1.
Liverpool and Manchester Railway
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The Liverpool and Manchester Railway was a railway opened on 15 September 1830 between the Lancashire towns of Liverpool and Manchester in the United Kingdom. Jervis of the Delaware and Hudson Railway some years later wrote, as opening the epoch of railways which has revolutionised the social and commercial intercourse of the civilized world. Trains were hauled by steam locomotives between the two towns, though private wagons and carriages were allowed. Cable haulage of trains was down the steeply-graded 1. 26-mile Wapping Tunnel to Liverpool Docks from Edge Hill junction. The railway was built to provide faster transport of raw materials, finished goods. The Liverpool and Manchester Railway was the first public transport system on land which did not use animal traction power. Up to then, the rail systems for public use had been, Horse-drawn plateways, such as the Lake Lock Railroad, Surrey Iron Railway. Railways that used a mix of steam and horse-drawn traffic, such as the Stockton and Darlington Railway, or a mix of cable and horse haulage, often described as the Grand British Experimental Railway the success or failure of which would decide plans for all future railways. The L&MR was intended to achieve cheap transport of raw materials, finished goods, huge tonnages of textile raw material were imported through Liverpool and carried to the textile mills near the Pennines where water and then steam power enabled the production of the finished cloth. There was support for the railway from the towns at either end, the original promoters are usually acknowledged to be Joseph Sandars, a rich Liverpool corn merchant, and John Kennedy, then owner of the largest spinning mill in Manchester. They were influenced to do this by William James, now something of a forgotten figure, James was a land surveyor who had made a fortune in property speculation. He advocated a national network of railways, based upon what he had seen of the development of colliery lines, the Liverpool and Manchester Railway Company was founded on 24 May 1823. It was established by Henry Booth, who became its secretary and treasurer, along with merchants from Liverpool. Charles Lawrence was the Chairman, Lister Ellis, Robert Gladstone, John Moss, a bill presented in 1825 to Parliament was rejected, but it passed in May the following year. In Liverpool 172 people took 1,979 shares, in London 96 took 844, the Marquess of Stafford had 1,000, giving 308 shareholders with 4,233 shares. The initial survey for the line was carried out by William James and, Robert Stephenson departed for South America and William James became bankrupt. Consequently, in 1824 George Stephenson was appointed engineer in their place, by this time, he was taking on too much. As Robert was absent, George left checking the survey to subordinates, upon presentation to Parliament in 1825 it was shown to be inaccurate
2.
Rainhill
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Rainhill is a large village and civil parish within the Metropolitan Borough of St Helens, in Merseyside, England. The population of the parish taken at the 2011 census was 10,853. Historically part of Lancashire, Rainhill was formerly a township within the parish of Prescot. Following the Local Government Act 1894, it part of the Whiston Rural District. The Rainhill Trials of 1829 resulted in the selection of Stephensons Rocket as the worlds first modern steam locomotive, Rainhill has been recorded since Norman times but its name is believed to come from the Old English personal name of Regna or Regan. It is thought that around the time of the Domesday Book that Rainhill was a part of one of the townships within the Widnes fee. Recordings have shown that in the year of 1246, Roger of Rainhill died, one half was centred on the now standing Rainhill Manor public house, see Rainhill Stoops below, and the other centred on Rainhill Hall, just off Blundells Lane. Towards the end of the 18th century, four Catholic sons of a farmer, the names of the brothers were Joseph, Francis, Peter and Bartholomew Bretherton. In 1800, Bartholomew decided to break into the coaching business, the partnership that he had with one or two of his brothers quickly built up and by 1820, he had the bulk of the coaching trade of Liverpool. He was running coaches to and from Manchester fourteen times a day from the Saracens Head in Dale Street, Bartholomew had begun to purchase land in Rainhill, and in 1824, he bought the Manor of Rainhill from Dr James Gerrard of Liverpool. By 1830, he owned over 260 acres around Rainhill, in 1824, across the road from the stables, he built Rainhill House and laid out beautiful gardens around it. Today, this house is known as Loyola Hall, and has served as a run by the Society of Jesus since 1923. The winner was the Rocket, designed by George Stephenson, in 1979 the 150th anniversary of the trials was celebrated by a cavalcade of trains through the ages, including replicas of the winner and runner-up in the trials. During the Victorian era, Rainhill was the location of a mass murderer. In March 1892, the bodies of a woman and her four children were discovered buried under the floor of Dinham Villa, Lawton Road. The series of events led to this gruesome discovery began with a marriage in St. Anns Church. Miss Emily Mather married Frederick Bailey Deeming, who called himself Albert Williams, the couple emigrated to Melbourne, where Deeming murdered his wife and buried her under the floor of their kitchen. Victoria Police contacted Scotland Yard, who, as a result of information passed onto them, made a search of Dinham Villa, marie Deeming, however, was his first wife
3.
