Early Main Line Railways 2 an Invitation to Subscribe

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Early Main Line Railways 2 An invitation to subscribe Following the success of the first Early Main Line Railways conference, a second conference was held at York in June 2018. The papers are due for publication in late 2019, with a considerable discount to subscribers - £36.00 plus postage and packing. The full retail price will be £55.00 plus postage and packing MANCHESTER TERMINUS< LIVERPOOL AND MANCHESTER RAILWAY,, ICE Contents: Savage- The Work of the Railway Heritage Trust; Hodgkins-Railway directors- who they were and what they did; Odlyzko- Dionysius Lardner: the denigrated sage of early railways; Northover- Consultants in planning and specifying early main line railways; Clarke- Wellington businessmen and the main line railway; New- Railways to Portsmouth; Lewis- Science and the Early Main Line Railway; Murfitt- The English Patent system and early main line railway technology; Caprez- The Early history of the Swiss South Eastern railway; Cox & O’Dwyer- Dublin Belfast Mainline 1837-1857; Parry-Brymbo and the creation of the North Wales Mineral Railway; Longworth- Early Australian Mainline Railways and Mutually Beneficial Exchange; Mukherjee- The East Indian Railway and the Bengali Environment; Austin- The Literacy rate and the arrival of railways; Hopkins- The Work of Samuel Russell-documenting the railway in print; Gwyn- Many shall go about- the opening of the Liverpool and Manchester Railway; Minnis & PBrown- Architects, engineers and contractors: a re-appraisal of aspects of 19th century railway architecture; ones ]- Rise and fall: steam and the suspension bridge ; Chrimes- A safe pair of hands: Joseph Locke 1824-1839; Edited by Mike Chrimes MBE and Printed by CPI, on behalf of the sponsors: Institution of Civil Engineers • National Railway Museum, York • Newcomen Society for the History of Engineering and Technology,•The Railway and Canal Historical Society [email protected] To subscribe, please fill in this section and return it, with your cheque, to the address below. Alternatively you may subscribe on line, and pay by card (or from a paypal account) by visiting www.earlyrailways.org.uk All subscribers will be acknowledged in the introductory pages of the book; Please say exactly how you would like your name to appear Name . Address . ……………………………………………………………… …………………………………… zip/postcode ………. Country . e-mail………………………………………………………… Please reserve . copies of Early Main line railways 2 for me at the discounted price of £36.00 each, plus post and packaging (per book - £3.95 UK; £10 Europe; £13 rest of world). A cheque for £…………. payable to ‘Railway & Canal Historical Society’ is enclosed. All receipts will be acknowledged by e-mail if the e-mail address is given above. Please return this form with payment to: EMLR2, 5 Happy Mount House,Elms Lane, MORECAMBE. LA4 6LR e mail: [email protected] The subscription list will close on 10 October 2019. This is the only opportunity to obtain a copy at the discounted price .

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The Rainhill Trials The people who owned the Liverpool and Manchester railway didn’t know what sort of engines to use on their new railway so they decided to hold a competition where the winning locomotive would win £500 and if it was good enough, it would be used on the new railway. The competition was held at Rainhill in October 1829. The locomotives would have to run up and down the track at Rainhill twenty times and because the owners were afraid that heavy locomotives would break the rails, no heavy engines would be allowed. Ten locomotives entered the competition but only five turned up and two of those broke down. The rocket, built by George Stephenson and his son Robert, won the competition and it was decided that the Rocket would be used on the new Liverpool and Manchester Railway. The Liverpool and Manchester railway opened in September 1830. Many important people were at the opening ceremony and there was a procession of eight locomotives including The Northumbrian, The Rocket, The North Star and The Phoenix. After the group of special visitors were given a ride on the Northumbrian, William Huskisson, one of Liverpool’s MPs crossed from his own carriage to speak to the Duke of Wellington. People shouted to warn him when they realised that the Rocket which was being driven by Joseph Locke, was about to pass the Northumbrian. Huskisson was unable to escape and was knocked down by Rocket and one of his legs was badly injured and torn. A doctor tried to stop the bleeding but couldn’t so George Stephenson, Robert Stephenson’s father used the Northumbrian to take him to hospital.
