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The Fowler Z 7 Ploughing engine no 15669

Words by Pat Freeman and pictures copyright of Alex Bareham

On July 3rd I was pleased to attend the 2010 Long Melford Steam Rally and meet Gordon Everitt. He was there with his Fowler Z7 Ploughing Engine No 15669 which he had
recently purchased with his friend Daryl Copeman. It was fortunate that club member, Alex Bareham of Clacton, had covered the previous June 12/13th Aldham Old Tyme Rally
and Fayre on my behalf and had captured two excellent photographs of No 15669 which had also been to that rally which I am able to use.

The following information comes from Daryl Copeman.

"This engine had been supplied by John Fowler and Co in August 1922 and had been exported to Sena Sugar Estates in Mozambique. It weighs 22 tons and has a 22NHP compound engine with 50 2¼ inch tubes. The back wheels are 7 feet in diameter and are 2ft 6 inches wide. The engine worked in Mozambique until the 1960's and was one of the six brought back to this country in 1977 by Michael Davies, Peter Court and David Atkins. It was then purchased by Richard Vernon, 1987, for a private owner and was restored by Richard over the following twelve years including having a new boiler, tubes and tender fitted."

Since its restoration the engine had been stored at Hall Farm in Lutterworth and had only been in steam for one day each year thereafter. The engine was purchased, in
November 2009, by Gordon Everitt and Daryl Copeman and now it operates from Church Farm, Little Tey, Colchester. It was registered by them in April 2010 and received the number BF5409.

Incidentally 15669's first rally with Gordon and Daryl was at Aldham followed by Long Melford.
 

September 2010

Steam Ploughing Engine no 3284

Steam ploughing engine no 3284,14hp, was supplied by John Fowler in 1877 to Mr J G Ford of Kings Street, Wokingham and afterwards was bought by Thomas Brown of Coggeshall Essex at a public auction. Mr CE Brown assisted his father, Thomas, with steam ploughing until the death of the latter in 1913. Subsequently the son carried on the business for his mother Mrs SA Brown. On November 1st 1918 ploughing engine no 3284, and another similar one, with the necessary ploughing tackle, were taken to a field at Cressing Braintree rented by Mr A South for the purpose of mole draining it. What followed on November 8th has been well documented as the boiler of no 3284 exploded injuring several people. Although photographs of the wreckage are available, it is believed that none are to be found from before the accident. Below is a picture of the single cylinder ploughing engine similar to no 3284 which was taken by Major Ind on the 28th September 1905 whilst it was at Coggeshall. It is no 3532, 14hp, which together with its sister engine No 3531 was built in July 1878 and sold to Joseph Unwin of Coggeshall. They later went to Smith and Willsher also of Coggeshall. In 1914 they were sold to SW Blyth of Ingatestone Essex where they stayed until they were scrapped. This information has been supplied by Peter Rattcliffe of Ashes Farm, Cressing who is founder member no 4 of the East Anglian Traction Engine Society, and we thank him for it. .

 

 

A GLIMPSE OF ESSEX AGRICULTURE OVER THE LAST 150 YEARS

Written by Peter M Ratcliffe of Ashes Farm in January 2003

Following my notes entitled "The Farmer's Tools from Prehistoric to Modern Times" (Peter is well known for his talks to associations, clubs and such like), and looking at the development of modern mechanised farming and land cultivation as we have known it up until now – what appears to be the huge shift in English agriculture from intensive agriculture to the degrading set-aside and extensive forms of farming and the concomitant depression it has brought. Local stories in farming circles hark back to a time of aroused interest in the 1840s upon the completion of the railways to Chelmsford, Maldon, Colchester and Ipswich. With this the ordinary plough-maker expanded into implement-maker and devices that were drawn through the soil began to have wheels attached. From time to time progressive farmers and estates set up dairies and up-to-date cowsheds. Following the notable agricultural show at Chelmsford of 1847, many farmers improved their buildings with the newly available straight-sawn softwoods (Baltic timber) that were erected as components in 'modern' ranges of farm buildings, as well as the gradual employment of the steam engine – where the farmer had installed up-to-date dairy equipment, cattle pens and yards paved with bricks. 'Patterned' workers' homes ranged about some estates with distinguished architectural features and in places the countryside took on a new meaning, which the farming community believed would go ahead and some took on board the novel new methods promoted at the time and, as now, some wealth was introduced into farming from 'outside'.

