of the bar and he should push. This we did with all our strength until there was a sharp ‘crack’ and the valve spun open with such force that the water shot straight up in the air like a fountain 15-20 feet high and about 3 inches bore. Suddenly there was all hell let loose. We were soaked to the skin in seconds and, try as we could, we couldn’t get the key back on the square again to shut the thing off. The force of the water knocked the key and

Burrell 3257 with Olive and Fred Jackson. Kegworth, 1958.

Fred’s Burrell us out of the way time after time as we fought to control it. After many, many attempts we finally got it shut down but not before we had flooded the grass verge, which had in turn flooded the road, which had all run down the hill and flooded the roundabout. I said, “For heaven’s sake, let’s get filled up and b----- off. We’ll get ten years if the coppers see us”.

So as quick as we could we filled her up and, by the way, I needn’t have worried about how I was going to soak the lifter pipe to make it suck - the thing was under three inches of water. By the time we got away again, it was late afternoon. I was feeling a bit sick after that lot, especially being wet through as well. By half-past six we had got to Ollerton and took the Bawtry-Doncaster road. At this point I was having difficulty in keeping steam up as the coal was getting down to not much more than slack. Clinker was OK whilst you Burrell 3257 stands in the yard of John H. Rundle at New Bolingbroke, Lincs, in had 200 on but at much less than 1957. (R. Wing collection) 180 she struggled and at 150 she was useless. So, unable to maintain the pressure any longer, I pulled her whether it was the case or not). I also up to see what I could do with the fire. decided that the 2 foot lengths of Fred said, “What’s up?”, in a surprised wood neatly stacked would fit inside sort of way. I think I must have woken Clinker’s firebox and also in the back him up. I said, “We’re out of coal, of the engine and anywhere else that that’s what’s up”. Fred mumbled would take a 2 foot log. Ten minutes, something about “thowt we’d ‘ad no more, saw the bunker full, the van enough”, but I wasn’t listening. I saw full and under the trailer’s wheels something much more interesting where there was a toolbox - full. Fred down the road. The Forestry had never worked so hard for a long Commission had been clearing a bit of while. Luckily no-one saw us pinching woodland and left what was surplus this newly sawn wood or another ten to their requirements (or so I thought, years would have been added to our

jail sentence.

So, with a full head of steam again after chucking our new fuel on, we started out and this time I managed to get Fred to do a bit of work on the regulator. As we rumbled past the Normanton Inn, I shouted to Fred that there was a river in the next dip where we could fill her up. Without much trouble we managed to take on water.

“This should see us nearly home I reckon”, I said to Fred as we set off again. Fred had assumed his old job and left me to do the driving.

By the time we got to Ranby roundabout, the daylight was beginning to fade a bit; I reckoned it was about 8.30. Fred suddenly said “Fancy a pint, then?”

I said, “Ar, but we haven’t time now, soon be dark, you know.”

“Just a quick ‘un, an’ we can tak’ water on from the canal which gus alongside t’ car park.”

“All right, but don’t be long.”

“I don’t know what you’re worried for - I got lights, you know”, said Fred. This I didn’t know, so I thought, OK, good. We ground our way down through the village of Ranby to the Chequers Inn, where indeed the Chesterfield canal canal did run alongside the pub yard, and where also, a few days earlier, some new tarmac had been laid. Having seen what iron-shod engines did to wellmetalled roads, I knew what a 14 ton iron-shod Burrell would do to some new tarmac, so I stopped her on the road. I said, “We can’t go on there, we’ll ruin it”, only to get the retort, “We’ve got to have some water. Shunt her on, only steady.”

“It’s your engine”, I said, “and your pigeon, here goes.” There really was no mistaking it, the engine really sank in; the strakes were full depth into the surface and shunting about to get to the water’s edge, involved a six-point turn, so you can imagine the mess the carpark was in.

Then, having taken water on, we went in for a pint, where we were greeted by a smiling, unsuspecting publican, who served us without ado. The usual thing happened. One pint seems to develop into about two or three. I don’t know if any of our members notice it or not? By the time we came out again it was nearly dark. “Right, better get them lamps out, hadn’t we?”, I said to Fred.

“They’re under the seat. You get them - i’ll mend the fire.” I searched every square inch of that old van and I didn’t find a smell of them.

“They’re not here”, I said.

