The Globe

The Journal of the Friends of the Stockton & Darlington Railway

Issue 7

December 2018 The Globe is named after Timothy Hackworth’s locomotive which was commissioned by the S&DR specifically to haul passengers between Darlington and Middlesbrough in 1829. The Globe was also the name of a newspaper founded in 1803 by Christopher Blackett. Blackett was a coal mining entrepreneur from Wylam with a distinguished record in the evolution of steam engines.

All text and photographs are copyright Friends of the Stockton & Darlington Railway and authors except where clearly marked as that of others. Opinions expressed in the journal may be those of individual authors and not of the Friends of the S&DR

Please send contributions to future editions to [email protected]. The deadline for the next issue of The Globe is 22nd March 2019.

CONTENTS Chair’s welcome 1 Who we are and what we do 2 The Birth of the Modern Railway 2 S&DR House Plaques: Etherley 6 S&DR 193rd Birthday Celebrations 10 S&DR 50th Birthday Celebrations in 1875 11 1825, The Quaker Line Opens. But Where Were the Quakers? 13 News 23 Welcome to the HAZ Officer 24 Brusselton Incline Accommodation Bridge 25 Bridge House, Stockton – 1925 Railway Plaque 26 A Humble Apology to the NRM 30 The Opening of the S&DR in 1825 32 Stephenson’s Gaunless: A Bridge in Hiding 34 Membership 36 As beautiful a line as could have been chosen 36 Events 40 Getting in touch…. Chair Trish Pemberton [email protected] Vice Chair Niall Hammond [email protected] President Lord Foster of Bishop Auckland [email protected] Vice President Chris Lloyd [email protected] Secretary Alan Macnab [email protected] Asst. Secretary Alan Townsend [email protected] Treasurer Ian Ross [email protected] Membership Secretary Peter Bainbridge [email protected] Planning Officer Ross Chisholm [email protected] Safeguarding Officer Trish Pemberton [email protected] Fund Raising Officer Trish Pemberton [email protected] Newsletter editor Caroline Hardie [email protected] Events Co-Ordinator Mike Renton [email protected] Webmaster Jonathan Ratcliffe [email protected] Committee Member Barry Thompson [email protected]

Friends meetings are held on the first Thursday of every month in the meeting room in Darlington Cricket Club, South Terrace, Darlington DL1 5JD at 7.10pm. All Friends are welcome to attend, but please contact one of the above Trustees first to make sure that the venue has not changed.

Cover photo: Edward Pease - the main promoter of the Stockton & Darlington Railway; its main financial backer and also of Robert Stephenson & Co. He is often referred to as the Father of the Railways. He features in articles by Brendan Boyle and Chris Lloyd.

Welcome to The Globe! The regular journal for the Friends of the Stockton & Darlington Railway.

Dear Friends and supporters

Welcome to this new edition of the Globe which I have been looking forward to reading as the days draw in and winter beckons. We have had a very busy few months, in no small part due to the 193rd anniversary of the opening of the S&DR on 27th September, which was preceded by the annual Heritage Open Days. I would like to take this opportunity to thank everyone who made these events possible by giving freely of that most precious of commodities – their time.

The Friends held their AGM during September in the Welcome Building at Locomotion, NRM Shildon, and we are very grateful to the museum for allowing this to happen. The evening proved to be very successful, as our speaker on this occasion was Thomas Walker who gave us a fascinating talk on: ‘Three Greeners of Etherley and a model steam engine’. Thomas then demonstrated the model which is described as ‘a typical north-east style winding engine, with the vertical cylinder driving the crankshaft via a rather interesting parallel motion (which was characteristic of the area)’ (from Ben Russell, Curator of Mechanical Engineering, Science Museum, London.) We were fascinated to be told by Anthony Coulls, Senior Curator of Rail Vehicles at the NRM, that this is likely to be the oldest working engine model of its kind in the world, probably dating back as it does to 1836. Thomas very kindly donated half the profits on sales of his new book to the Friends.

Over the last few months there have been some significant successes in the campaign to secure the long-term, sustainable future of the Stockton & Darlington Railway. Trustee Barry Thompson initiated and led the project to secure the funding and refurbishment of the plaque adorning the S&DR building at St John’s Crossing in Stockton-on-Tees, which marks the opening day of the S&DR. This had been vandalised and has now been recast and replaced, in the presence of her worshipful the mayor of Stockton. Durham County Council has commissioned a company to look into the condition and future of Locomotion 1 at Heighington Station, which contains the oldest railway platform in the world and was one of the first three railway taverns to be commissioned by the S&DR. A HAZ (Heritage Action Zone) officer has been appointed and is now active in his post; he will be attending future Friends’ meetings as often as possible and will be having regular update meetings with the chair and vice-chair. A company has also been commissioned to develop, amongst other things, an interpretation plan for the Stockton & Darlington Railway.

For the annual ‘birthday party’ we secured the valuable support of Darlington Borough Council for a business dinner which was held in the Central Hall of Darlington’s Dolphin Centre. It was attended by descendants of key players in the early story of the Stockton & Darlington Railway, who had never before been together in the same room. They included Lord Gainford (head of the Pease family descended from Edward Pease), his son Matthew and grandson Felix; Jane Hackworth-Young (descendant of Timothy Hackworth) and Bill Chaytor (descendant of William Chaytor of Croft the S&DR Committee Chairman). The evening heard talks by our Vice-Chair, Niall Hammond and Globe editor, Caroline Hardie, which together with a third talk by John Anderson on behalf of the three councils, brought those present up to date on progress with the S&DR project. The chair welcomed everyone and the final ‘thank you’ was given by the Darlington mayor, Veronica Copeland. She said: ‘I have learnt so much tonight and I am delighted that everyone across the whole area is coming together to promote our unique heritage.’

Once again we received valuable publicity from Chris Lloyd who reported the event in the Northern Echo. The dinner is part of our concerted effort to continue to raise the profile of the Stockton & Darlington Railway in the minds of the public as we journey along the line to 2025. This includes a number of talks being delivered mainly by Niall Hammond, Caroline Hardie and myself to different

Friends of the Stockton & Darlington Railway Page | 1 WWW.SDR1825.co.uk groups along the line and on the radio. Over the last few months these have included one delivered to Etherley Parish Council.

The Head of Steam museum at North Road was instrumental in helping us organise the dinner, which received sponsorship from Darlington Borough Council, Close Thornton Solicitors, PPT Alchemy, Pemberton Education Services and Hitachi. On Sunday 30th the celebrations continued with a birthday event at the museum which was attended by more than 1000 people. Our thanks go to Darlington Borough Council, including councillors Wallis and McEwan, the Dolphin Centre and the events team at the Head of Steam led by Leona White-Hannant.

As part of the Heritage Open day weekends, two walks were led by Caroline Hardie, Jane Hackworth- Young and John Raw, with support from Trevor Horner of the Brusselton Incline Group. One started near Phoenix Row and the other at Locomotion, NRM Shildon, taking in the two main inclines along the route. On the first occasion we were welcomed into the home of Mary Smith, receiving generous hospitality and an opportunity to visit her garden. Profits from the sales of refreshments were donated to the Friends. This kind of financial support is vital as we rely on membership fees and donations such as this to help make our work possible.

I would like to take this opportunity to thank two trustees who have decided, due to pressure of time, to step down from the role. They are Jane Hackworth-Young and Susan Macnab. Their contributions have been, and will continue to be, invaluable. We have a new trustee in place, Mike Renton, who has also taken on the role of Events Co-ordinator.

Finally, a programme of talks is being put together for the start of each of our Friends’ meetings, which will be returning to the cricket club in Darlington in December. We will be having a small Christmas celebration, and then on this occasion the talk will be given by Eric Branse-Instone of Historic England about opportunities to become involved in the HAZ programme to revisit designations of the heritage assets along the line. We hope to see you there.

Merry Christmas and a happy New Year.

Trish Pemberton, Chair The Friends of the S&DR. Who we are and what we do

We are a registered charity and we:

act as an umbrella organisation for all those interested in our railway heritage lobby and work with local authorities and government push forward on survey, research and conservation of the line raise the profile and awareness of our industrial heritage, locally, nationally and internationally protect and care for the S&DR remains explore the case for World Heritage Site status support coordinated development of footpaths and interpretation to safely access the line work with others on events for 2025, Bicentenary Year.

FEATURED S&DR ARTICLE – THE BIRTH OF THE MODERN RAILWAY Chris Lloyd THE year 2025 is pencilled in everyone’s diaries as the 200th anniversary of the opening of the Stockton & Darlington Railway – the railway which opened the world’s eyes to the immense possibilities of this new and revolutionary form of transport, the railway which really got the world on track.

But 200 years ago this month, great drama was unfolding as the railway pioneers grappled with their own local rivalries as they tried to get their own project on track, making off-the-cuff decisions that, from the distance of two centuries, now look momentous.

Friends of the Stockton & Darlington Railway Page | 2 WWW.SDR1825.co.uk

The vague idea of connecting the south Durham coalfield with the seaport of Stockton had been rumbling round ever since a canal had been drawn on a map in 1767, starting out west at Winston and Staindrop. But it became serious in 1810, when the Mandale Cut was opened. The 220-yard cutting lopped off a two-and-a-quarter mile loop in the River Tees, making Stockton closer to the sea and increasing the depth of water at its quayside so it could now handle larger boats.

At the opening dinner, on September 18 at the Town Hall, the Recorder of Yarm, Leonard Raisbeck, made a speech in which he became the first to suggest that a coal-carrying railway should be built to the coalfields.

Over the next five years, ideas were put forward and debates were held about whether water or rail would be the best mode until the summer of 1818 when Christopher Tennant, of Stockton, splashed out £5,000 of his own money on hiring Leeds civil engineer George Leather to make a survey of the district.

Christopher Tennant

Tennant, 38, came from a prosperous family – £5,000 in 1818 is worth £410,000 in 2018, according to the Bank of England’s Inflation Calculator – which had a sailcloth and rope manufacturing business in Stockton and a lime kiln at East Thickley, near Shildon.

Mr Leather came up with a plan for a 30-mile canal, with 50 locks, to run from Portrack through Bradbury and Rushyford to the edge of the coalfield at Windlestone. The plan was put to the people of Stockton at an excitable public meeting, chaired by John Bowes, the Earl of Strathmore who lived at Streatlam Castle, in the Town Hall on July 31. When Mr Raisbeck suggested that 50 locks meant the coal would travel so slowly, no one would use the canal and that a railway would be faster, he was greeted with “stormy and disrespectful cries”. So stormy were the cries that Darlington banker, Jonathan Backhouse, and mill owner, Edward Pease, felt that they wouldn’t speak for their own safety. They were sympathetic towards the railway idea but were principally concerned that the canal would bypass their hometown and leave it a backwater.

Left: Benjamin Flounders Centre: Thomas Meynell Right: Jonathan Backhouse

Friends of the Stockton & Darlington Railway Page | 3 WWW.SDR1825.co.uk

The Stocktonians enthusiastically voted for Mr Tennant to begin raising the estimated £205,283 cost of the canal (£17m today), and that he should rush to Parliament to get its approval to build the scheme.

The Darlingtonians left the meeting dismayed, and quickly created a committee to draw up an alternative. That committee included Mr Pease and Mr Backhouse, plus builder Robert Botcherby who lived in the grand Woodlands mansion in Darlington which is now the home of St Teresa’s Hospice. It also included Mr Raisbeck, Quakers Benjamin Flounders and Richard Miles, plus landowner and squire Thomas Meynell, all of Yarm.

Over the centuries, Yarm has had something of a fractious relationship with Stockton – Yarm was the thriving seaport on the Tees in the 17th Century until it was overtaken by Stockton. Indeed, Yarm still has a fractious relationship with Stockton, as shown by the recent referendum when the people voted to leave the borough of Stockton and join North Yorkshire.

So 200 years ago, these Yarm men wanted to split from Stockton’s canal and pursue a railway. In a letter dated August 15, 1818, Mr Meynell, of The Friarage, dismissed the canal as "a wild scheme" and said: "I am most decidedly favourable of the proposal of a railroad.”

Even more important, Mr Meynell’s land steward, Jeremiah Cairns, had a useful connection. His sister was married to George Overton, an engineer from south Wales, who had experience in laying horsedrawn colliery railways and tramlines down there.

