tag:blogger.com,1999:blog-32095461308285210712024-03-12T22:11:28.194-07:00On Historical LinesAnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.comBlogger19125tag:blogger.com,1999:blog-3209546130828521071.post-29853857665909914252021-09-23T01:42:00.000-07:002021-09-23T01:42:35.502-07:00<h1 style="text-align: left;"> A horsey tale....</h1><h1 style="text-align: left;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXsadYqHXZWKj3ouwNnzxOcbz80mOJhPmB9c7VD7HI4zVRqBbhSj9kKm8AvIvjmI4avxsvnvS-MBnv0c2CFeRG1WnwPMI2ucqG_erPUpk2on8-7VIsH5HwK68GVVkGF03NQnz_lxrrhX4v/s1200/mvjsd26ulyf61.webp" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="873" data-original-width="1200" height="233" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjXsadYqHXZWKj3ouwNnzxOcbz80mOJhPmB9c7VD7HI4zVRqBbhSj9kKm8AvIvjmI4avxsvnvS-MBnv0c2CFeRG1WnwPMI2ucqG_erPUpk2on8-7VIsH5HwK68GVVkGF03NQnz_lxrrhX4v/s320/mvjsd26ulyf61.webp" width="320" /></a></div></h1><div class="kvgmc6g5 cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">When the question of Railway Gauge is raised, it's often based on the spurious notion of "Roman Chariot Ruts" with the bizarre image of George Stephenson rushing off to Hadrian's Wall with his tape measure to measure the ruts in the Roman Roads which he then copied for his 4ft 8in gauge railway.</div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">Or its said to be based on the idea of the width of a horse, and often its most muscular portion - its bum. But again, the width of a horse is only relevant where you have a horse in shafts - timber shafts connected to the vehicle being pulled which the horse stands in between. Horses on railways didn't use shafts. They used breast straps or collars and traces going to a transverse wooden bar called a swingle tree which hung behind its bum.</div><div dir="auto" style="text-align: start;"> </div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">What *is* important is the span of the horse. The width between its hooves. So it needs sufficient space to be able to safely place his or her hoofs to be able to walk. And, the larger the horse, the greater the width between their feet, and thus a larger gauge is required creating space for them to walk.</div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">And, of course, this is why early railways had the ballast level with the top of the rails so that there was a compact, solid surface on which the horse could walk without fear of tripping up over transverse sleeprs (hence the use of stone blocks) and which also put the centre line of the horse on a par with the centre line of the vehcile being hauled, thus increasing the efficienicy. There was also a hard metalled "footway" on either side for the horse driver to walk.</div><div dir="auto" style="text-align: start;"> </div><div dir="auto" style="text-align: start;"> </div><div dir="auto" style="text-align: start;"><h2 style="text-align: left;">Horse Stature </h2></div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">Horses in the past were much smaller than today. A "Large" horse around 1810-1820 was no more than 16hh, We know from tax returns that the shunting horses used on the Liverpool & Manchester Railway were 14hh or less. So in today's terms ponies.</div><div dir="auto" style="text-align: start;"> </div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">Horses from 14hh to 15hh needs approximately a width of three feet in which to safely plant their feet. <br /></div><div dir="auto" style="text-align: start;"> </div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">A horse around 16hh would need about 4ft to plant their feet.</div><div dir="auto" style="text-align: start;"> </div><div dir="auto" style="text-align: start;">Of course, horse can be trained to be accustomed to use a small space in which to plant their feet, but in general where farmers' horses or other hired horses were used as motive power, .eg. the Lake Lock Rail Road, Wakefield, these horses were not specially trained. <br /></div><div dir="auto" style="text-align: start;"> </div><div dir="auto" style="text-align: start;"> </div><div dir="auto" style="text-align: start;"><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGWj20fvwMcPz0ptuXDJ8AJPcCMTIXemgB6a3fn7YKDxFGh5ndCowkkwdWbqtSd4G86t4dRxT-EKgEBx4kkb065clvcSA3wqwBvF7zhL7xYWz47jjobOPvocAq960oxI7V8RuhfO5lstvP/s445/Wagonway.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="320" data-original-width="445" height="230" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGWj20fvwMcPz0ptuXDJ8AJPcCMTIXemgB6a3fn7YKDxFGh5ndCowkkwdWbqtSd4G86t4dRxT-EKgEBx4kkb065clvcSA3wqwBvF7zhL7xYWz47jjobOPvocAq960oxI7V8RuhfO5lstvP/s320/Wagonway.jpg" width="320" /></a></div></div><div dir="auto" style="text-align: start;"><h2 style="text-align: left;">Hoofs and gauge </h2></div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">So it follows that, the smaller the gauge the smaller the horse: the Welsh narrow gauge lines like the Ffestiniog (1ft 11 1/2in gauge) is really too small for anything much larger than a pony. And quite a small pony at that. Having measured a 12hh Welsh Pony, they're 18inches wide accross their hooves. Thus a rail gauge of approximately 24 inches leave very little room for them to walk. It's doable but leaves very little "wiggle room". They would be much happier on a wider gauge: in fact the space in a horse box for such a Pony is 2ft 6in. wide. The loads hauled by a single animal would be very light.</div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">It's not quite as simple as the earlier the railway, the narrow gauge because the horses were smaller as different gauges were used by different regions (narrower in Shropshire, wider in the North East) but in general narrower gauge = smaller horses, lighter loads. Quite what that also tells us about the size of horse geographically accross Britain is also worth studying.</div><div dir="auto" style="text-align: start;"> </div></div><div class="o9v6fnle cxmmr5t8 oygrvhab hcukyx3x c1et5uql ii04i59q"><div dir="auto" style="text-align: start;">The increasing prevelance of railways laid to a gauge of approximately 4ft to 5ft at the turn of the C19th is due in part to horses getting larger (and horses were bred to become much, much larger) as well as colliery owners using larger waggons to take more coal to market. </div><div dir="auto" style="text-align: start;"> </div></div><div dir="auto" style="text-align: start;">So where does gauge come from? not the horses' bum, but its feet</div>AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-79857774492125905162019-03-19T06:46:00.001-07:002019-03-19T10:44:29.573-07:00A Chapman Locomotive in Whitehaven<span style="font-size: large;">Local rumour around Whitehaven in Cumbria suggets that around 1812 Taylor Swainson 'invented' a locomotive engine called the 'Iron Horse' but that it broke the rails and was laid aside. </span><br />
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<span style="font-size: large;">The<i> Whitehaven News </i>in 1929 published extracts from the diary/memoire of Mr Noble Steel, a Whitehaven printer, written in the 1890s:<br /><br />"When I was quite a child, about the year 1812 a locomotive engine was running at Whitehaven, it was called the "Iron Horse" and was used for drawing waggons from the pits toward the harbour, and was invented and built by Mr. Taylor Swainson, engineer to the Earl of Lonsdale ... Mr Swainson took a holiday. Mr John Peile, the Earl of Lonsdale's colliery agent, being anxious to see the "Iron Horse" at work, sent to Newcastle and succeeded in engaging one of the first engineers ... to endeavour to set the wonderful machine in motion. This great man came and after a vast amount of study and labour he was obliged to admit that it was beyond his power; and there the ingenious contrivance stood still ... At lenght the inventor was himself again and the "Iron Horse" was in less than a week set in motion to the wonder and admiration of congregating thousands."</span><br />
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<span style="font-size: large;">Folk-memory, perhaps but there is a grain of truth. John Peile was indeed the Agent to the Earl of Lonsdale and was certainly interested in locomotives. In March 1815 he wrote from Whitehaven to John Buddle at Wallsend (near Newcastle) enquiring as to the "results of your experiments in perfecting your Union Moving Steam Wagon" and requested to spend a week with him in spring to see the engine in action. In November 1815 he wrote again asking about any progress which had been made wtih the engine. </span><br />
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<span style="font-size: large;">It is possible Peile had seen the Chapman locomotive on a visit to the Lambton Railway, or perhaps one of the few other locomotives at work in the North East. On the back of this, on 20 November 1816 Peile ordered, via Phineas Crowther of the Ouseburn Foundry, Newcastle, a locomtoive from John Buddle, which used Chapman's patent bogeys in order to spread the weight of the engine over eight wheels rather than four.</span><br />
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<span style="font-size: large;">A drawing of a locomotive built to Chapman's patent exists in Cumbria Records Office, dated 16 November 1814. It shows an eight-wheeled gear-driven locomtoive. It is signed P.C., presumably Phineas Crowther. <br /><br />It is likely that the locomotive was either made in Newcastle, dismantled and re-erected in Whitehaven or was made in Whitehaven under the supervision of the Colliery Enginewright, Taylor Swainson. This would, of course, give rise to the local tradition that Swainson had 'invented' the engine. It should also be noted that Swainson was a friend of John Buddle, and that Buddle often visited Whitehaven in his capacity as Consulting Viewer.</span><br />
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<span style="font-size: large;">The locomotive was first tried on the Croft wagonway in 1817, but despite being on eight wheels broke up the lightly laid rails. Despite this failure, the locomotive was not scrapped and was rebuilt as a stationary engine. It was taken to Distington Quarry, mounted on two stone pillars and used to work a winding drum which could be engaged or disengaged via a clutch so it could 'pump water, and draw out the stone inclinded planewise.' A drawing of the engine thus converted dated August 1818 shows the locomtoive to have had a single large flue through the boiler and two vertical cylinders set on the centre line, and partially sunk into the boiler, and mounted close together over the two crank shafts. The chimney has a large drum near its base, reminiscent of that of the 'Steam Elephant' by Chapman & Buddle. <br /><br />The locomtoive was supposedly still in existance as late as 1877.</span>AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-48948786503076414232019-02-13T04:27:00.001-08:002019-02-13T04:48:53.886-08:00Hick's Patent Locomotive<span style="font-size: large;">C. F. Dendy Marshall in 1953 "A history of Locomotives down to the year 1831" includes on pp. 214-216 sketchy details of a locomotive built in Bolton by Messrs Rothwell & Hick of that town. He inclues a sketch by Theodore West of a four-wheeled locomotive with a vertical boiler and horizontal cylinders driving the trailing wheels via a bell-crank. Unusually the sketch shows the leading wheels to be smaller than the trailing, i.e. driving wheels, which Dendy Marshall suggets is in error. More of the wheels anon. </span><br />
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<span style="font-size: large;"> <table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhC22Eao6spf2aj_cDd83WpQ3UZ6LeJ2g_YVPRNCSb28d1KTFF4XJ_AsbXVuN3vC9-hKdGZkJX_f8jrWOaEql550H3BixRUvyANoFYwslrACJCx7G55TEKdFHJeI12Eg24POYGMjZ2hCXEC/s1600/IMG_0035.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="937" data-original-width="1600" height="374" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhC22Eao6spf2aj_cDd83WpQ3UZ6LeJ2g_YVPRNCSb28d1KTFF4XJ_AsbXVuN3vC9-hKdGZkJX_f8jrWOaEql550H3BixRUvyANoFYwslrACJCx7G55TEKdFHJeI12Eg24POYGMjZ2hCXEC/s640/IMG_0035.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Theodore West's sketch of Hick's Locmotive dated October 1833.</td></tr>
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<span style="font-size: large;">Rothwell & Hick was a partnership formed by Benjamin Hick (1790-1842) - the father of the Bolton engineer John Hick (1815-1894) - and Peter Rothwell. Hick was born in Yorkshire and was an alumnus of the 'Round Foundry' in Leeds of Fenton, Murray & Wood, the firm which had built the first commercially sucesful steam locomotives in 1812.</span><br />
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<span style="font-size: large;">The earliest mention of the locomotive is in December 1830 in the <i>Bolton Chronicle</i>, whilst the <i>Manchester Courier</i> and other papers in the North West carried a second article published a week later, verbatim from the Manchester paper (e.g. Liverpool Courier). The <i>Mechanics' Magazine</i> (11 December 1830) cited the Bolton paper.<br /><br />The <i>Bolton Chronicle </i>(4 December 1830) recounts:<br /><br />"On Thursday last, we accompanied the new locomotive-engine, The Union, just completed by Messrs. Rothwell, Hick & Co of this town whilst making her first experiment upon the Bolton & Leigh Railway, and when running without any load other than her tender, she went at a rate varying from 20 to 30 miles per hours; and with a heavy train of loaded coal-waggons ... at the rate of 12 miles an hour. We ought to observe, that there was an inclination of 12 feet in a mile to overcome, as well as a very severe curve ... We were much pleased with the compact and neat appearance of this engine... the boiler being placed in an upright position, into which, we understand, Mr Hick has introduced a spiral flue, in order to expose as much surface of water as possible to the action of the heat..."</span><br />
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<span style="font-size: large;">The <i>Manchester Courier</i> adds on Tuesday 7 December 1830 that the trial took place on 'Wednesday evening' (and here is possibly in error) and that:</span><br />
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<span style="font-size: large;">"The boiler is on a new principle, being placed upright... cylinders are horiztonal, and by a curious contrivance, a great saving of steam will be effected."<br /><br />Other than the dates, the accounts describe a locomotive wtih a vertical boiler and horiztonal cylinders, the former having an unusual 'spiral flue.'<br /><br />Francis Whishaw visited the Bolton & Leigh Railway in 1839 and notes that there was a locomotive called the <i>Union</i>, built by Hick in December 1830. It was a 2-2-0 with cylinders 9 x 18 inches. The leading wheels are described as being two feet smaller than the drivers.</span><br />