Looking here at Cressing, which I have in the past referred to "as always a poor place", not far away from Cressing Temple – a noted holding for some hundreds of years – but not in itself noted as a very progressive farm holding, there existed the notable Mr Strutt at Terling, Mr Western at Rivenhall and Kelvedon and – a one time razor strop manufacturer – Mr J J Mechi of Tiptree Hall. Mr Mechi, in particular, being a member of the Farmers' Club in London and in touch with his progressive contemporaries, improved his farmsteading to become a form of Victorian model farm with the latest buildings. In judging historical progress at this time, we must be reminded that looking over our shoulder was the progress of the steamship, the Corn Laws and the New World – which would eventually provide English farming with a shock and depression.

Choosing Cressing Temple as a local landmark but not far away across the fields, lay the farms of Leaping Wells and Felix Place. Bisecting Leaping Wells runs a farm track – originally a grass road – leading to the remains of a former Palladian mansion one time destroyed by fire. The land around and the owners had contact with J J Mechi, himself, and at the time his methods and developments were brought on to those fields and, in a word, possibly the nearest thing to 'revolutionary farming' arrived to the area. As I have intimated, subsequent 'global' trade and cheap imports took away the progress at a stroke. The great house was never rebuilt, land reverted to grass and was not really attended to in modern fashion until the outbreak of the Second World War. It would seem that Mr Mechi returned to Tiptree and not a lot subsequently was heard of him. Significantly, his name as an entrepreneur survives in the annals of the Farmers' Club and to stories of Essex farming.

Progress then, as now, always depended upon stark need or some fellow with a bit of extra cash to spend and Mr Mechi was one. He travelled the country and frequently addressed the Farmers' Club in London – earlier taking an interest in Usher's Steam Cultivator of which only a colourful model remains. In 1855, following trials when Usher's machine ultimately failed, Mr Mechi's interest was undaunted and he turned to an idea by Robert Romaine and his machine. Trials were held at Tiptree Hall, which again were not successful. By 1857 an improved machine was developed which, in fact, worked at Royston in Hertfordshire but it is unclear whether this arrived at Tiptree Hall. As the railway had been extended to Maldon it is possible that heavy equipment could have been transported successfully to the area and have, in fact, worked within a few fields of the lands at Cressing Temple. Mr Romaine sought the help of Alfred Crosskill, who evidently had produced a much stronger machine, and there is some evidence that this machined worked in a number of places. It is not clear what funding Mr Mechi gave to its high cost – about £800 – which could have equated to £75,000 of modern day money. However, as with many things in an early day and the scepticism of many farmers and gentry keeping their hands in their pockets this, in fact, saw the last pitch-in by the notable eccentric and agriculturist, Mr J J Mechi.

It would be the case that farming was left largely to its own devices, other than the developments in livestock husbandry by the notable gentry, earlier named, that the arable side of farming continued on a local basic need. It can be seen that many local mills began to decline towards the end of the 19th century and some mills that formerly produced flour turned their efforts to other things and even became 'fulling' mills for the local textile industries.

Steam cultivation did not seriously return to the locality until another notable eccentric, Mr J W Moss of Threshelfords, Kelvedon – often seen in the locality during the summer clad in military-style dress, puttees and wearing a pith helmet and he also had a swimming pool over his kitchen instead of a roof – who, in 1905, turned up with an odd looking machine – the famous 'Darby Broadside Land Digger' which, due to its cumbersome nature tended to stay with the farm. Steam engines and in particular the winding engines by Fowler and Burrell did not appear in Essex much before the late 1880s. If only Mr Mechi had had these novel machines available he would have contributed much to their development – but wrong place, wrong time. Mr Moss of Kelvedon and the Darby Land Digger Syndicate of Pleshey, Chelmsford and Wickford however involved some notable farmers and landowners as is often expressed "not a million miles from Cressing at the time" and the sad tale is – like Usher's digging machine – the Romaine-Crosskill Cultivation Engine consumed vast sums of money and, once again, the 'revolutionary' Darby Land Digger Syndicate saw off over £100,000 by 1905. It must be noted, British agriculture was just lumbering along and did not materially pick up until 1913.