On September 4, 1818, the Darlington and Yarm committee met in Darlington Town Hall “to consider the propriety of opening up a line of communication from Stockton to the collieries”. The meeting was chaired by a Darlington doctor, John Ralph Fenwick, and Mr Raisbeck proposed that the committee should instruct Mr Overton to survey the district to see whether this line of communication should be half canal/half railway, as preferred by Mr Backhouse, or a complete railway. The committee agreed, and the course of history was set on track.

Darlington Town Hall c.1832

But it was a stitch up – the men of Yarm had arranged for Mr Overton, and his assistant, David Davies, to arrive the day before the meeting so that he could get cracking at once. Mr Overton sprang into action. It took him just 17 days to traipse the area with his assistant, David Davies, and he completed his report on September 20, 1818. He said a canal was possible, but he recommended that a 35 mile “rail or tramroad” be built from Etherley colliery via north Darlington to Stockton, with

Friends of the Stockton & Darlington Railway Page | 4 WWW.SDR1825.co.uk branches to Piercebridge, Croft and Darlington. As laying track was far cheaper than digging canals, this project would only cost £124,000.

The Darlington committee met on September 21 to consider the report. They decided that they would present the report to a wider meeting in the town hall on November 13 in the hope of getting wider public support, and in the meantime they needed to get their ducks in a row. Firstly, they decided to ask two eminent Scottish engineers – John Rennie, who had advocated a canal between Stockton and the coalfield six years earlier, and Robert Stevenson, who had designed many lighthouses and whose grandson would be novelist Robert Louis Stevenson – for their second opinions of Overton’s plan.

Secondly, they knew that if they were to match Stockton and have their plans discussed in Parliament in the next year they would have to lodge them with the Clerk of the Peace at Durham by the deadline of September 30 so the public could inspect them.

And thirdly, they needed a name for their project. As they were now pretty much committed to a horsedrawn tram-like concept, someone suggested calling it the “Stockton & Darlington Railway”. The name was a conciliatory or public relations gesture – the Darlington and Yarm contingent knew that at some point they would have to get Stockton on board.

Not worried about November 13 being a Friday, the committee presented their plans to the public in Darlington Town Hall. They proposed building “a rail or tramway throughout the entire line presented between the collieries and Stockton”. It would be 35 miles long, beginning at Etherley Colliery. There would be a further 16 miles of branch lines to Yarm, Croft and Piercebridge.

Backhouse told the meeting how the Darlington scheme had a much sounder commercial basis than the Stockton canal project. Stockton, he said, relied solely on exporting 100,000 tons of Durham coal a year; the Darlington railway relied on selling 20,000 tons at Piercebridge, Darlington, Croft and Yarm. A further 10,000 tons would be sold at Stockton and another 10,000 tons could be exported. Edward Pease “a man of weight, of prudence, of keen commercial instincts, had the duty of proving that the novel method of transit was a thoroughly safe investment”.

The meeting accepted the two Quakers’ evidence and gave Edward’s son, 19-year-old Joseph the task of drawing up the prospectus for the new company. It also tasked Backhouse with raising the £125,000 cost of the line.

Backhouse put in £20,000; the Peases put in £6,200. William Chaytor of Croft (who was elected chairman of the railway committee and who owned Witton Colliery, which would be connected by the railway) put in £5,000. The Yarm contingent put in £8,000 and Raisbeck put in £1,000 – the only sizeable contribution from Stockton. Backhouse collected the remaining £80,000 from Quaker bankers across the country.

But Stockton was still ahead. It had enlisted the support of the local landowner Lord Stewart (later Lord Londonderry), and Lord Castlereagh was also on board. Stockton did not have the Backhouse connections, though, and was stumped for cash. By Christmas 1818, it had raised only £57,000 – it was £160,000 short. On Christmas Eve, the Stockton committee announced a humiliating climbdown. Its letter said that having “carefully weighed all the information the members possess and availing themselves, as far as they can, of the calculations of the Darlington committee, they have no hesitation in deciding that the interests of the town of Stockton, and of the whole county adjacent to the Northern Line, demand that a railroad should be constructed to enter the coalfield on the nearest possible point”.

There must have been great jubilation in Darlington. The canal, first planned in 1767, was sunk. The railway had won – but six long years of battles still lay ahead before Locomotion No. 1 could itself be put on track on the S&DR’s opening day. Chris Lloyd

Friends of the Stockton & Darlington Railway Page | 5 WWW.SDR1825.co.uk

FEATURED S&DR ARTICLE – S&DR HOUSE PLAQUES: ENGINEMAN’S HOUSE, ETHERLEY INCLINE (H5) Jane Hackworth-Young

The Secretary of the Traffic Committee of the S&DR was instructed in 1857 to place a plaque on residential houses and terraces owned by the S&DR. My first article (The Globe: Issue 5 – April 2018) looked at the properties and the people who lived at Brusselton and the second (The Globe: Issue 6 – July 2018) looked at the S&DR properties in Darlington and their residents. This article relates to the history of the engineman’s house at Etherley, which bore the plaque H5, and the Greener family who lived there.

The engineman’s house on Etherley Incline (H5) and the engineman’s house on Brusselton Incline (H1) were built to the same specification:

MASON WORK

Specification of Dwelling Houses to be built for the Stockton & Darlington Railway Co. at the Brussleton and Etherly Incline Plane Tops. Walls to be built of Freestone, Block & Course scabbled Work, good random Walling inside. Rustic Quoins, Heads, Sills, Steps. Chimnies and Weathering to be of Square, chisled, aisler work. Inside walls of good random Walling. Plinth Course of Square Chisled Aisler Work. Inside walls to be plastered with 2 Coats Ceiling 3 Coats of Plastering. Fire place, Oven 14 in. Sqr. and Pot with a Cast Iron front in the Kitchen. Stove fire place in the upper Rooms 14 inches. Ridging of Freestone Sqr. Chizled. Water Table------Do------10 in. by 2 ½ in. The Roof to be Square (not bipp’d) The Chimnies to be 18 inches higher than the Ridging to the underside of the Weathering. The Foundations to be cut out by the Contractor and set at 18 inches below the Ground. The Aisler Stones and Scabled do. to be got from the Companies Quarry at Brussleton; the Walling Stones for the Etherly Houses to be got from Etherly Quarry. A Link stone, to be put up in the Wash House 3 ft. 6in. by 2 ft. 6in with lead pipe to convey the water into a Drain underneath, and a perforated plate and tube let into the Bottom of the Stone. The Middle or Partition wall to be continued to the height of the Roof.

This is reproduced as written and unfortunately is undated.

Both houses were occupied by the engineman in one side, and the blacksmith and family in the other. Thomas Greener (senior) and his wife were living in Etherley engineman’s house before the S&DR opened. Thomas was born in Benton Square, Killingworth, Northumberland in 1786. He went to sea for 14 years and afterwards, he was put in charge of a stationary engine at Coopen Colliery where he met George Stephenson and was at Stockton when the first rail of the S&DR was laid in 1822. Thomas was employed to build the deep cuttings and high embankments on Etherley Incline, becoming its engineman. John Glass, in his biography of Thomas Greener (1875), says that Thomas’ beautiful engine was often visited by ladies and gentlemen who were astonished by this masterpiece of human skill. Thomas made a small wagon and a model of the incline to ascertain how wagons should be positioned in the dark. He could turn his hand to anything, painting caricatures of locals on the engine house walls, he told great stories and some of his railway poems survive.

Friends of the Stockton & Darlington Railway Page | 6 WWW.SDR1825.co.uk

Left: Etherley Engineman’s House prior to demolition c.1980 (John Proud Collection). Right: Brusselton Engineman’s House in 1971 (extended) (John Proud Collection).

Thomas’ brother, John, joined him at Etherley and John subsequently became engineman. Thomas’ wife had died at Etherley in 1827 and he remarried within the year. He went to work on the Liverpool and Manchester Railway, but on 27th December 1830, on the opening of the staithes at Middlesbrough designed by his colleague Timothy Hackworth, he was in charge of the machinery which lifted the coals from the staithes onto the ships. He was involved in other railways, dying in January 1853 in Tower Hamlets, London.

The Greeners, Hackworths and Youngs embraced the Methodist movement and through their efforts built many of the chapels in the area. Possibly they were all related; the mother of Thomas Greener (senior) was a Jane Young, and Jane, the youngest child of Timothy’s Hackworth’s children, married George Edward Young, son of Robert Young, the engineman at Brusselton.

John Greener, brother of Thomas (senior), was born in Benton Square, Killingworth, Northumberland in 1790. John had great ability as an engineer, took great pride in his work and was a devout Methodist. He fathered two sons, Thomas (junior) (born in Long Benton in 1820) and John Henry, and daughters Ruth, Jane, Mary and Alice. His wife Elizabeth died in 1833 as a result of the birth of their youngest child, named Elizabeth after her.

The 1841 census listed John with his children at Etherley engineman’s house and a Methodist Minister was also staying the night. In the other side of the house, the blacksmith, William Kilburn, was recorded, living with his wife and daughter.

On 20th February, 1843, John Greener fell under the beam of the engine at Etherley whilst it was in motion. His death certificate states ‘Accidently killed by a Steam engine’. The Prince of Wales tunnel at Shildon had been completed the previous year which provided an alternative route avoiding the incline and so it was decided, after John’s death, to cease working the engine at Etherley. His youngest child was only 10 years of age. John Greener and his wife, Elizabeth, are buried in St Helen’s churchyard, near West Auckland, where the gravestone can be clearly seen (see Globe July 2018, 22).

By 1851, Thomas Greener (junior) had moved to another house in Etherley. The engineman’s house was then occupied by John Smith and his family. John was a teacher at the National School and from that time the engineman’s house was not always inhabited by men who worked on the railway.

We believe it was Thomas Greener (junior) who constructed the model of the stationery engine in 1836 (featured in The Globe, December 2017, 2), probably whilst an apprentice. He worked as office boy for Timothy Hackworth, attended night school from 1834 to 1838, became Viewer at Etherley Colliery and was one of Timothy Hackworth’s Executors.

In 1874 and 1875, Thomas Greener (junior) stood unsuccessfully in Council elections.

Friends of the Stockton & Darlington Railway Page | 7 WWW.SDR1825.co.uk

Cartoon of Thomas Greener (centre with beard) along with the other council candidates.

In 1877 after a long career as a coal and coke merchant, Thomas was declared bankrupt and moved to London. He corresponded with Prudence Nightingale, Timothy Hackworth’s fourth daughter, until her death in 1897, both being determined to gain for Hackworth the recognition they believed he deserved.

Portrait of Thomas Greener (junior) (National Railway Museum, York object 1977-5733)

Friends of the Stockton & Darlington Railway Page | 8 WWW.SDR1825.co.uk

Thomas Greener (junior) died on 2nd September 1903.

The younger brother of Thomas Greener (junior) was John Henry, born in 1829 at a house in Toft Hill, near Etherley, in which his parents lived, which indicates that John had not, at that time, been appointed engine man at Etherley.

John Henry was 13 years of age when his father died, and it seems that his uncle Thomas Greener (senior) took him under his wing. The London and Blackwall Railway opened in 1840. Robert Stephenson, who was the engineer for the line which was rope hauled, operated by stationary engines, consulted Thomas and then made him Inspector. John Henry followed his uncle there. It was the first railway on which the electric telegraph was worked, and John Henry was appointed electrical engineer. John Henry’s engineering skills led him to Norway, Denmark, Turkey and Persia. He returned to England in 1865 and was appointed Inspecting Engineer of Telegraphs for India and the colonies. He was married twice and had one daughter and died in 1895.

Etherley engine house was dismantled circa 1874 and this picture may have been painted when its demise was imminent.

Painting of Etherley Engine House dating to c.1874 after it had been out of use for over 30 years

The engineman’s house at Etherley continued to be occupied right into the 1970’s. Local residents tell us that it survived until circa 1980. It, like many artefacts on the Stockton & Darlington Railway, was then in the ownership of the Coal Board. I saw the house in the 1970’s and what a beautiful home it was. Some of its stone is built into steps and buildings in Low Etherley.

Jane Hackworth-Young

Note: I began research into the Greeners in the 1970’s. I had in my care many of the letters of Thomas Greener (junior), particularly with regard to the sale of the Soho Works after the death of Timothy Hackworth (now part of the Hackworth Collection, Search Engine, NRM at York). I became fascinated by the family and Tom Walker’s recent research has uncovered much more. I have

Friends of the Stockton & Darlington Railway Page | 9 WWW.SDR1825.co.uk compiled this report in the belief that the information contained therein is correct but would love readers to send to the Friends of the S&DR any additional information.

