1.
Locomotive
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A locomotive or engine is a rail transport vehicle that provides the motive power for a train. A locomotive has no payload capacity of its own, and its purpose is to move the train along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles and these are not normally considered locomotives, and may be referred to as multiple units, motor coaches or railcars. The use of these vehicles is increasingly common for passenger trains. Traditionally, locomotives pulled trains from the front, however, push-pull operation has become common, where the train may have a locomotive at the front, at the rear, or at each end. Prior to locomotives, the force for railroads had been generated by various lower-technology methods such as human power, horse power. The first successful locomotives were built by Cornish inventor Richard Trevithick, in 1804 his unnamed steam locomotive hauled a train along the tramway of the Penydarren ironworks, near Merthyr Tydfil in Wales. Although the locomotive hauled a train of 10 long tons of iron and 70 passengers in five wagons over nine miles, the locomotive only ran three trips before it was abandoned. Trevithick built a series of locomotives after the Penydarren experiment, including one which ran at a colliery in Tyneside in northern England, the first commercially successful steam locomotive was Matthew Murrays rack locomotive, Salamanca, built for the narrow gauge Middleton Railway in 1812. This was followed in 1813 by the Puffing Billy built by Christopher Blackett and William Hedley for the Wylam Colliery Railway, Puffing Billy is now on display in the Science Museum in London, the oldest locomotive in existence. In 1814 George Stephenson, inspired by the locomotives of Trevithick. He built the Blücher, one of the first successful flanged-wheel adhesion locomotives, Stephenson played a pivotal role in the development and widespread adoption of steam locomotives. His designs improved on the work of the pioneers, in 1825 he built the Locomotion for the Stockton and Darlington Railway, north east England, which became the first public steam railway. In 1829 he built The Rocket which was entered in and won the Rainhill Trials and this success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives used on railways in the United Kingdom, the United States and much of Europe. The first inter city passenger railway, Liverpool and Manchester Railway, opened in 1830, there are a few basic reasons to isolate locomotive train power, as compared to self-propelled vehicles. Maximum utilization of power cars Separate locomotives facilitate movement of costly motive power assets as needed, flexibility Large locomotives can substitute for small locomotives when more power is required, for example, where grades are steeper. As needed, a locomotive can be used for freight duties. Obsolescence cycles Separating motive power from payload-hauling cars enables replacement without affecting the other, to illustrate, locomotives might become obsolete when their associated cars did not, and vice versa
2.
Newton-le-Willows
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Newton-le-Willows, formerly Newton-in-Makerfield, is a market town in Merseyside, England. The population of the town taken at the 2011 census was 22,114, the name Newton means new town, while Makerfield is an ancient name for the district from a pre-English word meaning wall, and the English word field. Neweton was mentioned in the Domesday Book, in Makerfield was added to distinguish it from other Newtons and recorded as Makeresfeld in 1205 and 1351, as Makefeld in 1206, Makerefeld in 1213 and Makerfield since 1242. Before the Norman conquest, Newton was head of a hundred, the Domesday hundred was assessed at five hides one of which included Newton. The lord of the manor was Edward the Confessor at his death in 1066, the Newton Hundred was subsequently combined with the Warrington and Derby Hundreds to form the West Derby Hundred. It was a village, albeit with borough status, until the arrival of the railways in 1830. There was some industry, there are five cotton spinners recorded in an 1825 directory, the town also developed into a major coal mining area, being on the South Lancashire Coalfield. The fields between Newton and Winwick were the site of one of the last battles of the Second English Civil War, Newtons history since the 19th century has been very closely linked with the railway industry. The Vulcan Foundry was opened in 1831 and later developed one of the worlds foremost locomotive manufacturers. Vulcan Village, the southernmost suburb of Newton was developed to house workers from the foundry and has in recent years become a conservation area, the western area of the town, Earlestown also developed with the coming of the railways. Earlestown was also built as a village, but for the Viaduct Foundry. Since Victorian times, Earlestown has been the area of the town. Between Earlestown and the Vulcan Village is the residential suburb of Wargrave. There is a memorial at the spot where the accident happened, a modern bridge in the town centre is named in memory of Huskisson. Newton has two railway stations. Newton-le-Willows railway station is in the old part of town and Earlestown railway station. They are two of the oldest railway stations in existence, Earlestown was an important junction where the original Liverpool and Manchester line was joined by the 1837 line running south to Birmingham. Two other local railway related landmarks are Newton Viaduct and the Sankey Viaduct which is known as the Nine Arches
3.