Lancashire
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Lancashire is a non-metropolitan ceremonial county in north west England. The county town is Lancaster although the administrative centre is Preston. The county has a population of 1,449,300, people from Lancashire are known as Lancastrians. The history of Lancashire begins with its founding in the 12th century, in the Domesday Book of 1086, some of its lands were treated as part of Yorkshire. The land that lay between the Ribble and Mersey, Inter Ripam et Mersam, was included in the returns for Cheshire, when its boundaries were established, it bordered Cumberland, Westmorland, Yorkshire, and Cheshire. Lancashire emerged as a commercial and industrial region during the Industrial Revolution. Liverpool and Manchester grew into its largest cities, dominating global trade, the county contained several mill towns and the collieries of the Lancashire Coalfield. By the 1830s, approximately 85% of all cotton manufactured worldwide was processed in Lancashire, Accrington, Blackburn, Bolton, Burnley, Bury, Chorley, Colne, Darwen, Manchester, Nelson, Oldham, Preston, Rochdale and Wigan were major cotton mill towns during this time. Blackpool was a centre for tourism for the inhabitants of Lancashires mill towns, the detached northern part of Lancashire in the Lake District, including the Furness Peninsula and Cartmel, was merged with Cumberland and Westmorland to form Cumbria. Lancashire lost 709 square miles of land to other counties, about two fifths of its area, although it did gain some land from the West Riding of Yorkshire. Today the county borders Cumbria to the north, Greater Manchester and Merseyside to the south and North and West Yorkshire to the east, with a coastline on the Irish Sea to the west. The county palatine boundaries remain the same with the Duke of Lancaster exercising sovereignty rights, including the appointment of lords lieutenant in Greater Manchester, the county was established in 1182, later than many other counties. During Roman times the area was part of the Brigantes tribal area in the zone of Roman Britain. The towns of Manchester, Lancaster, Ribchester, Burrow, Elslack, in the centuries after the Roman withdrawal in 410AD the northern parts of the county probably formed part of the Brythonic kingdom of Rheged, a successor entity to the Brigantes tribe. During the mid-8th century, the area was incorporated into the Anglo-Saxon Kingdom of Northumbria, in the Domesday Book, land between the Ribble and Mersey were known as Inter Ripam et Mersam and included in the returns for Cheshire. Although some historians consider this to mean south Lancashire was then part of Cheshire and it is also claimed that the territory to the north formed part of the West Riding of Yorkshire. It bordered on Cumberland, Westmorland, Yorkshire, and Cheshire, the county was divided into hundreds, Amounderness, Blackburn, Leyland, Lonsdale, Salford and West Derby. Lonsdale was further partitioned into Lonsdale North, the part north of the sands of Morecambe Bay including Furness and Cartmel
4.
Merseyside
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Merseyside is a metropolitan county in North West England, with a population of 1.38 million. Merseyside, which was created on 1 April 1974 as a result of the Local Government Act 1972, Merseyside spans 249 square miles of land which border Lancashire, Greater Manchester, Cheshire and the Irish Sea to the west. North Wales is across the Dee Estuary, there is a mix of high density urban areas, suburbs, semi-rural and rural locations in Merseyside, but overwhelmingly the land use is urban. For the 12 years following 1974 the county had a system of local government. The county council was abolished in 1986, and so its districts are now effectively unitary authority areas, Merseyside is joined by the neighbouring borough of Halton to form the Liverpool City Region, which together forms a local enterprise partnership and combined authority area. Further areas, including Widnes and Runcorn, were added to the Special Review Area by Order in 1965, draft proposals were published in 1965, but the commission never completed its final proposals as it was abolished in 1966. This would have included four districts, Southport/Crosby, Liverpool/Bootle, St. Helens/Widnes, in 1970 the Merseyside Passenger Transport Executive was set up, covering Liverpool, Sefton, Wirral and Knowsley, but excluding Southport and St. Helens. The Redcliffe-Maud Report was rejected by the incoming Conservative Party government, a White Paper was published in 1971. The Local Government Bill presented to Parliament involved a substantial trimming from the White Paper, excluding the northern and southern fringes of the area, excluding Chester, following the creation of Merseyside, Merseytravel expanded to take in St Helens and Southport. Between 1974 and 1986 the county had a system of local government with the five boroughs sharing power with the Merseyside County Council. However, in 1986 the government of Margaret Thatcher abolished the county council along with all other county councils. The eastern part of Merseyside borders onto Lancashire to the north, Greater Manchester to the east, the territory comprising the county of Merseyside previously formed part of the administrative counties of Lancashire and Cheshire. The two parts are linked by the two Mersey Tunnels, the Wirral Line of Merseyrail, and the Mersey Ferry, to express location within the Merseyside area by the preposition on – thus on Merseyside as opposed to in Merseyside – was traditionally the more usual. Therefore, more recent usage tends to draw distinctions between the geographical Merseyside – for which on is considered appropriate – and the Metropolitan county of Merseyside, Merseyside contains the metropolitan boroughs of Liverpool, Knowsley, Sefton, St. Helens and Wirral. This is a chart of trend of gross value added of Merseyside at current basic prices published by Office for National Statistics with figures in millions of British Pounds Sterling. This also has a usage by some local authorities and organisations and is used by Geographers A-Z Map Company for their Merseyside Street Atlas. However, a separate City region, comprising Merseyside and Halton, has official recognition as being Greater Merseyside. Halton also forms part of the Merseyside NUTS region, List of Lord Lieutenants of Merseyside List of High Sheriffs of Merseyside 1911 Liverpool general transport strike List of Sites of Special Scientific Interest in Merseyside Dickinson, Joseph
5.