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<span style="font-size: large;">But wait ... there's more. It transpires that Benjamin Hick took out a patent for a vertical boilered locomotive on 8 October 1834. It was a four-wheeled machine, with large driving wheels and smaller leading wheels (the design of wheel also being patented) - the Tomlinson sketch of the<i> Union</i> also has unequal wheel sizes. The vertical boiler was certainly unusual with a 'water chamber of annular form' which had multiple verticle tubes passing through it to carry the combustion products and heat the water. In the centre was the domed 'water chamber', which was heated underneath, and by the tubes passing through it, and by the hot gases which circulated around it before exiting via the chimney.</span><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXgVd2ZTsWt4qdfO-cA0jLFsf766b4IpqQW98U27f9tbGQtav6l5hYSWTDMjnzm72-vScj5wyJsKAaoNb89jMMneWDyaMwZvbrxRV_mjT5iUnDk-wOjHcyPwgtBVzgy2WSHIbLmHOvOTg2/s1600/HickLoco.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="798" data-original-width="959" height="531" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXgVd2ZTsWt4qdfO-cA0jLFsf766b4IpqQW98U27f9tbGQtav6l5hYSWTDMjnzm72-vScj5wyJsKAaoNb89jMMneWDyaMwZvbrxRV_mjT5iUnDk-wOjHcyPwgtBVzgy2WSHIbLmHOvOTg2/s640/HickLoco.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Benjamin Hick's patent locomotive of October 1834.</td></tr>
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<span style="font-size: large;"><br />The cylinders were vertical (unlike those of <i>The Union</i>) but remember the cryptic comment regarding the 'curious contrivance' which would effect a great saving of steam?<br /><br />"There are three steam cylinders, all in a row... each of the cylinders is provided with suitable valves, and working gear, to admit the steam on <i>the top only of each of the pistons</i>, at the time of the descent of each, and to allow of its escape on their ascent. The bottom of the cylinders being open."</span><br />
<span style="font-size: large;"><br />In the opinion of Hick, this improved the stability and adhesion of the locomotive, and with horizontal cylinders prevented lateral oscillation, and would also create a saving in steam. Exhaust steam was directed into the chimney to help the fire draw. It is therefore possible that the <i>Union</i> had similar single-acting cylinders, mounted horizontally.</span><br />
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<span style="font-size: large;">The final drive is reminiscent of a mill engine. There was a three-throw crank shaft, each throw set equidistant from each other to get a smooth transfer of power. Final drive was via a pinion gear on driven from the crank shaft working on a large toothed wheel mounted on the driving axle.</span><br />
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<span style="font-size: large;"><br />One question remains, are we dealing with or two locomotives? The<i> Union </i>was certainly built and taken into stock on the Bolton & Leigh and ran for at least nine years. It had an unusual vertical boiler. Theodore West's sketch is dated October 2nd 1833 (Dendy Marshall's fig. 92), twelve months before Hick was granted letters Patent. Dendy Marshall admits that he does not know the significance of the date. It is possible that the engine described in December 1830, sketched with a date of October 1833 and patented by Hick in 1834 are one and the same. Both had smaller leading wheels, unusual vertical boilers and cylinders. Whilst Hick's patent specification states vertical cylinders, Wests' sketch shows horizontal, which is confirmed by Press reporting. It is entirely probably that the date of October 1833 refers to a second experiment with a rebuilt form of <i> Union</i>, a year before he took out letters Patent on a verical boilered, vertical cylinder locomotive, which used lessons learned from<i> </i>the <i>Union</i>.</span><br />
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<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-51433476523206762012018-04-18T01:45:00.002-07:002018-04-18T02:25:43.193-07:00Lion's Tale. Part 1<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOZac2iNIf_sMKoOUPe6ZdHK4tCF2SvQRe8WG0L5hD7CA4exGB9g04wVkBsqajNT45ATLbw7MQekkEnm6jsqN_o50BQ5o5nqpvdQ4tC9A7O6fdUHG8n1kNNCt7fgfKgrX-Sba6arg9LUiY/s1600/Lion2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1056" data-original-width="1600" height="211" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOZac2iNIf_sMKoOUPe6ZdHK4tCF2SvQRe8WG0L5hD7CA4exGB9g04wVkBsqajNT45ATLbw7MQekkEnm6jsqN_o50BQ5o5nqpvdQ4tC9A7O6fdUHG8n1kNNCt7fgfKgrX-Sba6arg9LUiY/s320/Lion2.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Lion at Steam Port museum, 1980.</td></tr>
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<h3>
The following is the outline chronology for the locomotive <i>Lion</i> aka the <i>Titfield Thunderbolt</i> constructed from minutes of the Liverpool & Manchester Railway; minutes of the LNWR; records of the LMS; records of the Mersey Docks & Harbour Board.</h3>
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<span style="font-style: normal;"><b>2
October 1837</b></span><i> </i><i>Lion</i> was one of ten locomotives
ordered by the Board of the Liverpool & Manchester Railway on 2
October 1837, of which six were ordered from the enigmatic firm of
Todd, Kitson & Laird of Leeds. Todd, Kitson & Laird had been
in existence only a month when they were won a contract for six
locomotives for upwards of £10,000. Interestingly, Henry Booth the
General Superintendent of the Liverpool & Manchester Railway had
in August reported to the Board of Directors he would speak to
various locomotive manufacturers and one can’t help but feel his
hand in the formation of TKL. Especially as that partnership was
dissolved soon after the last of the six engines for the Liverpool &
Manchester were delivered.</div>
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She was built to two patents: those of Robert Stephenson (1834) for a six-wheeled locomotive and John Melling (1837). </div>
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<span style="font-style: normal;"><b>August
1838</b></span><i>. </i><i>Lion</i> was completed several months
late, during the last week of July/first week of August 1838 (Leeds
Times 4 August 1838 etc).</div>
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She was built
incorporating three ‘Patent Improvements’ of John Melling, the
Liverpool & Manchester Railway locomotive foreman (L&M Minutes October 1837 - March 1838) -</div>
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1. A copper firebox
with hollow water-filled firebars and with a water tank beneath the
firebars the top of which acted as an ash-pan. The falling ashes
heated the water in the tank as a sort of pre-heater. A special valve
from the safety valve directed waste steam into the same tank, which
was connected to the tender tank allowing the water to circulate.</div>
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2. A radial valve
gear which dispensed with the need for eccentrics.</div>
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<div style="line-height: 100%; margin-bottom: 0cm;">
3. Coupling wheels
rather than coupling rods (although it is not clear whether this
innovation which could convert a 2-2-0 into an 0-4-0 was adopted to
couple Lion’s four driving wheels).</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
The boiler was of
the ‘long plate’ construction and was thus slightly oval, as
record by Francis Whishaw in November 1839.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<i>Lion</i> and her
sister <i>Tiger</i> were ordered as ‘Luggage Engines’ with 11 x
20 inches cylinders and were at first used as Bank Engines on the
Whiston and Sutton inclines respectively. Lion was shedded at Ordsall
lane and worked the Whiston Incline and Tiger in Liverpool and worked
the Sutton. This was until two banking engines ordered from Todd,
Kitson & Laird were delivered in March 1839.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;"><b>November
1838:</b></span><i> </i><i>Lion</i> is recorded at work as a banking
engine in the first week of November 1838.(Manchester newspapers)</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>12 November 1838</b>
<i>Lion </i>was involved in the fatal explosion of <i>Patentee</i> on
the Whiston Incline.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>April 1839</b>
<i>Lion</i> and <i>Tiger </i>are recorded was working luggage (i.e.
goods) trains. In Summer 1839 <i>Lion</i> is record as being in steam
over 16 hours per day. <i>Tiger </i>was the more economical engine,
burning less coke and pulling greater loads than <i>Lion</i>.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>December </b><b>1840</b>
– <i>Lion</i> is reported by the press as breaking a wheel or crank
axle ‘which did much damage to the machinery’. The locomotive to
this day has mismatched driving wheels, the leading pair having a
different pattern and number of spokes to the driven pair.
(Manchester newspapers)</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1841-1844 </b>Rebuilt
by Edward Woods at Edgehill in order to remove the Melling ‘Patent
Improvements’ and to fit standard cylinders, valve chests and valve
gear (Buddicom valve gear) and new inside framing. The new cylinders
measured 13 x 20 inches. Edward Woods reported to the Gauge
Commissioners in 1845 he had 18 ‘luggage engines’ with cylinders
that size. Re-boilered during the same period.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1846-1859</b> New
cylinders fitted measuring 14 x 18 inches (Woods lists no cylinders
of this size to the Gauge commissioners in 1845).</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1850-1859</b>
Leading driving wheels fitted with new tyres marked ‘Crewe’.(see |Trans. Newcomen Soc.)</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1857</b>
Down-graded to ballast duties.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1859</b> Sold to
the Mersey Docks & Harbour Board for use as a stationary pump.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1865</b>
Re-boilered by the Harbour Board, perhaps using some parts from the
earlier boiler or the earlier as a pattern.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_oxaBlBtMUntNaSWO-YzIcV-cNdG0NqOLW_hzR71YfBMpiAGtl8K4yh-Oi8hLyaif-PQRE1cjK4h5RxLccIW1sCjNYG5xsi7KCkfcAlz_qEhY-bGTBXU6B9rGo0_5maDqQrFekKw0vYXJ/s1600/Ext.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1134" data-original-width="1600" height="226" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh_oxaBlBtMUntNaSWO-YzIcV-cNdG0NqOLW_hzR71YfBMpiAGtl8K4yh-Oi8hLyaif-PQRE1cjK4h5RxLccIW1sCjNYG5xsi7KCkfcAlz_qEhY-bGTBXU6B9rGo0_5maDqQrFekKw0vYXJ/s320/Ext.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Lion as recovered from the pump house on Graving Dock, 1928.</td></tr>
</tbody></table>
<div style="line-height: 100%; margin-bottom: 0cm;">
</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>January 1923 </b>The Locomotive Magazine reports the existance of<i> Lion</i> working as a pump.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b><br /></b>
</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1927 </b>Old Locomotive Committee established to purchase and restore <i>Lion</i>.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<b>1929-1930</b>
Restoration at Crewe Works:-</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
1. Replacement and
splicing of new material at each end of the outside sandwich frames.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
2. New firebox
casing (£15) and boiler cladding.</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
3. New spring gear
(£20)</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
4. Four new buffers
(£10)</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
Other work
included:-</div>
<div style="line-height: 100%; margin-bottom: 0cm;">
New outside cranks, coupling rods etc. <br />
New chimney
incorporating as much of the original as possible, modelled on the
<i>Ostrich</i><br />
New smokebox doors.<i> </i></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
New footplate and
new cab railings modelled on the <i>Ostrich</i><span style="font-style: normal;">
locomotive.</span><br />
<span style="font-style: normal;">New splashers </span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
‘<span style="font-style: normal;">Wakefield’
mechanical lubricator.</span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;">New
boiler fittings.</span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;">Re-making rear horn guides for carrying wheels.</span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;">New draw-gear. </span><br />
<br />
<span style="font-style: normal;">Cylinders rebored by 1/8th inch. </span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;">A
new tender, re-made from an earlier Furness Railway tender dating
from 1865. (£60)</span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<span style="font-style: normal;">Part II will look at subsequent work from 1979-1988 when Lion was restored to steam for Rocket 150 and toured several heritage railways in the early 1980s before being finally withdrawn in 1988. </span></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0cm;">
<br /></div>
<h3>
</h3>
AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com3tag:blogger.com,1999:blog-3209546130828521071.post-39780027713861886092017-06-04T05:08:00.002-07:002017-09-27T11:24:43.299-07:00Putting the Peacock into Beyer, Peacock<div class="separator" style="clear: both; text-align: center;">
</div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBTj-v_q3u9e898mdu4Oq3pU964LZns8miV2EnmQCc54MgPhvIqdiyMvEIU3K0BIhvPncJJ1SEDFCPKZZ54JDZrIH6AplAwWMIM7s2iLXXIHH79U-kJbLRV-OelZFZliU9dmIo_lij1_1e/s1600/DSCN0811.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1200" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBTj-v_q3u9e898mdu4Oq3pU964LZns8miV2EnmQCc54MgPhvIqdiyMvEIU3K0BIhvPncJJ1SEDFCPKZZ54JDZrIH6AplAwWMIM7s2iLXXIHH79U-kJbLRV-OelZFZliU9dmIo_lij1_1e/s320/DSCN0811.JPG" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Richard Peacock CE JP MP (1820-1889)</td></tr>
</tbody></table>
With the imminent return home of Beattie Patent Well Tank No. 30587 to Manchester, <b><i>On Historical Lines</i></b> looks at Richard Peacock (1820-1889). He was man who was guided through his life by his deeply-held Unitarian faith.<br />
<br />
Born in Swaledale, Yorkshire on 9 April 1820 Peacock was eduacted at Leeds Grammar School to the age of 14. He was then apprenticed to the Leeds firm Fenton, Murray & Co. of the 'Round Foundry'. The firm was originally founded by Matthew Murray of Leeds in 1795. Initially building mill machinery and mill engines, they built the world's first practical steam railway locomotive in 1812 for the Middleton Railway - the first railway built under an Act of Parliament (1758) and the world's first standard-gauge preserve railway. Other apprentices at Fenton, Murray & Co. included David Joy -progentior of the famous valve gear - and James Kitson who went on to establish Todd, Kitson & Laird, whose main claim to fame is that they built the famous 'Lion' (aka the Titfield Thunderbolt) for the Liverpool & Manchester Railway in 1837. Togehter with James Kitson he would have attended Mill Hill Chapel during his time in Leeds.<br />
<br />
Peacock married twice. He had two sons, Ralph and Joseph,
by his first wife Hannah (daughter of his employer), then two daughters, Jane and
Eugenie, and a son, Frederick, by his second wife Frances Littlewood.