England
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England is a country that is part of the United Kingdom. It shares land borders with Scotland to the north and Wales to the west, the Irish Sea lies northwest of England and the Celtic Sea lies to the southwest. England is separated from continental Europe by the North Sea to the east, the country covers five-eighths of the island of Great Britain in its centre and south, and includes over 100 smaller islands such as the Isles of Scilly, and the Isle of Wight. England became a state in the 10th century, and since the Age of Discovery. The Industrial Revolution began in 18th-century England, transforming its society into the worlds first industrialised nation, Englands terrain mostly comprises low hills and plains, especially in central and southern England. However, there are uplands in the north and in the southwest, the capital is London, which is the largest metropolitan area in both the United Kingdom and the European Union. In 1801, Great Britain was united with the Kingdom of Ireland through another Act of Union to become the United Kingdom of Great Britain and Ireland. In 1922 the Irish Free State seceded from the United Kingdom, leading to the latter being renamed the United Kingdom of Great Britain, the name England is derived from the Old English name Englaland, which means land of the Angles. The Angles were one of the Germanic tribes that settled in Great Britain during the Early Middle Ages, the Angles came from the Angeln peninsula in the Bay of Kiel area of the Baltic Sea. The earliest recorded use of the term, as Engla londe, is in the ninth century translation into Old English of Bedes Ecclesiastical History of the English People. According to the Oxford English Dictionary, its spelling was first used in 1538. The earliest attested reference to the Angles occurs in the 1st-century work by Tacitus, Germania, the etymology of the tribal name itself is disputed by scholars, it has been suggested that it derives from the shape of the Angeln peninsula, an angular shape. An alternative name for England is Albion, the name Albion originally referred to the entire island of Great Britain. The nominally earliest record of the name appears in the Aristotelian Corpus, specifically the 4th century BC De Mundo, in it are two very large islands called Britannia, these are Albion and Ierne. But modern scholarly consensus ascribes De Mundo not to Aristotle but to Pseudo-Aristotle, the word Albion or insula Albionum has two possible origins. Albion is now applied to England in a poetic capacity. Another romantic name for England is Loegria, related to the Welsh word for England, Lloegr, the earliest known evidence of human presence in the area now known as England was that of Homo antecessor, dating to approximately 780,000 years ago. The oldest proto-human bones discovered in England date from 500,000 years ago, Modern humans are known to have inhabited the area during the Upper Paleolithic period, though permanent settlements were only established within the last 6,000 years
4.
Bury, Curtis and Kennedy
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Bury, Curtis and Kennedy was a steam locomotive manufacturer in Liverpool, England. Edward Bury established the works in 1826, under the name Edward Bury and he employed James Kennedy as foreman, Kennedy later became a partner. About 1828, the moved to bigger premises in Love Lane, Liverpool. Their first engine was built in 1830, called Dreadnought, it ran on the Liverpool and Manchester Railway. It was objected to because it was on six wheels and was sold to the Bolton & Leigh Railway, the second, the four-coupled Liverpool, later in 1830, used a cranked driving axle, and was also objected to because the 6 ft diameter wheels were too big. However, they refined their designs and the resulting 2-2-0 and 0-4-0 locomotives quickly became a standard which was emulated by other manufacturers. Several were exported to the USA, more than any other British company except R. Stephenson & Co. The firm had a reputation for good workmanship, cheapness and reliability, the engines he had specified were built by seven different firms, Burys firm providing 45 of the original stock of 90. In 1842, Bury took Kennedy, Timothy Abraham Curtis and John Vernon as partners, Bury continued as Locomotive Superintendent of the London & Birmingham Railway but a few months after it had become part of the London & North Western Railway he resigned in March 1847. In February 1848 he was appointed Locomotive Superintendent of the Great Northern Railway, six 0-4-2 locomotives were built in 1848 for the LNWR with 16 in. Cylinders,5 ft. driving wheels, and 3 ft. trailing wheels, in all Bury, Curtis and Kennedys Clarence Foundry built about 415 locomotives, but they produced much else besides, from church bells to iron ships. At its height, the firm employed 1,600 men and this, plus a serious decline in the shipbuilding trade in Liverpool led to the firms closing down in 1851. Two of the locomotives have been preserved, Furness Railway 0-4-0 No. 3, built in 1846, now in the National Railway Museum, York,36, built in 1847, now at Cork Kent railway station, Cork, Republic of Ireland. Locomotives of the LNWR Southern Division - London & Birmingham Railway, L&NWR and Wolverton Works
5.
Robert Stephenson and Company
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Robert Stephenson and Company was a locomotive manufacturing company founded in 1823. It was the first company set up specifically to build railway engines, the company was set up in 1823 in Forth Street, Newcastle-upon-Tyne in England by George Stephenson, his son Robert, with Edward Pease and Michael Longridge. It was founded as part of their construction of the Stockton and Darlington Railway, the manager of the works for a while was James Kennedy. The companys first engine was Locomotion No 1, which opened the Stockton and Darlington and their vertical cylinders meant these locomotives rocked excessively and at the Hetton colliery railway Stephenson had introduced steam springs which had proved unsatisfactory. In 1828 he introduced the Experiment with inclined cylinders, which improved stability, originally four wheeled, it was modified for six and another example, Victory, was built. Around this time, two locomotives were built for America, the first, a four coupled loco named America, was ordered by the Delaware and Hudson Railroad. The second, six-coupled and named Whistler, was built for the Boston, in October 1829 Stephensons Rocket won the Rainhill Trials. This locomotive engine had two notable improvements - a multi-tube boiler and a separate firebox, originally angled, the cylinders were later made horizontal. The Invicta was the twentieth, and was built for the Canterbury and its cylinders were inclined, but moved to the front end. In 1830 came the Planet class with the cylinders inside the frames and this 2-2-2 design became the pattern for most locomotives, by many makers, for many years. The locomotive John Bull, originally of the Planet type, later modified, is now in the Smithsonian, the increased distance travelled by many trains highlighted problems with the fireboxes and chimneys. With the co-operation of the North Midland Railway at their Derby works, he measured the temperature of the exhaust gases, and decided to lengthen the boilers on future engines. It was one of these, the Great A along with another from the North Midland Railway, in 1846 he added a pair of trailing wheels - the first with eight wheels. Another important innovation in 1842 was the Stephenson link motion, Robert Stephenson and Company built a number of Crampton type locomotives for the South Eastern Railway and the London, Chatham and Dover Railway. These were all of 4-2-0 wheel arrangement with inside cylinders and indirect drive, the inside cylinders drove a crankshaft located in front of the firebox and the crankshaft was coupled to the driving wheels by outside rods. They were unsuccessful on the LCDR, and the five Echo class locomotives were rebuilt as conventional 4-4-0 locomotives after only four years of service, the first railway proposal in Egypt came about when Pasha Muhammad Ali asked the British engineer T. H. Galloway to design a railway in 1834, instructions to make it followed in 1836. Materials were delivered but little real construction followed, No Ottoman firwan was issued and the French objected
6.
