Thus it was in February 1974 I was approached by Nicholas Bostock, an accountant by profession, and Malcolm Braine, the well known Midlands boat builder, with a view to acting as consultant in the restoration of an F M C steamer.

Over the years I have been collecting information relating to the use of steam propulsion on the canals, and have embodied this in an illustrated treatise entitled ‘Steam on the Canals’. I am also fortunate in having seen a few of the F M C steamers working on the Grand Junction Canal, albeit in the years following their eclipse, and can remember being invited into the engine room ‘for a look round’. Later I managed to get a short trip aboard ‘Speedwell’ from Uxbridge as far as Denham Deep lock. This was early in 1923 before the boatmen’s strike. ‘Speedwell’ was scrapped in 1925. King’s Mill was located just above the Town Lock, Uxbridge, and a large proportion of either loose or sacked wheat was delivered there by narrow boats direct from Limehouse or Brentford.

The mill’s engine room with its carpeted floor was a sight to behold, as also was the beautiful 80hp Robey horizontal tandem compound condensing engine. The boiler house with its two Lancashire boilers was equally spotless. A 50hp Gilkes water turbine supplied stand-by power using the 7ft head of water across the Town Lock. There was no shortage of water as this stretch of the Grand Junction – as it then was – has ample supplies taken from the River Colne.

However, to return to the steamer restoration. A small number of original hulls have survived, mostly those of composite construction, i.e. iron sides and wood (elm) bottoms. Some have been converted to houseboats, others used as workboats, but no attempt had been made to restore one to its original condition. The problem of finding a suitable one was solved when British Waterways offered a maintenance workboat, said to be named ‘President’, for sale lying on the River Weaver at Northwich.

‘President’ originally belonged to the famous canal carrying firm of Fellows, Morton & Clayton, a name synonymous with the canals in their heyday, and is a typical example of the thirty-two steam propelled narrow boats operated by that company between 1886 and 1927, a period which epitomised the great age of the steam on the canals.

Built by the company at their Saltley, Birmingham, boatyard for some £600 she was launched in June 1909. Main dimensions are those of a traditional narrow boat, viz.: length 70ft, beam 7ft 1in. Draught at the back end is 3ft 2in and dead-weight excluding fuel and water 14 tons. Hull construction is composite: wrought iron sides, elm bottoms and oak keelson. The roof and sides of the engine and boiler compartment are fabricated from steel plate whilst wood is used for the boatman’s cabin. The original ‘Scotch’ or return-tube boiler was made by Ruston, Proctor & Co. Ltd. of Lincoln, while the engine was a vertical single crank tandem compound built by the Company under licence to a design by W H & H Haines Ltd of Fazeley Street, Birmingham. Boiler feed water was drawn direct from the canal through a filter and mud separator. Jet condensing was used, condensate and air pumps being driven by eccentrics on the crankshaft. Normally all running was done with the condenser in circuit, but when occasion demanded the exhaust could be diverted up the funnel. A whistle was fitted to give warning of approach and superseded the traditional hand horn. Coke was the usual fuel, at that time a cheap by-product from any gasworks; this was stored in bunkers above and extending down the sides of the boiler, replenishment being through two hatches provided one either side at the front of the boiler room roof. The useful capacity of the hold was twelve tons, this being some six tons less than that of a motor narrow boat, the difference being mainly due to the extra space occupied by the boiler.

Most if not all, of ‘President’s’ working life was spent running the express, or ‘fly’ service between London, Birmingham, Leicester and Nottingham, ‘fly’ signifying running more or less non-stop day and night to a strict timetable, the run from Regent’s Canal Dock, Limehouse, to Fazeley Street, Birmingham, for example, being completed in 54 hours, 151 miles with 161 locks. On the main line of the Grand Junction Canal between London and Braunston it was usual to work in tandem towing a butty, elsewhere working was single. When paired up there was a crew of seven, four on the steamer and three on the butty. On the steamer two worked while the other two slept or otherwise occupied their spare time doing odd jobs; shifts changed at fixed places along the main routes.