Postscript: The engine man on Black Boy Incline was one Nicholas Greener, son of Nicholas Greener, a younger brother of Thomas Greener (senior) and John Greener. More to follow!

Sources: The Hackworth Collection, Search Engine, NRM, York ‘Timothy Hackworth & the Locomotive’ by Robert Young 1923 ‘Three Greeners of Etherley and a model steam engine’ by Thomas Walker 2018 ‘Mr Thomas Greener’ by John Glass 1875 (there are some discrepancies in the dates and family information, but John Glass knew Thomas Greener (senior) personally and was writing from memory) Census and baptism, marriage, death and burials from church records.

S&DR 193rd BIRTHDAY CELEBRATIONS

The Friends celebrated the 193rd birthday of the Stockton & Darlington Railway with a series of events in Darlington. A networking dinner was held at Central Hall in Darlington on the 29th September overlooked by a portrait of Edward Pease. The Durham Music Service entertained guests to a wonderful foot tapping rendition of their Railway Suite. A family fun day was also held at the Head of Steam Museum the following day which included a range of railway related activities and a marquee of railway related stalls including a stall from the Friends. Next year the celebratory events will be held in County Durham. Watch this space for more information.

Left: The Durham Music Service. Right: The Mayor of Darlington, Veronica Copeland (both photos: John Wilson)

Left: Caroline Hardie talking about opportunities that the 200th anniversary provides Right: the guests network before the meal (both photos: John Wilson)

Friends of the Stockton & Darlington Railway Page | 10 WWW.SDR1825.co.uk

Left: Charles Seaford and Helen Goodman M.P. Right: Felix Pease, Lord Gainford, Matthew Pease and Cllr John Lethbridge, Chair of Durham County Council (both photos: John Wilson)

The S&DR descendants (left to right) Bill Chaytor, Jane Hackworth-Young and Lord Gainford (photo: Chris Lloyd)

Caroline Hardie S&DR 50th BIRTHDAY CELEBRATIONS 1875 In the last two editions of The Globe, Andrew Stoves has kindly provided images of various invitations and tickets connected with the 1875 S&DR celebrations. In this edition we have a reporter’s pass to the anniversary banquet, but it was only valid during speeches – no free food for the press. The second image is of a ticket that entitled the holder to travel free on the line to and from Darlington on the 27th and 28th September in order to attend the exhibition of locomotive engines and the dinner at North Road Engine Works. It is worth noting that the NER ran a series of special trains over the anniversary weekend throughout the country to help ensure that as many people as possible were able to attend the celebrations.

Friends of the Stockton & Darlington Railway Page | 11 WWW.SDR1825.co.uk

The plan is of the layout of the dinner. Guests arrived through a marquee area where hats and coats could be deposited. Depending on the table number you had been allocated, you were encouraged through one of two doorways into the space where thirty-six tables were placed in regimented rows. An area for the band was set aside to the left and on the opposite wall a Ladies Gallery and Cloak Room. Tables 1 and 2 were top tables on raised platforms. It is not clear from this layout whether ladies were invited into the main dinner, or whether they had to view the proceedings from the gallery. Let’s hope that any celebrations in 2025 will be more accessible to more people.

Caroline Hardie

Friends of the Stockton & Darlington Railway Page | 12 WWW.SDR1825.co.uk

FEATURED S&DR ARTICLE - 1825, THE 'QUAKER LINE' OPENS. BUT WHERE WERE THE QUAKERS? Brendan Boyle

September’s 193rd anniversary celebrations of the opening of the Stockton and Darlington Railway, including a dinner at Darlington's Central Hall, got me thinking about that first day - and what we really know about it.

Certainly, there were plenty of newspaper reports at the time - remarkably so, 12 years before Britain's first commercial electric telegraph came into use. The most detailed was that of the Durham County Advertiser which described the day's events from the gathering of the Company Proprietors "and their friends" at the Brusselton permanent engine at (or before) dawn on the 27th September 1825, to their dispersal, well into the night, following a dinner for "102 gentlemen" at Stockton Town Hall.1

That article has been the principal source for historians, and retrospective artists like John Dobbin, ever since. Its facts and phrases have been repeated so often they have become gospel. Even the Company borrowed heavily from it in its filed official report of the day.2 But how accurate and full was it? Is there more to know of significance than was told in the rather euphoric report of (presumably) one man? I've dug deep and found out that there is.

My initial idea was to look at some prosaic aspects that would not have been of interest to readers at the time but may be today. Like why such a prestigious dinner - to which nobility, gentry and leaders of embryonic railway companies from across the country were being invited - was held at a Town Hall? The advance notices3 proclaimed, and the reports praised, a Mr Foxton as provider of the evening's "elegant" dinner: who was he? And what kind of meal was there that took nearly six hours and 23 toasts to complete? The Advertiser tells us no more about the food than that "the dessert comprised all the choicest fruits in season".

But in searching for these answers I've come up with findings of rather more interest, including the surprising backgrounds of the 'Proprietors and their friends' that attended on the day, both at the dinner and as occupants of the first passenger carriage to travel the length of the line. And more intriguingly, the key figures of the Railway who were missing.

I have also discovered that the Company had a questionable approach to paying its debts, which helped trigger the demise of an important citizen of Stockton. And I've found that it was not actually "102" gentlemen that dined that evening. But read on, starting with the evening venue.

Stockton Town Hall

Firstly, banish any thoughts you might have that this substantial doll's house of a building, dating originally from 1735 and still standing proudly in the broad High Street, might be too mundanely municipal to have participated in a world-famous event. Because in 1825 it was the very heart of Stockton's community and business life, as its alternative name the 'Town's House' may show.

In the 1820s a shop occupied most of the building's southern frontage, with a small office for Stockton Corporation's Serjeant-at-Mace, and his cramped lock-up jail, alongside. The majority of the ground floor was taken up by a tavern, known variously as the Town Hall Inn, the Stockton Arms or - after those arms, still displayed massively above the Great Doors - the Castle and Anchor.4

Above, across the southern two-thirds of the building and accessed via a staircase behind the Great Doors, were (and are) two upper floors. These accommodated a court or justice room (which doubled as the town's news-room), dining rooms, ante-rooms and probably accommodation for the innkeeper's family. A single, double-height floor occupied the building's northern third, and it was this which in tandem with the tavern below was fundamental to the Town Hall's place in history.

Friends of the Stockton & Darlington Railway Page | 13 WWW.SDR1825.co.uk

That's because this latter space was entirely taken up by a handsome and sizeable Assembly Room, about 46 by 26 feet. It had (and has) large arched windows looking north along the high street to the parish church and even bigger ones at its east and west ends. It was the place for important Stockton events - dinners, presentations, campaign meetings, public functions, dancing assemblies and miscellaneous splendid occasions, all easily served from the bars and kitchens of the tavern.5

Stockton Town Hall with the castle and anchor coat of arms above the door

The alternatives to the Town Hall as a celebratory venue were the Black Lion and Vane Arms coaching inns. But neither would have had the capacity to host the S&D's gathering. Nor were they of the 'quality' that was so important to Georgians. This was highlighted by the Company's arrangements after the laying, at St John's Well in Stockton in 1822, of the first rail of the line: while the assembled gentlemen "sat down to an excellent dinner at the Town's House", the Railway's workmen were "regaled with bread, cheese, and ale, at the Black Lion Inn".6

The Town Hall room used for the banquet in 1825, now reconfigured and refurnished as a council chamber

Friends of the Stockton & Darlington Railway Page | 14 WWW.SDR1825.co.uk

Mr Foxton and His Many Hats

The S&D's advance notice of the opening day specifically billed "Mr Foxton, at the Town's Hall" as the provider of the planned dinner.

Henry Wade Foxton was born in Stockton in 1775, the son of a spirit merchant, an occupation he himself probably took up in Ramsgate Street.7 The late 1700s and first years of the 1800s were desperate times in Britain as the country was embroiled in almost continuous wars with France, and for a while faced the real threat of invasion by Napoleon. The north east coast was a potential landing area (think of the Hartlepool monkey) and civilians in nearby towns were encouraged to set up trained volunteer groups to back up the military. 'Henry Foxton, gent' heeded the call and on 10 July 1800 was appointed adjutant of the Loyal Stockton Volunteers.8 His captain was Leonard Raisbeck, an important figure in the yet-to-unfold story of the Stockton & Darlington Railway.9

The invasion threat eventually waned and ended conclusively in 1815 with the Duke of Wellington's victory at the battle of Waterloo. By then Foxton was the Clerk of the Course at Stockton racecourse, a part-time post he held for at least 15 years.10

Mr Foxton took over at the Town Hall in around June 181811 on a lease from Stockton Corporation (who in turn rented it from the Bishop of Durham, the Lord of the Manor of Stockton).12 His terms required him to be much more than just an innkeeper: he was also the clerk of the market, attending it and collecting tolls for the Corporation, and was automatically appointed Serjeant-at-Mace. The latter role brought him a livery, a hat and a salary of two guineas for its ceremonial duties, but its responsibilities didn't stop there. It also meant he became the superintendent of police - the senior police officer for the borough and town - overseeing two constables and two watchmen, for which he received another £30 yearly from the corporation.13

Enough posts for any man? Apparently not: for a time during the 1820s Mr Foxton served as Sheriff's Officer for Stockton on behalf of the county of Durham.14

The Dinner

Unless a printed menu turns up we'll never know exactly what was served at the S&D's celebration dinner. The fact that the minutiae weren't reported is not unusual: accounts of such functions invariably simply described the meal and wines as 'excellent', focussing otherwise on the toasts. So the published details of an 1827 reception at Stockton Town Hall for the Duke of Wellington provide us with valuable clues.15 Especially as both events were at the same time of year and day, and with a similar number of attendees.

The report of 1827 explains how nearly 100 seated guests could be fitted into the long but narrow Assembly Room. The room, accessed from its south-west corner, had its top table, for 12 top people, including the Iron Duke, on a raised platform at the far end, in front of the large east window. Everyone else was seated at three long tables (realistically, a series of tables) placed down the room. The guests who ranked next in importance to those at the top table sat at the head of the centre table. A band in the ante-room played during "the repast".

The food (this was not a fully-fledged dinner) took the form of an "elegant cold collation", consisting of "a great variety of cold viands, abundance of game, pastry, fruits, and confectionary very tastefully displayed". The wines were Champagne, Hock, Claret, Sauterne, Frontignac, Hermitage, Madeira, Sherry and Bucellas (a Portuguese wine made fashionable by the Duke). Flowers were interspersed among the dishes on the tables.

The S&D's dinner bill for 1825, which survives at the National Archives at Kew, provides no clues to the components of that meal but it does tell us that "dinner for 99" cost 12/- (12 shillings) each.16 At three or four times the price of a normal inn dinner for a gentleman17 that suggests it was indeed, as the Company's own report described, sumptuous. Note that the bill is unequivocal that there were 99 gentlemen dining that evening, not the fabled 102 of the Advertiser's much-repeated report.

Friends of the Stockton & Darlington Railway Page | 15 WWW.SDR1825.co.uk

Mr Foxton would probably want to serve the S&D diners - who had spent an extremely long day in the open air - something warming, so the first course might have been soups, probably meat based and with a choice. Perhaps chicken and vegetable, as favoured at an even grander dinner given by the Prince Regent in 1817.18

And no doubt accompanied by wheaten bread, bread made with wholemeal flour, baked in the tavern's ovens that morning. It may seem trivial today but at the time it would have been an overt display of prosperity and abundance - everyone present would have had memories of the severe grain shortages and widespread bread riots during the French Wars and 'the year without a summer' that followed them. The bread's quality would also show off the "excellent corn" that was grown around Darlington and which, with the aid of the S&D's new line, could potentially be sent in large quantities by sea to London.19 Perhaps pointedly, the day's inaugural train had hauled not just passengers and coal but a wagon filled with sacks of flour.

Butter may also seem mundane but Georgian cooking styles were especially rich in it. Butter had long been an important product of the area.