Midland Counties Railway
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The MCR system connected with the North Midland Railway and the Birmingham and Derby Junction Railway in Derby at what become known as the Tri Junct Station. The three later became the foundation of the Midland Railway, the East Midlands had for some years been at centre of plans to link the major cities throughout the country. However, the MCR came about as a result of competition to supply coal to Leicester, the competition was between the Coalville area of Leicestershire, and the Erewash Valley area of Nottinghamshire. For many years, the Nottinghamshire coal miners had enjoyed an advantage over their counterparts in Leicestershire. On 16 August 1832, at one of the Nottinghamshire miners regular meetings at the Sun Inn, at Eastwood the idea was mooted to extend the Mansfield and Pinxton Railway to Leicester. Josias Jessop was retained as engineer, and reporting in 1833, George Rennie was brought in to assess the scheme and plan the southward extension. Not surprisingly there had been opposition from Leicestershire to the proposal, at last the plans were ready to put before Parliament in its 1834 session. However investment fell far short of the expected cost of over £125,000, the scheme was delayed for yet another year, during which time Charles Vignoles was asked to review the plans and become the companys engineer. For the first time, the new railway was referred to as the Midland Counties Railway, at this point, the citizens of Northampton campaigned for the line to pass through their town rather than Rugby. Not surprisingly, at late stage, it was refused. It has been suggested that, having opposed the London and Birmingham, such a line would have been longer and more expensive, shortening the journey to London by very little, but extending that to Birmingham excessively. By that time, the North Midland Railway and Birmingham and Derby Junction Railway had been formed with the intention of meeting at Derby, the line to Pinxton threatened it, particularly as, in 1834, the Midland Counties had mooted the possibility of an extension to Clay Cross. At the same time, the Birmingham and Derby link with the London and Birmingham Railway in a direction at Hampton-in-Arden. The two railways came to an agreement to withdraw the competing lines from their Bills. At last in 1836 the Midland Counties Railway Bill went before Parliament, however, there were still powerful interests ranged against it. Firstly there were the owners with which it was being built to compete. Secondly, the Bill still included the Pinxton line, to the annoyance of the Birmingham. The Bill was finally passed on 21 June 1836, without the connection to Pinxton, since this was the original reason for building the railway, one can imagine the feelings of the Nottinghamshire miners
7.
2-2-2
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The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. They were also described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels. The new type known as Stephensons Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson, other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard design by Robert Stephenson. Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type and these included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allans successful designs for the railway from 1845, J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend was one of the two first steam locomotives in the Netherlands, built by R. B, Longridge and Company of Bedlington, Northumberland in 1839. The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes, which were enlarged versions of North Star. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, notable late examples include William Stroudleys singles of 1874-1880, William Deans 157 class of 1878-79, and his 3001 class, both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the side rod from a 2-4-0, the first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, a replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium. Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard, a replica of Bayard is at the Naples Railway Museum. Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers, however, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz, august Borsig and Company manufactured Beuth in 1843 which was highly successful, its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives, both the Leipzig-Dresden Railway and Royal Bavarian State Railways built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class, the Imperial Austrian State Railways built two successful locomotives of this wheel arrangement in 1907
8.
0-4-2
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The arrangement is sometimes known as Olomana after a Hawaiian 0-4-2 locomotive of 1883. The earliest recorded 0-4-2 locomotives were three engines built by Robert Stephenson and Company for the Stanhope and Tyne Railway in 1834. The first locomotive built in Germany in 1838, the Saxonia, was also an 0-4-2, in the same year Todd, Kitson & Laird built two examples for the Liverpool and Manchester Railway, one of which, LMR57 Lion, has been preserved. The Lion had a top speed of 45 miles per hour, the Emperor Ferdinand Northern Railway acquired the locomotives Minotaurus and Ajax from the British manufacturer Jones, Turner and Evans in 1841, to work the line between Vienna and Stockerau. The locomotive Ajax has been preserved at the Technisches Museum Wien since 1992 and is described as the oldest preserved locomotive on the European continent. In Finland, the 0-4-2 wheel arrangement was represented by the Classes B1, the Finnish Steam Locomotive Class B1 is an 0-4-2ST locomotive, built from 1868 to 1890 by Beyer, Peacock and Company at their Gorton Foundry works in Manchester, England. Although the type was not used by any major railroads in North America, porter, Inc. and the Baldwin Locomotive Works produced many small tank locomotives of this type for industrial and plantation work. The 0-4-2T Olomana, built by Baldwin in 1883, is an example of such types, the Olomana arrived in the Kingdom of Hawaii in August 1883, after a two-month journey around Cape Horn. It was owned by Waimanalo Sugar Company on the island of Oahu, in 1905, the Nederlands Indische Spoorweg opened a line between Yogyakarta and Ambarawa via Magelang, a hilly region requiring a rack railway because of the 6. 5% gradients. The 0-4-2T wood burning B25 class was made for line in 1902 by Maschinenfabrik Esslingen. They were four-cylinder compound locomotives with two of the cylinders working the pinion wheels, there are two examples of B25 class locomotive still in operation, namely B25-02 and B25-03. Both were based in Ambarawa, where they have served for more than a hundred years, Locomotive B25-01 may also still be found at the entrance to the Ambarawa Railway Museum. On the island of Sumatra, there are some larger cousins of this class being used for hauling trains, namely the D18. The 0-4-2T arrangement was used by two classes of locomotives operated by the New Zealand Railways Department, the first was the C class of 1873, originally built as an 0-4-0T. The class was found to be unstable at higher than 15 mph. The second and more notable 0-4-2T class, and the one actually built as 0-4-2T, was the unique H class designed to operate the Rimutaka Incline on the Wairarapa Line. The Inclines steep gradient necessitated the use of the Fell mountain railway system, except for a few brief experiments with other classes, the H class had exclusive use of the Incline from their introduction in 1875 until the Inclines closure in 1955. The class leader, H199, is preserved on display at the Fell Engine Museum in Featherston and is the only extant Fell locomotive in the world
9.