Stephenson's Rocket
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Stephensons Rocket was the early steam locomotive of 0-2-2 wheel arrangement. It was built for, and won, the Rainhill Trials held by the Liverpool & Manchester Railway in 1829 to choose the best design to power the railway. Rocket was designed by Robert Stephenson in 1829, and built at the Forth Street Works of his company in Newcastle upon Tyne. Though the Rocket was not the first steam locomotive, it was the first to bring together several innovations to produce the most advanced locomotive of its day. It is the most famous example of a design of locomotives by Stephenson that became the template for most steam engines in the following 150 years. The locomotive was preserved and is now on display in the Science Museum in London, the locomotive had a tall smokestack chimney at the front, a cylindrical boiler in the middle, and a separate firebox at the rear. The large front pair of wheels was driven by two external cylinders set at an angle. The smaller rear wheels were not coupled to the driving wheels, Stephenson designed Rocket for the Rainhill trials, and the specific rules of that contest. As the first railway intended for more than freight, the rules emphasised speed and would require reliability. Six-wheeled locomotives were limited to six tons, four-wheeled locomotives to four, in particular, the weight of the train expected to be hauled was to be no more than three times the actual weight of the locomotive. Stephenson realised that whatever the size of successful locomotives, this new contest would favourites a fast. Stephensons most visible decision was to use a pair of driving wheels. This was the first 0-2-2 and first single driver locomotive, the use of single drivers gave several advantages. The weight of coupling rods was avoided and the second axle could be smaller and lightweight, Rocket uses a multi-tubular boiler design. Previous locomotive boilers consisted of a pipe surrounded by water. Rocket has 25 copper fire-tubes that carry the hot exhaust gas from the firebox, through the wet boiler to the blast pipe and this arrangement resulted in a greatly increased surface contact area of hot pipe with boiler water when compared to a single large flue. Additionally, radiant heating from the enlarged separate firebox helped deliver an increase in steaming. The original innovator of multiple fire-tubes is unclear, between Stephenson and Marc Seguin and it is known that Seguin visited Stephenson to observe Locomotion and that he also built two multi-tubular locomotives of his own design for the Saint-Étienne–Lyon railway before Rocket
6.
Stationary steam engine
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Stationary steam engines are fixed steam engines used for pumping or driving mills and factories, and for power generation. Table engines have the crosshead above the cylinder and the crankshaft below. Horizontal engines have a horizontal cylinder, vertical engines have a vertical cylinder. Inclined engines have an inclined cylinder, Stationary engines may be classified by secondary characteristics as well, High-speed engines are distinguished by fast-acting valves. Corliss engines are distinguished by special rotary valve gear, uniflow engines have admission valves at the cylinder heads and exhaust ports at the midpoint. When stationary engines had multiple cylinders, they could be classified as, Simple engines, compound engines which use the exhaust from high-pressure cylinders to power low-pressure cylinders. This could be done with a plate that acted as a heat sink. Stationary engines may also be classified by their application, Pumping engines are found in pumping stations, mill engines to power textile mills Winding engines power various types of hoists. Refrigeration engines are coupled to ammonia compressors. A. and Watkins, George, The Industrial Archaeology of the Stationary Steam Engine, London,1976, ISBN 0-7139-0604-9 Hills, power from Steam, A History of the Stationary Steam Engine. Roberts, A S. Arthur Roberts Engine List
7.
Steam locomotive
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A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
8.
John Urpeth Rastrick
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John Urpeth Rastrick was one of the first English steam locomotive builders. Rastrick was born in Morpeth, Northumberland, to John Rastrick and he attended local public schools, at age 15, in 1795 he was apprenticed in his fathers engineering practice. In 1802 he was hired by the Ketley Iron Works in Shropshire, after five years at Ketley, Rastrick partnered with John Hazledine, in Bridgnorth, Shropshire. He also produced equipment for Trevithicks abortive South American adventure. On 1 April 1814, he was awarded UK patent number 3,799 for his engine design. Rastrick oversaw the construction of the Wye bridge at Chepstow, which opened in 1816, the partnership between Rastrick and Hazledine was a troubled one, ending in a dispute in 1817. He worked independently for a period, but in 1819 he formed a partnership with James Foster. The new company manufactured a range of products from blast furnaces. In 1822 Rastrick became the engineer for the Stratford and Moreton Tramway, the partnership was also responsible for the first steam locomotives for the Delaware and Hudson Canal Company, the Stourbridge Lion in 1829. In 1829 Rastrick was commissioned with James Walker to report on the economics of using either rope haulage or locomotives on the new Liverpool, after extensive travels to view the early railways of the age their report favoured rope haulage on economic grounds. They did however include the rider that there were benefits to locomotive haulage not least their probable technical improvement. Given such a judgement, the directors of the company decided to hold a competition to test the locomotives on offer. Rastrick was one of three judges at the Rainhill Trials of 1829 which conclusively proved the benefits of Stephensons Rocket locomotive, Rastricks diaries and notebook of the trial are valuable records of the performance of locomotives of that era. Rastrick left the Foster, Rastrick & Co partnership in 1831 to become an independent civil engineer, and he then worked on numerous railway projects of the period and in 1835 worked with John Rennie the Younger to obtain parliamentary approval for the London and Brighton Railway. He then became consultant engineer, overseeing the construction over difficult terrain. He was involved with the design and construction of the Merstham, Balcombe, Clayton and Patcham Tunnels, Rastrick retired from active life in 1847, moving to Sayes Court, Addlestone, Chertsey in Surrey which was an eight-bedroom mansion in 25 acres of grounds. His death occurred there on 1 November 1856 and he is buried at Brighton Extra Mural Cemetery. During his partnership with John Hazledine, Rastrick married Sarah Jervis on 24 December 1810 at Codsall, joseph emigrated to New Zealand and founded a line of builders, engineers and architects
9.