Continuing with the principle that the Railway Company would want, wherever possible, to impress its guests with the produce of its home area, there would certainly have been fish and seafood, given their abundance in and at the mouth of the River Tees. The S&D would have been disappointed at not being able to serve the premier local catch, salmon - its taking being prohibited during September - but there would have been trout from the middle parts of the river, and sea-fish and cockles from Teesmouth.20

If the processional train had run to its advertised schedule then the Proprietors and their guests would have sat down to dine "precisely at three o'clock"21 and might have been given hot meats and game. But after the delays en route it was actually about five o'clock when "they took their seats around the festive board," so any roasts such as beef, veal, pork, mutton, venison and pheasant would have been served - as to the Duke of Wellington - as "cold viands and game".

The "rich agricultural district" around Darlington had achieved national renown from the late 18th century for its breeding of shorthorn cattle, especially under the Colling brothers. "The most abundant sheep in the North of England" were also bred and fattened in the neighbourhood,22 and "large quantities" of hams and pork were exported from Stockton to London.23

Vegetables would have played a very minor role. The Prince Regent's 1817 dinner served sautéed potatoes with parsley as a "savoury entrement" and another dish came with diced vegetables. Otherwise there was little mention on that menu of veg.

Yarm was a major focus for cheese making at the time - its October fair attracted "300 to 400 waggons and carts laden with cheese"24 - but it seems to have been regarded as fare for workers, not gentlemen, so was unlikely to have been seen at the dinner.

We know the diners were served the choicest fruit of the season. Is it too fanciful to think the Company might provide something particularly pertinent, the produce of the main man behind the enterprise, Edward Pease himself? In 1801 the 'Father of the Railways' had laid out a three-part garden of 86 varieties of fruit trees behind his home in Darlington's Northgate and he took a life-long delight in their cultivation. His apples (including the early-fruiting varieties summer pippin, red juneating, frank rambour, summer pearmain and summer queening) and plums, including greengage, were famed, and together with pears, damsons and hothouse-grown figs would have been available in late September.25

Like the Duke of Wellington, the S&D's guests would probably have seen pastry and confectionary (sic) set out before them. Examples from the Prince Regent's dinner were meringue, profiteroles and nougat.

But no matter how choice the fruit, dinners such as these were much more about the toasts, speeches, conviviality - today's 'networking'. The Advertiser recorded 23 toasts in impressive detail,

Friends of the Stockton & Darlington Railway Page | 16 WWW.SDR1825.co.uk not only what they were but who proposed them, the tunes which accompanied them (played by the Chairman's band in an adjoining room, the ante-room of 1827)26, and the responding speeches.

The wine with which the toasts were made will have been included in the set price of the dinners. The above list for the Duke tells us what they would have been, and that they would have been of high quality goes without saying. The same goes for the wine glasses - the bill shows that two which were broken were charged for at a substantial 5/- each. It also reveals that nine extra bottles were bought during the evening at 5/- each, presumably for the more indulgent guests.

The Proprietors and Their Friends

The advance notice of the opening day programme said that the Company Proprietors would invite to the dinner "the neighbouring nobility and gentry who have taken an interest in this very important undertaking".27

We know most of the composition of the top table at the dinner (see below) and from that, and their absence from newspaper reports, it appears that no nobility attended, and few neighbouring gentry. The organisers will have been disappointed but not surprised, as the Railway had raised the hackles of such people by its construction through their hunting grounds and farms and across, and in competition with, the lucrative Darlington to Stockton turnpike road. So there would be no Lord Darlington of Raby Castle, for instance, and no upper crust road trustees such as Major General Aylmer of Walworth Castle and John Allan of Blackwell.

It very much appears that the Company Chairman, Thomas Meynell of the Friarage, Yarm (in his family since 1707) and North Kilvington, near Thirsk (ditto since the 16th century), had to import his own gentry friends from far and wide to add status to the occasion. And the religious affinity of many of Mr Meynell's guests gave an unexpected angle to the day.

The Company's report of the day, combined with that of the Advertiser, tell us who most of the diners at the top table with Mr Meynell and the evening's vice-chairman, John Wilkinson, the Mayor of Stockton, were. On "removal of the cloth" the Chairman was supported on his right by William Wright, Esq. of Kelvedon, Essex, and on his left by William Thomas Salvin, Esq. of Croxdale. Near him were the chairmen of the projected Liverpool & Birmingham and Liverpool & Manchester Railways, together with "Mr Scroope, Mr Thomas Meynell junr, Mr G Meynell, Mr Winter, Mr H Scroope, Mr T Scroope, Mr Nesham, Mr Leonard Raisbeck &c &c &c."

There seem to have been few actual S&D Proprietors at the top table. Only two of those listed were members of the Company's eleven-strong management committee - Meynell senior and Mr Wilkinson, both of whom owned shares, as did Mr Raisbeck, the Company's joint-solicitor and the Recorder of Stockton Corporation.28 So just three men who could be described as Proprietors, one from Yarm and two from Stockton (which overall provided few shareholders).

The presence of representatives from other railway companies was understandable given what these embryonic entities wanted to learn from the S&D. (An unnamed man from the Leeds & Hull also attended, presumably at the top table. In a noteworthy line from his speech of thanks he "considered the facility of communication by means of railways had been fully established by the experiment of to- day".29) But who were the others at the top table if they were not railway projectors or Proprietors?

William Wright - was a nephew of the Chairman's wife, Theresa, the eldest daughter of John Wright, Esq. of Kelvedon Hall. The Wrights had lived there since 1538.30 William Thomas Salvin - his family had been at Croxdale Hall, near Durham, since the 15th century.31 The Scroopes - lived at Danby Hall, near Middleham (their home since 1598). The head of the family, Simon-Thomas Scroope, Esq., was Mr Meynell's brother-in-law and would have attended with two of his sons, Simon-Thomas junior and Henry.32 Thomas Meynell junior - was the Chairman's 20-year old son.33 He later became Chairman himself.

Friends of the Stockton & Darlington Railway Page | 17 WWW.SDR1825.co.uk

Mr G Meynell – would have been either the Chairman’s brother, George, a barrister at Lincoln Inn, or his 12-year old son, Hugo George. Mr Nesham - will have been John Douthwaite Nesham, Esq. who had estates across east Durham including at Portrack, on the edge of Stockton where he was by 1825 a "resident Gentleman". Unlike the guests above, he had a long-standing interest in railways, having inherited mines around Houghton le Spring whose coal was carried direct to the Wear along the Newbottle Waggonway, initially by horses. In 1814-1815 he tried out a locomotive built by William Brunton in Derbyshire which was essentially a steam boiler with a pair of jointed legs that ‘walked’ along the track. The locomotive exploded in 1815, killing about a dozen people.34 Mr Winter - is a mystery man to me. (As are Messrs "&c &c &c".)

From this list we know that, including his son(s) and/or brother, at least six of the 'Proprietors' friends' at the top table were related to the Chairman. There was another connection with Mr Meynell at the table in that all six, plus Mr Salvin, were from long-established, English Roman Catholic families. So at least eight of the 17 or so people at the top table were Catholics. Nothing sinister should be read into this, it was probably simply because Mr Meynell's friends were of like backgrounds to himself.

(George Overton, who set out the first authorised route of the Stockton and Darlington Railway, in 1821, before George Stephenson came up with an improved line, was also a Catholic.35 He had been proposed by Thomas Meynell. Is it significant that the early S&D was driven largely by two religious groupings who were, in legal and practical terms, outcasts from the establishment? In 1825 both Catholics and Quakers - the latter, of course, being the much more dominant in the formation of the S&D - were still discriminated against by Acts of Parliament that favoured the Church of England. It was only from 1829 that they gained civil rights almost equal to Anglicans, including the right to vote and to hold most public offices.)36

Of particular historical note, we know that "the Committee and their friends" rode in the procession "in the Coach belonging to the Company," namely Experiment, and that this was "calculated to carry 16 or 18 inside".37 So the 17 or so gentlemen at the top table at the dinner were surely the occupants of Experiment on the opening day? The first official passengers in a purpose-built carriage on a locomotive-hauled public railway.

But What of the Other 'Friends'?

What seems at first to be strange is that not a single known Quaker - member of the Society of Friends - was mentioned in any report of the opening day ceremonies. This despite Quakers holding seven of the eleven positions on the S&D's management committee, and the Quaker community as a whole providing most of the Company's financial backing - that is, being 'Proprietors'.38

The absence of the three committee Peases (Edwards senior and junior, and Joseph) has been rationalised by historians as being due to the death overnight of Edward senior's beloved son Isaac. That would undoubtedly have kept them away if they had intended to take part. But what about the other committee Quakers - the Backhouses (John and Jonathan), William Kitching and Thomas Richardson? And the many other proprietorial shareholders like the Gurneys, the Barclays and the Newmans?

Could it have been the thought of alcohol being to the fore in the celebrations? No. Despite many Quakers taking up the cause of temperance in later years there was no objection to moderate consumption in the 1820s. Far from it. The 'Father of the Railways', Edward Pease senior, was married to a brewer's daughter.39 His great-grandson, Alfred, later studied his diaries and concluded that Edward "was not over partial to such causes as the total abstinence one". He "kept a most excellent table ... beer was always provided, and after the cloth was drawn [at meals], heavy cut- glass decanters ... were placed on the mahogany with dessert ... I still have some of the old decanters and the silver wine labels that hung round their necks, engraved Port, Lisbon, Madeira, British, Bucellas, Sherry, Whiskey, Rum, Gin, Brandy, etc."40

Friends of the Stockton & Darlington Railway Page | 18 WWW.SDR1825.co.uk

It is Alfred Pease's book that shines a light on why no Quaker at the time would have countenanced attending the opening day ceremonies and festivities. He explains that:

Quakers then tried to lead simple lives in all they did, disliking "useless" decorations, "unnecessary display" and "all ceremonial pomp". Music was frowned upon as "it led to self-gratification and to little improvement of the mind, and might promote sensual and voluptuous thoughts ... They disliked much in the sentiments and words of songs, martial, impure, Bachanalian". Formal dinners would be shunned in order to avoid the inevitable prayer of grace before the meal. Quakers considered "the habit artificial, and often accompanied by no religious disposition". As for toasts (23 at Stockton remember), Friends "as a rule took no part in the drinking of healths during or after meals, as a heathenish custom descended from pre-Christian times and likely to promote intemperance".41

So the opening day celebrations appear to have had plenty of friends - but no Friends.

The Bill

The bill for the Town Hall evening carries information of some interest besides the cost of a dinner, a broken glass and additional wine.

The S&DR’s dinner bill from September 1825 (NA, RAIL 667/1312)

Friends of the Stockton & Darlington Railway Page | 19 WWW.SDR1825.co.uk

It tells us that 24 'men' were provided with supper for 1/- each (the first figure of 2/- on the bill is clearly wrong), and that they jointly consumed 15/- worth of ale - that would be 60 pints at the-then standard 3d (three old pence) a pint.

The men will have been the workers who had attended the railway waggons during the day. On the train reaching the Company's wharf at Stockton they walked in procession, each with "a broad blue ribband over the shoulder" and "two and two", behind Mr Meynell's band, leading the "members of the Company and their friends to the Town's House", which they would have entered by the Great Doors.42

The bill also shows a charge of 6/- for a chaise driver and horses, presumably for their feeding. Whose chaise? As a chaise would normally have had space for only one passenger that would rule out the family groups. Perhaps the unaccompanied Mr Nesham of Portrack?

Another charge was 6/- for supper and ale for a "Collier", or more likely "Colliers". Presumably men who were in charge of the coal carried on the train.

All of these 'non-gentlemen' will have been catered for in the bar and dining lounge of the ground floor tavern.

One group which surely needed refreshments, but would have too busy playing 'appropriate music' to go down to the tavern, was the band. We know that they occupied two waggons in the procession,43 so must have numbered in double figures and had significant food and drink requirements, but there is no sign of this on the bill. Were they simply fed titbits from the dinner?

An Unfortunate Consequence

The evening's bill, addressed to 'Mr Otley, Railway Office, Darlington',44 tells us that by the time it was sent 18 'tickets' for dinner had already been paid for, leaving £53 18/- owed by the Company.45 It was said to be in respect of 'Sepr 26th', but was obviously for the dinner on the 27th.