Great Northern Railway (Great Britain)
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The Great Northern Railway was a British railway company established by the Great Northern Railway Act of 1846. On 1 January 1923 the company lost its identity, as a constituent of the newly formed London, the main line became part of the East Coast Main Line. In the summer of 1835, the engineer, Joseph Gibbs projected a line which was to run from Whitechapel, via Dunmow, Cambridge, Sleaford and this was submitted to a committee in London to which the title Great Northern Railway Company was provisionally given. However, the scheme came to nothing, loop from Peterborough to Bawtry via Boston and Lincoln. The London and York bill finally received Royal assent on 26 June 1846 as The Great Northern Railway Act,1846, the Act granted powers to construct the main line and loop lines. The Great Northern began construction first on the Peterborough to Gainsborough section of the loop line, as the ease of construction over the flat fens promised an earlier return on investment. The first section of line was opened on 1 March 1848 and was the Louth to Grimsby section of the East Lincolnshire Railway, which although nominally independent, was leased to the GNR from the start. The first section of GNR proper to be opened was the 3 miles from Doncaster to Askern Junction, the GNR and MS&LR lines allowing through running from Lincoln to Doncaster via Retford opened on 4 September 1849. The immediate targets in the north were Leeds and York and this new line was opened in June 1850, at which time the agreement was formalised and in return the GNR agreed not to proceed with its own main line from Askern to York via Selby. During 1846 to 1849 George Turnbull was the resident engineer under William Cubitt for the London District of the Great Northern Railway, in December 1848 Turnbull was busy with the plans for Kings Cross station and passing the line under the Regents Canal. On 2 February 1849 the last capstone on Holloway Bridge was set in place, on 27 March the first brick for the South Mimms tunnel was laid by Edward Purser. The first brick of the East Barnet tunnel was laid on 23 April, there was much trouble with the cement in the Tottenham and South Mimms tunnels, Turnbull stopped the use of this cement — blue lias was substituted. Another of the engineers working under Cubitt was James Moore, who went on to design the first commercial railway in Australia for the Melbourne. On 7 August 1850, the line opened from a temporary station at Maiden Lane, London. The remaining section between Peterborough and Retford opened in 1852, as did the new London terminus at Kings Cross, Doncaster locomotive works opened in 1853, replacing temporary facilities at Boston. On 1 August 1854, the Leeds, Bradford and Halifax Junction Railway opened between Leeds and Bowling Junction near Bradford, because it had running powers over this line and a section of the LYR, the GNR obtained access to Bradford and Halifax. In 1857, the West Yorkshire Railway opened their line from Wakefield to Leeds via Ardsley. The GNR had running powers over this line and immediately began using it instead of the Midland line via Methley, also in 1857, the previously mentioned LB&HJR opened a direct line from Ardsley to Laisterdyke, near Bradford
10.