The steerer had no control over the engine other than communication with the driver by means of a lanyard-controlled bell to a pre-arranged code. He also operated the whistle. Normally the steerer worked the boat, but when passing through locks the driver assumed control.

Women were not usually allowed on the boats except during holidays, and then only with special permission. During the First World War an exception was made when crews were called up, and several boats were worked two-handed, husband as captain, wife as driver. Fly working was continued, and some wives were on record as being harder and faster drivers than their menfolk. Cabins lacked a woman’s influence and as such presented an austere appearance with little or none of the brasswork and lace plates attributed to boats crewed by families.

A wide variety of manufactured goods and imported commodities were carried, but seldom bulk cargoes, the exception being wheat or maize. Instances are on record where iron pipes or even coal was carried when the necessity arose, so one can imagine the degree of cleanliness required when cleaning down, as the next cargo might be bulk wheat.

The large crew and limited cargo space sounded the death knell for the steamer, but their robust construction and easy adaptability led to most of them being converted to diesel power. In May 1925 ‘President’ was fitted with a 15hp single-cylinder Bolinder, the relatively simple operation of these semi-diesel, direct reversing engines making them particularly suitable for use on the canals. The conversion cost £287. In 1944 she was sold by F M C to George & Matthews Ltd., Wolverhampton, who in 1950 sold her to Ernest Thomas (Wolverhampton) Ltd. She was acquired by British Waterways in 1951 and finished her working life as a humble maintenance craft in the North Western Division, being finally abandoned and left to sink in the River Weaver at Northwich. The remains were offered for sale in 1973.

The hull was in a sad state, half submerged and stripped by vandals of everything of value, the woodwork of the cabin rotting away, platework corroded and rusted where exposed to the ravages of the polluted and highly saline river water, yet the once proud name ‘President’ could just be discerned on the cabin sides.

This sight, and the thought of one day restoring the great age of steam on the canals, were the deciding factors which led to a partnership being formed between Malcolm Braine, a well known boat builder and restorer, of Morton Canes, and chartered accountant and canal enthusiast Nicholas Bostock, the prime objective being to purchase and restore the boat to its former glory. The partnership was fittingly called ‘The President Steamer Company’.

The hull was duly purchased in the Spring of 1974 and taken in single tow behind the ex-Birmingham Canal navigation’s tug ‘Birchills’ up onto the Trent and Mersey Canal by means of the Anderton Boat Lift, southwards to Middlewich Junction, through the short Wardle Lock Branch on to the Shropshire Union Canal, and finally to Morton Canes Dock by way of the Wyrley & Essington Branch of the B.C.N. The voyage was not without incident as ‘President’ became waterlogged and sank at regular daily intervals.

Seventy years of hard work had taken their toll, this being plain to see when the hull was winched out onto the hard. The task of restoration began with the complete renewal of all bottoms with 3" thick elm and fitting a new oak keelson. The foredeck, forbulkhead, gunwales and counter deck were also renewed. Extensive wear and corrosion of the wrought iron platework was repaired by hand riveting above the water line and replating below it. The old cabinwork was stripped off and rebuilt to exact steamer dimensions, the steel section over engine and boiler being hand riveted throughout as in the original and made removable to enable the boiler to be installed.

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Mean while the search had begun for period steam machinery and boiler, a task made difficult by the knowledge that, as far as was known, all original engines and boilers from the FMC steamer fleet had long since been scrapped. However, in the autumn of 1976 the Kennet and Avon Canal Trust announced that due to operating difficulties on the isolated section of canal between Burbage and Pewsey, Wiltshire they were disposing of the "Leviathan" a former Birmingham Canal "joey" or day boat which had been fitted out between 1972 and 1975 for passenger carrying and was powered by steam. An inspection of the vessel revealed that the boiler was a horizontal, coal fired "scotch" return tube marine unit, a near replica of the Ruston-Proctor original.

