A Story of Railway Pioneers

I SAAC D OD D S

‘ ll s l o whose geniu s is d u e mu ch of t h e s cxen tiﬁ c advance ment of ra way . A STO RY OF RAI LWAY PI ONEERS

BEING AN ACCO UNT OF TH E INV ENTIONS AND WO RKS OF

ISAAC D ODD S

AND H I S S ON

TH OM AS WEATH E RB U RN D ODD S

M R S NE L Ex A O L M C . . R . S . E J . , ( )

LOND O N

S WYN B L O U N T LT D . E L Eff , , W 1 B GS . C . 2 2 YORK UILDIN , ADELPHI,

P REFA CE

The hi sto ri cal records of the S ci ence of Engi neering are notoriously incomplete and general knowledge of the origi n of commonplace inventions i s lamentably poor . The ni neteenth centu ry produced many remark able men whos w ks are eve whe e in c nstant use e or ry r o ,

but wh e ar l s t st os names e o t o Hi ory .

Thi s st inall i ntended or u blicat n ory , orig y f p io

' i n a well- kn wn ma az ne i s o ered to the reader o g i , ﬁ who can appreciate a record of the i nv entions and works of noble minds and who takes a just pride i n th e achievements of his countrymen . U n he death Mr I saac D dds i n 1 88 2 t . po of o , , practically no p ubli c mention was made of hi s contributions to engineeri ng science only the late

Mr. Cha les Manb S ec etar th e I nstitute r y , r y of of Civil En inee s ventu ed to ec rd s me hi s g r , r r o o of ’ w k F llowi n M r Dodd decease h is son s . s or o g . , ,

Mr wa ccu ied or c ns de able . W D dds s o o T. . o , p f i r time i n wo k abr ad and etu ned to En land w th r o , r r g i iii

P$8 504 ENGLI SH LOCAL P REFACE

hi s h h a n H is at o la e sh ealt f ili g . de h t ok p c ortly

a terwards i n the last ear th e n neteenth f , y of i ntu ce ry . Eleven y ears afterwards the writer h ad th e good

’ ortune to see evidence the M ess s Dodds remark f of r . able i nventi ns and c mmenced a care ul nvesti o , o f i gatian of their life works as far as family p ap ers uld e m Man he nal no es d awi n s wo it. t t p r y of origi , r g , and other documents were destroyed subsequent to ‘ death Mr T s u ici nt ev dence the . . W Dodd s e of . ﬁ i rema ned however to sh w th at a e manent record i , , o p r of their doings would b e of i nterest to many readers even at the esent t me pr i . The newsp aper notices p ublished after the death

Mr T dds alth u h do n little en u h W. D of . . o , o g i g o g usti ce to his memor r vided clues su icient to j y , p o ﬁ guide the i nvestigator i nto those channels where

more i nformation might be learned . Former workmen of the ﬁrm of Dodds and S on we e s u ht out and i ntervi ewed thei st i es be n r o g , r or i g heard with great interest ; relics of their apprentice days treasured up for six ty y ears or more were brought to light on these occasions and ex hibited with

remarkable ride then e laced i n a wa which was p , r p y

athetic to he beh lder p t o .

These men we e all ud the r maste s and r pro of i r , es ected them with com lete s nce it b ea n thei r p p i r y , ri g r

m emo to the ave ry gr . iv P REF ACE

Man old eco ds have been searched old news y r r ,

a e s colu mn b c lumn th e ew c ntem ra p p r , y o , f o po ry

en i nee i n u blicati ns and man sci enti ic u g r g p o , y f jo r

nals Visits have bee ai h s enes thei r . n p d to t e c of activiti es and l cal ec e amined Man o ds x . , r or y i nventions have of necessity been omitted as complete ev idence concerning them was lacking ; even i n some

o these cases however the e i s little d ubt that a f , , r o ju ry would give the credit of thei r origin to the Messrs Dodds b ut in a rec d thi s natu e wh e e . , or of r , r e uent otnotes and re e ences have b een av ided fr q fo f r o ,

it i s obabl the wi sest lan to mit them pr y p o . S hould the facts and i ncidents related i n thi s

sto b e value i n that it ma urni sh s me th e ry of , y f o of mi ssin li nks i n the hi sto o en i nee in then g ry f g r g , ,

a a t rom an inte est whi ch it mi ht c eate the p r f y r g r ,

w iter thi nks his time and t uble well aid r ro rep .

5 . 5 .

Toronto a , C nada,

1 1 9 2 .

CONTENTS

I NTROD UCTTON

CHAPTER I ISAAC DODDS

C HAPTER I I GEORGE STEP HEN S ON AND JAMES HANN

CHAPTER I I I NUMEROUS I NVENTIONS

C HAPTER I V A CHECK To A SUCCESSFUL RAILWAY CAREER

C HAPTER V THE HOLMES E NC TNE AND RAILWAY WORK S

CHAPTER V I ’ TH E SH EFFIELD ME CHANTCS E! HIBITION o r 1 840

C H APTER VI I JOHN STE P HENSON

C HAPTER VI II A PACE IN THE H ISTORY OF I RON AND STEEL

C HAP TER I ! THE SLIDE -MOTION

CHAPTER ! LAST I NVENTIONS

CHAPTER ! I

S E RTOU S Dm U LTTE s TN S pATN

v ii

LIST OF ILLU STRATIONS

PAGE ISAAC DODDS F ro nti spi ece DDS F ac RALP H DO e p. 4 1 2 GEORGE STEPHENSON Face p. KILLINGWORTH TYP E LOCO 1 7 TE T N NE 1 S AM BOA E GI Face p. 9 T E A TI -ATTRIT A E 2 Fi . g. I H N ION V LV 7 2 R E TI 2 i . F g . PA ALL L MO ON 3 I RS T U R L E R S AW Fig . 3 . F C VI IN A 34 - AW RST C R I L NE R S N . 6 Fig . 4. FI U V I A (PLA ) 3 EFF E D D T ER W Fig . 5. SH I L AN RO H HAM RAIL AY 45 TER T T N T T ER 6 MINUS S A IO A RO H HAM Face p. 4 TENT EE 6 6 . Fig . PA WH L 4 ’ OwE N s L RGE R I S 6 Fig . 7 . W . A FO G NG 5 ET P 66 Fi 8 . F g . SA Y COU LING PR DE UFFERS 68 Fig . 9 . S ING SI B L TER K ABS RBER 1 0 . C 6 Fig . A AL SHO O 9 1 1 EDGE CCE TR C T N 1 Fig . . W E N I MO IO 7

T REE DER L C . B t and Fi 1 2 . e ween . 2 g . H CYLIN O O pp 7 73 i T U P P ST 1 . F g . 3 BUIL I ON 73 TS D R S SI S 1 . Fig . 4 POIN AN C O NG 75 D S E T WE R Face 8 6 WOO HOU O p. W S TR CT ce 86 RAIL AY CON U ION Fa p. E B E IR R D E ace 8 MALL A L ON B I G (A) F p. 9 E B E I R R DGE B 1 MALL A L ON B I ( ) Face p. 9 TEP E S ace 2 JOHN S H N ON F p. 9 ’ N TE E S S GR E F ac JOH S V N ON AV e p. 9 5 H ES I E D RA I W VVOR KS 6 OLM ENG N AN L AY F ace p. 9 I -S TR G TE N RES S 1 . 1 0 0 Fig . 5 RA L AI H NI G P

F i 1 TEE RN CE . 6 . 1 0 g . S L FU A 4 TEE R CE L ECTI . 1 1 0 Fig 7 . S L FU NA ONG S ON 5 i 1 8 ET D P R R IN T RES 1 0 F g . . M HO O FO M G Y 7 T S WE A TH E RB U RN DDS F ac 1 0 8 HOMA DO e p. - BUR L C ER . 1 . . B 1 1 Fig . 9 COAL NING O O OIL 9 2 0 RI E T PE B ER 1 2 1 Fig . . MA N Y OIL i 2 1 IDE TI 2 F . THE . 1 g . SL MO ON 4 TRADE MARK 1 2 8 T E TE Y T ll 1 2 H S AM ACH Gaze e Fac e p. 8 2 MAP OF T NDER P N . 1 Fig 2 . SAN A (S AI ) 33 i 2 RE R CE F . Y . g 3 . T FU NA 1 42

DD E T K L c . 1 SA L AN o o Face p. 42 2 ED E CCE TRC TI N Fig . 4. W G E N I MO O I 4 E IE ES 2 . Fig . 5 R L VING VALV 1 4

2 6 . ! B o x Fig . A LE 1 47

2 T PE ! PRESS Lo c . BUI T . . o 1 866 ace 1 0 Fig 7 Y E , L F p. 5 ix

INTRODU CTION

’ I N th e e th e world s history of trav l , most important event affecting ci v ilization is u nq ues tionab ly th e adoption of m echani cal transport on

e l e a car fu ly plann d system of railways . With th e inception of this new means of communication

th e e e e in cours of a r markably short p riod , our

e e social and industrial lif compl tely changed . To this invention Britain owes h er proud position

e h er e e e e as a gr at nation , and p opl s should n v r

e e few h er e forg t thos of countrym n who , with

e e e almost sup rnatural str ngth and for sight , fought down th e prej udice of th e leadi ng political and

e e th e e e e sci ntiﬁc ﬁgur s of day , and nabl d th ir inventions to matu re into practical and acco m l p ish ed works . In th e stress of twentieth- century life we are apt to forget that we o we a vast debt to th e m en who invented and introduced that great civilizing e e e th e e e a e l m nt , st am locomotiv r ilway . A n wly discovered country can only b e effectively deve xi INTRODUCTION loped by m eans of th e railway ; for distance has found its mast er : a thousand miles to th e modern st eam- horse is as a hundred to th e coach -horse

Of e e old n tim s . Th e modern mind remains unaffected by th e

‘ e th e e wond rs surrounding it , j ust as p asant will

e l e e th e e e s dw l b n ath mountain rang , whos colos al peaks are covered with eternal snows Wi thout feeling any homage for its grandeur or as multitudes will wander h eedlessly upon th e

’ th e e s i th e e . shor , uncon cious of subl mity of oc an Such is th e case to a great extent with those who

e e e th e e e e e r c iv all b n ﬁts conf rr d by our railways , for it is surprising how little is generally known ' of those who made it th eir life s work to give thi s country a m eans of improvement for its

e e h as w alth and convenience . Samu l Smiles bequeathed to us biographies of a few of these

e m en b e e e e e gr at , but it is to r gr tt d that his r cords were not more complet e ; for tod ay we have comparati v ely little information about those who

e th e e e e work d in background , and whos inv ntiv genius provided others with fortune and ever

e lasting fam .

th e e th e e At b ginning of railway p riod, from

1 8 2 1 1 8 0 th e e e a e to 4 , inv ntors and promot rs lik

e e e e e th e e w r r gard d as dang rous lunatics , and bar

’ m ention of th e word speed was sufﬁcient to xii INTRODUCTION cause them trouble with various authorities whose favour they sought to Obtain . Evidence taken as lat e as 1 834 b efore th e House of Lords Committees for th e hearing of th e Shefﬁ eld and Rotherham Railway Bill showed that even th en th e stupid prej udice had by no means died o ut ; th e following is typical of an

’ Engineer s cross- examination

(George Stephenson is called in and cross

e . xamin ed by Mr Pollock ,

ar — s e You e a civil engineer Ye . Hav you

ee — b n conversant with railways Yes. Without O e e e e e —Th e asking , will you num rat som of th m

e e e th e Liv rpool and Manch st r Railroad , Stockton and Darlington and a great numb er in th e North of England b efore I commenced th e Stockton and

’ Darlington Line ; I don t recollect them all . I believe you are called by some persons th e

e — e Fath r of Railways I do not know . P rhaps

I have b een th e means of bringing them forward . Have you considered th e Line of th e Shefﬁ eld and

e n Roth rham as laid down by Mr . Swa wick

w th e I have . Are you sufﬁciently acquainted ith locality to b e able to form a tolerable judgment

th e e — DO upon subj ct I am . you concur with

' th e e e h e e in him in stimat s that has mad , and th e eligibility of th e line which h e has selected xiii INTRODUCTION

e . e I do , quit so Can you stat , from your know

e e oi th e e e e l dg n ighbourhood , wh th r so good a

e e e e e e e e e ee lin , with r f r nc to xp ns , could hav b n

ai e e e e l d down ls wh r as that which Mr . Swanwick

— e e ul e has laid down Th r co d not , I am conﬁd nt

We e . i of . und rstand that Mr Swanw ck was bred

e e ee —Yes h e und r your tuition as an ngin r ,

e e e e m e h e r c iv d instruction und r . Do you think

e e e e e er e e poss ss s j udgm nt , discr tion , and xp i nc enough to b e entrust ed with th e execution of this

e l th e e —I h e railway, as w l as d tails do ; has al ee e e e e and ways b n v ry accurat in his stimat s ,

e e m always v ry corr ct in his j udg ent . I should trust him as soon as any young man I know . Th e few popular j ournals of thi s peri od were also strongly against th e general adoption of

al a e th e railways , a typic publication c ll d Popular

’ aed e 1 8 2 es e Encyclop ia , dat d 3 , was r ponsibl for th e followi ng opinion Th e unprecedented mania for railways over th e country to supersede th e present excellent

e hi e so syst m of inland navigation , w ch has don

e e e e e much for our comm rc , is lik ly to t rminat as h e e i e e . t e all such dr ams hav h th rto don , viz in disappointment and loss of many for th e enrich

’ e th e few e e e e m nt of . This stat m nt was v ntur d

Olinthius e th e e e . by l arn d Dr Gr gory , who was at that time a most important ﬁgure in th e xiv

INTRODUCTION

e- ! e-s e u s Fir kindling man thy lif tr am r n , ’ Ev n yet through sighs and groans ; Too lo ng thy Watts and Stephensons r With brains have fattened d ones . O en s all on o ft G iu too l g, too At thee th e souls of clay have scoffed And sold thy little o nes !

th e e e e Although st am locomotiv was , wh n

e th e e u s introduc d , m ans of industrially placing ahead of all other nations we ﬁnd that our standard h istories refer qui te casually to th e event ; far more att ention is given to th e Wives

e th e s e of H nry Eighth , or to om political riot of

- e e common plac importanc . In th e following chapt ers there are recorded th e works and inventions of an old railway pioneer

th e and his son , who , though not known to public

e as th e S e e s s e et so w ll t ph n on and oth rs , y contri buted in a remarkable degree many of those detailed appliances which made railways an

e extraordinary succ ss .

xvi CHAPTER I

I SAAC DODDS

AA th e th 1 80 1 IS C DODDS was born on 9 of July , , at Felling Hall in th e county of Durham ; his

e e e e e fath r, Thomas Dodds , a g ntl man of consid rabl

e e th e e e m ans , was manag r of F lling Colli ry ,

Hewarth e e . Wh n Isaac was only four y ars of a e e e e e th e g a gr at misfortun b f ll family , for on th e 2 1 st e 1 8 0 of Octob r, 5, Thomas Dodds , with

h - e e th e e e t irty four oth rs , was kill d in t rribl e e e e xplosion which took plac at H bburn Colli ry ,

e e e t e e n ar N wcastl . Mining at that im was carri d o n e in a most hazardous way, littl or nothing being known of th e various geological phenomena and coal was drawn from th e pit bo ttom by means o f d - e e e a hand Win lass or by horse pow r . Th r

e e e e was littl wond r, th n , that accid nts , involving

e e e e e e th e h avy loss of liv s , w r fr qu nt , and as result of an explosion of gas in th e mine workings

e Thomas Dodds r ceived fatal inj uries . This misfortune to th e Dodds family was shortly

b e e e a e t to follow d by anoth r, for, lthough l f A STORY OF RAILWAY PIONEERS

e e e ee in comfortabl circumstanc s , th ir trust defrauded them out of practically all their dead

’ e e e e e e e fath r s estat . For s v ral y ars th y struggl d

e th e e e e to mak a living, childr n b ing s nt out into th e world at a very early age to earn money for

e e e e e th ir own support . Wh n , th r for , Isaac Dodds was only ten years old h e was compelled to work for th e livelihood of his widowed mother and his

e i e . broth rs and s st rs His schooling was not ,

e e e ec e th e e e h e how v r, n gl t d , for in v nings took

e e Wo olh av e th e al l ssons from Willi , loc Parish

e e e e al Cl rk , who was a man poss ss d of gr at natur

e e tal nts , and, although holding a humbl position

e e e e al e inv en in lif , was r sponsibl for som v uabl

e e th e e tions . Many y ars aft rwards, on d ath of his

e : l e old tutor, Isaac Dodds wrot To Wi li

Wo olh av e we are e e th e e ind bt d for lif boat , though

e e e h e it was ﬁrst patent d by a Mr . Gr ath ad was also th e inventor of th e ﬁrst safety lamp I ever

h e e e e saw . T is was lik a larg parrot cag nclosing

a th e e e e a gl ss lamp , air b ing suppli d from b llows

’ e th e e ee th e work d by colli r s kn s , using air from

h e . Clann t lowest strata Dr . y brought out a

th e e e e e e th e lamp about sam tim , but I b li v

e e Wo olh av e hi s id a was d rived from Mr . ; on death th e inhabitants of South Shields raised a subscription for a tombstone on which was carved

’ th e e lif boat . ISAAC DODDS

e e b e Isaac prov d hims lf to an industrious pupil , and soon astonished hi s teacher with his extra ordinary aptitude for mathematics and his genius for making b eautiful drawings . His education under Wo olh av e lasted until th e latter part of

1 8 1 2 e h e e e e e e , wh n was to r c iv valuabl h lp in

n e e . e his trai ing from anoth r sourc His uncl ,

i e e Ralph Dodds , of K llingworth Colli ry , wrot to

’ Isaac s mother offering to tak e h er son as a

n e mi ing engineer pupil at that Colli ry . Mrs .

e e e f e e Dodds d cid d to acc pt this o f r, and mad all th e necessary arrangements to send h er boy to his new situation .

e e e e e e It was , th r for , with many tru r gr ts that

ai e e Old e e Isaac s d far w ll to his hom and associat s , and particularly to his old counsellor and friend

e Wo olh av e e e e i Willi , who had don v ryth ng in his

’ power to encourage th e boy s desire for know ledge and at th e same time to inspire him with

e gr at ideals . When nearly twelve years of age young Isaac

’ Dodds found himself safely installed in his Uncle s ofﬁce at Killingworth Colli ery working hard to

e e e b com a mining ngineer . Ralph Dodds was greatly pleased with his pupil and gave hi m many opportunities for seeing and learni ng as much as

- possible about th e operations of coal mining . It was only a short time after Isaac Dodds had A STORY OF RAILWAY PIONEERS commenced his new duties wh en a very remark

e e o e th e e able v nt t ok plac , which was m ans of bringing forward in our country one of its noblest and most important characters ; all those of our

’ readers who are acquainted with Samuel Smiles s Life of George Stephenson will recall th e

e e e th e e 1 8 1 incident . It app ar d that arly in y ar 5

th e e e at Killingworth Colli ry , own d by Lord

e new e e ee Rav nsworth , a pumping ngin had b n installed ; it was of th e N ewcomen atmospheric

e e e e b e typ , and at that tim was consid r d to a

e m e ef e e no twi th stand v ry od rn and ﬁci nt machin ,

Fo r ing its colossal capacity for consuming coal .

e e ee th e e e e th e s v ral w ks ngin k pt pumps at work , but o ne morning it suddenly stopped without

Th e en ine h ts apparent cause or reason . g wrig were soon busy at work trying to locate th e source

th e e. e e e e e e of troubl Th ir fforts w r , how v r, in

th e e e e th e vain , and as pumps w r not op rating water in th e mine quickly rose to such a height

e e e that continuation of work b cam impossibl . Th e situation was getting worse as days passed

th e e e e by , Ralph Dodds manag r b ing in gr at

e th e e e e d spair, for xp rts , who by this tim had

’ e th e e v e th e arriv d from mak r s works , ad is d that engine should b e completely di smantled and sent back to their factory for further examination .

i th e a e e Th s man g r was loth to do , as it would m an E Do dds k m d permi sswn of Mrs C l- ai ti b [ Reprod uced from a n ai p n ng y! RALP H DODDS

A STORY OF RAILWAY PIONEERS

e o e th e e th e e in a st am l comotiv , dat of pat nt

e th e 2 8th e 1 8 1 Th e e e b ing of F bruary , 5. ngin was built at Killi ngworth and employed there in shunting wagons about th e yards ; it was far

e e i e e in advanc of any ng n built up to that dat , and soon made for itself a wide reputation in e e ngin ering circles . In hi s reminiscences of these early days Isaac

e e e : Dodds onc said , with r gard to this machin

Th e e e e e ngin was mad , and I now v nture my humble opinion that for th e purpose for which

e e —V e e it was r quir d iz a colli ry locomotiv , to — draw coals on a railway it was at th e time th e very b est that had b een brought out it worked

e all e e most succ ssfully, and who saw its p rformanc were satisﬁed that a great st ep had been made

e e e re uiIi n towards a compl t locomotiv , q g only

e e e e e e e e e e all tim , xp ri nc , and p rs v ranc to giv it that th e votaries of a travelling steam horse pan y th e carriage which u sed to take him to h is office and back h i s es ence sh e was n i en e and to r id ; i var ably att d d by a maid , o n ri vi n th e i e ﬁ ces sh e was e h er ee ar g at Coll ry of , told to wip f t e e n on th e c e th e en nce sh e b for walki g arp t at tra , although had n s e e n th e c e and n and n t i s n n o ly t pp d i to arriag out agai , o w th ta di g th e fact that sh e had freq uently seen a m an with mud -caked boots and dirty clothes go in Without doing so I This man was George Stephenson (no relation to John Stephenson) and Miss Dodds often saw him in th e offi ces at ’ Killingworth looki ng over h er Uncle s shoulder at drawings and disc u ssing various matters with h i m . Th e ﬁrst Killingworth locomotive was bui lt to th e order s and is l e d u e th e c e its of Ralph Dodd , to him arg ly r dit for n constructio . 6 ISAAC DODDS desired ; it showed that a steam horse was

e e e not only possibl . but that it contain d a g rm

’ ee e e e e of sp d and pow r to ov rcom all animal pow r . Young Isaac Dodds was a privileged listener and spectator at these discussions and trials of th e locomotive ; it is said that h e displayed remarkable intelligence and understanding of th e

e h e e e subj ect . For som months busi d hims lf in his leisure hours by making a model of th e engine previously patented by his Uncle Ralph and

e e e e ﬁ St ph nson , but had consid rabl dif culty in making th e arrangement for coupling th e driving wheel to th e other carrying wheels ; h e therefore d ecided to eliminate th e cogged wheels of th e big engine and u se a simpler appliance on his

e He e ee mod l . obtain d two spinning wh ls for this experiment and coupled them together by means

e e e of strong rods attach d to bolts , which w r fastened to th e wh eels in precisely th e same posi

th e e e too ne ee tion , so that pow r appli d wh l would b e e th e e constantly transmitt d to oth r . Having

e th e e mad mod l and got it to work satisfactorily, Isaac showed it to his Uncle Ralph and to G eorge Stephenson ; they saw at once th e advantage of

e e e e e e this m thod ov r th ir own , and th y d cid d to

e e e t discard th ir syst m of coupling , as us d on h e

l e th e Kil ingworth locomotiv , and try coupling

Th e e e rods . alt ration was soon carri d out and

7 A STORY OF RAILWAY PIONEERS

e e th e e e s gav gr at satisfaction to d sign rs , for thi part of th e engine had previously given continuous

e th e ee e th e troubl , as cog wh ls us d to transmit power would not stand th e varying shocks received when th e engine was travelling at ﬁv e or six miles an hour . Writing in reference to th e ori gi n and respo n sib ility for th e invention of coupling rods in place

e e e s of oth r mod s of transmitting pow r , Nichola

th e o ne th e e e s Wood , author of of arli st work on Rai lroads and who succeeded Ralph Dodds as

‘ e i e : manag r of K llingworth Colli ry, says It was subsequently suggested by th e lat e ingenious

th e th e Mr . Ralph Dodds that motion of pistons might b e transferred di rectly to th e wheels without t th e ee He h e aid of intermediate cog wh ls . pro posed that each connecting rod should b e attached by a ball- and-socket j oint to a pin on a spoke of one of th e wheels ; and h e assumed that by this means th e reciproc ating motion of th e piston and

‘ connecting rod would b e converted by th e pin

th e e upon spok s , acting as a crank , into a rotary

’ e motion . And that all that was nec ssary to secure continuation of this rotary motion would b e to keep th e one pin or crank at right angles to t e o n h e other . An engine so constructed was tri d th e a l 6 1 8 1 Killingworth R i road on March , 5, and

’ was found to work remarkably well .