London and Brighton Railway
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The London and Brighton Railway was a railway company in England which was incorporated in 1837 and survived until 1846. Its railway runs from a junction with the London & Croydon Railway at Norwood - which gives it access from London Bridge and it runs from Norwood to the South Coast at Brighton, together with a branch to Shoreham-by-Sea. During the English Regency, and particularly after the Napoleonic Wars, Brighton rapidly became a social resort. A proposal by William James in 1823 to connect London with the ports of Shoreham, Rochester and Portsmouth by a line of Engine Railroad was largely ignored. However, about 1825 a company called The Surrey, Sussex, Hants, Wilts & Somerset Railway employed John Rennie to survey a route to Brighton, in 1829 Rennie was commissioned to survey two possible railway routes to Brighton. This latter route would have started at Kennington Park, however both of these schemes were abandoned due to lack of support in Parliament. These schemes were revived in 1835, which generated further proposals so that by 1836 there were six possible routes under consideration, joseph Gibbss from London Bridge via Croydon Nicholas Wilcox Cundys from Nine Elms, via Mitcham Leatherhead, Dorking, Horsham and Shoreham. Charles Vignoles from Elephant and Castle via Croydon, Merstham and Horsham, Robert Stephensons from the London and Southampton Railway at Wimbledon, then via Epsom, Mickleham, Dorking, Horsham and Shoreham. Eventually it became a battle between the supporters of Rennies direct route, and Stephensons, after prolonged campaigns by the supporters of the different proposals, a bill for Stephensons route was approved by the House of Commons in 1836, but was later rejected by the House of Lords. A Parliamentary Committee of Enquiry was established to consider the merits of all four schemes, the chairman of the committee moved that an Ordnance engineer should be appointed to survey all four routes. The proposal was agreed and a Captain Robert Alderson R. E. was engaged to do the work and he recommended the adoption of the Rennie direct route after Redhill. The final agreed route therefore consisted of a new line from a junction with the London and Croydon Railway at Norwood to Brighton with additional branches to Lewes and Shoreham. An Act for the construction of the line was passed in July 1837, the new company was also permitted to buy the track of the Croydon, Merstham and Godstone Iron Railway. The expenditure associated with the Parliamentary contest in choosing the route was estimated to be more than £193,000, the London and Croydon Railway line ran from London Bridge to West Croydon and was opened in 1839. The engineer for the Brighton extension was John Urpeth Rastrick, who began construction of the 4 ft 8 1⁄2 in line in 1838, by July 1840,6206 men,962 horses, five locomotives and seven stationary engines were employed. The railway also had a 1,475 ft long,96 ft high viaduct over the River Ouse near Balcombe, the Brighton - Shoreham branch was completed in May 1840, before the main line, as there were no significant civil engineering works on this section. Locomotives and rolling stock had to be transhipped by road for what was, in the first year, the main line was opened in two sections, since major earthworks delayed completion in one piece. The Norwood Junction - Haywards Heath section was opened on 12 July 1841, the branch line to Lewes authorised by the 1837 act was built 1844-46 by a separate company, the Brighton Lewes and Hastings Railway
11.
Grand Junction Railway
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The line built by the company was the first trunk railway to be completed in England, and arguably the worlds first long-distance railway with steam traction. Presently, the lines which comprised the GJR form the section of the West Coast Main Line. The GJR established its chief engineering works at Crewe, relocating there from Edge Hill and it began operation with a temporary Birmingham terminus at Vauxhall, The travelling post office where mail was sorted on a moving train was instituted on the Grand Junction Railway in January 1838. Using a converted horse-box, it was carried out at the suggestion of Frederick Karstadt, karstadts son was one of two mail clerks who did the sorting. The route between Curzon Street railway station and Vauxhall primarily consisted of the Birmingham Viaduct and it consisted of 28 arches, each 31 feet wide and 28 feet tall and crossed the River Rea. This being accomplished, what further improvement could be desired between London and Lancashire, in 1840 the GJR absorbed the Chester and Crewe Railway soon before it began operation. In 1845 the GJR merged with the Liverpool and Manchester Railway, in 1841 the company appointed Captain Mark Huish as the Secretary of the railway. Huish was ruthless in the development of the business and contributed significantly to the Companys success, the GJR was very profitable, paying dividends of at least 10% from its beginning and having a final capital value of more than £5. One locomotive, Columbine, is preserved at the Science Museum and this was GJR No.49 and LNWR No. In the 2007 adaptation of the television series Cranford, a line owned by the Grand Junction Railway is the subject of gossip when the railway line bypasses the village of Cranford. Grand Junction Railroad Notes References Bibliography Webster, Norman W. Britains First Trunk Line – the Grand Junction Railway, the Railways of Great Britain and Ireland Practically Described and Illustrated
12.
Great Western Railway
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The Great Western Railway was a British railway company that linked London with the south-west and west of England, the Midlands, and most of Wales. It was founded in 1833, received its enabling Act of Parliament on 31 August 1835, Goods wagons were painted red but this was later changed to mid-grey. Great Western trains included long-distance express services such as the Flying Dutchman, the Cornish Riviera Express and it also operated many suburban and rural services, some operated by steam railmotors or autotrains. The company pioneered the use of larger, more economic goods wagons than were usual in Britain and it operated a network of road motor routes, was a part of the Railway Air Services, and owned ships, docks and hotels. The Great Western Railway originated from the desire of Bristol merchants to maintain their city as the port of the country. The company was founded at a meeting in Bristol in 1833 and was incorporated by Act of Parliament in 1835. Isambard Kingdom Brunel, then aged twenty-nine, was appointed engineer and this was by far Brunels largest contract to date. Firstly, he chose to use a gauge of 7 ft to allow for the possibility of large wheels outside the bodies of the rolling stock which could give smoother running at high speeds. Secondly, he selected a route, north of the Marlborough Downs and this meant the line was not direct from to London to Bristol. From Reading heading west, the line would curve in a northerly sweep back to Bath, the first 22.5 miles of line, from Paddington station in London to Maidenhead Bridge station, opened on 4 June 1838. When Maidenhead Railway Bridge was ready the line was extended to Twyford on 1 July 1839, the cutting was the scene of a railway disaster two years later when a goods train ran into a landslip, ten passengers who were travelling in open trucks were killed. This accident prompted Parliament to pass the 1844 Railway Regulation Act requiring railway companies to provide carriages for passengers. The next section, from Reading to Steventon crossed the Thames twice, a 7. 25-mile extension took the line to Faringdon Road on 20 July 1840. Meanwhile, work had started at the Bristol end of the line, on 17 December 1840, the line from London reached a temporary terminus at Wootton Bassett Road west of Swindon and 80.25 miles from Paddington. The section from Wootton Bassett Road to Chippenham was opened on 31 May 1841, as was Swindon Junction station where the Cheltenham and Great Western Union Railway to Cirencester connected. That was an independent line worked by the GWR, as was the Bristol and Exeter Railway, in 1851, the GWR purchased the Kennet and Avon Canal, which was a competing carrier between London, Reading, Bath and Bristol. The GWR was closely involved with the C&GWUR and the B&ER, the South Wales Railway had opened between Chepstow and Swansea in 1850 and became connected to the GWR by Brunels Chepstow Bridge in 1852. It was completed to Neyland in 1856, where a port was established
13.