Nicholas Wood
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Nicholas Wood FRS was an English colliery and steam locomotive engineer. Nicholas Wood was born at Sourmires, in the parish of Ryton, then in County Durham, Nicholas Senior was the mining engineer at Crawcrook colliery. Nicholas Junior attended the school at Crawcrook and started work in 1811 at Killingworth Colliery as an apprentice colliery viewer under the guidance of Ralph Dodds. Wood eventually became the viewer, or colliery manager, of Killingworth Colliery in 1815 and he also carried out in 1818 a series of experiments on rolling resistance, lubrication and laminated steel springs of locomotives. Wood and Stephenson remained in contact throughout their lives, and George Stephenson even sent his son, Robert Stephenson, to work as Woods apprentice. He republished his book, considerably enlarged by reports and discussion of the trials, a third edition appeared in 1838. In 1832 he was involved in the building of the Newcastle and Carlisle Railway and in 1845 became a director of the Newcastle, Wood was also given an opportunity to display his geological knowledge of Northumberland when the Society for the Diffusion of Useful Knowledge held a session in Newcastle. This would lead to Wood becoming one of the men who founded the North of England Institute of Mining, later to become the North of England Institute of Mining and Mechanical Engineers. In 1844 Wood became a partner in the company that owned Hetton Colliery and he also had a vested interests in a number of other local collieries and businesses. Following the introduction of the Mines Inspection Act of 1850 he was appointed President of the newly formed North of England Institute of Mining Engineers and he campaigned for a College of Science in Newcastle which eventually came to fruition after his death, and was the forerunner to Newcastle University. In 1857, he published a work on mining safety, On the conveyance of coals underground in pits. In 1864 Wood was made a Fellow of the Royal Society and he married Maria Lindsay of Alnwick in 1827, they had four sons and three daughters. In declining health for months, he died while visiting London for medical consultations on 19 December 1865. His four sons all made names for themselves in the industry, the youngest, Sir Lindsay Wood, becoming chairman of Hetton Collieries after his fathers death. In 1871, in honour of Nicholas Wood, the Neville Hall within the North of England Institute of Mining Mechanical Engineers was renamed the Wood Memorial Hall. Planned to open on 5 August 1871, on the anniversary of its foundation. The Hall was successfully reopened on 2 July 1872, and was considered by many of the members to be a testimonial to the memory of Nicholas Wood. Within the building, there is a statue of Nicholas Wood presiding over the library
10.
Stockton and Darlington Railway
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The Stockton and Darlington Railway was a railway company that operated in north-east England from 1825 to 1863. The worlds first public railway to use steam locomotives, its first line connected collieries near Shildon with Stockton-on-Tees and Darlington, the movement of coal to ships rapidly became a lucrative business, and the line was soon extended to a new port and town at Middlesbrough. While coal waggons were hauled by locomotives from the start. The S&DR was involved in the building of the East Coast Main Line between York and Darlington, but its expansion was at Middlesbrough Docks and west into Weardale. At the beginning of the 1860 it took over railways that had crossed the Pennines to join the West Coast Main Line at Tebay and Clifton, near Penrith. The opening of the S&DR was seen as proof of the effectiveness of steam railways, much of the original route is now served by the Tees Valley Line, operated by Northern. Coal from the mines in southern County Durham was taken away on packhorses. A canal was proposed by George Dixon in 1767 and again by John Rennie in 1815, a few years later a canal was proposed on a route that bypassed Darlington and Yarm, and a meeting was held in Yarm to oppose the route. The Welsh engineer George Overton was consulted, and he advised building a tramroad, Overton carried out a survey and planned a route from the Etherley and Witton Collieries to Shildon, and then passing to the north of Darlington to reach Stockton. Approximately two-thirds of the shares were sold locally, and the rest were bought by Quakers nationally, the promoters lodged a bill on 30 September 1820, the route having changed again as agreement had not been reached with Viscount Barrington about the line passing over his land. The railway was unopposed this time, but the bill failed to enter the committee stage as the required four-fifths of shares had not been sold. Pease subscribed £7,000, from time he had considerable influence over the railway. Concerned about Overtons competence, Pease asked George Stephenson, an experienced enginewright of the collieries of Killingworth, the committee designed a seal, showing waggons being pulled by a horse, and adopted the Latin motto Periculum privatum utilitas publica. By 23 July 1821 it had decided that the line would be a railway with edge rails, rather than a plateway, Stephenson recommended using malleable iron rails, even though he owned a share of the patent for the alternative cast iron rails, and both types were used. Overton had kept himself available, but had no further involvement, on 23 May 1822 a ceremony at Stockton celebrated the laying of the first track, the rails 4 feet 8 inches apart, the same gauge used by Stephenson on his Killingworth Railway. Stephenson advocated the use of locomotives on the line. Pease visited Killingworth in mid-1822 and the directors visited Hetton colliery railway, a new bill was presented, requesting Stephensons deviations from the original route and the use of loco-motives or moveable engines, and this received assent on 23 May 1823. The line included embankments up to 48 feet high, and Stephenson designed an iron bridge to cross the River Gaunless
11.