8 ISAAC DODDS

Th e year 1 8 1 5 proved to b e v ery eventful for

a th e e h e Is ac Dodds , as incid nts in which took part had very far-reaching results of inestimable

e th e e ee e er valu to ngin ring world . In Nov mb o f th e same year h e had th e privilege of aecom panying a party of eighteen distinguished mining and civil engineers down th e Grand Allies Pit at

’ e h e miner s l safet Killingworth to t st t ﬁrst y lamp .

th e e - Nicholas Wood , w ll known authority on r i one th e e a lroads, was of party, and took gr at pains to explain to Isaac th e principles of th e

th e e e e e e b e lamp , also r asons why th y xp ct d to

e e e n e e succ ssful in th ir d sig , and thus solv a probl m

e th e e which would m an saving of many liv s , at th e same time enabling th e coal- mining industry to b e developed in spite of dangers caused by th e

Th e mine gases of an inﬂammable nature. e e e e xp rim nt was a distinct succ ss , and, although a lamp of similar pattern was brought out almost

th e e e at sam tim by Humphry Davy , this lamp was th e standard typ e used in many mines of th e

- North East Coalﬁelds for years afterwards .

’ Ralph Dodds was delighted with his n ephew s

e e e e a progr ss , for Isaac had quickly r v al d a natur l

e n e ability for work of a m cha ical natur , and

’ showed far more interest in th e enginewrigh t s shop than h e did in th e problems of coal -mining

e e e e e e his obs rvant uncl , quit awar of this , d cid d

9 A STORY OF RAILWAY PIONEERS

to let e e e e him work with G org St ph nson , who by

e e e e en in h t Th e this tim had b com chi f g ewrig . change of occupation was a source of satisfaction

‘ to hi s new e both Isaac and chi f, and from that time h e and G eorge Stephenson were inseparable companions ; if anything went wrong with th e machinery in th e pit Isaac would accompany George Stephenson down th e mine with his sketch boo k in hand to make a drawing of th e broken part ; th e mine shafts were in those days descended by means of a cross-bar attached to th e a e e Windl ss rop , and Isaac would tak up his

’ e e ee e e position on St ph nson s kn , who was s at d

th e e e b e e e on crosspi c , and in this way low r d to th e pit bottom .

1 0 CHAPTER II

GEORGE S TEPHE NSO N AND JAMES HAN N

N 1 82 th e e e e e I 3 , with assistanc of s v ral w ll

e m en e e e e e e known busin ss , G org St ph nson r mov d

e e- on- e from Killingworth to N wcastl Tyn , and proceeded to open th e engineering works at Forth

’ Street which now b ear his son Rob ert s name it was also arranged that Isaac Dodds should accompany him and there complete his pupilage . Here again Isaac proved hi mself to b e a workman

e e i a i h is of xc pt on l sk ll and capacity , and during leisure made a model locomotive after his own design and introduced horizontal cylinders in place of th e vertical cylinders then in general use. His model was tested under steam and gave its young creator such proof and conﬁdence by its smooth running and general b ehaviour that h e

th e e ul e e i e e e told r s ts of his xp r m nts to St ph nson , strongly advocating th e principle of horizontal

n e . e e e e nored cyli d rs St ph nson , how v r, g hi s

e s h e th e e cont ntion , aying thought cylind rs would

e th e e th e w ar out owing to h avy strain on bottom .

I I A STORY OF RAILWAY PIONEERS

In th e latter part of his employment and trai n

e e e th e ee ing und r St ph nson at Forth Str t Works , Isaac Dodds act ed as chief t echnical adviser and

th e fﬁ e h e calculator in drawing o c , for was a brilliant mathematician and could apply this knowledge to th e solution of practical questions in a manner never b efore seen in th e local world of e ngineering .

e th e a e e - ee a ren On r aching g of tw nty thr , his pp

e e ticeship and training was completed . His gr at st ambition for a long time had been to possess an engineering works of his own where h e could b e

e e e e e e e l ft alon , unhamp r d , to d v lop his num rous

“ e 1 82 h e e e e nee id as . In 5 op n d ngi ring shops at Felling on th e banks of th e River Tyne for th e

e e e e manufactur of all kinds of ngin s and machin ry ,

a e e and , lthough this was only a small stablishm nt , it gave to him th e opportunities h e had for long been seeking .

’ Throughout Isaac Dodds propri etorship of these works George Stephenson continually kept him busy ei ther in th e manufacture of complex engine ﬁttings or in th e production of Special designs for locomotive engines and railway

' one b e e machinery . On occasion was appli d to

e . e e e e by M ssrs Wols y , a gr at ﬁrm of sugar r ﬁn rs, to try and obtai n better results with their sugar a a boiling pl nt . which was always f iling through

1 2

GEORGE STEPHENSON want of an efﬁcient pump to maintain a satis

e e He factory vacuum for any long spac of tim . therefore conducted a series of exhaustive tests

e 1 8 0 in ord r to obtain an apparatus , and in 3 succeeded in perfecting th e ﬁrst double-acting

- e e e air pump , th r by giving gr at satisfaction to

e e . M ssrs . Wols y In 1 830 Isaac Dodds was engaged as consulting engineer to th e Monkland and Kirkintilloch Rail

o i e u se way Company , Scotland , who propos d to th e line between these two towns for some system

e ni a e of m cha c l haulage . This railway was situat d

th e -e s to north ast of Gla gow , and was about

- eight and a half miles long . It was most difﬁcult to lay- out owing to th e restrictions imposed by

e e e th e e c rtain landown rs ; so , unfortunat ly, curv s were of small radius and th e gradi ents exception

l e e th e a ly s ver . Coming from Kirkintilloch railway

e e e e e ee e 1 0 d sc nd d with a s ri s of st p inclin s of in 5 ,

1 1 1 6 1 1 2 0 etc th e e e e in , and in , curv s w r of a — radius of 344 400 and 700 feet respectively . Work

e e 1 82 1 82 6 th e l e was comm nc d in 4, and in in

e e th e e e e e e was op n d , v nt b ing r gard d as an

one th e e e important , for it was ﬁrst public pass ng r

b e O railway to pened in Scotland .

Until th e year 1 83 1 th e line was worked by . animal power and on th e steep inclin es by means of stationary engines and th e rope haulage system

1 3 A STORY OF RAILWAY PIONEERS

e e e th e e e e in that y ar , how v r, dir ctors d cid d to ex e e e e one e p rim nt with st am locomotiv s , of th ir representatives having seen th e wonderful per form ances of these machines on th e Liverpool

e e th e and Manch st r Railway . Isaac Dodds , as

e ee e e e consulting ngin r , was dir ct d to mak all th e e e e e Th e e d signs and arrang m nts n c ssary . stipulations were that th e two locomotives built must b e capable of hauling a minimum load each of 60 tons at a speed of four or ﬁ v e miles an hour . Isaac was only too delighted with this oppor tunit e e e y of putting his th ori s to a practical t st , and for several weeks worked early and late to

e h e e produc what considered an id al design . On th e completion of th e drawings and detailed

e th e e sp ciﬁcations , contract for th ir construction

let e s s . e was to M s r Murdoch and Aitk n , of Hill

ee e e e th e s e e Str t , Glasgow , who d liv r d ﬁr t ngin

th e 1 0th 1 8 1 th e e th e on of May, 3 , and s cond

e e following S ept mb r . After being subj ected to severe tests and running

th e e e e e many trial trips , ngin s w r put to work a

e e e e e r gular pass ng r s rvic .

Th e e e e 1 o e e e cylind rs w r § inch s diam t r , with a

e 2 e Th e e e e piston strok of 4 inch s . st am pr ssur in

0 th e th e th e boiler was 5 lbs . to e squar inch ; wheels were 3 feet 3 inches di ameter ; wh ilst th e

e ee area of th e ﬁre grate equalled about 4 squar f t .

1 4 GEORGE STEPHENSON

One of th e many innovations was th e metallic

n th e th e e ee packi g of piston , forming j oint b tw n

e e n piston and cylind r ; prior to this d sig , pistons were made steam- tight with some kind of ﬁbrous

e AS e e e th e mat rial . a g n ral practic piston was

e e e turn d on a lath from a solid disc of m tal , slightly smaller in diameter than th e bore of th e

i e e e e e e e e cyl nder . Pi c s of rop or tarr d h mp w r th n wound into a groove ou t around th e periphery

i a e until a t ght j oint had been obt in d . This was

e th e e e th e e always a w ak point in ngin , for h mp packing would n ever last more than a few days and th e replacing meant dismantling th e con nectin - e th e o ff th e g rod and cross h ad , taking of

e e th e e es e i e e cylind r cov r , n c sary r pa rs b ing mad

th e h e i e e e to piston , and all t j o nts r making b for

- th e motion members could b e re assembled . According to Gurney in his valuable Treatise on

’ ’ Lo d e e comotion , Do ds metallic pack d piston h ads

e e th e th e ever used th e e e w r ﬁrst of kind , two ngin s so ﬁtted for th e Monkland Railway had not cost one shilling for repairs to th e packing duri ng

e e ee a p riod of ight n months , only a small quantity of oil was required for lubrication ; also th e e th e e i and conomy in labour , r duct on of friction , th e consequent saving of fuel made th e invention of wide value. Th e packing took th e form of a pair of iron

1 5 A STORY OF RAI LWAY PIONEERS

r ee e e e e ings cut into thr s gm nts , a small w dg

e e e e e e e Shap d ﬁlling pi c s parating ach s gm nt , so that th e pressure of a small spri ng b ehind would

e e th e e e th e e e s t nd to xpand circl form d by s gm nt , and when placed in position inside th e cylinders wo uld similarly keep th e rings or segments tight a h gainst t e walls .

Th e two engines were found to b e ' capab le of taking 1 0 tons more on th e level than any engines

e Th e of th e day having similar dim nsions . descent s from Monkland to Kirkintilloch were

e th e e e th e gr atly in favour of ngin s , as loads ne e th e e e e arly always cam from form r place. H nc th e return j ourney wi th th e empty wagons was th e e e e e et e h avi st duty th y had to p rform , y th y had been known to return wi th ﬁfty empty wagons wei i v r gh ng o e sixty tons . Th e best tribute received by th e designer was that given by th e directors of th e RailwayCompany in their annual report to th e shareholders on th e 8 h I st e 1 2 . e of F bruary , 3 T is r ad as follows

u ee e e e in Yo r committ hav , as m ntion d last

’ e e i e e e y ar s r port , bu lt two locomotiv ngin s which have been in employment on th e railway for

e th e e e th e n arly six months, and whol trad from collieries to Kirkintilloch is now drawn b y these

Th e e e e e . e machin s committ , aft r much consid ra

e e th e e e e tion , d volv d whol form and plan of th s

1 6 Old Killi ngworth type Loc omotive designed by I saac Dodds

8 0 . for th e Monklan d and Kirkinti lloch Railway in 1 3

I 7 A STORY OF RAILWAY PIONEERS

e e . th e e S u erinten ngin s to Mr Dodds, Locomotiv p

e It e e d nt . was strongly urged by some that th s e e b e and ngin s should got from England , that th e improvements of th e engines adopted on th e Liverpo ol Railway should b e introduced in con stru tin e th e c g thos for company .

e e e ai l On inquiry , how v r , no c rt n data cou d b e obtained whereby to calculate what would b e th e expense of mai ntaining in repair such improved engi nes ; and it was also ascertained that they were very liable to b e deranged when working

th e i ee e e at h gh Sp ds for which th y are calcu lat d .

For these reasons th e committee devolved on Mr . Dodds th e entire responsibility of th e planning

th e e e th e e e e e of ngin , and r sult of th ir conﬁd nc has been in th e highest degree satisfactory .

s e Mr . Dodd , in his plan and sp ciﬁcation , adopted none of th e recent improvements except

th e e e e e . that of copp r tub s, sugg st d by Mr Booth ,

ev e e e i n e giving, how r , gr at r add tio al str ngth to

e e e Th e o th e e e th s tub s . c ntract for making ngin s

a e e . e was t k n by M ssrs Murdoch and Aitk n , of

th e ee are e h Glasgow, and committ satisﬁ d wit

e e r e e e th e e en th ir p rfo manc , xc pt as to tim tak

h e e e e by them in furnishi ng t s cond ngin .

’ Th e e e s eciﬁ exc llenc of Mr . Dodds plan and p

’ far as e e can b e cation , so s v ral months trial

e e as th e consid r d proof, is most satisfactory ,

1 8

GEORGE STEPHENSON e e a e ne e one o ﬁ r ex e ngin s h v v r had day wo k , c pt on two occasi ons when inj ured by th e mali ce or c e e e cer n n ar l ssn ss of tai wago ers on th e road .

On th e o e a th e en nes e th r h nd , gi procur d from ” n an th e Garnkir k E gland by adj oining railway, ,

e een e e e e th e a hav b r p at dly tak n off road , on ccount

’

ee e ai etc . of n ding r p rs , Twelve months later th e next yearly report referred to th e engines again in th e following terms Since th e date of th e last report these engines have done all th e trade to Kirkintilloch and other places for another year and have not been o ff for a day or EMPLOYED A SI NGLE HORSE

’ To A I H e e e e SS ST T EM . Th y w r known to hav reached at times a speed of twelve miles an hour another feature of these engines was in th e ﬁtting

- - e th e n of ball and sock t j oints to coupli g rods , this being necessary as th e wheels were allowed lateral movem ent to th e extent of o ne inch for

e n h e n gotiati g t sharp curves .

’ Th e next episode in Isaac Dod ds career was th e writing of a bo ok! containing his views on th e applicati on of th eoretical mechanics to every

H ri e e . e a e in day us s was ssist d this by his f nd ,

e n e i e- one e Jam s Han , whos l f story is of gr at interest .

‘ s was ece ve c r b o n and e Thi work r i d with mu h app o ati , dr w ’ - Latimer s general attention to th e position of its authors . d N tle Recor s of ewcas .

I 9 A STORY OF RAILWAY PIONEERS

1 e Hann was born in 799 at Washington , n ar

e e e e e e e Gat sh ad , wh r his fath r was mploy d as a

n e colliery smith . His acquainta c with Isaac

e e e e e Dodds b gan at H bburn Colli ry , wh n th y ’ e e ei ee e e w r both in th r t ns , Jam s Hann b ing a

th e e ﬁreman at pumping station . Shortly aft r

e es e e o ne op ning his tablishm nt at F lling , Isaac day required an intelligent man to work th e engin es on board his tug boat which h e employed

th e e e e h e en e e e on Riv r Tyn , wh n sudd ly r coll ct d his friend th e ﬁreman of Hebburn Colli ery and how h e used to watch th e black- Visaged stoker work out mathematical problems on hi s shovel with a piece of chalk ; h e therefore determined

fe th e e Off to of r post to Hann , and so wrot hi m promptly to .

Th e e e e e r ply did not com by l tt r, but by Hann

e e e e e . in p rson , r ady to b gin work as soon as r quir d His duties on board th e steamboat Industry

e e e e e w r faithfully carri d out , but in his spar tim h e e e was found, as a rul , pursuing his favourit

e e one subj ct of math matics , although on occasion

e e h was m et by Dr . Goldsworthy Gurn y studying th e works of Emerson th e ﬂux ionist Isaac Dodds soon realiz ed that Jam es Harm was not being e e e mploy d in a capacity worthy of his tal nts , and h e therefore transferred him to th e oﬂi ce as

e a t chnical assistant .

2 0 GEORGE STEPHENSON

Whilst working together in close consultation

th e e e en e e e during long wint r v ings, th y b cam j oint authors of an engineering text-book called

’ e Men i e M chanics for Practical , th s work b ing

e e e e e e subs qu ntly publish d by Mack nzi and D nt ,

- - 8 e e ou e 1 . of N wcastl Tyn , in 33

1 8 2 th e e e li n e In 3 , owing to sal of his F l g Shor establishment and th e offer of a lucrative

e e e e e s o e e appointm nt ls wh r , I aac D dds d cid d to

e e th e ne f e e e l av Ty district for Sta fordshir , wh r h e had been invited to take over th e management

th e al of Horsley Co and Iron Company .

e e His fri nd and assistant , Jam s Hann , also

e e e e e e e chang d his mploym nt , and b cam a t ach r

’ e e e of math matics in a school at Friar s Goos , n ar

e e H arm b e e e N ewcastl . Lat r cam acquaint d

e th e e - e e with W . S . B . Woolhous , w ll known xp rt

e led on nautical subj cts , and this to his appoint ment as a calculator in th e Nautical Almanac

Ofﬁ ce . A few years later Hann was appointed ﬁrst writing mast er and then Professor of Mathematics

’ n e e s at Ki g s Coll g , London . Among his pupil

' e e e i was H nry Fawc tt . Aft r having a brill ant

ee di e e ﬁft - e e e car r , Hann d wh n only y s v n y ars of

h 8 6 He e ee a e t e 1 1 . g on 7th of August , 5 wrot fr ly

e i ee e e on all ng n ring matt rs , publish d many books , and became th e premier math ematician of his

2 1 A STORY OF RAILWAY PIONEERS

He was e e i ev e in th e e day . a gr at b l r principl expounded in th e following verse

Th e labour spent on books or arts o s e m e and Is b th a wa t of ti parts , e e end If not dir ct d to that , ’ On which man s worth and weal

P tic al M B I . Hah n . n . d s and M ech ani cs for rac e y . Do d J

2 2 CHAPTER III

NUMEROU S I NVE NTIO NS

I N 1 8 2 e e n e 3 Isaac Dodds , b for taki g ov r his new e a Vi e his ri e in duti s , p id a sit to som of f nds

Lo his e e e th e ndon and on r turn to N wcastl , for purpose of arranging th e removal of his house

e h e e e e hold with his wif and child , h ard from G org Stephenso n that his name had been entered at a competiti on in that town for th e best design of

- weighing machine for coals in carts or wagons . So h e at once proceeded to Stephenso n to get an e e him h e xplanation , t lling that knew nothing of th e e e e . e en o e ed s a subj ct what v r St ph s n r pli , I a c ,

’ tho u can st invent anything ; thou hast three

ee s n o er and e th e o e in w k to thi k it v mak m d l , f ’ try or it . Th e model was made and presented half an hour after all th e entries sh ould have been sent in n w t nd om n es n ot iths a ing this issio , his d ig was a e ed it r and cc pt , and , as p oved to b e far away

th e es e h e e th e e. b t id a , was award d priz In th e summer of 1 832 Isaac Dodds entered

2 3 A STORY OF RAILWAY PIONEERS

e th e e o ‘ upon his duti s with Horsl y Iron C mpany ,

e e e e n a conc rn of a highly progr ssiv typ , havi g a very enterprising and energetic board of directors and a great reputation for its productions ; h e lost no time in obtaining contracts for th e Supply

r er a all e th e e of ailway mat i l ov r British Isl s ,

’ thereby largely increasing th e ﬁrm s business and getting all those advantages accompanying th e

’ e er e th e e Th e nt pris of moving with tim s . ﬁrst engine built under his di rection was for a colliery

ale th e e e in South W s , boil r was carri d on two

e e - ee e e a e s parat four wh l d bogi s , which lso carri d t h e cylinders and motion . In 1 833 a competition for th e design of a locomotive engi ne was opened by th e Liverpool and Manchester Railway ; th e b est was that

ec e e th e e I rOn a r iv d from Horsl y Comp ny, Isaac Dodds making all drawings and designs in

e Th e e e e e conn xion therewith . ngin had s v ral improvements and innovations whi ch were entirely

l e e e e ee e to origina , and had n v r b for b n appli d

i e a e e steam locomotive eng n s . Each fr m was mad

e th e e e e e of a solid plat , horn plat s b ing w ld d to

th e o e al e e th e it , b il r, though fast n d down at

e- end e th e ﬁre- end smok box , was ﬁtt d at box with expansion plates which allowed th e boiler to

‘ Th e ﬁrst iron st eamship that ever went to sea was built e e in - I n n n its o n h r 1 8 20 2 1 . t was amed Aaro Ma by aft er c structor.