KFNB Minotaurus and Ajax
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Minotaurus and Ajax were acquired in 1841 to work the line between Vienna and Stockerau. They were a distinctively English design with inside cylinders, the two locomotives had to be disassembled for shipping. They were loaded onto carts and first shipped to Vienna, after which they were reassembled and they were used for both passenger and freight operations, especially transporting raw materials from Moravia and Silesia. Minotaurus was withdrawn from service in 1867 and used in the construction of the Moravian-Silesian Northern Railway, Ajax was given a new tender in 1847 and fitted with a replacement boiler in 1857. It was used until 1874 when it was withdrawn and stored in a locomotive shed and it was rediscovered and restored in 1909 for the railway line’s 70th anniversary celebration. It was then kept at the ‘Heizhaus’ at Strasshof an der Nordbahn until it was transferred to its present location at the Technisches Museum Wien in 1992 and it is described by the museum as ‘the oldest preserved steam locomotive on the European continent. ’
14.
Emperor Ferdinand Northern Railway
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The Emperor Ferdinand Northern Railway was the name of a former railway company during the time of the Austrian Empire. Its main line was supposed to connect Vienna with salt mines in Bochnia near Kraków, today, the term is still used to describe certain railway lines which were formerly operated by that company. The Nordbahn, or Kaiser Ferdinands-Nordbahn, was Austrias first steam railway company, the first track was built between Floridsdorf and Deutsch Wagram in 1837. The extension to Vienna was built in 1838, and the track through Břeclav to Brünn in 1839, the first train from Vienna arrived to Břeclav on 6. In 1841 it reached Přerov and Olomouc and in 1842 Lipník nad Bečvou, extension to Ostrava and Bohumín was finished in 1847. Nordbahn never directly reached Kraków or Bochnia, the first way to Kraków on rails via Bogumin, Kozle, and Mysłowice was served by the Prussian lines of Williams Railway and Upper Silesian Railway. The line from Mysłowice to Kraków was built by the Krákow, the Northern Railway company was nationalized in 1907. It also owned coal mines and other industry enterprises in Ostrava region. After the nationalization of its network, it continued its coal. Nordbahnhof was destroyed in World War II and rebuilt in 1962 along with the bridge across the Danube, today, the express trains going from Vienna to Brno leave from Wien Meidling railway station. Praterstern Station is only used for suburban and regional train lines and it caused quite a sensation, so it was watched and cheered by crowds of Viennese along its route
15.
Alexander Allan (locomotive engineer)
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Alexander Allan was a Scottish mechanical engineer. He was born at Montrose, Angus, in 1809 and died at Scarborough, from 1843 to 1853 he was Works Manager at the Crewe Works of the Grand Junction Railway, later London and North Western Railway, under Francis Trevithick. He later claimed the credit for designing the Crewe type locomotive with inclined cylinders and double frames, from 1853 to 1865 he was Locomotive Superintendent of the Scottish Central Railway. Allan was an member of the Institution of Mechanical Engineers in 1847. Allan made a number of inventions, including a slide valve. George Forrester and Company Locomotives of the London and North Western Railway London and North Western Railway Society Stuart, D. H. & Reed, Brian, The Crewe Type,1971
16.
Long Boiler locomotive
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The long boiler locomotive was the object of a patent by Robert Stephenson and the name became synonymous with the pattern. Its defining feature is that the firebox is placed behind the rearmost driving axle and this gives a long boiler barrel, with long fire-tubes. There is thus a generous heating area, giving a boiler that is both powerful and efficient. It is generally perceived that it arose out of attempts to match the power of broad gauge locomotives within the limitations of the gauge of Stephenson railways. Experiments at the North Midlands Derby Works showed temperatures as high as 773 °F, Stephenson extended the boiler, and hence the firetubes, from the usual nine feet to thirteen or fourteen feet. Placing tin in the smokebox, he found that it just began to melt, having tested the design on the North Midland line between Derby and Leeds, Stephenson took out a patent in 1842 for what he referred to as a Long Boiler engine. To protect his patent, he realised that he should not specify an exact length, meanwhile, the prevailing view was that the centre of gravity should be as low as possible, which limited the size of the driving wheels, and incidentally precluded the use of inside cylinders. The initial locomotives were of 2-2-2 wheel arrangement to accommodate the extra length, however, with the outside cylinders, the engines were extremely unsteady, swaying from side to side. This led Stephenson to bring the rear wheels forward in the 4-2-0 formation, such an engine was the Great A which took part in the Gauge Trials. This however, left the firebox behind the wheels and was limited in size. Moreover, the rigid chassis made bends difficult to negotiate. The classical long-boiler locomotive, then, was powerful but slow, typically of 0-6-0 arrangement, it was ideal for goods trains, one example surviving is the NER1001 Class. The opposite point of view was taken by John Gray, who designed a number of engines for the London and Brighton Railway. His engines were the inspiration for David Joy in his design for the Jenny Lind locomotive, which compensated for the size of its boiler by greater efficiency and a pressure of some 120 psi. The long boiler design, on the hand, was taken to its extreme by Thomas Russell Crampton in the Crampton locomotive which utilised a larger driving wheel by placing it behind the firebox. British Steam Locomotive Builders, London, Guild Publishing Ransome, P. J. G, the Victorian Railway and How it Evolved, London, Heinemann
17.