The bill is headed 'Stockton 1825' but doesn't carry a date. It is significant, however, that the money was owed not to the evening's host but to 'The Assignees of HW Foxton'. From which we can tell that the bill was sent - and the money still owed - many months after the grand dinner, as Mr Foxton, experiencing financial difficulties, only assigned his estate and effects over to his lead creditors in February 1826.46 The Assignees were the Stockton tradesmen Robert William Thompson, a wine merchant, and John Jackson, a brewer.

The Assignees were still paying dividends out to lesser creditors a year later,47 as Mr Foxton's assets (apparently including a property in Ramsgate street48) were disposed of.

The result for Mr Foxton was that he lost his income, positions and presumably, accommodation at the Town Hall, together with his standing in the community. The only positive is that there is no record of him being declared bankrupt, so he avoided being jailed by his former colleagues and subordinates.49 He died, without a will, within three years of the dinner, aged just 52. His widow, Margaret, took up work as a housekeeper, and was still recorded as such at the age of 70.50

The delay by the Company in paying the substantial balance of the bill clearly contributed to Mr (and Mrs) Foxton's downfall, but we can't tell to what degree. The Company itself had financial difficulties in its early years and it may have been its policy to delay the paying of bills as long as possible. There is other evidence of this for the opening day alone:

A modest bill from five constables, for 2/- 6d each for "attending and watching on the Railway The Day the Railway was open" was only paid after a reminder on 20 December 1825.51 While a bill from the York Herald, for £1 2/- 7d for publishing advance notices of the day's events was not paid until more than eight months later, in June 1826.52

Friends of the Stockton & Darlington Railway Page | 20 WWW.SDR1825.co.uk

Final Thoughts

This has become a longer, and I hope more interesting, article than I intended. But what I have found shows that the opening day had a greater Stockton and Catholic, and lesser Darlington and Quaker, aspect to it than most people would have ever imagined - or have ever been told.

Above all, the influence of Thomas Meynell of Yarm shines through. As it did, surely not coincidentally, with the ceremonial laying of the first rail three years earlier. That too was in Stockton, and the day's proceedings then - capped by a procession and celebratory dinner for gentlemen at the Town Hall - were also led by Mr Meynell, and again with no reports of Darlington or Quaker representatives being present.

It seems that the latter were more than happy to stay in the background, shaping and financing the great enterprise, while their Chairman used his status amongst the landed gentry and his skills as a showman and promoter to the full.

(Postscript: Mr Meynell resigned as S&D Chairman in 1828 when the Company decided to extend the Railway to a new port in Middlesbrough to the detriment of Stockton.)

Brendan Boyle

Notes

1. Durham County Advertiser (DCA), 1 Oct 1825. 2. National Archives (NA), RAIL 667/604, Opening Day Arrangements of the Railway. 3. DCA & York Herald, both 17 & 24 Sept 1825. 4. Town House Stockton-on-Tees, Tom Sowler, Stockton-on-Tees Museum Services, 1986. 5. Although no longer attached to a tavern, and now with a fixed layout designed for council meetings, the Assembly Room would surely be the most appropriate venue for a commemorative event in 2025, during the 200th anniversary celebrations of the opening of the Railway. 6. DCA, 25 May 1822. 7. 1775: Stockton parish baptismal record. Father: obituary, Newcastle Courant, 27 Nov 1830. Ramsgate: The Annals of Stockton-on-Tees, Henry Heavisides, 1865. 8. London Gazette, 8 July 1800. 9. The Parochial History and Antiquities of Stockton-upon-Tees, John Brewster, 1829, p422. 10. York Herald, 28 Nov 1812 and 25 March 1826. Stockton Races were held twice a year at The Carrs, on the Yorkshire side of the Tees. 11. DCA, 13 June 1818: a notice dated 8 June announces that the previous lessee had just moved to the Red Lion Inn (later called the Vane Arms). 12. Sowler. 13. Municipal Corporations in England & Wales, Report on the Borough of Stockton, Appendix to the First Report of the Commissioners, Pt III, 30 March 1835. (https://books.google.co.uk/books) 14. History, Directory & Gazetteer of the Counties of Durham & Northumberland ..., Durham Officers, Sheriffs' Officers. Wm Parson & Wm White (P&W), vol. II, 1828. 15. DCA, 29 Sept 1827. 16. NA, RAIL 667/1312. 17. NA, RAIL 667/1312: a bill to the S&D 'for Blakes Appeal' from the King's Head Hotel, Darlington charged 4/- each for eight dinners on 9 July 1825, although only 3/- 6d for a dinner and brandy on 10 July. 18. Dinner served at The Royal Pavilion at Brighton, 18 January 1817. (https://brightonmuseums.org.uk/discover/2017/01/19/a-regency-feast-a-banquet-held-at-the-royal-pavilion-for-grand-duke- nicolas-of-russia-18-january-1817) 19. P&W, vol I, 1827, Darlington, p242. 20. P&W, vol I, 1827, Stockton-on-Tees, p314. 21. Company handbill of 19 Sept 1825. Reproduced in A History of the Stockton and Darlington Railway, JS Jeans,1875. 22. P&W, vol I, 1827, Darlington, p242.

Friends of the Stockton & Darlington Railway Page | 21 WWW.SDR1825.co.uk

23. P&W, vol I, 1827, Stockton-on-Tees, p312. 24. P&W, vol II, 1828, Yarm, p639. 25. The Diaries of Edward Pease, Appendix VI, Sir Alfred E Pease, 1907. 26. The reports of both this dinner and the Wellington reception of 1827 insist that the bands played in the adjoining room. We can see in the Assembly Room today a small minstrels gallery high up on the south wall but if it existed in the 1820s it was not used for these grand events, probably because it can accommodate only five or six musicians. 27. DCA & York Herald, both 17 & 24 Sept 1825. 28. The Origins of Railway Enterprise: The Stockton and Darlington Railway 1821-1863. Maurice W Kirby, 2002 (Kirby). Appendix 2 lists the members of the management committee (later board) and identifies Quakers. Other pages name the main shareholders. 29. DCA, 1 Oct 1825. 30. Burke's Genealogical and Heraldic History of the Landed Gentry, (Burke's) vol. 2, 1847, Wright of Kelvedon. A History of the County of Essex: vol. 4, Ongar Hundred (https://www.british-history.ac.uk/vch/essex/vol4/pp63-65). 31. P&W, vol I, 1827, p197. Wikipedia. 32. Burke's, Scroope [sic] of Danby. The Scrope (sic; pron. Scroop) family are still at Danby Hall today (www.riversideeventsyorkshire.co.uk/about-danby-hall). Obituary, Simon Scrope, The Telegraph, 19 Apr 2010. 33. Burke's, Meynell of North Kilvington. 34. An Historical, Topographical, and Descriptive View of the County, vol I, p356, Mackenzie & Ross 1834. Tyne & Wear Museums (http://blog.twmuseums.org.uk/the-newbottle-waggon-rail-way-map). Durham Chronicle, 17 Jan 1824 & 10 Nov 1837. 35. Overton was baptised at the Roman Catholic chapel of St Mary, at Mawley Hall in Shropshire on 23 Jan 1775; (www.melocki.org.uk/salop/MawleyHall.html). The hall was owned by the prominent Roman Catholic Blount family who had had the chapel built onto it. 36. The 1829 Catholic Emancipation Act was a major turning point, showing that Parliament no longer acted exclusively for the Church of England. (www.parliament.uk/about/living-heritage/transformingsociety/private- lives/religion/overview/religionc19th) Religious discrimination had not just been at a national level: Brewster (p445) recorded that on 23 April 1807 "The mayor and corporation of Stockton, and the inhabitants of the town and its vicinity, addressed his Majesty against further concessions to the Roman Catholics". 37. DCA, 1 Oct 1825. 38.There was a suggestion 50 years later by Jeans (note 21 above) that Joseph Pease was on the inaugural train, but his account seems to be a classic case of 'Chinese whispers', where a story gets twisted in its retelling. Pease was apparently "wont to tell an amusing anecdote concerning an old farmer" who saw the train stop at Fighting Cocks and "advanced to Mr Pease, who was on the engine, and asked him if they pulled the engine 'by them things', referring to the side-bar on which Mr Pease was resting his hand". As I explain in this article it is not likely that a Quaker, and a Pease in particular, would have attended on the day - and not at all credible that a leading Proprietor (in his best, albeit simple, clothes) would have been allowed on the dirty and dangerous engine itself while it was in operation. (And without being seen by a reporter). Mr Pease had almost certainly been recounting a tale told to him by the driver who had been approached - George Stephenson. 39. Rachel Pease, nee Whitwell, was a Quaker and later a Quaker minister. Her father and grandfather, themselves Quakers, were brewers and/or British wine manufacturers in Kendal. 40. Sir Alfred E Pease, 1907, pp 80 & 145. 41. Sir Alfred E Pease, 1907, pp 22-30. 42. DCA, 1 Oct 1825. 43. DCA, 1 Oct 1825: "Mr Meynell's band of music, occupying two waggons". 44. Richard Otley was the Company's surveyor and secretary. 45. It is notoriously difficult to meaningfully convert old prices to current ones. The £53 18/- that the Company owed in 1825 equates today to anything from £4,200 (using retail price inflation) to £44,000 (using wage indices: the average wage that a worker would need to have to buy the commodity today as opposed to then). Using the same indices, the 12/- price of a dinner equals anything from £47 to £490. To illustrate the difficulty, a pint of ale in 1825 cost 3d, which equates to either £1 or £10 today - but we know a pub pint in the area now actually costs £3 to £3.50. See www.measuringworth.com/calculators/ukcompare/relativevalue.php for more. 46. Notices dated 22 Feb 1826 in the DCA, 4 & 18 March, and 1 & 15 April 1826. 47. DCA, 24 & 31 March 1827: notice to the creditors of HW Foxton that a dividend would be paid by the Assignees on 9 April 1827. 48. DCA, 1 & 8 April 1826: sale notice of a property in Ramsgate Street "formerly used and well adapted for carrying on the Spirit Trade"; further particulars from John Jackson, brewer, and Robert Wm Thompson, wine merchant.

Friends of the Stockton & Darlington Railway Page | 22 WWW.SDR1825.co.uk

49. Imprisonment for debt only ended in 1869. 50. Census 1851, Lazonby Hall, Cumberland: Margaret Foxton, aged 70, born Stockton, was a housekeeper for Henry Dundas Maclean, JP & landed proprietor, and his wife. She was by far the oldest of six servants. 51. NA, RAIL 667/1312. 52. Durham County Record Office, D/X 858/2: receipt from the York Herald for payment on 1 June 1826 of £1 2/- 7d for notices published on 17 & 24 Sept 1825 for the "opening of the Rail Road". NEWS

Bauman-Lyons Architects of Leeds ( https://baumanlyons.co.uk/ ) and TourismUK business planners ( http://www.tourismukltd.com/) have been appointed to carry out the Masterplan for the Railway Heritage Quarter in Darlington. Kevin Kaley of TourismUK has vast experience of HLF bids and so should be able to steer them in the right direction! A new book which will be of interest to Friends will be published in May 2019. Written by George Smith it is about Shildon and will be published by Pen and Sword. TGAC are a firm of consultants from London who have been appointed to prepare the Interpretation Strategy for the S&DR Heritage Action Zone and the Rail Heritage Quarter in Darlington. The Friends visited the Tanfield Railway in August. This is entirely volunteer run and so we were able to learn a great deal from them and discuss the opportunities to boost overseas visitor numbers.

Friends visit to Tanfield Railway

Listed building consent has been granted by Durham County Council to convert the Grey Horse pub on Byerley Road in Shildon into housing. The pub, opposite Daniel Adamson’s Coach House, may have had connections to the early passenger provision on the S&DR and been home to Daniel Adamson, however the Heritage Statement provided was insufficiently detailed to be sure. Heritage open days: Thursday 6th September: 25 people attended the AGM of the Friends of the S&DR and the talk given by Dr Tom Walker on: ‘THE THREE GREENERS OF ETHERLEY and a model steam engine’. After the talk, those present were able to view the winding engine steaming - a memorable event. Anthony Coulls, Head of Collections at the NRM, believes this could be the oldest working model of a steam engine in the world. Sunday 9th September: Walk from Phoenix Row up the Etherley Incline and down to Greenfields and back. This was a wonderful opportunity to carry on the story of the Greeners.