As to Cressing, this is all what might have been and one can only look at one farm in the area where the Cousins Family had adopted the design of the ideal Victorian 'model farm' in setting out the buildings of the farmstead at Cressing Lodge, which remain extant at this time – 2004.

It does appear that hardly any sustained system or practice of agriculture could survive even a 100 years and what those entrepreneurs – Messrs Strutt, Western and Mechi – laid down barely survive to this day and only the residences and a few significant old buildings are extant. Possibly agriculture has been too efficient for its own good, or I believe in fairness to its own protagonists but, regrettably, not appreciated by the populace as a whole where it is the case "no sentiments remain in business."

It may be the case that only vestiges remaining of the last century of progress and the previous two centuries of demographic change remain extant in a few old buildings, which were it not for some dedicated preservationists and the waking-up of authority to place listings on relics of the past and ultimately their purpose is lost in the eyes of itinerant tourists when they gaze at the unconnected exhibitions staged around the area. The changing of boundaries and the fashion of double-density housing proceed to ruin rural life and the countryside for all time and it is evermore difficult to gaze at old engravings now deep in archives – unfortunately, largely inaccessible and unpublished. It is recognised by the modern academic that it is unwise to "trade backwards" but an occasional glance into history of the last 100 years reminds all of how fragile life is. Unfortunately, those who choose to plant dense bushes, trees and shrubs beside the roads have no chance of recreating the countryside and others who would be looking over our shoulders from the past would say "out of the mouths of babes – they know not what they do."

Below is an illustration of the Romaine-Crosskill cultivating engine of 1857.

 

April 2010

Richard Buck has now completed his work on the Aveling and Porter's Travelling Van. You can now read the full account of his labours and follow the transformation that  takes place.

 

 

A report from Richard Buck - an EATES member who lives in Derby

 

Aveling and Porter's Travelling Van for Steam Road Roller

 
When a roller is required to be at work some distance from home, it  is convenient and an economy, to house the men in a sleeping van. The illustration shows one arranged to accommodate three men: it is mounted on strong cast-iron wheels and is fitted with boxes, lockers, bunks, table, a pair of steps, stove and piping, and a vice bench. The bedding for the three men  consists of mattresses and cases, bolsters and cases, three pairs of blankets and three counterpanes

The Aveling & Porter living van came to me following a wanted advert on the 'Traction Talk Pages' website in 2002. The van belonged to Phil Honour of Little Chalfont in Buckinghamshire. Phil was pleased to sell the van to someone as he claimed "he was no good at welding wood". The adjacent picture shows that it was what my wife Veronica described as some very expensive firewood ripe for some fool to restore! Surprisingly nothing fell off on the journey from Buckinghamshire to Derbyshire. The van is one of two bought by Amersham Rural District Council in 1923/24 for £140 each.

 

 

Work on dismantling the van started in earnest at the end of 2003. Having got down to a pile of bits that I could repair and a list of materials that would have to be replaced, the only way from there was up. The adjacent picture shows the framework in its repaired condition starting to look like the framework of a living van. Only the top rail and corner upright are new, all the other parts you can see are either original, but cleaned, or original cleaned and repaired. Several of the uprights needed new bottom ends spliced on. Most were on the side behind the camera. The joints that you can see between the uprights and the top rail are pegged mortise and tenon, as they were originally. The hard part was cutting the mortise hole to fit the tenon on the ends of the uprights to fit, which is the opposite way to how it is normally done.
 

 

The final picture shows the van from the front (bunk) end, wearing most of its new boards, in the middle of October 2008. The brown paper, is building paper. This is an original idea to stop draughts that might blow, through any cracks that may appear between the boards if they should shrink, onto the sleeping occupants. Although these vans only provided Spartan accommodation for the steam roller driver and a couple of labourers, this detail shows that the comfort of the men was considered.