0-6-0
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This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders. In the United Kingdom, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod coupled driving wheels. The 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives, the type was also widely used for diesel switchers. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed and they are therefore mostly used on trains where high speed is unnecessary. The tank engine versions were used as switching locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct, however, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was adopted, particularly in the United Kingdom. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become common by the mid-1860s. 0-6-0 locomotives were amongst the first types to be used, the earliest recorded example was the Royal George, built by Timothy Hackworth for the Stockton and Darlington Railway in 1827. Derwent, a locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre. On most branch lines, though, larger and more powerful tank engines tended to be favoured, in New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4. The VR Class Vr1s were numbered 530 to 544,656 to 670 and 787 to 799 and they had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag, they were nicknamed Chicken, number 669 is preserved at the Finnish Railway Museum. The Vr4s were a class of four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951-1955. Finland’s tender locomotives were the classes C1, C2, C3, C4, C5, the Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926 and they were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland, the eighteen Class C2s were numbered 31 to 43 and 48 to 52
18.
Tank locomotive
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A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker to hold fuel, there are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler and this type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives, the first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank and these were E. B. Wilson and Company, William Fairbairn & Sons, George England, Kitson Thompson and Hewitson and William Bridges Adams. By the mid-1850s tank locomotives were to be performing a variety of main line and industrial roles. There are a number of types of locomotive, based on the location. These include the side tank, the tank, the pannier tank. A configuration very common in the U. K, the water is contained in rectangular tanks mounted on either side of the locomotive, near to the boiler but not quite touching. The tank sides extend down to the platform, if such is present. The length of side tanks was limited in order to give access to the inside motion. If it was desired to extend them to the front of the locomotive for greater capacity, with larger side tanks it was sometimes necessary to taper the tanks slightly at the front end to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, a few designs did reach to the front of the smokebox and these were termed flatirons. The water tank sits on top of the boiler like a saddle sits atop a horse, usually the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve, or even an ogee shape. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use and it gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. However, the locomotive has a centre of gravity and hence must operate at lower speeds. The drivers vision may also be restricted, again restricting the safe speed, Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However if the water becomes too hot, injectors lose efficiency, for this reason, the tanks often stopped short of the hotter and uninsulated smokebox
19.
London and Blackwall Railway
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It was operational from 1840 until 1926 and 1968, closing after the decline of inner Londons docks. Much of its infrastructure was reused as part of the Docklands Light Railway, the L&BR was leased by the Great Eastern Railway in 1866, but remained independent until absorbed into the London and North Eastern Railway at the 1923 Grouping. The length of the railway was to be 3.25 miles, although, because of the Act, Robert Stephenson had to follow Rennie’s route and use the obscure track gauge of 5 ft 1⁄2 in, he was free to choose his own method of propulsion. Drawing on his experience with the Camden Incline on the London, the railway was on brick arches as far as the West India Docks, and then on an embankment before entering a shallow cutting near the Blackwall terminus at Brunswick Wharf. The station there had a shed, and offices designed in an Italianate style by William Tite. The line opened on 6 July 1840, and the changed its name to the London and Blackwall Railway on completion of an extension to Fenchurch Street, just within the City boundary. Agreement between the L&BR and the ECR about operation of the services over the LBER could not be reached so the actual junction was not completed. An interchange station called Victoria Park and Bow was opened but the ECR stopped few services there so most services terminated at Bromley, services were withdrawn from Victoria Park and Bow on 6 January 1851. It was joined to the new London, Tilbury and Southend Railway at Gas Factory Junction in 1858, in 1852 the North London Railway had linked up with the L&BR at Poplar, and Fenchurch Street became the terminus for that line until Broad Street opened in 1865. In 1871 another branch line, the Millwall Extension Railway, opened from Millwall Junction to Millwall Docks to serve the West India Docks better, a year later the line was extended to North Greenwich, near the site of the original Island Gardens DLR station. In 1893 the Fenchurch Street-Stepney line was widened to four tracks, but by the turn of the traffic to Blackwall. Passenger services east of Stepney to North Greenwich and Blackwall were withdrawn on 3 May 1926 as a result of competition from trams. John Betjeman in his book First and Last Loves, wrote of a journey on the L&BR Those frequent, the minor stations at Leman Street and Shadwell were closed in 1941 as wartime economy measures. The junction at Stepney was disconnected in 1951, so that the remaining access to the Blackwall Branch was from the LBER via the Limehouse Curve. When the Docklands Light Railway opened in 1987, it reused much of the L&BR line between Minories and Westferry Road, as built the line was 3½ miles long, with two bi-directional tracks operated independently of each other. At the opening only one track was complete and the other was not brought into use one month later. Each track had a length of hemp rope, as an engine was winding in from one end an equivalent length of rope was being paid out at the other. Fourteen miles of rope, with metal swivels inserted at intervals to resist entanglements, were therefore required
20.