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Normanhurst and the Brassey Family
NORMANHURST AND THE BRASSEY FAMILY Today, perhaps, it is only architects whose names live with their engineered creations. Those who build bridges, roads and railways are hidden within the corporations responsible, but in the nineteenth century they could be national heroes. They could certainly amass considerable wealth, even if they faced remarkable risks in obtaining it. One of the – perhaps the greatest – was the first Thomas Brassey. Brassey was probably the most successful of the contractors, was called a European power, through whose accounts more flowed in a year than through the treasuries of a dozen duchies and principalities, but he was such a power only with his navvies. Brassey's work took him and his railway business across the world, from France to Spain, Italy, Norway, what is now Poland, the Crimea, Canada, Australia, India and South America, quite apart from major works in the UK. His non-railway work was also impressive: docks, factories and part of Bazalgette's colossal sewerage and embankment project in London that gave us, among more important things, the Victoria and Albert Embankments, new streets and to some extent the District and Circle Lines. By 1870 he had built one mile in every twenty across the world, and in every inhabited continent. When he died at the (Royal) Victoria Hotel at St Leonards on 8 December 1870 Brassey left close to £3,200,000, a quite enormous sum that in today's terms would probably have been over a thousand million. He had been through some serious scares when his contracts had not yielded what he had expected, and in the bank crisis of 1866, but he had survived Thomas Brassey, contractor (or probably it his son Thomas) to build the colossal country house of Normanhurst Court in the parish of Catsfield.
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The Edinburgh Gazette, May 3, 1864 601
THE EDINBURGH GAZETTE, MAY 3, 1864 601 Jamei Boyton, of 11, Upper Rosoman Street, Clerkenwell, Hugh Denerley, of 12, Egerton Street, and carrying on Middlesex, manufacturing silversmith. business at 32, Renshaw Street, both in Liverpool, Boberf Shean, of New Eoad, Richmond, Surrey, fish* Lancaster, hatter. monger and poulterer. Levi Fewins, formerly of Alphington Street, Saint Thomas- Julius Tata Bower, formerly of 5, Kennington Terrace, the-Apostle, Devon, but now of Preston Street, Exeter, Kennington Lane, now of 5, Alexander Terrace, Stock- grocer and provision dealer. veil, both in Surrey, accountant. • Matthew Cooper, of 1, Burford Place, Saint David, Joseph Locke, of 7, Lessada Street, Twig Folly, Bethnal previously of 5, Colleton Terrace, Holy Trinity, both in Green, previously of Old Ford, Bow,, both in Middlesex, Exeter, accountant and musician, mason and builder, (in forma pauperis). William Semmence, of Town Green, Wymondham, Nor- Junes Grainger, formerly trading in copartnership with folk, bowl and brush wood turner. Alfred Grainger, at 17, Crosby Kow, Walworth Road, John Morris Protheroe, of the Square, Beaufort, Brecon, as grocers and tea dealers, afterwards and late of 6, formerly of Cwm, near Victoria, Monmouth, coal agent, Tower Street) Westminster Road, both in Surrey, shopkeeper, butcher, collier, and farmer. grocer -and cheesemonger, (in form& pauperis). Tames Watkins, of 11, Norfolk Terrace, Saint Martin Charles Edwin Hindley, of Wellington, Salop, grocer. Street, Hereford, builder. Thomas Chnne, now jcf Shrewsbury, Salop, timber mer- John Clark, of the Exeter Inn, Thorverton, Devon, chant, brick maker, and commission agent, previously licensed victualler and coal dealer. „ accountant, clerk to George & Joseph Chuue, of the same place, timber merchants.