“Got to be here. Olive put ‘em in this morning, sure she did.” He looked too but to no avail. “Well, I’ll go to hell, she must have forgotten. I’ll thrash her when we get home for this.” That’ll be worth seeing, I thought, Olive was six foot two and as strong as any two men, quite capable of throwing Fred over her shoulder - and he wasn’t small.

Anyway, we had no option but to carry on without lights, so off we went through the village, over the canal bridge (which, incidentally, had a 2 ton weight limit) and as we went over I’m sure some brickwork fell into the water. It was dark now so I daren’t drive as fast as before because Fred kept losing the road, and once or twice we were cutting the grass verge or smashing the cats’ eyes. We were back on the Bawtry road now and heading for the Blyth roundabout; a hellish journey, the last stretch in the dark and to make

Fred’s Burrell it worse some heavy storm clouds had built up from the north, making the night blacker than ever. Soon I felt a wind getting up and the spots of rain in my face told me that a storm would soon break. We were just approaching the roundabout at Blyth hilltop when the first crash of thunder could be heard above the rattle of the engine, which seemed to me to be getting louder every mile or so.

Soon after, the thunder began and the rain came raging down in torrents.

We were in for the second soaking of that day! It was here that Fred decided to make for John Reynolds’ place for the night, which cut about three miles off our journey and also got us off the main road. We were now heading for Harworth, and once there about a mileand-a-half would see us at John’s yard.

By this time the rain was slower than of late and my wood, on which she had steamed so well for the last 15 miles or so, was getting soggy. Difficulty with the fire and steam occurred again, but I managed to keep about 180-190lbs on the clock. While we were jogging along I noticed a bump-bump on the engine from time to time so I began peering into the spinning, grinding, sizzling darkness ahead of me, but the trouble wasn’t the engine - it was the trailer.

The drawbar pin had sheared, allowing the trailer to swing on the safety chain, which was about ten yards long so as the trailer slowed down the chain tightened rapidly, then as the engine left it, it would suddenly jerk it forward and crash it into the back of the engine.So, yet again, we drew up at the roadside, soaking wet in the pouring rain and in inky blackness you could cut

with a knife, to consider our situation.

Luckily, the Jowett had been firmly anchored to the trailer, otherwise it would have come off. Fred had no spare draw pin so I said, “Let’s put a nut and bolt in, if we can find one.”

After groping about in the corners of the footplate, a bolt that would do was somehow found. Lifting the trailer up onto the engine’s drawbar was the hardest thing, with the weight of the van on it. At this stage, the long day was beginning to leave its mark. By now I had a thumping headache and not a shred of dry clothing. Fred’s pipe, seldom out of his mouth, had long since gone out, I noticed.

It was now late on, about 10.30 I thought. We had just got going again, up to Harworth pit, over the railway bridge and into Harworth village, when I threw the last three logs on the fire together with the last shovel of soggy slack. The steam had been holding just steady all the way from Blyth, but now the wood was really wet so, of course, I was gradually losing a few pounds of steam every time I used the injector.

We were just coming up to Tickhill Spital when the driver of a car flagged us down. “Where the ------ --- have you two been?”, the voice of John Reynolds shouted, full of anxiety.

“We’ve been looking all over. Have you been broken down?”

I said, “No, we just had a slight technical hitch or two, that’s all.”

With just 150lbs on the clock and a spark of fire in her belly, the engine was coaxed into the yard at High Common Farm, still in her top gear, regulator wide open and button in, and, as always, with clinker.

The Boilerman Cometh It was on a Monday morning the boilerman came round, To test our little boiler with his ultrasonic sound, He checked the thing all over, and then he gave a shout “The firebox is too thin; it’ll have to come right out!”

Oh it all makes work for the engineman to do.

It was on the Tuesday morning the crane driver came to the yard, With a 100 ton mobile it shouldn’t be too hard, He lifted up the engine, until it was so high, We had to get a ladder to reach up in the sky.

Oh it all makes work for the engineman to do.

It was on the Wednesday morning the cutting torch arrived, The most terrible invention man has ever contrived, The rivet heads were burnt off, and so were all the stays, We’d better get a move on; we’ve only got four days.

Oh it all makes work for the engineman to do.

It was on the Thursday morning the welder man came here, With his helmet and his overalls, he filled us all with fear, He glued up our new box, but dropped it on the floor, So he had to grind it out again and weld a little more.

