walter linn oshkosh fwd - Recently Updated Pages

Daryl Gushee's 1933 Klauer FWD Snogo

Plowman — Sun, 08 Nov 2009 00:16:38 CST

Well here it is. My big west coast purchase I was talking about. This truck was owned by ATHS and was in a sealed bid auction in the spring of 2009. It has been on display at the Hayes museum in Woodland Ca. for quite a while. I really don't have the trucks history but I am sure someone out there knows and can help.
Model F
Sn/ 118

A real beauty.
One of the few survivors.
They told me at the Hayes museum it was running a few years ago but the Mag was giving some problems.
Should be an easy fix.

Still has all the original lights and other goodies.
Missing the exit chute and the engine side covers.

The truck on the back is a nice 72 Brockway that Erv Bickford bought in Utah.

Nice to find them with all the original data tags.

And all the lubrication tags.

Lots of informative tags.

The power plant.
More modern units had 2 engines but the early ones were all powered from the big Blue streak.

Dual Zenith updraft carbutetors.

I haven't got this ignition set up conquered yet but all in good time.

Which one turns the steer tires?
I am sure it was a two man operation to keep up with this.

The top of the radiator stands over 8' high.
I tested the hand crack to find that its a big swing and at about 1/4 turn you want to get the handle disengaged.
It will not clear the rear bumper and could really hurt if your hands were in the way.

I believe it is about 1100 cubic inches.

The photo does not do it justice, as far as size goes.

Here is the FWD part it.

All the mechanism for the front mounted rotary plow.

I found some dry storage for it.
It was a tight fit but at least it's under cover.

PLOWMAN

Amazing Linn Model

Bshoesey — Sat, 07 Nov 2009 20:41:10 CST

Nice modelling of a Linn tractor! Thanks again to Ferrology for the lead. Bshoesey

Linn Tractor #1 YouTube videos

Bshoesey — Sat, 07 Nov 2009 10:22:04 CST

The following videos are provided to us by Ferrology/LinnTractorNut. Enjoy!!!

Truck Register

Anonymous — Sat, 31 Oct 2009 23:37:16 CDT

Make	Year	Model	VIN	Body Style	GVW	Top Speed	Engine/ Transmission	Owner	Location
Oshkosh	12/24/1937 Registered as 1938	FB	1097	Wrecker (Originally "Snow Special")	? 6-7 ton load	42 mph?	Hercules RXCO Fuller 5 speed w/2 reverse and 2 speed aux. (4 spds reverse)	Larry Marmet	Albany, NY
Oshkosh	1947 (first year of production)	W-2201 (only 25 built '47 to mid 50's)	3039	Tractor (Originally double wing V and dump	40,000 nominal (30,000 rear axle)	38 mph 8.15 ratio axles	Originally Buda 893? Repowered with Cummins NH220 Fuller 4-A-86 main Fuller 3-A-92 aux	Larry Marmet	Albany, NY
Walter	12-2-1937	FMD	374409	Dump	20000	36 mph	Waukesha 6SLR WalterFJD-880	Bill Sachse	Erie, Pa
Walter	2-18-1965	ACRS	657809	Dump	48000	39 mph	Cummins NH220 Walter FAWA-800-4	Bill Sachse	Erie, Pa
IHC	1948	KB-2	KB273703	PU/Knox Grain Box	3/4 ton	40 mph	Green Diamond 214 3 spd	Bill Sachse	Erie, Pa
Oshkosh	1971	P2427-2D1	12252	Dump/ 11'Plow 11'Wing	48000	42 mph	Cummins NH250 Main: Fuller 5H74T 5 speed. Aux: Spicer 8341-D 4 speed. (5 over 4) 20 speeds forward. 4 speeds reverse.	Grant Ellis	Kremmling CO.
Oshkosh	1974	P2025- 1E1	14362	Sander/ 11'Plow 10'Wing	45000	46mph	Cat 1673C Fuller 10 speed.	Grant Ellis	Kremmling Co.
Oshkosh	1942	W-709		truck /10' belly blade	7 Ton	42mph	White 150a 5 speed	Max Northouse	Grand Rapids,Mi.
Walter	1924	FHS	24FHS3	Wrecker with belly blade	22,000#	25mph	Waukesha	Daryl Gushee	New Gloucester Maine
Oshkosh	1961	W516	7424	Frink V & 2 wings Ex Town of Springfield	32,000	43.5	RD-450 5 spd.	Mike Blais	Springfield Vermont
Linn	1934	6H-35	2500	12' V Plow Dbl 16' wings ballest box	How much you want to pull	20mph	935 Hercules HXE 200Hp. 4 speed with reversing transmission	Daryl Gushee	New Gloucester Maine
Oshkosh	1971	P2845	11628	13ft rollover&dump	54800	42	NTC335hp w/fuller 5	John Decker	Westcliffe Co
Linn	1942	Catruk C5 C6	412 Needs 9' v-plow	Ex-Town Ticonderoga, NY		39 whls 15 tracks	YXC3 478 or 501 DRXB Hercules diesel	Rene Elliott	Morris, NY
FWD	1930	SSU	needs small 7-8' vplow	Ex-Town of Urbana, NY		39 max 19 working speed	Waukesha 6SRL	Rene Elliott	Morris, NY
Ford Marmon Herrington	1958	F 750	M754- 39286	Galion Dump Ross Plows		N/A	Ford 302 5 speed	Mike Blais	Springfield, Vt.
Oshkosh	1955 Reman.1980	WT-2206	6582R	C&C	54,000	45 mph	Cat 3406 Allison TG-602R	Todd Springer	Pittsburgh, PA
FWD	1959	285	F21699	Dump/ Did have Wausau plow	28,000	55 mph	IH - RD-406 5 Speed/2 speed transfer	Dave White	Murrysville, PA
FWD	1961	SP8-7	H40207	Ex-Lawrence Park, PA 11' Plow/ 11' Wing-Frink	33,000	45 mph	IH - RD-501 5 Speed/3 speed transfer	Dave White	Murrysville, PA
Oshkosh	1957 Reman. 1982	WT-2206	5642 R 82	Frink Dump-Frink Plow Gear.	54,000	45 mph	Cat 3406B Allison TG - 602R	Frank Ciavattone	East Walpole, MA
Walter	1972	AWUS	729701	Heil Dump Frink Double Wing Plow XLg.Vee Plow	54,000	31 mph	1197 C.I. Wauk. Gas 6 Sp. AV-800-5 Trans.	Frank Ciavattone	East Walpole, MA

ATHS website

1924 Walter Handwheel Repair Effort

Bshoesey — Sat, 31 Oct 2009 18:19:34 CDT

There has been an ongoing discussion forum about repairing the handwheels from member Gushee's 1924 Walter. The wheels control the midship scraper plow (not currently on the truck). The wheels were first thought to be wooden but proved to be more of a bakelite, traditional steering wheel type material. We are working toward a wooden replacement wheel and the following photos explain our progress. I'm hopeful that getting this beyond the discussion forum and onto this page we will get more helpful advise.

The wheels originally had a wire centered bakelite ring. One problem now is that some of the end clips are missing and we are entertaining an idea to secure the spokes to the new wooden ring. Photos below.

This shows how the spokes are bent but should be readily straightened. We are sure that the spoke material is weldable and member ChipAustin is talking about TIG welding the replacement outer ring to the spokes. Yet to be determined is whether the ring is a plasma cut piece or flat stock steel formed into the circle. The following are two sketches of a proposal to secure the ring to the center.

Any thoughts about this would be greatly appreciated. The thread is alive and well in the discussion forum section.

I spent some time on my mockup today. The following pics show the progress. This mock-up is not quite to size but will provide good practice for the real thing.

Five sided blank for the five spoked hub.

Jig for turning the circular wheel tops and bottoms.

Adjustable center for the three different radius's required for making the wheel halves. One for ID, one for OD and one to cut the center to accomodate the welded steel ring.

Work continues on cutting the mockup.

Photo of cutting the inside diameter of the mock-up.

I changed the radius adjustment from original design- it was too difficult to make adjustments as you had to take the whole thing apart.

Making the final cut for the outside diameter- I did it in three passes.

Mock-up ring. This one is @18" OD and 16 1/2 ID, only practice and not to needed dimensions.

Poor photo of the finger joint. Five of these on the top half will be off set from the bottom joints for strength. Additional work will include establishing final thickness (@ 5/8" each), round-over (1/2" Rad) on both inside and outside diameters, cutting for the welded ring, hand fitting the five spokes to both top and bottom and some sort of process for the finger grips.