A STORY OF RAILWAY PIONEERS

e se o n the a e of the which pr s d f c D valve, thereby causing the valve-face to work truly against th e port-face th e wedge was to b e

‘ l e an an e t -ﬁv e e ee inc in d at gl of for y d gr s, for with this angle th e wedge-like piece V can retreat sufﬁ ci ently to allow th e valve to separate a little

th e e i c e e from fac s aga nst whi h th y apply, in cas of great violence of action on th e valves when water is accidentally collected in th e steam

’ th e e e e e e e e s on . cylind r, or in v nt of xc ssiv compr s i

! e o in hi s e e e rah C lburn , compr h nsiv work on ’ Th e e n e e 1 8 1 Locomotiv E gin , publish d in 7 , refers as follows to thi s invention

re een th e e Mr . Dodds had fo s disadvantag of th e great fri ction of large slide valves under high

e e e e n e e pr ssur , and had sp ciﬁ d an arra g m nt (now in favour on some French Railways and known

’ as Plainem aiso n s valve) for placing the valve in

’ e li qui brium . To-day mo dern express engines are invariably

e al es ere are n ﬁtt d with piston v v , but th thousa ds yet working with th e Richardson balanced

’ al e e e o e v v , which is a m r variation of D dds pat nt

e syst m . Another use for this method survives o n all

es e e - th e i n locomotiv built v n to day , rubb g sur faces oi axle-box es and horn plates being adj us ted

e n e ee ed e e e e by m a s of a larg st l w g , a m thod mploy d

A STORY OF RAILWAY PIONEERS by Dodds in his Star type of engine for th e

e e i Liverpool and Manch st r Ra lway.

HEAVY LOCOMOTIVE S

Having proved so great a success in hi s design of railway mat erial on b ehalf of th e Horsley

a th e e e e e s Comp ny , dir ctors urg d th ir ing niou engineer to continue his researches further into

e th e problems of st am locomotion . Dodds there

e e e e e e for communicat d with G org St ph nson ,

e e . e e Jos ph Lock , John U Rastrick , and s v ral others on th e question of applying heavy loco motives to th e work of hauling loads up th e steepest inclines then in existence on a main

e H e e th e railway lin . strongly advocat d con struction of an experimental engine which h e had designed for working z oo- ton trains on inclines

1 0 e e se of in 5 . R c iving no support from tho

e h e e th e sourc s, solicit d sympathy and aid of

e e C E e ee th e Charl s Vignol s , . who, aft r s ing

n e e e drawi gs s nt to him by Dodds , gav his whol hearted approval to th e proposition and further more made all arrangements with th e directors

th e e e ail of St . H l ns and Runcorn Gap R way

e th e e e e Company to purchas ngin on its compl tion ,

e e e e and, if its t sts w r satisfactorily pass d , to

e e e th e use it on th e St . H el ns inclin in plac of

- stationary engine and rope winding dru m system .

2 8 NUMEROUS INVENTIONS

This resulted in an engine called th e Monarch b eing built at Horsley in sections and then trans

e th . port d to its station on e St . H . and R . Railway

e e e th e e e e Som tim lat r Monarch was r ct d , and

e e e e th e . pr par d r ady to tak road Isaac Dodds ,

e e e e e i th e th e how v r , r fus d to b g n trials until

e e ee e e rop pull ys had b n mov d , so gr at was his

e e e conﬁdence in th locomotive . Subs qu ntly a start was made and th e results far exceeded th e hopes or expectations of those present at th e

al Th e ex erIm ent e tri . story of this p soon circulat d

n th e e ee th e arou d railway ngin ring world , and rope haulage system from that time quickly

—I t is b e e e e e s e NOTE . to d plor d that mor d tail of th Star and Monarch are no t available ; of th e former engine and th e c s e s e n its n e es i e laim mad by Dodd r gardi g origi al f atur , l ttl Th e h as is known or recorded . writer searched through most i c ec s c nn ﬁ nd n n e n en publ r ord . but a ot a ythi g b yo d that writt w n in 1 866 . G es as e e c n ri by J u t , who a fr q u t o t butor to n i n e i n e n en gin eeri g publ catio s of that day . Ther s o oth r evide ce

L . c e c e th e that th e . M Railway had a lo omotiv all d Star nn n o n e i ne e een 1 8 2 an d 1 8 6 e e was ru i g th ir l b tw 9 3 th r , how ’ e e a ni n and c se th e N v r, Mor g Star of our orth Star, but th e dates of these en gines do n o t allow of any explanation of ’ e e is no e e s w res n th e Star . Th r doubt What v r that Dodd as po sible for th e design of several hi storic loc omotives of th e Stoc kton

L ne s th e L . . R : hi s n e c c n e en l i , al o of M ailway am o urri g fr q u t y in connection with railway work in early numbe rs of th e ’ ’ His ec ni cs z ne and c n e a n ls . s e M ha Maga i , o t mpor ry jour a tat ments regardin g early loc omoti ve hi story can b e taken by us c Wi thout much doubt as b en reasonably ac urate . Mr . Dodds was m an e n e and e e e a of gr at i t grity , all who r m mb r him p erson ally wi thout hesitation say that hi s written co mments on c this subject can b e taken as authenti . Th e s e es th e n c c e c e am appli to Mo ar h lo omotiv . whi h work d

n e ens a . e s trains o n th e Sutto B an k of th e St . H l R ilway P rhap some reader can throw more light on th e mystery surrounding their exi stence

29 A STORY OF RAILWAY PIONEERS

T became a relic of th e past . h e Monarch was in its way a novelty ; it had horizontal cylinders

e e th e e th e e th e t ﬁx d insid fram s , pow r from pis on was transferred to th e driving wheels through th e medi um of rocking shafts ﬁtted to th e pistons at th e smoke-box end of th e cylinders ; there was also an unusually large boiler and very strong

e e e th e e th e braking g ar, cons qu ntly w ight of engine in working order amounted to something

e 20 e th e e e c e ov r tons, undoubt dly h avi st ma hin of its day . Many works of int erest were carri ed out by

u th e e fe Hi s Isaac Dodds d ring n xt w years . b est designs were in connexion with railway

e e e e e e e n applianc s , but th r w r oth r inv ntio s brought out by him with th e obj ect of enlarging th e scope

’ o f ﬁrm s e his manufactur s .

N UMEROUS I NV ENTI ONS

In th e latt er part of 1 834 h e made a machi ne

e th e ﬁ for rolling plat glass , most dif cult part of th e construction being th e casting and planing of th e e 1 e e tabl , 9 tons in w ight , for at this p riod there did not exist a machine capable of planing

e e th e re e so larg a surfac . It was of g at st impor tance that this should b e almost dead true Dodds overcame th e difﬁ culty by an ingenious

e He devic . made use of th e huge casting to form

3 0 NUMEROUS INVENTIONS

th e e th e e th e fram of planing applianc , whilst

e e e th e e tool, clamp d s cur ly to fram or casting , was made to traverse with p erfect accuracy th e

e e o e ee whol surfac . This work t ok mor than thr months to complete . Th e Society of Arts in 1 835 awarded Isaac Dodds a silver m edal for an improved parall el

h e e e motion (Fig . which pat nt d during July of

e e e e that y ar , in conn ction with anoth r pat nt for

- e e h e wood working machinery . This improv m nt appli ed to machinery for cutting slots in timber or to engines of th e vibrating pillar type for guiding th e motion of th e piston -rod in place

th - e- of e cross head and guid bars . On th e authority of James Hann thi s parallel motion was applied with much success to marine e e ri e ngin s . In his cont bution to M chanics for

’ Practical Men h e wri tes ° In steam - boat e es e b e ngin , a parall l motion may put on so as

e th e - e ee - to mak air buck t , piston and f d pump

all e th e e e rods mov in sam kind of a lin , that is approximately to a straight line. Mr . Dodds

‘ e - e e e had built a st am boat ngin on this principl ,

’ th e which is ﬁrst I have ever h eard of . Several marine engines were constructed by Isaac Dodds at his Felling Shore Engineeri ng Works previous to his departure for th e Horsley Works appointment ; th e ﬁrst of this type of

3 1 — FI G . 2 lle i s e . Para l Mot on as applied by Dodd to St am in 2 —8 n es etc . 1 8 6 1 . boat E g , , 35

3 2

SECTION

- - FI G . . Th ﬁ v Th e of 3 e rst Cur i linear Sawing Machine . e m thod using a patt ern at th e side to guide th e cutting tool is widely em - - ployed to day in co nnection with milling machines . 34 NUMEROUS INVENTIONS

He e e e th e th e Works . th r mad out drawings and details of th e ﬁrst curvi - linear sawing machine ever

e e mad for practical purpos s (Figs . 3 and In th e e 6 e th e 2 th e . Pat nt Sp ciﬁcation No 755, dat d 9

1 8 h e e th e of January, 35, stat s I claim as particular feature of novelty invent ed by m e in connection with a sawing machine for cutting

e e l th e and shaping wood and oth r mat ria s , ﬁrst ,

th e e e adaption of transv rs railways or ribs ,

th e e th e e DD , upon which fram with mat rial to b e b e e e e th e cut may slidd n lat rally ; s condly, i i longitud nal railways or ribs BB , upon wh ch th e carriage for conducting th e articles to b e cut

e th e th e is gradually advanc d to saws ; thirdly,

e e e th e attachm nt of a mod l or patt rn T , for purpose of determining th e forms of th e pieces

b e th e th e to cut by action of saws and , fourthly , th e manner of mounting th e saw blades so as to enable them to turn into th e correct cutting

’ lines . This machine was completed in Slightly more

ee ee e e e than thr w ks , a v ry rapid pi c of work for

e th e n that tim of day , and particularly as worki g

e c e drawings , patt rns , castings and a rtain amount of delicate steel t empering had to b e carried out . When ﬁnished th e machine was sent off by road

’

e . e to M ssrs Hoop r s works in London , its trial producing results of a highly satisfactory nature

35 - - Sa w L n n n ne . FI G 4. o gitudi al Pla Curvi li ar

36 NUMEROUS INVENTIONS and many times multiplied th e output of their manufactures formerly turned out by hand .

THE FU SIBLE PLU G

In th e latter part of 1 835 th e Society of Arts awarded Dodds a second medal for an invention

th e Th e for prevention of boiler explosions .

’ following description is given from th e M echanics

’ e 1 8 6- 1 8 0 : e e e Magazin , 3 4 In som st am boil rs a hole is made at th e bottom and is afterwards ﬁlled up with a plug of lead or fusible metal in order to serve th e purpose of a safety valve ; for by duly proportioning th e ingredients of which th e e e - b e plug is compos d , its m lting point may

° e e 61 2 th e e e e low r d from that of F . ( t mp ratur ° at which pure lead is ﬂuid) to 2 1 2 F th e

- e e ordinary boiling point of wat r , which is mor than sufﬁcient to melt common fusible metal

e e ﬁ v e compos d of ight parts bismuth , parts

’ e ee r l ad , and thr pa ts tin . h Mr . Dodds obj ects to t e usual position of

e e e e e e th e such saf ty plugs b caus , b ing ins rt d in

e th e e e e e low st part of boil r, it will r main cov r d

e e e e th e with wat r, v n when so littl is left in boiler as to allow part of th e bottom and sides to b e uncovered and therefore liable to become

red . e th e hot Now, sinc plug in this position cannot acquire higher temperature than that of

37 A STORY OF RAILWAY PIONEERS

th e e e e n e wat r by which it is cov r d , it may conti u unmelted while th e steam and other gaseous contents of th e boiler are accumulating until

e h e e e. t an xplosion tak s plac This hazard , in

b e e e e opinion of Mr . Dodds, will pr v nt d by placing over th e hole in th e bottom of th e boiler a cap of iron of such a height that its top shall b e left uncovered while th e bottom of th e boiler and those parts whi ch are exposed to th e direct action

th e ﬁre b e e e e of shall still l ft und r wat r . Th e top of th e cap is to b e perforated by a hole which is to b e ﬁlled up by a plug of fusible

e . e e e e e e th e m tal Wh n , th r for , from d f ct in

ee s e e th e f ding apparatu , or from n gl ct on part

th e e e th e th e of ngin man to work supply pump ,

' water in th e boiler is so far evaporated as to b e

e e th e th e th e e a littl b low top of cap , h at , not

e e e th e e i e th e b ing conv y d off by wat r, w ll m lt plug and th e steam will b e di scharged through

’ h h e re t e hole into t ﬁ . Thi s well -meri ted award could not have b een e e e e e th e e arn d by a b tt r inv ntion , for improv d

‘ ’ e e e typ of fusibl plug , as introduc d by Isaac

e ee th e e e e Dodds , has Sinc b n m ans of pr v nting thousands of disastrous bo iler explosions and

i e consequent loss of human l f . He recei ved further recognition from th e same Soci ety for a new meth od of casting light railway

38 NUMEROUS INVENTIONS wagon wheels which obviated cutting th e wheel naves fo rmerly necessary b ecause of contraction

th e e s during proc s of cooling . Th e many improvements brought about by him obtained for th e Horsley Ironworks con sid erab le e e ee e th e e fam in ngin ring circl s , trad increasing by leaps and bounds until it b ecame o ne of th e most prosperous concerns in th e

th e e a e country . Also fact that th ir Man g r and Chi ef Engineer was a personal fri end of m en like

e e o e ri e e St ph nson , Wo d , and oth rs cont but d larg ly in their favour when competing for numerous contracts for th e supply of railway material

a ul p rtic arly .

THE DUBLI N AND K I NGSTO N RAILWAY

1 8 h e e th e e e e In 34 suppli d , at r qu st of Charl s

e th e e ee th e Vignol s , ngin r of Dublin and Kingston

e e e th e n - o Railway , d tail d d signs of rolli g st ck for

th e b that line . This was ﬁrst railway to e con structed for th e carriage of passengers in Ireland

al i e 1 8 28 and , though orig nally promot d in , it was

e e 1 8 not op n d until 34. Lo comotive building at that time had not been

e e e th e e ex ecut comm nc d in Ir land , and probl m of

e r e e o ne e ﬁ ing r pai s to ngin s was of som dif culty , and it was necessary for th e engineer to make

l e e e e a lowanc s for this in his d signs . Aft r som

39 A STORY OF RAILWAY PIONEERS time of careful thought Dodds drew up plans and speciﬁcations of a series of powerful locom o tiv es e e e e e - and som v ry s rvic abl rolling stock . He solved th e question of repairs and maintenance

e en e by r sort to standardization ; parts of gin s,

e e rri es e e er pass ng r ca ag , goods wag ons , wh r v

e e e e e e e possibl , w r mad int rchang abl ; springs ,

ee e b e e e etc wh ls , axl s , arings , brak g ar , could b e taken from a wagon and ﬁtted to either

e h e carriag or t e carrying wheels of th e locomotiv s . Th e simplicity of design and facility of access

ee e h e had b n aim d at particularly, and was

e e e e e compl t ly succ ssful in his nd avours . His

e e e e e e e i e id as w r d v lop d by Charl s V gnol s , and , although th e ﬁrst engines were obtained from

h e e . e e e e Co . and t M ssrs G org Forr st r and , Sharp ,

e . se e e new Rob rts Coy , sub qu nt ord rs for loco

’ e e i e Th e motiv s w re built on Dodds pr ncipl s . carriages and other rolling- stock for th e line were constructed by th e well- known ﬁrm of Melling

Co e e i and . , of Manch st r, from draw ngs and speciﬁcation carried out by him : accordi ng to

’ ’ e e th e e A Strang r s Guid Book to Irish M tropolis, Th e railway coaches of th e ﬁrst and second class may b e almost called elegant th e third class car ri ages are superior to those in use on th e English

d ar are al an all e e e . Railways , cov r d Trucks so

’ ’

e e e e e a e tc . provid d for conv ying g ntl m n s carri g s , e

CHAPTER IV

A CHECK TO A SUCCESSFUL CAREER

FOR ﬁv e years Dodds carri ed on his successful th work with e Horsley Iron Company . In

e e e e e addition to thos inv ntions alr ady d scrib d , h e produced a vast number of oth er mechanical

e e ear e e designs . His improv m nts to ﬁr ms w r of

e e e e gr at importanc , for his r p ating pistol was a distinct innovation as far as such weapons were concerned ; h e made a machine for boring out th e e e e barr ls of h avy cannon , which was a gr at advance over old methods and soon found a place in th e largest ordnance and armament

e h He e e factori s of t e day . also pat nt d twin and

- e e o ne multi barr ll d guns and cast , on occasion , four large guns with barrels radiating from a

e ee e e 0 e ee . c ntral , common br ch pi c 9 d gr s apart These remarkable weapons were made by th e

e e e e Horsl y Company in gr at quantiti s , and s nt

e e e e . to Franc , G rmany, and oth r Europ an nations Dodds also succeeded in improving th e work manship and consequent accuracy of machine

42 A CHECK TO A SUCCESSFUL CAREER

e th e parts , for at that tim quality of most e i ee e s ng n ring productions was v ry poor , thi low standard being largely responsible for th e general distrust and preference for other methods than

e e -e e i e due e e m chanical . St am ngin fa lur s to d f ctive material and bad workmanship frequently caused

e s e th e e e disast r and lo s of lif , progr ss of m chanical science b eing seriously hindered b ecause of unre

o i al e e liability most all class s of machin ry . By th e introduction of carefully design ed standards into his workshops and th e provision of adequate

e a e e d t il d drawings , Isaac Dodds was abl to accomplish improvements of untold value .

th e a e -ﬁv e e e At g of thirty , Dodds was numb r d amongst th e most eminent engineers of th e

e e e u day, his advic and assistanc b ing so ght by th e e e e ablest members of his prof ssion . G org

e e e St ph nson , although surround d by a most

l e e ee b e bri liant circl of ngin rs , who could invariably called upon to supply him with a solution to th e

e e e en e hard st of probl ms , fr qu tly consult d him and

e e e e e e e e n v r fail d to acknowl dg his inv ntiv g nius . This remarkable career was suddenly checked by an accident which took place in th e workshops

th e e 1 8 6 e of Horsl y Ironworks in 3 . A Splint r of

e e t iron struck his right y , so damaging it hat its immediat e removal was necessary to prevent total blindness .

43 A STORY OF RAILWAY PIONEERS

For many months Isaac Dodds remained in retirement as th e result of this unfortunate

e ea e h accid nt , and it was for long f r d that t e sight of his left eye would also b e lost but after

’ e e e e e s v ral months r st , following a v ry dang rous

i e h e e e e surg cal op ration , b gan to r cov r, and

e e e e o with this improv m nt his y als got better . In th e early part of 1 837 h e was able to resume

re and h e e e e e work of a light natu , th r for inform d vari ous professional fri ends of hi s intention ; several eminent engineers were anxious to secure

e e e e e his s rvic s , among th m b ing Jos ph Bramah ,

se e e e th e e who fath r inv nt d Hydraulic Pr ss , who made him a liberal offer of a partnership in his

e ee e a ﬁrm of consulting ngin rs , m ntioning lso

h e b e e e e that Should not r quir d to look on pap r .

H e e e e e -ih was , how v r, induc d by his broth r

e e th e e l law , John St ph nson , gr at rai way con

e e th e tractor, to tak charg of construction of h t e Shefﬁ eld and Rotherham Railway (Fig . 5) and

th e e a portion of North Midland lin , which had been successfully tendered for and already com m en e o e ced . Early in that y ar D dds mov d to

e e Roth rham , a town of much importanc , as it

th e e e th e e coalﬁ eld was c ntr of South Yorkshir ,

e and there too k up hi s residenc . Th e ﬁrst event of impo rtance which occurred to Dodds and his associates in this district was

44 A CHECK TO A SUCCESSFUL CAREER th e serious outbreak of rioting which took place between th e English and Irish navvi es employed h n at work on t e ew lines . Th e b eginning of th e railway era in this country created a demand for an enormous number of

m en e labouring , far mor than was locally obtain able in fact this deﬁciency was quickly remedied by th e inﬂux of Irish labourers who came over

e from th ir country in thousands . This was regarded by th e English navvy as a trespass on

e e e h e e e e e e his pr s rv , so d t rmin d to pr v nt any

— FI G . . Th e e e and e w 1 8 8 5 Sh fﬁ ld Roth rham Rai l ay . 3 .

45 A STORY OF RAILWAY PIONEERS

e r e furth r immig ation taking place . ! uarr ls of a minor i e e th e e th e e k nd w r ord r of day, and ach

e e e one e Sid , apart from worktim , l ft anoth r

e ere e i t e f ai e s v ly alon . Th s s at of a f rs continu d

th e e e e e on North Midland , as it did ls wh r ; but th e struggle which had been for long expected

l e 1 8 8 e as ee ﬁna ly b gan in 3 , and , strang it may s m , th e trouble originating on these lines Spread like

e th e e e e wildﬁr throughout country , and wh r v r English and Irish were employed together ﬁerce

e e e i e battl s were fought . This outbr ak b gan wh l th e navvi es were at work on a section of th e

e e ee D arﬁ eld th e lin b tw n Swinton and , on North Midland ; a quarrel arose between an English

e e e e to and Irish navvy, and th y at onc r sort d

i ff e i e e s ﬁst cu s. Aft r damag ng ach oth r almo t

e e th e b yond physical r cognition , Irishman was

e e hi s e e e e b at n ; s cond , how v r, mad with rag at

’ hi s e e e th e countryman s d f at , rush d at victor and delivered him a heavy blow on th e head with th e

e e e e e s . h lv of a pickax , r nd ring him unconsciou At this moment th e Situation was saved and improved considerably as th e result of strong

e e e e e th e m en m asur s tak n by thos in charg of , and for a time common- sense prevailed over angry passions .