Oh it all makes work for the engineman to do.

It was on the Friday morning the riveter came to town, His van was full of gear, the suspension was right down, He cooked up all the rivets, then put them all in, But as he hammered them over it made a frightful din.

Oh it all makes work for the engineman to do.

It was on the Saturday morning we came to fill her up, We didn’t have a hose, we had to use a cup, The yard it got quite flooded, as the water leaked down, I hadn’t put the stays in, oh what a b----clown.

Oh it all makes work for the engineman to do.

It was on the Sunday morning the engineer did call, With his stay bar and his ratchet, he managed to do them all, But then he said “You’re tubeplate’s gone, it makes a creaking sound”, So it was on the Monday morning the boilerman came round!

Ian Taylor Summer 1986

Through the night to Brighton

It was an ambitious idea - two showman’s engines, with authentic loads, taking on the 1988 London to Brighton run. Giles Romanes takes up the tale, originally published in our Summer ‘88 magazine.

Photography by David Bosworth

T

he Historic Commercial Vehicle Society’s London to Brighton run on the first Sunday in May has become well established in the calendar of events, and as well as attracting a yearly batch of steam wagons, has often included other steam road vehicles. Most of those completing the course have been road locomotives or tractors, but there

have been several traction engines of the agricultural type that have been successful. This alone shows that with modern knowledge, the design criteria can be greatly exceeded and the achievements are a credit to all concerned.

The 1988 Brighton run was notable because of the successful journey of two showman’s road locomotives, each hauling wagon loads of a type similar to those handled in working days. The engines were Fowler R3 class 15653 of 1920 Renown, owned by the Howard brothers, Gary and Ian, from Derbyshire and Burrell 3949 of 1923 Princess Mary, owned by David Hedgeman from Dorset and driven by Jimmer

Marsh. The fairground wagons were bravely provided by Harris Family Amusements, showmen from Sussex.

This ‘first’ in preservation - a loaded run for commercial vehicles - was the brainchild of Phil Read of Storrington, Sussex. Phil is well known as organiser of the popular Parham Rally; he said the idea took him nine months from conception to fruition with action all the time.

The engines set out from Battersea at 2.10am on the Sunday morning, 1st May, in convoy, with Renown leading. They made a splendid sight with steam showing up well and an initial shower of sparks coming from the chimney top. The Howards set an excellent pace of some 15mph; this must have been a comfortable one for the engine, which has special gear ratios to suit modern roads.

The Burrell has no such advantage and had to run at high revs to keep station in the convoy. However, this was made possible at traffic lights

by Phil Read indulging in unorthadox parking practices on the conflicting route with his amber-beaconed Land Rover to ensure the engines had a clear road, to use a railway term.

The only traffic difficulties I saw were caused by some video makers who parked cars rather thoughtlessly as far as the engine crews were concerned - some drove ahead in the driver’s blind spot to get their special shots.

The engines had a gift of two tons of Welsh dry steam coal from Powell Duffryn, packed in the special NTET bags and carried within one of the fairground trucks. At each stop for

water the crews filled up their bunkers with a few bags. I gather Princess Mary used about 15cwts altogether and Renown a similar amount. We stopped for water four times - which works out at a refill every 15 miles. We chose spots on long straight stretches as to give the minimum of inconvenience to other road users.

Most motorists were very goodnatured and patient but one or two were so taken with the engines, they ran into the road-centre kerbs, or cut in front of the engines in a dangerous manner. Each water stop lasted about thirty minutes, and such was the quality of the coal that both machines steamed hard for all of 12 hours without the need to remove clinker from the fire.

The day threw up its mechanical challenges. First was the overheating forward high pressure eccentric strap on Princess Mary while coasting down into Redhill. Jimmer had great difficulty in stopping the engine because the binding of the strap increased the load on the reversing lever. He succeeded in stopping without incurring damage to the rods and was then able to loosen the strap to insert some shim. The material for this came from a beer can, the contents of which Jimmer had unselfishly consumed. His helpers Mark Hurlestone and Malcolm Hedgeman assisted with this task, and the Burrell got going again after about an hour’s delay. They rejoined Renown at the non-breakfast stop at Crawley.

