JOSEPH LOCKE 1805–1860 Railway Engineer
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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. -
The Carrying Trade and the First Railways in England, C1750-C1850
The Carrying Trade and the First Railways in England, c1750-c1850 Carolyn Dougherty PhD University of York Railway Studies November 2018 Abstract Transport and economic historians generally consider the change from moving goods principally on roads, inland waterways and coastal ships to moving them principally on railways as inevitable, unproblematic, and the result of technological improvements. While the benefits of rail travel were so clear that most other modes of passenger transport disappeared once rail service was introduced, railway goods transport did not offer as obvious an improvement over the existing goods transport network, known as the carrying trade. Initially most railways were open to the carrying trade, but by the 1840s railway companies began to provide goods carriage and exclude carriers from their lines. The resulting conflict over how, and by whom, goods would be transported on railways, known as the carrying question, lasted more than a decade, and railway companies did not come to dominate domestic goods carriage until the 1850s. In this study I develop a fuller picture of the carrying trade than currently exists, highlighting its multimodal collaborative structure and setting it within the ‘sociable economy’ of late eighteenth- and early nineteenth-century England. I contrast this economy with the business model of joint-stock companies, including railway companies, and investigate responses to the business practices of these companies. I analyse the debate over railway company goods carriage, and identify changes in goods transport resulting from its introduction. Finally, I describe the development and outcome of the carrying question, showing that railway companies faced resistance to their attempts to control goods carriage on rail lines not only from the carrying trade but also from customers of goods transport, the government and the general public. -
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. -
Railways List
A guide and list to a collection of Historic Railway Documents www.railarchive.org.uk to e mail click here December 2017 1 Since July 1971, this private collection of printed railway documents from pre grouping and pre nationalisation railway companies based in the UK; has sought to expand it‟s collection with the aim of obtaining a printed sample from each independent railway company which operated (or obtained it‟s act of parliament and started construction). There were over 1,500 such companies and to date the Rail Archive has sourced samples from over 800 of these companies. Early in 2001 the collection needed to be assessed for insurance purposes to identify a suitable premium. The premium cost was significant enough to warrant a more secure and sustainable future for the collection. In 2002 The Rail Archive was set up with the following objectives: secure an on-going future for the collection in a public institution reduce the insurance premium continue to add to the collection add a private collection of railway photographs from 1970‟s onwards provide a public access facility promote the collection ensure that the collection remains together in perpetuity where practical ensure that sufficient finances were in place to achieve to above objectives The archive is now retained by The Bodleian Library in Oxford to deliver the above objectives. This guide which gives details of paperwork in the collection and a list of railway companies from which material is wanted. The aim is to collect an item of printed paperwork from each UK railway company ever opened. -
Scottish Railways: Sources
Scottish Railways: Sources How to use this list of sources This is a list of some of the collections that may provide a useful starting point when researching this subject. It gives the collection reference and a brief description of the kinds of records held in the collections. More detailed lists are available in the searchroom and from our online catalogue. Enquiries should be directed to the Duty Archivist, see contact details at the end of this source list. Beardmore & Co (GUAS Ref: UGD 100) GUAS Ref: UGD 100/1/17/1-2 Locomotive: GA diesel electric locomotive GUAS Ref: UGD 100/1/17/3 Outline and weight diagram diesel electric locomotive Dunbar, A G; Railway Trade Union Collection (GUAS Ref: UGD 47) 1949-67 GUAS Ref: UGD 47/1/6 Dumbarton & Balloch Joint Railway 1897-1909 GUAS Ref: UGD 47/1/3 Dunbar, A G, Railway Trade Union Collection 1869-1890 GUAS Ref: UGD 47/3 Dunbar, A G, Railway Trade Union Collection 1891-1892 GUAS Ref: UGD 47/2 London & North Eastern Railway 1922-49 Mowat, James; Collection (GUAS Ref: UGD 137) GUAS Ref: UGD 137/4/3/2 London & North Western Railway not dated Neilson Reid & Co (GUAS Ref: UGD 10) 1890 North British Locomotive Co (GUAS Ref: UGD 11) GUAS Ref: UGD 11/22/41 Correspondence and costs for L100 contract 1963 Pickering, R Y & Co Ltd (GUAS Ref: UGD 12) not dated Scottish Railway Collection, The (GUAS Ref: UGD 8) Scottish Railways GUAS Ref: UGD 8/10 Airdrie, Coatbridge & Wishaw Junction Railway 1866-67 GUAS Ref: UGD 8/39 Airdrie, Coatbridge & Wishaw Junction Railway 1867 GUAS Ref: UGD 8/40 Airdrie, Coatbridge -
