I have just received issue No.80 of our magazine for which many thanks, it is absolutely outstanding. Please can you do something about the article on page 13, it made my blood run cold.

When I was an apprentice (68 years ago) it was drummed into us time and again:

‘NEVER PULL ANYTHING FROM THE TOP LINK PIN’

Why? It is the quickest way to kill the tractor driver.

Believe me, when a tractor flips over backwards it happens so fast that the driver has no time to react.

I have had the misfortune three times in my life to assist in removing a TED20, MF35 and a MFl35 from the remains of the drivers; one pulling a heavy tree and the other two trying to start heavy tractors.

Yes, each time a chain had been used, but the easiest place to attach the chain was the top link pin. I would imagine, looking at the photograph on page 13, (is 13 an unlucky number?) that the hitch is designed for a solid drawbar, whicb would negate my warning to a large extent; but the attaching place for a rope or chain is still there, easily accessible for someone who is not thinking or doesn’t know about the consequences.

My sincere advice to Mr Bert Van de Kamp is to remove this dangerous device from his tractor, take it to a scrap yard and sell it, it could easily save a life one day.

My kindest regards to you and our members and please:

NEVER PULL ANYTHING FROM THE TOP LINK PIN.

Published in Journal No.81 Winter 2015/16  D.R.Field

Feguson Plough development and the Overtime and Eros Tractors

Harry Ferguson said in the early years of plough development that ‘It is no more possible to design a plough which would be suitable for use with various sizes of tractors than it is to design a cart which can be drawn by a donkey or a Clydesdale, or a body that would be suitable for all makes of car.”

He spoke these words intending that this should be a guiding principle. His experiences with trailed ploughs whilst working for The Irish Board of Agri­culture in the First World War, together with Willie Sands, convinced him of the need for a much improved design of plough.

William Sands had joined Harry Ferguson’s staff of May Street Motors, Belfast, soon after the establishment of the company in 1911, where initially, cars were serviced and later sold from the premises, agencies for such makes as Vauxhall and Darracq were acquired. By 1912 the motor business was flourishing under Fergusons management; the name was changed to the company title of Harry Ferguson Ltd. In due course the company began to sell farm tractors and the agency for the American ‘Overtime” tractor was acquired. Ferguson and Sands took to promoting this tractor together with a three furrow ‘Cockshutt’ plough.

Ploughing with Overtime tractor and 2 furrow Cockshutt Plough (Flickr)

There is a comprehensive article on the Overtime Tractor in Ireland at:
https://www.wheelsandfields.com/the-overtime-tractor-story-in-ireland/

They quickly discovered that practical pub­lic demonstrations were the most effective way of selling the machinery, and they soon learnt how hard it was to please farmers whose critical eyes were on the lookout for poor ploughing quality of faulty machinery. However, with much tenacity they persevered and by 1917 had gained a reputation as skilled and proficient tractor ploughmen. They were duly noticed by officials of the Irish Board of Agriculture and were asked to look at the efficiency of the tractors in use during the spring ploughing up campaign of 1917. The Ger­man ‘U’ boat offfensive had reached a climax by 1916-17 and Britain was in urgent need of food production from its own sources. The Government requested that another half million acres should come under the plough in Ireland in 1917; in fact some 637,402 acres were ploughed up, whereas in England and Scotland combined only another 350,000 were ploughed. Thus in the final years of World War 1 England was receiving more food from Ireland than from any other country.

Such was the food crisis at that time, it was said that Britain only had about two weeks supply of food left, due to the devastation wreaked by the German ‘U’ boats. Ferguson and Sands could claim responsibility for some of the success of the ploughing campaign in Ireland in 1917; they started work on March 19th 1917 at 5.00 a.m. and travelled widely in their task of tuning tractors and setting ploughs and demonstrating techniques and machines. (It is interesting to note that these articles were first started by the author on March 19th 1987 by pure coincidence, i.e. 70 years later to the day.) At the same time they gained an insight to the shortcomings of ploughs of that era.

Ferguson later wrote to the ‘Implement and Machinery Review’ stating ‘I can assure you that the (Overtime) tractor presents only small difficulties, but the adjustment of the ploughs to get them to do really good work is my greatest difficulty and the ploughs are a more serious problem to the country at the present time when ploughing work is urgent, than are the tractors.