Nuremberg Transport Museum
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The Nuremberg Transport Museum is based in Nuremberg, Germany, and consists of the Deutsche Bahns own DB Museum and the Museum of Communications. It also has two satellite museums at Koblenz-Lützel and Halle, the Nuremberg Transport Museum is one of the oldest technical history museums in Europe. In February 2007 the official name of the DB Museum became the Company Museum of the Deutsche Bahn AG and it is a milestone on the European Route of Industrial Heritage. The forerunner of the present-day DB Museum was opened in 1899 as a royal Bavarian railway museum, today it is a company museum belonging to the Deutsche Bahn and portrays, amongst other things, the history of the railways. The present building was built in 1925, on 1 July 1996, the Deutsche Bahn AG took over the museum from the Deutsche Bundesbahn for the symbolic purchase price of one deutschmark. At the same time Dr. Jürgen Franzke, previously head of the Museum of Industrial Culture in Nuremberg, was appointed as the museums chief, the DB AG planned at that time to invest 6 million DM up to the museums centenary year. The museum also owns a range of vehicles that can be used for special rail services. A further attraction of the museum is its collection of 160,1,10 scale models occupying 1000 square metres of the museum and these models have been built over the years since the end of the 19th century and are very finely detailed. The first were made in 1882 by apprentices of the Royal Bavarian State Railways, the museum also offers a walk-through tunnel, a level crossing, signals and points that can be operated, models equipped with sound and light and simulators. A model railway covering an area of 80 m² is used to demonstrate prototypical railway operations, during museum opening hours there is a ten-minute demonstration hourly, on the half-hour, with explanations of the key concepts of railway operating. The layout, built between 1960 and 1970, is worked using control panels with a total of some 5000 relays, in the main building of the DB Museum there is a library with about 40,000 titles on railway subjects. The Präsenzbibliothek can be visited by appointment free of charge on workdays, on the evening of 17 October 2005 much of the roundhouse of the museum, less its steel frame, was burnt to the ground. It was there that the DB Museum had stabled operational locomotives for which room could not be found in the museum, a 1935 working replica of the Adler, a locomotive from the first German railway between Nuremberg and Fürth, was badly damaged by the blaze. Apprentices and experienced specialists rebuilt the engine in the Meiningen Steam Locomotive Works, after two years of reconstruction the Adler was once again ready for operations in October 2007 and returned to the Nurember Transport Museum on 23 November 2007. Federal Government MPs, members of the DB AG management and the Bavarian minister-president, Beckstein, a further, non-operational,1953 replica is displayed in the museum. A total of 24 historical engines and wagons went up in smoke, in the long term, the steam engines should be repairable, as should the E75. The damaged diesel engines and railbuses, due to their construction, were irreparable and were scrapped by July 2006. The burnt out and partly collapsed locomotive shed was torn down, several locos were sold or loaned to railway museums for restoration
12.
Nuremberg
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Nuremberg is a city on the river Pegnitz and the Rhine–Main–Danube Canal in the German state of Bavaria, in the administrative region of Middle Franconia, about 170 kilometres north of Munich. It is the second-largest city in Bavaria, and the largest in Franconia, the population as of February 2015, is 517,498, which makes it Germanys fourteenth-largest city. The urban area also includes Fürth, Erlangen and Schwabach with a population of 763,854. The European Metropolitan Area Nuremberg has ca.3.5 million inhabitants, Nuremberg was, according to the first documentary mention of the city in 1050, the location of an Imperial castle between the East Franks and the Bavarian March of the Nordgau. From 1050 to 1571, the city expanded and rose dramatically in importance due to its location on key trade routes, Nuremberg is often referred to as having been the unofficial capital of the Holy Roman Empire, particularly because Imperial Diet and courts met at Nuremberg Castle. The Diets of Nuremberg were an important part of the structure of the empire. The increasing demand of the court and the increasing importance of the city attracted increased trade. Nuremberg soon became, with Augsburg, one of the two great trade centers on the route from Italy to Northern Europe. In 1298, the Jews of the town were accused of having desecrated the host, behind the massacre of 1298 was also the desire to combine the northern and southern parts of the city, which were divided by the Pegnitz. The Jews of the German lands suffered many massacres during the plague years, in 1349, Nurembergs Jews were subjected to a pogrom. They were burned at the stake or expelled, and a marketplace was built over the former Jewish quarter, the plague returned to the city in 1405,1435,1437,1482,1494,1520 and 1534. Charles was the patron of the Frauenkirche, built between 1352 and 1362, where the Imperial court worshipped during its stays in Nuremberg. Charles IV conferred upon the city the right to conclude alliances independently, frequent fights took place with the burgraves without, however, inflicting lasting damage upon the city. Through these and other acquisitions the city accumulated considerable territory, the Hussite Wars, recurrence of the Black Death in 1437, and the First Margrave War led to a severe fall in population in the mid-15th century. During the Middle Ages, Nurembergs literary culture was rich, varied, the cultural flowering of Nuremberg, in the 15th and 16th centuries, made it the centre of the German Renaissance. In 1525, Nuremberg accepted the Protestant Reformation, and in 1532, during the 1552 revolution against Charles V, Nuremberg tried to purchase its neutrality, but the city was attacked without a declaration of war and was forced into a disadvantageous peace. The state of affairs in the early 16th century, increased trade routes elsewhere, frequent quartering of Imperial, Swedish and League soldiers, the financial costs of the war and the cessation of trade caused irreparable damage to the city and a near-halving of the population. In 1632, the city, occupied by the forces of Gustavus Adolphus of Sweden, was besieged by the army of Imperial general Albrecht von Wallenstein, the city declined after the war and recovered its importance only in the 19th century, when it grew as an industrial centre
13.