Th e i e e e e follow ng day , how v r, th r was a simul fau cons movement on th e part of th e English

A STORY OF RAILWAY PIONEERS and thereby prevented th e blow from reaching

s e -in- hi broth r law . Riots of this kind were afterwards frequent throughout th e land and continued until late in

‘ ’ th e e and e e e forti s , , although bitt r ncount rs no

e e n e e th e mor took plac , for ma y y ars aft r Irish

e e h man was strongly res nt d by t e English navvy .

THE OLD CUTLER

Th e directors of th e Shefﬁeld and Rotherham Railway appointed Isaac Dodds their Locomotive Superintendent and Resident Engineer in th e e 1 8 8 e e arly part of 3 . Th y instruct d him to arrange for th e purchase and manufacture of th e necessary o - d e e e r lling stock , inclu ing a s ri s of pow rful loco motives capable o f hauling th e heaviest loads up th e steep grades on th e Western portion of th e line . Two of these engines h e ordered from Rob ert

’ e e e e e e e St ph nson s c l brat d factory at N wcastl , two oth ers of hi s own design from th e ﬁrm of

e e Sh eﬂi eld o e Davy Broth rs , of Brightsid , , and s m time later obtained two from th e Railway

n Lee . Fou dry , ds Th e delivery of these engines became a matter

e e e th e of som conc rn , and , in ord r to avoid

s e th e e da po sibility of disappointm nt on op ning y, Dodds proceeded to make a locomotive in a

48 A CHECK TO A SUCCESSFUL CAREER

’ small workshop adj acent to th e Company s li ne

e e i e ne w e e r n ar Roth rham . Th s ngi , kno n som y a s

’ e a th e e - ee e aft rw rds as Old Cutl r , was a six wh l d engine with a single driving wheel of th e 2 - 2 - 2

e e th e e e typ . Its boil r had haystack ﬁr box th n

e e th e e in vogu , and was attach d to fram s in a

’ i e e e i e ee e . . mann r p cul ar to this ngin r s d signs ,

e th e e end fast ned down at smok box only, but at th e ﬁrebox end being allowed to expand or contract freely according to th e varying tem perature ; a small plate or bracket bolted to th e frame preventing any vertical movement of th e

e Th e e f e e e e e boil r . usual hors hair bu f rs w r disp ns d

e e new et e e with , and an ntir ly m hod was mploy d ; for th e ﬁrst time in th e history of locomotive

e- f e e e e construction , spring sid bu f rs w r giv n a

al th e e e e e and tri , and r sulting conomi s in r pair ’ upkeep of engines so j ustiﬁed th e designer s contentions that th e practice became general .

e e th e e Although only a small ngin , Old Cutl r

e -ﬁv e e did wonderful service for over tw nty y ars,

h er ee costing very little in repairs throughout car r, and it was not until th e year 1 875 that sh e was taken o ff th e road and scrapped . Th e Old Cutler was ﬁtted with one of th e earliest forms of valve gears wh ich provided for th e th e expansive working of th e steam . Up to year 1 838 th e reversing of a locomotive engine

49 A STORY OF RAI LWAY PIONEERS was accomplished by a fork-and-c atch arrangem ent

’ e e a n th e i th e a e g n r lly know as gab mot on , v lv s were driven by either o f two sets of eccentrics

e o e s e one plac d in Opp sit po itions to ach other , set drivi ng forward and one backwards ; when

e e th e e e ere e th e er r v rsing ngin , th for , driv had to disengage th e connecting rod from th e forward eccentri c and attach it to th e backward

e e eccentric . This was a Slow and t dious op ration and required considerable skill to accomplish

e th e New succ ssfully. John Gray, of York and

e a e e e e se castl Railway , had littl arli r d vi d a method for simplifying valve gears by th e intro

th e e-le e e duction of hors g motion , th r by reducing coal consumption over and although it was a vast improvement on existing

e et om e er e e e e e g ars, y s v y s rious obj ctions pr v nt d

eneral u se e ee e its g . It was xc dingly complicat d,

th e a e e s and, owing to l rg numb rs of j oint and

e th e e ea e ere its indir ct action , slight st w r r nd d it

e In e n 1 8 8 e unr liable. his d sig of 3 Dodds mad th e ﬁrst successful reversing motion ; th e S lide

e was r e e ns s n e e e valv d iv n by m a of a i gl cc ntric, made capable of being placed in any required po siti on relati ve to th e crank by means o f a double wedge sli ding along th e axle so that in its motion th e eccentric mo ved into successive

osi i re ui re Th e S n e es e e p t ons q d . lidi g w dg w r

50 A CHECK TO A SUCCESSFUL CAREER held in place by th e notches of th e quadrant

and e e th e . ri e l v r in cab W ting of this inv ntion , in hi s book on Locomotive Engineering and th e

e a e 1 8 1 ! e M ch nism of Railways publish d in 7 , rah Colburn makes a very deep and interesting study

e e e of its action , but appar ntly consid r d it only as set down or describ ed in th e Patent Speci

ﬁcati on e out o 1 8 e e tak n by D dds in 39 , wh r as its full value as an apparatus for working steam ’ expansively was c early demonstrated by engines

e th e ef e e i us d on Sh ﬁ ld and Roth rham Ra lway . Th e importance of e x pansive working was realized

1 8 hi s e th e by him as far back as 33 , in d sign of

’ th e L e o o e er Star for iv rp l and Manch st Railway , wherein th e motion was gi ven to th e valve by

e e an e r an m ans of a r turn cr k , actuat d th ough are e e i a e or link , by an cc ntr c which was m d to fasten on th e driving axle and assume two posi

r Th e tions either for forwa d or backward working . are or link provided a means for varying th e

’ al e e u i n e v v s trav l, th s obta ni g an adj ustabl cut

’ e n th e e e off . Comm nti g on w dg motion , Colburn

’ in his work says D odds wedge-motion eccentri c has b een adopted as a variable expansion gear in a considerable numb er of

e e e e modern locomotiv s , among oth rs in som v ry heavy tank engines designed by th e late Mr .

Brunel for th e Vale of Neath Railway . In his

S I A STORY OF RAILWAY PIONEERS speciﬁcation Dodds referred to vari able expansive

’ Th e a i e working . practic l qual ti s of Dodds wedge-motion eccentric have b een found to b e

e and e r asonably satisfactory , it is not improbabl that it may come into extensive use in fu ture

e e e e th e practice. It tak s up v ry littl room und r

e few e e boil r, has j oints , is ch aply ﬁtt d , and answers all th e geometrical conditions of valve

e e th e movem nt fulﬁll d by link motion . It has been obj ected to in some cases as liable to j am

e ee th e e e e e diﬁrcult b tw n w dg s and cc ntric, and as

e e e e -ﬁtted to rev rs with st am on . With w ll sur

e e e e fac s , prop r att ntion to oiling , and with prop rly

e e e e e e proportion d r v rsing apparatus , th s obj ctions

’ b e e would obviat d . Th e Stephenson-Howe link motion was not

use e 1 1 8 2 e brought into until Octob r 5, 4 , wh n

e e e e e e e . Rob rt St ph nson and Co . d liv r d th ir No

th e a We 359 to North Midland R ilway Co .

e e e e e must , th r for , cr dit Isaac Dodds with b ing a pioneer of one of th e most important questions in th e e e e e ee e sci nc of st am ngin ring, for his inv ntion was in u se four years before th e Stephenson link

ea e g r was introduc d . CHAPTER V

THE HOLMES E N GI N E AND RA I LWAY WORKS

SOME little time b efore th e Sheffi eld and

e ai e e Roth rham R lway had op n d , Isaac Dodds ,

th e e e e e with ass nt of his dir ctors , d cid d to ﬁnd

e e e h e th e a sit for a factory wh r could , on com

letion th e ai e e th e e p of r lway , comm nc manufactur

e e of railway machin ry and appliances . Aft r examining all th e available land in th e neighbour

th e h e e e l e hood of railway , v ntual y mad up his mind to purchase th e soap and candle factory h e . t e e of M ssrs Dodd and Layton at Holm s , a small but important industrial locality near l e s e Sh eﬂi e d . Roth rham , and a hort distanc from There h e found a good factory with splendid

s th e work hops , good roads in and around works , whilst a satisfactory wat er supply was also to b e e th e e e e obtain d , for Riv r Don , canaliz d , ﬂow d

‘ few H e e past only a yards away . quickly obtain d

’ e ee e th e a supply of ngin r s machin ry , and had factory in working order by th e time when th e engines h e had designed for th e Shefﬁ eld and

53 A STORY OF RAI LWAY PIONEERS

Rotherham Railway began to arrive in pieces ready for erection by hi s workmen . All th e engines used on this railway for several years afterwards were built and repaired at these

th e th e works , and thorough way in which work was executed soon got for Isaac Dodds a great

e i as e i e- e him r putat on an ng n mak r, thus proving

e th e e ironfound ers a ﬁt succ ssor to gr at who ,

th e e th e e on sam ground and in sam workshops ,

e e e e th e tw nty y ars b for , had by casting spans for th e great Southwark Bridge achieved what

e e e few was then consid r d an impossibl task . A words h ere about thes e great ironfounders may serve among some readers to keep their memory

e aliv . Th e ﬁrm of ironfounders of Joshua Walker

Co . e e e and , of Holm s , n ar Roth rham , York

e th e e i th e e ee shir , was at b g nning of nin t nth

th e e century e great st in our Isl s . It was com m enced by Samuel Walker about 1 745 in a very

e i e e small way , Walk r at that t m b ing a boy of

a He e e e e ee e e. e s v nt n y ars of g , how v r, soon mad his business a thriving one ; by working long hours and livi ng a very meagre existence h e

e realised nough capital to increase his trade . He quickly made a reputation for himself as an ironfounder th e o re his e e , pr g ss of busin ss b ing

e e i n th e e subs qu ntly aston shi g, and as r sult of

A STORY OF RAILWAY PIONEERS largely governed by th e problems involved in

ee n manufacture. It had thr spans consisti g of

- r e th e e e e e cast i on arch s , two sid arch s w r of

2 1 0 ee e th e e th e e t e f t span , whil gr at arch in c n r

0 Th e e e measured 2 4 feet . prosp ctus issu d by

‘ th e promoters stated that in its structure it is not

’ equalled in magniﬁcence by any bridge in Europe . Th e bridge was looked upon by th e scientiﬁc

th e e e th e e world as gr at wond r of day, and wh n th e huge castings forming th e arches were being

e e e e e e e e ﬁtt d tog th r in a ﬁ ld , wh r subs qu ntly

o e e e ee Isaac D dds op n d his ngin ring works, thou sands o f people cam e from miles around to see and wonder at this marvel of engineering skill . Th e largest casting in th e bridge weighed nearly

e e e e e e tw nty tons, and it was v rywh r admitt d

al th e that Messrs W ker and Co . was only ﬁrm in

e e Europe capabl of producing so gr at a casting . Th e execution and erection of th e bridge was placed under th e superintendence of William Yates and his son ; together father and son watched its growth stage by stage until every

e ai e e e d t l and part ﬁtt d with p rf ct accuracy .

e e e th e th e a t Wh n compl t d in workshops , all p r s

e e wer marked so as to facilitate rection in London .

e al i e e e e th e a e Sp ci sh ps w r chart r d for l rg castings, and on arri val in London th e bridge was found

e e h e diﬂi cult to ﬁt tog th r without t e slight st y,

56 THE HOLMES WORKS and it was never necessary to send to th e foundry

or e . Th e was e e f duplicat parts workmanship p rf ct . re e e e l e G at cr dit was b stow d upon M essrs . Wa k r and e r a a e li e and e e e th i m n g r, Wil am Yat s , th y w r feasted by all th e most notable scientiﬁc associa tions of th e day . Th e works at th e Holmes were closed down on th e e th e e e e compl tion of Southwark Bridg , as th r

‘ e e e e e e e cam a tim of gr at trad d pr ssion , for wh n

e e V s e r e 1 8 1 h er P ac i it d Eu op in 5, and waving olive branch sc attered plenty and prosperi ty over th e sh e e e nations , frown d upon thos who had

e th e e e e e forg d ngin s of war , smot down th ir

- e e e e proud looks , and oft tim s scatt red th ir poss s

’ Th e e e e sions . num rous manag rs and workm n were subsequently scattered thr oughout our

e e e e ee country , many of th m b cam ngin rs of

e . e n e fam William Yat s , Ju ior, was undoubt dly th e ﬁrst to propose th e construction of th e Liver

e e ai th e e pool and Manch st r R lway , for at op ning

e e e e and e th e dinn r, wh n som body ros propos d

l e th e health of Mr . Wi liam Jam s as e promot r and

th e e h e e e th e originator of lin , at onc disclaim d

u ee e th e e i hono r and, in a Sp ch , stat d that cr d t should b e given to o ne man only and that was

i e h e ai e th e W lliam Yat s , who , s d , was absolut ly ﬁrst to suggest and advocate th e construction of this historical line .

57 A STORY OF RAILWAY PIONEERS

e th e a n t was Thomas Pain , notorious g os ic; e e th e e e al e mploy d on bridg work by M ssrs . W k r , and while engaged in his work at th e o ﬂi ce introduced many improvements into bridge

e e th e building . It is said that in his spar tim at

’ h A e Works h e wrote t e ge of R ason . From 1 838 to 1 845 Isaac Dodds was solely occupied in th e improvement and manufacture of railway appliances ; as soon as th e diffr culti es experienced in getting th e Shefﬁ eld and Rotherham Railway into working order h ad

ee e h e e inv en b n satisfactorily smooth d , turn d his tive faculti es on to designing small tools and machines for facilitating th e special operati ons

Th e e involved in railway construction . r sults of

i e a o e th e much t m , thought , and tri l pr duc d

’ i e th e e Punch ng B ar, Punching and Sh aring

’ ’ e th e e Machin , and Jim Crow, as now us d by

e- plat layers . Among th e numerous improve ments in railway machi nery made by Dodds was th e locomoti v e e e e e th e e e ngin turntabl , pivot d in c ntr and sup

e ea end e e e port d at ch , should any w ight fall th r , by means of two wheels running on th e track of a rail forming a circumferential ring in th e bottom

th e e e th e n of turntabl pit . Hith rto turni g of an engine had only been carried out by slow and

e a e th e e e laborious m thods , in many c s s ngin s

58 THE HOLMES WORKS h ad to b e taken along a circular track and then b e e h e l switch d on to t main ine again . Many attempts had been made previously to construct a satisfactory appliance for reversing railway e e e e e e e e ngin s and v hicl s , but th s w r of a compli cated nature and so were totally impracticable . In his design Dodds set out to achieve th e e e e desired obj ct in a Simpl r way . Inst ad of employing lifting machinery actuated by

e h e e e Of hydraulic pow r, plac d a lin rails on a

i e e e e strong g rd r mad of timb r and m tal . This girder was carefully balanced at its centre Where it was support ed and carried with a cup- and

e e e th e e e d e sock t arrang m nt , nds , as pr viously

e e e o e e th e e scrib d , w r supp rt d wh n tabl was out of balance by wheels running on a circular track of rail ; an engine- man could thus move th e heavi est weight on th e table single handed . Little improvement has been made on this

e e e th e e e e m thod , v n at pr s nt tim , although originated over eighty years ago ; for at any impo rtant railway centre it is possible to see

e e n e e e e nowadays a hug ngi with its t nd r, w igh

e e e ei e ed ing p rhaps a hundr d tons or mor , b ng r volv on th e turntable by its ﬁreman with comparative

Th e ori ginal turntable was installed by Dodds a short time after th e Shefﬁ eld and Rotherham

59 A STORY OF RAILWAY PIONEERS

e e e ee Railway was op n d , and as no pat nt had b n taken out it was quickly copied by other engineers and soon became th e standard method for turning

1 8 1 8 0 e e e railway vehicles . In 39 and 4 th re w r two sets of turntables in use on this railway at th e ef e e e set e Sh ﬁ ld t rminus , and anoth r at Roth r ham .

THE VOLUTE SPRI NG

On one occasion Isaac Dodds was travelling to

e e e e . D rby with Rob rt St ph nson and W H . Barlow , th e e ee th e e e e e ngin rs , in arly forti s , wh n a simpl incident too k place resulting in th e discovery of th e e al e volut or conic form of spring . Aft r a long

e e e e th e p riod of conv rsation , a m mb r of party

e e e e hand d round a cas of cigars , wh r upon Isaac Dodds obtained a piece of paper for th e purpose

i e w e th e e of l ghting th m , and t ist d pap r spirally

ll i e . e h into a spi Having suppli d th s want , unconsciously held th e remaining portion of th e

e ee e e n spill b tw n his thumb and for ﬁng r, springi g

a and e e e it backw rds forwards for som littl tim . He then released th e pressure suddenly in orde r

let e th e to it drop , wh n spill shot out of his grasp

e n . He e i and lik a spri g was astonish d at th s , it struck him that a piece of steel so coiled would

e mak a most satisfactory buffer for railway work . On his return to Rotherham th e following day

60 TH E HOLMES WORKS h e went to th e Holmes Works and gave orders for two springs of th e coni cal type to b e put in

n e . e f e e e e one ha d at onc Two larg bu f rs w r mad ,

ee th e e ee of ﬂat st l , oth r of round st l with sides

e e e e e e e e ﬂatt n d . Th s wh n compl t d wer fastened to a beam and ﬁtted on to shafts of iron so that th e pressure caused by a shock would b e borne

e e e e e e c ntrally ; furth r, a larg ﬂat plat riv t d on to th e end of th e shaft distributed th e shock

th e th e e e along all coils as pr ssur became greater . These improvised buffers were then ﬁxed on to

ee le th e station b uﬂi ng stops at Roth erham . N d ss

e e eri e e e e to say, th y prov d sup or in v ry r sp ct to th e ordinary dead bufﬁng beam and were soo n put in place of th e old system throughout th e

e Shefﬁ eld and Roth rham Railway . An interesting story regarding th e invention of th e volute spring was told to th e writer by an old workman of th e Holmes Engine and Railway

a e e e Works . This story was ppar ntly acc pt d by old tradesmen of th e spring trade as th e true origin of th e invention and its subsequent wide a doption by engineers . Early in 1 840 a number of spring smiths were st anding round a table in a Sh eﬂi eld workshop studying a problem in connection with th e maki ng

Th e c of a spring for railway work . spring, ac ord

th e b e e ing to speciﬁcation , had to of mor than

61 A STORY OF RAILWAY PIONEERS

t e e e e s ons ordinary s r ngth , but not of gr at r dim n i

s th e in breadth or width . Thi stipulation smiths

e e i e s co n after sev ral att mpts fa l d to sati fy, and sequently th e whole brainpo wer of th e workshop

o ne e e e ta was centred on this probl m . Th ir r pu

e e e e e et tion as cl v r trad sm n was at stak , y up to th e moment in question they had not succeede d in getting nearer th e solution of th e difﬁ culty . Whilst they were engaged in discussing th e sub

n ee e t e e e e th e j cet , u s n , som s rang rs nt r d shop , and seeing th e group of workers engrossed in a

e e th e see knotty probl m , cross d ﬂoor to what

One th e t e e e was happening . of s rang rs obs rv d to

th e e his companions that spring in qu stion , which h ad ee e th e a e e b n mad of ordinary c rriag typ , was

e th e e totally unsuitabl for purpos , owing to its

One h t e e es . t e lack of r sili nt qualiti of smi hs , o v rh eat in e e th e e e e g this r mark , turn d to sp ak r and asked for hi s advice if h e knew anything of

Th e e es e e e th e . e subj ct strang r addr s d r pli d ,

Yes th e n th e th , o ly satisfactory way out of di culty is to use th e type of spring adopted by us for th e railway buffers on th e Shefﬁeld and

e a a e not e Roth rh m R ilway . Th y will tak up a quarter of th e space and can b e more easily

’ He e o ee ed to s e se made. th n pr c d k tch out tho springs kno wn t od ay as th e conical and volut e

— ’ ’ ns FI G . 6 . s and en s en ee Dodd Ow pat t wh l for wago , showing method of construction . 64 THE HOLMES WORKS

(2) In an improved method of forming crank s

and crank shafts . (3) In a new mode of couplin g carri ages

e e ai and other railway v hicl s together in a tr n . (4) In a novel method of applying spri ngs

th e f e e e th e e to bu f rs of railway v hicl s , for lastic

e e e e supports of such v hicl s , and for pr v nting th e lateral motion of such vehi cles b eing trans

mitted th e a e e to c rriag or v hicle .

(5) In improvements to th e working parts of

e e e a locomotiv ngin .

6 e e ( ) Nov l m thods of working rail switches .

’ Th e ﬁrst two items refer to William Owen s method of making those parts in question in a way which would produce a satisfactory article

th e fﬁ e e di and avoid di culty of intricat w l ng, his

e e e e e 6. syst m b ing cl arly r v aled in Fig .

— ’ FI G . l en s e n e . 7 Wil iam Ow m thod of maki g larg n s Th e c n e e s n is e es forgi g . ra k h r how form d of plat

ﬁrs t cut to shape and then welded together .