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Joseph Iocke Had Never Lost Sight of His Desire to Link His Grandjrmction Line to Carlisle and Beyond
The - JosephIocke Memorial and A Short History of the Exeter and Crediton Railwav Published on the Occasionof the 160thArniversary of the Opning of the I'lxeter and Crediton Railway ' 12thMay 2011 IN'I'RODUC'TION History abounds with exemplary cbaracters who, fol some obscure reason or another, have failed to gain the recognition they desewe. In the field of early railr.tay civil engineering Joseph tocke is the paramount paradign. 'fhis pre-eminent British engineer was responsible {or handing dowrr courtless miles of superbly engircercd railr*ay; building the lirst trunl< lines of foru countries, including Britain; bequeadring to posterity a design of back sdll basically in use, to a gauge universally adopted and which he al- rays championed; building to cost, rnore cheaply than just about anyone else; with no unnecessary cxtavagance; usually to time - sometimes belbre; firrishing olf projecb on which othen had fourdercd; never suffcring that igrominy himsclf. No-one else maraged this. His works, quiedy and effi- ciently man4ged aurdconshrrcted, boasted of nothing but consumnaûo con- hdence, and unassuming compctence: he nevcr really made any bad mis- tahes, :md his name was never bardied about iùnongst those guilq' of the lavish ald thc dramatic, meaning also the cosdy and the unwarranted. Nor did he become embroiled in dcad-end technologies, such as a[nosphcric propulsion, always lending his narne and his effots to the promotion of the locomotive errgine, a policy leamt at the hands of his early menkrr, George Stcphcnson. \4/hilst Gcorgc's son Robeft, a civil engineering giant in his own right, de- veloped the science of the locomotive alongsidc other budding mechanical engineels, Joe concentrated ou building the lines: the characteristic I-ockian practice of around or over, rather than through, exercised the in- creasing power of ûre locomolives of his age, :urd provided Brihin with its most cost-effective pioneer railnays.
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Liverpool's Lost Railway Heritage
Liverpool’s Lost Railway Heritage Angela Connelly and Michael Hebbert MARC Discussion Paper March 2011 Manchester Architecture Research Centre, University of Manchester http://www.sed.manchester.ac.uk/research/marc/ ISBN: 978-1-907120-99-2 2 Angela Connelly is a Research Assistant and Associate of MARC [email protected] Michael Hebbert is Professor of Town Planning, University of Manchester [email protected] © Manchester Architecture Research Centre (MARC) 3 Background This discussion paper is the result of a short research project undertaken by MARC in February 2011. Liverpool’s lost railway heritage had come up in one of our regular trawls amongst local governments and agencies in North West England for live topics suitable for project work or disser- tations. John Hinchliffe, World Heritage Officer of Liverpool City Council, spoke of neglected pre- 1850 railway heritage, some of it still unlisted, including tunnels that lead up from the north and south docks to Edge Hill on the escarpment behind the city centre. He asked if we could provide a description and assessment of this extraordinary heritage, and a summary of the views of the prin- cipal stakeholders. The topic was fascinating but beyond the scope of a student project or dissertation. Happily, an experienced MARC researcher had a month on her hands between submitting her PhD thesis and undergoing her oral examination. Angela Connelly’s PhD, funded by the Arts and Humanities Re- search Council in collaboration with the Methodist Church, is a study of the design and use of Meth- odist Central Halls, involving archival work, interviews, and architectural documentation in six cities - including Liverpool.
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R O B E Rt S Te P H E N S O N • H Is to Ry ROBERT STEPHENSON AGREAT
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Iron, Engineering and Architectural History in Crisis: Following the Case of the River Dee Bridge Disaster, 1847
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Obituary. John Edward Errington, 1806-1862
626 MEMOIRS. of the Locomotive and Rolling Stock Department of the Eastern (Strasbourg) Railway, duties which he performed with undoubted skill and rare conscientiousness. He joined the Institution of Civil Engineers, as a Member, in the month of December, 1855, but his residence abroad prccluded his paying frequent visits during the Sessions. He was also a Member of the Sociktk des Ingknieurs Civils de Paris,amongst who,=e mem- bers he, at his decease on the 13th February, 1861, at the age of sixty-one years, left many friends who sincerely regard his memory as that of a modest and honest man who had done good service in his particular sphere. MR. JOHN EDWARD ERRINGTON, the eldest son of Mr. John Errington, a cadet of an old Northumberland family, was born at Hull, on the29th December, 1806. He early evinced signs of great intelligence, and was remarked at school for his high spirit, for the prominent position he took in all his classes, and as being a general favourite with his masters. Having shown in his youth great predilection for engineering and for the constructive arts, he was placed at an early age under anengineer officer, then conducting extensive public works in Ireland.After remaining some time on these works, he became the assistant of the late Nr. Padley in the various surveys which that gentlemau conducted in the early stages of railways in this country. This employment brought him into connection with the late Mr. Rastrick (M. Inst. C.E.), bywhom he was engaged to assist in various surveys, and his first active employment 111 railway projection was at the time of t.he preparation of the plans for the Birmingham end of the Grand Junction Railway, and it was at this period that Mr.