It was a non-breakfast stop because we learned on arrival that the staff did not come in to work in the cafeteria at the bus station on Sundays. Information gleaned during the planning stages had

Brighton run reassured Phil that the place would be open! Renown used the pause to good advantage because it enabled helpers John Blagg and Dave Cope to clear the filter between the front and back water tanks.

Their next incident occured south of Bolney while storming up New Timber Hill; Ian Howard was driving and heard a knock in the motion so stopped to investigate. It seemed to be nothing worse than a loose crosshead and this was not surprising since the engine spent a great deal of time priming. I suspect that the quality of the coal with such a high calorific value meant that there was a great temptation to keep the boiler feed on to try and control blowing off at the safety valves in built up areas etc.

The crews agreed that generally

speaking the traffic only became a real problem in Brighton itself. We topped up with the last lift of water opposite Preston Park at 11.00am, which was to ensure that there was enough for the final couple of miles to the front, any running about there and for the four miles or so to the site for loading at Shoreham.

Thanks are especially due to the Harris family for their loan of the equipment to provide the loads - they also entered wholeheartedly into the spirit of the venture by riding all the way and acting as brakesmen when needed. Phil Read’s contribution was magnificant - and at Brighton he produced, like a magician does a rabbit out of a hat, bottles of champagne for the crews to celebrate their superb achievement.

1990 - 2000

1

990 followed a long hot summer and saw a few changes at the Trust. Faye Wood stepped down as membership secretary to be replaced

by John Cook of Sleaford - a man who remained it that role for many years.

The proposed Environment Protection Bill was causing grave concern as the bill was said to give sweeping powers to ban or severely restrict the emission of smoke, steam and fumes. As ever, the NTET in conjunction with the HVCC kept a close eye on things and opened dialogue with Government - thankfully, the bill came to nothing.

The previous decade had seen a number of parked up steam rollers extracted from children’s playgrounds for restoration. None, however, had involved a buried machine - the incredible story of rescuing Aveling

& Porter 10114, which was buried under a mound of earth in a central London playground, is one of the most memorable tales to have graced the pages of Steaming.

Gatherings of certain makes and types of engines were becoming popular. 1990 saw a Ruston gathering at Weeting rally with 13 engines and a Ruston car gathered on the Norfolk grass. At the same event a famous tug-of-war between a certain 10nhp McLaren road locomotive and a

1990 - 2000

1990 - 2000 Chieftain tank - unfortunately the Mac’s front axle retention left something to be desired and the machine was duly photographed with the smokebox high in the air - and the wheels on the ground!

Keith Shakesphere organised an NTET Steam Party at Stoke Heath, which was well attended and featured a goodly number of engines. In early 1991 the Charles Burrell Museum at Thetford opened it’s doors while down in Kent, Thomas Aveling’s former residence at Ruckinge came on the market for the first time in 72 years!

The NTET’s commitee constantly evolved with every AGM and space prevents mention of each and every

member. Notable additions in 1991 however included John Bosworth and one David Smith.

By 1992 editor Roger West was wryly observing the, “amount of boring little paragraphs about fresh legislation that may potentially effect our hobby”.

Clearly he agreed it was important to keep a close eye on things and in particular the extension of the Road Traffic Act. The Trust duly became appointed as an authorising body under the new Motor Vehicle Off The Road Events regulations.

The first of the Trust’s practical engine driving courses was held at Klondyke Mill, home of the North Staffs and Cheshire Traction Engine Club, in May 1991 and was considered a great success.

In 1993 Richard Sandercock replaced Eric Fillmore as chairman Eric was then granted the Trust’s first honorary life membership.

A large sale in Essex drew a big crowd when the majority of the Philp family’s collection went under the hammer in 1995. Prices ranged from £1500 for a 3nhp Davey Paxman portable to £34,000 for 6nhp Garrett compound traction 33068.

Sadly the 1990s saw many past stalwarts of the Trust pass away.

Jack Wharton had led the Club and Trust for many years - he left his Fowler showmans Supreme to the National Motor Museum at Beaulieu. Anthony Heal, another who had done so much for the NTET, was well known as the owner of McLaren 1652 Boadicea and with his passing the engine was sold on to Les Searle of Horsham.

1995’s budget changes saw a new steam vehicle class adopted, with a £35 RFL rate - except, it seemed, for steam rollers which were classed seperately and forced to pay

a hefty tax. Campaigning began and a petition was presented to the Government by Fred Dibnah, Richard Sandercock, Len Crane and Joe Davies with Fred’s Aveling roller Betsy.