65 — 8 . e b s in 1 8 8 Saf ty y Dodd 3 . THE HOLMES WORKS

Th e remainder of th e Patent Speciﬁcation was

e e th e e o d vot d to various inv ntions of Isaac D dds .

th e e e e e In No . 3 carriag s w r to b ﬁtt ed with an ingeni ous device for slipping th e coach in th e

e e e th e ri e e cas of d railm nt , for, if car ag mov d

e e e e lat rally too far ith r right or l ft , a pin passing through th e draw-bar would b e automatically

th e n withdrawn , and thus allow coupli gs to h e e e t e e e e e . s parat , l aving d rail d coach s b hind

(Fig .

e new e f e No . 4 introduc d a typ of spring bu f r with th e obj ect of getting Springs of different elastic strength acting in conjunction at th e same

Th e e b e e time (Fig . syst m might also appli d

th e e to supporting springs of a vehicl . This improvement consisted of th e substitution of a single strong helical or coiled Spring by a number f of smaller springs of di ferent length and size. These springs abutted upon different steps or

e th e e e e e th e fe th e stag s in xtr m nds of buf rs, longest springs being placed b etween th e steps

e furthest apart and th e shorter nearest each oth r . Th e effect of this arrangement was to produce a more sensitive elasticity than could b e obtained

Th e e NO. with a single spring . latt r part of 4 was for th e absorption of shocks and vibration usually transmitted to a carriage b y th e lat eral

h e ef e e motion of t e wh els . This was f ct d by ﬁxing

67 F — nven e b 1 8 and I G . . n e B e s 9 Spri g Sid uff r i t d a out 35. th e e es patented some four years later . Probably arli t

example of th e modern b uﬁ er ever used .

A STORY OF RAILWAY PIONEERS a spring at th e extremities of th e axle abutting th e e e e e th e nds , so that any lat ral mov m nt of

ee e e th e e e wh ls , inst ad of j rking carriag viol ntly

o ne e h e to sid , would ﬁrst act on t spring or shock

e and e e th e ee a e absorb r , any pr ssur on wh l ﬂ ng s would thus b e gently and evenly transmitted

e to th e carriag (Fig .

th e n No . 5 was by far most importa t part

th e e e e of pat nt as aff cting locomotiv history , for in it was described th e ﬁrst practical valve gear ; several others had appeared at about

e e e e that tim , but th y w r not of a satisfactory

’ e e-le e e natur . Gray s hors g motion , pat nt d in

1 8 8 e e e l e e e 3 , n v r prov d its va u , as its mov m nts were too complex for use as a sound mechanical

’ e th e WE GE E NTR I TION applianc ; D CCE C MO , as set ee use e forth by Dodds , had b n in for n arly two years when this speciﬁcation was accepted .

e e e th e th e It was a v ry simpl d sign , action of gear being direct without th e u se of any inter

e i e e n e e e e e e m d at m cha ism , all mov m nts b ing ff ct d

e o f th e e e th e by m ans . arrang m nt for placing eccentrics in any desired position relative to th e

e e e crank , as pr viously d scrib d .

Th e e e e e th e . r ad r will obs rv , in diagram (Fig its great simplicity of construction and its suitability for u se in th e locomotive engine . Dodds also describes in his speciﬁcation th e

A STORY OF RAILWAY PIONEERS employment of an auxiliary valve for expansive

e e th e e working s parat ly from main valv s . This ,

e e e e how v r, was only an att mpt to giv full scope

h e th e e e e e to t application of w dg cc ntric motion .

h e e e e e In No . 5 provid d for nov l cylind r arrang

e th e th e e m nts , or, in words of sp ciﬁcation , consists in applying th e power of two or more

e th e ee e e shafts or axl s of wh ls , th r by making all these wheels driving wheels and thus doing away with coupling rods . Two or more cylinders may b e e we e e ee o ne e e us d, but pr f r thr ; cylind r insid under th e smokebox driving to th e centre pair

ee th e e e e e of wh ls , oth r two cylind rs b ing outsid e e th e e e th e ith r ﬁr box or smok box , driving

e e ee e b e e e l ad rs . Thr cylind rs can plac d sid by

e th e e e o ne sid in smok box , two cylind rs driving

n h e He shaft and o e with t e oth r (Fig . also included th e design of a light built-up piston

e e within this heading . This is cl arly und rstood

1 by reference to Fig . 3 .

6 th e e - es No . claims for s lf acting switch invented by Dodds for th e Shefﬁ eld and Rother ham line and ﬁxed by him during th e early part

1 8 . e e e are . 1 of 39 Th s switch s shown in Fig 4, and

e ee e e e according to opinions of ngin rs, xpr ss d many

e e e e e e e y ars aft rwards , w r of gr at advantag ov r

‘ ’ th e roughly improvised turnouts then in general

use e e e i e e . . Th y w r w dely adopt d on British lin s

— - n FI G 1 . u s n c . 3 Built p Pi to Pa ki g ﬁrst introdu ced o n th e Monkland

and Kirkintilloch Railway .

73 A STORY OF RAILWAY PIONEERS

This Patent Speciﬁcation alone shows that Dodds had as clear a vision of th e locomotive engine and railway appliances as any engineer of th e day ; his provision for a new arrangement of cylinders alone showed that h e fully realised th e probabilities of extraordinary development in th e e futur .

H e e e was associat d with William Ow n , who was then a partner in th e ﬁrm of Sandford and

O e Ironfou nders e e e w n , , of Roth rham , in s v ral subsequent inventions for th e improvement of

e e machinery and in m thods of manufactur .

e e S e e e Ow n , whos works hould tak th ir plac in

0 th e e H e railway history , was son of a maltst r .

e 1 80 a e was born in Roth rham in 9 , and obt in d

e e e ee ther his ducation and training as an ngin r .

1 8 8 h e e th e e In 3 j oin d ﬁrm of Sandford and Yat s ,

I ronfound ers e of that town , which was chang d

Shortly aft erwards to Sandford and Owen . Sand

e e e e e e e ford th n di d , and Ow n b cam sol propri tor, carrying on this important business until 1 864

e e ee e e e th n Ow n , who had b n larg ly r sponsibl

th e e th e e e s e e e for inv ntion of solid w ldl s tyr , op n d an establishment near th e River Don canal at

e th e e ee e Roth rham for manufactur of wh ls, tyr s ,

’ e e th e e e e ee and axl s , und r titl of Ow n s Pat nt Wh l

e C e e e e o . Tyr and Axl , Ltd and mad a gr at r pu

a e t tio n for th e gigantic forgings produced th re .

A STORY OF RAILWAY PIONEERS

At th e Great Exhibition of 1 862 Owen exhibited a specimen tyre made by his soli d weldless method and obtained much credit from engineers for th e e e e th e e Th e xc llenc and mann r of production . ﬁrst example of a solid weldless tyre known to

e ee e e e and hav b n produc d was roll d by M ssrs . G .

n i l e e J . Brow (orig nal y Knowl s and Brown) , own rs th e e e ll in of Roth rham Forg and Rolling Mi s ,

1 8 e e e . 59 , by pat nt machin ry sp cially laid down

8 - Owen di ed in 1 8 1 at th e age of seventy two years .

He e e e was a proliﬁc inv ntor , and sp nt larg sums

e e e al of mon y in pat nting his inv ntions, and though th e e e e e maj ority of th s prov d , from a comm rcial

e e et hi s e e point of vi w, fruitl ss , y fforts, num rous

e e e e e e e th e as th y w r , to ff ct improv m nts in con struction of wheels for railway purposes assisted in th e production of th e forged railway wheel

we e th e e e th e m e which hav b n ﬁt of at present ti . CHAPTER VI

THE SHEFFIELD MECHAN I CS E! HIBITI ON OF 1 840

THE position of th e city of Shefﬁeld as th e centre of a huge coal and iron ﬁ eld was in th e e e o ne e e arly forti s of gr at importanc , its future was very optimistically spoken of in th e

th e e e industrial world , and announc m nt of an exhibition of local manufactures and art pro ductions caused great satisfaction locally and

e e e e e e e e consid rabl int r st ls wh r . Isaac Dodds promised th e committee that h e would s end models of his inventions and other specimens of

h e e e e his work , as had up to that tim don littl to popularise his efforts at th e Holmes Engine

th e e h e e Works . At xhibition display d two

o ne e - e e e th e drawings, of a st am ngin ﬁtt d with

e e e e e e w dg cc ntric motion , and anoth r of his pat nt

- e e e e. e e multi cylind r locomotiv ngin Furth rmor , in order to Show th e wide and almost unlimited

h e e e e e e e e . xt nt of his inv ntiv g nius , xhibit d a

e e e e Window blind cord str tch r, his pat nt wir

e e e e e cordag , an improv d st am gaug , a mod l of

77 A STORY OF RAILWAY PIONEERS

’ ’ e ee e Dodds and Ow n s railway wh l , a mod l of th e e n e h e e e 1 8 2 w ighi g machin which d sign d in 3 ,

th e e s e- ou- e e e for N wca tl Tyn comp tition , a mod l of his parallel motion as described in M echanics

Men e e for Practical by Prof ssor Jam s Hann , a full-sized gunstock being th e ﬁrst cut out by

’ e - e e Dodds pat nt curvi lin ar sawing machin , and ,

- e e e e 1 8 . lastly, his fowling pi c as pat nt d in 35 These exhibits were th e subj ect of great admira

on th e V s D s tion part of all isitor , and Isaac odd received much credit and appreciation both for th e trouble h e had taken to show th e public th e results of hi s genius and for his capacity as an

He had th e a ex e ien e inventor . also h ppy p r c of accepting congratulations from three m en whose names have b een household words in th e literary

ere e een world , who w at that tim and had b

f e for very many years citizens of She ﬁeld . Th y

e e e e e e e w r Jam s Montgom ry, Eb n z r Elliot , and

e e u ellin Samu l Bail y, who , altho gh dw g in a busy

e- e n e v e e e s smok pall d tow , liv d far abo th ir nviron , and gave us some of th e most beautiful poetry e ri ver w tten in th e English language.

A ! UI ET PERI OD

From 1 840 to th e end of 1 844 Isaac Do dds carried on his business at th e Holmes Works with

e e H e i e consid rabl success . built many locomot v s

A STORY OF RAILWAY PIONEERS

e e e ofﬁ ci als thus b cam disposabl , and as all th e higher positions were ﬁll ed Isaac Dodds did not offer to take further employm ent under th e n i h e ee ew organ zation , so that was fr to follow

e his own d sires . For eight years h e had concentrated his inv en tive faculties on creating and developing numerous

se e e e e inventions . Among tho which hav not r c iv d mention are th e compensating pendulum for

l e e 1 8 th e e e c ocks , inv nt d in 39 ; mod rn typ of undershot waterwheel ; and hi s improvements

se in th e supply of gas for illuminating purpo s . In thi s latter h e introduced th e pressure eq ualiz ing valve worked on th e principle of two cones

e th e e e e e forming a valv , inn r con b ing vari d in its opening action by means of a sensitive

r e th e e e diaph agm , mov d by varying pr ssur of

i th e e th e e e gas , adjust ng op ning of con or valv to that position which would control th e quantity

th e e ai th e of gas passing to burn r, and thus att n automatic variation required for an equalizing

al e v v . At thi s peri od th e WED GE ECCENTRIC morro n had b ecome very popular among engineers

e e and e owing to its extr m simplicity, many tribut s as were received by Dodds to its efﬁciency . Thom

e th e l n e Kirtl y , of North Mid a d Railway, wrot from D erby expressing his opini on as follows

80 SHEFFIELD MECHANICS EXHIBITION

I LAN art w No am M D D R av .

Locomotive Department ,

e D rby,

“ A m! th 1 8 . 1 4 , 44 e Sir My D ar ,

rs th e I st s is You of in t . duly at hand, and can assure you that you have with all willingness my opinion and testimony respecting your Patented c e o n was u E c ntric M tio . Your motion p t upon three of th e last Coupled Engines this Company had made r S e e s o ne ess s . Co . e st e by M t ph n on and , of N wca l ,

es Co . e s s s . s e . Th e and two by M r Kit on and , of L d Engines have been at work regularly since th e latter end th e e 1 8 2 th e ﬂ e s e e of y ar, 4 ; tri ing r pair r quir d th e er e ee e ee e to machin y hav b n xc dingly littl , and what h as been required I consider is owing to th e Th e s position of th e Pumps . aving of fuel by these es e e e is Engin is v ry consid rabl , although it but fair u S e e s to state th e motions are p t upon Messrs . t ph n on ’ n Th e e s 5 es . e and Co . Lo g Engin motion lat ly uppli d en ut one i by you , which I int d to p on of our ord nary es et e e Engin , is not y ﬁx d, so that I am not abl to speak to th e saving effected over th e common motion . My Opinion is that when tried th e result will b e very

e. e as favourabl To apply your motion dir ct , in our e th e e s e e e cas , only machin ry or joint r quir d, b yond th e en are e o e e Ecc tric, two Ecc ntric r ds conn ct d to th e e s es e e valv pindl in a dir ct lin ; in fact , in point e of simplicity it exceeds anything that I hav yet seen .

e Sir I am, d ar ,

s Yours mo t truly,

S e a Kmru w ( ign d) T os .

aa O . MR. Is c D DDS

8 1 , A S TORY O F RAILWAY PIONEERS

In 1 845 h e accepted an offer from his brother

’ in- e e s th e e law , John St ph nson , to assi t latt r s ﬁrm in th e construction of th e Caledonian and th e L s e s e i e anca t r and Carli l Ra lways , with r si

e e h e e em d nc at Glasgow . This did with som d ur, as h e had intended ext ending th e Holmes Engine Works and developing th e business th ere for th e

ene th e e e b ﬁt of his sons , ld st of whom had j ust completed his pupilage as a civil engineer under

e Falsh aw i e Sir Jam s , Bart who was at that t m engaged in constructing various lines in th e

l . e e e Mid ands How v r, circumstanc s did not allow th e e s f e e e e h e e r fu al of so good an o f r , th r for clos d th e Holm es Works and moved to Glasgow in th e e 1 8 arly part of 45.

I H T PHEN N A E N! I AN A Y W T S E SO , M CK E D BR SSE

AT GLAS GOW

One of th e largest seri es of contracts undertaken by this eminent ﬁrm of contractors was for th e construction of th e Lancaster and Carlisle Rail

th e e th e way, Cal donian , Scottish Midland and

e e e e a l e and C ntral lin s , which w r m in trunk in s ,

e e i a. larg numb er of branch railways in conn ct on

e 1 8 e ad e th rewith . In 45 th y h in cours of con

e 0 0 e a struction ov r 4 mil s of r ilway, practically in h th e all Scotland and t e north of England , engineers being in n early every instance Locke

8 2

A STORY OF RAILWAY PIONEERS

u th e e th but had to tr st to pick and shov l , e hand

th e e- e m barrow , and hors drawn wagon , no st a shovel lifting seven cubic yards at a single

e e e e e scoop , or compr ss d air drill which p n trat s

th e e th e i es e hard st rock without sl ght t prot st . Dangers and difﬁ culties had to b e faced in those

s e ri e and days by a tout h art , unspa ng muscl ,

e - e are e e risk of lif . To day such obstacl s ov rcom by some huge mechanical appliance obedi ent to

e i s ev ry wish of t controller . With th e advent of th e mechanical age it is not to b e wondered that th e spirit of romance has

e e th e era e e larg ly pass d away with old , for pr s nt day works do not call for those great qualities of

e e th e e e e e charact r as form rly , machin has r li v d th e n e e e e huma l m nt of much of that r sponsibility . Great praise is d u e to th e navvies who worked

e e e e e e ee e on th s lin s , for n v r had th y b n call d upon to demonstrat e to such a degree their sterling

es e e m en e th e qualiti ; th s , chi ﬂy from hills of

n e e th e e La cashir and Yorkshir , or from f nlands

i e e e e e of Lincolnsh r and Cambridg shir , w r dis tinguish ed from all other workers by their extra

a e e e e n e ordinary physical h rdihood , th ir p rs v ra c

e n e diﬁi cult a in fac of da g r and y, and p rticularly their gift for improvisation . With so large a numb er of m en concentrated

f e e e s in di f r nt ar a , it was not surprising to ﬁnd

84 SHEFFIELD MECHANICS EXHIBITION

e e e e that outbr aks of rioting occurr d som tim s, but on th e whole their conduct was very satis

th e f e e e th e e factory , worst o f nd rs b ing navvi s

e th e e e employ d on Lancast r and Carlisl Railway , for often on pay- days it was found necessary to keep in readiness a regiment of infantry and a tr0 0 p of cavalry to keep th e peace and put an

end w e e e e . to rioting , ith all its grav cons qu nc s Very little was done to provide them wi th proper

e e e living accommodation , it b ing usual for v ry

s e e e th e e al man to build a h lt r for hims lf, mat ri s

e availabl consisting of turf, brushwood , and

e e e th e e e stone . In th s hov ls workm n had to xist

th e e e e e until lin was compl t d , a strang contrast to th e excellent camping arrangements of th e

- present day publi c works contracts . Th e construction of these lines involved many

f e ee e th e di ﬁcult ngin ring probl ms , both for con

th e e ee th e e tractors and ngin rs , form r having

e many mil s of hard rock to cut through , and , in one cas e on th e Caledonian Railway to th e north

e b e e e th e of Glasgow , a tunn l had to driv n und r Monkland Canal and over th e Edinburgh and

w few ee one Glasgo Railway, all within a f t of another . It was further found necessary to reduce th e

end e e amount of manual labour , and to this v ry encouragement was given to inventors to submit

85 A STORY OF RAILWAY PIONEERS

- an e e . th e y. labour saving d vic s It was on Edin burgh and Glasgow line that th e movable

e ri - e e e e d r ck cran ﬁrst mad its app aranc , for,

e e . e e e e e although inv nt d som littl tim b for , its

al e ee e e Th e e q u iti s had not b n r cogniz d , inv ntor,

‘ ’ e e e e William Wightman , aft r d liv ring a pap r on

e e e th e e sub its advantag s b for Soci ty of Arts, mitted th e e e e e it to xamination of M ssrs . St ph n

e e e e son , Mack nzi and Brass y, who adopt d it at

th e e s once. Most of viaducts and bridg s on thi

e e e e e e e ; lin w r r ct d by its m ans , and , as it

i e n th e e . or ginat d in Scotland, it is know in trad as

’ th e - Scotch D errick Crane. Among many problems which th e engineers had to face was th e provi sion of an economicali design for th e short high level bridges and culverts .

e . which in vitably occur on an undulating railway .

Th e construction of an arch was a very costly :

e th e e e e e e e e o r: it m , and in v nt of un v n s ttl m nt ,

e e e e e e in fact v ry littl mov m nt , s rious damag

e h would r sult to t e arch .

th e e e e Cast iron was only oth r mat rial in vogu , but could only b e placed so as to resist com

e e e e e di d pr ssiv strains, and th r for not assist

e e e . e e e matt rs to much xt nt How v r , this troubl was subsequently overcome as th e result of th e successful solution of another question . A small

e th e e b e e ov er str am , Evan Wat r , had to carri d

SHEFFIELD MECHANICS EXHIBITION a deep cutting near th e B eattock Summit on th e

e al b e Cal donian Railway , a road had so to pro

' v id ed for th e u se of th e farm er occupyi ng th e land which had b een isolat ed from th e mai n road b ' h e e e t . y cutting ; M ssrs Lock and Errington , th e ee s e e Engin r , propos d to carry this str am in

th e e a strong wood trough , span b ing about

0 ee th e e e e e e 9 f t , but gr at troubl and xp ns of this design so impressed Isaac Dodds wh en making arrangements for its construction that h e deter mined to lay other proposals before Thomas

e e . e Brass y, who was th n in Glasgow Aft r much

ee e i e n thought , Dodds succ d d in provid ng a d sig

i ul wh ch h e thought wo d b e a b ett er substitute .

ri e h e e e u b e e e This b dg , sugg st d , sho ld form d lik a trough and made of malleable iron plates

th e l th e th e e spanning fu l width of cutting , str am

n e th e e run ing insid trough , which was of r ct

e Th e b e a r e angular s ction . roadway was to c r i d on th e top of th e structure on a level with th e approach roads from either b ank of th e cutting. This design Dodds placed before John Stephen

e th e son and Thomas Brass y , and , in advocating

e e hi s e e e th e typ of bridg , told of xp rim nts at Holm es Works and th e remarkable degree of

i e success attend ng them . Brassey was so impress d wi th his proposals that h e agreed to take full responsibility ; Joseph Locke raised no obj ection

87 A STORY O F RAILWAY PIONEERS

th e e e th e e e to x cution of d sign , but wh n sub mitted to th e Government Inspector it was at once vetoed owing to th e lack of data concerning th e behaviour of malleable iron girders under

e l e e th e load . Ev ntual y p rmission was giv n for bri dge to b e built on th e understanding that Thomas Brassey was to take full respo nsibili ty

th e e e e in event of subs qu nt failur .

Th e e! e e e e e e bridg was r ct d som tim aft rwards , th e e ne e e claims of its d sig r b ing fully uph ld , and permission was given for several wrought iron bri dges to b e built on th e same principle

th e e for Scottish Midland and C ntral Railways, thus dispensing wi th th e costly masonry archi ng

- es of th e short spanned bridg .

ns e b e n e es is c e s b e is Co id ra l i t r t atta h d to thi ridg , although it th ri th e e iz e . n e C es not of larg s O e autho ty of lat Mr . harl n en ec e th e I ns i i n iv En in ee s Ma by, wh S r tary of t tut o of C il g r , was erec ed in 1 8 6 Th e ri e e e is n e it t 4 . w t r, how v r, u abl to e A c n n s ces . obtain complete o firmatio from oth r our Mr . W . . ’ e s n th e e ni n s esen i e n nee Pat r o , Cal do a Railway pr t Ch f E gi r, h as i n se ch e hi s ec s is n e ni s an k dly ar d r ord , but u abl to fur h y n e s e en e e th e c n in s defi it tat m t ith r to o trary or upport of this . e A G e L n si e G s e th e Furth r, Mr . . ourl y, of a g d , la gow, form rly of s e e en i c h e ine in 1 860 h as n ven hi s am D partm t, wh h jo d , ki dly gi vi s n h ec is n e e o n e o t e s . w ubj t , but u abl to throw mor light it To th e best of hi s rec ollection a wood en bridge was at first erected an th e n i e in es n s s i ed s e e e d iro br dg q u tio ub t tut om tim lat r .