Friends of the Stockton & Darlington Railway Page | 23 WWW.SDR1825.co.uk

The walk was led by Caroline Hardie, with support from Jane Hackworth-Young. Participants stopped on the way up the Incline at the show garden of Member, Mary Smith, and partook of refreshments. We were able to eat delicious plums at the top of the incline on the site of the Engine House, engine man’s house and reservoirs. 14 people came on the walk (not counting walk leaders) and 4 immediately enlisted for the Brusselton Walk. Sunday 16th September: Walk from the Collections Building at Locomotion to via the historic buildings at the west of the site, through the S&DR Works, up Brusselton Incline to the remains of the engine house and other railway buildings and down to the Accommodation Bridge. The contributions of Timothy Hackworth and the Youngs were recognised. The walk was led admirably by Trevor Horner, Jane Hackworth-Young and John Raw. 11 people came on the walk (discounting walk leaders). The walkers had a vast collective knowledge of the S&DR and by popular demand it was agreed that a walk would be arranged, probably in February, from the bottom of Etherley Incline to the bottom of Brusselton Incline, taking in the site of the Gaunless Bridge, the Hummerbeck Bridge, the culverts etc. The walk will be organised by John Raw and Jane Hackworth-Young. The conversion of the Engine House on Haughton Road in Darlington into housing is now complete. The development has also cleaned up the area considerably so that it is a less littered walking environment.

WELCOME TO THE HERITAGE ACTION ZONE OFFICER I am really excited to have been appointed the Project Manager for the Stockton and Darlington Railway Heritage Action Zone. I commenced in post on the 15th of October and have already met a wide range of partners who I will be working closely with over the next five years. I have been struck by the passion, enthusiasm and knowledge of all the people I have met. I’d like to say a special thanks to Niall Hammond and Trish Pemberton from the Friends who took the time to spend an afternoon with me and give me a really enjoyable tour of some of the key sites between Shildon and West Auckland, I’ll certainly look forward to more site visits moving forward. I am really keen to work with the Friends as closely as possible over the coming months and years and to continue to learn about the amazing history of the S&DR. The work the Friends have already undertaken in such a short period of time in helping to bring together the key stakeholders and supporting the successful application for obtaining HAZ status is already a fantastic achievement, and I’m very excited by what we can all achieve together in the next five years. I look forward to meeting you all at future Friends’ meetings; in the meantime if you would like to get in touch my email address is [email protected] and my direct telephone is 01325 406327. Richard Starrs

Friends of the Stockton & Darlington Railway Page | 24 WWW.SDR1825.co.uk

BRUSSELTON INCLINE ACCOMMODATION BRIDGE – BEFORE AND AFTERS The finishing touches are being put in place by the Brusselton Incline Group on the accommodation bridge at Brusselton. Some minor snagging has also been identified which has required additional Scheduled Monument Consent. The team are continuing to weed and clear the incline on a regular basis and in all weather conditions and would welcome any help from other Friends. (Both photos by Trevor Horner). Before….

And after….

Friends of the Stockton & Darlington Railway Page | 25 WWW.SDR1825.co.uk

BRIDGE HOUSE, STOCKTON ON TEES – 1925 RAILWAY PLAQUE

A little piece of our railway history was restored and returned to its rightful place on 27 September 2018 (note the significant date!) when the 1925 plaque celebrating 100 years of railways (and the S&DR in particular) was reinstalled on the building at St John’s Crossing, Stockton-on-Tees.

Background The plaque was originally installed on what were buildings still in railway ownership at the time and unveiled on 2 July 1925 by the Duke & Duchess of York (later to be King George VI and Queen Elizabeth - later still to become the Queen Mother).

Why 2 July? Until 1925, and at all anniversaries and celebrations since, the ‘railway birthday’ has been celebrated in September, to coincide with the opening day of the S&DR, but in 1925, a major international rail conference / exhibition was hosted by Great Britain, and it was felt that international delegates may not visit twice in such quick succession, so the ‘birth of the railways’ was moved forward for that one year to coincide.

Thursday 2 July 1925 – 3.00 pm Duke & Duchess of York having just unveiled Plaque. The gentleman wearing chains is Leonard Ropner, Mayor of Stockton (and MP for Sedgefield) at the time.

So, royalty came to Stockton on Tees in July 1925. A rare occasion, and a cause for celebrations, as demonstrated by the huge crowds that turned out to see their Royal Highnesses.

Friends of the Stockton & Darlington Railway Page | 26 WWW.SDR1825.co.uk

Stockton High Street – 2 July 1925 at 9pm

More Recent Times The plaque remained in-situ throughout most of the 20th Century, mounted on its stone block on the north face of the building. More recently, the plaque was moved to the west face of the building and re-installed without the stone block.

Plaque in its original position, possibly in the 1950s

Theft / Damage The plaque was stolen from the west face of the building, but later recovered. Unfortunately, attempts had been made to break the castings into smaller pieces, presumably to make it more transportable

Friends of the Stockton & Darlington Railway Page | 27 WWW.SDR1825.co.uk

(probably to a scrap merchants). The outer frame, although suffering minor damage, was determined to be re-usable, but the inner plaque was damaged beyond repair, being cracked into two pieces with slivers of metal missing. In addition, six of the seven minor decorative scrolls (between the two main components) were missing.

Plaque – as-recovered condition

There then followed a period of inertia, with the plaque placed for storage with William Lane Foundry Ltd of Middlesbrough, Teesside’s last remaining brass foundry.

BBC Look North ran a feature about the foundry, one of Middlesbrough’s most historic businesses, during early 2018, and several people, includes some Friends, noticed the plaque in the background of some footage. This in turn re-ignited enthusiasm for doing something with it, and an exploratory meeting of interested parties took place in February 2018.

A Project Team was created, comprising Bridge House Mission (the charity who now own the buildings, and therefore the plaque) Stockton Borough Council, William Lane Foundry, Stone Technical Services (a Darlington-based company who specialise in the restoration and conservation of historic and heritage buildings) together with the Friends.

Fund-raising commenced, primarily in the form of a Just Giving page set up by the Friends but with Bridge House Mission as the beneficiary – the Friends at that time being unable to be such whilst we awaited our registered charity status. This appeal reached its target very quickly, thanks primarily to the amazing generosity of one proud Stocktonian, who asked for no further publicity. An approach to

Friends of the Stockton & Darlington Railway Page | 28 WWW.SDR1825.co.uk the Railway Heritage Trust was also made, seeking publicity only, but this actually resulted in a discretionary grant offer from them, and Stockton Borough Council also offered financial support.

Re-Casting / Re-Installation With finance secured, contracts were placed with William Lane Foundry and Stone Technical Services.

Pouring the new replacement inner plaque

Plaque – Re-assembled with the replacement inner plaque and the original outer plaque

Friends of the Stockton & Darlington Railway Page | 29 WWW.SDR1825.co.uk

Un-veiling

The restored and re-installed plaque was unveiled by Eileen Johnson, Mayor of Stockton, on Thursday 27 September 2018 – the 193rd Anniversary of the opening of the line. The plaque is now fixed in its original position and a wrong has been put right!

The proud Project Team Barry Thompson

A HUMBLE APOLOGY In the last issue of The Globe (July 2018), Brendan Boyle wrote in his article “How Significant was the S&DR? A View from Germany” of his visit to the Deutsche Bahn Museum in Nuremberg. He showed a model of Locomotion No.1 and described the text which accompanied the model in the display which included some errors about the S&DR. The source of the information in the display was given as the National Railway Museum in York. As an editorial note, the editor commented at the end of Brendan’s article, that if the source of the inaccuracies was the NRM, then it would be a good place to start to try to get the correct information out to an international audience. The NRM were a little hurt by this comment and by the statement in the article that they were the source of the inaccuracies. The reference to the NRM in the museum display was not as the source of the information in the display, but where the models had been loaned from. Any inaccuracies were home made by the Deutsche Bahn Museum. So, we would like to apologise to the NRM who are valued partners in our aims to raise the profile of the S&DR, celebrate its achievements and conserve its remains. Caroline Hardie

Friends of the Stockton & Darlington Railway Page | 30 WWW.SDR1825.co.uk

Friends of the Stockton & Darlington Railway Page | 31 WWW.SDR1825.co.uk

THE OPENING OF THE S&DR IN 1825 Transcription by Peter Bainbridge

The Friends know how to celebrate in style and so this year on the 27th September 2018, exactly 193 years after the opening of the Stockton & Darlington Railway, Peter Bainbridge decided to mark the occasion by transcribing the following extract from the Darlington and Stockton Times in 1863. This is part of the Friends’ objective to make archival material more widely available in an accessible format on the S&DR to encourage further research. The extract here and the one later in The Globe transcribing a George Stephenson report on the revised route of the S&DR, can be made available to Friends in WORD format by contacting the editor.

Extracted from the “DARLINGTON AND STOCKTON TIMES” of Saturday, September 5th, 1863.

In section F, Economic Science and Statistics, of the British Association, at Newcastle, on Tuesday, the following paper, by Mr. W. Fallows, on the “Origin of the Stockton & Darlington Railway,” was read by Mr. J. Potts, one of the secretaries:-

The promoters of the Stockton & Darlington Railway having had the honour to precede the enterprise of all other parts of the United Kingdom and of the world, I have thought it might be interesting to some to know the circumstances which eventually led to the formation of the Stockton & Darlington Railway as the first public locomotive railway; this honour has been erroneously assigned to the Liverpool and Manchester Railway ; but the Stockton & Darlington Railway preceded it several years, this company’s Act being dated April 19th, 1821, and the line opened September 1825; whilst the Act for the Liverpool and Manchester Railway is dated May 5th, 1826, and the line opened September 15th 1830. The success of the Stockton & Darlington was the ostensible means of leading to the other; many of the promoters of the Liverpool and Manchester Company being the personal friends of Mr. Edward Pease and obtained from him so much information as strengthened their own opinions of the success; they also had Mr. George Stephenson recommended to them as the only man qualified for the office of engineer to their contemplated undertaking. The merchants, manufacturers, and others of Stockton and Darlington were at a very early period of the united opinion that great advantages would result to the district from the facilitating the conveyance of merchandise and minerals between the two towns and the western parts of the county, and committees were formed and funds raised at different periods for obtaining the required information. The first effort was made as early as 1767. On the 9TH November of that year a meeting was held at Darlington, and subscriptions opened for defraying the expenses of a survey of the Tees at Stockton, and the Skerne at Darlington, and the country onwards to Winston, with the view of connecting those towns by means of a canal, by which the manufacturers of Darlington, also coals, lead and other produce of South Durham would find an easy access to the home and foreign markets, and timber, flax and other produce imported into Stockton, would be sent to Barnard Castle and Kendal. The committee chose Mr. Robert Whitworth to make the survey, and on the 1st December the celebrated Brindley was called in to assist; their joint report is dated January 19th, 1769. The cost was estimated at about £63,722, exclusive of Parliamentary expenses, the total length was 33 miles, and the rise in the distance was 328 feet, the amount required was a very large sum in those days, and the uncertainty of the speculation answering the public expectation at that time, put an end for a period to the undertaking. In 1796 the public were again agitated as to the necessity of an inland communication when Mr. R Dodd, an engineer of eminence in that day was employed to survey and report on the construction of a canal from Stockton to Darlington, and Staindrop, with branches to Durham, Northallerton, Thirsk and Boroughbridge, who reported “that as the very existence of our country centres upon commerce, any project that can be brought forward to give the least facility to that spring of wealth and national prosperity, is of the highest importance to the community at large; and that Canals have been one great leading cause of our present extensive trade is a truth which cannot be controverted, and which ought to stimulate the merchants of Stockton and Darlington to every exertion to procure so desirable a means of communication with the interior of the district, as should an exportation of coal take place to the London markets, and to the shores of the Continent, it is not possible to estimate the probable income, nor how extensive would be the tonnage required for the trade.” He estimated the cost at £73,722, and the income at £12,513; “An income, which he says, warrants an expenditure of £250,000, if it was necessary, and still leave 5 per cent per annum to