His eldest son, by then Colonel Ralph Peacock of the Manchester
Volunteer Artillery, succeeded him at Gorton Foundry,
and was himself succeeded by G.P. Dawson, the husband of Richard's
daughter Eugenie. 'Peacok's Tree' in Gorton was planted by Richard to commemorate his wife.<br />
<br />
Aged only 18, he was Locomotive Superintendent of the Leeds & Selby Railway in 1839, a post he held until 1841 when the railway was leased to George Hudson, the erstwhile 'Railway King.' Leaving Leeds, Peacockbecame personal assistant to the famous Daniel Gooch on the Great Western Railway, but left after only twelve months. He was then appointed as Locomotive Superintendent to the fledgling Sheffield, Ashton-under-Lyne & Manchester Railway which was then building the world-famous 'Woodhead Route' between Manchester and Sheffield. It wa Peacock who planned and laid out the Railway Works at Gorton, on the north side of the line to Sheffield in 1845. Better known as 'Gorton Tank', it closed in 1966.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn9pzkjj_4wDHOl2IuFcHeGHkteK8AmuI-UpZZxQ9srP0OoNhq2piFtVDTRow7xqvI8h3cTSkoD6oeeGhn24FqvbYhUzImRx0E4KyFBZCxKP1MYaWFcQH4KEl6ZgyiqK7MpcEFAjhjdnDr/s1600/GortonTank.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="960" data-original-width="720" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn9pzkjj_4wDHOl2IuFcHeGHkteK8AmuI-UpZZxQ9srP0OoNhq2piFtVDTRow7xqvI8h3cTSkoD6oeeGhn24FqvbYhUzImRx0E4KyFBZCxKP1MYaWFcQH4KEl6ZgyiqK7MpcEFAjhjdnDr/s320/GortonTank.jpg" width="240" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The original entrance to the Roundhouse at 'Gorton Tank' designed by Richard Peacock</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<br />
<br />
Together with Carl/Charles Beyer - the senior designer at Sharp, Stewart Ltd. of Manchester - he was present at the inaugural meeting of the Institute of Mechcanical Engineers; George Stephenson became the first President and Beyer the first Vice President. Two years later, Peacock became a member of the Institute of Civil Engineers.<br />
<br />
When he left the Manchester, Sheffield & Lincolnshire Railway (successors to the SA&M) in December 1854, he was presented with a gift of six-branched silver candelabrum bearing the inscription:<br />
<br />
"Presented, with other plate, to Richard Peacock Esq., on his Retirement from from the service of the Manchester, Sheffield & Lincolnshire Railway Company, by the officers and servants of the company, and other friends, in token of their high appreciation of the eminent professional talent and private worth manifested by him during the fourteen years in which he has filled the position of locomotive superintendent of the above company."<br />
<br />
It was with Beyer and Henry Robertson that the world-famous partneship Beyer, Peacock & Co. was formed in 1854 - perhaps not the best time to start a Locomtive Building firm as Britain was embroiled in the Crimean War against Russia and international trade was deeply effected. This resulted in the firm getting into financial difficulties but were helped out by the then richest man in Britain, Sir Samuel Morton Peto. Between 1854 and 1963 Beyer, Peacock built over 8,000 railway locomotives, most of them for export, and were rightly known as 'Railway Engine Builders to the World.'<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYhKEentXYuDj8N2oAiYGq_k2koPzpKrHNDaKUUdghEvMSBh5br3Qt4TFl3emxvcPU7hDbKDZArHuWAVC87kjaXUZ0NT5TEDV75ldqtP4sEtJ6eXBQQOEY_Q8oN70Hv2i7UElbQEMUkBFx/s1600/20160118_125949.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="963" data-original-width="1600" height="192" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYhKEentXYuDj8N2oAiYGq_k2koPzpKrHNDaKUUdghEvMSBh5br3Qt4TFl3emxvcPU7hDbKDZArHuWAVC87kjaXUZ0NT5TEDV75ldqtP4sEtJ6eXBQQOEY_Q8oN70Hv2i7UElbQEMUkBFx/s320/20160118_125949.jpg" width="320" /></a></div>
<br />
Whilst Beyer led the technical side of things, Peacock was the manager and financial guru. He was a life-long Unitarian, a faith which emphasises that of God within every person; the use of reason and science in understanding the world (and God); the freedom to believe what you can and tollerance toward those of differant beliefs. Unitarians also fiercely believe in equality and that heaven is a place to be built on earth, in the here and now. Famous Unitarians include Sir Isaac Newton, Rev Dr Joseph Priestley (Unitarian minister and discoverer of oxygen); Charles Darwin; Florence Nightingale and more recently Sir Tim Berners-Lee or Matt Groening (creator of 'The Simpsons').<br />
<br />
<br />
<br />
Peacock was passionate that his workforce should be well-housed, laying out a model village for his employees at 'Gorton Tank'; he also provided a free school which was not only free of charge but free from any doctrinal test for admission, unlike, say, Anglican Schools. He also provided a free library; was President of Gorton & Openshaw Mechanics Institute. He was first Chairman of the Gorton Local Board in 1863; and laid the foundation stone for the new Local Board offices (on the corner of Hyde Road and Kirkmanshulme Road) in May 1865. Although a very rich man, he lived modestly in Gorton at Gorton Hall. His staff were identified through the wearing of peacock feathers in their caps. As manager of Beyer, Peacock he had an 'open door' policy and if wany workmen had a dispute, they were to come directly to him in person. He was very much a 'hands on' manager with little time for 'middle management.' He believed in self improvement, 'found pursuasion and self-help much stronger than coercian'. He worked a minimum of a twelve hour day and had 'often set up untiltwo or three o'clock in the morning' 'devoting all his spare time and money to lectures and reading, to subscriptions to Mechanics' Institutions and Libraries, and the purchase of books and plans.'<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmPlyw_gQf3pnyIlyV8P2TBt3AO9AVxbBc__5y_hTLTMKccCsiM2gQHgBlkZeDxDYj2EGXt0zuZvBHl4ORns3jFNagEy9LntZEaEsPo4vwN7Mlaf96NAQIJlFy9aa5g6F4aB3rGq5sFv-C/s1600/Gorton1905.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1046" data-original-width="1600" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmPlyw_gQf3pnyIlyV8P2TBt3AO9AVxbBc__5y_hTLTMKccCsiM2gQHgBlkZeDxDYj2EGXt0zuZvBHl4ORns3jFNagEy9LntZEaEsPo4vwN7Mlaf96NAQIJlFy9aa5g6F4aB3rGq5sFv-C/s400/Gorton1905.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Gorton as it appeared in 1905; the tower and spire of Brookfield Church are prominent.</td></tr>
</tbody></table>
<br />
In 1869 he laid the foundation stones of the magnificent Brookfield Unitarian Church on Hyde Road, built to replace the old 'Chapel in Vale' built by the Unitarians in 1703. Completed in 1871 at a cost of £12,000 Brookfield was dedicated 'To the Worship of God and the Development of Education.' The Peel of eight bells are each named after one of his childre. Peacock also paid for the three-manual pipe organ. He was a supporter of the Unitarian cause in East Manchester, and laid the foundation stones of Denton Unitarian Chapel on Wilton Street in 1875.<br />
<br />
Peacock was a local Magistrate and later Liberal MP for Gorton; as Magistrate he often paid the fines of those unable to pay and let off foundrymen from Beyer, Peacock who had been found drunk as he understood the harsh conditions in which they worked. When he died in 1889, Gorton lost it's Town Father.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-qYa8syPFDRZ0jE9HPuEMocVFHwFSH7fRGhW55yloUXRF9hc0nm791P5gmBWPtjHzET_39j0Z2PlEMNKnF4j35SW_xSnh34Vufq6LsIulGJ-aWyLkxbVfCcZIrwUyxNK12b711KxVB6NH/s1600/DSCN0370.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1200" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi-qYa8syPFDRZ0jE9HPuEMocVFHwFSH7fRGhW55yloUXRF9hc0nm791P5gmBWPtjHzET_39j0Z2PlEMNKnF4j35SW_xSnh34Vufq6LsIulGJ-aWyLkxbVfCcZIrwUyxNK12b711KxVB6NH/s400/DSCN0370.JPG" width="300" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brookfield Untiarian Church, Gorton. Thomas Worthington, 1869-1871.</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<br />
Peacock is commerorated by a bronze plaque on the north transept of Brookfield Church, unveilved in new year 1890 and by the lavish Peacock Mausoleum at the West End of Brookfield Church, where his son Colonel Ralph Peacock (1838-1928) and Joseph (1839-1875) are also laid to rest, together with other members of the family.<br />
<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv7wRdtYR5ivQM2VioTTiKAVorHoaXRCW_FxNzYIDrVJAe5PCDAOsRjJBACQT4amyD7cqyHbLGbiGYDQcAdz9MftoE1Kc4pIHgqRv9NhVq3J6ziaszpl_wPktLqshjAQmovslyJm-3zHAU/s1600/gorton15.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="360" data-original-width="480" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv7wRdtYR5ivQM2VioTTiKAVorHoaXRCW_FxNzYIDrVJAe5PCDAOsRjJBACQT4amyD7cqyHbLGbiGYDQcAdz9MftoE1Kc4pIHgqRv9NhVq3J6ziaszpl_wPktLqshjAQmovslyJm-3zHAU/s400/gorton15.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Peacock Mausoleum, designed by Thomas Worthington of Manchester </td></tr>
</tbody></table>
<br />
Gorton Hall, where Peacock spent so many years was demolished in 1906; only a lodge remains. Beyer, Peacock closed in 1963 and some of the works buildings still stand. Brookfield Church and grounds stand as the lasting legacy and reminder of Richard Peacock, a man described by his workers as<br />
<br />
<h3>
"<b><span style="font-weight: bold;"><small>A MAN OF STERLING QUALITIES, A
KIND AND UNOSTENTATIOUS FRIEND TO THE POOR AND NEEDY, AND A GENEROUS
SUPPORTER OF ALL AGENCIES FOR THE SOCIAL ELEVATION OF THE PEOPLE."</small></span></b></h3>
<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com3tag:blogger.com,1999:blog-3209546130828521071.post-1360475083802575402017-02-23T03:25:00.000-08:002017-02-23T06:31:30.901-08:00Who drove Rocket?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5lFuYd90qPh1TOXlSMm34Nv0uWL5ljTuadZg8wEzf4h5kqjEbamhBJiozu_cZ6ta8vNqsNjPr3rDaTOa4-4mKFf71TRXArEHBtI_A8G0MDCNzp4UxlNyqTnw1OhY9xy0ghIHjqjtas_jr/s1600/Rocket1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5lFuYd90qPh1TOXlSMm34Nv0uWL5ljTuadZg8wEzf4h5kqjEbamhBJiozu_cZ6ta8vNqsNjPr3rDaTOa4-4mKFf71TRXArEHBtI_A8G0MDCNzp4UxlNyqTnw1OhY9xy0ghIHjqjtas_jr/s320/Rocket1.jpg" width="240" /></a></div>
Rather like the tenuous, or indeed fictional claims, that just about everone's grandad or great uncle "drove the <i>Flying Scotsman</i>", so too were there various claims as to who drove <i>Rocket,</i> both at Rainhill and at the opening day.<br />
<br />
James Nasmyth (of Steam Hammer fame) who witnessed the events of the opening day of the Liverpool & Manchester Railway in September 1830 states in his autobiograpgy that George and Robert Stephenson were her crew.<br />
<br />
"I was much entranced by seeing it make several short trips under the personal management of George Stephenson, who acted as engineman, while his son Robert acted as stoker. During their trips of four or five miles along the line, The Rocket attained a speed of thirty miles an hour- a speed then though almost incredible!"<br />
<br />
That said, Nasmyth says he saw <i>Rocket</i> performing for the public on the 12 September (before opening day) and that he took the opportunity to sketch <i>Rocket</i> - when in fact what he sketched was <i>Northumbrian</i>. A confusion which in the 1880s (and to some, ever since, who enjoy conspiracy theories) to conclude that there were in fact two <i>Rocket</i> locomotives.<br />
<br />
Other claimants have included Sir Charles Fox - but men from the Stephenson Company soon demolished his claim almost as soon as he had made it in the early 1850s.<br />
<br />
John Dewrance, latterly Locomotive Superintendent of the Liverpool & Manchester Railway, is also cited as having driven Rocket.<br />
<br />
<br />
George Stephenson certainly drove her at least two occasions on the 'Public Relations' trips tun by the Liverpool & Manchester in Summer 1830.<br />
<br />
So if her regular driver was none of these worthies, then who? <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgyBCXiLdpMs3l_cyrX7zrmrBrW4ZqGvwvIA9Zf9qFztk6KynULPyWGCOOOfjfCY5rEYpc_hMw6GUbRPOjwyR4vhabnvd9EyQmug-JxuxL7aA9qq1-5oIqXHDTKB5ARhqF2JzNVqz7GbWwc/s1600/RocketPLanet2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgyBCXiLdpMs3l_cyrX7zrmrBrW4ZqGvwvIA9Zf9qFztk6KynULPyWGCOOOfjfCY5rEYpc_hMw6GUbRPOjwyR4vhabnvd9EyQmug-JxuxL7aA9qq1-5oIqXHDTKB5ARhqF2JzNVqz7GbWwc/s320/RocketPLanet2.jpg" width="240" /></a></div>
<br />
The usual claim of <i>Rocket</i>'s first driver is Mark Wakefield. Robert Stannard claims that Mark Wakefield drove Rocket at Rainhill - and that he in fact was put on the wooden barrel of the tender (and was literally stuck on as the varnish was wet). Mark Wakefield also left a commentary supporting his claim as to have driven Rocket, at least in service noting that when she came to the Whiston Incline they had to stop her, tie down the safety valve, open the regulator, jump off, and walk up beside the engine and jump back on at the right moment to stop her.<br />
<br />
One letter writer ("J. H. H.") to <i>Bell's Weekly Messenger</i> (29-11-1851) supports the idea it was Mark Wakefield who drove Rocket at Rainhill:<br />
<br />
<span data-ft="{"tn":"K"}"><span class="UFICommentBody _1n4g">"Ralph
Hutchinson, of Newcastle-upon-Tyne, assisted to construct The Rocket at
that place, and attended it to Liverpool, where he was invested with
the management of it by the late Mr Robert Stephenson, with Mark
Wakefield as his assistant, and Robert Hope as fireman, Ralph Hutchinson
being at all times responsible for the efficient working order of the
engine."</span></span><br />
<br />
<span data-ft="{"tn":"K"}"><span class="UFICommentBody _1n4g">John Wakefield - brother to Mark? - was the driver of No. 6 <i>Venus</i> and later No. 11 <i>Mercury</i>. </span></span><br />
<br />
<span style="font-family: "times new roman"; font-size: 12.0pt;">The three earliest drivers on the Liverpool & Manchester were John
Dunn, Robert Hope and Mark Wakefield who ‘ballasted with the <i>Lancashire
Witch’</i> whilst ‘the works were still in progress.’Mark Wakefield was certainly driving <i>Rocket </i>it was engaged on permanent way duties pulling ballast trains (from December 1829) and it was probably Wakefield who was driving when on 28 October 1830 Henry Hunter, a local publican, who had developed a habit of hitching a ride home on the footplate 'despite the repeated remonstrances of the engine-man' fell off and was killed.</span><br />
<br />
Of the fitters sent with <i>Rocket</i> to both Killingworth and Rainhill was Edward Fletcher, latterly CME of the North Eastern Railway and one Thomas Atkinson who was in his nineties at the turn of the twentieth century.<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3WiEE9UoAVnRv9lZEIqSHWnpfcO16OjCgqIZSNMn471MYIbmjqU0YVdQixkI0G9DW4PDCuYPvmUt3BusJ-eFsP_fKZRYGTrMMfPsRYScGBvOrtCMBgJe-YW6WfttNK0X8960_RfqkjS6C/s1600/maxresdefault2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="222" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3WiEE9UoAVnRv9lZEIqSHWnpfcO16OjCgqIZSNMn471MYIbmjqU0YVdQixkI0G9DW4PDCuYPvmUt3BusJ-eFsP_fKZRYGTrMMfPsRYScGBvOrtCMBgJe-YW6WfttNK0X8960_RfqkjS6C/s320/maxresdefault2.jpg" width="320" /></a></div>
Other claiments to the title of Rocket's driver are Joseph Bell (c.1812-1895) who had a railway career of fifty years, on the Liverpool & Manchester, SECR and then the District Railway his obituary claiming that<br />
<br />
"he was, in youth, engineer of the first locomotive ever constructed -
George Stephenson's Rocket. He ran the Rocket at fifteen miles an hour
on average; reach 29 miles an hour and on one occasion 35 miles an hour."<br />
<br />
The final claim is from Edward Entwistle (1815-1909); he had been an apprentice to the Bridgewater Trust(at the age of 11) and he claims he volunteered to be George Stephenson's assisant, and was latterly driver of Rocket and made one round trip per day driving her - despite that fact that Rocket was obsolete by the time of opening, was only ever used as on slow permanent way duties and as a 'stand-by engine'. It is doubtful that she ever turned a wheel in revenue earning servivce. Entwistle says:<br />
<br />
"I managed the Rocket all right and go to know every joint of her.We spent that Saturday in gettig the Rocket ready and on the Sunday we got Steam up, and George Stephenson and myself took her out ... for a trial run before the big trip which was to be made on the Monday... I was to do the firing and driving and Stephenson was to stand by me all the time."<br />
<br />
Elsewhere his memory is clearly faulty as he claims Rocket had a 100psi boiler, with the boiler pressure regularly at 60 or 80 psi. Entwistle claims that no driver could be found for Rocket for the opening day, that the others had shied off. So what had happened to Wakefield, who was clearly an experienced man? Probably he was sick, but Entwistle implies that only he had faith in the steam engine, that it was not going to blow up - which is at odds with the fact that Mark Wakefield and Robert Hope were experienced enginemen and had worked together for over a year. Entwistle's account suggests that he was an emergency stand-in for a sick man, and he was clearly driving under supervision.<br />