Science Museum, London
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The Science Museum is a major museum on Exhibition Road in South Kensington, London. It was founded in 1857 and today is one of the major tourist attractions. Like other publicly funded museums in the United Kingdom, the Science Museum does not charge visitors for admission. Temporary exhibitions, however, may incur an admission fee and it is part of the Science Museum Group, having merged with the Museum of Science and Industry in Manchester in 2012. It included a collection of machinery which became the Museum of Patents in 1858, and this collection contained many of the most famous exhibits of what is now the Science Museum. In 1883, the contents of the Patent Office Museum were transferred to the South Kensington Museum, in 1885, the Science Collections were renamed the Science Museum and in 1893 a separate director was appointed. The Art Collections were renamed the Art Museum, which became the Victoria. When Queen Victoria laid the stone for the new building for the Art Museum, she stipulated that the museum be renamed after herself. On 26 June 1909 the Science Museum, as an independent entity, the Science Museums present quarters, designed by Sir Richard Allison, were opened to the public in stages over the period 1919–28. This building was known as the East Block, construction of which began in 1913, as the name suggests it was intended to be the first building of a much larger project, which was never realized. It also contains hundreds of interactive exhibits, a recent addition is the IMAX 3D Cinema showing science and nature documentaries, most of them in 3-D, and the Wellcome Wing which focuses on digital technology. Entrance has been free since 1 December 2001, the museum houses some of the many objects collected by Henry Wellcome around a medical theme. The fourth floor exhibit is called Glimpses of Medical History, with reconstructions, the fifth floor gallery is called Science and the Art of Medicine, with exhibits of medical instruments and practices from ancient days and from many countries. The collection is strong in clinical medicine, biosciences and public health, the museum is a member of the London Museums of Health & Medicine. The Science Museum has a library, and until the 1960s was Britains National Library for Science, Medicine. It holds runs of periodicals, early books and manuscripts, and is used by scholars worldwide and it was, for a number of years, run in conjunction with the Library of Imperial College, but in 2007 the Library was divided over two sites. The Imperial College library catalogue search system now informs searchers that volumes formerly held there are Available at Science Museum Library Swindon Currently unavailable, a new Research Centre with library facilities is promised for late 2015 but is unlikely to have book stacks nearby. The Science Museums medical collections have a scope and coverage
14.
Cycloped
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Cycloped was an early horse-powered locomotive, built by Thomas Shaw Brandreth of Liverpool, which competed unsuccessfully in the Rainhill Trials of October 1829. The Cycloped was the entry in the trials that did not rely on steam power. Brandreth was one of the directors of the railway and some believed that that gave the Cycloped an unfair advantage. Stephensons Rocket eventually won the trials, maintaining a speed of 13.8 mph for a modest consumption of coal. Horses had been used to pull wagons on coal and mineral tramways and plateways for some years before this, many were arranged so that the line ran downhill from the mine to the river or coastal loading staith. Gravity could be used to run the trains downhill, with the horses only required to haul the lighter empty trains back uphill. Early examples with just one or two together were pulled downhill by the horse, the horse also acting as brakes. Later trains developed better mechanical brakes and so several wagons could be coupled together as a single train, the resting horse was carried in a separate wagon or dandy car. These wagons were simple unpowered wagons, with no more adaption for horses than their loading doors, horse locomotives occupied a negligible interval between the development of lightweight passenger-carrying public railways and the provision of viable steam locomotives. Only one other is recorded, the Flying Dutchman of the South Carolina Canal and Railroad Company
15.
Novelty (locomotive)
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Novelty was an early steam locomotive built by John Ericsson and John Braithwaite to take part in the Rainhill Trials in 1829. It was an 0-2-2WT locomotive and is now regarded as the very first tank engine and it had a unique design of boiler and a number of other novel design features. Unfortunately, several of the components had significant design weaknesses which ultimately resulted in its failure at the Trials. During the late 1820s Ericsson and Braithwaite were working together building horse drawn fire engines with steam pumps and these used a boiler designed by Ericsson and were built in the London works of John Braithwaite. These fire engines were known for their ability to steam quickly. Charles Vignoles has also associated with Novelty, but his practical involvement is not known. He may have aligned himself with the engine because of a feud with George Stephenson. This incredibly short space of time has led people to suggest that Novelty is in fact a fire engine. It is more likely that it used many of the parts as their fire engines. Novelty was constructed in the London Workshop belonging to Braithwaite and transported to Liverpool by boat, there was no time to test Novelty in London before transportation, and following test runs at Rainhill before the trials, modifications were carried out with the help of Timothy Hackworth. The boiler used on Novelty was designed by John Ericsson, the design was very scientific for the era but proved to be very hard to build and maintain compared with the boiler design adopted for Rocket and most steam locomotives since. The most prominent feature for the boiler is the copper firebox. Within the vertical vessel was the inner firebox and the space between the two was filled with water, fuel was added from the top, where a tube passed down through the top of the firebox. This firebox construction was not dissimilar to some types of vertical boiler, like George Stephenson, Ericsson understood that a large area was needed to extract heat from the hot gases. This he did in a horizontal tube filled with water which ran under the full length of the engine. It can be seen in the illustration on top of page, sticking out to the right. Within the horizontal section was a tube carrying the hot gases and this ‘S’ shaped tube was also tapered causing the gases to speed up as they cooled down. In practice this tube is almost impossible to clean, the resulting boiler was the shape of a hammer and was required to be fitted to the frame before the footplate, cylinders or blower could be added
16.