London and North Western Railway
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The London and North Western Railway was a British railway company between 1846 and 1922. In the late 19th century the L&NWR was the largest joint stock company in the world, the company was formed on 16 July 1846 by the amalgamation of the Grand Junction Railway, London and Birmingham Railway and the Manchester and Birmingham Railway. This move was prompted in part by the Great Western Railways plans for a railway north from Oxford to Birmingham, the company initially had a network of approximately 350 miles, connecting London with Birmingham, Crewe, Chester, Liverpool and Manchester. The headquarters were at Euston railway station, as traffic increased it was greatly expanded with the opening in 1849 of the Great Hall, designed by Philip Charles Hardwick in classical style. It was 126 ft long,61 ft wide and 64 ft high, the station stood on Drummond Street. Further expansion resulted in two platforms in the 1870s, and four more in the 1890s, bringing the total to 15. The LNWR described itself as the Premier Line, as the largest joint stock company in the United Kingdom, it collected a greater revenue than any other railway company of its era. With the Grand Union Railway acquisition of the North Union Railway in 1846, in 1858 they merged with the Chester and Holyhead Railway and became responsible for the lucrative Irish Mail trains via the North Wales Main Line to Holyhead and handled the Irish Mail. On 1 February 1859 the company launched the limited mail service, the Postmaster General was always willing to allow a fourth coach provided the increased weight did not cause time to be lost in running. The train was timed to leave Euston at 20.30 and operated until the GPO instituted its own post train, wholly of Post Office vehicles, on 1 October 1873 the first sleeping carriage ran between Euston and Glasgow, attached to the limited mail. It ran three nights a week in each direction, on 1 February 1874 a second carriage was provided and the service ran every night. In 1860 the company pioneered the use of the water trough designed by John Ramsbottom and it was introduced on a section of level track at Mochdre, between Llandudno Junction and Colwyn Bay. At the core of the LNWR system was the main line network connecting London Euston with the cities of Birmingham, Liverpool and Manchester. This route is known as the West Coast Main Line. The LNWR also had a line connecting Liverpool and Manchester with Leeds. At its peak just before World War I, it ran a route mileage of more than 1,500 miles, in 1913 the company achieved a total revenue of £17,219,060 with working expenses of £11,322,164. With this, the LNWR achieved a route mileage of 2,707.88 miles, the LNWR became a constituent of the London, Midland and Scottish railway when the railways of Great Britain were merged in the grouping of 1923. Ex-LNWR lines formed the core of the LMSs Western Division, nationalisation followed in 1948, with the English and Welsh lines of the LMS becoming the London Midland Region of British Railways
21.
Earlestown
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Earlestown forms the western part of Newton-le-Willows, a town in the Metropolitan Borough of St Helens, in Merseyside, England. At the 2001 Census the population was recorded as 10,274, historically within Lancashire, Earlestown is named after Hardman Earle who was the Chairman of the London and North Western Railway. In July 1831, the Warrington and Newton railway was opened, less than 6 months after the Liverpool and Manchester railway began service. A railway station was built at the junction of the two railways, a mile west of the town of Newton in Makerfield, now Newton-le-Willows and was given the name Newton Junction. A locomotive and wagon works was built just west of the station, in 1837, the name of the station was changed to Earlestown. Locomotive building was concentrated in another area within Newton le Willows, by 1900 it was producing 4,000 new wagons, with 13,000 major repairs, along with 200 new horse-drawn vehicles. At amalgamation into the LMS, mass production methods were introduced, the works provided all of the railways needs for ironwork, and continued into the first half of the 20th century. At the 1963 rationalisation of British Railways, Earlestown was closed, Earlestown owes its location - indeed its existence - to the Liverpool to Manchester railway. Other industries followed and significant employers in the town included the Sankey Sugar works, additionally, the Lyme and Wood pits - located in neighbouring Haydock - at either end of what is now the slag heaps - employed hundreds of men between them. The sugar works closed some years ago Simon Vickers remains but employing a fraction of the workforce of times gone by, Newton-le-Willows has held a market by Royal Charter since the 16th century. Today trading takes place on Friday, with a mixed flea market/car boot sale every Saturday, the Saturday Market features many regular traders selling tools, clothing, antiques, records, DVDs, model railways, wartime memorabilia as well as cheap house clearance and bric-a-brac. Earlestown has a town hall, fronted by a war memorial. In 1962 the Beatles visited Earlestown for a gig and played at the town hall. On the same night Newton Boys Club on Graffton Street was opened by Frankie Vaughan for the local community, http, //www. beatlesbible. com/1962/11/30/live-town-hall-newton-le-willows/ Another significant building included the art-deco former Curzon cinema which was demolished in January 2010. The old railway ticket office remains which has fallen into disrepair, there are a range traditional pubs social clubs, a lively music venue called The L. G. M and a nightclub called Chasers. However, when first opened the club was originally called Astleys after Newton-le-Willows-born, Earlestown is well served by many fast food outlets offering a good range of Indian and Chinese dishes as well as fish and chips and the ubiquitous McDonalds. Most of the restaurants are curry houses, Earlestowns curry quarter-of-a-mile on Queen Street has three Indian restaurants and a Tandoori take-away. Newton-le-Willows is part of the Parliamentary constituency of St Helens North, at the 2005 general election, David Watts was re-elected to this seat
