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Richard Carter

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    Klosterneuburg, nr. Vienna

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  • Boat Name
    Baldock & Virginis (1980s): Pallas & Zodiac (1990s)

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  1. Visited a friend in Brimfield in 1979 - we found one portal of Putnal Field Tunnel (in the middle of a field), and the remains of the aqueduct over the river Teme, the TA had apparently blown up the centre arch as an "exercise". I remember the embankment approaching the aqueduct branching off from the railway which had been built on the old canal line. The tunnel was really small cross section, the aqueduct really substantial - quite a contrast. I have a couple of slides, which I have photographed, the images are not brilliant I'm afraid.
  2. Such a promising start, makes you wonder why he felt the need to move on!
  3. For Mikron trivia fans, Mike Lucas appeared in an early episode of The Liver Birds - I'm afraid I can't find it quickly on YouTube now, it may well have been taken down, of course.
  4. Excellent, thanks! Saves me scanning mine, and I've got nothing which shows her this well anyway. I was away on a camping booking with Baldock & Virginis at the time, so that's Coleshill inside Corolla. My diary only refers cryptically to getting the beer tent ready for a non-specific Rally, I guess it was an Inclined Plane Trust event.
  5. Thanks for posting these. Haven't seen Corolla/Water Wagtail/Brummagem Fly/Corolla since the 80s when she was at Foxton. In 1982 the Zoo Bus conversion was still on, even the bus seats, wooden bottoms and a wooden back cabin, but all dropping to bits. I need to look back through the photos to see if I took one that shows it well enough. The engine had been rebuilt (by Tony Clark, so far as I know), it was an HA3 (or HB, but isn't that just a matter of governor springs?), it remained under a canvas in the corner of the workshop the entire time I was at FBS. The boat would sink occasionally, and we'd pump it up again. Eventually the seats were removed, and I think the ballast underneath the floor in the hold as well, and in the winter of 1985-86 the steel back cabin (fitted over the old wooden frames) and those gunnels you can see in the first picture were done (by "Dave", who I think worked for Fernie's in Market Harborough). The new steelwork was not primed then, some talk about letting the millscale weather off first, but amazing to see that it seems to have never had a coat of paint until now! Did she leave Foxton with the Lister, or without an engine, does anyone know?
  6. Tissh! Booom! I think you've cracked it here ? I've been wondering about all this again - the injector pump certainly says (or said) F3, a model which had been out of production for 20 years when the engine was supplied to FBS. It had been at the Duffields training school, we were told - had it been in use all that time, or latterly gathering dust in a storeroom? How much undocumented substitution of parts might have been going on? Was it only marinised in 1985 for FBS, or had it already been done at some earlier date and was only modified then (wider engine feet, different gearbox). It was certainly not in "new" condition, as I mentioned before, it was weeping oil from most gaskets, and we had to get a leaky injector sorted.
  7. Interesting - and mighty confusing! This ought to be conclusive, and yet ... the photo of Baldock's engine room kindly posted by chris_r a few days ago so clearly shows an engine with indirect injection (vertically mounted injectors, and the combustion chamber cover plates are visible on the side of the head) - and it is the engine I installed back in the day - and the D in D3.152 stands for direct injection: The D3.152 was the basis of the 3HD46 marine engine, there were quite a few installed in the UCC hire fleet during my time there. Don't know about Baldock's present gearbox, it doesn't quite show on the photo. I wrote above that a PRM260 was originally fitted but I'm now doubting my memory on this point. My earliest diary entry on the subject says that a PRM310 was in the package offered by Duffields, but according to the Newage website that model was discontinued in 1984. All I really know is that it was the "next size up" from the PRM160, which was the gearbox everyone else was happy with ...
  8. Every Dexta F3 video I've checked on YouTube has the high-level spill rail like Baldock's, but a marine P3 featured here: https://www.youtube.com/watch?v=LW8gSva35B4 Perkins P3 Marine Engine with Parsons 2:1 gearbox has the low level version as on the Yorkshire boatshed. But I still wouldn't go as far as to call that proof ...