S Oldest Railway Roundhouse at Curzon Street Archaeological Site
HS2 uncovers world’s oldest railway roundhouse at Curzon Street archaeological site March 11, 2020 HS2 Ltd has unearthed what is thought to be the world’s oldest railway roundhouse at the construction site of its Birmingham Curzon Street station. The roundhouse was situated adjacent to the old Curzon Street station, which was the first railway terminus serving the centre of Birmingham and built during a period of great significance and growth for the city. Built to a design by the 19th century engineer Robert Stephenson, the roundhouse was operational on 12 November 1837 – meaning the recently discovered building is likely to predate the current titleholder of ‘world’s oldest’ in Derby by almost two years. HS2’s initial programme of trial trenching at Curzon Street revealed the remains of the station’s roundhouse, exposed toward the south-eastern corner of the site. The surviving remains include evidence of the base of the central turntable, the exterior wall and the 3ft deep radial inspection pits which surrounded the turntable. The 19th century station at Curzon Street is among the very earliest examples of mainline railway termini and the limited later development of the site means that any surviving remains of the early station represents a unique opportunity to investigate a major early railway terminus in its entirety. As the HS2 project heads towards Main Works Civils, the final archaeological excavations on the site are about to take place. HS2 will see the site become home to the first brand new intercity terminus station built in Britain since the since the 19th century. -
The Development of the Railway Network in Britain 1825-19111 Leigh Shaw-Taylor and Xuesheng You 1
The development of the railway network in Britain 1825-19111 Leigh Shaw-Taylor and Xuesheng You 1. Introduction This chapter describes the development of the British railway network during the nineteenth century and indicates some of its effects. It is intended to be a general introduction to the subject and takes advantage of new GIS (Geographical Information System) maps to chart the development of the railway network over time much more accurately and completely than has hitherto been possible. The GIS dataset stems from collaboration by researchers at the University of Cambridge and a Spanish team, led by Professor Jordi Marti-Henneberg, at the University of Lleida. Our GIS dataset derives ultimately from the late Michael Cobb’s definitive work ‘The Railways of Great Britain. A Historical Atlas’. Our account of the development of the British railway system makes no pretence at originality, but the chapter does present some new findings on the economic impact of the railways that results from a project at the University of Cambridge in collaboration with Professor Dan Bogart at the University of California at Irvine.2 Data on railway developments in Scotland are included but we do not discuss these in depth as they fell outside the geographical scope of the research project that underpins this chapter. Also, we focus on the period up to 1911, when the railway network grew close to its maximal extent, because this was the end date of our research project. The organisation of the chapter is as follows. The next section describes the key characteristics of the British transport system before the coming of the railways in the nineteenth century. -
Franky's Scripophily Blogspot Tales of Shares and Bonds