Friends of the Stockton & Darlington Railway Page | 32 WWW.SDR1825.co.uk shareholders.” The nation at this period was unfortunately engaged in an expensive and protracted war, which crippled the energies of the country so much as to prevent the obtaining of capital for any municipal improvement, and Mr. Dodd’s plan had to be laid aside for better days. Another effort was made in 1800, when Mr. George Atkinson, an engineer well known in that day, was empowered the survey the country for a grand trunk canal from Boroughbridge to Piercebridge, Darlington, Durham and to the Tees at High Worsall, to connect the Tees with the Canals already constructed in the interior. The expense of this grand scheme was estimated at £107,000 and the income at £14,000, the weight of this large capital, and the continental war carried it down also. The scheme remained at rest till September, 1810, in which year the new cut was opened, by which the River Tees, between Stockton and the sea, was shortened about three miles; on which occasion the gentlemen and merchants of Darlington and Stockton met to celebrate the event, when they passed a resolution expressive of the desirability of obtaining an easy communication with Darlington, and appointing a committee to enquire into the practicability and advantages of constructing a Railway or Canal by Stockton and Darlington to Winston. This was the first occasion in which a railway was ever named. The late Mr. Rennie was appointed to survey the district, and instructed to report, not only as to the practicability and advantages carrying of a Railway or canal into effect, and the comparative merits of those measures, but also what would be the best line to be adopted for it, the distance to which it should extend and the estimated expenses. He having the advantage of the preceding surveys, and the opinions of the eminent men by whom they were conducted, gave a decided preference to a line by way of Darlington, but he did not at that period give any conclusive opinion whether Canal or Railway would be most desirable, but stated that “in cases where the ascending tonnage would bear a near proportion to the descending, a canal would be preferable, but where the ascending was considerably less than the descending, then a railway would be much more advantageous, but he was inclined to the opinion that part might be a canal and part a railway.” His report and estimate are dated February 1815, when the committee were requested to consider his report and to take such proceedings thereon as they might deem desirable; it was adopted and decided to solicit subscriptions for carrying one or other of these measures into effect. This scheme was delayed for a time by the great commercial crisis in which the country was involved, it being deemed more prudent to wait for a more favourable moment. In 1818, Mr. Geo. Leather, an engineer of great experience, was employed “to test, by survey, the practicability of connecting the town of Stockton by means of a canal, with the western parts of the county of Durham, in a northern direction which was well known to be abundantly stored with natural treasures of coal, lead, lime and ironstone.” After a careful survey, he reported that a canal could be constructed in a more northern direction, and showed the advantages he reasonably anticipated therefrom. He estimated the cost at £250,000; this scheme was an entire departure from those which preceded it, and left, at a great distance, Darlington and other manufacturing towns, the only object of the promoters being to obtain an export of coal. A very large public meeting was held in Stockton, in July of that year, presided over by the Earl of Strathmore, for receiving Mr. Leather’s report, and that of three of the most eminent coal-viewers of the day, on the quality of the coals of the district. Resolutions were submitted for adopting their reports, strongly recommending the scheme to the public for support. An amendment was offered and supported by Mr. Edward Pease, Mr. Jonathan Backhouse and about a dozen other gentlemen, recommending a line of railway by way of Darlington, into the Auckland coal-field as the most desirable. This had been sanctioned by the names of Brindley, Whitworth and Rennie, and supported by those of Mr. Stevenson, of Edinburgh, and Mr. Overton, two engineers at that period of great eminence and experience, showing that it would be of greater public advantage to embrace the manufacturing towns of the district where there were large populations, and where considerable trade already existed. This would be a step towards connecting the port of Stockton with Westmorland and Cumberland, and much to be preferred to the proposed line of canal, which passed through a district where there was little or no commerce and but a thin population. The resolution for the adoption of Mr. Leather’s scheme was nevertheless passed, and a subscription list opened but failed. Mr. Pease and his friends called a meeting at Darlington on the 13th of November in the same year, when it was resolved to go for a railway and a prospectus was issued calling on the public for support in the construction of a railway by way of Yarm and Darlington into the Auckland coalfield, with a proposed capital of £100,000. The share list was soon filled up, Mr. Overton surveyed the line, and application was made to Parliament for an Act for constructing the same, the Royal assent was received in April 1821. Mr. George Stephenson was called in to construct the railway, and the first rail was laid by Mr. Meynell, the chairman of the Company on the 22nd May, 1821 [sic]. This we may fairly say was the

Friends of the Stockton & Darlington Railway Page | 33 WWW.SDR1825.co.uk starting point of that ring of iron by which the earth is almost encircled, and which has carried with it civilisation, wealth, liberty and social progress and by which nation fraternises with nation, and peoples with peoples. The line was opened on the 27th September 1825. Mr. Meynell, the chairman, in recording the events of the day, on his return home states that “the formal opening of this stupendous event, took place this day, the company’s locomotive leading the procession, drawing five wagons laden with coals, one with flour, one containing surveyors, engineers & c. & c., also the committee, and their friends, six wagons with strangers, fourteen wagons with workmen and others, and last of all, other six wagons of coals. The whole train moved at a rate of 10 to 12 miles an hour with an estimated weight of 80 tons. It was stated that about 700 people were drawn in this train; a number which created the utmost astonishment to all beholders,” and the trial of George Stephenson was complete. He further states that the prospects of the company are the most flattering; whilst they have the satisfaction of seeing the price of coals, to the public, reduced one-third, they have now the strongest grounds to expect a much larger tonnage to pass on their road, than was originally anticipated. An export is now certain, a contract for 100,000 tons per annum for five years having been effected with a London coal merchant, the rates from which alone to the company will pay four per cent on their whole expenditure. The shares are now valued at £40 premium each – plenty of buyers but no sellers.” What a revolution has been produced in the monetary affair of our own country by the example of Mr. Edward Pease and his party expending a capital of £100,000, which in little over 40 years has swelled up to the enormous sum of £390,000,000 invested in railway enterprise. The Stockton & Darlington Railway has, during this long period, always paid dividends to its shareholders and the company after carrying into effect the scheme foreshadowed by Brindley and Whitworth, the connecting the town of Stockton with Kendal and the western ports of the island. This company as a separate company, held its last meeting during the present month (August), Parliament having sanctioned its amalgamation with the North-Eastern. It began with a capital of £100,000 and ended as a separate company with one of £4,000,000.

Transcribed by Peter Bainbridge

STEPHENSON'S GAUNLESS: A BRIDGE IN HIDING Brendan Boyle

Did you get to the National Railway Museum at York over the summer? Did you spot George Stephenson's famed iron bridge there? The one built to carry chaldron wagons, horse-drawn but on rails, taking Witton Park coal over the River Gaunless at West Auckland towards the railhead at Shildon, via the Brusselton incline, for the Stockton and Darlington Railway?

It was constructed in 1823 to the plans of the world's most famous railway engineer, and redesigned by him in time for the opening of the world-altering S&DR in 1825. So, one of the earliest iron railway bridges. Although a little flimsy in appearance, it remained operational for a remarkable 75 years (in due course carrying locomotives). It has been at the successive railway museums of York since 1927.

If you believe its Wikipedia page (search for 'Gaunless Bridge'), the museums have had the bridge 'on display'. True, it was rebuilt there in one piece (its ingenious design gives it that useful property). But 'on display' is rather stretching the truth...

Because the chances are, if you did try to find the bridge (one of railway history's most priceless items) you will have failed. In fact, hardly any visitor to the NRM will have even glimpsed it. I've tried and failed on a number of occasions - but this August I persevered.

I knew it was outside somewhere, behind the museum. Wikipedia says it's "in the car park". I couldn't find it there. Others have said that it is "outside the main hall", so I searched up and down the spacious South Yard, behind the Station Hall. Not there either. Next, across to the Great Hall and to the glass wall and doors beyond the turntable at the far end which overlook an open area. But none of the doors can be opened by members of the public, and in any case there was no obvious sign of the distinctive bridge.

Friends of the Stockton & Darlington Railway Page | 34 WWW.SDR1825.co.uk

Spot it? The Gaunless Bridge, through a window, in a far corner.

Ah, but wait; what's that? I squinted acutely to my left through the glass and I could just make out in the distance - beyond cars, brick walls and a security light, and in front of dense trees - some black- painted, ornate ironwork. That's it! Well, at least part of one end.

The bridge tracked down.

How could I get to see it properly? Follow the signs? Don't be daft. But there is a lesser-used rear exit from the Great Hall (ironically beyond memorabilia to George Stephenson) that took me out of the museum onto Leeman Road. I turned sharp right around the exit/entrance, and went past a vehicle turning circle to a boundary wall - and there at a lower level (and not visible even from the turning circle) was the Gaunless bridge, assembled and intact apart from decaying decking timbers!

So yes, the bridge is in a car park - but a private, staff car park marked 'No Entry'. It is bounded on one long side by the

Friends of the Stockton & Darlington Railway Page | 35 WWW.SDR1825.co.uk aforementioned trees, on the other by back-of-house facilities, and at the far end by a delivery area. There is no plaque or explanatory signage of any kind.

As the Museum haven't worked out how to display the bridge to the public, perhaps Stephenson's unique lenticular design could be transferred to a more prominent and relevant location? How about a site not four miles from its original position at West Auckland - it's called Locomotion?

Wouldn't it be good to see the Gaunless Bridge re-erected there, and displayed with pride? How about before its bicentenary in 2023? Brendan Boyle

And a right to reply from the NRM (and it’s good news!) I think we are all in agreement that the Gaunless Bridge needs to be moved to a more prominent and suitable location. And that is exactly what we intend to do. Our stated intention – fully supported by the Director of the Science Museum Group and the Director of the NRM – is for the bridge to come to Locomotion.

Of course at one time the bridge was the first thing all visitors to the museum saw being in a prominent position by the then main entrance. The logistics of moving it aren’t easy given how the bridge was fixed into position in the 1970s. But it will move if we can get the funding together. This all needs to be carefully planned and we will make an announcement on this in due course.

Andrew McLean, Assistant Director and Head Curator, The National Railway Museum, York.

MEMBERSHIP

Our current subs are: Membership renewal date is always the 27th September, 2018. All members should have received a copy of the Under 18: FREE Membership Form for 2018 to 2019 with the last issue of The Globe in July. Fees can be paid at any time if you have Individual: £15 forgotten.

Unwaged/retired: £10 Our membership fees contribute towards our annual celebration events which raise the profile of the S&DR and Joint: (2 adults at the £24 they will be the Friends’ contributions towards any projects that same address) we seek funding for and our activities. You will receive a PDF copy of The Globe (soon to be a glossy paper copy) and Corporate: £50 preferential invitations to events and S&DR related outings. For a copy of the membership form, or if you have any questions regarding membership, you can contact Peter Bainbridge, the Membership Secretary on: [email protected]

Peter Bainbridge, Membership Secretary

‘AS BEAUTIFUL A LINE AS COULD HAVE BEEN CHOSEN’

Peter Bainbridge, the Friends of the S&DR Membership Secretary has transcribed a report by George Stephenson to the S&DR Committee outlining his thinking behind his alterations to George Overton’s survey. This letter sits in the Fitzhugh Library in Middleton in Teesdale and another version is publicly available to view at the National Archives in Kew. These documents were the subject of some publicity in late September by Network Rail suggesting that the documents had been lost since the 1950s. They were certainly not lost to the Friends of the S&DR, the National Archive or the Fitzhugh

Friends of the Stockton & Darlington Railway Page | 36 WWW.SDR1825.co.uk

Library. The text can be made available to Friends in WORD format by contacting the editor as can photos of the National Archive versions.

Copy of original report made by George Stephenson in 1822 on the proposal to construct the Stockton and Darlington Railway.

To the subscribers of the intended railway between the port of Stockton and the collieries situated in the coal field in the neighbourhood of West Auckland.

Gentlemen Agreeably to the Resolutions passed at your General Meeting held on the 23rd day of July 1821, I have minutely examined the country over which your railway is intended to pass, and I find that a practicable Line may be obtained within the limits granted by the Act of Parliament.

This line would, however, be attended with many disadvantages viz

1st. Owing to various parts passing over very irregular ground which would be attended with considerable expence either by open excavations or tunnels to procure a tolerable regular descent towards Stockton and as there are many unseen difficulties to be met with in all such excavations or tunnels they ought therefore to be estimated in proportion to the depth.

2nd. On account of the many winding and circuitous routes which it possesses and which are very objectionable in a Railway, as the weight of the wagon and load are considerably augmented in going round turns. For since the wheels of the wagons are firmly fixed to the axles they must each make one revolution in the same time, and from their equality in size must advance by their revolving motion equal spaces in equal times. And it is evident the exterior circle of a Turn is longer than the interior therefore the exterior wheels of the carriages, as they have the greater circle to describe, must necessarily slide along the surface of the Rails to keep pace with the interior since their circumferences revolve with equal velocities. From this motion of the exterior wheels four disadvantages arise: -

1st. Great part of the weight actually becomes as moving on a sledge. 2nd. An extra power is required to propel any load. 3rd. A considerable wear is caused on both the Railway and wheels of the Carriages. 4th. The Railway will require more expence to keep it in order.