<br />
Furthermore, Entwistle claims he was on the footplate of Rocket, driving under the supervision of George Stephenson. Entwistle here is in error: Stephenson was on the footplate of <i>Northumbrian</i> and his driver was Thomas Creed. Joseph Locke and Mark Wakefield were on <i>Rocket.</i> The inquest into Huskisson's death - which Entwistle claims to have witnessed - states that it was Locke who was driving with Wakefield probably firing. There is no mention of Entwistle on <i>Rocket</i>. Furthermore, Entwistle claims to have driven <i>Rocket </i>back to Liverpool after the accdient. Entwistle's version of events were reported from the 1890s up to his death, at the end of a very long life: as historians know the further in time an account is removed from the events they purport to report, the less reliable they are, and are often coloured with a sense of self-importance and influenced by what the memorialist has read or has been told. Furthermore, there is also the phenomenon of 'false memory' where someone recalls an event that they may have been told about, but were never involved in. He also cannot decide in differant interviews whether he was apprenticed to Robert Stephenson & Co. or to the Bridgewater Trustees; he also makes the spurious claim he was involved with building Rocket, in either Manchester or Newcastle. Where Entwistle's account has a grain of truth is the unstable ride qualities of <i>Rocket</i> because of her diagonal cylinders.<br />
<br />
Entwistle's claim was belittled almost as soon as it appeared in the engineering press: "R.B.P." writing to The Engineer in September 1909 notes his claim was 'ludicrous': 'It is at all likely that Stephenson would displace the regular driver of "Rocket", and put an inexperienced boy on the footplate? Is it resonable to suppose that Stephenson had at that time a pick of drivers, and thateven had the supply fallen short, he would have appointed a fireman, not an absolute novice.' The same source, quoting The Morning Herald suggets the driver of <i>Rocket</i> was called White, rather than Mark Wakefield.<br />
<br />
The probability is, therefore, that <b>Mark Wakefield</b> was the first and regular driver of <i>Rocket</i> - the Liverpool & Manchester operating a One Driver/One Locomotive policy; that he drove her at Rainhill but on the opening day, for some reason, was probably ill. Therefore an emergency substitute had to be found,in the shape of Edward Entwistle, who's story has probably grown with the telling.AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-15329342192787239402017-01-06T03:26:00.003-08:002017-01-06T04:25:11.773-08:00Rocketing Along<h2>
Why was Rocket called Rocket? And why was it yellow?</h2>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxPjMIiou6nTch2OsFBBB59ZMFT5XiIcfjMhstBjWiZXqWDnAkz79gQndoVe80PbpESXmGcoOh1OV2XsbljeS5HhlrhDjn1cs8fVQFNAxV870ks3Oy82LE_MZQnVoJdiKDNNbtuusraKfT/s1600/RocketPlanet.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjxPjMIiou6nTch2OsFBBB59ZMFT5XiIcfjMhstBjWiZXqWDnAkz79gQndoVe80PbpESXmGcoOh1OV2XsbljeS5HhlrhDjn1cs8fVQFNAxV870ks3Oy82LE_MZQnVoJdiKDNNbtuusraKfT/s320/RocketPlanet.jpg" width="320" /></a></div>
<br />
The usual
answer is because it was named after Congreve's war rockets. But, would
naming a new technology after an engine of destruction - and one which
was notoriously unreliable: the Duke of Wellington said he'd only use
them to burn down a town - the best way of selling the railways to a
sceptical and nervous public? Probably not.<br />
<br />
"The Rocket" alias the "Rocket" was a famous express coach, running from Cheapside in Lon<span class="text_exposed_show">don,
to Portsmouth,via the circuitous route of Reading, Basingstoke, Winchester and Southampton. It ran six days per week carrying eight
inside passengers and four outside. It started running c.1805 and
continued to ply it's trade carrying Navy Officers and the "smart set"
for "the season" well into the 1830s. It was perhaps the most well known
express coach - and considered the fastest - at the time of the
Rainhill trials - and was a name which would have been familiar to many
who visited, especially those from London. It was as if Stephenson was trying to say "my Locomotive is just as a good, and as safe, as this road coach. Trust me."</span><br />
<br />
<span class="text_exposed_show"></span><br />
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<span class="text_exposed_show"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOffh99euMtRch0UhZtBBL09j_J1-8cZrK66kHAE0Xl26362Iv_raMQcOzXtXYBCDhy9CHGpGmh9nnusnZ-_OWeTQqHEZTtmNlq88BcCBXVHLJTKBW_mviI_lk47Vk6YQtSRDRrdKsaSeQ/s1600/Screenshot+2017-01-06+11.33.02.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="309" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOffh99euMtRch0UhZtBBL09j_J1-8cZrK66kHAE0Xl26362Iv_raMQcOzXtXYBCDhy9CHGpGmh9nnusnZ-_OWeTQqHEZTtmNlq88BcCBXVHLJTKBW_mviI_lk47Vk6YQtSRDRrdKsaSeQ/s320/Screenshot+2017-01-06+11.33.02.png" width="320" /></a></span></div>
<br />
<br />
<div class="text_exposed_show">
But why yellow? Again, the answer comes from stage coaching. The
fastest and "smartest" stages were painted yellow and black. We know
George Stephenson had Rocket painted yellow at Crown Street "in stage
coach style". Painting Rocket yellow was the equivalent of giving it red
go-faster-stripes: to the late 1820s mind-set yellow meant speed,
efficiency, safety. Rather as today all red cars go fast, thanks to Mr
Ferrari.<br />
<br />
And the white chimney? Because the colour white meant cleanliness - the "look at how clean and smart this locomotive is", says the white paint "no dirt. no smoke". Again, re-assuring sceptics that the new railways would not be a nuissance, especially given the Liverpool & Manchester Act stipulating locomotives could not make smoke. <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7ZvHjeB3Q8DlaW7EAfOsDMAhj14g6XApdXatS_RRq9V0I5r20y50Blt4bHfPFOBHf0lYXMCPHvUah5wpYLZY3kR_cvyo9vu98mK1maj58oaom7DASsVytszFI61z78iqXQI4uVUxOKEbR/s1600/image076.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="202" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi7ZvHjeB3Q8DlaW7EAfOsDMAhj14g6XApdXatS_RRq9V0I5r20y50Blt4bHfPFOBHf0lYXMCPHvUah5wpYLZY3kR_cvyo9vu98mK1maj58oaom7DASsVytszFI61z78iqXQI4uVUxOKEbR/s320/image076.JPG" width="320" /></a></div>
<br />
What of the other entrants? Well, there was a "Sans
Pareil Coach" which ran out of Liverpool all the way to Hull, whilst the
"Novelty" ran from London to Birmingham.</div>
AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-14365675445610944172017-01-06T03:22:00.000-08:002017-01-06T03:22:09.458-08:00A Matter of Class<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEBdIOricRXbCvJ55FczupICSHdzWpNe4dCXS5wWS57CFMsK85wHONjtbsezqn6pE6VfsdVNCktLWghqBGu3-WczaPYwGZt4xxmBGn2Vd6rlGPqDiCgpgDAUQ_jYVVBDJ0-Nxq7GxU1MJv/s1600/image033.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEBdIOricRXbCvJ55FczupICSHdzWpNe4dCXS5wWS57CFMsK85wHONjtbsezqn6pE6VfsdVNCktLWghqBGu3-WczaPYwGZt4xxmBGn2Vd6rlGPqDiCgpgDAUQ_jYVVBDJ0-Nxq7GxU1MJv/s320/image033.jpg" width="320" /></a></div>
The Liverpool & Manchester, in introducing coaching stock and
it's fares, unsurprisingly based them on existing Stage-Coach ideas.
"First" class meant express, for inside passengers. Second-class was a
coach - or in this case a train - which stopped at all the intermediate
"stopping places". The Liverpool & Manchester also followed
Stage-Coach practice by providing accommodation for "Inside" and
"Outside" passengers. On a Stage-Coach the outside passenger sat on the
roof, bu<span class="text_exposed_show">t this was not a safe practice
on the railways so entire coaches - and trains - for "outside
passengers" who paid a reduced fare were also introduced. They were
referred to the by Company as the "Blue Coaches" (from their colour).</span><br />
<br />
<span class="text_exposed_show"></span><br />
<h4>
<span class="text_exposed_show">Class - a matter of comfort, speed... or Both? </span></h4>
<div class="text_exposed_show">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjfhUibP-YzSncVcD2stHaiAh9ESQI5EEc3x7gwdMN4OhB4TIshfptpo6IYaeQaB6VDWTnLpSdYLgZYv6Z2au2ZaZNeByEjOtMMGYdlMCNzllmo7DofvpR4MgPk1VjzBAgWIWhhxXf64PH/s1600/image028.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjfhUibP-YzSncVcD2stHaiAh9ESQI5EEc3x7gwdMN4OhB4TIshfptpo6IYaeQaB6VDWTnLpSdYLgZYv6Z2au2ZaZNeByEjOtMMGYdlMCNzllmo7DofvpR4MgPk1VjzBAgWIWhhxXf64PH/s320/image028.JPG" width="320" /></a></div>
<br />
But it would be a mistake to say that the enclosed yellow "First Class"
coaches were first-class only; whilst they provided the same level of
accommodation as a Stage-Coach for "Inside Passengers", we have to
remember that Stage Coaches provided both a "First Class/Express" and
also setting down service. Entire trains were run of differant types of
accommodation and whether they were Express or "setting down".<br />
<br />
The timetable for June 1839 makes this distinction quite clear<br /><br />
By first-class train, four inside, Royal Mail Coach 6s 6d<br /> By first-class train, six inside, Glass Coach 6s<br /> By first-class train, six inside, Curtain Coach 6s<br /> By second-class train, six inside, Glass Coach, 6s<br /> By second-class train, Open Carriages 4s 6d<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhC5ypiFlTixCmPW2czSHyqZ5VZbKZtWPTbtd9F1Byoy7uiF-GZCw3rmTEgoJFeExYdQZzFF4_L-ODjPJUTNlEPvo_2k2tkOpsiEQrbiwIAFPnDSKYhLY4Ltrfd0tcRU2kRj9rl8J4F_fa/s1600/image007b.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="222" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhC5ypiFlTixCmPW2czSHyqZ5VZbKZtWPTbtd9F1Byoy7uiF-GZCw3rmTEgoJFeExYdQZzFF4_L-ODjPJUTNlEPvo_2k2tkOpsiEQrbiwIAFPnDSKYhLY4Ltrfd0tcRU2kRj9rl8J4F_fa/s320/image007b.jpg" width="320" /></a></div>
In other words, there were three levels of "First Class" ie Express
accomodation: by the Mail Coach (of which the L&M had three) which
sat four per compartment; by "Glass Coach" which sat six per compartment
and by the semi-open "Curtain Coach" which had a glazed central
compartment but the two end compartments had leather curtains to keep
out the elements, for those passengers who wished to travel at First
Class speed, but in an open coach.<br />
<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig1JiAmBr5EsfMe-bM3nEMhHe3mG2EmD5ffFXtAG-mo9-vXLsFBMwQU-NIdJRtyAHjKZr7fLCQKLL0PFjvePikq9s-xU0l9yzztCGtHbLQ6tIUZDQ-orgoEZQF7J9RY5FEKtNSdUjatcPp/s1600/image029.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEig1JiAmBr5EsfMe-bM3nEMhHe3mG2EmD5ffFXtAG-mo9-vXLsFBMwQU-NIdJRtyAHjKZr7fLCQKLL0PFjvePikq9s-xU0l9yzztCGtHbLQ6tIUZDQ-orgoEZQF7J9RY5FEKtNSdUjatcPp/s320/image029.JPG" width="320" /></a></div>
If we turn to second class
trains, there were two levels of accommodation: the "Glass Coaches"
seating six per compartment, fully enclosed or by Open Carriages (each
compartment sitting eight).<br />
"First Class" and "Second Class" - not such a matter of accommodation, more of speed.</div>
AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-26673561142455741402017-01-05T03:58:00.000-08:002017-01-05T06:49:53.688-08:00Christmas Travelling<div class="separator" style="clear: both; text-align: center;">
<span style="font-family: "georgia" , "times new roman" , serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYXXO6bgCzK8RMMwZ-Q-CH2E67kdD-AzEQgCOpT6vZrHIbxyth_0SyqitiS4O_PPMjuXzLVLV186-mNLovpV2nFNF9jxPIVK1xDOaGD3AO-VImMWSVT8YJZW2aUPTUijqYSG59CgDIW-N5/s1600/ChristmasTrain.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgYXXO6bgCzK8RMMwZ-Q-CH2E67kdD-AzEQgCOpT6vZrHIbxyth_0SyqitiS4O_PPMjuXzLVLV186-mNLovpV2nFNF9jxPIVK1xDOaGD3AO-VImMWSVT8YJZW2aUPTUijqYSG59CgDIW-N5/s400/ChristmasTrain.JPG" width="400" /></a></span></div>
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">The desire to see loved-ones at the Christmas Period is nothing new: stage-coaches had been providing that service for decades before the Liverpool & Manchester was founded. But the Liverpool & Manchester, whilst catering for this traffic enabled a democtratisation of Christmas travelling by allowing more people to travel, more cheeply, and quicker.</span></span><br />
<br />
<br />
<h4>
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">Coldest in fifteen years </span></span></h4>
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">No-one had run a passenger railway seven days a week, 52 weeks per year until 1830 and the winter of 1830-1831 was particularly hard. Metereological data shows that there was an almost continuous frost from 23 December to 6 January with an average temperature of 1.1 centigrade. The <span style="font-family: "georgia" , "times new roman" , serif;">Thames froze and lowest recorded temperat<span style="font-family: "georgia" , "times new roman" , serif;">ure recorded was in G<span style="font-family: "georgia" , "times new roman" , serif;">reenwich on Christmas D<span style="font-family: "georgia" , "times new roman" , serif;">ay was -12 cent<span style="font-family: "georgia" , "times new roman" , serif;">igra<span style="font-family: "georgia" , "times new roman" , serif;">de!</span></span></span></span></span></span> <span style="font-family: "georgia" , "times new roman" , serif;">It was a true<span style="font-family: "georgia" , "times new roman" , serif;"> 'wh<span style="font-family: "georgia" , "times new roman" , serif;">ite Christmas' and is <span style="font-family: "georgia" , "times new roman" , serif;">believed to have <span style="font-family: "georgia" , "times new roman" , serif;">inspired that of Charles<span style="font-family: "georgia" , "times new roman" , serif;"> Dicke<span style="font-family: "georgia" , "times new roman" , serif;">ns in <span style="font-family: "georgia" , "times new roman" , serif;">his 'Pic<span style="font-family: "georgia" , "times new roman" , serif;">kwick Papers'</span></span>. </span></span></span></span></span></span></span>The <i>Morning Herald</i> reported<br /><br /> </span></span><br />
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><b><i><br /></i></b></span></div>
<span style="font-family: "georgia" , "times new roman" , serif;">
</span>
<br />
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><i>During the late frost the thermometer in a gentleman’s garden in Cambridge sunk to 6, or 26 below the freezing point.</i></span></span></div>
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><i>
</i></span></span>
<br />
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><i><i>Last Monday, at Heathfield, a young
man, fool-like applied the polished face of a hammer to his tongue, and
there kept the same until the frost had so fixed it as to cause blood to
follow in its removal.(</i>The Morning Herald – 26 January 1830)</i></span></span></div>
<div style="text-align: justify;">
<br /></div>
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<span style="font-family: "georgia" , "times new roman" , serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhThYRybc2JZ32U6yL6EicTWjM0-07E4rTMI8ZrUEZg5AEAFjfasU5TuR1aCpQF5kGP9ITIl7BCUFUDBvijr1-BdHm71DHuppZH3nymuxisHDtn9jwlg0Guz8RyOffA4WiM62_ZA2REfT-D/s1600/Stagecoach.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhThYRybc2JZ32U6yL6EicTWjM0-07E4rTMI8ZrUEZg5AEAFjfasU5TuR1aCpQF5kGP9ITIl7BCUFUDBvijr1-BdHm71DHuppZH3nymuxisHDtn9jwlg0Guz8RyOffA4WiM62_ZA2REfT-D/s400/Stagecoach.jpg" width="302" /></a></span></div>
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">The cold weather brought chaos to existing transport networks via river, canal and turnpike:</span></span></div>
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><i> </i></span></span></div>
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><i>This is the severest winter we have had for some years, and since
our last we have experienced it in its wildest characteristics. On
Wednesday as the Wellington coach was on its way to Sheffield, the
coachman and passengers perceived on the road near Mam Tor, two men
lying by the wayside, completely overcome by the severity of the
weather. One of them was so much weakened that he must have shortly
perished, had the coach not opportunely arrived. The other man was only
just able to stand. (</i><i>T</i><i>he Morning Chronicle </i>– 25 January 1830).</span></span></div>
<div style="text-align: justify;">
<br /></div>
<h3 style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">The Trains will get through </span></span></h3>
<div class="separator" style="clear: both; text-align: center;">
<span style="font-family: "georgia" , "times new roman" , serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzpJOL9sLfvzMeH1mFabpaXDPo3DoarF0zN59c6nKFim-qdMsv2-gZ6eiTrXKhwZI2zZeMHtQyuHdB_BLbUTh410aKr6Rr12S07VoxxAzLpvZQXukgEevuR7ZeUsTFH9nIRAxUhXyWZKAD/s1600/TraininSnow1854.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzpJOL9sLfvzMeH1mFabpaXDPo3DoarF0zN59c6nKFim-qdMsv2-gZ6eiTrXKhwZI2zZeMHtQyuHdB_BLbUTh410aKr6Rr12S07VoxxAzLpvZQXukgEevuR7ZeUsTFH9nIRAxUhXyWZKAD/s320/TraininSnow1854.JPG" width="320" /></a></span></div>