Latest sketch for handwheel includes some positive notes and some so-so's. Dimension of the ring could be 1/2" wide by 3/16" (or something close to that). Not much wider for sure but the thickness just might match available material. This does support the idea of fancy brass or stainless screws around the ring with the flat ring centered in the wood. Having the ring on edge not so much of a benefit for this. Actual wood will be hardwood (cherry or oak I suppose) and not the pine used for the mock-up. Bill

Cutting and welding the rings to the spokes

Here are the two new rings that will be welded to the old spokes.
These rings were cut using a CNC waterjet, technically an abrasivejet.
A waterjet uses pure water at up yo 60,000 psi. to cut softer materials like foam or plastic.
An abrasivejet adds a cutting material to the water such as garnet to cut through hard material like steel and stainless steel.
The rings are 3/16" mild steel and 3/8"wide.
Cutting on a waterjet enabled us to keep the material cool to prevent any warping.
The CNC stands for "computer numeric control". The operator programed the information into the computer and the waterjet cut two identical rings that are so perfect no deburring or grinding is neccassary

The spokes are straightened and welded to the rings.
I took a chance and welded them with my mig welder because I don`t have a tig welder.
I was very careful to position the spokes in a consistent position around the ring and to get the ring centered on the hub.
I used a very low setting and skipped around a lot to avoid warping the rings.
Look at the handwheel that is face down on the table, no gaps any where.
These units are very rigid.
Next step I will sandblast them to prepare for coating.
PLOWMAN

.

Walnut is now the wood of choice. A long time ago I got a deal on some walnut. The problem at the time was that it was not clear, but had knots. I always knew a job would come along where I could use some of it as short pieces. This is 5/8" but will be finished to 9/16" to give a final thickness of 1 1/8". I'm still thinking the wheel will be 1 1/4" wide. The ID and OD will be adjusted so that the flat ring runs pretty much down the center to insure that the fasteners run thru the ring.

Handwheel will be available for review at Kemps!

Oct 2009 Update

After some serious delays I am back at it with the handwheel repair. I picked up the blasted/welded centers
at the Kemp sale and now have the wooden rims machined and ready to fit to the spokes.

Here's a little teaser of how it will look. The walnut finishes with a nice dark brown finish when stained.

We are currently in discussions between brass or stainless hardware to secure the wood to the spoke assembly.

So brass it is. Here are a few pics of the first handwheel assembled.

This is how the top looks with the recessed brass fastener.

This is a view of the bottom with the threaded brass insert.

I am thinking about putting 5 more fasteners on the wheel (total 10) and then final sanding and finish without actually glueing the halves together as originally proposed. Bill

Daryl Gushee's 1928 Ford Snowbird Conversion

Plowman — Wed, 28 Oct 2009 21:20:40 CDT

This is a 1928 model A Ford with a rare Snowbird conversion. I purchased it from George Shaaf in September 2007. This is a beautiful snowmobile and runs as good as it ever did.
I do not know the history behind it but maybe someone will recognize it and can tell me more.

Part of the conversion is removal of the fenders and cutting the bottom of the doors to allow track clearance.
The bogie assembly is pretty much a permanent part once on the Ford. It takes a lot of work to convert to and from track or tire drive.

The front axle spindles are converted to also hold the skis.
When you want the ski steerage you simply pin them on and remove the front tires.

PLOWMAN

More Linn Tractor pictures

Anonymous — Wed, 28 Oct 2009 20:44:58 CDT

There are currently around 115 Linn tractors that still survive. I have seen most of them. Some of the ones I have seen I took pictures of and will post them here to share.
Others I have seen only pictures and may post them also.
It is difficult to get good pictures of every Linn tractor you see because of the storage facility or sometimes the lack of a storage facility. The first thing you need is permission to see the Linn and that`s not always easy to get.
PLOWMAN

This is a very complete 6 cylinder Linn that is safe in a shed.

This is a 6 cylinder Linn in need of some cab repair.
Currently waiting it`s time in a shed.

This is a 6 cylinder, underbody hoist type, dump Linn that is in captivety.
Sitting outside and pretty complete except for the cab.

Time and weather is taking it`s toll on this 6 cylinder outdoor Linn.

Getting down to the bare bones with this old Linn.

No more cab left on this Linn but still worth keeping a little sheet metal over it.

A very well restored Linn tractor with an under body hoist dump.

Another very well restored Linn tractor.
As I said it`s not always easy to take a good photo.
This is one of the earliest Linns that has survived. It`s a 1924.

This Linn is still in the wild and probably there for a while longer.
Some Linn owners don`t take as good care as others.
This one happens to be the same model and year as my 1934 snowplow Linn.

This Linn sports the wrong radiator and a Hystaway hoe.
The hoe was obviously added later in the Linn`s career.

Another view from the back of the Linn / Hystaway combo.
That`s a early F model Walter with plow gear on front in the background.

Linn tractor with 6 cylinder and under body dump hoist.
Sitting beside a Bay City swing shovel.

This Linn was stripped for parts to rebuild another Linn.
Not all surviving Linn tractors will be restored.
Some will have to become donors for others to be restored.

Here is a nice candidate for restoration. This Linn is in great shape and stored inside.

This is a steel cab Linn with a 3 way dump box.
Stored in a lean too.

This Linn has deteriorated a lot over the years it has been sitting outside.
I have been trying to give it a better home but the current owner is happy with it right there.

Here`s a beauty!
Linn tractor with a Huge V-Plow and double wings.
It doesn`t get any better than this.

Linn trailer
Built in Oneonta N.Y.

This is a beautiful Late model Snowplow Linn.
Most are missing doors and hood panels, this one is very complete.
It`s very unfortunate this Linn is sitting outside.

There are actually 2 Linn tractors in this photo.
One is obvious, you can see the dash, steering column, shift levers, and the dump hoist.
If you look over the dash you can see a green body. That is a Linn, look close you can see the cab to the right of the green body.

Here is another Snowplow Linn.
In need of restoration but very complete and stored inside.

I don`t know if any one ever built an uglier truck.
This Linn Catruck C5 is a huge restoration project that is under way.
Impossible to find parts, Only a few were built. I don`t think any others exist and this one needs parts.

This Linn is in the Moose jaw Western Development Museum

This is one of the nicest restored Linn tractors you will find.

Not the prettiest Linn you will find but with a hood and radiator you have a good project.

This is a good example of a dump hoist on a Linn.
This Linn is stored outside in a collectors yard.

This is a very nice unrestored Linn.
It is waiting inside for restoration.
There are no easy fixes but this one comes close.

This is one I have not seen but it looks great in the picture.
This is a late model steel cab with a dump body.
As usual it is missing the hood panels.
I believe this photo was taken at Rollag.

Operational Linn with dump box.
This one stays outside and is showing some signs of deterioration even though it always has good paint.

2 Linn Frink V-plows
These went to scrap last year despite the efforts of Ferrology and I.
The scrap guys think they won that one but I would have paid them more than scrap and picked them up right there.
No winners on that deal.

Linn Trailer
U-Can-Back
This is a cool little trailer that hooks in 2 places on the rear bumper and has a single rear wheel that casters.
The trailer also has brakes that can be adjusted to the load.

This is a Linn I have never seen and probably never will.
This is a Linn from down under.

More pictures to come!
Plowman

Nash Quad Technical Info

Bshoesey — Thu, 22 Oct 2009 17:02:03 CDT

This section includes some technical drawing information about Nash Quad vehicles. I am not at all familiar with them but the name does come up once in a while and perhaps someone with firsthand knowledge will add a little history about the machines. Ferrollogy sent me the three pics shown here. Bshoesey

This is the style used by Walter to provide the gear reduction at the wheel.

Buy/Sell/Trade

Anonymous — Thu, 15 Oct 2009 20:29:18 CDT

Does anyone know who would be interested in rebuilding this 1970 Walter Snow Fighter (FCBS model)? It is very rusted and needs a lot of work. It will most likely be a complete rebuild. However, I desperately do not want it to go for scrap, end up in the junkyard, or get parted out. If you are interested or know someone who would want to fix it, feel free to give me a call or email me. Mike Bartlett Clifton Park, NY Home: (518) 877-7514 Email: weston101@verizon.net

I was told about this truck for sale here in Erie and got a couple pics. It is a terrific 1950 F-6, nice restoration including full interior and new dump box. It has the flathead V-8 and 4 spd tranny. It isn't a plow truck but worthy of showing here anyhow. If you are interested, contact Bshoesey.

I'm still looking for a brake booster cylinder. One Walter at the Kemp sale had exactly what I want, but the new owner is planning a restoration, not parting out the truck. I did get a couple pictures to post. There has to be one out there somewhere! Bshoesey

Have you tried White Post Restorations in Virgina? They can probably rebuild it. http://www.whitepost.com/brake.html They did a very good job on the brake parts for my Oshkosh.