John Ericsson
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John Ericsson was a Swedish-American inventor, active in England and the United States, and regarded as one of the most influential mechanical engineers ever. Ericsson collaborated on the design of the steam locomotive Novelty, which competed in the Rainhill Trials on the Liverpool and Manchester Railway, won by George Stephensons Rocket. In America he designed the US Navys first screw-propelled steam-frigate USS Princeton, in partnership with Captain Robert Stockton, a new partnership with Cornelius H. Johan Ericsson was born at Långban in Värmland, Sweden. He was the brother of Nils Ericson, a distinguished canal and their father Olaf Ericsson had worked as the supervisor for a mine in Värmland. He had lost money in speculation and had to move his family to Forsvik in 1810, there he worked as a director of blastings during the excavation of the Swedish Göta Canal. The extraordinary skills of the two Ericsson brothers were discovered by Baltzar von Platen, the architect of the Göta Canal and they were dubbed cadets of mechanics of the Swedish Royal Navy, and engaged as trainees at the canal enterprise. At the age of fourteen, John was already working independently as a surveyor and his assistant had to carry a footstool for him to reach the instruments during surveying work. At the age of seventeen he joined the Swedish army in Jämtland, serving in the Jämtland Field Ranger Regiment, as a Second Lieutenant, but was soon promoted to Lieutenant. He was sent to northern Sweden to do surveying, and in his time he constructed a heat engine which used the fumes from the fire instead of steam as a propellant. His skill and interest in mechanics made him resign from the army, however his heat engine was not a success, as his prototype was designed to burn birchwood and would not work well with coal. Notwithstanding the disappointment, he invented several other mechanisms instead based on steam, in 1829 he and John Braithwaite built Novelty for the Rainhill Trials arranged by the Liverpool and Manchester Railway. It proved considerably faster than the other entrants but suffered recurring problems. Two further engines were built by Braithwaite and Ericsson, named William IV and Queen Adelaide after the new king and these were generally larger and more robust than Novelty and differed in several details. The pair ran trials on the Liverpool and Manchester Railway but the railway declined to purchase the new designs, an engine Ericsson constructed for Sir John Franklins use failed under the Antarctic conditions for which, out of Franklins desire to conceal his destination, it had not been designed. At this stage of Ercissons career the most successful and enduring of his inventions was the steam condenser and his deep sea lead, a pressure-activated fathometer was another minor, but enduring success. The commercial failure and development costs of some of the machines devised, at this time he also married 19-year-old Amelia Byam, a disastrous match that ended in the couples separation until Amelias death. His only formal education was an officers education and training during his time in the Swedish Army. On March 27,1822, John passed an examination in Stockholm
17.
John Braithwaite (engineer)
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John Braithwaite, the younger was an English engineer who invented the first steam fire engine. He also co-designed the first locomotive to cover a mile in less than a minute, Braithwaite was third son of John Braithwaite the elder. In June 1818 his father died, leaving the business to his sons Francis, Francis died in 1823, and John Braithwaite carried on the business alone. He added to the business the making of high-pressure steam-engines, in 1817 he reported before the House of Commons upon the Norwich steamboat explosion, and in 1820 he ventilated the House of Lords by means of air-pumps. In 1822 he made the engine, and in 1823 cast the statue of the Duke of Kent by sculptor Sebastian Gahagan that was erected in Portland Place. He was introduced to George and Robert Stephenson in 1827, and about the time became acquainted with Captain John Ericsson. In 1829 Braithwaite and Ericsson constructed for the Rainhill experiments the locomotive engine and this engine was the first that ever ran a mile within a minute. At this time Braithwaite manufactured the first practical steam fire-engine, which was destroyed by a London mob. He, however, soon constructed four others of larger dimensions, in 1833 he built the caloric engine in conjunction with Captain Ericsson. In 1834 the Eastern Counties Railway was projected and laid out by him in conjunction with Mr. Charles Blacker Vignoles, the act of incorporation was passed in 1836, and he was soon after appointed engineer-in-chief for its construction. He adopted a 5 ft gauge, and upon that gauge the line was constructed as far as Colchester, on the recommendation of Robert Stephenson it was subsequently altered to the national gauge of 4 ft 8 1⁄2 in. In after years Braithwaite advocated a still narrower gauge and he ceased to be officially connected with the Eastern Counties Railway on 28 May 1843. Whilst engineer to that company he introduced on the works the American excavating machine and he was joint founder of the Railway Times, which he started with Joseph Clinton Robertson as editor in 1837, and he continued sole proprietor till 1845. Braithwaite had, in 1844, a share in a patent for extracting oil from shale, and works were erected near Weymouth which. The experiment was abandoned on account of the deficiency of water in the canals and the completion of the railway system, which diverted the paying traffic. From that year he was engaged in chamber practice, and acted as consulting engineer, advising on most of the important mechanical questions of the day for patents. John died suddenly at 8 Clifton Gardens, Paddington, on 25 September 1870, to this work Sir J. Ross published a reply in the same year. Guideway Steam Agriculture, by P. A. Halkett, with a Report by J. Braithwaite 1857 Fatigue This article incorporates text from a now in the public domain, Boase
18.
Perseverance (steam locomotive)
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Perseverance was an early steam locomotive that took part in the Rainhill Trials. Built by John Reed Hill of London and Timothy Burstall of Leith, perseverance was damaged on the way to the trials and Burstall spent the first five days trying to repair his locomotive. It ran on the sixth and final day of the trials, Burstall and Hill were awarded a consolation prize of £25
19.