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">It was<i> </i>despite the 'great freeze' (as one 'paper reported) that the Liverpool & Manchester continued to run trains between both important northern cities, but the engines were not up to the task. The five-foot single driving wheels of the Planet-class - skittish a<span style="font-family: "georgia" , "times new roman" , serif;">t</span> best on damp rails - could not 'find their feet'. One newspaper reported:</span></span></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<span style="font-family: "georgia" , "times new roman" , serif;"><i><span style="font-size: large;"> Considerable difficulty was experienced... it was found that the wheels
of the engine, instead of moving forward, slipped on the rails, and move
round without making any progress, causing considerable damage to the
machinery...</span></i></span></div>
<div style="text-align: justify;">
<br /></div>
<span style="font-family: "georgia" , "times new roman" , serif;"> <span style="font-size: large;">Trains on 30 December 1830 were delayed by as much as five hours, and we have to remember that the locomotives of this period had no cab or protection for the crew, and that the first-class coaches although fully enclosed had no lighting nor heating. Pitty the second-class passengers in their 'travelling pneumonia wagons' which resembled nothing more than rows of church box-pews on wheels<span style="font-family: "georgia" , "times new roman" , serif;">; the Guards sat on<span style="font-family: "georgia" , "times new roman" , serif;"> the coa<span style="font-family: "georgia" , "times new roman" , serif;">ch <span style="font-family: "georgia" , "times new roman" , serif;">roof, swaddl<span style="font-family: "georgia" , "times new roman" , serif;">ed<span style="font-family: "georgia" , "times new roman" , serif;"> in mufflers and watchcoats, blinking agaisnt the snow and <span style="font-family: "georgia" , "times new roman" , serif;">frost to see the way ahead. It must have been a truly horendous experience, but such <span style="font-family: "georgia" , "times new roman" , serif;">was th<span style="font-family: "georgia" , "times new roman" , serif;">e desi<span style="font-family: "georgia" , "times new roman" , serif;">re to travel to see loved<span style="font-family: "georgia" , "times new roman" , serif;">-ones at C<span style="font-family: "georgia" , "times new roman" , serif;">h<span style="font-family: "georgia" , "times new roman" , serif;">ristmas and New Year that <span style="font-family: "georgia" , "times new roman" , serif;">these devoted travellers <span style="font-family: "georgia" , "times new roman" , serif;">boarded their trains at Crown Street or Li<span style="font-family: "georgia" , "times new roman" , serif;">verpool <span style="font-family: "georgia" , "times new roman" , serif;">Road.</span></span></span></span></span></span></span></span></span></span></span></span></span></span></span></span></span></span></span><br />
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><br /></span></span>
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<span style="font-family: "georgia" , "times new roman" , serif;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7ARkd-6-7tOCMBjDeYszBxmy_WtiMx98NGsmVrYpNNAAHHLie2saznaACABggWfrcCSi1RqxcB4Wd88fEB0g8n2G8df8mWVjMgxauQjbIUCvMcreDuBlNbymitHFBNhpLZ4pAQs37Rgxh/s1600/3rdPassengers.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh7ARkd-6-7tOCMBjDeYszBxmy_WtiMx98NGsmVrYpNNAAHHLie2saznaACABggWfrcCSi1RqxcB4Wd88fEB0g8n2G8df8mWVjMgxauQjbIUCvMcreDuBlNbymitHFBNhpLZ4pAQs37Rgxh/s320/3rdPassengers.jpg" width="219" /></a></span></div>
<br />
<span style="font-family: "georgia" , "times new roman" , serif;"></span><br />
<br />
<h4>
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;">The Christmas rush</span></span><br />
<br />
<span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-size: large;"><span style="font-weight: normal;"> Yet, within a decade of the struggle of trying to run the first trains through the Christmas Period, the <i>Morning Post </i>(30 December 1843) was reporting that Christmas travel, and the concomitant rush and delays, had become a de-facto part of life:</span></span></span><br />
<br />
<span style="font-size: large;"><span style="font-family: "georgia" , "times new roman" , serif;"><span style="font-weight: normal;"> <i>There is generally at Christmas more than the ordinary amount of traffic
on the Liverpool & Manchester Railroad; but on Saturday the number
of passengers was so great that the Up-trains did not arrive at
Manchester until and hour or more beyon</i></span><span class="text_exposed_show"><span style="font-weight: normal;"><i>d
their usual time; in the evening, the Up-trains were later still. Many
trains departing leaving would-be passengers stranded upon the
platforms.</i></span></span></span></span><br />
<span style="font-size: large;"><i><span style="font-weight: normal;"> </span></i></span></h4>
<div style="text-align: justify;">
<span style="font-size: large;"> Plus cas change!</span></div>
<div style="text-align: justify;">
<span style="font-size: large;"><br /></span></div>
<div style="text-align: justify;">
<span style="font-size: large;">But what of Christmas Day itself? Christmas as a public holiday was only really popularised by the likes of Dickens or Harriet Martineau, and travelling on Christmas Day, even before the railways, had none of the stigma attached to Sunday travel (unless it was on a Sunday, of course). The Leeds Intelligencer noted that whilst a reduced service was in operation, first-class tickets were available on the Manchester & Leed Railway to 'giving first-class parties some privilege in travelling at Christmas.'</span></div>
<div style="text-align: justify;">
<span style="font-size: large;"><br /></span></div>
<div style="text-align: justify;">
<span style="font-size: large;">Thus, from the very beginning of seasonal rail travel, all the rush, delays, crammed carriages were part-and-parcel of the experience. Do they now count as a Christmas Tradition, or a reflection on the railways' 180 years lack of being able to cope with bad winters and the seasonal rush?</span></div>
<div style="text-align: justify;">
<span style="font-size: large;"><br /></span></div>
<div style="text-align: justify;">
<span style="font-size: large;"><br /></span></div>
AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-75329260068004733192017-01-05T03:24:00.003-08:002017-01-05T03:24:47.558-08:00Fines and Punishment<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgix9EICTOgZez_D1UUG8iy-p65G2cosXTKQMSjp4gr8pONUt6_2_A-YTvhXIuAXY8X6-w7CSavE5B_tpdWbaBStHcOh8FA09sYyz-YAGTKxJPEDlH2P2NYuD7jMI2DM77ODwtd-MOdXrK7/s1600/Firing.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgix9EICTOgZez_D1UUG8iy-p65G2cosXTKQMSjp4gr8pONUt6_2_A-YTvhXIuAXY8X6-w7CSavE5B_tpdWbaBStHcOh8FA09sYyz-YAGTKxJPEDlH2P2NYuD7jMI2DM77ODwtd-MOdXrK7/s320/Firing.jpg" width="305" /></a></div>
<span style="font-size: large;">Early Railway Companies, such as the Liverpool & Manchester had various offences worked into their Acts of Parliament which became Bye-Laws, enforcable by the Railway Constables (who were sworn special constables) and offenders were taken before the Magistrates.</span><br />
<br />
<span style="font-size: large;">These offences included smoking, defrauding the Company by failing to buy a ticket or using an expired or incorrect ticket, or drinking alcohol on Railway Premises. For the staff, however, the system of checks and balances was via fines and bonuses - but more usually the latter.</span><br />
<br />
<span style="font-size: large;">The Liverpool & Manchester published it's first Rule Book in 1835, with new editions appearing in 1839 and again in 1840: the latter updated in the light of the General Railway Conference which produced a universal system of signalling, largely based on the practice of the Liverpool & Manchester.</span><br />
<br />
<span style="font-size: large;">The 1839 Rule Book provides the following examples of punishments to warn employees about breaking the rules:</span><br />
<br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i> <span lang="EN-US" style="font-family: Garamond;">H. H., engineman of the Milo
engine, for running carelessly against a train on Whiston</span></i></span><span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;"> incline-plane, and thereby doing
considerable damage; to be suspended three days and fined ten </span><span lang="EN-US" style="font-family: Garamond;">shillings.</span></i></span><span style="font-size: large;"><i>
</i></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">Railway Office, 1<sup>st</sup>
March, 1837.</span></i></span></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<br /></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">H. H., engineman, W. L., fireman,
of the Eclipse engine, with luggage-train. This train</span></i></span><span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;"> followed the six o’clock blue
coach-train from Manchester, on Saturday evening, and near Bury Lane ran
violently against a coach-train, by which several passengers were seriously
hurt, and two first-class coaches much damaged; for this act of gross
carelessness, the Directors order that H. H, </span><span lang="EN-US" style="font-family: Garamond;">and
W. L. be discharged. </span></i></span><span style="font-size: large;"><i>
</i></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">6th Feb. 1837.</span></i></span></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<br /></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">J. H., engineman of the Cyclops,
bank-engine, for propelling a train of goods on the level-way (on Friday
morning, the 16th of June), contrary to the orders of the Directors :
discharged from the service of the Company.—-By order of the Directors.</span></i></span></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">Railway Office, 17th June, 1837.</span></i></span></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<br /></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">N.B.—-Every overlooker,
engineman, guard, policeman, and gateman employed in the Liverpool and
Manchester Railway, shall keep a copy of these rules constantly on his person,
under a penalty of a fine of five shillings—By order of the Directors.</span></i></span></div>
<span style="font-size: large;"><i>
</i></span><div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><i><span lang="EN-US" style="font-family: Garamond;">March 1839.</span></i></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="font-size: large;"><i><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi74Bk2ccwEvWMwWnM7FkupCcurmy_t5ixQlS9Ob1CxwTrlx9igEx-jRFsWiguOXzUk_1ZIaL4UlHTrlsrIY9ml3Vuf5TxFEU1DKYCtsqv3kRyrfU2BYCLq8Uw0QB7e2ScX5hwiWPUIK6vN/s1600/UmplebyPlanet.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi74Bk2ccwEvWMwWnM7FkupCcurmy_t5ixQlS9Ob1CxwTrlx9igEx-jRFsWiguOXzUk_1ZIaL4UlHTrlsrIY9ml3Vuf5TxFEU1DKYCtsqv3kRyrfU2BYCLq8Uw0QB7e2ScX5hwiWPUIK6vN/s320/UmplebyPlanet.jpg" width="180" /></a></i></span></div>
<br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Garamond;">Michael Reynolds, locomotive superintendent of the London, Brighton & South Coast Railway provides the following interesting list of fines in his book Engine Driving Life</span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Garamond;"> </span></span></div>
<span style="font-size: large;"><i>Fined, one day's pay for hanging a hook upon the safety-valve.<br /> Fined, two pounds for locking the safety-valves of his engine.<br /> Fined, one day's pay, for stopping on the road to clean the tubes.<span class="text_exposed_show"><br /> Fined, one day's pay for running through closed gates.<br /> Fined, one days' pay for threatening to throw his fireman off the engine.<br /> Fined, one pound, for having a stanger on the engine.<br /> Fined, half a crown (2' 6d) for smoke nuissance.<br /> Fined, five shillings, for bringing a pig 150 miles without permission.<br /> Fined, one shilling, for breaking a coupling.<br /> Fined, a day's pay for running over three horses, and not reporting it.</span></i></span><br />
<br />
<br />
<span style="font-size: large;">An Engineman on the LBSCR would earn 7s per day - 35 bob a week
thereabouts - a pretty decent wage, about twice that of an adult male
working in a mill, but equal to a skilled labourer or artisan in the
major industrial centres.</span><br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Garamond;"></span><i><span lang="EN-US" style="font-family: Garamond;"> </span></i></span></div>
<span style="font-size: large;">
</span><br />
<br />
<span style="font-size: large;">It's clear that the most serious offence was the most dangerous: interfering with the safety valves. On the Liverpool & Manchester Railway - and all railways subsequently - locomotives had to be fitted with two safety valves, one which was out of the reach of the Engineman and was tamper-proof. Usually, boilers were hydraulically tested to twice or three times (the latter on the Liverpool & Mancheste) working pressure. Wrought iron boilers, made from several small plates were prone to internal corrosion, and it was difficult to carry out an internal inspection by a guttering flare lamp. The Directors of the LBSCR took this as a very serious offence - which indeed it was - docking the driver over a weeks' pay. Other offences whilst serious in themselves did not affect the safety of the train or engine, but rather caused delays, and therefore profits. </span><br />
<br />
<br /><br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-532743768098733192016-11-18T04:55:00.001-08:002016-11-18T10:39:35.491-08:00On valves and gears<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifuPqn8We_Mp_N58DRcaHNAy9L0YkACTNuO1cWrYFf9HinYY02rQsRFc3CIgcKqIWhSdI20FezZ_VBrihAWmZ0HvLBnfCy0zr0pe58NrknrXC1bvkTY621hn4N7iQ6gWYuJOMLktTTVjey/s1600/IMG_2344.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifuPqn8We_Mp_N58DRcaHNAy9L0YkACTNuO1cWrYFf9HinYY02rQsRFc3CIgcKqIWhSdI20FezZ_VBrihAWmZ0HvLBnfCy0zr0pe58NrknrXC1bvkTY621hn4N7iQ6gWYuJOMLktTTVjey/s320/IMG_2344.JPG" width="240" /></a></div>
<br />
<br />
<br />
<br />
A list of locomotives of the Liverpool & Manchester Railway, prepared by Locomotive Superintendent John Melling dated 10 April 1839 lists those locomotives built with his "Patent Improvements", and upon which he has later added in pencil notes on which firms have paid him royalties.<br />
<br />
Melling was appointed as Locomotive Foreman at Edgehill Shops of the Liverpool & Manchester Railway in 1833; his counterpart at the Manchester end of the line was Alexander Fyfe. Melling took out a patent in July 1837 for "certain improvements" on steam locomotive engines, which were also applicable to stationary engines.. These "improvements" comprised a radial valve gear, which dispensed with eccentrics, and instead derived the valve motion from a pin on the connecting rod. It also included an<br />
<br />
"improved fireplace for a Loco-Motive engine, with hollow bars, and ash-pan so constructed as to form part of the boiler"<br />
<br />
Melling's valve gear also included valves with a lap of 3/8inch which reduced back-pressure in the cylinder, by allowing increased time for the exaust steam to escape. Melling informed the Directors of the Liverpool & Manchester that he would not accept any payment from <i>them</i> for the use of his invention; however they insisted in December 1837 to reward him with £100 and pay 50 guineas per locomotive fitted with his valve gear and improved firebox. This was half the charge to other railway companies.<br />
<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqgHLMC_tP5fMVObqyvPtAg5rWUbhEM5X_g_V3ccdacB-SphNBtMa3CmkpxEuopUpgyfywDmj0MwVUtidB7Wj4I0WEeflhKk_SZcMrt6-cQu4S9rjx-WdGZnaDXiioZO-dsQAUAcyT5uqH/s1600/mellings.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="314" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiqgHLMC_tP5fMVObqyvPtAg5rWUbhEM5X_g_V3ccdacB-SphNBtMa3CmkpxEuopUpgyfywDmj0MwVUtidB7Wj4I0WEeflhKk_SZcMrt6-cQu4S9rjx-WdGZnaDXiioZO-dsQAUAcyT5uqH/s640/mellings.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Melling's Radial Valve Gear, patented in 1837 and in use into the 1860s (after D K Clark)</td></tr>
</tbody></table>
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In March 1838 the Directors contracted to fit ten new locomotives with his valve gear. Amongst this list were six "Luggage Engines" ordered from Messrs. Todd, Kitson & Laird of Leeds:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihUnEI-B_43Un4jyhGiAE6lqKTNxSVnN8FBpXb5AMVY2qK5uqMSaT0GmJ7yQ2gxBU_9o2nTgO9Wppv3AKk5SkcWdbvKT4qR16TB5NakT-ri3Aqz0mdY8pDcxsPSc8kJlaGcAs-1EMyBpZF/s1600/Lion1980.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihUnEI-B_43Un4jyhGiAE6lqKTNxSVnN8FBpXb5AMVY2qK5uqMSaT0GmJ7yQ2gxBU_9o2nTgO9Wppv3AKk5SkcWdbvKT4qR16TB5NakT-ri3Aqz0mdY8pDcxsPSc8kJlaGcAs-1EMyBpZF/s320/Lion1980.jpg" width="320" /></a></div>
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Lion at Rainhill in 1980</div>
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<ul>
<li>Lion</li>
<li>Tiger</li>