John Smood from here in Erie has the 1972 Oshkosh for sale, with or without a couple sets of plows. His original post reads

4 wheel drive, 6 cyl diesel, CAT Power
Runs & Moves
Full Set of Plows available CALL 814-450-6790
Want $3500 SEE PICTURES BELOW IN ATTACHMENTS

The picture is an attachment at the bottom of the Oshkosh main page. I'm trying to move it here without any luck so far. Call his cell (listed above) for more information. It is a NY truck and he has all the manuals. Bshoesey

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4 wheel drive, 6 cyl diesel, CAT Power
Runs & Moves
Full Set of Plows available CALL 814-450-6790
Want $3500 SEE PICTURES BELOW IN ATTACHMENTS

You will have to contact member Ferrology for contact info on this one-
From: Fred Cook <fredwcook@aol.com>
To: Rennie Muckboots Elliott <ferrology@yahoo.com>
Sent: Monday, June 22, 2009 4:40:11 PM
Subject: Older FWD possibly for sale.
I've got a 1929/30 FWD Model BTL-6 that I would probably part with to the right buyer. Price is not the determining factor but ability to finish the restoration and give it proper storage would be high on the list. With the cab off I have to let air out of the tires to be able to get it in my shop and even if it fit, I'm a 71 year old heart patient and I doubt I will ever be able to finish the truck. If you know of anyone looking for an easy to finish restoration of a relatively large truck let me know. Price can come into the equation when most other things have been cleared up. Fred
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Ferrology forwarded this from Craigslist- 1947 ford truck
Reply to: sale-at6ep-1267215357@craigslist.org
Date: 2009-07-13, 8:56AM

this is a 1947 forrd 1 1/2 ton truck with a factory marmon harrington 4wd conversion, set up for a flathead v8, no engine is included, there is everything else besides the trim stripe down the cednter of the hood. this will be a great project for somebody, not for me now! make a decent offer and you can have it I have a mass title that can be converted to ny title, this is a rare and beautiful (if you like that sort of thing) truck. I have also a painless wiring harness for it, brand new, missing a few fasteners....and maybe a flasher unit. has 18 inch wartime tires, was originally built as a runway snow blower, had a huge motor mounted on the back and a snowblower on the front, long gone but interesting history. call 518-944-3627 anytime, leave a message.

Location: chatham ny ______________________________________________________________________________________________________________

Found this link posted on another plow site for an Oshkosh in Solider Pond, Maine:
Oshkosh w/250 Cummins, Vee & Double Wing

DavCut

I saw this sale ad while checking out the SiteMeter referring URL's, and thought I'd add it here for the good of the order. This is a low mileage 1970 FCBS Cummins powered truck. Bill

http://www.roxburyauto.com/macks/WalterPlow.html
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Member mtsnowman recently posted this truck for sale in a thread. I'm moving it here for perhaps a little more exposure. Bill

I have a 1966 FWD diesel plow truck w/ boom bench wing in good condition i would like to sell to
someone who will not part it out. it runs and looks good considering age it is located in MT.
and has 2 additional wing blades and a 5 yd dump anyone interested in info. can contact me at: jimalpinepro@yahoo.com

FWD fans-check the latest discussion thread about parts for a '61 FWD available!

Pat at Demo's tells me he has a Hercules HX?? motor under wraps. Anyone interested should contact him (contact info on the Demo page in Vintage Yards). Bill
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On the market from a new location! ChipAustin reports the truck listed below is now residing at Steve McLeans in Limerick Maine. You can read his comments in the "McLean's new toy" thread. Bill

Here's a nice opportunity to buy a factory refurbished Walter at a fraction of the price from the factory-

https://www.nationalvehicles.com/viewlisting.php?listing_id=74911

This is a 1957 Walter for sale in the NYC area, rebuilt by the factory in 1996. Let me know if anyone buys it. I'm sure it is quite a truck but the price is a little stiff. Thanks to Sullb for the tip! Bill

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2002 Talbert Sliding axle Trailer (Landoll style)
I have for sale a 2002 Talbert 48' x 102" wide sliding axle trailer. This trailer was purchased new and put in service in 2004. The trailer has treated me well but I like to maintain a fairly new equipment line and just purchased a new one. The cost of the replacement was over $86,000. Asking $45,000 for this one.

The trailer is set up with about a 38" loaded deck hieght.
35 ton capacity.

Nice low load angle.
Hydraulics are all in good working order.

Low profile, front mounted winch.
New cable.

Hydraulic dock levelers will raise the trailer to about 48"
All tires are 235/75R 17.5 and will pass inspection.
Brakes will also pass.

This trailer is working every day and can be made available for inspection. The paint is looking a little shabby on the sides. The rest of the trailer and The floor is in perfect condition.
I undercoated the bottom of the trailer when new. Special features include rear mounted strobe lights, 12" crossmember spacing, Flat upper deck, stake pockets and rub rail. It`s a lot of trailer for $45,000.
Don`t hesitate if you are interested. I will be listing it on ebay but would rather sell it privately.
Daryl Gushee
33 rt.100 Lewiston rd.
New Gloucester, Maine 04260
befree@maine.rr.com
207-926-3467

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Member 1964walter is putting his truck up for sale. Photos of the unit are shown below. Artie started a discussion forum about the sale so if you have any questions direct them there. Bill

Artie's original note:

"I have a 1964 Walter Truck with Sicard Snowblower. Ford 534 v8 for the front motor, Waukesha 6 cylinder for back motor. Everything works on the truck, some of the lights need some wiring help. This has the 12 speed transmission. Good tires and chains. I bought this for using around the house, but would rather have a plow truck. I will send pictures to anyone interested, because I cannot get them to upload. I have all the manuals and the original build sheet. Original owner was the State of South Dakota. 5800 miles on truck and 850 hours. This truck is in good shape is very complete. Would be a good restoration or very useable truck as it sits. "

I started an album with some more pictures in the photo album section. Check them out there!

We got this note in the discussion section. The trucks are listed at wantaddigest.com:

Three Oshkosh trucks at this site, 1965 gas with plow, wing and sander, brakes and sander not working, Colonie, NY $2500 (has pic). 1965 with plow and sander $5,000 Catskill, NY. 1969 12 yd. cement truck 6x6 $8,000 Red Hook, NY.

Jack's Repair Service

This shop in Findley Lake NY has a number of older Oshkosh sitting around for parts. Address and phone
9994 Bailey Hill Rd
Sherman, NY 14781
(716) 769-7133 ask for Jeff

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Rehberger trucks and parts
As far as I know I own the only restored Rehberger truck. This is an older restoration from 1984 or1985. The engine a Buda BUS 6 cylinder had bad bearings and pistons as well as a host of other problems when I purchased it. The rebuild and installation has just been completed. I am re-restoring the truck because the paint has problems and a few other minor issues.
A piece of history like this needs to be maintained.
I have heard about at least 1 other Rehberger, An unrestored truck. So far I have not been able to track it down but perhaps someone out there knows of it or another.
Any condition, Any part, Any literature, Any manual, Any thing.

Your help is appreciated.
Daryl Gushee
33 rt.100, Lewiston Rd.
New Gloucester Me.
207-926-3467
befree@maine.rr.com

Cummins fuel pump for 1943 OshKosh
Fuel pump needed for 1943 Oshkosh with Cummins diesel. This truck was a plow truck for Otsego N.Y. If you know any thing about it or have pictures of this truck in action I would like to hear from you. I purchased the truck and it is in very good restorable condition but the fuel pump, plow and wing are missing.
Daryl Gushee
33 rt.100, Lewiston Rd.
New Gloucester Me.
207-926-3467
befree@maine.rr.com

Walter Parts Wanted
Looking for belly blade set up for F model Walter. I have a very nice 1924 original Walter that is missing these parts. Please see the truck photos in the Walter page. I have the hand wheels for the belly blade all the way down to the ball joints that hold the blade support apparatus. If you know of these parts it would sure get this project off the ground. Also my wooden hand wheels are pretty rough. Below is a photo of my walters hand wheels and screws. Notice the ball joints where the rest would connect.

Daryl Gushee
33 rt.100, Lewiston Rd.
New Gloucester Me.
207-926-3467
befree@maine.rr.com

Linn Tractors Wanted
Serious collector looking for Linn Tractors, Linn trailers, Linn Parts, Lit. All things Linn. Will travel anywhere to get. Let me know if you know about one and I will look into it. I have been known to go a long way just to see one. Call me nuts but.........................O.K. call me nuts.
Daryl Gushee
33 rt.100, Lewiston Rd.
New Gloucester Me.
207-926-3467
befree@maine.rr.com

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FWD Wanted

Dave White from the Pittsburgh area is looking for a fifties FWD, similar to one he used to run (Model 285). He is on the web at [white4406@alltel.net] if you can help him out.