This was an undreamed of find as it would enable restoration to follow fairly accurately the correct configuration of funnel and safety valve pipes. The 5ft diameter riveted steel boiler was made in 1928 by Muir and Finlay at their Parkhead works, Glasgow. There are sixty 2in diameter fire tubes and a heating surface of some 140 sq. ft. Working pressure is 100 psi. Retubing had been carried out in the British Rail workshops, Swindon in 1974 together with a 100% inspection; it was insured and in full working order. Two steam feed pumps were fitted, a horizontal Worthington-Simpson duplex delivering canal water to header tank from which boiler feed was drawn by a Hall single cylinder vertical pump.

The vertical twin cylinder engine made by Worthington-Simpson for barring duties had been salvaged from a closed down pumping station and it was coupled to Hotchkiss Cone Propeller, the installation being mounted transversely in the hull. In the event it was decided to purchase the complete boat, the steam plant and propulsion unit being removed on site and conveyed to Norton Canes by road. Only boiler and pumps were considered suitable for use on President and so the engine and cone propeller, together with the hull were offered for re-sale.

Installation of the boiler presented few problems, although the increase in diameter over the original – some 6 inches necessitated modification to the coal bunkers.. The fact that the two water gauges are directly mounted on the backhead, one on either side of the flue duct, instead of being side mounted, as on the Ruston boiler was a readily acceptable feature.

Although not conforming to the original engine room layout, both pumps have been installed, either of which can be used for boiler feed. It was felt that this enhanced the "all steam" concept as well as providing a desirable safety factor.

The possibility of finding a steam engine identical to the original had been fully explored over the many years, and had proved fruitless. The choice lay between having a full-size replica built or continuing the search for a period engine of similar power output. The former would have been highly expensive and so we decided to purchase a vertical two-cylinder simple engine offered for sale by Laurie Nelson. This engine had been built about the same time as “President”, for marine purposes, and was in working order. The bore and stroke were 41/2 in and 6 in respectively. Separate cylinders with integral valve chests are carried on cast iron “A” frames which also embody the trunk type crosshead guides. The slide valves are operated by Stephenson reversing link motion, with no definite provision for “notching-up” as normally the engine is driven in full gear using a locomotive type throttle, response to which has to be practically instantaneous; - when “astern” is signalled it has to be quick for there are no brakes on a steamer!.

The two-throw, three bearing crankshaft is very robust and fully counterbalanced. Propeller thrust is absorbed by a separate plummer block. Lubrication, except for pistons and valves, was by the traditional “hit or miss” method using an oil can. Power output was calculated to be 15ihp at 200 rpm using steam at 100 psig. The make and history of the engine are unknown, but it is believed to have been used in a Thames launch. Prior to sale it had been mounted in a trailer together with a Merryweather boiler, and driving a dynamo was used as a working display at steam rallies.

However, when tested under load in ‘President’ it became apparent that a major overhaul would be necessary to meet the minimum standards set by the new operating staff, and so the engine was removed and completely dismantled for inspection.

Resulting from all this, all crankshaft journals were built up by metal deposition ( spraying) and reground to a uniform size. Likewise all bearings were remetalled and bored to suit, special attention being paid to the line boring of the main bearings. Excessive wear and clearance in both sets of valve gear were removed by fabrication of new ends to all links and fitting new bushes and hardened pins. Improved lubrication was catered for by fitting a larger displacement lubricator in the steam line and large capacity drip-feed lubricators to the three main bearings. The engine is directly coupled, by means of a 21/4 in diameter tubular steel shaft equipped with “Layrub” joints, to a three-bladed, 31 in diameter, 43in pitch propeller specially manufactured by Bruntons to suit this installation.

Other non-standard equipment fitted includes a Penberthy “Instant-Start” injector to supplement the boiler feed pumps, a bilge ejector and heat exchanger to provide pre-heat of feed water by exhaust steam, with provision for bypassing the exchanger and directing steam overside for tunnel work. Normally exhaust is directed up the funnel after leaving the heat exchanger. The impressive two-tone whistle was formerly fitted to the “Gaiety”, a well known pleasure steamer which operated downstream from Evesham on the Warwickshire Avon. The displacement lubricator and several other items of steam equipment also came from this source for I was fortunate to be ”on the spot” when the owner, Mr Tolley, converted the vessel from steam to diesel in 1959. The large diameter funnel, made to exact measurements of the original, folds down when negotiating low bridges and tunnels; for the same reason the safety valve steam pipe has been made easily detachable.