<li>Panther</li>
<li>Leopard</li>
<li>Elephant</li>
<li>Buffalo</li>
</ul>
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All six were fitted wtih the patent valve gear and firebox, at a cost to the Company of £52 20s 6d.<br />
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With the re-organisation of the L&M Locomotive Department in 1840, Melling was dismissed and replaced by John Dewrance. Melling and his son, Thomas, established the Rainhill Iron Works.<br />
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Of the six locomotives ordered from Todd, Kitson & Laird, only Lion survives, but it does not retain Melling's patent valve gear or other "improvements". The valve gear on Lion is that patented by William Barber Buddicom, who was from 1840-August 1841 Locomotive Superintendent of the Grand Junction Railway Locomotive Department at Edge Hill (literally, accross the tracks from the Liverpool & Manchester Works of John Dewrance). Buddicom's patent valve gear utilised two, linked, V-hooks (called Gabs) which connected with the valve spindle providing fore and reverse gear as well as "mid grear"<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrCHlqbtf_dbi2ERq7UfGMU-2fMqOiQQc0GmJJg6PHOXU40IdoFyHMfXtj-V6RIq8lxjTkKyP-MPiu7T5DR_pa_6EsklHh0WNEC01XFE26JVTFbFKsz8dN9IDEJkIjZKy_i41qgK7Vw3Bq/s1600/Screenshot+2016-11-18+10.59.40.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrCHlqbtf_dbi2ERq7UfGMU-2fMqOiQQc0GmJJg6PHOXU40IdoFyHMfXtj-V6RIq8lxjTkKyP-MPiu7T5DR_pa_6EsklHh0WNEC01XFE26JVTFbFKsz8dN9IDEJkIjZKy_i41qgK7Vw3Bq/s400/Screenshot+2016-11-18+10.59.40.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Diagranatic representation of Buddicom's valve gear</td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilv7Xv50TvxRTs0-2WHdOccwZVmXf3lQEtxhV3iIJZk6pho7xG4PbgZqz6rq_eS18Z5rz8UChiBvt3lduJGf30HVGOWY2WqyIgZOcdbSnr-Vcnrs_PsdvQrfC_9NbFvMyuLU1dN8Llbw-M/s1600/IMG_2329.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEilv7Xv50TvxRTs0-2WHdOccwZVmXf3lQEtxhV3iIJZk6pho7xG4PbgZqz6rq_eS18Z5rz8UChiBvt3lduJGf30HVGOWY2WqyIgZOcdbSnr-Vcnrs_PsdvQrfC_9NbFvMyuLU1dN8Llbw-M/s400/IMG_2329.JPG" width="300" /></a></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3NIFV4r5o4UPiE2umXBICa2LVu37A397FGay1s8q2I4TDX8JWakSIeLGolNsUzXCqH3aSIn20f33sFnZsrjOr4L73t0acWYvF6r1KCkL4yoyoEtkyVvZz9-b17gEpxu7onZK2B_-_OZqm/s1600/IMG_2349.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3NIFV4r5o4UPiE2umXBICa2LVu37A397FGay1s8q2I4TDX8JWakSIeLGolNsUzXCqH3aSIn20f33sFnZsrjOr4L73t0acWYvF6r1KCkL4yoyoEtkyVvZz9-b17gEpxu7onZK2B_-_OZqm/s400/IMG_2349.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Lion's Buddicom gab-gear, with its opposed gabs </td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
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In other words, the valve gear currently fitted to Lion <i>must date from 1841 or later</i>. It is likely that Lion was heavily rebuilt under the orders of John Dewrance in 1841 when he was ordered by the Directors to catalogue the locomotives then in service on the L&M:<br />
<br />
"New Engines" - those which have been built entirely new by the Company<br />
"Rebuilt Engines" - those which have had all their parts renewed with the exception of the boiler, firebox and frames<br />
"Repaired" - thiose which have undergone a thorough general repair without altering cylinders, gearing.<br />
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Dewrance sold or scrapped five old engines and replaced them with new of his own design in that year; four "Old" engines were "repaired" and a further eight were "rebuilt". It is likely that Lion and her sisters figured somewhere on this list. We know that Lion not only had its valve gear replaced but cylinders also: Alexander Fyfe gives her cylinders 11 x 20 inches but at present she carries them 14 x 18 inches. Lion's original boiler measured 39 x 42 inches in cross-section (i.e. slightly oval); the present boiler has a 40 inch internal diameter/42 inches external.<br />
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Further evidence to date Lion's valve gear is that the Grand Junction Railway - with which the Liverpool & Manchester amalgamated in 1845 - stopped using gab valve gear in 1844/5 in favour of Indirect Stephenson Link Motion. Furthermore, Lion's blast pipe reaches into the base of the chimney, something which Carl Friedrich Beyer of Sharp, Stewart had concluded was inefficient in 1847, and, from 1848 the LNWR (of which the Grand Junction was a constituent) adopted shorter blast pipes which stopped just above the top row of tubes in 1848.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpOt2WxIY-49HMuoPNL3f9tYqp9MplAVGH6sWdJqEsGy_QZv8tpHx7Zcpi23ck42kSp3wLLm5bmiFk4nzG9t8S1B4WbOOLQ_Ypt3gd_bnGB17oDtLs0mtyT0PYyw0ghPYky5Esi2Lw5sMt/s1600/IMG_2279.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhpOt2WxIY-49HMuoPNL3f9tYqp9MplAVGH6sWdJqEsGy_QZv8tpHx7Zcpi23ck42kSp3wLLm5bmiFk4nzG9t8S1B4WbOOLQ_Ypt3gd_bnGB17oDtLs0mtyT0PYyw0ghPYky5Esi2Lw5sMt/s320/IMG_2279.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Lion's very long copper blast pipe, reaching up into the base of the chimney.</td></tr>
</tbody></table>
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The replacement of the Melling Patent valve gear was perhaps due to Melling have left the Liverpool & Manchester, and the company no longer wishing to pay him for the use of his patent "improvements" which would have automatically doubled in royalties. After leaving the L&M, Melling became Locomotive Superintendent of the Dublin & Kingstown Railway, in Ireland.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiGLT4dghek7lX15leJXpH1oszpZZbs74L5nfPZC-M4-snX2KQlE3HlROguoN-8W2EY1nI8xNA2IPDtiTE76gNuLoC2kKHDiRcyIaCXzHGOnrh_kqHqD_Gk18HUr1ZyJAbw8SG8UMxBKCV/s1600/JohnMelling.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiiGLT4dghek7lX15leJXpH1oszpZZbs74L5nfPZC-M4-snX2KQlE3HlROguoN-8W2EY1nI8xNA2IPDtiTE76gNuLoC2kKHDiRcyIaCXzHGOnrh_kqHqD_Gk18HUr1ZyJAbw8SG8UMxBKCV/s400/JohnMelling.jpg" width="303" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">John Melling in later life</td></tr>
</tbody></table>
The conclusion drawn by Adrian Jarvis and Len Morris in 1980 that the valve gear on Lion dates from 1838, on the basis that if Lion had been rebuilt in the early 1840s then Stephenson Link would have been fitted rather than retain Gab Gear, is therefore incorrect. The valve gear on Lion dates from a major rebuild in the 1840s, probably carried out sometime between 1841 and 1848, at the Edge Hill shops of the Liverpool & Manchester Railway, of even by a fledgling LNWR.AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-51395006802712408012016-10-12T03:22:00.002-07:002016-10-12T03:22:33.901-07:00Early Railway Management<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFO4OicrDS2zSBatKyJDPEbbwwZA0sfZ-GWkhp8_lhsBC04w4ozNcrovy_YKDmX6L79QOQcaJ1RStSWVM28rE1CY4S_DtNw0N9auHRudeQ7xCNpFYHcdjhYlpVRw_P7veTf96BXWnzEoK_/s1600/Cheesman_Henry_Binstead.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFO4OicrDS2zSBatKyJDPEbbwwZA0sfZ-GWkhp8_lhsBC04w4ozNcrovy_YKDmX6L79QOQcaJ1RStSWVM28rE1CY4S_DtNw0N9auHRudeQ7xCNpFYHcdjhYlpVRw_P7veTf96BXWnzEoK_/s320/Cheesman_Henry_Binstead.jpg" width="246" /></a></div>
<div style="text-align: center;">
Commander C H Binstead, RN 1797-1876</div>
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<br />
The Railways of the 1830s were without precedent - not only for size but cost and personnel involved. Who were the Directors of these new companies to get to manage them? On the Liverpool & Manchester, day-to-day management was vested in the redoubtable Henry Booth who as a Secretary and Treasurer, acted as General Manager. This was in addition to a Management Committee of selected Directors which took on the running of the Company.<br />
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Other companies, however, vested management in a single figure, often referred to as General Manager or Superintendent. The majority of these men were selected from half-pay officers because they represented a class of professionals who had experience of commanding and administering large numbers of men and materiel.<br />
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The most famous was Captain Mark Huish of the Grand Junction, latterly L&NWR. Born in Nottingham to a family of Unitarians - they attended the High Pavement Chapel - he was commissioned into the forces of the Hon. East India Company, because his religious pursausions barred him from a commission in the forces of the Crown.<br />
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Captain John Edward Cleather, a half-pay officer from the Royal Staff Corps - an elite, specialist unit of Engineers and Administrators - was General Manager of the Manchester & Birmingham Railway.<br />
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But by far it was Naval men who were in positions of management:<br />
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Captain John Milligen Laws RN was General Manager of the Manchester & Leeds Railway; he was a nephew of Sir Robbert Seppings, Surveyor of the Navy. He had been promoted Captain in 1833 and had commanded HMS Southampton, a 60-gun Frigate.<br />
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Commander - later Admiral - Cheesman Henry Binstead was appointed as Traffic and Passenger Superintendent. Binstead had considerable experience of this kind of work having served from 1828-1834 as 'Agent for Transports Afloat' directing the movements of men and materiel of the Army and Navy accross the globe. <br />
<br />
Lieutenant Peter Lecount RN was appointed as Manager of the London & Birmingham Railway. He was also a qualified civil engineer, fellow of the Royal Astronomical Society<br />
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Lieutenant Samuel Eborall RN was Goods Manager of the Grand Junction, and latterly the 'Northern Divison' of the L&NWR; his son, Cornelius was involved wtih the East Lancashire Railway and later became General Manager of the L&SWR. Lieutenant Eborall had been on half pay from 1815 but up to 1829 had 'been in command of various Merchanmen'<br />
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Many of these Naval men had been on half-pay (retired from active duty but still receiving half pay as a retainer cum pension) for several years before joining the railways: Lecount had been on half pay from 1829; Milligen from 1833 and Binstead from 1841. Perhaps these men sense that they could have a new career with the new-fangled railways, where there skills and experience would be put to good use. So too the Directors of the new companies, who sensed the need for men used to commanding and organising a large undertaking. Indeed, the influence of these Naval men is evidenct in many of the regulations of the railway companies; expressions such as 'Officers and Men' and even terms auch as 'Ahead' and 'Astern' on the London & Birmingham. The use of signalling flag, semaphores and signal rockets also show a distinct Naval influence. Commander Binstead of the Lancashire & Yorkshire developed a 'safety signal' and a means of allowing the guard to communicate with the driver.<br />
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Binstead is in fact of particular interest to this writer, as his family share a home with Binstead, who lived in South Parade, Wakefield from 1870 to his death - renting the large Georgian town house as a residence appropriate to a Royal Navy Admiral. There can't be many railway companies which can boast a Vice-Admiral as their Traffic and Passenger Superintendent!<br />
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<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-51647653074646917522016-08-15T08:22:00.005-07:002016-08-15T08:22:47.871-07:00Musical ConnectionsGlenn Miller's "Don't sit under the apple tree" and "The Tenessee Waltz" are well-known pieces of American popular music. But why - and how - are they connected to the Liverpool & Manchester Railway?<br />
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The answer is their composer: Thomas Haynes Bayly, 1797-1839<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0-3k3R_RkPcSiHsuO5pDZoL1QyYRQyA8id5sNvF5YCRsoJKpwCfz_r2eH4Ea9ye7cnf6iDrtUq6OW25cPUZDBqGSuj1gko2RIMaJreU76AvCwzogNce3NcsL6bv6b90twC5ffo-aPa0Jo/s1600/Portrait_of_Thomas_Haynes_Bayly.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0-3k3R_RkPcSiHsuO5pDZoL1QyYRQyA8id5sNvF5YCRsoJKpwCfz_r2eH4Ea9ye7cnf6iDrtUq6OW25cPUZDBqGSuj1gko2RIMaJreU76AvCwzogNce3NcsL6bv6b90twC5ffo-aPa0Jo/s320/Portrait_of_Thomas_Haynes_Bayly.jpg" width="272" /></a></div>
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One of his most popular songs was "Long, Long Ago" writtend in 1833 but only published posthumously, in the United States, in 1844 where it became incredibly popular.<br />
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The tune - sped and jazzed up a little - is that for "Don't sit under the Apple Tree" popularised by Glenn Miller in 1942.<br />
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But how does Glenn Miller and popular early nineteenth century song-writer relate to the Liverpool & Manchester?<br />
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MUSIC. Of course!<br />
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From documentary evidence we know that there was a trumpeter or 'bugleman' who sent off every train from Liverpool Road Station, Manchester with the strains of "I'd be a butterfly", written by Bayly in 1828 and one of the most popular songs of its day.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf9T3CjQxSoR2aRj8rVka4Q_CXcwaznXgye2UtAOw7psdjqrz3xyc06YYUY3nEsZDwBdWauNEIsWUFPVIZW5OEVrSc6acB8ToCqItp40e9SzjJ6wak5LPtjxGFbAw6wWCLML1caP4L_vor/s1600/scaleImage.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf9T3CjQxSoR2aRj8rVka4Q_CXcwaznXgye2UtAOw7psdjqrz3xyc06YYUY3nEsZDwBdWauNEIsWUFPVIZW5OEVrSc6acB8ToCqItp40e9SzjJ6wak5LPtjxGFbAw6wWCLML1caP4L_vor/s320/scaleImage.jpg" width="231" /></a></div>
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Writing in 1836 Edward Herapath, however, described the sending out of trains as akin to 'a few cracked notes from an old broken down cavalry trumpet". Not very flattering.<br />
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But <a href="https://www.youtube.com/watch?v=dqziq71Knrc" target="_blank">here's</a> what the song sounded like. Enjoy.<br />
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AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-8627982772823780802016-08-12T03:20:00.005-07:002016-08-12T06:00:01.598-07:00When is a Rocket not a Rocket?<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmEjmuYoL-5ZWp_rLo0a2og0fjVvj2hlgYjaat4VhlhFQCFF9Kut3o7b-zhTW30-YbR_4JCQXPsS_fHtSirgJv2kUPBtRrNAkVNsZfPpyL1P7UpzDyTP67wwuZ4qpl-wAqB4KUKHO5ApT7/s1600/image079.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="255" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmEjmuYoL-5ZWp_rLo0a2og0fjVvj2hlgYjaat4VhlhFQCFF9Kut3o7b-zhTW30-YbR_4JCQXPsS_fHtSirgJv2kUPBtRrNAkVNsZfPpyL1P7UpzDyTP67wwuZ4qpl-wAqB4KUKHO5ApT7/s400/image079.jpg" width="400" /></a></div>
<span style="font-size: large;">In September 1884, the professional journal "The Engineer" published the above sketch by James Nasmyth (of Steam Hammer fame) which he had drawn fifty-four years earlier at the opening of the Liverpool & Manchester Railway, resulting in a flurry of correspondance that, in fact, there had been not one but <i>two Rockets</i></span><br />
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<span style="font-size: large;">This was rapidly taken up by other journals, including "Scientific American", arguing that due to the differances between Nasmyth's sketch and the known appearance of <i>Rocket</i>, that either <i>Rocket</i> had been considerably rebuilt, or there had been two locomotives named <i>Rocket</i>.</span><br />
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<span style="font-size: large;">Sadly, this argument falls appart when one realises that Nasmyth sketched <i>Northumbrian</i>, not <i>Rocket</i> and that <i>Rocket</i> which now stands in the Science Museum in London is definately Robert Stephenson's <i>Rocket</i> from the Rainhill Trials. There is no need for any conspiracy theories.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidkbKIUb1rnJwtAGLNwTrV6ek7fVVkjX47RyQbqmneshRyHwlJ1atyElN7UX_ebIUGYkdDNvB1LJCvTJm9cDhgy1AQ5JtCfyn97HkqAgkhGZyRVD8mbi7D4ogN7gUq93z59thd9fhfg0vE/s1600/stephenson_rocket.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="269" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidkbKIUb1rnJwtAGLNwTrV6ek7fVVkjX47RyQbqmneshRyHwlJ1atyElN7UX_ebIUGYkdDNvB1LJCvTJm9cDhgy1AQ5JtCfyn97HkqAgkhGZyRVD8mbi7D4ogN7gUq93z59thd9fhfg0vE/s320/stephenson_rocket.jpg" width="320" /></a></div>
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Rocket as is appeared c.1900: the snokebox was added and the cylinders lowered during its working life, c.1831.</div>