Vacuum Brake Cannister Wanted Still

I'm still looking for a vacuum brake cannister for the back brakes on my '37 FMD. I'm getting desperate here. A cannister from any make model or brand would work. There has to be a rebuildable one out there somewhere. Thanks, Bill

Len Morgan [lmorgan55@netzero.com] from the Oshkosh site is selling his 1939 Oshkosh and has it listed on eBay, the auction # is180111957183. The sale ends Saturday so have a look. Contact him at the email above if you have any questions. This note will stay on the site so that if it doesn't sell on eBay an interested buyer can get ahold of Len.

Here are a couple sites to check for used equipment, some quite old-

Penn-Hazle for used equipment

McLeans for older Walter/Oshkosh in Maine

Check out the 1945 Walter for sale in NW Pennslyvania at

Franklin Walter

Albrecht bought this truck and will get it home soon!

There will be a pair of 1958 FWD tucks with snow blowers sold at the Teitsworth Palmyra auction on May 10th. Check it out at:http://teitsworth.com

Marmon Harrington Parts!!!

I spoke to Dick Linder and he has a front axle assembly and transfer case out of a 1949 Ford if anyone is looking for them. contact me if interested - Bshoesey

Hercules Motor for Sale

Engine located in NY state. Contact Bshoesey for details

Linn Tractor

Bshoesey — Sun, 04 Oct 2009 20:00:03 CDT

This website is dedicated to Linn tractors

Linn Tractors

Here is a short video about Linn tractor/power unit conversions.

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Linn Tractor model numbers EXAMPLE-----6H-33-DUR

(as I understand it)
The first number in a Linn tractor model number is the number of cylinders.
4 = 4 cylinder
6 = 6 cylinder
The following letter designates engine make.
H = Hercules
W = Waukesha
C = Cummins
The two numbers in the middle are the year of manufacture. This may not always coincide with the model year of the tractor. Similar to buying a 2009 pick up truck in September of 2008.
The above example was built in 1933.
The letters at the end designate the type of tractor and other features.
D = Dump body
P = Platform body
B = Ballast box
E = Log bunks
U = Underbody hydraulic hoist for dump
F = 3 way dump body (also could mean farm tractor for a few early models)
R = Reversing transmission
S = Factory rebuilt tractor

The Example above is a 6 cyl. Hercules powered 1933 with a dump body that has a underbody hoist and reversing transmission.

PLOWMAN

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Linn tractors used in tandem to push through drifts in upstate new York.

As a tandem operation they could bust through any snowdrift.

This is a promotional photo for Champion snowplow in 1920.

Photo taken near Oneonta N.Y.

PLOWMAN

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Daryl Gushee`s Linn #2500 at the ATHS Syracuse show.

Linn # 2500. Daryl showing the wingman`s cab

Linn #2500 Lots of spectators

1934 Linn Tractor
12' Linn-Frink V-plow with Double 16' wings
Owned and Restored by Daryl Gushee, New Gloucester, Maine
Photo taken at the Syracuse, N.Y. ATHS show
Original owner: Town of Auburn, Maine

Frink rated their wings by the longest dimension, the diagonal from leading point to the tip. The wings on this Linn are 16', as advertised, by that measurement. Ferrology and I confirmed this. Bshoesey

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http://www.islandfalls.ca/linntractor.htm

Linn Tractor plowing before the use of hydraulic plows began, as witnessed by the chain lift mechanisms.

The following is some short clips of Linn loggers in action. Enjoy!

Lombard Loghaulers and Tractors

Anonymous — Sat, 03 Oct 2009 17:38:06 CDT

New to the site is a section dedicated to Lombard Steam Tractors. Welcome to all Lombard enthusiasts. We'll try to work some magic on the internet to have this site show prominently in internet searches. Thanks to Plowman for his intial contribution about the Crooker machine (now located in the Lombard Steam Power section)! We will need some background info added to this page along with a few photos so you Lombard fans, get busy please!

Bill

A classic 20 ton steam Lombard

A Most Remarkable Machine
A brief history of the Lombard Log Hauler

PART I
The Development of The Steam Log Hauler

The exact circumstances surrounding the conception of what many believe to be Alvin Orlando Lombard’s greatest invention have been lost and clouded by the march of time. The popular version is as follows: In the summer of 1899 E. J. Lawrence, president of Lawrence, Newhall & Page, one of the larger prosperous lumber company working on the Kennebec, by happenstance took a seat next to Lombard as he boarded a trolley. At some point during their conversation Lawrence commented on the hundreds of draft horses employed in the woods by his firm. He then expressed his conviction that a machine could certainly be devised to perform this work and thus spare the suffering of so many fine and expensive animals. Apparently quite aware of Lombard’s abilities and talents Lawrence asked Lombard if he would be interested in developing such a machine for hauling logs.

Lombard was by no means the first person to conceive of a track laying vehicle. One of the earliest we know of was built in England in 1825 by a Mr. Cayley. Between 1861 and 1874 Andrew Dunlap of Glasgow, Scotland held several patents such a machine as well. Closer to home Gideon Morgan of Tennessee was granted the first U.S. patent for a track system in 1850. Warren P. Miller was granted a patent May 3, 1858. Miller went on to demonstrate his “Traction Locomotive Steam Car” during the 1858 California State fair. Many other designs existed only as few patents sketches and text. Others such, as the tracklayer built by Thomas S. Minnis of Pennsylvania in 1870, were actually built and operated to varying degrees of success.

Whether or not Lombard was aware of all these efforts that preceded his attempt we simply do not know. What we do know is that Lombard quickly set to work in his typical straightforward manner. Within two days Lombard had a crude working model carved by hand from simple blocks of wood. On the third day he traveled to Fairfield, Maine and presented his idea to Lawrence and his associates. Impressed with Lombard’s design, they passed it along to the company’s chief mechanic who was also convinced that it was indeed a sound concept.

Throughout the following year with Lawrence, Newhall & Page’s encouragement and the use of their shop, Lombard worked out the details of his design and began to build a working prototype. While the work at the shop proceeded at a frantic pace other parts and pieces had to be gathered from a host of suppliers. Injectors, check valves, lubricators, grease cups, valves, sight glass fittings and safety valves all had to be purchased. The biggest item was the boiler itself which was provided by the Ames Iron Works of Oswego, New York. Meanwhile Lombard took measures to protect his exclusive rights to his invention.

On November 9, 1900 he filed a patent application simply titled “Logging-Engine”. The patent was assigned on May 21, 1901. Finally on Thanksgiving Day, 1900 Lombard’s “Logging-Engine” steamed to life. Lombard’s first log hauler or “logging-engine” as he called it. Weighed in at a healthy 15 tons and was affectionately known as Mary Anne. At first glance Mary Anne resembled other steam powered machine of the day such as steam rollers, traction engines or the ever present steam locomotive. Her boiler was of the standard horizontal fire tube locomotive design. It featured a straight topped shell with a large central steam dome and was designed to operate at 150 to 200 p.s.i. In addition Mary Anne had a wooden cab (albeit crude) fitted at the back of the boiler similar to a steam locomotive. Her two cylinder steam engine was situated in “Dutch Wagon” fashion. Meaning they were tucked neatly below the frames and just in front of the tracks. The engine was of the common double acting type with slide valves worked by Stephenson valve gear. The connecting rods drove a cranked shaft with pinion gears located at each end which in turn drove the rear cog wheels that engaged the cogged racks cast into the inside face of the track pads. With a 6-1/2” bore and a 8 inch stroke and equipped with a governor situated just in front of the steam dome, Mary Anne could produce 50 horsepower when running at a speed of 300 to 400 rpm. While Mary Anne’s boiler, cab and engine were quite common the rest of her was certainly not. The front of the machine was supported on a stout pair of wooden sled runners similar to those found in nearly every winter logging operation beneath common logging sleds. A conventional pole and harness extended from the runners so a horse could be attached for steering. The steersman had a crude bench to perch upon just in front of the smoke box. A square sided water tank filled the space between the smoke box and frame.