Of s h e is no t eve ce n . I n th e In e B ns thi , how r, rtai d x ook of pla e ed th e n nee s th e s i n is i e pr par by E gi r , ﬁr t draw g of a t mb r i e c i n th e v n e and th e ne br dg or trough for arry g E a Wat r, xt entry is th e des ign of an iron bri dge wi th th e words not adopted n n e th e n s c nn b e ce written across . U fortu at ly drawi g a ot tra d in th e an R o en i ne In th e In e o k Pl o m , although m t o d d x Bo , n e n n otherwise th e explanatio mi ght hav bee fou d . ’ G n h i R i ec s Acc in . es i s e cs and ord g to J u t , l R ord , ‘

ca e e in I S66 is i e was e ec e as s e e e . a lo l pap r r ad , th br dg r t d tat d h r

SHEFFIELD MECHANICS EXHIBITION

It was about thi s time that Robert Stephenson took in hand th e problem of spanning th e Conway and e in e th e e M nai Straits , and d signing bridg s h e was compelled to depart from th e general

e le practice of crossing wid gaps . Whi so engaged h e e e ee e happ n d to m t Isaac Dodds , his form r

th e ee companion pupil at Forth Str t Works , who had on many occasions freely given valuable assistance to him ; h e explained th e difﬁculties

th e th e e s of situation , pointing out many r striction imposed by th e Navigation Authorities and th e

h e e e unique nature of t sit . Dodds at once gav th e results of his experiments on wrought-iron

e e e - e plat gird rs of r ctangular box s ction , and strongly advocated th e employment of this typ e of bridge in th e experiments Stephenson proposed to carry out . Th e original schem e proj ected by Robert Stephenson was for crossing th e Strai ts by means of a wooden bridge which would only allow parts

th e e of th e train to b e taken over at sam time. Thi s meant that a trai n would occupy nearly o ne hour before it could resume its j ourney on th e

e e i e e th e e oth r sid . Th s fact , tog th r with qu stion of clearances stipulated by th e Navigation Auth ori ties as being necessary b efore their sanction would b e e e e e ee e e giv n , caus d St ph nson to s k oth r m thods

n - e of bridging with long spa s . Cast iron arch s

89 A STORY OF RAILWAY PIONEERS were obj ect ed to by th e Admiralty on th e same

th e e e e e th e grounds as wood n bridg , b caus of scaffolding required during th e construction ; these difﬁculties nearly causing th e abandonment of th e e for was e e lin , it only aft r num rous con sultations with contemporary engineers that Stephenson decided to continue experimenting in

H e e e e th e other directions . had r c iv d in latter part of 1 845 a certain amount of data concerning th e behaviour of wrought - iron b eams under

e e e e various loads , but was not v n th n convinc d

h u e e e of t e ltimat saf ty of this mat rial . In 1 846 Stephenson arranged for William Fai rburn and Eaton Hodgkinson to undertake a new seri es of tests with a view to det ermining th e correct form of wrought - iron beam for sup

an s e e e porting i olat d roadway of gr at l ngth . Th e ﬁrst of these exp eriments was made with

e th e e . e th e circular tub s , s cond with lliptical , and

th e f e last with orm advocat d by Isaac Dodds .

th e th e al e e Until conclusion of tri s , som consid r

e e e e e e s e abl tim aft rwards , Rob rt St ph n on h ld th e opinion that a compromise between a sus~ pension bridge and an iron- plat e bridge might b e e e e mad , in this way producing a stiff n d sus

e pension bridg .

1 8 e e By 47 , how v r , Fairburn and Hodgkinson

' h ad pro duced satisfactory formulae for th e design '

SHEFFIELD MECHANICS EXHIBITION of beams of large and small spans and of a vari ety

a Th e e th e e of section l forms . r sult was that sci nce of bridge- buildi ng underwent a complete rev olu

th e e e tion in its laws , and gr at Tubular Bridg s connecting th e Chester and Holyhead Railway and lat er th e Menai Straits w ere built and used

e e e with absolut conﬁd nc . Isaac Dodds had made a similar series of experiments with wrought- iron b eams j ust after th e opening of th e Shefﬁ eld and Rotherham Rail

H n e e e way in 1 838 . e was u doubt dly inﬂu nc d to

’ a great extent by his knowledge of Tom Pai ne s

i s e ex erim ents . as e e e e p , th r v ry proof that Pain , during his employm ent with th e Walkers at

e a e e e e e e and zdraw Roth rh m , x cut d laborat mod ls m l n ings of wrought or alleab e iro bridges . Th e original ink drawing of th e ﬁrst wrought

’ iron bridge ever made came into Dodds possession

’ many years b efore St ephenson s tests were carried

s e en e out . Thi drawing was subs qu tly giv n by

h e e i him to t e Patents Mus um at South K ns ngton , through th e medi um of Professor B ennet

i a e e in Woodcroft . It was orig n lly numb r d 54 th e e r e coll ction of d awings , and is suppos d to h e ee e e e ai e t e e 1 800 . hav b n x cut d by P n in . y ar

9 1 CHAPTER VII

JOH N e P HE NS ON

A FEW months aft er th e opening of th e railway

' a from Edinburgh to Glasgow, Is ac Dodds had th e e e e -in- misfortun to los his broth r law, John

e e e e e e St ph nson , who, tog th r with William Mack nzi

e e and Thomas Brass y , had tak n many contracts for th e construction of numerous lines proj ected

e e at that tim throughout Scotland . John St phen

’ son s death took place while on a visit to th e North Midland Railway at Rotherham on July

8th 1 8 8 e th e e e , 4 , in conn ction with maint nanc

i th e e l e Th e contract follow ng compl tion of that in .

e th e e e e e e e burial took plac at G n ral C m t ry, Roth r

He e ham . was a qui t and unassuming man , and

e e - in- lik his broth r law , shrank away from thoughts

th e or mention of publicity . Until time of his death h e was th e principal railway contractor in th e ee e e th e country , having b n ngag d on construo tion of th e ﬁrst passenger railway under George

e e St ephenson . His obituary notic giv s only a

e th s e small id a of e ext ent of his activitie . It r ad

9 2

JOHN STEPHENSON

Th e e e e as follows d ath took plac at Roth rham ,

e e e u sudd nly, of John St ph nson , Esq . , M rray

e e e th e e e Hous , Edinburgh , ag d 54 y ars , min nt and oldest railway contractor of that extensively e a e e e e e ng g d ﬁrm of St ph nson , Mack nzi and

He e e ee e Brassey . comm nc d his car r und r that most illustrious railway engineer George Stephen

n ee e e in th e son , havi g b n ngag d making ﬁrst

se He h e pas nger railway in thi s country . was t contractor for th e greater part of th e North l H Midland Rai way and many other lines . e was

e a er a man of sound j udgm nt , unassuming m nn s , e e e e n e xtraordinary and vigorous p rs v ra c , and

e e always inculcat d , as far as possibl , high moral

e e e e and r ligious s ntim nts not only in privat ,

Few m en e e but among his workmen . hav liv d

’ e e e e e and di d mor r sp ct d . Th e work of John Stephenson as a pioneer railway contractor has never received that recog nition ee e accorded to many others . It has b n oft n said that Thomas Brassey was th e ﬁrst of this

e e ai ord r, but Brass y did not obt n his ﬁrst contract

1 8 th e e e e until 34 ; on oth r hand , St ph nson had commenced his on th e Stockton and Darlington

e 1 82 Railway as arly as 4, and had throughout

ee t e th e h his car r, un il j oining Brass y on Scottis

e and th e e Lin Lancaster and Carlisl Railway , been continuously engaged on contracts for

93 A STORY OF RAILWAY PI ONEERS

s on He ' e h an railway conStructi . was much old r t other engineers or contractors of th e early nine

nth - e e e e S e en tee c ntury p riod, and whil Rob rt t ph

e Lo e e e an n son Jos ph ck , Fr d rick Sw wick, Joh

i e e o a e eer Err ngton , and oth r cont mp r ry ngin s

e e n were j ust b ginning th ir traini g in railway work , John Stephenson was already an experienced

H e e e e th e contract or . was larg ly r sponsibl for introduction of scientiﬁc methods into earthwork

h e e n ee n s construction and t xcavatio of d p cutti g . G eorge St ephenson relied to a great e xt ent on th e advice .o f Joh n S tephenson for many of h is e r e s h e a ly fforts at railway building , j u t as entrusted Isaac Dodds for many of th e technical details in t h e ﬁrst engines of th e Stockton and Darlington Railway ; and it is but j ust and fair that th e name of John Stephenson should b e recorded along with those whose duties brought them more into prominence before th e public and

e e l e e were cons qu nt y b tt r known . For his great work in originating new an d efﬁ ci ent methods for th e execution of enormous earthworks and th e thoroughn ess of hi s system in organizing colossal numbers of unskilled work m en th e a for rapid construction of railw ys , and as a

ee o f one th e e es pion r of nobl st of British industri , John Stephenson will ever have his name connect ed with th e most eminent of his contemporaries .

JOH N STEPH E N SON ’ S G RAVE I N TH E G EN ERAL CE ETERY ROT H ERH A M , M JOH N STEPHENSON

e th e e h e - in- a Aft r d ath of his brot r law, Is ac Dodds remained at Glasgow for two years and

e e th e th e er assist d in s ttling obligations to partn s ,

e . e e e M ssrs William Mack nzi and Thomas Brass y .

e e Weath erb urn His ld st son , Thomas Dodds , had at an early age b een sent as a pupil to James Fal

e e Falsh aw shaw (aft rwards Sir Jam s ) , who was then engaged on var ious railway contracts in th e 1 8 e Midlands , and in 45 had accompani d that

e e e e ee for th e e c l brat d ngin r to Scotland , latt r

e e e th e had und rtak n an ag ncy for Contractors,

e e e e e e . M ssrs . St ph nson , Mack nzi and Brass y In 1 847 h e completed his pupilage and went

e e h e e e was to Glasgow , wh r j oin d his fath r, who extensively engaged in his duties as consulting and e e e technical engin er to th e contractors . H r h e had th e good fortune to com e under the

e e e e . . inﬂu nc of Jos ph Lock , J E Errington , and some of th e most valiant of old railwaym en like

e . e ee T . Woodhous , G Mould , Alfr d J , who took

e e e in e e e gr at int r st his training , and whos inﬂu nc

e hi m in lat r years proved of great value to .

END OF H ITI H AI L AY 1 8 0- 1 8 0 T E BR S R W BOOM, 3 5

With th e approach of ‘ 1 850 th e intensive development of British railways subsided into th e th e a construction of minor works, m in trunk lines having for th e most part been completed .

05 A STORY OF RAILWAY PIONEERS

Both engineers and contractors therefore b egan

ne a e to seek for w ﬁelds of labour . Thom s Brass y took contracts for various railways under th e

a e e n e e e It lian and Norw gian Gov r m nts , Jos ph Lock

e ai e e - m en w nt to Sp n , and oth r w ll known who had given their lives to railway work were scat h tered over every civilized part of t e globe.

e e ess s . ee Isaac Dodds , tog th r with M r J and

th e th e Mould , took contract for construction of a Spanish railway from th e port of Santander

th e e D el e to Castil Canal at Alar Rey . Th y also undertook to supply th e necessary rolling stock . In order to take full advantage of th e com m ercial openings which were offered in Spain it was agreed that Isaac Dodds should re-Open his works at Rotherham and there construct th e

e - e e engin s and rolling stock r quir d . Accordingly on th e completion of th e new lines

th e e 1 8 0 wi in Scotland , in latt r part of 5 , Dodds th his son removed to th e scene of his former labours

e e e th e e n at Roth rham , and at onc b gan r buildi g

t e e of h Holm s Engine Works . New workshops and furnaces were quickly e e e f e e r ct d , and a sta f of highly skill d workm n

e e e e e e e car fully chos n . All fforts w r conc ntrat d on th e manufacture of new machinery for th e

a e e e rapid output of r ilway ngin s and applianc s , great ingenuity was exercised by father and son

JOHN STEPHENSON

th e e n e i e e in d sig of th ir mach n ry , and for most among many inventions may b e mentioned th e modern plate-b ending mill consisting of three a e e e e e th e e l rg roll rs with r v rsing g ar , of pow r

e e e d e e e driv n typ , for b n ing larg boil r and oth r

e plat s .

e as th e In this y ar Dodds and Son , ﬁrm was

e e re- e e th e e call d on b ing stablish d, took up qu stion of applying steel for railway purposes . Isaac Dodds had conducted numerous experiments on

‘ ’ i e th e e e th e th s subj ct during arly forti s , and results fully bore out his contention that th e

ee e e application of st l to rails , tyr s, and oth r working parts would reduce th e wear and greatly

e e extend th e life of th e mat erial . Th s conclusions h e e e e Of th e e transmitt d to Sidn y J ssop , w ll

ee e e ef e known St l Works at Brightsid , n ar Sh ﬁ ld , whose knowledge of steel manufacturing processes had made for him a wide reputation ; together th e ee e ee s e e th e e thr ngin r inv stigat d probl m , and

e e e e e e aft r som months of xp rim nting , J ssop suc ceeded in working out a process of welding a bar of st eel on th e ordinary wearing surface of e e e e e e e e ith r tyr or rail bar, by a r lativ ly in xp nsiv system of continuous welding during th e passage

th e th e - of iron bar through rail mill . About this time th e Great Exhibition to b e held

th e e 1 8 1 th e e in summ r of 5 at Crystal Palac ,

97 H A STORY OF RAI LWAY PIONEERS

o e th e e e L ndon , attract d att ntion of all thos

e a e th e al . e s ng g d in industri world M ssrs . Dodd ,

e e e e e e how v r, had littl or no tim to pr par any e e e e e laborat sp cim ns of th ir productions , and contented themselves by s ending ﬁ v e examples

e e e e e e of th ir manufactur s . Th s w r

I st u - e - e e e e . A f ll siz 4 hors pow r portabl st am engine having direct motion given to th e slide

e valve by a r turn crank .

and e e e e . A mod l locomotiv ngin without its

er e e e e v e e e boil , ﬁtt d with th ir pat nt xpansi W dg

’ Motion . ' rd e e o f esso s e ee e re 3 . A pi c J p pat nt st l d ty

ee bar, for railway wh ls . Th e wearing surfaces of th e tyre were converted into steel (either in th e bar or aft er being welded

as e e into a hoop) , but only so far was n c ssary to

n th e s e th e mai tain working urfac , by which all

e th e e e e e toughn ss and ductility of iron w r r tain d , while th e st eel parts could b e hardened or ground u p.

th e e th e e 4 . A pi c of rail bar , with w aring sur

’ e ee e eS SO S e th e e fac s st l d by J p proc ss , rail b ing of greater strength and durability it did not lami

e e e e nat or splint r , and gav a uniform hard w aring

e Th e e surfac . str ngth of wrought iron , it was

e e e e e e e e b li v d , was consid rably incr as d , cons qu ntly allowing rails to b e made much lighter .

A STORY OF RAILWAY PIONEERS larly called th e Jim Crow by all platelayers

(Fig .

For some years aft er th e Great Exhibition Dodds and his son were busily engaged in th e

e e d manufactur of locomotiv s and rolling stock , an

—Th FI G . 1 . e R enin ess c s in one i ece as 5 ail Straight g Pr , a t p , e e b o s on th e c s nes 1 8 —1 8 0 b mploy d y D dd S otti h li , 45 5 , ut originally u sed o n th e Shefﬁeld and Rotherham Railway in r8 8 en was th e b i -u e n e in 3 , wh it of u lt p patt r , mad wrought n Iro .

I OO JOHN STEPHEN SON gained a wide reputation for originali ty of design

e and xcell ence of work . In th e early forties Isaac Dodds had produced an exceedingly neat and serviceable spring clip

’ for fastening or strapping gentlemen s nether

e e e e garm nts to th ir boots ; and , as this b cam universally popular because of th e fashion of th e

e e e day, thousands of th s clips or attachm nts were made at th e Holmes Engine Works and

h e e i exported all over t e world of W st rn civ lization . Th e numerous patents and inventions brought

th e en e e e e e e out by s ior partn r produc d a larg r v nu , o ne of th e most proﬁtable b eing th e Wedge

’ s e i e ee Expan iv Motion , wh ch had by th n b n

e e i e e e ﬁtt d to many st amsh p ngin s , colli ry winding engines and locomotives . This motion also found great favour with I samb ard Kingdom Brunel for his engines of th e Vale of N eath Railway and other locomotives of th e Great West ern line .

1 01 CHAPTER VIII

A PAGE I N THE HI STORY OF IRO N AND STEEL

ITH AN I N G e ne e e NOTW ST D a lucrativ busi ss , how v r, both father and son continued their costly ex peri

e e e 1 8 2 m nts with various m chanical devic s . In 5 they determined to investigate an d conduct exhaustive researches once more into th e question

ee n e e e e e of st l ma ufactur , as th y w r convinc d that th e e e lack of w aring qualiti s. in wrought iron was

e a th e e e ee r t rding progr ss of ngin ring . Thomas Dodds was given th e task of completing th e

er attempts begun by his fath in previous years .

re e e e o n new e Hund ds of pounds w r sp nt furnac s , whi ch were repeatedly pulled down and rebuilt

e e e e l e afr sh larg quantiti s of m ta , crucibl s , alloys and fuels were used in th e endeavour to achieve th e e e e d sir d obj ct , but it was not until Christmas of this year (1 852) that a satisfactory measure of success was achieved ; it was th e subj ect of a

e e th 1 8 e e pat nt appli d for on 7 March , 53 , and s al d

I st e e e 1 8 S pt mb r , 53 . In this patent Thomas Dodds was granted nine

1 0 2

A STORY OF RAILWAY PIONEERS great importance this discovery takes in th e history of iron and steel manufacture

Th e e e e author of this pap r, following out a s ri s of experiments that were for several years carried

e e se e ee on by his fath r , d vi d a conv rting st l furnace that admitted of b eing charged and drawn without interfering with th e heat or combustion . Th e commercial advantages obtained were economy in coal 50 % and a much great er economy in time without detracting in any way from th e quality . It has b een a point oft en aimed at in th e manufacture of iron to increase th e hardness and durability of th e working surface Th e b est recognized up to th e present are th e chilled rail

’ way contractor s wagon wheels ; case- hardening and th e welding of a bar of st eel on th e wearing

e e e e e e e surfac of tyr s , and oth r xp rim nts mad

. e e s e e by Mr Sidn y J s op , who Sp nt much tim and money in thi s and who produced th e furth er advance Of submitting portions of th e iron wh ere hardness was essential to th e continued action of

e ee e carbonising fu l , thus producing a st l furnac .

ess led th e e This effort of Mr . J op to s ries of experi ments on which is based th e process d e

e in e th e e e e scrib d this pap r, r sults of which w r

’ e e ee pur blist r st l .

1 06

A STORY OF RAILWAY PIONEERS

e th e e ee For many y ars M ssrs . Dodds had b n

e ee e strong advocat s of st l rails, and in his pap r

th e T . W . Dodds took opportunity of placing their vi ews before a meeting containing many eminent railway engineers ; h e further pointed

‘ out that if th e surfaces of th e rails are protected from th e wear Of th e wheels rolling over them

Of e e ee 1 6th - by a coat hard n d st l 3l inch thick , there can b e li ttle doubt that a rail thus encased in steel would last three times as long as th e

ll e ordinary rail , it would sti r tain its tough

e th e e cor of wrought iron , and for all purpos of a rail would b e better than if form ed of eith er

’ e mat rial alone. In comparing costs of iron and steeled rails h e stated that th e life of an iron rail was not more

e e e i e th e ee e b e than s v n y ars , wh l st l d rail could

- th e e e one e . e tak n at tw nty y ars Furth r, iron rails st eeled by this process cost only £1 per ton e e e e xtra , which was insigniﬁcant wh n consid r d

th e H e e e against subsequent economy . stimat d that th e adoption of steeled rai ls would result

th e 1 1 0 er i e er in saving of £ p m l p annum , a very important addition to th e resources of any

’ H e railway . e proposed to apply this proc ss to th e eni ee re e hard ng of wh l ty s , axl j ournals,

e e piston and valv rods, and machin tools , also to an inﬁnite number of other articles .

1 0 8 T HOMAS VV E ATH E R B U R N DOD DS

h m i c n en s th s n One of t e ost prol ﬁ I v tor of e la t ce tury .