Among some of the problems facing Ferguson were those of setting compli­cated assemblies with lots of nuts and bolts, and that of breakage or distor­tion of the plough parts or structure if obstructions were encountered. If obstructions were large enough the result was the rearing up of the tractor and subsequent overturning with often fatal consequences to the driver. Not only were the tractors longitudinally unstable, but the ploughs whilst in operation were laterally unstable as Sands found out one day whilst riding a plough which suddenly turned over sideways and narrowly avoided landing on top of him. Also considerable physical strength was needed to make adjustments or to raise the ploughs out of work.

Suddenly, one day Ferguson turned to Sands and said ‘There must be a better way of doing the job, we’ll design a plough’. These words were the beginning of the Ferguson system as it later came to be known after some twenty years of unremitting toil, frustration, heart breaking setbacks and seemingly endless experiment and negotiations with other manufacturers, and then after a further ten year period which saw the start of a massive legal battle with a major manufacturer.

By the end of 1917 Sands had constructed a two furrow plough to Fergusons plans and ideas, which were to adhere to lightweight construction and for use behind the Ford ‘Eros’ tractor, the agricultural conversion of the Ford Model T car. This plough weighed only 220lb. i.e. 1/3 of the weight of other two furrow ploughs in its day, and had less than half the number of parts than other ploughs. It also operated without the need for depth wheels, because of its unique hitching arrangement, under the chassis of the tractor and forward of the line of the rear axle. This design was fundamental to the Ferguson system because it caused the line of draft to pull all four wheels of the tractor down onto the ground and overcame the tendency of the front wheels to lift if an obstruction was met by the plough. The plough was mounted very close to the rear wheels of the tractor so that the weight of the plough was carried on, and the depth of work controlled by the rear wheels of the tractor thus making the depth wheel device redundant. There was a shear pin incorporated in the linkage connecting the plough to the tractor which was designed to break if the plough hit a serious obstruction. The lifting device was by means of a lever conveniently placed by the driver’s seat connected to a series of links and compensating springs. The working parts of the plough were designed for ease of adjustment as well as low soil resistance and low draft requirement. This plough was the so called’ Belfast’ plough.
Ford ‘Eros’ model T tractor conversion, with first Ferguson plough experiment (Journal No.8 Autumn 1988) (The ‘Eros’ conversion was based on the Ford model T car, and was made by the E.G. Staude Manufacturing Company of St. Paul, Minnesota, one of several conversion kits made for the Model T.)

The plough was demonstrated behind the ‘Eros’ conversion tractor and was quite well received, though the first prototype was made of cast iron and collapsed one day in front of some highly amused farmers, when it hit an obstruction and the shear pin failed to give the protection it was meant to do. Later ploughs were constructed of alloy steels. The plough sold in small numbers, but the demise of the ‘Eros’ tractor put a stop to any further developments. Henry Ford was busy with introducing the Fordson Model ‘F’ tractor at this time, so Ferguson immediately redesigned the plough to suit the new tractor. This plough was hitched to the Model ‘F’ with two parallel struts one above the other and was patented and named the ‘Duplex’ hitch. This was again a fundamental development as the arrangement was the beginning of a unit principle, that of the plough being part of the tractor utilizing the geometric forces and lines of draft to the best advantage to aid traction and keep excess weight to a minimum, and to stop the tractor front end rearing up also. Again the plough was hitched very close to the back axle of the tractor and a similar device in principal was used to lift the plough and to control the depth as on the Belfast types.

© Ferguson Club & John Baber. Adapted from: ‘Harry Ferguson & Ferguson Ploughs (part 1 of 4)
Their development and types 1917-1964’ Journal No.4, Summer 1987.

Fordson F 1918-1928

The arrival of the famous Fordson F in 1917 led to the demise of the Eros and thus a modified hitch was developed to allow the Ferguson plough to be used on this new tractor. The limitations of this design prompted the development of the new Ferguson plough with ‘DUPLEX’ hitch. This new design marked a major advance and quite clearly displays many aspects of what we now refer to as ‘three point linkage’.