The heart of Mary Anne’s running gear and her most unique feature was the track system supporting nearly 14 tons of her weight. The system included four cog wheels, two on each side set 5’-6” apart from center to center fore and aft and on axles 5’-6” long. Each cog wheel was 36” in diameter and engaged the lags which were 12 inches wide. F.E. Stanley stated “There is a framework on which the machine is carried that extends down between the drive wheels [sprockets], curved so as to come very close to the rim of the wheel, the under side of which in on a tangent to the bottom surface of the driving wheels. This under surface forms a track extending from the lower surface of one of the driving wheels to the other. There are two rows of rollers, 2 inched in diameter and 2 ½ inches long, linked together, forming a chain or series of rollers, making an endless belt around the two wheels. The lags are also linked together and are outside the series of rollers… The lags come in contact with the ground or snow on one side and are sliding over the rollers on the other, so the machine has practically a steel track over which it is propelled.” Although Lombard’s track system was not sprung, it was remarkably flexible. A large diameter shaft connected the track frames or runners, as Lombard called them, to the main frame of the machine. This allowed each runner and track to independently osculate vertically allowing the track to follow the dips and hummocks of the road.

By February 1902 Mary Anne had been moved by rail to Carrebasset where she would demonstrate the soundness of the Lombard’s design along the banks of Alder stream.. At a speed of 3 or 4 miles per hour Mary Anne easily pulled 20,000 board feet of lumber loaded on five sleds with a total weight of nearly 125 tons. Over an icy seven mile haul road she was able to make two turn per day. In logging lexicon “two turns” meant that Mary Anne traveled over the same road a total of four times – twice with loaded sleds in tow. Like many new design Mary Anne had a few teething problems. Initially Lombard used cog wheels as specified in the patent rather than sprockets to drive the lag treads. The cogs engaged cog racks cast into the lag plates. While this arrangement worked satisfactory on a hard solid surface, in mud or snow this particular design proved to be a major problem. “When we got this machine out and put it on the hard ground or ice where there was no snow or mud the machine worked, and its idea and principle were all right, but just as soon as we struck loose, soft snow, or soft clayey mud, the mud worked right under those cogs and would throw it out of place and haul a belt out so straight ..”

After modifying the design numerous times Lombard replaced the cogs with sprocket wheels engaging thru-slots cast into the lag plates as seen on a modern crawler track. Another problem was the rigid cranked shaft and pinion gears that had driven the cogs. While simple and effective, it did not provide and compensating effect. This made turning corners a bit of a challenge with both tracks moving at the same speed. In addition the pinion gears driving the cogs were exposed to any mud or dirt picked-up by the cogs and wore heavily. In-spite of the problems, Lawrence, Newhall & Page, pleased with Mary Anne’s performance quickly purchased her and ordered two more log haulers. These machines differed somewhat from Mary Anne’s design. In an effort to provide for a differential Lombard replaced the two cylinder engine situated horizontally beneath the frame with a pair of two cylinder engines each mounted vertically on opposite sides of the boiler just behind the smokebox. Each engine drove a track independently. This doubled the power from 50 horse power up to 100. When making a turn the engine on the outside of the turn would be sped-up while the engine on the inside would be slowed down. Other modification included a fuel bunker hung off the back of the cab. A horse was still used for steering. However, as A.O. Lombard Noted “[They] tie up the reins and let him go. They never ask him to start or stop.”

With the success of Mary Anne, and orders in hand, Lombard quickly formed the Lombard Traction Engine Company and setup a shop in Waterville, Maine on College Avenue just south of the Keyes Fiber mill. At the same time Lombard was testing another experimental log hauler. Information on this particular machine is hard to find. However, an article appearing in the New York Times of April 3rd 1904 provides a good description. It’s described as resembling the flat construction cars used on the numerous street railways of the era and measured twenty feet long and six feet wide. The track system was similar to Mary Anne’s. Power was provided by two twenty-five horsepower electric motors. A Westinghouse controller, as used on many of the trolleys of the day, controlled speed and direction. It was geared to run at approximately four miles per hour. Positioned over the center of the track system was a log bunk which could pivot and on which rested the one end of the log load with the other supported by a trailing sled. Other sleds could be towed behind as well. The electric log hauler, named Forest Echo was tested on a seven mile long haul road flanking Alder Stream and drew current, like a trolley, from an overhead cantinary wire. To provide power for the system a small hydro plant was erected on the stream.. During tests, Forest Echo hauled loads as high as 58,280 board feet per trip. However, in-spite of the initial promising results only one electric Lombard log hauler was ever built. The extra cost of stringing and maintaining the cantinary wire (always susceptible to falling limbs) and operating the turbine proved expensive and impractical so Forest Echo became just another idea lost in the mist of time.

With a proven machine and a shop ready to produce them, Lombard then set out to market his creation. While manufacturing log haulers himself was profitable, licensing others to produce them would tap a much larger market segment and generate revenue through royalties with none of the overhead or expense associated with manufacture. In keeping with this strategy, in February 1904 Lombard demonstrated a log hauler for the Phoenix Manufacturing Company of Eau Clair, Wisconsin. Suitably impressed, they purchased the machine for $4500.00 as well as the rights to produce similar log haulers under license. Nearly identical to Lombard’s machines, Phoenix replaced the horse used for steering with a stout iron steering wheel jutting forward at a 45 degree angle. In 1914 Phoenix introduced the “Centiped”. Powered by a 50 horse power gasoline engine it still used Lombard’s original track system. Others would be licensed as well. On January 3rd, 1908 Lombard authorized the Jenckes Machine Company Limited of Sherbrooke, Quebec to manufacture Lombard Log Haulers to be sold at the price of $5000.00 each with a $1000.00 royalty for each machine being paid to Lombard.

In November of 1905 Lombard filed for a new patent in for a revised track system incorporating some of the modifications made to Mary Anne, including the sprockets in lieu of the troublesome cog wheels. Interestingly this design used a series of fixed idlers or rollers similar to those on a modern bulldozer rather then the roller chains. However the fixed rollers broke often and proved un-reliable. One could indeed suspect the questionable metallurgy of the day As a result, after producing four machines of the 1905 design he would revert back to the roller chain arrangement as specified in his 1901 patent. Eventually Lombard settled on a standard design. Though the fixed idlers were a failure the 1905 patent drawings clearly display the general configuration that would be used on nearly all of Lombard’s 20 ton machines until production ceased.

This standardized log hauler was a much improved machine over Mary Anne and those produced for Lawrence, Newhall & Page. The boiler was of the locomotive type as before with the exception that the water tank was now carried astride the boiler like a tank locomotive of the era. In addition, the double twin cylinder engines had been replaced with two single piston engines. One, mounted horizontally outside the frame on each side. Power from the engines was transmitted via a common crankshaft to a large compensating gear or differential running in an enclosed oil bath, which drove two half shafts via bevel pinions. Final drive was by chain from chain sprockets fitted to the outer ends of the half shafts to a large chain sprocket fitted to the real axle of each track. Interestingly Lombard’s patent drawings show the drive chains and sprocket mounted outboard of the track. In reality they were located inboard.

The track system, merged the best features of the 1901 and 1905 patent designs. However the roller chain system was extensively revised and simplified from the 1901 design. Rather than having the roller chain traveling around gui de tracks and confined by side plates, Lombard took the opportunity to develop a new track design featuring a low, cast steel runner with the roller chain traveling tightly around it. The bottom of the runner was a replaceable manganese steel shoe. At the ends of the runners the rollers traveled around a replaceable nosing. Both the nosing and the shoe featured channels for the roller chain to travel in. Each track required two runners. In addition the width of the tacks was increased from the original twelve inches to sixteen inches. It was a solid design that would see use even on his later gasoline powered machines. Interestingly Lombard would not patent this particular feature until 1910 when he filed a patent for a gasoline powered tractor.

Lombard, by this time, had replaced the horse used for steering with a large diameter iron wheel and pinion gear. Rated at 90 horse power this design would be the definitive 20 ton Lombard steam log hauler and was a much improved machine that would serve well until discontinued in 1917. As well as producing large 20 ton log haulers, Lombard appears to have produced a number of smaller machines as well. Though documentation consists mainly of a few faded photographs, these machines appear to have been built to a somewhat standardized design as well. They used the same basic running gear with the exception that the boiler was of the vertical type with the two single cylinder engines mounted vertical on the front of the boiler. The compensating gear and track system appears to have been identical to those of the larger machine with the exception that the tracks were of the earlier narrow width. A long cylindrical water tank was fitted between the frames in front of the boiler. With the steersman seated at the front. Exactly how many of these machines were produced is unknown. Though evidence suggests at least four were built.