A STORY OF RAILWAY PIONEERS

e e er th e e 1 86 th e e e e B ss m , and by y ar 5 B ss m r

e e e e s proc ss was g n rally adopt d in thi country , and t h e ﬁrst charge of that metal had been blown in th e United Stat es of America (at

e a 1 Troy on F bru ry 5, Isaac Dod ds had been th e ﬁrst engineer to advocate th e wide use of steel in place of iron and had th ereby given a strong incentive for others

e e e e to xp rim nt in that dir ction . Writing i n an Obituary Notice following th e

e th e e . e d ath of Isaac Dodds, lat Mr Charl s Manby (formerly S ecretary of th e Institut e of Civil Engineers) said : It must b e admitted that by th e ee e l e . introduction of st l d rai s by M ssrs Dodds , who had great prejudices to overcome but who

e e e e e ee e th e e p rs v r d and sp nt fr ly to prov conomy ,

e e li e incr as d durabi ty, and sup rior working of

ee ai e e e th e ee st l as ag nst iron , th y w r pion rs of th e rails which railway compani es h ave now

’ e e almost univ rsally adopt d . Th e importance of em ploying steel for rails and tyres h ad been realiz ed by Isaac Dodds while h e was Engineer to th e Sheffi eld and Roth erham

o al Railway, and in his associations with l c iron and steel manufacturers h e often spoke to them on th e necessity for a careful investigation of th e question ; in this h e found an able supporter i n Sidney J esso p and o ne who wo uld give very

I I O HISTORY OF IRON AND STEEL

a much practical aid in m king experim ents . A

’ ﬁtting tribute to that gentleman s efforts in this direction have b een referred to in course of th e e th e e xtracts from pap r read by T . W . Dodds . S everal patents were taken out by J essop with a View to accomplishing this obj ect between 1 840

1 8 0 and 5 . Th e story of th e wide adoption of steel rails is

e n Th e a long and compl x o e . ﬁrst occasion which caused an earn est desire among engineers for further progress and knowledge of th e subj ect

th e e i 1 8 1 e few was Gr at Exh bition of 5 , wh n a enterprising ﬁrms produced samples of iron bars provided with a veneer of steel welded to th e

e th e e surfac during proc ss of rolling . Following

’ e e e this m thod cam Dodds inv ntion , giving all th e advantages which could b e desired from an e ee e e ngin ring and comm rcial point of vi w . Four years aft erwards H enry B essemer announced his discovery of a still cheaper process and Siemens subsequently brought th e art of st eel-making

- almost to perfection by his Open Hearth system .

e e e n e e th e Iron rails , how v r , di d a li g ring d ath Old prej udice against th e new order Of things delayed their ﬁnal supersession until th e approach

th e e e e of pr s nt c ntury .

I I I A STORY OF RAILWAY PIONEERS

LOCOMOTI VES FOR THE SANTANDER RAILWAY

In th e summer of 1 852 instructions were received for th e commencement of th e order for th e construction of rolling stock required on th e e a i Th e Santand r and Alar R ilway in Spa n . locomotives and carri ages were to b e so designed

b e e e as to capabl of asy transportation by road , and certain limits in size and weight - were on no account to b e exceeded .

Th e e e e e s d sign was x cut d by T . W . Dodd with th e ad vice and as sistance of his father apart from th e restrictions of loading gauge and th e problem of carriage from th e Spanish seapo rt of Santander to th e Railway Depot at Los

’

Corralles th e e e ee . , d sign rs had a fr hand Within a short time they produced drawings of a series

- - tr ﬂi ee e u e e a c e e . of six wh l d , fo r coupl d , mix d ngin s Th e ﬁrst of th ese splendid locomotives was named

’ e e th e i ee e Ysab l aft r Span sh ! u n Isab lla II . ,

’ s and was ﬁtted with many of M essr . Dodds patent

e devices for locomotiv engines .

On their completion at th e Holmes Engi ne

was e Works , Isaac Dodds v ry anxious to test one of them on th e steepest portion of a Bri tish h e. e e e main lin Accordingly wrot to his fri nd ,

S talv i es e e e e e Mr . th n a Locomotiv Sup rint nd nt

th e i e e l of Birm ngham and Glouc st r Rai way, and

1 1 2

A STORY OF RAILWAY PIONEERS

Th e n ext t est up th e incline was th e heavi est

e e ai a l th e pass ng r tr n usu l y at work on line. It

e e e 0 e e th e w igh d n arly 3 tons , and was consid r d maximum load permissible for one engine to haul up th e severe climb .

e th e e e e With this train b hind , ngin start d as b efore from th e bottom of th e incline and ascended

e e th e e in 7 minut s and 5 s conds , or at rat of h 1 8 miles per hour . Throughout t e trip speed accelerated and there was no slipping of any

Th e e e ee e importance. ngin had four wh ls coupl d with a carrying wheel under th e cylinders at th e

e- end e e e ee 6 e a e e smok box , th y w r 4 f t inch s di m t r ; th e cylinders w ere 1 41 inches diamet er with a

e stroke of 2 0 inches . It was ﬁtt d with Isaac

’ e e e- Dodds pat nt w dg motion , and was so con

e th e e th e e struct d that cylind rs , with whol

e e e e th e e machin ry , w r attach d to fram com

l l e e e th e e e es p ete y ind p nd nt of boil r . If n c sary th e boiler could b e detached or removed in a few th e b e e hours , only j oints having to mad

- being th e steam pipes and feed water connections . Thus th e boiler was entirely free for expansion

e e e or contraction . Furth r advantag s wer that only two eccentrics moved th e valves instead of th e four required in th e Stephenson- Howe link motion . In referring to these trials a correspondent of

1 1 4 HISTORY OF IRON AND STEEL

’ th e e e Practical M chanics Journal (Volum VI ,

‘ 1 8 — 1 8 : Th e e e April , 53 March , 54) says ngin is also entitled to great commendation from its great simplicity of arrangement and th e means of disconnection for easy transport over a moun tainous e e Six country, no part b ing mor than

e e e e e tons w ight wh n d tach d . Such a t st with an engine never intended running up inclines of thi s class with a load cannot but b e regarded

’ e ne e as mi ntly succ ssful . Th e weight of this type of engine when in

n e e 2 0 th e worki g ord r was slightly ov r tons, t ender carrying 970 gallons of wat er and weighing

Th e as six tons . e engin boiler w of th e usual

- e e wi 1 multi tubular typ , and was ﬁtt d th 37

e e I e e e 1 1 ee e copp r tub s § inch s diam t r , f t 3 inch s long . Th e satisfactory results achi eved during th e tri als at Bromsgrove by thi s class of locomotive proved to its design ers th e soundn ess of their theori es and th e thoroughness of th e work manship displayed by th e mechanics of th e Holmes Works .

e e e e e e i no twith Wh n th s ngin s arriv d in Spa n , standing th e rough handling received both during th e voyage by sea and th e long j ourney over mountainous country from port to th e Los Cor

al e e e e th e e e n r l s ngin d pot , all s ctions on b i g unpacked were found to ﬁt with th e most astound

1 1 5 A STORY OF RAILWAY PIONEERS

Th e e e e e ing accuracy and precision . ngin r ctors

e th e e e s nt from Holm s Works , on r turning from

e e e a e th e Spain , w r highly nthusi stic conc rning

e e th e th e e e p rf ction of various parts , also as with which they had b een assembled and gave a glowing account of th e splendid performances of

th e e e e engin s wh n at work . Many complim nts

c e th e were re eived by M ssrs . Dodds from Spanish engineers who were engaged on th e Alar and

e e e Santand r Railway, and this r putation gain d for them a ﬂouri shing trade with that country for

e e e n arly tw nty y ars .

COAL- BURNI N G LOCOMOTIVES

At this period of locomoti ve history (1 853) coke was th e e e e al u se only fu l in g n r , although wood

e e was oft n used as an auxiliary fu l . It was not an

’ u h e e th e e e unus al t ing , v n in lat sixti s, for an e e e ngin to run short of cok , and if that Situation arose in some lonely part of th e line th e only remedy at hand was for th e ﬁreman and guard

e e e e e e to arm th ms lv s with ax s and crowbars , l av th e train and proceed in search of an efﬁcient

e . e O e e was e th e substitut Th ir bj ctiv , as a rul , nearest convenient gate which th ey would rapidly

e e e few r duc to matchwood , and aft r a such j ourneys sufﬁcient fuel would b e obtained where with to get up steam and thus complete their

1 1 6

A STORY OF RAILWAY PIONEERS upon consisted of two combustion chambers

e e - e e th e i e o ne e plac d tand m wis und r bo l r , in cas th e ﬁregrate near th e door was composed of a set of water- tubes which were screwed into cast

e e th e e e th e iron h ad rs , in almost sam mann r as

e modern superheater pip s . This grate was sloped upwards from th e ﬁrebox door to th e boiler barrel

l th e in order to promote circu ation . In forward

e e ﬁ re b e ai e chamb r a cok was to maint n d, so that th e green gas es from th e back chamb er would pass through th e water tube grate over th e white

e Of th e e ﬁre e e b e e hot surfac cok , and th r mix d with sufficient hot air to cause immediat e and

e e C Th e l compl t ombustion . supp y of air was regulated to any desired quantity in both com b ustion chambers by means of carefully ﬁtting

e th e r e damp rs , and ﬁ ing door was sp cially designed to prevent cold air interfering with th e

th e - fired e combustion of coal furnac . Various baffle plates or walls of fi reb ri ck were employed to direct th e ai r where satisfactory mixing of

e e gas s could tak place. Th e system will b e better understood by refer e e 1 e nc to Fig . 9 , which is a longitudinal s ction of a locomotive firebox ; in this coal was burnt on th e bottom grate and th e unconsumed products Of combustion were directed upwards by th e baffl e plate to th e back of th e firebox roof and

1 1 8

A STORY OF RAILWAY PIONEERS

then were drawn towards th e smokebox by th e

e a e e e blast , on th ir p ssag b ing ignit d by contact

ﬁ r b ri k e with an incandescent plat e of e c . Wh n

th e i e e e e b e ﬁrst lighting up bo l r , two ﬁr s w r to

e th e e th e start d , top burning cok and bottom

th e e fire i e e coal . As low r was bu lt up and d ns gases were generat ed th e top fire would b e at a temperature sufficient to ensure complete com b ustio n of unburnt particles and gases drawn

th e ﬁre e . e e e from b low Wh n onc start d , it was

e e e th e ﬁre not found n c ssary to add fu l to top , as this became a point where combustion took place and therefore was th e hottest part of th e

ﬁrebox . Th e importance of an even supply of air to allow perfect combustion was clearly provided

e e e e th e d for, arrang m nts b ing mad for a mission of a current or currents of air in front of th e

e th e e e th e bridg , plat , and b hind brickwork of th e e th e th e e bridg ; also at mouth of ﬁr box , th e th e th e e e e. ov r top , and through sid s of sam

e e e e M ssrs . Dodds also adapt d th ir d sign to

e e e stationary and marin boil rs , and furth r intro d - 2 0 th e uced water tube ﬁregrates (Fig . ) into combustion chamb er ; these were in this case

e th e ﬁre rate plac d forward of ordinary g , so as to receive full beneﬁt from th e combustion Of th e

Th e gases n ear th e incandesc ent ﬁreb rick plate.

1 2 0

A STORY OF RAILWAY PIONEERS tub es were inclined in order to promote Circula

e e e e th e i e tion , and w r conn ct d to bo l r through cast -iron headers into which they were screwed

th e th e Th e both at top and bottom . diagram in reference shows its application to th e standard land and marine type boiler as manufactured

8 —1 8 0 during 1 50 7 .

e e e e e e This arrang m nt prov d min ntly succ ssful ,

s e th e e ee s Messrs . Dodd thus b ing among ﬁrst ngin r to make a c oal~b urning locomotive capable of consuming its own smoke without introducing

e e e e n e xtraordinary compl xiti s into th ir d sig . Many engi neers in this country evolved m odiﬁca tions Of th e method subsequent to th e publication

e e e e of its particulars , and w r thus abl to r ap

’

e e e . advantages at M essrs . Dodds xp ns Many

e al e e e e e Contin nt locomotiv s w r , how v r, built on

e e e e e this plan , and, tog th r with oth r improv m nts

e e e e brought out by th m , mad for th ir nam s

e ee e e amongst ngin rs of Franc , Spain , G rmany ,

e e e I taly, and oth r Europ an nations a gr at and

e e s e e th e lasting r sp ct . Thi improv m nt was sub icot of a patent granted to M essrs . Dodds in

e 1 8 Octob r , 54.

1 2 2 CHAPTER IX

THE SLIDE-MOTIO N

NUMEROUS inventors were at this period busy with new ideas and improvements on th e subj ect

e e al e of machin ry for working st am v v s , many of these b eing complications of existing designs and caused legitimate inventors a great deal of

e th e trouble. With a vi w to protecting Wedge

n e e e e Motio from th s tr spass rs , Isaac Dodds patented a modiﬁcation of that device so pro

‘ ’ tected 1 8 h e e th e e- in 39 . This call d Slid Motion , because th e eccentrics w ere adj usted to th e different positions required by means of sliding

b e h e e e . e e t e bush s It will s n that d sign , as d mon

d 1 th a ri e strate . 2 e e in Fig , acts on s m p ncipl as

’ th e e e- th e e e f e W dg Motion , only f atur di f ring

e th e ea th e e e from it b ing m ns of moving cc ntrics ,

e e e e th e e e inst ad of v rtical w dg s , bush s or slid s ,

th e e e e e e e on which cc ntrics w r mount d , had k ys

e e th e fast n d to top and bottom halves . Each k e e e th e e e th e e y b ing at an angl to c ntr of axl , when th e slides were moved th e position of th e

1 2 3 — - FI G . 2 1 . Th e e i n Th e e Slid mot o . ccentrics are moved across th e axles s i i n b s es n nc ne e s by l d g u h holdi g i li d k y .

1 24

A STORY OF RAILWAY PIONEERS

e e e - e e e th e arrang m nts of count r w ights and l v rs, movements of th e valve being direct to th e e ccentric .

N To NAN 1 8 IMPROVEME TS ORD CE , 54

Th e outbreak of war against Russia in 1 854 drew th e attention of many engineers to th e

e e e e improv m nt of xisting military w apons , and as th e result a large number of new devices for destructive purposes were patented and th e manu facture of muni tions of war b ecame th e pri ncipal work of all engineering establishments in th e

. ee th e e . country In k ping with situation , M ssrs Dodds were early in th e ﬁeld with a series of improvements to artillery for use in th e trench

e e warfar carri d on so long in th e Crimea .

Riﬂed e e e cannon had not th n app ar d , and as th e ordinary smooth bore cannon had reached th e e e e e s maximum possibl siz , oth r m thod had to b e found to enable heavi er ball being used .

e e e e 1 8 e . In th ir inv ntion , pat nt d in 55, M ssrs Dodds proposed to employ a proj ectile with a hole or chamber in its base to ﬁt th e outside of th e gun barrel instead of being placed inside according to th e usual arrangements by another modiﬁcation a tail -piece was formed on th e pro

ectile e th e e th e j , which tail ﬁtt d into bor of proj ec tor . while th e main body or head of th e

1 2 6 THE SLIDE- MOTION proj ectile containi ng th e explosive charge could thus b e made much larger than th e bore of th e

e e e e e proj ctor . Many advantag s w r thus gain d since a much larger proj ectile could b e used with

e e a proj ector of small w ight and siz .

e o e e e This typ of gun , alth ugh mad and inv nt d

e e was e th e ov r half a c ntury ago , us d during recent European War in thousands by th e British

b e e e Armies . It was known and will r cogniz d by many readers as th e Medium 2 Trench

’ e e e e th e Howitz r , ﬁring a sh ll popularly t rm d

‘ ’ e e e e e football . Many of th s guns w r mad at th e Holmes Engine Works between 1 854 and

1 868 e e e e and xport d to Franc and G rmany , where they were highly approved . Other innovations included th e strengthening of cannon by th e application of a cast- steel breech

th e e e n lining , and adaptation of a s parat trun ion mounting in place of th e old and unsatisfactory method of making th e trunnions in o ne piece with th e main casting . Th e satisfactory outcome of these experiments with ordnance was of such a nature that th e designers registered a Trade Mark with th e gu ns

th e e e e e s e e e e forming c ntr pi c , whil t th ir r sid nc

th e Holm es which e e e at h th y built som distanc th e e e from Works about that tim , was nam d

’ Ordnance Villa .

1 2 7 A STORY OF RAILWAY PIONEERS

’ With th e advent of peace and th e restoration

e e e ee th e e e i of conﬁd nc b tw n Gr at Pow rs , Brit sh engineering ﬁrms again turned their attention

e e e . O e to progr ssiv works , and M ssrs Dodds btain d

e e e e th e e e larg ord rs for ngin s of locomotiv , portabl

e e r and colli ry winding typ s , from Spain , Po tugal ,

e e ee e and India , and th r s ms littl doubt that , had

e e e e ee th y wish d , a vast conn ction could hav b n

e e e e e e e built up . Th y, how v r , pr f rr d to continu

s in 1 8 . Trade Mark adopted by Messrs . Dodd 55

1 2 8

THE SLIDE- MOTION th e policy of experimenting and devoting most

e e e of th ir tim to various inv ntions , and in this respect turned their attention to a branch of engineering which was somewhat of a no v elty for construction in railway shops .

’ THE STEAM YACHT GA! ELLE

With th e obj ect of demonstrating th e many purposes where their numerous inventions might

e e b e e with gr at advantag put into practic , in

1 8 e e e e 57 M ssrs . Dodds r solv d to incorporat certain of their patents in th e design of a large

e e st am river yacht . It was propos d that on its

e th e e b e compl tion at Holm s Works , it should

e th e e e e s nt to Gr at Exhibition , th n being arrang d

e 1 862 for op ning in Thomas W . Dodds was

’ e th e th e e e allott d task of yacht s d sign , aft r his father had worked out th e dimensions in general .

Sh e b e ee e e e e was to 57 f t in l ngth ov r p rp ndiculars ,

ee e w ee 7 f t b am , ith a draught forward of 3 f t , and aft 4 feet and 3 inches ; th e keel was to b e o ne e e e th e solid forging from st m to st rn , whil plat es of 3/ 1 6th inch thick were to b e steeled by ei e e th r pat nt proc ss . Th e u se of steel plates for shipbuildi ng had up to 1 865 received little or no consideration from

e e few e are e e marin archit cts , and instanc s r cord d

e e e . wh r such an innovation was tri d Laird , at

1 29 x A STORY OF RAILWAY PIONEERS

e e e er 1 0 his Birk nh ad shipyard , built a st am of 7

e e e ee tons displac m nt , which was mad of st l

’ es e e Ri e e s s e plat conv rt d on p sy t m . This boat

’ was e th e e e nam d Rainbow , and was int nd d for th e e e Sh e e th e e Nig r Exp dition . was tri d on Riv r

e e 1 8 8 e M rs y on July 3 , 5 , and s nt to Africa

e th e es a fortnight lat r , and , owing to lightn s of h er construction (made possible by th e substitution

ee e b e e of st l plat s) , was found to of incalculabl b eneﬁt in th e navigation of th e shallow rivers

e and lak s of Africa .

e s e e Pr viou to this Dr . Livingston had tak n out a small st eam yacht to Africa on his explora

th e e e se e e th e tions , plat s of this v s l b ing mad of

ee e e e ess . e st l d plat s as produc d by M rs Shortridg ,

e e efﬁ e . How ll , and J ssop , of Sh ld This , how e e ee e s e v r , had not b n a gr at ucc ss from a

e e th e es e comm rcial point of vi w , proc s b ing far

e too xpensive. Th e engines of th e angular type of 1 6 horse

e e e e e e e e e pow r , w r sp cially d sign d to conomis spac ,

e th e e e e e s e th y had pat nt w dg xpan iv motion , o ne eccentric working both valves direct without wei hb ars o ne e e g or rocking shafts , l v r starting ,

e e th e e e ex an stopping , r v rsing or working ngin s p

iv l Th e e th e s e e e . y, as r quir d boil r was of loco

e e wi e e motiv typ , th a copp r ﬁr box and brass

e e e 2 00 lb s . tub s , and had a working pr ssur of

1 30

A STORY OF RAILWAY PIONEERS

THE CO NSTRUCTIO N OF THE SANTANDER AN D ALAR RAI LWAY I N SPAI N

Th e e l e ee work on this railway und r A fr d J , as

e e 1 8 2 e e ee . o chi f ngin r, b gan in 5 , M ssrs D dds undertaking to construct that part between Alar

Del Re Corralles e y and Los , a distanc of thirty

e - ﬁv e miles (Fig . Th e s ction of twenty six miles b etween Los Co rralles and th e po rt of

’ Santander b eing undertaken by Isaac Dod ds former assistant on th e Shefﬁ eld and Rotherham

. l . Railway, G Mould, and his son , John Mou d Many difﬁculties were m et with in course of th e e ei th e e work , labour probl ms b ng most troubl

Th e i e n e some . l n running south from Santa d r

e ai pass d through a mount nous district , and had

b e e n e to carri d arou d pr cipitous mountains,

o ee e e e ri e acr ss d p gorg s , and ov r torr ntial v rs, no more difﬁcult work having presented itself to th e

e e e railway build r at any tim . Thomas Brass y had a similar experience when constructing th e railway from Bilbao to Tudela (in and in no part Of his wide experi ence as a contractor did h e pass through so trying a period it is said that h e lost over on th e completion of th e work . Th e climate in that part of Spain being very wet prevent ed th e execution of work for at least

1 3 2 THE SLIDE -MOTION

e e th e e e th e e s v ral months in y ar , whil numb r of

e e- e e e e e i f t days furth r int rf r d with op rat ons, so

’ that only seven months work was done yearly

ee e e and had it not b n that M ssrs . Dodds r cruited many skilled tradesmen and m en highly trained

ai e th e e in r lway work from hom , proc ss of con

SPAI N

— ince S n 2 2 . th e n n e FI G . Map of Sa ta d r Prov howi g th e line constructed by Dodds and Mould from A n n e I n ssin th e n n lar to Sa ta d r . pa g Ca tabria n ins - e een es e and B cen Mou ta , b tw P q u ra ar a, a i ec is nce n ee es e d r t d ta of o ly thr mil , a d tour of e e and i es is necess and nc es tw lv a half m l ary, i lud

se en s c es s e nne s . v harp urv , al o ight tu l

I 33 STORY OF A . RAILWAY PIONEERS struction would have b een prolonged over many

e y ars .

e th e e Furth r, throughout tim that British

e ee e e e railway ngin rs w r occupi d in that country , a kind of guerilla warfare was waged against

e th e e e brigands , who mad mountains th ir hom .

al e e e e th e e Princip among th s w r Carlist support rs , who took every opportunity to delay th e work of construction by thr eatening th e lives of th e Spani sh labourers and often doing great damage

ee th e to th e works . Had it not b n for courage and determination of th e British engineers and

e m en e e e e th e th ir , whos actions gav conﬁd nc to

e e e e th e e th e e nativ mploy s , op ning of lin s might have been postponed until many months after wards . In th e latter part of 1 853 th e ﬁrst consignment

e es e of ngin and rolling stock had arriv d , also many parts for th e bridges whi ch had all b een

h e e s made at t e Holmes Engin Works by M ssr .