Following installation of engine and boiler, the boatman’s cabin was fitted out in the traditional manner, which includes an original Eagle “bottle” stove and brass oil lamp. Decoration, by traditional narrow boat standards, is intentionally plain for the steamers were built for hard work, and so the famous “roses and castles” only appear on the fold-down table and inside faces of the stern doors. The outer side panels are painted in the rather austere black, white and blue livery adopted by FMC in their early days, this being changed in the mid 1920’s to a bright red background with yellow and green bands. Lettering includes the carrier’s and boat name, fleet and registration numbers, and also the number 1396 under the carrier’s name. This is the Waterman’s Hall or River Thames equivalent of a gauging number. Finally ‘President’ was refitted exactly as in carrying days with new false floors in the hold, cratch, mast, uprights, running planks and a full set of cloths suitably lettered with the FMC name and fleet number; even a canvas curtain has been made and hung between engine and boiler to prevent dust falling on the machinery when firing or cleaning tubes.

The main work of restoration was completed in 1978 and a test satisfactorily run on 11 th April of that year up to Cannock Extension from Norton Canes to Pelsall Junction and back. Work resulting from the test run together with finishing details were completed by August 1978 and the boat was at last ready for its maiden voyage. Restoration had taken over four years at a cost exceeding £15,000 – twenty five times the original figure for building the boat.

We sailed with the standard crew of four and five tons of best Welsh steam coal to the Inland Waterways National Rally of Boats held on Titford Pools, one of the reservoir supplying water to the Birmingham Canal, and were justly proud when awarded the Alfred Ritchie Challenge Trophy for the best turned out working narrow boat. It is only fair to record that the journey from Norton Canes to Titford along the Wryley & Essington Canal and the old main line of the BCN was not without incident. The canal is a ribbon rubbish dump and enough wood was salvaged to meet over half our firing requirements. It is best to forget the question of boiler feed water!.

After the Rally we took the boat to Malcolm Braine’s base at Great Haywood on the Trent & Mersey Canal by way of the BCN to Aldersley Junction and along the Stafford and Worcestershire Canal. This voyage and the return would occupy an article in itself but here one incident is worthy of record.

We had successfully negotiated the “narrows” – a mile long length of canal cut through solid sandstone and only wide enough to take a narrow boat – and were approaching the notorious right-hand bend under the A449 at Coven Heath, having duly “blown up” on the whistle our intention of taking the outside of the bend, in accordance with working boat practice, when we saw through the branches of overhanging bushes, etc., a sawn-off “Josher” approaching, totally oblivious of our presence. (Ordinary carrying boats of FMC were known as “Joshers” in memory of Joshua Fellows, son of the founder of the original canal business. Imagine his consternation when confronted with the fore-end of a steamer, high out of the water and directly in his path. I’m afraid his boat sustained some damage. Taking the way off we went astern to enquire whether he knew the whistle code, or for that matter whether he knew what he was doing, and also to apologise, but we met, not surprisingly, with a stream of invective and a description of his wife picking herself up out of dislodged cups and saucers. To cap it all, he shouted out in no mean tones, “the canals were never made to take boats like that ( the ‘President’). I’m going to write to Mr Fellows Morton and you’ll hear about it later!.”

Our journeys have left a lasting impression and we now know first hand why the crews were held in such esteem by their fellow boat people.

It is hoped to keep ‘President’ in commission with the aid of sponsorship, advertising and carrying sample cargoes. From time to time it will be on exhibition at museums on the canal system, and if all goes to plan, will attend the 1979 National Rally of Boats at Northwich on the River Weaver, this time in company with the restored FMC butty ‘Vienna’, now moored at Cheddleton on the Caldon Hotel.

[ They made it to Northwich - via the Anderton Lift - see the trip history page]