By 1908 a 20 ton Lombard steam log hauler could be purchased for approximately $5000.00. As delivered via rail and carefully unloaded and prepared, per the factory instructions, a new 20 ton Lombard had a top speed of 5 miles per hour and with an operating pressure of 175 psi. Its two double acting single cylinder engines with 9 inch bores and a 10 inch stroke produced 90 horse power while operating at 250 rpm. A Lombard as delivered could burn either coal or wood. Coal was more efficient but costly and transporting it to the remote lumber camps posed its own problems. The fuel bunker held 1-1/2 tons of coal or 7/8 of a cord of split seasoned hardwood. Fuel consumption was approximately 7 Miles per cord of wood. Under average conditions it could easily pull 8 sleds with each sled carrying approximately 7000 board feet of lumber. Under ideal conditions a Lombard could be expected to pull 300 tons though there are recorded instances when loads as large as 600 tons loaded on 22 sleds were drawn.

Factory included accessories were 22 feet of suction hose with a strainer for drawing water from brooks or streams. Though preferably water would be taken from a tank, an armored steam hose for de-icing the machine, and a 22 piece tool kit which included various packing materials for valves, fittings etc. A plow could be furnished at extra cost. Fitted in front of the lags, it could be raised and lowered by the steersman. In addition Lombard could also furnish complete sleds built to his 1910 Patent or just the iron fittings if the customer desired to supply his own wood pieces.

Not all logging operations were suited to the operation of log haulers and some that did found the added costs prohibitive. As a general rule a logging operator could expect to realize a cost saving over the use of horses if the haul exceeded 4 miles in length. A 14 mile haul was considered maximum for a steam Lombard. Working night and day under favorable conditions it could be expected to make three round trips in a 24 hour period. A crew of four was generally required; engineer, fireman, steersman and a striker. The striker helped take on water and fuel and was responsible for the sleds - hitching and un-hitching them at the landing and rollways.

For peak efficiency three sets of sleds were required. One set at the rollways being loaded, another set at the landing being unloaded and a third set in transit behind the log hauler. For a typical steam log hauler moving 40,000 board feet of timber this meant 24 sets of sleds would be required each carrying 5,000 board feet. If working 24 hours per day then an extra set of sleds was advisable bringing the total to 32 sets. In addition the haul road needed to be more substantial with care taken to ease the grades and curves. For instance during the 1922-23 hauling season the St. John Lumber Company records reveal that a horse drawn, two sled road cost $48.66 per mile to construct while a steam log hauler road 18 to 20 feet wide cost $323.47 per mile.

Like many steam driven machines, maintenance was a never ending necessity. Plagued with the pour metallurgy of the era it was not un-common for heavy cast parts to fracture and fail in the cold winter temperature or wear-out prematurely. For instance early track pads were made of cast iron and broke frequently. Eventually manganese steel was used which increased the life span of the tracks enormously and helped develop the Lombard steam log hauler into a powerful and reliable machine that was highly prized. As a testimony to this, during the winter of 1917-18 John A. Morrison, a sub-contractor to the St. John Lumber Co., at a cost of $24,000.00 cut a 30 mile road to Chamberlain Lake to retrieve three Lombard’s that had been used by the Eastern Manufacturing Company from 1908 until abandoned after the 1913 hauling season. These machines as aquired by Morrison along with a fourth, purchased earlier, were used well into the mid 1920’s. Several of these machines still survive today.

To minimize expense and lost time, a competent and skilled crew was required. However, with the industrial revolution (driven by steam) at its peak, good men willing to live the harsh life of the woods camps for minimal pay ($3.00 per day) were far and few between and no doubt the machines suffered accordingly. This of course added to operating costs as well as the inevitable time lost to breakdowns.

The St. John Lumber Co. records analysis’s for the 1923-24 hauling season show that $2,353.50 was spent in maintenance with an additional $3,656.56 spent on fuel to move 2,454,805 board feet of timber. With an average of only 90 days to complete hauling operations many operators found it prudent to buy additional machines as insurance. These necessities all added to the cost of the planned operation and had to be carefully considered in a cut-throat business where pennies counted.

Even as Lombard's big steamers began making there mark in the woods and our history events were already underway which would lead to there eventual obsolescence. In the winter/spring of 1909 Lombard tested his first gasoline powered tractor. Weighing in at 5 tons and powered by a huge Brennan four cylinder motor, this crude machine with a set of cast iron house radiators providing the cooling would pioneer a long line of Lombard tractors that would reach its final form as a 10 ton diesel behemoth.

Even though the last steam Lombard left the factory in 1918 its amazing how even today these incredible machines capture the fascination of the modern world. Over the ensuing decades they have become an integral part of our history and folklore. Unfortunately as time marches forward facts have been lost and tales or myths have become reality. One often hears of the perils of operating a steam Lombard. Yes, it was daunting sitting in front of that boiler clutching a heavy iron wheel with hundreds of tons of steel and timber pushing from behind. However, the reality in this case was quite different. In its day purchasing a Lombard was the financial equivalent to buying a modern $350,000 dollar skidder today. Great care was taken in planning the haul roads to avoid steep grades and sharp pitches. Road Monkeys were stationed at troublesome grades to spread hay to check the descent. Basically the same precautions that applied to the heavily loaded horse drawn sleds applied to the Lombard operations. The effectiveness of these precautions is born out by the number of machines that have survived out of the few built and the longevity of their service as well as surviving documentation.

Alvin Lombard’s steam log hauler revolutionized woods operations and would become an indelible part of Maine history and folk lore for generations to come. A blacksmiths son from Springfield, Maine had indeed built a most wonderful machine.

PART II
The Lombard Gasoline Tractor

Most people when they hear the words ‘Lombard Log Hauler’ they either return a blank stare or more often immediately think of the big 20 ton steamers that once roamed the Maine woods and have left a indelible mark on Maine history and folklore. Pushed into the shadows by the legend and myth of the steaming giants, Lombard’s gasoline tractors have become a little known footnote of history in spite of the fact that they were indeed the bread and butter product that Lombard relied upon for nearly thirty years. Lombard began experiments with gasoline powered tractors soon after production of his steam log haulers was well underway.

Like the steam log hauler, the early development of Lombard’s gasoline tractors is fragmentary at best and is also clouded with bits of myth that have become fact. During the winter of 1908-09 Lombard tested his first gasoline powered tractor. Based on the track system used by his steam log haulers, this crude, 5 ton tractor was powered by a massive 4 cylinder engine manufactured by Brennan Motors of Syracuse, NY. Mounted at the rear of the tractor, cooling was via a set of four cast iron house radiators with a wooden barrel set horizontally across the top which acted as the expansion tank. Interestingly the engine was mounted with the flywheel at the rear with power taken-off the front. The transmission provided two forward speeds and reverse with chain drive to the sprockets. The driver sat at the front on a simple iron Buckeye seat.

Lombard stated that the design was suitable for agricultural work as well as hauling and that skis could easily be swapped for wheels. This would appear to indicate that while Lombard was indeed focused on heavy log haulers for the logging industry he apparently had his eye on the much larger agricultural market. This is also evident in a surviving photograph of a latter, small four cylinder tractor with a scaled-down Lombard style track system (1917 patent) and a single steel front wheel. Obviously intended for agricultural work, no information has been forth coming concerning this particular machine.

Following the success of his first prototype, Lombard constructed another tractor in 1909 that was very similar to his first but used a Brennan opposed piston engine situated between the frames. This allowed for a flat, continuous deck. At least one photograph survives of this machine indicating that it may have been operated in Massachusetts. Its final disposition is unknown. A similar machine was built for H.H. Linn. Linn, a native of Washburn, Maine operated a traveling Dog Show. During the off-season he worked for Lombard acting as a field representative and sales agent. Linn would gain fame as the inventor and manufacturer of Lombard’s most direct competitor – The Linn Tractor as well as hold numerous patents before his tragic and untimely death. But that’s another story. This particular tractor could be called the first motor home. It featured a full length wood body similar to a Pullman railcar of the period. It even boasted a generator to provide lighting for Linn’s show. It was a frequent sight throughout New England as it trundled from town to town with several wagon in tow.

The next development occurred in 1910 when Lombard filed a patent for small single track design. Interestingly, the track system in this patent featured the now familiar roller chains but running tightly around a long, low runner. Lombard apparently had already applied this design to his steam log haulers as early as 1908 but hadn’t patented it. Similar to Lombard’s first prototype, this tractor appears to have been designed specifically with the agricultural market in mind. At least one worked on a potato farm in Aroostook County. Discarding the big cumbersome motor home, Linn would use one of these tractors to haul his show for a number of years. Like his first prototype, Lombard powered this design with a four cylinder Brennan though mounted in front with a more conventional radiator. Lombard would build a total of four of these single track machines.