  9. This is fascinating - thanks, Chris. I have stared/am staring long and hard at both engine photos. What neither shows well enough is the injector pump (below the exhaust manifold), which if I am right, would offer some clarity. Indirect injection is certainly confirmed, the injector spill rails are not the same, but that may be a trivial point. I remember making the throttle linkage (lhs, parallel to the lagged exhaust pipe) - Baldock had obviously lost its speedwheel before FBS acquired it, there was a Lister throttle lever on a quadrant with a ratchet, and the brass rod linkage which I modified for the Perkins. magnetman's point about the raised hand start is good, Tony M would certainly have specified one, and of course Duffields would have had all the marinising parts to hand - the lifting eyes, flywheel housing with gearbox adapter plate etc were also different or not necessary on a tractor. The marine exhaust manifold, and therefore the injector pipes, which have to find their way around it, are different from what you see on the Dexta videos. I remember they fabricated extra-long mounting feet to reach the engine beds.
  10. I see what you mean, but I think it's an illusion - we must have been getting set to move off (hence efforts to cajole the last Afghan back on board), there's only a not-very-tight centre rope between motor and day boat, and the motor has drifted forwards.
  11. It is of course entirely possible that an invoice from Duffields gave more details which I never saw - would have saved me a good deal of head-scratching! But then why would Duffields have supplied the alternative water-cooled exhaust manifold for us to try if they knew it wouldn't fit the Ford cylinder head? You mentioned propeller match, we were lucky with that re-engining, as Baldock had always felt a bit underpowered with the twin Armstrong (but OK with an empty butty camping, esp. across the Leicester Summit where a big engine and prop were neither use nor ornament), but the Perkins with the same prop went really well. I'd not realised so many Perkins of that sort had found their way into narrowboats then. I have no idea what happened to the B.C.N. boat, sorry - 1987 was my last season at Foxton and I don't recall anything being done with it before I left in November. FBS had also bought the BW working flat moored just ahead of us on the second photo (Braunston top lock), we towed them together back to Foxton which was quite fun. The Joey was a pig to tow on its own, it had no rudder and slewed to one side the whole time, but with the flat between it followed like a lamb.
  12. One last post before this topic runs out of steam - I've learned a lot about the more recent history of the Baldock in a very short time, so thanks to all who have contributed! The engine: I have researched a bit more online, and now am 99% certain that what I fitted in 1985-86 (whether or not it is still in the boat today ... ) was a one-off marinisation of a Ford/Perkins F3.144 or 152. These were developed for and fitted in the Fordson Dexta and Super Dexta tractors resp. and there's plenty of info on the vintage tractor sites (and YouTube videos of restorations). Fords provided the heads and blocks, Perkins built up the engines, apparently on a sort of "just in time" basis, they seem then to have only acquired a serial no. once back at Fords - so if this one was siphoned off for the training school, the absence of a no. plate is explained. They can however easily be identified as they were fitted with a Simms inline fuel pump and injectors ("Simms" embossed in the side cover of the pump), unlike the subsequent in-house Perkins builds which had a CAV rotary fuel pump, as seen on Massey Ferguson tractors, or the 3HD46 marine build from Duffields. This part of the topic might have been better in the vintage engine area of the forum, but I was hesitant to put this engine in that category. FWIW I think it is an excellent workhorse - much the same output as a Lister HR3 in a very compact package, max. torque at 1200 rpm, what's not to like? ... well, not at all photogenic for starters, and looks a bit lost in a trad engine 'ole ... Richard
  13. I think this is right - surely any boat of that age has gone through many ups and downs over the years, and the downs are for many reasons - a period of waiting to be sold is a time when it can be difficult to muster the enthusiasm for upkeep and maintenance ...
  14. This is good to hear - I found a post from Tim Carter elsewhere in the Forum to the effect that he is involved in that. It does seem a great shame that they had to wait so long ... Regarding Ray T's fresh post - it is quite scary how quickly this can happen, 'moth and rust doth corrupt' indeed, especially with a mooring under a tree.
  15. In case anyone was wondering: yes, the steel gunnels were welded directly on the old angle (which the wooden ones are normally bolted through), but the deck beam was fabricated at the original height of the wood - carried out at short notice by Braunston Boats in the spring of 1984 - hence the rather abrupt upsweep starting just forward of the conversion cabin. They originally had a 2" upstand at 45° on the inside edge which the battens holding the sidecloths were bolted through, the topcloths were roped to steel rings welded to bits of channel trapped under the sidecloth battens.
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