It may however be thought by having the wheels of the carriages loose on the axles they would not be liable to act as I have stated. This I grant but this advantage is far over balanced by the difficulty and expence incurred by these kinds of wheels in keeping them in order and it is only when they are so that the friction is reduced in moving round turns: which is the only situation where any benefit may be expected to be derived for the friction is in nowise reduced when the Railway is straight.

It is quite evident both from “Theory” and “Practice” the nearer Railways approach straight lines the better: keeping in view the expence of cutting and embankments so as not to exceed certain sums for avoiding certain curves.

My first object therefore in improving your line of Railway was to reduce the Turnings as much as the limits prescribed by the Act of Parliament would admit; but finding that no material improvement could be made without deviating therefrom, I then surveyed another Line in pursuance of the instructions of your Committee, and now respectfully submit to your consideration the following remarks upon the two Lines.

1st. The old Line from Witton Park Colliery to the South side of Witton Park Dean does not seem to admit of any improvement. From the latter place I propose the new Line to proceed direct to St. Helen’s Auckland avoiding the circuitous route taken by the old Line and saving one and a half mile in the distance, with very little more cutting. Indeed in this situation the cutting is an advantage as it serves to make the embankments between No.1 and No.2 (see the plan) whereas in the old Line the

Friends of the Stockton & Darlington Railway Page | 37 WWW.SDR1825.co.uk materials for the embankments would have to be led from some of the old collieries the cost of which from the nearest colliery would be more than the expence of cutting through by Etherley Lane which is immediately adjacent to the main embankment and will be sufficient to form the same. I would recommend a Steam Engine to be placed on the summit of the hill at No.2 to convey the Witton Park and Etherley waggons from the large embankment where the Etherley wagons join the Main Line to St. Helen’s Auckland. And as no Horse Trackage would be needed on this part of the Line it would require little or no repair whereas on the old Line the increased length (owing to the circuitous route) which is all Horse Trackage (excepting from Norelees Lane to West Auckland the length occupied by the descending Inclined Plane) would greatly increase the Tonnage.

2nd. The old Line from St. Helen’s Auckland I think proceeds in the most desirable direction excepting the ascending plane which is made as short as possible and of a very steep ascent rendering the conveyance of goods very dangerous as accidents are very frequent on such steep ascents. This I would avoid by slanting the same ridge and making the ascending plane 3 times the length consequently only one third of the rate of ascent.

From the summit of this ridge the intended situation for the permanent Engine the coals will have to be conveyed by horses if the old Line be adopted. But from this place I propose the new Line to diverge a little to the North of the old one in order to obtain a quicker descent from the Engine so that the loaded wagons will be able to descend with the Rope for ½ a mile and the Engine may in return bring the empty wagons back. This will evidently be a saving in the Horse Trackage and will require no more Machinery.

3rd. From No.9 to No.11 in the old Line is a distance of nearly three miles the whole of which will be expensive excavations and embankments vix at “Redworth Lane” “The Hawthorn” “Middridge Grange” and the “Tunnel at Aycliffe” vide xxx Page 24.

In the new Line by passing to the North of the old Line from Engine Bank Top, and proceeding along the opposite side of the Vale avoiding all the excavations and also the Tunnel at Aycliffe.

When about a mile from “Sims pasture” the new Line slants gradually over the Vale and crosses a little to the East of “Sims pasture” where there will be a long excavation but of no great depth.

4th. From Sims pasture and the Tunnel at Aycliffe the two Lines converge till they intersect near Whiley Hills where the new Line passes to the west of the old one and ??????????

Alone on the West, Myers Flat on the East and again intersects the old Line near Whessoe from whence they nearly coincide to Little Whessoe Back Lane making a third intersection at the latter place. In this part of the two Lines the excavations seem to be nearly on a par but the new Line possesses the advantage of obtaining nearly a straight line.

5th. From Little Whessoe Back Lane the old Line bears away a little to the East as far as Honey-pot Lane where it makes a very acute Turn and proceeds nearly South East until it crosses the Main Post Road between Durham and Darlington it then changes its direction again to South and proceeds nearly in a straight Line to Haughton. This part of the Line is very objectionable on account of its numerous Turnings and passing at such a distance from Darlington as to require a Branch of 1½ mile in length over very unfavourable ground.

The Main Line is also attended with another disadvantage arising from the great excavations, the produce of which cannot be disposed of in any of the adjacent embankments, and consequently will occasion additional expence in the removal, or occupy considerable more ground near the Railway.

The new Line from Little Whessoe Back Lane proceeds on a straight line towards Darlington as far as Honey-pot Lane leading to Cockerton from thence it makes a gradual turning to within yards of Northgate Bridge: this Line would be obtained without any surplus of Excavation.

Friends of the Stockton & Darlington Railway Page | 38 WWW.SDR1825.co.uk

6th. At Haughton the old Line crosses the Skerne and Main Post Road between Darlington & Stockton on a Level with the surface of the Turnpike and proceeds along the River on the opposite side as far as Haughton Hill and from thence to the Wheat Sheaf.

Here the Line becomes extremely unfavourable, as well as by reason of its circuitous course as its ascent which will occasion a diminution of nearly one third in a Horse’s power being 25 feet in about 2 miles.

In pointing out the new Line from the Skerne at Darlington towards Yarm, Stockton & c I endeavoured to avoid ascending to the Wheat Sheaf. I succeeded in getting a Line almost direct to the Fighting Cocks with a little descent towards Stockton.

The old Line may seem to possess an advantage by crossing the Skerne at a narrower part of the Vale than that at Darlington but this objection certainly vanishes when compared with that part of the Line from Haughton to the Wheat Sheaf.

7th. From the Wheat Sheaf the old Line proceeds nearly direct to the Oak Tree in which distance there are heavy cuttings and embankments. The new Line from the Fighting Cocks to the Oak Tree is not at all a favourable Line but will contain less cutting than the old Line and is therefore preferable. Near the Oak Tree the two Lines form a junction from which place the surface of the ground or country is remarkably regular so that little or no cutting will be necessary in the present Line which goes within the Main Post Road will very near Stockton.

This seems to be as beautiful a Line as could have been chosen.

The alteration made at Stockton was by the desire of some Gentlemen at that place who wished that the Line might be brought near to the Bridge end for convenience of coals that might have to pass to the other side of the River and from thence proceed along the Streets as marked out in the old Line. To accomplish this I found it necessary to deviate from the Post Road a little sooner than the old Line had done. Transcribed 27th September 2018 Peter Bainbridge

Durham Records Office

Stephenson’s survey of the revised route (in red) and Overton’s original route at Etherley. Stephenson’s route was designed for rope hauled waggons pulled up the incline by a stationary steam engine. Overton’s route was designed for horse power

Friends of the Stockton & Darlington Railway Page | 39 WWW.SDR1825.co.uk

EVENTS

The Friends of the Stockton & Darlington Railway now have a new Events Officer – Mike Renton. He will be organising a programme of events for Friends to attend over the next year. Look out for further information in future Globes and on our Facebook page.

Now until Sunday 13th January 2019 Temporary Exhibition Gallery at the Head of Steam Museum in Darlington. 11.00am – 3.30pm. Vote100: Railways, Women and World War One. Join us as we commemorate 100 years of the UK Parliamentary vote for some women and all men. The exhibition will investigate whether women’s work on the railways during World War I helped them to get the vote and if gaining the right to vote had an impact on women working on the railways. Normal entrance fee.

Thursday 6th December 2018 Head of Steam Museum, Darlington, Meeting Room at 1.45pm. “Christmas Social”. Start the festive season by joining our Friends for light refreshments, a not-too-serious railway quiz and videos. FREE to members of the Friends of Darlington Railway Centre and Museum, non-members welcome, (please telephone the museum for membership or price details).

Thursday 6th December 2018 Friends of the S&DR Christmas Meeting and Social. Bring a plate of nibbles and buy a drink at the Cricket Club. Guest speaker is Eric Branse-Instone from Historic England discussing how we can all input into the designation process to protect heritage assets. Darlington Cricket Club. 7.10pm.

Throughout December - 6 January (excluding 24, 25, 26 December & 1 January) Available daily at Locomotion, Shildon Christmas Story Trail. Follow our self-led Christmas story trail, suitable for all the family Free admission & parking

Sat December 8th & Sun December 9th from 10am – 4pm Festive Fun Weekend at Locomotion, Shildon Free festive fun – with a science twist – suitable for all the family. Enjoy science demonstrations, family learning activities, festive music, passenger train service and more. Free admission & parking – usual charge applies for train rides

Wednesday December 12th from 4pm – 6pm Meet The Museum Learn more about the museum and our future plans, meet the team and enjoy seasonal refreshments Free admission & parking. Locomotion, Shildon.

Thursday 3rd January Friends of the S&DR Meeting. Guest speaker is Tim Hedley-Jones, Major Projects Director, LNER who has been in the business since GNER days. Darlington Cricket Club. 7.10pm.

Thursday 10th January 2019 at 1.45pm The Afternoon Lectures: ‘Darlington Railway Museum – A Review and Preview’ Come along for an update on our plans for the coming year, and find out more about the Friends of the Museum. FREE to members of the Friends, non-members welcome, (please telephone the museum for membership or price details).

Friends of the Stockton & Darlington Railway Page | 40 WWW.SDR1825.co.uk

Saturday 19th January – Sunday 3rd March 2019 Nostalgia of Steam A look back at the days of steam through the eyes of artist and railway enthusiast Stephen Bainbridge. Head of Steam Museum, Darlington. Normal entrance fee.

Saturday 10th February 2019 at 1.45pm The Afternoon Lectures: ‘North Yorkshire Moors Railway’ – A talk by Philip Benham Philip Benham the former Managing Director of the North Yorkshire Moors Railway, the UK's largest steam line will talk about the history and development of the railway. Head of Steam Museum, Darlington. FREE to members of the Friends, non-members welcome, (please telephone the museum for membership or price details).

Saturday 16th February 2019 at 1.30pm NERA meeting Head of Steam Museum, Darlington. An illustrated trip by rail from Newcastle to Berwick – a talk by David Dunn

Wednesday 6th March – Sunday 14th April 2019 NERA Exhibition – “North East Stations a Postcard View” This exhibition draws on a vast collection of postcards of North Eastern Stations, many of which are long gone. Head of Steam Museum, Darlington. Normal entrance fee.

Thursday 7th March 2019 at 1.45pm The Afternoon Lectures: 'This Exploited Land of Iron' - Tom Mutton, North York Moors National Park 150 years ago many parts of the North York Moors looked very different to the present day as a short but intense period of ironstone mining and railway construction left a huge impact on the landscape and its communities. The Exploited Land of Iron project will tell the fascinating story of this trailblazing period of industrial growth and exploitation. Head of Steam Museum, Darlington. FREE to members of the Friends, non- members welcome, (please telephone the museum for membership or price details).

Saturday 9th March – Sunday 2nd June 2019 ‘A Year in the Making’ A selection of local images from 2018 by photographer Peter Giroux. Head of Steam Museum, Darlington. Normal entrance fee.

Friends of the Stockton & Darlington Railway Page | 41 WWW.SDR1825.co.uk

The Stockton & Darlington Railway

Opened in 1825 and running 26 miles between Witton Park in Co. Durham and Stockton via Shildon and Darlington, this is where the modern railway network was born.

‘The Railway that got the World on Track!’

Walking the line at Locomotion. Do join us!

The Friends of the Stockton & Darlington Railway was formed to bring together all those with an interest in the S&DR and to ensure that the 1825 line receives the recognition and protection it deserves.

The Friends are working with local councils and partners to conserve and protect the original 1825 main and branch lines and associated structures. We seek international recognition for the Stockton & Darlington Railway as the birth place of the modern railway. Our members also undertake research and fieldwork to make historic documents more accessible and we record surviving remains. We have produced seven self-guided walk booklets along the line which can be downloaded or purchased from our website.

Friends of the Stockton & Darlington Railway Page | 42 WWW.SDR1825.co.uk