At this point the story gets a bit vague. Lombard records are nearly non-existent and the information that has survived is somewhat contradictory. To add to the confusion Lombard’s serial number system seems to have been very arbitrary. For instance there are two tractors listed with serial number 7. One was sold in 1912 the other in 1916! What we do know is that by 1910 Lombard was offering what the factory referred to as a ‘Lag bed Tractor’ These were twin track machines powered by 4 cylinder engines from several manufacturers including Stearns, Van-Blerck and amazingly for such a small manufacture, by 1914 Lombard was offering an L-head 4 cylinder engine of his own design and manufacture. Though twin tracked, the lag bed design followed closely that featured in the 1910 patent.

In 1916 Lombard introduced the Model F which was based on a patent filed in April of that year and approved in 1917. This was a big 6 cylinder tractor built specifically with the logging industry in mind. However, one contemporary advertisement touts it as being ideal for pulling a 12 bottom plow! In addition to the Model F, the earlier 4 cylinder ‘Lag bed’ design was replaced with a new 4 cylinder model based on this design as well. Th e basic design outlined in the 1916 patent application would form the basis of all subsequent Lombard tractors for the remainder of production. The Model F was offered exclusively with a 6 cylinder L-Head engine of Lombard’s own design and manufacture. While the 4 cylinder version continued with the Lombard engine as well. One Model F survives in derelict condition at Cunliff Depot in Maine’s Allagash Wilderness Waterway. In 1917 Lombard ceased production of his own engines and once again relied on engines from other manufacturers. Waukesha, Stearns and Wisconsin’s were all offered at various times.

By 1918 with Lombard gasoline tractors finding acceptance in the logging industry, Lombard discontinued production of the big steam log haulers. Nevertheless, many would continue in service well into the 1920’s. Also of note, by this time the James Barron Corp. of Elizabeth, NJ became an agent and licensed manufacturer. However, no records survive to indicate how many tractors were constructed by Baron. What we do know is that by 1920 Baron had exported a number of tractors to various places around the world including Russia, the Dutch East Indies, Guatemala, Mexico and Japan.

Beginning in 1919 Lombard offered the Sterling Model F, 6 cylinder, T-head engine in a big ten ton tractor. With a 5-1/2” bore and 6-3/4” stroke it produced 145 hp at 1200 rpm. Great Northern Paper Co. would use this model almost exclusively. One tractor so equipped survives today in a private collection.

In 1922 Lombard introduced the Model N Auto Type Tractor. This was once again a big ten ton tractor. Power was provided by a Wisconsin Model PT 6 cylinder T-head engine with 5-3/4” bores and 7” stroke which produced 104 hp @ 1000 rpm. Weighing in at 17,885 lbs. a model N could haul 250 tons or more depending upon conditions. At full throttle the big Wisconsin burned 8 gallons of fuel per hour. New, a model N cost approximately $5000.00 As with all Lombard gasoline tractors, wheels could be substituted for skis as desired. A Lombard patented five plate clutch provided power to a massive Cotta three speed transmission which gave a speed of 1.75 mph in 1st, 3.5 mph in 2nd and 7 mph in 3rd. Final drive was by a very rugged worm gear. Unlike the steamers, Lombard’s gasoline tractors featured a brake band operating on the drive shaft. The Model N Auto Type Tractor would define the classic Lombard tractor. Today, at least 6 survive with one in operating condition.

During this period (1926-1929) Lombard attempted to capitalize on the construction industry and sales to municipalities by once again offering a smaller, lighter tractor. At least two models were introduced - The 8 ton Contractors Special (CS-88) and the Model-T. Both were offered with four cylinder engines by Climax and Hercules as well as dump bodies. Interestingly Lombard used a more conventional steel idler design rather than roller chains. Photos survive of these machines equipped with dump bodies, plows and even a tank for oil delivery. One model T and one Contractor Special survive today. In addition Lombard advertised the big Model N for municipal road work as well. The records show that in 1929 a model ‘N’ was sold for $7,250.00 plus an additional $1,800.00 for a Frink plow. Eventually, by 1930, Lombard replaced the Wisconsin Model PT in the Model N with the later Wisconsin model D-4. This was a 6 cylinder, overhead valve design with a 5-3/4” stroke and 6-1/2” bore it produced 125 hp at 1200 rpm.

In 1936 Lombard’s first diesel tractor rumbled out of the shop doors. This was the model LD. Powered by a Fairbanks Morse 36-A-5 ½ diesel it featured prominently in Lombard advertising and was demonstrated in Maine and New Hampshire and appears to have eventually been purchased by Great Northern Paper. Ironically, this first diesel would be the last Lombard built.

Today, the exact number of gasoline tractors produced is un-clear. Some researchers place the number at around 260 while others speculate that it was closer to 1000. In the end Lombard lost the race with technology. The development of heavier and more durable trucks coupled with the development of reliable pneumatic tires allowed trucks to make inroads into the woods. In addition the development of bulldozers and other earth moving equipment allowed the construction of cheap all-weather roads. No longer was the movement of timber restricted to winter. Lombard itself would survive for several more decades by continuing to provide process machinery to the pulp and paper industry.

Terence F. Harper Copyright 2009

Here's the first of many links to Lombard tractors-

http://discovermainemagazine.com/shop/index.php?main_page=document_general_info&cPath=14&products_id=41

Another one-

http://files.asme.org/ASMEORG/Communities/History/Landmarks/5587.pdf

Steam powered Lombard
PLOWMAN

Gas powered Lombard
PLOWMAN

After some special internet magic, I'm happy to say that we are now on the first page for web searches on
Google for "Crooker Lombard steam tractor" and up to page three for 'Lombard Steam tractor". The idea here is to have this website rise above the crowd for internet searches for these tractors. Bill

Parts

Anonymous — Sat, 03 Oct 2009 17:14:29 CDT

There is no abstract available for this page revision.

Walter Books

bookpublisher — Tue, 29 Sep 2009 21:38:26 CDT

Bill Sachse's Walters

Bshoesey — Mon, 28 Sep 2009 10:21:53 CDT

1937 Walter FMD was originally purchase by the Nevada Highway Department. It was later used by the A. Bevilacqua and Son House Moving and Cement Contractors in Reno. The truck is one of the smallest of the Walter line at 20,000 GVW. It features a 100 HP Waukesha engine. I purchased it out of Idaho in 2003 where it had been sitting for about 10 years. It proved to be an exceptionally rust free unit and very complete. I hope to have the dump box back on it this summer and finish the bodywork and paint.

The ACRS and FMD

July 2008 update photos of FMD paint project

Photo update, Oct 2008, of FMD

Lights supplied by my long-haul trucking buddy Buster- thanks they look great! Take a close look at the pintle hook. It must have taken a few mighty tugs to bend it out of shape like that! And only 100 HP pulling it along.

This is one of my winter woodworking projects, replacing the door frames on the truck.

Under the paint was a clue to the trucks life after working for the Nevada Highway Department. This would explain the condition of the pintle hook a couple photos above!

This photo shows the huge size of the plow equipment on the ACRS.

Big Chief was asking about plow mounting for the big vee plows. I devised this system for my ACRS. After getting the plows where I want to leave them, I block up the push frame on the vee, remove the pins and chains and it is all set. The tripod is used, with a cable puller, to lift the wing off the ground just enough to swing it away from the front block. The way the plow fits around the nose of the truck it is pretty easy to mount up. Once the truck is setting all the way in the plow, the push arms are lined up, generally needing only a little up/down or forward/back adjustment. after the first pin is in and the chains are hooked up, I raise the plow, allowing the second pin to fall into place. Because the truck is sitting pretty much exactly where it was when I took the wing off, I lift it up with a cable pull and it goes right into place. Removal is real easy, mounting up can take 45 minutes to an hour working by myself. I developed this system so that I can mount/dismount by myself, without the help of a loader (which I don't have).

Here's a nice shot of my ACRS and I-H KB-2.

KB-2 with Knox grain box

Walter Watch Fob

Here are a couple photos of my Walter watch fob. I've only ever seen two of these on eBay over the years and missed the first one for lack of effort. When the second one showed up I was determined to get it, paying dearly. I was told by a dealer that the Walter Company never issued fobs on their own. This is an aftermarket company item (initials LC), but looks good just the same. Bill

The bottom line in this second photo reads "The Walter Snowfighters".

FWD with Digger Derreck

Bshoesey — Tue, 15 Sep 2009 20:17:54 CDT

This is a nice early FWD that was in the Krause auction in Wisconsin a few years back. I don't know who bought it but I do remember wanting it and thinking the new owner got a great deal.
I don't remember the year or anything else about it but enjoy the pictures.
PLOWMAN

This is a beautiful truck.