September 1996 saw the Trust throw another party in the form of a Road Run. Held around the countryside surrounding Hollowell rallyfield in Northamptonshire, the event celebrated 21 years since the last Run and also commorated 1907’s RAC Trials - where Burrells won their Gold Medal for the 5 ton tractor.

Deemed a great success, entrants were also judged on their engines, enginemanship and equipment and winners of the “1996 Steam Driver Of The Year” silver salvers were Peter Fagg and Neil Gough - seen below with their steed, Peter’s 1886 Marshall traction 14242 Victoria.

In 1997 the issue of driver competence raised it’s head at the Rally Organiser’s

1990 - 2000 Conference. The Trust seeked to bring forward a scheme to provide proof of competence to all those who wished to be on rally fields with engines. Deep discussion followed.

On a much lighter note, Dave Smith (then the Trust insurance officer) regaled readers of Steaming with the tale of his trip to Ireland with his engine - Burrell 3121 Keeling. Throughout the 1990s more engine owners were looking to events across the Irish sea and Dave’s adventure certainly inspired more than one enthusiast to make the journey.

Finding ‘fresh blood’ for the Trust was becoming more difficult - and the administration, workload and costs were becoming too much for spare time amateurs to handle. In 1999 the search began for patrons - members, or otherwise, who could help the NTET

2000 - 2014 through their influence, contacts or with money.

Richard Sandercock was replaced

by Andrew Semple as chairman in 1999.

Richard’s six year term, “took the Trust out of London” and prepared it for the excitement of a new century.

2000 - 2014

T

he new millenium began with the Trust issuing a policy statement regarding the conversion of engines - a subject revisited many times before and since. The statement can still be read today on the Trust website.

The Trust’s technical unit, led by Jim Newnham, were getting to grips with changes to Pressure Systems regulations - something which has been gently ongoing ever since.

Events in the year 2000 were memorable. Jeff Shackell and team arranged a reunion at Appleford for the engines and crews who were there ‘at the beginning’; the village of Appleford even revealed a new sign incorporating the NTET logo. Dorset staged a Burrell Special gathering which even saw engines arrive over from New Zealand

- a feat repeated since then at 2010’s McLaren gathering.

A dreadful outbreak of Foot-andMouth disease put the anchors on much of the 2001 rally season. Behind the scenes much work was going on to find a workable solution to the problem of mudlid door joints. The traditional asbestos based joints were being outlawed.

And then something happened which all hoped never would. In far

2000 - 2014 away Medina, in the state of Ohio in the USA, the boiler of a Case traction engine exploded with fatal consequences. The result was a long, hard look at the state of affairs in this country regarding boiler inspections and the quality of the reports carried out. At the same time a special breakdown scheme for engines and low loaders was warmly recieved and taken up by several members.

The sad passing of the late John Keeley of Knowl Hill saw a wonderful tribute to the man when members of his ‘Tuesday Night Gang’ completed the long term restoration of his Burrell showmans 3906, Earl Beatty in time for the 2000 Dorset event - just as John had intended. Reg Dore’s wonderful article and photos (below) in our Spring 2002 magazine gave a good feeling of the immense amount of work carried out on this engine.

Safety and risk assessments were ever more important and the Great Dorset was one of the first events to request a risk assessment for each

2000 - 2014

exhibit. The Trust produced a template and guidance.

2004 saw the Trust making preparations to celebrate its 50th anniversary. A big party was planned; first, a gathering at Dorset for 50 rarely seen engines. Secondly, another Road Run - again in Northamptonshire.

Both were roaring successes.

Dialogue with authority was continuing to have a positive result for members. The technical unit’s ongoing work with the Pressure Vessel Regulations resulted in amendments making boiler repairs much

simpler to carry out; the insurance schemes drove down the cost of insuring engines and the Ministry of Transport were satisified that it was not necessary to reclassify all steam engines as LGVs for driving licence requirements...!

Big changes for the management of the Trust came in 2005. This was a result of ‘Operation Blastpipe’ - a long, hard look at the NTET’s affairs and how to seek a better, clearer way of running things.