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<span style="font-size: large;">A second sketch, purporting to show <i>Rocket</i>, this time in 1832 was then published. </span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRjeawvxxZDijcfD_CB3tty2Y4yHvHc4qHvfI7TRe97kjpzSHncbkiKZXDjxfgnzdlt5lcOTz8c6qdljz0KzLxMtJ383EDJcnyLIbUg3CJOJBqILP81oJH2-Q_9RyQmFp06yZOs6SZKbtW/s1600/Rocket1884b.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="430" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRjeawvxxZDijcfD_CB3tty2Y4yHvHc4qHvfI7TRe97kjpzSHncbkiKZXDjxfgnzdlt5lcOTz8c6qdljz0KzLxMtJ383EDJcnyLIbUg3CJOJBqILP81oJH2-Q_9RyQmFp06yZOs6SZKbtW/s640/Rocket1884b.jpg" width="640" /></a></div>
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<span style="font-size: small;"><i>Rocket</i> drawn by Mr W Stenson of Leicester on 12 March 1832. But is it <i>Rocket</i> of Rainhill fame?</span></div>
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<span style="font-size: small;"><span style="font-size: large;">It's a beautifully detailed sketch. The tender - including the hand brake, brake-gear and water feed pipes - are depicted in great detail. So too what appears to be a lamp on top of the coal rail at the rear. It bears a strong resemblance with the tender of <i>Northumbrian</i> sketched by Nasmyth two years earlier.</span></span></div>
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<span style="font-size: small;"><span style="font-size: large;">But what of the Locomotive? The inclinded cylinders driving the front wheels is clearly of <i>Rocket</i>-type, but we know that by 1832 <i>Rocket</i> was either under repair and was in the process of being refitted with nearly-horizontal cylinders or had been refitted. That said, Rocket was the only one of the <i>Rocket</i>-type locomotives suppled with inclined cylinders. Given that <i>Rocket</i> was rebuilt with lowered cylinders c.1832, this cannot be <i>Rocket</i> of Rainhill. The details of the cylinder (valve chest uppermost) and the valve gear appear to be sketched from life - as does the rest of the locomotive. The boilder, firebox with steam dome surmounted by a Salter safety valve and smokebox are clearly of <i>Planet</i>-type. Boiler fittings including the "pop" safety valve, man hole and even the feed clacks are shown. There are what appear to be splashers over the four-coupled driving wheels. Oh yes, <i>Rocket</i> of Rainhill was a 0-2-2, whilst this locomotive is very clearly not of that wheel arrangement. Given how short <i>Rocket</i>'s boiler barrel is, it is unlikely that, even supposing <i>Rocket</i> was to be rebuilt as an 0-4-0 that a second set of 4' 8 1/2" driving wheels could be fitted.</span></span></div>
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<span style="font-size: small;"><span style="font-size: large;">So what is this mystery locomotive?</span></span></div>
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<span style="font-size: small;"><span style="font-size: large;">Clearly, it is not the <i>Rocket </i>of the Rainhill Trials. The closest locomotive which exists today is another Rocket, this time built for export to the USA in <b>1838 </b>Robert Stephenson & Co.</span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgviuENkjqgpgZba77R9IbLK59VX1IBPu33gnmtnwTE8efDqTGZd_6GkNcp-KvDn-RjMbnJ75A0e7APNZN3jQ9JHHglof0Jeot1c21BtEgd2L3MFf9ohRQvPWpTua5BaFI4vPXNoVRVFklT/s1600/Rocket_locomotive%252C_built_1838_for_Reading_Railroad_-_Franklin_Institute_-_DSC06716.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgviuENkjqgpgZba77R9IbLK59VX1IBPu33gnmtnwTE8efDqTGZd_6GkNcp-KvDn-RjMbnJ75A0e7APNZN3jQ9JHHglof0Jeot1c21BtEgd2L3MFf9ohRQvPWpTua5BaFI4vPXNoVRVFklT/s640/Rocket_locomotive%252C_built_1838_for_Reading_Railroad_-_Franklin_Institute_-_DSC06716.JPG" width="640" /></a></div>
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<span style="font-size: small;"><span style="font-size: large;">Here we have a four-coupled locomtoive with inside frames, Stephenson-type boiler and smoke box, and even a steam dome with Salter safety valve... but a Bury-type cylindrical fire-box (as stipulated in the order from Stephenson & Co.) and, crucially, </span></span></div>
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<span style="font-size: small;"><span style="font-size: large;"> inside cylinders. </span></span></div>
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<span style="font-size: small;"><span style="font-size: large;">The inclined cylinders and <i>Planet</i>-type boiler are not unique to this machine, however. Robert Stephenson & Co supplied a very similar locomotive named <i>Eclipse</i> to the Pen-Y-Darren Tramway in 1832</span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFCA4g1arvvy8XRS0Sqrd1luECMyGosGUKyrIRr6umW1a1Yh5KaJuNKfxWajFxuSGfnCC_MvLtRI12rdOCAx0rHxiQItztRzI7FS5xnyUjLplKvB4irqnlWZCAD-nuDEEVvzdH6q3t-fwz/s1600/ECLIPSE.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="316" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFCA4g1arvvy8XRS0Sqrd1luECMyGosGUKyrIRr6umW1a1Yh5KaJuNKfxWajFxuSGfnCC_MvLtRI12rdOCAx0rHxiQItztRzI7FS5xnyUjLplKvB4irqnlWZCAD-nuDEEVvzdH6q3t-fwz/s400/ECLIPSE.jpg" width="400" /></a></div>
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<span style="font-size: small;"><span style="font-size: large;"> "The Engineer" suggests that Stenson drew this particular <i>Rocket </i>"as she stood on the Fosse lane siding, near Leicester". Now why would <i>Rocket</i> be in Leicester rather than working ballast trains between Liverpool and Manchester? The location would suggest this was a locomotive for the Leicester & Swannington Railway, which did use locomotives supplied by Robert Stephenson & Co. (that is to assume that this particular <i>Rocket</i> was built by them) of the 'Large Samson' 0-4-2 type. None of them were called <i>Rocket</i>.</span></span></div>
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<span style="font-size: small;"><span style="font-size: large;">So what did Stenson draw? Clearly it is not <i>Rocket</i> of Rainhill, and by all accounts was sketched from life in March 1832. The <i>Planet</i>-type boiler and anachronist inclined-cylinders although unusual are not unique to other Stephenson locomotives of the period. Perhaps this is an unkown, unusual early Stephenson machine? We shall never know, but, contrary to the assertion of "The Engineer" over a century ago, it is not <i>Rocket</i> of Rainhill. </span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ6RBjsZ82_f9goZ3MoUnIfo1Kjc39BNnhkZ9x3W6GIjlUrQRX8dubHmmWqHqCgADS7eZ3mLrZRbA3XvM7y7jzp8tRHEUZ0dEPh8xUQCtLd4PB-H0Aj4cZDE-fhHWlAGw22Y5App4M2fTP/s1600/Image050.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="209" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQ6RBjsZ82_f9goZ3MoUnIfo1Kjc39BNnhkZ9x3W6GIjlUrQRX8dubHmmWqHqCgADS7eZ3mLrZRbA3XvM7y7jzp8tRHEUZ0dEPh8xUQCtLd4PB-H0Aj4cZDE-fhHWlAGw22Y5App4M2fTP/s320/Image050.jpg" width="320" /></a></div>
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<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-78420160667239749442016-08-11T04:02:00.001-07:002016-08-11T04:02:14.095-07:00Rules and Regulations<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjST3fmE_IK-cSLRj7e7XVE5N_dOpqmYSkhbaDKW_H2OAQ2sFYMkEaWL3G4egcBXknjZoP4IAzrm_Slqjvbw0bRuXTGPDOi2L9050wPv6SeX39daNz-_3LqUTCkmGery_VDqYOiMDJvAYOC/s1600/image078.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjST3fmE_IK-cSLRj7e7XVE5N_dOpqmYSkhbaDKW_H2OAQ2sFYMkEaWL3G4egcBXknjZoP4IAzrm_Slqjvbw0bRuXTGPDOi2L9050wPv6SeX39daNz-_3LqUTCkmGery_VDqYOiMDJvAYOC/s400/image078.jpg" width="400" /></a></div>
Anthony is pleased to announce his facsimile version of the Liverpool & Manchester Railway "Rules and Regulations March 1839" are now available <a href="http://www.lulu.com/shop/ald/liverpool-manchester-railway-rules-regulations/paperback/product-22821977.html" target="_blank">Here</a><br />
<br />
These rules were the product of eight years of operating the world's first inter-city railway - lessons learned often the hard way, and sadly, fatally. They were the basis of the rules and regulations approved by the 'General Railway Conference' held in Birmingham in January 1841, and approved for use nationally in the first attempt to standardise signaling and safety protocals on the burgeoning railways of Britain. Their influence can also be seen in railway regulations in France.<br />
<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-59206732666196360952016-08-10T12:19:00.008-07:002016-08-10T12:25:07.856-07:00<span style="font-size: small;">REGULATIONS FOR ENGINEMEN</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJFwVwURUY3r1pEy9bFv2cfs8pbAqBrCSAQ_sQeoEJ5xmTwCO-eiJ_eL8NEZQ-gC_IZoNKuwd-IR-nAxf1jiBbunT6VmNr6DAEr2vPsOKMXbmO_Ss3L__DaCo_8Q7osigzCecrzMQvCUno/s1600/CPATrain.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="345" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJFwVwURUY3r1pEy9bFv2cfs8pbAqBrCSAQ_sQeoEJ5xmTwCO-eiJ_eL8NEZQ-gC_IZoNKuwd-IR-nAxf1jiBbunT6VmNr6DAEr2vPsOKMXbmO_Ss3L__DaCo_8Q7osigzCecrzMQvCUno/s400/CPATrain.jpg" width="400" /></a></div>
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<h3>
<b>What was it like to work on the early railways? How safe were they? Presented here are excerpts from the LNWR Regulations of 1847.</b><i><b></b></i></h3>
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<i><b>At a Meeting of the Board of Directors held on the
11th of September, 1847, it was<br />
<br />
Ordered,<br />
That the following code of Rules and Regulations be, and
the same is hereby approved and adopted for the guidance
and instruction of the Officers and Men in the service
of the London and North-Western Railway Company, and
that all former Rules and Regulations inconsistent with
the same be cancelled.<br />
<br />
Ordered,<br />
That every person in the service do keep a copy of these
Regulations on his person while on duty under a penalty
of five shillings for neglect of the same.</b></i></div>
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<i><b>By order of the Board of Directors.<br />
CAPTAIN M<span style="font-size: xx-small;">ARK</span> H<span style="font-size: xx-small;">UISH</span>,<br />
General Manager,<br />
London and North Western Railway.</b></i></div>
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1. No Engine shall pass along the wrong line of Road, but if, in
case of accident, an Engine shall be unavoidably obliged to pass
back on the wrong line, the Engineman is to send his Assistant, or
some other competent person, back a distance of not less than 800
yards, before his Engine moves, to warn any Engine coming in the
opposite direction, and the Assistant shall continue running, so as
to preserve the distance of not less than 800 yards between him and
the Engine. If dark, the man shall take his light and make a signal
by waving the same up and down, and the Engineman of the Engine
moving on the wrong line shall keep his Steam Whistle constantly
going, and must not move in the wrong direction farther than to the
nearest shunt, where he is instantly to remove his Engine off the
wrong line of Road; and it is expressly forbidden that any Engine
should move on the wrong line of Rails at a greater speed than four
miles an hour.<br />
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2. All Engines travelling on the same line shall keep 800 yards at
least apart from each other, that is to say, ― the Engine which
follows shall not approach within 800 yards of the Engine which goes
before, unless expressly required. <br />
<br />
3. No person, except the proper Engineman and Fireman shall be
allowed to ride on the Engine or Tender, without the special
permission of the Directors or one of the Chief Officers of the
Company.<br />
<br />
4. The Engineman and Fireman must appear on duty as clean as
circumstances will allow and every Driver must be with his Engine 30
minutes, and every Fireman 45 minutes, before the time appointed for
starting, in order to see that the Engine is in proper order to go
out, has the necessary supply of coke and water, and that the
Signals are in a fit state for use.<br />
<br />
5. The Front Buffer Light of a Passenger Train is White, and of a
Goods or Cattle Train Green, except on the Liverpool and Manchester
Section.<br />
<br />
6. Every Engineman shall have with him at all times in his Tender
the following Tools:―<br />
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<br />
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<td><div style="margin-bottom: 3px; margin-right: 12px; margin-top: 0; text-align: left;">
1 complete set of Lamps</div>
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<td><div style="margin-bottom: 3px; margin-left: 12px; margin-top: 0; text-align: left;">
1 Screw Jack</div>
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1 complete set of Screw Keys</div>
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A quantity of Flax and Twine</div>
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1 large and small Monkey Wrench</div>
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<td><div style="margin-bottom: 3px; margin-left: 12px; margin-top: 0; text-align: left;">
4 large and small Oil Cans</div>
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3 Cold Chisels</div>
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<td><div style="margin-bottom: 3px; margin-left: 12px; margin-top: 0; text-align: left;">
Plugs for Tubes</div>
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1 Hammer</div>
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2 Fire Buckets</div>
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1 Hammer</div>
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Fog Signals and Red Flag</div>
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2 short Chains with Hooks</div>
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<span title="7 When the Engine is in motion the Engineman is to stand where he can keep a good look out a head and the Fireman must at all times be ready to obey the instructions of the Engineman and assist him in keeping a look out when not otherwise engaged">
7. When the Engine is in motion the Engineman is to stand where he
can keep a good look out a head and the Fireman must at all times be
ready to obey the instructions of the Engineman and assist him in
keeping a look out when not otherwise engaged </span></span><br />
<br />
8. No Engine is permitted to stand on the main line (except under
very special circumstances) when not attached to a Train, and the
Engineman shall not at any time leave his Engine or Train, or any
part thereof, on the main line, unless there be a competent man in
charge to make the necessary signals.<br />
<br />
9. No Engine shall cross the Line of Railway at a Station without
permission.<br />
<br />
10. An Engineman is never to leave an Engine in Steam, without
shutting the Regulator, putting the Engine out of gear, and fixing
down the Tender Break.<br />
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11. No Engine is allowed to propel a Train of Carriages or Waggons,
but must in all cases draw it, except when assisting up inclined
planes, or when required to start a train from a Station, or in case
of an Engine being disabled on the road, when the succeeding Engine
may propel the train slowly (approaching it with great caution) as
far as the next shunt or turn-out, at which place the propelling
Engine shall take the lead.<br />
<br />
12. No Engine is to run on the Main Line Tender foremost, unless by
orders from the Locomotive Superintendent, or from unavoidable
necessity.<br />
<br />
13. Every Engineman on going out is to take his Time Table with him,
and regulate by it the speed of his Engine, whether attached to a
Train or not; and when not attached to a Train, he is on no account
to stop at second-class Stations unless specially ordered, or there
is a signal for him to do so.<br />
<br />
14. Enginemen are not allowed (except in case of accident or sudden
illness) to change their Engines on the Journey, nor to leave their
respective Stations, without the permission of their Superintendent.<br />
<br />
15. When the Road is obscured by steam or smoke (owing to a burst
tube, or any other cause) no approaching Engine is allowed to pass
through the steam, until the Engineman shall have ascertained that
the road is clear; and if any Engineman perceive a Train stopping
from accident or other cause, on the road, he is immediately to
slacken his speed, so that he may pass such Train slowly, and stop
altogether if necessary, in order to ascertain the cause of the
stoppage, and report it at the next Station.<br />
<br />
16. Where there is an accident on the opposite Line to that on which
he is moving, he is to stop all the Trains between the spot and the
next Station, and caution the respective Enginemen, and further he
is to render every assistance in his power in all cases of
difficulty.<br />
<br />
17. In case of accident to his Engine or Tender (when alone) he is
to send back notice by his Fireman to the nearest Policeman on duty:
but if the Policeman is too distant, the Fireman is to remain
stationary not less than 600 yards in rear of his Train (until
recalled), showing his Red Signal until he has rejoined his Engine.