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Stephensons Rocket Manual: 1829 Onwards Free
FREE STEPHENSONS ROCKET MANUAL: 1829 ONWARDS PDF Gibbon Richard | 160 pages | 15 Jun 2016 | HAYNES PUBLISHING GROUP | 9781785210631 | English | Somerset, United Kingdom Stephenson's rocket - the best Amazon price in George Stephenson June 9, — August 12, was a British engineer who designed a famous and historically important steam-powered locomotive named Rocketand is known as the Father of British Steam Railways. George Stephenson was born in Wylam, England9. Ina wagonway - an arrangement similar to a railway, but with Stephensons Rocket Manual: 1829 Onwards tracks and designed to support horse-drawn carts - had been built from the Wylam colliery to the River Tyne, running for several miles several km. The young Stephenson grew up near it, and in gained employment as an engine-man at a coal mine. For the next ten years his knowledge of steam engines increased, until in he stopped operating them for a living, and started building them. George Stephenson. Stephenson designed his first locomotive ina travelling engine designed for hauling coal on a coal site. Named Blucherit could haul 30 tons of coal in a load, and was the first successful flanged wheel adhesion locomotive which is to say, it was the first locomotive to use flanged wheels to rest on the track, and that its traction depended only on the contact between the wheel and the track. Over the next five years, he built sixteen more engines. As his success grew, Stephenson was hired to build an 8 mile 13 km railway from Hetton to Sunderland. The finished result used a combination of Stephensons Rocket Manual: 1829 Onwards pulling the load down inclines and locomotives for level and upward stretches, and was the first ever railway to use no animal power at all.
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RS150 Trail FINAL for Print.Indd
Robert Stephenson FRS, MP (1803-1859) Newcastle upon Tyne & 3 Robert Stephenson & Co. 5 The North of England Institute of 8 Dean Street Arch Location: Forth Street & South Street Mining and Mechanical Engineers Location: Dean Street Newcastle upon Tyne Background His invention of the box girder bridge as a continuous Gateshead Location: Neville Hall, Westgate Road Newcastle upon Tyne beam to span the Menai Straits 1845-50 resulted in the Newcastle upon Tyne Robert Stephenson was born on Founded in 1823, this This magnifi cent semi-elliptical masonry arch fl anked by Britannia Bridge, a structure of outstanding engineering This leafl et and the places you can visit will give an 16 October 1803 at Willington near venue was previously three small arches, forms part of a spectacular viaduct and architectural merit. Completed in 1848, his box insight into the background of Robert Stephenson’s As an apprentice mining Newcastle. He was largely brought up by known as Forth Street system and the East Coast Main Line. The plans were girder bridge at Conwy, North Wales, is still in existence. upbringing, education, early career and creation of engineer under Nicholas his father George, known as the ‘father of Works. It was at this submitted by Robert Stephenson for the Newcastle & impressive engineering structures which remain in Wood and stating a works that the defi nitive the railways’, as his mother died when he was only two. Whilst Robert had to establish his offi ce in London and preference for mechanical Berwick Railway Bill to gain Parliamentary Committee daily use as part of life in the North East.
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JOSEPH LOCKE 1805–1860 Railway Engineer
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Dionysius Lardner, the Denigrated Sage of Early Railways
Dionysius Lardner, the denigrated sage of early railways Andrew Odlyzko Abstract. Dionysius Lardner has a very poor reputation in the railway his- tory literature. In most other fields he also tends to be remembered either for a few of his occasionally spectacular mistakes or at most as a minor science and technology popularizer. He has not received proper credit for his striking 1846 survey of the railway industry, ‘Railways at home and abroad.’ Published at the peak of the Railway Mania, it provided an excellent overview of that rapidly developing industry. Most important, it punctured several false myths that motivated investors. Had proper heed been paid to Lardner’s warnings, much of the investment disaster of the Mania could have been averted. This episode of financial exuberance can be shown to have been doomed to fail, and among contemporary observers Lardner provided the most convincing and com- prehensive arguments to demonstrate this. However, little attention was paid to his warnings. This episode provides another illustration of the difficulty in persuading the public as well as policy makers that a dangerous bubble is in progress and bound to fail. Introduction The Rev. Dr. Dionysius Lardner (1793 – 1859) has not been treated kindly by railway historians. An extreme example is Rolt’s characterization of Lardner as an ‘egregious ass [who kept] popping up to provide comic relief to the dullest piece of research’1. And it is indisputable that Lardner did make numerous mistakes, although it has to be said that the majority of the popular tales about him are embellished, often greatly so.
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