Harry Ferguson’s plough for the Model T Ford Eros conversion was ready by December 1917 but at the same time Ford announced their intention to build a tractor plant in Cork. To fill the gap in production before the factory was ready they decided to import 6,000 Fordson F tractors from America.

At this time the Model F was the most widely used tractor after the Eros and was the first with a cast iron unit frame, a system soon adopted universally. At around 1.5 tonnes it was very light compared to most other tractors of the day and sold in Britain for £250, well below the Model T Ford and accompanying Eros conversion. The consequences of even more Ford Fs flooding the market were obvious for Ferguson’s plough (in fact approximately 750,000 of these Fordsons were sold worldwide between 1917-1928).

Harry always had the ability to turn a setback into an advantage and quickly sold his remaining stock of Eros ploughs. He then devoted his energy to designing a plough specifically for attaching to the Fordson F. The result was the “Duplex Hitch”. Its main advantage besides being comparatively light, was that if the plough struck an object which caused the tractor to stop, it was prevented from toppling backwards onto the driver. © Ferguson Family Museum: Fordson Model F

There is a detailed article on the Fordson Model F on the tractordata.com website with technical specifications, serial numbers, etc.

Other articles on the Fordson Model F can be found at;
https://www.lhf.org/2015/06/meet-the-fordson-f-tractor/
https://heritagemachines.com/guides/buying-guide/fordson-model-f/

The Ferguson Black Tractor 1933

Probably the most famous tractor in the world “The Black Tractor” – currently housed at the Ulster Transport Museum. This tractor, built by Harry Ferguson himself has been brought to life with stunning imagery giving the opportunity to see it from all angles and great detail.

After Harry Ferguson had invented the 3 point linkage he needed a lightweight tractor to demonstrate its advantages. It became clear to him that the only way forward lay in building a prototype tractor incorporating his own inventions which could ultimately be built cheaply and be useful on the smallest farms as well as the largest.

As the design progressed Ferguson insisted that it should be painted black, probably because of his own liking for functional simplicity. The Black Tractor was completed in 1933 and immediately put to test and became the fore-runner of all modern day tractors with its 3 point linkage and hydraulics, weight transference and automatic depth control.

More than any other single development, this invention revolutionised the use of the farm tractor, and nearly all subsequent designs have incorporated its design principles. In particular the Black Tractor was the fore-runner of the TE20, lovingly known as the “Fergie”, a descendant that became a common sight on farms all over Britain and the world in the 1940s and early 1950s.

The Black Tractor has recently been moved from the Science Museum in London to the Ulster Transport Museum in Belfast. It is on display in the Museum of Innovation Gallery at the Ulster Transport Museum. The gallery showcases stories of local pioneers who have made a global impact, thus preserving the legacy of Northern Ireland’s innovators. The tractor is on loan to the museum by Harry Ferguson’s family who recently travelled to Belfast for the unveiling of the exhibit.

The above text is copied from the Ferguson Family Museum website.

Black Tractor arrives at Ulster Transport Museum

Harry Ferguson famous “Black Tractor” has arrived at the Ulster Transport Museum. (22nd August 2024)

The tractor that revolutionised farming is now on display at the Ulster Transport Museum. This iconic prototype, engineered in Belfast, truly expresses the genius of Harry Ferguson. It brought together Ferguson’s unique innovations for the first time and is arguably the most important tractor ever built.

On loan to the museum by Harry Ferguson’s family. You can now see the Ferguson Black Tractor on display in the Museum of Innovation at Ulster Transport Museum. Please click on the “YouTube” link below to see it arriving :-

Ferguson Black Tractor | Behind-the-scenes at the Ulster Transport Museum (youtube.com)

Ferguson enthusiast and Club member  – Colin Taylor and his fabulous son, Aaron, were the first to visit the new display. Colin has sent us these photos so we can all celebrate this historic event……

Please find a further link below to the museum for visiting information….