(See Rule 17, page 182.)<br />
<br />
18. Enginemen are strictly prohibited from throwing out of their
Tender any small coke or dust, except into the pits made for that
purpose at first-class Stations.<br />
<br />
19. Enginemen with Pilot or Assistant Engines must be prepared
(while on duty) to start immediately on receiving instructions from
the Locomotive Foreman or the Station Master.<br />
<br />
20. Enginemen are strictly enjoined to start and stop their Trains
slowly, and without a jerk, which is liable to snap the couplings
and chains; and they are further warned to be careful not to shut
off their steam too suddenly (except in case of danger), so as to
cause a concussion of the carriages. ― This rule applies more
especially to Cattle Trains, the beasts being liable to be thrown
down and injured by a sudden check.<br />
<br />
21. No Engineman is to start his Train until the proper Signal is
given: he is invariably to start with care, and to observe that he
has the whole of his Train before he gets beyond the limits of the
Station.<br />
<br />
22. It is very important that Engine-Drivers use the utmost caution
when shunting Waggons into sidings, so as to avoid injuring the
Waggons or other property of the Company.<br />
<br />
23. Enginemen in bringing up their Trains are to pay particular
attention to the state of the weather and the condition of the
Rails, as well as to the length of the Train: and these
circumstances must have due weight in determining when to shut off
the Steam. Stations must not be entered so rapidly as to require a
violent application of the Breaks, and any Engineman over-running
the Station will be reported.<br />
<br />
24. Enginemen and others are required to be careful in turning their
Engines on the Tables, so as not to swing them round rapidly.<br />
<br />
25. Engines running alone, or taking luggage or empty carriages,
must not exceed a speed of 20 miles an hour without distinct orders
in each case or some urgent necessity.<br />
<br />
26. Enginemen and Firemen are to pay immediate attention to all
Signals, whether the cause of the Signal is known to them or not;
and any Engineman neglecting to obey a Signal is liable to immediate
dismissal from the Company’s service. The Engineman must not,
however, trust to Signals but on all occasions be vigilant and
cautious, and on no account be running before the time specified in
his Time-Table. He is also to obey the Special orders of the
Officers in charge of Stations, when required for the Company’s
service.<br />
<br />
27. Whenever he sees the Red Signal, or any other which he
understands to be a Signal to stop, he is to bring his Engine to a
stand close to the Signal, and on no account to pass it.<br />
<br />
28. In addition to the usual Red Signals, the Police have orders to
place Detonators on the Rails in foggy weather, and every Engineman,
when he hears a Detonating Signal, is to bring his Engine to a stand
as quickly as possible. The Enginemen also are supplied with these
Signals to be used in the same manner. (See Rule for Fog Signals.)<br />
<br />
29. Ballast Engines are prohibited from passing along the Main Line
in a fog, except when authorised to do so under special
circumstances.<br />
<br />
30. As a further precaution in foggy weather, no Engineman is
allowed to leave a Station with a Train until the preceding Train
has been started at least ten minutes; and before starting, the
Clerk in charge of the Station, or the Policeman on duty, is to give
the Engineman the exact time when the preceding Train started, and
where it is next to stop.<br />
<br />
31. Enginemen are at all times to use great caution in foggy
weather, and especially in approaching Stations, from the difficulty
of discerning the regular Signals until close upon them; and they
are to be prepared to bring their Engines to a stand, should it be
required.<br />
<br />
32. No Engineman is to pass from a Branch on to the Main Line until
the Policeman at the Junction Points signals the Main Line clear,
and in foggy weather he is to bring his Engine to a stand before
reaching the Junction Points, and not to enter upon the Main Line
till he has ascertained from the Policeman how long the preceding
Train or Engine has passed.<br />
<br />
33. To avoid risk of collision on single Lines, from the meeting of
another Engine, no extra Engine, with or without a Train, is allowed
to pass along the Line without previous notice.<br />
<br />
34. Every Engineman is to be careful, when he passes a Station, or
when the way is under repair, to proceed slowly and cautiously; and
he is also to do so whenever he sees the Green Signal.<br />
<br />
35. Luggage, Coal, and Ballast Trains are always to give way to
Passenger Trains by going into the nearest siding.<br />
<br />
36. The Whistle is to be sounded on approaching each Station and
level crossing, and on entering the Tunnels. Three short sharp
whistles, rapidly repeated, must be given when danger is
apprehended, and when it is necessary to call the attention of the
Guards to put on the Breaks. When more than one Engine is attached
to the Train, the Signal is to be given by the Leading Engineman;
and in case of danger is to be repeated by the following Enginemen,
who will forthwith reverse their Engines and attach their Tender
Breaks. Frequent use must be made of the Whistle in foggy weather.<br />
<br />
37. Enginemen with Luggage Trains are to approach all stopping
places at a speed not exceeding ten miles an hour, when within a
quarter of a mile of the stopping place, and to signal the Breaksman
by two distinct Whistles to put on his Break before the Tender Break
is put on.<br />
<br />
38. Luggage Enginemen must refuse to take up waggons of goods. if
they are of a nature to take fire by a spark or hot cinder; unless
such goods are completely sheeted. Enginemen are to see that the
cinder-plates at the back of their Tenders are in good order.<br />
<br />
39. Should fire be discovered in the Train, the Steam must be
instantly shut off, and the Breaks applied, and the Train be brought
to a stand, the Signal of obstruction to the Line be made, and the
burning waggon or waggons be detached with as little delay as
possible. No attempt must ever be made to run on to the nearest
water column, if it is more than 300 yards from the place where the
fire is discovered, as such a course is likely to increase the
damage.<br />
<br />
40. The movements of all Trains are under the orders of the Guard,
to whose instructions as to stopping, starting, &c., the Engineman
is to pay implicit attention.<br />
<br />
41. If any part of a Train is detached when in motion, care must be
taken not to stop the Train in front before the detached part has
stopped, and it is the duty of the Guard of such detached part to
apply his Break in time to prevent a collision with the carriages in
front, in the event of their stopping.<br />
<br />
42. Whenever a Red Board or Red Flag is carried on the last carriage
or waggon of a passing Train, it is to indicate that a Special or
Extra Train is to follow; and when such Extra Train is to run at
night, an additional Red Light must be attached to the tail of the
preceding Train.<br />
<br />
43. Every Engineman at the end of his journey is to report to the
Superintendent of Locomotive Power, or his Foreman, or to the Clerk
in attendance <span style="font-family: "book antiqua";">―</span></div>
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<br />
First <span style="font-family: "book antiqua";">―</span> As
to the state of his Engine and Tender.<br />
Second <span style="font-family: "book antiqua";">―</span>
As to any defect in the Road or Works Electric Telegraph posts or
wires or any unusual circumstance that may have taken place on the
journey.</div>
<div style="margin-bottom: 0; margin-top: 0; text-align: justify;">
<br />
44. He is also to see that his Signal and Gauge Lamps are taken into
the Porter’s Lodge, for the purpose of being trimmed.</div>
AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-67244904910910547262016-08-10T09:53:00.003-07:002016-08-10T10:01:00.872-07:00Choo Choo Trains<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSMLTagFfvyt8LCDaCc7_yjefUXQYp4phxrAHlIsAQ7a_XtSfH8hkZuKXehb1KodR1sDSCR0VWdjcclyDxfpn0WXE3slE8yPNqDYBXkaU6YXXK2F2x7a4J10f7cqfFXQZ4BtksA9lNgTId/s1600/steam-locomotive-whistle.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="583" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgSMLTagFfvyt8LCDaCc7_yjefUXQYp4phxrAHlIsAQ7a_XtSfH8hkZuKXehb1KodR1sDSCR0VWdjcclyDxfpn0WXE3slE8yPNqDYBXkaU6YXXK2F2x7a4J10f7cqfFXQZ4BtksA9lNgTId/s640/steam-locomotive-whistle.jpg" width="640" /></a></div>
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<h4>
On my way into Manchester this morning - basking in the luxuary of a 142 ('Pacer') DMU - a mother and her twin, very excited, 4 year old daughters were making the same journey to visit MOSI. Every time they saw another train, all three mimed the act of pulling a whistle chain and loudly "Choo-Chooed". This, in itself, reminds us of the potency of the Steam Locomotive - but trains in Britain have not got "Choo Choo" since 1968 - but yet it remains the "classic sound" of a train. But... 'twas not always thus ...</h4>
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Organ Pipes and Locomotives ...</h3>
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<h3>
The fictional Ivor the Engine (created by Peter Firmin and Oliver Postgate), famously has organ pipes The very first railway locomotives such as 'Planet' had no "Means of Audible Warning" other than a instead of a traditional steam whistle; and sometimes the truth is far stranger than fiction.</h3>
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The earliest locomotives had no "Means of Audible Warning", other than a bugle or hunting horn blown by the Fireman to warn of their approach. The steam whistle - that iconic sound of the age of steam - had not yet been invented.</h4>
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</h4>
<h4>
How could an improved means of "Audible Warning" be developed and increase safety on the railways? The answer comes from an unlikely source - William Hill of London, a Pipe Organ Builder. Born in Lincolnshire in 1879 and by the 1830s was one of the leading Organ Builders in Britain having taken prestigious commissions for York Minster and the Royal Panopticon of the Sciences. His greatest triumph was Birmingham Town Hall (1834).</h4>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF8bMo-ibzV0YMVI5oYgoZXPbnFkb56_NWy2tnQBtQg9Ts9ZS9pHv4skpRqsDx_TSpNcirStJ3dmSJ6PXPor1u_AvZB84BmEjdiaJfu_FIQc_EIFdiv4jsRtcc_lN8hgjYhU3zNmYDxugS/s1600/hillWilliam.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjF8bMo-ibzV0YMVI5oYgoZXPbnFkb56_NWy2tnQBtQg9Ts9ZS9pHv4skpRqsDx_TSpNcirStJ3dmSJ6PXPor1u_AvZB84BmEjdiaJfu_FIQc_EIFdiv4jsRtcc_lN8hgjYhU3zNmYDxugS/s320/hillWilliam.jpg" width="296" /></a></div>
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William Hill (1789-1870) in old age c.1865</div>
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Hill was instrumental (pun intended) in developing the "Steam Trumpet". The <i>Musical World </i>reported in 1837:</h4>
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"Mr. Hill has designed, for the newly-formed Railroads in Birmingham ... an instrument, which ... the whole is of iron or brass... blown by steam ... the pipes brass... the power of the tone ... extremely penetrating." </h4>
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Early depictions of this "Steam Trumpet" depict an inverted cone (i.e. ice cream cone shape) surmountined a short cylinder. Rather like a Trumpet Pipe from a pipe organ:</h4>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMd75DpgETWCdVjMe6-IcNSGO0E_8du_9tWQuaXIsnNdgxEuGxhn1HljbPoPKBK6U49AB7MRNGYLyEsAKOGmycXkX7QnnhRivQIU2HeLwv_vTdktkCxm-ZA2i5YGYRK2auW4v4B937FvQd/s1600/SteamTrumpet1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgMd75DpgETWCdVjMe6-IcNSGO0E_8du_9tWQuaXIsnNdgxEuGxhn1HljbPoPKBK6U49AB7MRNGYLyEsAKOGmycXkX7QnnhRivQIU2HeLwv_vTdktkCxm-ZA2i5YGYRK2auW4v4B937FvQd/s1600/SteamTrumpet1.jpg" /></a></div>
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These experiments by Hill on the "Steam Trumpet" were promoted by a Mr Ledsom, a leading Birmingham Industrialist, who was active in promoting the construction of the 'Grand Junction Railway' which linked Birmingham to the pioneering 'Liverpool & Manchester Railway' via a junction at Warrington. Whether the "Steam Trumpet" was intended as a signalling device or as a "Means of Audible Warning" is not clear, but according to the local Press it produced "so Grand and Melodic a tone" that rather than running away from the sound, people ran towards it out of sheer curiosity.</h4>
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<h4>
Ever inventive, Hill put this new invention to good use in his mighty organ for Birmingham Town Hall</h4>
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William Hill's mighty organ for Birmingham Town Hall built in 1834</div>
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<h4>
A story told about the "Steam Trumpet" and the most famous stop on the Birmingham organ, called the "Grand Ophicliede" says:</h4>
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"The son of one of the principal Railway Directors is a very musical man, and he imagining that some other and more musical mode of warning people of the approach of a train, than a horrible whistle, might be adopted, had two octaves of these large Trumpet Pipes made, and acted upon by Steam power, but their sound proved too beautiful and grand, and instead of people getting out of the way, it was more likely the reverse would be the effect. The consequence of this experiment was, that they were dispensed with, and the Pipes presented to the great Organ in the Town Hall ... by Mr. Hill."</h4>
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</h4>
<h4>
This account obviously contains a certain amount of wishful thinking, but does link the development of the "Steam Trumpet" with the extra-loud organ pipes ("Grand Ophicliede") of Hill's Birmingham Organ. Organ Historian Canon Nicholas Thistlethwaite adds "It can be ascerted with confidence that the development of the high- pressure [ Organ Stop] was closely bound up in Hill's work on early railway signalling devices - an association of art and industry which early-Victorian Birmingham could be proud."</h4>
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<h4>
What we don't know is what this "Steam Trumpet" sounded like, but it was probably akin to the "Grand Ophicliede" organ stop, which is reported to have " a colossal voice" (louder than the entire full organ) and "Clear, smooth, fluty tone." Probably something like <a href="https://www.youtube.com/watch?v=b5cUx7dcu1s" target="_blank">this</a></h4>
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<!--more--><br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0tag:blogger.com,1999:blog-3209546130828521071.post-3638185845927426602016-08-10T08:14:00.002-07:002016-08-10T08:17:19.438-07:00Coming soon to all good bookshops<div class="separator" style="clear: both; text-align: center;">
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<br />
Anthony is pleased to announced his first book for Amberley Publishing Ltd will be published in time to mark the 186th Anniversary of the opening of the Liverpool & Manchester Railway, 15 September 2016.<br />
<br />
<a href="https://www.amberley-books.com/current-month/the-liverpool-manchester-railway.html" target="_blank">Buy it here</a><br />
<br />
<br />AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com1tag:blogger.com,1999:blog-3209546130828521071.post-38463206012425834082016-08-10T08:12:00.001-07:002016-08-11T08:29:31.147-07:00Welcome!Hello, and welcome to the blog of Railway Historian Anthony Dawson. Here he hopes to share some of my historical findings of the pioneering years of the Railways in Britain, c1830-1855.<br />
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<br />
Anthony was born in Wakefield in 1980; his parents owned shares in an '8F' - when house-hunting it is rumoured his father wanted a property with a drive sufficiently large to put it on. His mum, obviously, refused. He is a graduate of the University of Bradford (B.Sc Hons, Archaeology) and Leeds (M.Res, History). He had worked for Tameside Museum Services and for a period taught Local History and Archaeology at Salford City College. He puts his enthusiasm for early railways into good pracitce as a volunteer on the Steam Railway at the Museum of Science & Industry, Manchester as a Trainee Fireman working on the replica 'Planet' 2-2-0 locomotive, based at the world's first Passenger Railway Station.AnthonyDhttp://www.blogger.com/profile/05922932669345428663noreply@blogger.com0