Dodds .

1 8 e e th e e e By March , 57 , how v r , s ction of lin from Los Co rralles to th e southern t erminus with th e Castil e Canal at Alar Del R ey was completed

e e e l e e and op n d for trafﬁc , a r su t highly cr ditabl

th e e e . t to M ssrs Dodds and Son , and s cond par from Los Co rralles to Santander was within som e

i th e few months of completion . Notwithstand ng

1 34

A S TORY OF RAILWAY PIONEERS

th e ee e e e e e trip had b n succ ssfully compl t d , th r was an unanimous appeal from th e Spanish di rectors and offi cials for another trip over th e

e e e s e e e e e lin that sam day , and th ir wi h s w r acc d d

e ee i a to by Alfr d J w th alacrity, for his t sk as engi neer- in-Chi ef had been o ne of great trial and constant worry and th e success attending this event naturally gave him th e most complet e satisfaction . With every conﬁdence some carriages and

e e e e th e wagons w r coupl d on b hind train , and a

s e e e h e e party of om forty or ﬁfty nt red t e v hicl s .

th e e e e e ee his e On ngin w nt Alfr d J , broth r and

ee e e ri v assistant , Morland J , and Jam s Liv say, d ing

’ th e engin e (o ne of th e Ysabel type) ; in th e

es e e e e e carriag w r various dir ctors and th ir fri nds , and in th e wagon immediately b ehind th e tender

e e th e e th e w r two M ssrs . Mould , contractors ;

. e th e el M Porrua , Chairman of Dir ctors ; w l

n e i ee known Spa ish ng n r, Don Carlos Campuzano

e s ee . e e and oth r , thirt n in all All w nt w ll until th e trai n arrived at th e newly completed piece Of

was e. e e e lin H r , as if in bitt r irony as to what

e e e ee e th e going to happ n , an v rgr n arch , b aring

’ e ee e e word Succ ss , had b n car fully mad and e e e e th e e th e e e r ct d ov r lin , and , j ust as train r ach d

th e e e e e we Off th e this point , ngin and t nd r nt

e h e e e e rails and roll d down t mbankm nt , th n

1 36 THE SLIDE - MOTION

e turned completely over . It ﬁnally r mained on

e th e r e 2 ee its sid at bottom , having d opp d 5 f t Th e tender remained upset on th e Slope in a most

a e e th e d ng rous position . Thos in wagon were all thrown out and escaped with nothing worse than bruises . Of these John Mould was th e ﬁrst to regain his

e e e ee th e e e pr s nc of mind , and proc ding to ngin h e was shocked to ﬁnd Alfred Jee and his brother pinned under o ne of th e driving wheels with th e scalding water from th e boil er streaming over

e e e e e th e ee th m , th ir h ads proj cting cl ar of wh l

Th e ﬁre ee w th e e rim . had b n thro n out of furnac over th e unfortunate sufferers and would have

’ burnt them but for John Mould s prompt action in throwing earth on th e ﬁ re and thus damping

ee e e e e it out . Morland J was subs qu ntly r mov d

e th e e e e e from und r ngin , although two hours laps d before th e necessary ai d was forthcoming for this

b e e h e e e th e to don , and was th n tak n to town

Corralles e e h e e e . of Los , wh r di d shortly aft r Th e banquet which had been provided by

th e hi s e e e G . Mould , contractor, at r sid nc in this

th e b e e town in honour of occasion , had to clear d to make way for th e injured and dying . Truly a tragic ending to a day of great rej oicing . At th e time of th e accident th e speed of th e train was not more than six or seven miles an

I 37 A STORY OF RAILWAY PI ONEERS

th e e - ﬁ ni sh ed e e h ad hour, and n wly mbankm nt twice b een traversed that day and had appeared

e h o e perfectly saf . It was thought t at a lo s rail

e ee th e e th e e th e may hav b n caus of disast r , but

e e e e di e e th e tru r ason was n v r scov r d . With e e th e e i e e e xc ption of ng n , t nd r and ﬁrst wagon , th e e e th e train r main d on track . Th e saddest feature of th e accident was th e

e e S tanistreet ee e d ath of Alfr d J , who was kill d

H e o ne th e e s instantly . was of l ading and mo t successful Civil engineers of that day ; born in

1 8 1 6 er h e was s ee ea at Liv pool , at ixt n y rs of a e e e i e e e g acc pt d as a pup l by Jos ph Lock , th n a rising member of th e profession ; on th e com pleti on of his trai ning h e was made resident e ee th e e e n ngin r of Lancast r , Pr ston and Junctio

1 8 0 h e e e t Railway . In 4 took a v ry promin nt par in th e construction of th e Shefﬁeld and Manchester

ai al th e e e e e R lway, so Hudd rsﬁ ld and Manch st r

e e ee e 1 8 e lin , and b tw n that y ar and 45 construct d th e Dinting and Eth ero w Viaducts ; and perhaps

e e th e ea e his gr at st work of all was Woodh d Tunn l , whi ch h e engineered from beginning to end . Like many oth ers h e realized towards th e approach of 1 850 that railway engin eers at home

e e e e e e e must for th ir futur xist nc look abroad , wh r th e rai lway movement was j ust b eginning to

s e him ct gather tr ngth . This brought into conta

1 38

CHAPTER X

LAST I NVE NTI ON S

I N 1 863 various steel manufacturers approached

e e M essrs . Dodds with a vi w to obtaining faciliti s for th e extended application of their process of

ee e e e manufacturing st l . Among th s g ntlemen

e e th e e - e e e e w r w ll known nam s of B al of Parkgat ,

h e o t e Co . a R binson of Ebbw Val Iron , and Thom s

th e Bell of Gateshead . As prospects of this system of steel-mak ing appeared in their j udgment to b e e e e e e e e xc ptionally bright , th y propos d wid d v lop

e th e e e e ee m nts to inv ntors , and v ntually an agr ment was arrived at giving satisfaction to all parties int erested . In th e middle of th e year a company was

’ formed under th e title of Dodds Iron and Steel

e e o ﬂi ces e Pat nt Lic nsing Company , with in Sis

e e e e e Lan , London , and for som y ars prov d v ry successful.

Some of th e most important parts of T . W .

’ e e e e ee Dodds discov ri s had , how v r, not b n fully

e e e 1 8 e a cov r d in his Sp ciﬁcation of 53 , for c rt in

1 40 LAST INVENTIONS detai ls whi ch were transmitted to th e Institution of M echanical Engineers in 1 857 at Manchester had not been covered in th e Patent Speciﬁcation

1 8 and e th e e of 53 , this loophol was m ans of losing valuable revenue which should otherwise have

a e e e . e e e 1 86 f ll n to th ir r ward In D c mb r , 5, a

e e e e e e e e th e numb r of th s b lat d inv ntions w r , at

e th e e e instanc of Lic nsing Company, in som measure protected by a patent granted for Im

ro v em ents th e e p in Manufactur of Railway Bars ,

’

e e . Tyr s , and Axl s Special Tyre steeling furnaces were included in this ; their mode of working will b e seen by

2 . reference to Fig . 3 Provision was made for obtaining uniformity of heat in th e cementing chambers of th e vari ous typ es of furnaces peculiar

’ n e e m e to Messrs . Dodds arra g m nts ; chi n ys and

e e e e e e damp rs b ing appli d to ach sid of a furnac ,

e e ﬂues th e a e in cas of Sid , communicating pass g s with these Chimneys could thus b e separately

e e e e e e e op n d or clos d as r quir d , th r by giving facilities for th e perfect regulation of th e heat a quality impracticable when using a single

C e Th e e himn y . last claim grant d was that for condensing or consolidating th e rails after their withdrawal from th e converting furnaces by

e h passing th m through a rolling mill , for w ich a special design was stipulated .

1 41

LAST INVENTIONS

e e e e e About this p riod M ssrs . Dodds w r larg ly engaged in erecting iron and steel-making plant for manufacturers in th e U S A where their name and inventions held a reputation far greater

e e e th e e than in th s Islands . Earli r in Sixti s they put down for Andrew Carnegie hi s ﬁrst rail

l e e w e e e rolling mi l , tog th r ith th ir improv d furnac s

ee e e e e e for st l conv rsion , workm n b ing s nt ov r from th e Holmes Engine Works to superintend th e e e e er ction at Pittsburg . As a r sult of th ir successful work here a large amount of trade was carri ed on and their process was widely adopted other systems adopted by th e Americans

ee e n e for st l conv rsion havi g fail d , although originated in England and worked there with some

e m asure of success .

Th e h e e e introduction of t e B ess m r proc ss ,

e e e e e e e e e e e e how v r, pr v nt d mor xt nsiv d v lopm nt and th e u se of th eir furnaces was afterwards restricted to th e manufacture of high - grade carbon

ee - Th e st ls for tool making . high quality and soundness of their productions made a very deep

e e e ee e impr ssion on th e Am rican ngin rs , who gav many tokens of their high regard for th e abiliti es

e . e ee and inv ntive genius of M essrs . Dodds B tw n 1 860 and 1 870 no nam e stood higher in th e estimation of th e Americans than Isaac Dodds and his son as engineers and inventors .

1 43 — FI G 2 n h e e e n n . . 4. Th e ﬁnal developme t of t W dg E cce tri c Motio e s s in th e s s nte o n o ne s e th e c n Vi w how g two trap mou d h af, ro ki g shaft i s carried o n side levers attached to th e axle in order to c ens e e i c e en s th e e c e omp at v rt al mov m t of axl , whi h would oth r wise produce undesirable variations in th e travel of th e valve .

I 44

LAST INVENTIONS top of th e brass b eing convex in shape and working in a corresponding b ed cast with th e main part

h ax leb x of t e o . Some of these improvements were patented in

2 6 —A e- I G . d e F . xl box

sign ed by T . W . Dodds for avoiding ﬂ ange breakage generally d u e to th e o scil e e lati on of th axl .

1 8 1 e b e th e e e 7 , and prov d to last so prot ct d by

e these proliﬁc inv ntors . Since 1 833 Isaac Dodds and his son had

e e e e e pat nt d ov r sixty inv ntions and had sp nt ,

I 47 A STORY OF RAILWAY PIONEERS

a o th e th e e e e sum ap rt fr m cost of xp rim nts , a no less than in obtai ning th e protection

e e e . e e e of L tt rs Pat nt In addition to th s , a v ry large number of designs were registered at th e

’ e fi e e e Pat nts Of c as Articl s of Utility . Scor s of other devices brought out by them were never

e e e e e ee e e prot ct d , but w r giv n fr ly for g n ral

e m en e th e application . Lik most who poss ss

e e e ee e . inv ntiv faculty to a high d gr , M ssrs Dodds frequently b ecame th e losers at th e hands of that

’ e th e - e and an parasit brain pick r , on m y occasions saw others meanly take advantage of

e e e their generosity to nrich th ms lves .

1 48

A STORY OF RAILWAY PIONEERS

1 866 1 868 th e e e From to situation alt r d ,

e e f e e Narva z w nt out of o ﬁc and his succ ssor, in attempting to ext erminate every rebel in th e

hi e th e h is land , ms lf was victim of own policy .

Th e e th e e e e e ﬁnanc s of Stat collaps d , for ign cr dits

e e al ai e th e e w r practic ly unobt nabl , and gr at work of modernizing th e country by buildi ng new

s s railways , road and harbour was only part complet ed ; great di ssatisfaction ruled in both commission ed and non - commissioned ranks of th e e National Army . and futil wars with Chili and Peru merely meant th e pouring of oil on th e ﬁ ’ smouldering re.

Th e a e th e e C rlists , taking advantag of pr cipitous

th e e e e e e e position of rul rs , gath r d th ir adh r nts and for some time seriously threat ened th e over

h e s e throw of t Monarchy . Thi brought Narva z

e e e th e back to pow r, who ch ck d rising, and

ee e e succ d d in again proclaiming law and ord r .

all e e end Practically work was , how v r, at an , long outstanding payments were d ue to numerous

e e e e e contractors , who , in cons qu nc , had susp nd d their operations .

th e - ese Many of sub contractors on th works,

e e e e e e e who w r sup rior British trad sm n , r turn d

e e e e e s . to th ir nativ land p nnil ss and in want . M ssr Dodds hoped that th e conditions would improve

th e e th e e e e e as r sult of r app aranc of Narva z , but

1 50

A STORY OF RAILWAY PIONEERS

e e e e e n one e e locomotiv s was n v r compl t d , o ly ngin being ﬁnished while th e second remained in th e

’ e Th e mak r s shops for many months afterwards .

e e e ﬁrst of th s spl ndid machines (Fig . 2 7) was subsequently sent to th e Brighton Works of that

1 8 1 e e e h er railway in 7 , th r to und rgo trials and

‘ ’ e e h er e th e ultimat ly tak plac on iron road .

e e e s th e se and Som tim aft rward cond , partly

e e e e e e e th e e compl t d ngin , was d liv r d at sam place ; there to b e made ready for work by th e addition of th e motion which had not been ﬁxed

e e th e e th e e e b for clos of stablishm nt . These engi nes did splendid servi ce for many

’ h e NO e e e t e e . 6 th e y ars aft r, ﬁrst ngin ( 9 in mak r s books) was chri stened Norwood by th e lat e

l S trou dle th e 0 . e . Mr Wi liam y, and s cond (No 7 )

’ e e h Croydon . They w re numb red by t e Railway Company 374 and 375 ; th e latter did excellent service for nearly twenty years before ending h er

e h er e e e days , and Norwood follow d in D c mb r ,

1 8 e 92 . They were both subsequently brok n up and consigned to th e scrapheap at Horley .

s e e e e e e Isaac Dodd n v r nt r d into busin ss again ,

e e e e but r tir d , and w nt to liv with his son , Thomas

h r en Weat e b urn ef e . e e t Dodds , in Sh ﬁ ld Th r for years h e lived until his death on November th e

I st 1 88 2 th e e l e h e , . During latt r part of his if was frequently called upon by many authorities

1 52 SERIOUS DIFFICULTIES IN SPAIN

e e e ee to advis th m in various ngin ring matters . Among th e older members of th e engineering

e h e e e e ee prof ssion was h ld in gr at st m , only those who were acquainted with him intimately

e e e e ee knew of his gr at s rvic s to ngin ring science . He could never b e persuaded into any kind of

e th e e publicity ; history , in r cording gr at works

' e ee e of our Victorian ngin rs , fails to ﬁnd a plac

et e hi s ri for him , y who can d ny ght to a high place therein after knowing some of his works as given in this imperfect story P He was a great mechani c ; throughout his life h e possessed wonderful skill with his hands and e e th e e e e v n at clos of his days , at ighty y ars of a e h e e e e i e e e h is g , could x cut un qu xampl s of

He e e e e e e craft . would v n th n fr qu ntly prov to his friends that great age had not diminished

e e e a e e e th s pow rs by t king a sixp nny pi c , and ,

e o ne e e e th e aft r smoothing fac , ngrav on it in most beautiful handwriting every word of th e

’ e Lord s Pray r .

e e se e e e Lik Nasmyth , B s m r, and oth r gr at

e h e . inv ntors , was a brilliant artist His drawings of machinery are perfect specimens of th e

’ th e are draughtsman s art , shading and colouring

ﬁn e e s are of exceedingly e. Som of his tching

e are e th e singular b auty , and und niably work of a mast er hand .

I S3 A STORY OF RAILWAY PIONEERS

. e Writing of Mr Dodds in an Obituary Notic ,

e : th e late Mr . Charl s Manby says

e e , e e e e Mr . Dodds poss ss d gr at g n ral kindn ss

He a e . e of charact r lways , assist d aspirants for

e e e e e inv ntion , and corr ct d th ir rrors so as to

e e e e e e pr v nt th ir wast of tim and mon y , advising

ee He e them how to proc d . was a man of simpl

e e e e e e i tast s , but of larg d sir s to know v ryth ng ,

e e e g n rous to a fault , and not car ful of his own

e e H e s e e e int r sts . was carc ly appr ciat d during

e e e his lif tim , and it is only j ust now to judg him

’ b h e e e y what did during his lif tim . He was treated with great respect wherever his

e e o ne labours took him an old r sid nt , writing in

’ e e e e e of th s districts aft r Mr . Dodds lam nt d

e e e e e e th e e e d c as , r call d to mind som of int r sting

e e He stori s connect d with both father and son . writes : I can imagine I still meet his once much respect ed and venerable personage as I

e th e was accustom d to do in days of my youth , as h e traversed th e thoroughfare of th e Holmes while on hi s way from Ordnance Villa to th e

e Engine Factory at th e Holmes . His pl asant countenance and outward appearance altogether

’ bespoke that of a real old English gentleman . Th e buri al of thi s old Pioneer of our railways

fﬁ e e th e e e e e e e . took plac at G n ral C m t ry, Sh ld

th e ei Thomas W . Dodds had , on closing of th r

1 54

A STORY OF RAILWAY PIONEERS

e e e e his high ant c d nts as a civil , m chanical and

e e e e h e mining ngin er . In Bu nos Ayr s was a

e l e hi s e e 1 8 6 univ rsa favourit , and on d partur in 9 th e staff Of th e railway which h e managed gav e

r e th e him a g and banqu t , and took opportunity of showing their admiration and affection for his genius as an Engineer and h is delightful person al ity . H e was subsequently appointed G eneral Manager of th e line with a seat on th e Board of

e nfor e . U in resid ence e . Dir ctors , at Bu nos Ayr s tunatel e e th e C e y his h alth , as a r sult of limat

e e e e e s f e e 1 8 6 h e th r , b cam s riou ly a f ct d , and in 9 was e e e He e e comp ll d to retir . n v r thoroughly

e e e th e 6th e e e 1 8 h e r cov r d , . for on S pt mb r, 99 ,

e e e hi s es e e . di d at r id nc , Cart r Knowl Road ,

effi e e e e e e e Sh ld , and was int rr d at Sh ldon C m t ry ,

e S s e Hanl y , in tafford hir . H e was a man of exceptional ability as an e ee ei e l e s ngin r , b ng qua ly conv rsant with almo t

es e ee We e e e all branch of ngin ring . hav r cord d

e e s e his ing nious d sign and inventions in Ordnanc ,

e R Shipbuilding , M tallurgy , ailway Apparatus , and also h is works in connection with Civil Engineer

. e e was e e e ing ; his knowl dg , th r for , of a most

e s e e his e v r atil natur , arly training as a civil engineer under Sir James Falsh aw in th e con

i th e as struction of ra lways , and training a

1 56 SERIOUS DIFFICULTI ES IN SPAIN mechanical engineer rec eived from his father gave him every opportunity of Obtaining a true under standing and clear insight into all problems of

’ th e e i e ee e m chan cal and civil ngin rs cr ations .

e e h e ses e e Lik his fath r, pos s d xtraordinary practical capacity and could make with his own hands th e most perfect models of their manu

Th e e h factures . workm n of t e Holm es Works

e e i e e r gard d this g ft as b ing sup rnatural , for on o ne particular occasion it is related that h e made a watch no bigger in diameter than a shilling piece which was as good a timekeeper as any

b e e e e watch could . Ev ry d tail of this intricat

e e e e hi m th e pi c of m chanism was mad by , with

e crud st instruments . Both engineers b elonged to th e Class of CO1 porate M embers of th e Institut e of Civil Engineers and were at o ne time M emb ers of th e Institute

ee of M echanical Engin rs .

e h e e Old workm n of t e M essrs . Dodds who s rv d their apprenticeship with them t ell with great pride of th e remarkable experiments and inv en tions which were always being tested at th e

Th e e e Holmes Works . whol of th ir plant con

ne e - e e e sisted of machi ry s lf d sign d and construct d , and their products were invari ably of superb

e e e e e e ﬁnish . Both mast rs p rsonally xamin d v ry thing before it left th e works ; if th ere was th e

I S7 A STORY OF RAILWAY PIONEERS slightest trace of faulty workmanship th e arti cle in question would b e returned to th e shops and th e worker responsible admonished for his short

e s s coming . Although M s rs . Dodd obtained a

ea e e e e gr t r putation for th ir spl ndid work , th y never made large commercial gai ns and at frequent times in their history ﬁnancial embar rassm ent e e e e e cut short th ir nt rpris s , for th y did

e u e e th e e Of not , p rhaps , f lly appr ciat importanc

e e s th e e comm rcial qu stion , and , with mod sty

C e e e e e e e haract ristic of tru g nius , n v r ncourag d or sought any kind of appreciation outside th e

e s l bounds of th ir own mal circle of friends .

e e In conclusion , it is not without consid rabl regret that o ne looks back upon th e life works of

a e e and e m ny gr at inv ntors , in following th ir

ee O e e e car rs , bs rv s how th y almost invariably suffer from th e desires of others to proﬁt at their e e e th e e s are e xp ns , also that gifts of g niu oft n th e cause of great self-sacriﬁce on th e part of

e e so e e we e th ir poss ssor, fr qu ntly do ﬁnd that thos of our countrymen whose exceptional abili ties have given us th e m eans of improving th e con ditions e e e e e e of lif , hav fail d to r ap th ir prop r

e th e end e e r ward, and at of th ir day hav found little material b en eﬁt or public acknowledgment

a e th e e f ll to th ir lot . In his Stanzas on Op ning

1 58

A STORY OF RAILWAY PI O NEERS

s have also been forthcoming from Mi s C . E . Dodds

e e . . . (whos fath r was Mr T W Dodds) , and who has kindly lent photogr aphs for reproduction .

e e are due Th e e Acknowl dgm nts to Controll r ,

M e Of e e e o H . . Station ry ﬁc , for p rmission to r pr duce certain Pat ent Speciﬁcations .

THE m u rm u r) P RES S S r . LM S , A