Museum of Innovation | Ulster Transport Museum

I’m Mad Into Massey-Fergusons | Liveline – RTÉ Radio 1 (rte.ie)

The manor at Tullylagan recently restored by its present owner, Mr Raymond Turkington. The house has been restored as it was when Harry Ferguson first visited it before the Great War. Photo: G Field, Sutton, Tenbury Wells, Worcs

On Saturday 8th June 1991 Ferguson type ‘A’ No 1 returned to its former home near Cookstown, Northern Ireland, after an absence of 45 years.

The occasion was the Tullylagan Manor ‘Heritage Day’, a tribute to the memory of the late Thomas MacGregor Greer DL, JP, a former director in the pre-war Ferguson farm machinery companies who died on 9th June 1941. This event also happened to be the first ever organised by the Ferguson Club in Northern Ireland. ‘No l’ was recently restored by Club members John Burge and David Bull. It is due to their efforts that the tractor is now in truly pristine condition.

Normally ‘No l’ is on permanent display in Massey-Ferguson’s museum at Banner Lane where it is one of the company’s most prized exhibits.

When the idea of a tribute was originally conceived one or two cynics thought it unlikely that ‘No l’ would be allowed out of the factory gates, let alone to Northern Ireland. However Mr Aaron Jones. Managing Director of Massey-Ferguson Tractors Ltd, recognised the significance of the event and very kindly permitted ‘No l’ to return to its former home. We believe this is the first time that one of the world’s largest manufacturers has sent one of their vintage models to a venue in Northern Ireland. Needless to say, all concerned were absolutely delighted by this and a very big ‘thank you’ is due to Aaron Jones and Massey-Ferguson. without whose generosity it would not have been possible.

Prior to departure, ‘No l’ was completely serviced, checked and resprayed by John Burge and David Bull, who also volunteered to accompany the tractor to Cookstown. Thus on 8th June 1991, ‘No l’ was reunited with its original ‘B’ type plough, No 1, as well as its general cultivator, in the very same yard to which they were delivered 55 years ago in 1936. This must be a terrific achievement by any standards and one of which the Ferguson Club can be justly proud.

The Ulster Folk and Transport Museum was also represented in the form of a full sized replica Ferguson monoplane loaned by our good friend John Moore, keeper of the museum’s transport section. This particular replica was, for several years, on display at Belfast International Airport.

In order to transport it the wings and certain other fittings have to be removed and John was already at Tullylagan at 7am assembling the machine. Recent members who are interested in Harry Ferguson’s pioneering aviation activities are recommended to read John’s excellent article in the Spring 1990 Journal, Vol 4 No 1. (Back issues are still available – see details below. John Moore also wrote in ‘Fly-Past’ magazine, December 1984, on the same subject. Editor)

Among the other Fergusons present were four other Ferguson type ‘A’/Ferguson-Browns. Type ‘A’ No 307, now owned by Noel Greer, has a special association with Tullylagan Manor as its original owner, the late Robert McGucken, saw the ‘Black Tractor’ being demonstrated here in the early ‘thirties. No 307 was itself demonstrated near Cookstown in August 1937.

Dan McTaol from Ballymoney, Co Antrim, attended with his 1937 model, registered as DZ 5220. Dan is a well known vintage tractor enthusiast and appears at many events all over the province. This tractor has Dunlop rear wheels fitted with 24″ tyres instead of the normal 22″ size. Ian McAllistair of Dervock sent his 1937 model, No 467, and driven by Robert Kidd of Broughshane, Co Antrim.

‘No l’ on arrival at its former home for the years 1936 to 1946. Ferguson Club executive officer George Field, with David Bull and John Burge who carried out this impeccable piece of restoration. Harry Ferguson was uncompromising when it came to the presentation of his machinery. He would have been well satisfied with the standard of turnout for this, his first production tractor. Photo: Mid-Ulster News

Published in Volume 5 No. 2 Winter 1991

Footnote: During September 1991 the farm buildings at Tullylagen Manor were extensively damged by fire.  The room where Harry Ferguson slept on his early visits to the manor and the garage and coach house were fortunately undamaged.  The main building including the hydro-electric plant, stables and function hall were gutted.  At the time of writing the extent of structural damage is unclear.  The cause of the fire is unknown.  Leslie Hutchinson, Newsletter Winter 1991,