The new arrangements introduced the General Council and grouped together hitherto autonomous activities into new units - Technical Services Unit, Membership Services Unit, the Rally Organisers Section and the Engine Owners Section. There was also a new chairman - Robert Herring.

In the nine years since then the Trust has continued to work to it’s aim of Preserving our heritage with steam on the road. We were one of the first backers of the Boiler Engineering Skills Training Trust (BESTT) which after years of work behind the scenes is working well and providing young people with the training needed in the heritage boiler world. The voluntary certificate of competence - always controversial - has remained voluntary and has indeed been taken up by many distinguished and respected steam people.

Work continues on the Code of Practice, an oft-updated document which aims to guide and educate the engine owner or driver in all aspects of engine operation and repair. Recent years have perhaps seen more controversial happenings than has been the case in the past; the three thorny subjects of conversions, boiler inspection standards and driver competence continue to create lively discussion.

Our erstwhile magazine, Steaming, has also evolved. Roger West stood down as editor in the autumn of 2011 after 32 years and 127 issues in the hot seat. He was followed by Roger Mills who has brought a new style to the journal and continues to provide members with all the latest news on Trust happenings.

To give real justice to the rich history of the NTET would require a considerable volume, but hopefully this small booklet gives you an insight into our past glories and how we are able to enjoy our hobby today.

Tom’s Christmas

Tom’s Christmas

By Ran Hawthorne December 1973

O

n the face of it Tom hadn’t much to show for fifty-six years work. He had started as a cook-boy with a set of Fowler ploughers, eventually becoming a driver but steam ploughing went down and Tom alternated between threshing in the winter and rolling in the summer. Hitler’s war brought him long hours and many nights away from his beloved Mary - the ‘War-Ag’ having sent his set into the next county to work.

The war finished and soon all the engines were gone out of the yard except for two rollers, Old Bob’s Aveling and Tom’s Fowler. Bob died and the Aveling went to steam greenhouses. Tom was kept busy,

his governor, ‘young John’ was very considerate and always arranged for Tom to be home every night now that his daughters were married and living away. Tom and Mary grew closer and they grew older. Tom had his steam and together they loved their garden and their bees. Apart from an occasional visit to their daughters they hardly left the village. Chapel on a Sunday was often their only outing.

Three weeks before Tom was due to retire Mary died. Retirement, which he had been looking forward to, now seemed pointless and as there was plenty of work for the old Fowler ‘young John’ was only too pleased to have him stay on. For four more years Tom and the old roller were kept busy;

the activity helped Tom over the loss of his dear Mary.

When Tom finally did retire ‘young John’ gave him his old roller. The Fowler stood in the little yard by the side of Tom’s cottage, Tom fussed over her and two or three times every summer he lit her up and went for a run. He was very proud to be asked to take her to the village fete. Traction engine rallies had started and people seemed, once again, to be glad to see steam. The engine, the bees, and his garden filled his days. Tom was content, if lonely.

After tea on Christmas Eve, Tom put some more logs on the fire for he hadn’t really got warm since he had been to the shop. He took an album from the dresser and settled in his chair by the fire. ‘Can’t beat a bit apple’, mused the old man as he watched the flickering flames dance up into the blackness of the chimney.

Warm now, he opened his album to see some of the old engines and drivers he had known so well in years gone by.

There was old Amos driving one of the ploughers. Amos was foreman of the set when Tom first went out. A tough old character, but as Tom had soon found out, fair and just, and kindness itself as long as you pulled your weight.

Next was a photo of ‘the old Guv’nor’ stood by the number 4 set that came new through the government in 1918.

‘Six year I drove the left hand’, Tom half muttered to himself.

Many more old friends passed

before his eyes, then there, tucked away was an Appleford Rally programme - 1954, he remembered that one well enough, engines from as far away as Essex, Northampton, Norfolk and London had been there as well as the local lads. Tom didn’t go to a lot of rallies but he was pleased that engines were being preserved.

Tom’s reverie was suddenly stirred by the strains of one of his favourite carols; ‘It came upon a midnight clear, that glorious song of old, when angels bending near the earth...’

Tom gazed into the fire and listened a while, then off to the door to put a few coins in the collecting box. ‘Happy Christmas, Tom’, called the choir as they turned back to the gate.