Very nice restoration. All the apparatus for the digger is under the truck.

Check out the auger on the digger.

Just as nice from the back as the front.

PLOWMAN

Several years ago I visited the LeMay museum outside Tacoma Washington. It is the home of the world's largest private collection of automobiles in the world. At last count they have 1800 owned vehicles and about 500-600 on loan. The first visit I was lucky to catch a tour guide by myself and go around alone. I was allowed access to areas not normally shown in the tour. I spotted this FWD with a similar drilling rig in one of the pole buildings and caught these photos. I went back in June of 2009 but went around with a large group and the tour was much more restrictive, not getting anywhere near the building with the FWD. Bshoesey

http://www.lemaymuseum.org/

New Jersey Walter

Bshoesey — Tue, 01 Sep 2009 06:47:55 CDT

New member Irongrave posted some info about his truck in the discussion section recently. I took the liberty of downloading the photos to add here. It appears to be an 50's or 60's vintage U model with a good looking ballast box. The truck was saved in NYand currently resides in NJ. Bill

This truck is a dead ringer for Irongraves. This is an old photo from the Boston area. Tires are similar, exhaust, marker lights and missing orange globe on the bubble light. Bill

Old Snow Plow Equipment Home Page

Bshoesey — Fri, 28 Aug 2009 06:26:10 CDT

If you're a member please sign in before going further.
If you are a guest please consider becoming a member.
Either way enjoy the website.

Welcome to a new site dedicated to the old snowfighting equipment from the 20th century. We want to invite both collectors of the old iron and those who have an interest but haven't yet bought that Walter, Oshkosh, Linn or FWD to get started. There are currently pages for all the truck and plow makes and models listed on the left, a truck register page, and buy/sell/trade. I hope you enjoy what is here and take advantage of the website's easy-edit process to add information, post photos or add comments.

Enough of the cheese truck/snow plow picture (see photo at bottom of page)- let's move on to better things.

The following clip is from some home videos from the early 90's. It shows two
Sterling chain drive trucks clearing a parking lot somewhere in the Boston area.Take a good close look at the great condition of these trucks. I wonder where
they ended up. Anyone who can put a model year or era on these trucks, please add a comment. I'll see if I have any photos and then maybe set up a Sterling page

New Website!

Member Sterlingluver has set up another wetpaint site covering a wide range of antique equipment including trucks, tractors and fire fightting equipment. It is located at:

http://antiquetrucksandtractors.wetpaint.com/

Give it a look and sign on as members. Bill

So you like snow, do you? I found this snow total report from a 4 day storm in January
of 1997 and thought I would share it. If you look closely you'll see totals of 84" in Lewis and
Oswego counties in New York. All that at elevations around 2100'. Lake Ontario is notorious
for lake effect snow because it is so deep that it never freezes, giving up lake effect even in
April and once in a while May!

Check this website for snowfall records on Tug Hill. It remains a goal of mine to travel up there during the winter, especially a good one.

http://www.tughill.org/region.html

This video is very reminiscent of the old Walter-Frink "Plowing Tug Hill"

Tow Plow

Bshoesey — Wed, 26 Aug 2009 06:40:54 CDT

I wasn't sure if this belonged here in the snowplow manufacturers section or under slightly off topic but I'm putting it here. this link is for a 26' towable plow out in Minnesota. The link has a short video of the thing in action. I'm not sure what to say. Bill

http://wcco.com/specialreports/snow.tow.plow.2.630304.html

These photos are from plowsite.com.

It looks like Viking-Cives is producing this plow, and there is one up in Maine. That makes two units up there capable of plowing 26' in one pass.

Daryl Gushee's 1978 Oshkosh M911

Plowman — Thu, 20 Aug 2009 19:50:06 CDT

Purchased in May, 2009 second hand from the U.S. military. This truck was stationed in Tennessee, at least that's where it was when I bought it. I plan to restore and change a few things to suit my needs. I am going to use it in my business as a heavy off road truck to pull massive loads in remote locations that may require an all wheel drive.
This is a heavy tractor that was used to transport tanks. The winches were used to pull a tank onto the trailer even if it were not running.
A few specs...
450 H.P. Detroit silver 92
Allison 6 speed automatic with transmission retarder
2 speed gear reduction secondary transmission
70,000# rears
20,000# steer axle
20,000# push axle
14.00 x 24 tires
2) 45,000 single line pull winches
439 original miles!
Top speed 44 M.P.H.

PLOWMAN

Fresh from Tennessee in May 2009
The M911 uses the whole 30' lower deck plus a little more.

I can just barely reach the Oshkosh lettering when we are on the ground.
The outside duals have been removed to transport.
The M911 is almost 10' wide with duals on.

Daryl Gushee climbing in for unloading.

The silver 92 is a mean sounding engine with the standard military exhaust.

Going for my first cruise in the monster.

Straight in the shop for major reconditioning.
When it comes out it will be a whole different animal.
No more olive drabb and a lot of more modern updates.

Update 7/9/09

Here it is stripped down to cab and chassis. Winches, Hydraulic tank and pumps, tool box, spare tire, spare tire hoist, rear deck, tires, 5th wheel, ramps, bumper, grill, grill guard, hood, brake cans, head lights, directionals, air cleaner, fuel tanks, and more all have been removed.
So far we have repaired a multitude of air leaks. Changed most of the oil carrying lines, and repaired some of the wiring.
All the fluids have been drained. New filters and fluids are making their way back into the truck as we can identify and purchase them.

The chassis and lower sheet metal has been sandblasted.
12" has been cut from the end of the frame and the eye hooks and rear crossmember are being remounted in a more suitable location for pulling civilian lowbed trailers.

Update 7/10/09

First coat of 2 part epoxy primer/sealer has been applied to the chassis.

UPDATE 8/1/09

The cab is painted (Gushee) green inside and out.
The military olive drab paint is some tough stuff. I think it is bullet proof.
A lot of hours were spent trying to smooth out the prior paint jobs. There were several coats of paint that you could compare to rhino liner but with huge runs that were almost 1/4" thick in spots.
Next time I would sandblast the entire cab.

The chassis is painted black and some 12"x30# channel iron has been bolted in as a base for the new winch mounts.
The fuel tanks and battery box have been cleaned, and sandblasted and are ready to go back on.

Update 8/6/09

Partially reassembled
Most of the paint work is done.
All fluids and filters are new.
The new tires and wheels have been installed on the steer axle. These are super single 425/65R22.5 tires. The wheels are rare but were found at accuride.
The wheels for the drive axles are custom built to dual out super singles. I will be putting them on in a couple days.
Also added is Hollands heaviest 5th wheel with a 42" slide to allow us to position for the biggest advantage on different loads

This is the new winch assembly. It is designed to unbolt and remove as a module unit and can be done in a minimal amount of time.
Shown here almost complete except the cab guard and completion of the paint.

I did a mock up fit of the winch module to make sure of all clearances.
This design allows for access to the pump and driveline through the top.
We made a bracket to direct mount the hydraulic pump to the auxiliary transmission using a Lovejoy coupler. This eliminated the 4' drive shaft and put the pump in a good position for service and hose connection.

Shown here removing the winch module.
Also notice the fender mount air cleaner has been removed and an under hood version scavenged from a I.H. parts truck has been installed in the engine compartment.

Update 8/13/09

Oshkosh M911 ready for civilian heavy haul business.

What a brute.

Final width 10'5" wide at the rear wheels.
LED tail lights
easily removed mud flaps

PLOWMAN

A Kemp Walter

mcemond — Tue, 18 Aug 2009 08:18:55 CDT

Hi

Thanks for moving this page for me...

I'm trying to verify year and make walter this is from Kemp's auction. Best guess so far is a 1935. Model "FHS" is written on the grill. The plate on the engine has some stamped info:
4 3/8 X, 5 1/8 X, 6SRL114281574.

I'd be interested to know how to interpret that number if it means anything.

The first of many challenges has been finding tires to fit these wheels. Looks like I'm going to go with some more modern steel wheels with standard more easily replaced tires.

the walter arrives at storage

Walter cleared off for the auction. Reveals the bobbed back end :(

Engine looked mostly complete. Sheet metal is in rough shape though and the wood pieces are rotted away.

The rear of the walter cab.

A photo of my walter taken by Mr. Gofstein some years ago (60's? '70's? '80's?). Photo looks to be pretty old and aside from wood rot, looks to have deteriorated remarkably little since then. Judging by the cuts in the body work I'm guessing it was bought by Kemp in its present configuration/ condition.

If you're interested in more Kemp truck photos (of all the trucks) see here:
http://www.flickr.com/photos/15695344@N00/sets/72157620585592493/