 

PART TWO

 

Having finished fitting all the exterior horizontal boards and given them a good sanding. The yellow pine looks too good to cover with paint. As a primer I have given all the exterior wood two coats of warm linseed oil. This feeds the wood and will ensure a good bond for the
coloured linseed oil paint.

At last, with the first coat of coloured linseed paint, it starts to look like a living van. The plank leaned up against the end is to be the first full length roof board to make sure I get the boards on square. The ends of the boards, peeping over the edge, already in place are short, only going to the edge of the hole where a roof ventilator will fit.
 

All the roof boards are in place and securely fixed with countersunk stainless steel screws. The piece of plywood covers the hole for the roof ventilator. The boards have been sanded all over and have received 4 coats of warm linseed oil. Although they will be covered with a layer of felt and flat galvanised sheet, it seemed a good idea to feed the wood as I hope it lasts another 80 years.

Looking through the door, up at the ceiling where the ventilator fits. It seems a shame that all this wood will soon be covered with white paint, to help make the van lighter inside. Only the walls will be left unpainted. They will be finished with Shellac Button polish, as originally used. The curved roof spars are the originals from 1924, just cleaned up a bit! It's amazing what a blow lamp, some sand paper and elbow grease can do.
 

 

 

 
 

PART THREE

Having nearly completed the bodywork, all that was left was the roof ventilator. It was a little tricky, firstly making sense of the drawing and then marking out the positions of the mortises in the end pieces for the stub tenons on the ends of the louvers. I resorted to drawing the positions on paper, on the computer, and sticking the paper on to the wood surface. As you can see it came out OK in the end. To stop bitumen, from the felt covering, leaking though the gaps in the wooden slats, I have stapled a piece of building paper in place to act as a barrier.
 

The effects of working in an unheated lean-to on the back of a factory in the middle of winter produced some unwanted swelling and distortion of the inside boards, but some careful heating and drying out with an oil filled radiator brought the planks back to flat again. With everything nice and dry, the ceiling was primed with 3 coats of warmed linseed oil. It then took a frustrating 7 coats of warmed white linseed paint to cover and hide the grain of the ceiling boards. I then tried a few different mixes of antique pine and mahogany wood stains to find a cocktail that when applied to the new pale boards, would match the colour of the original pieces of wood framework. What you see in the picture shows the effect after a further 3 coats of shellac button polish have been applied. I have also refitted the side rails for the three bunks.
 

Looking down on the bottom bunk, re-assembled from mostly all original parts, you can see the thoughtful way the designer put the cross piece slightly off centre to allow access to the head of the fore-carriage pivot pin without the need to dismantle part of the bunk. It could if the need arises be completely withdrawn. The stripings on the slats are from the original band saw marks. As these would be hidden by the bedding it was unnecessary to used planed timber, just a rough sanding to remove the larger surface splinters.

With two of the three bunks re-fitted, (I’d run out of saved parts at this stage), I continued re-fitting the locker. Apart from 3 new hinges, and new internal partitions, the locker is all original, just cleaned, repaired and refinished with a few coats of shellac button polish. The small bench for the vice has been fixed slightly higher than originally fitted to suit the length of the replacement vice leg found at Rempstone Steam Rally last summer. A small spliced extension to the bench support leg was required and is partially hidden under the bench. Veronica wondered why I had replaced the vice. Well, isn’t it obvious? It’s to hang your handbag from! Seriously though, I had to fit a leg vice as it was part of the original equipment
On the wall opposite the locker is the drop down table. Although slightly warped with age, it has been re-assembled and refitted. All that was required was to repair the bottom end of the swivelling support leg, its base block and the hinge board support brackets.
Rebuilding the corner cupboard is in progress. New shelves have been fixed in place and the refurbished original front up-stands screwed to the front edge. In addition the door hinge board has been stripped of paint, cleaned and refinished. The door is out of view having been dismantled, stripped, various splits and holes filled with epoxy glue, sanded, re-assembled and refinished with button polish. The unusual shaped blacksmith made hinges had been sand blasted clean and repainted in gloss black.