Franky's Scripophily BlogSpot Tales of Shares and Bonds Friday, December 27, 2013 This was 2013 This little retrospective of 2013 brings an abstraction of scripophily on the Internet and looks at this blog's performance. The illustrations "between the lines" form a little story on their own. Snowy peaks and spruce trees form the setting for this proud mountain goat. Double-click the image to enlarge. In 2013 scripophily is further exploring the Internet This week I googled the word scripophily with the objective of getting an idea about the word's spreading on the Internet. An exercise done earlier in July 2012, see here. Now we can compare the outcomes : number of web links : 515000 (53% related to eBay), no comparison possible because Google changed its search algorithms since then number of images : 170000, or +26% (18 months) number of YouTube videos : 217 , or +540% Let's take a closer look at the vignette. Do you see the nice hatching work used to create shading effects (the rock) and illusions of physical texture (the paws, the back and the belly of the animal) ? Associations embrace Facebook Today, you'll find blogs and photo sharing sites related to scripophily on almost every social media platform : Blogger, WordPress, Tumblr, Pinterest, Instagram et cetera. The most dynamic one in 2013 is Facebook. Several professionals were already present on Facebook, but this year also associations planted their flag on a strip of Facebook land. Norsk Selskap for Scripofili's page: Aksjebrev o type: Facebook page o created in June 2013 o currently counting almost 70 likes EDHAC (Germany) o type : Facebook group, login required o created in July 2013 o currently counting about 60 members International Bond and Share Society o type: Facebook page o created in December 2013 o currently counting more than 50 likes In lithography a separate stone was used for each color. -
FINE BOOKS, ATLASES, MANUSCRIPTS and PHOTOGRAPHS Wednesday 15 November 2017 at 1Pm Knightsbridge, London
FINE BOOKS, ATLASES, MANUSCRIPTS AND PHOTOGRAPHS Wednesday 15 November 2017 Knightsbridge, London 24116 FINE BOOKS, ATLASES, MANUSCRIPTS AND PHOTOGRAPHS Wednesday 15 November 2017 at 1pm Knightsbridge, London BONHAMS ENQUIRIES Please see page 2 for bidder Montpelier Street Matthew Haley information including after-sale Knightsbridge Simon Roberts collection and shipment. London SW7 1HH Luke Batterham www.bonhams.com Sarah Lindberg Please see back of catalogue +44 (0) 20 7393 3828 for important notice to bidders VIEWING +44 (0) 20 7393 3831 Sunday 12 November ILLUSTRATIONS 11am – 3pm Shipping and Collections Front cover: Lot 78 Monday 13 November Laura Watts Back cover: Lot 140 9am – 4.30pm +44 (0) 20 7393 3841 Contents page: Lot 40 Tuesday 14 November +44 (0) 20 7393 3879 Fax 9am – 4.30pm [email protected] Wednesday 15 November 9am – 11am PRESS ENQUIRIES [email protected] BIDS +44 (0) 20 7447 7447 CUSTOMER SERVICES +44 (0) 20 7447 7401 fax Monday to Friday To bid via the internet 8.30am – 6pm please visit www.bonhams.com +44 (0) 20 7447 7447 New bidders must also provide proof of identity when submitting bids. Failure to do this may result LIVE ONLINE BIDDING IS in your bids not being processed. AVAILABLE FOR THIS SALE Please email [email protected] Please note that bids should be with “Live bidding” in the subject submitted no later than 4pm on line up to 48 hours before the the day prior to the auction. auction to register for this service. Bidding by telephone will only be accepted on a lot with a lower estimate of or in excess of £500. -
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. -
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. -
69 Chapter 3 Constructing the Bristol & Exeter
CHAPTER 3 CONSTRUCTING THE BRISTOL & EXETER RAILWAY IN SOMERSET, 1836-1841 Brunel had formally agreed accommodation works with Sanford, Thomas, Sparrow, Nattriss and others before Gravatt took up his post as Resident Engineer on the B&ER; it still remained to be seen just how much freedom and responsibility he was prepared to let Gravatt exercise in matters such as these. As far as progress in the design, setting out and construction of the works is concerned, there is little direct evidence in the primary sources before July 1839 when Charles Fripp, newly appointed 'Inspecting Director,' began reporting regularly on progress to the B&ER Board. The start dates of the various contracts that were let before Fripp's appointment, and a very rough indication of rates of construction, can be estimated from entries in the B&ER general ledger, but it is necessary to rely on fortuitous references in the Board Minutes and the reports of the Board to the General Meetings for anything approaching detailed evidence of progress. Brunel reported to the B&ER Board at the end of June 1836 that he now felt the gradients either side of Ashton Watering could be reduced to the extent that the stationary engine on the one approach and the assistant engine on the other could be dispensed with, without significantly deviating from the parliamentary line. 1 Later he would say: … with regard to the general question of gradients, he had uniformly acted on the principle that unless it was palpable that the expense would be comparatively trifling, and the advantage great, he never recommended any alteration.