Tom thought how cold it was; he put some more logs on the fire and feeling a little dizzy was glad to sink back into his chair. He turned another page in his album. A shiver went through his body; Tom was conscious of company and looked up as a shadow fell across his book. There was a young man standing by him, he had a modern hair style and ample sideburns, but the clothes reminded Tom of his grandfather.

‘That’s one of our engines, isn’t it?, said the stranger, looking at a picture in Tom’s album. ‘That was the first compound traction engine’, said Tom. ‘Fowlers built it in 1881 or 82’. The stranger smiled. ‘Ere, you must be John Fowler?’, said Tom. ‘That’s right’, said the stranger. ‘Would you like to come and see the engine, some of our chaps are out in the yard getting her ready for a show?’

‘I would’, said Tom, who was on his

Tom’s Christmas feet and right behind John Fowler as he opened the back door.

Tom’s little yard looked very different. There was the old Bramley with the beehives underneath but instead of being all frosty and leafless, it was covered in spring green and pink blossom. The bees danced from blossom to blossom and then quickly back to their hives with another load of their own precious gold.

The yard seemed enormous, engines as far as Tom could see. As they walked on he began to recognise engines and men, there was old Amos, but he didn’t look a day older than when Tom first knew him; there was the ‘old Guv’nor’ but he too seemed in his prime. It must have been fifteen years since Bob died but there he was lighting up the old Aveling roller.

Tom was sure she had been cut up after she went steaming greenhouses.

‘I’ve put a bit of fire in yours, Tom’, was Bob’s friendly greeting. As he looked in amazement at his roller, Tom remembered the occasions when Bob had been a bit late for work and Tom had ‘put a bit of fire in’ for him.

‘I’m holding you up Mr Fowler’, said Tom. ‘No, not at all’, was the reply.

‘There’s no rush and tear up here you know’.

As they moved on they could see a group of chaps round an engine, sure enough it was that very first compound traction engine, she was brand spanking new and looked magnificiant as she simmered away.

John Fowler said, ‘I won’t introduce you, you’ll soon get to know everybody. I expect you know some of them anyway’. Tom surveyed the

Then and Now... scene, farmers, squires, engineers, men in moleskin trousers, men in corduroys, men in bib and brace overalls, and men in boilersuits.

‘Yes, there’s a man I know; ‘Trotty’ Stephen, used to drive our right hand engine when I had the left hand, and that’s Alf Pepper up there on the footboard; Shottesbrooke Steam Fair 1964 that was the last time I saw him’, said Tom. Trotty came over and shook Tom by the hand. ‘How are you keeping?’, he asked. ‘Fit as a fiddle’, said Tom, ‘come to think of it I haven’t felt as fit for forty years, I reckon I could manage a full day’s driving alright’.

Mrs Wainwright next door was busy preparing the Christmas dinner when she looked across and saw Tom’s curtains were still drawn. ‘Jim, you’d better slip across and see if the old boy’s alright’, she said.

Jim found the back door ajar, the ashes cold on the hearth. Tom was cold too, his album on his knees. Jim glanced at the caption beneath one of the pictures; ‘the first compound’.

‘There’s nothing anyone can do, but I’d better ring Dr. Simpson’, he thought to himself. Jim quietly closed the door, passed Tom’s beehives under the Bramley and as he crunched along the frosty path past the well sheeted Fowler roller, he was sure he heard the sizzle and crackle of an engine ‘singing herself to sleep’ as old Tom used to call it.

He stopped and listened, but all was silent, till from the nearby chapel the harmonium played a verse and the congregation sang: ‘It came upon a midnight clear...’

Giles Romanes, our President, is mostly associated with two Wallis engines - but in the earlier days of preservation he owned the McLaren 5 ton tractor 1837. Bluebell was, of course, later well known in the ownership of the late Peter Coulson from Alconbury, who completed a great many miles on the road with the fast little engine. The top picture comes from our archive; Clive Flack photographed the engine, still with the Coulsons, at Old Warden in September 2014.

Two very different approaches to preservation. Above we see Marshall 5 ton tractor 73900 of 1920, scurrying along the road from the 1985 Parham rally with an authentic lift van in tow. The engine was then owned by Derek Kilburn, and photographed by Brian Johnson - two men whom the editor of this booklet is forever indebted to for encouraging his interest in road steam. Below, a row of 1920s Aveling & Porter rollers at Thursford; long out of use and ignored for years, they now allow us to see engines how they would have been at the end of their working lives.