 
With all the pealing black paint removed the original wriggly tin sheets that surround the stove position in the corner, were well worth refitting. The only significant rust on the sheets is still to be covered with zinc galvanising paint. I know that the sheets are the 85 year old originals as when dismantling the van, I only found one set of holes for the handmade nails that held the sheets. They match perfectly the holes in the tin sheets. You can see slabs of high density rock wool insulation, just above the floor, which I decided to fit as a useful addition behind the sheets to protect the van boards. The sheets haven’t shrunk at the bottom edge. They stopped at that point to allow a cast iron pan that contains the stove fit up close to the walls in the corner. The original Aveling stove stood in a three legged cast iron stand that stood inside the cast iron pan. My future plan is to make patterns to create an accurate and working replica of the stove, but that will not be immediately. Tomorrow’s job is to cut the hole in the roof for the stove chimney.
 

 
 

PART FOUR

 
The cupboard is finished; the door has been apart, reassembled and refinished. There is one new board and a thin strip. I know which they are, but the casual observer may not spot the difference at all.

Setting up to bore the hole in the roof for the chimney. The vertical wooden spill is to sight the simple temporary jig for the router. How else was I going to make a hole for a round cylinder through a curved and sloping surface? They would not have been able to do this originally, but the engineer in me is still just about alive.
With the new window sashes fitted it was only a matter of fixing in the glass. As it was only a bit more money, I had the glass panes toughened, so if the worst happens we shan’t have large shards of glass to deal with.

Having decided not to use the original idea of paint proofed canvas on the roof. (Cinders from engine chimneys make hundreds of tiny little holes that eventually will let in the water, and I road everywhere!) Galvanised steel sheets were the answer, and as I was working at the back of a sheet metal working factory, getting the edges creased was no problem and the hole for the roof ventilator and chimney was a simple job for a punching machine.
What to do at the ends could have been difficult, but with knowledge of what can be done with metal, it was merely just a question of finding a workshop with a shrinking and stretching machine. A local specialist vehicle coach building company had one. It pays to get on as many enthusiasts visits as you can and remembering what you saw and where! Making a straight angle curved.

Where the chimney pokes through a hole in the roof, some thought needed to be given to how to stop the chimney setting fire to the roof boards and how to stop the rain on the roof from leaking in around the chimney. The first is simply a short metal spigot that penetrates the roof; that lines the hole in the roof and is a loose fit for the chimney, providing a small but significant gap around the chimney. With the chimney only touching the spigot here and there, it doesn’t get warm enough to harm the wood. To prevent the rain getting in requires something similar to a lead slate. Making this lead gaiter gave me my first experience of ‘lead burning’. I scrounged a small amount of sheet lead, rolled up a cylinder and welded down the lapped seam, then punched and stretched a hole in another piece and welded this to the cylinder. The result will not win any prizes, but it is water tight. It was glued and sealed to the roof using more of that wonderfully sticky stuff the motor trade uses on cars.
With a NEW Epping stove fitted, which is only temporary until I make a replica of the correct Aveling design. The consequence of this is that the position of the hole in the roof does not align with the stove outlet, so an elegant (I hope Veronica thinks so?) flue had to be fabricated in thin stainless steel. Yes, I now it would have been cast iron originally, but we now have very hard roads and a heavy cast chimney combined with no suspension and cast iron wheels will soon destroy the cast top of the stove. Light weight stainless is best.

Loading up on a low loader to travel the short distance from the factory in Ilkeston (where most of the re-assembly work was done) to the winter quarters for the roller and other bits and pieces, at Kegworth. It was the beginning of February 2010, just over seven and a half years since I had bought the van. In the time span it had not been a full time project, there had been time to repair the cases and build a new support for the key frame of a 98 key Gavioli, build a karzy for another organ truck, have a life away from learning about woodworking and squeeze in a small heart attack.
Out at last, sitting in the usual winter muck, the van is having its taste of weather. They say it helps harden the paint!
 

 
The next project is underway. I am already learning about more serious pattern making than I have attempted before, making a half pattern for a cast iron wheel, one of two for a replica of an Aveling & Porter hand cart. The hand cart design is based on an engraving and written description in an Aveling catalogue of about 1900. How do people find time to go to work?

 
 
 
 
 
 
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