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.
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
5.
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
6.
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
7.
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
8.
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
9.
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
10.
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