George Stephenson
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His rail gauge of 4 feet 8 1⁄2 inches, sometimes called Stephenson gauge, is the standard gauge by name and by convention for most of the worlds railways. George Stephenson was born on 9 June 1781 in Wylam, Northumberland,9 miles west of Newcastle upon Tyne and he was the second child of Robert and Mabel Stephenson, neither of whom could read or write. Robert was the fireman for Wylam Colliery pumping engine, earning a low wage. At 17, Stephenson became an engineman at Water Row Pit in Newburn, George realised the value of education and paid to study at night school to learn reading, writing and arithmetic – he was illiterate until the age of 18. In 1801 he began work at Black Callerton Colliery as a brakesman, in 1802 he married Frances Henderson and moved to Willington Quay, east of Newcastle. There he worked as a brakesman while they lived in one room of a cottage, George made shoes and mended clocks to supplement his income. Their first child Robert was born in 1803, and in 1804 they moved to West Moor and their second child, a daughter was born in July 1805. She was named Frances after her mother, the child died after just 3 weeks and was buried in St Bartholomews Parish Church near Newcastle. In 1806 Georges wife Frances died of consumption and she was buried in the same churchyard as their daughter on the 16th May 1806. George decided to work in Scotland and left Robert with a local woman while he went to work in Montrose. After a few months he returned, probably because his father was blinded in a mining accident and he moved back into a cottage at West Moor and his unmarried sister Eleanor moved in to look after Robert. In 1811 the pumping engine at High Pit, Killingworth was not working properly and he did so with such success that he was promoted to enginewright for the collieries at Killingworth, responsible for maintaining and repairing all the colliery engines. He became an expert in steam-driven machinery, in 1815, aware of the explosions often caused in mines by naked flames, Stephenson began to experiment with a safety lamp that would burn in a gaseous atmosphere without causing an explosion. At the same time, the eminent scientist and Cornishman Humphry Davy was also looking at the problem. Despite his lack of knowledge, Stephenson, by trial and error, devised a lamp in which the air entered via tiny holes. The two designs differed, Davys lamp was surrounded by a screen of gauze, whereas Stephensons prototype lamp had a perforated plate contained in a glass cylinder. Stephenson, having come from the North, spoke with a broad Northumberland accent and not the Language of Parliament, which made him seem lowly. Realizing this, he made a point of educating his son Robert in a school, where he was taught the sciences his father lacked
20.
Robert Stephenson
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Robert Stephenson FRS was an early railway and civil engineer. The only son of George Stephenson, the Father of Railways, Robert has been called the greatest engineer of the 19th century. Robert was born in Willington Quay, Northumberland, to George and Frances née Henderson, before moved to Killingworth. Robert attended the middle-class Percy Street Academy in Newcastle and at the age of fifteen was apprenticed to the mining engineer Nicholas Wood and he left before he had completed his three years to help his father survey the Stockton and Darlington Railway. Robert spent six months at Edinburgh University before working for three years as an engineer in Colombia. When he returned his father was building the Liverpool and Manchester Railway and he was appointed chief engineer of the London and Birmingham Railway in 1833 with a salary of £1,500 per annum. By 1850 Robert had been involved in the construction of a third of the railway system. He designed the High Level Bridge and Royal Border Bridge on the East Coast Main Line and he eventually worked on 160 commissions from 60 companies, building railways in other countries such as Belgium, Norway, Egypt and France. In 1829 Robert married Frances Sanderson who died in 1842, the couple had no children, in 1847 he was elected Member of Parliament for Whitby, and held the seat until his death. He was elected a Fellow of the Royal Society in 1849 and he served as President of the Institution of Mechanical Engineers and Institution of Civil Engineers. Roberts death was widely mourned, and his funeral cortège was given permission by Queen Victoria to pass through Hyde Park and he is buried in Westminster Abbey. Robert Stephenson was born on 16 October 1803, at Willington Quay, east of Newcastle upon Tyne, to George Stephenson and Frances née Henderson and she was twelve years older than George, and when they met was working as a servant where George was lodging. Fanny was suffering from tuberculosis, so George would take care of his son in the evening, in autumn 1804 George became a brakesman at the West Moor Pit and the family moved to two rooms in a cottage at Killingworth. On 13 July 1805 Fanny gave birth to a daughter who lived for three weeks, Fannys health deteriorated and she died on 14 May 1806. George employed a housekeeper to look after his son and went away for three months to look after a Watt engine in Montrose, Scotland and he returned to find his housekeeper had married his brother Robert. He moved back into the cottage with his son and briefly employed another housekeeper before his sister Eleanor moved in, known to Robert as Aunt Nelly, Eleanor had been engaged to be married before travelling to London to work in domestic service. However, returning to get married Eleanors ship was delayed by poor winds, Eleanor attended the local Methodist church, whereas George would not regularly attend church, preferring on Sundays to work on engineering problems and meet his friends. Robert was first sent to a village school 1½ miles away in Long Benton, on his way to school, he would carry picks to the smiths at Long Benton to be sharpened
21.
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
22.
Sans Pareil
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Sans Pareil is a steam locomotive built by Timothy Hackworth which took part in the 1829 Rainhill Trials on the Liverpool and Manchester Railway, held to select a builder of locomotives. The name is French and means peerless or without equal, while a capable locomotive for the day, its technology was somewhat antiquated compared to George and Robert Stephensons Rocket, the winner of the Rainhill Trials and the £500 prize money. Instead of the fire tube boiler of Rocket, Sans Pareil had a return flue. At the Rainhill Trials, Sans Pareil was excluded from the prize because it was slightly over the permitted weight. Nevertheless, it performed well but had a strange rolling gait due to its vertical cylinders. It was pulled out of the competition because of a cylinder, the design thickness for the cylinder walls was some 1 3⁄4 inches. After the trials, the Liverpool and Manchester Railway bought Sans Pareil as well as Rocket and it was subsequently leased to the Bolton and Leigh Railway where it ran until 1844. It was then used as a boiler at the Coppull Colliery, Chorley until 1863. The engine now resides at the Shildon Locomotion Museum on static display, a replica locomotive built in 1980 is now preserved by the National Railway Museum at its new Shildon Locomotion Museum annex, also home to what remains of the original locomotive. London, Midland and Scottish Railway Royal Scot Class 4-6-0 locomotive 6126 was originally named Sans Pareil and this loco was built by the North British Locomotive Company at Glasgow in September 1927 and withdrawn in October 1963 as 46126 Royal Army Service Corps. An AL6 electric locomotive built in Doncaster in 1965, number E3106 carried the name Sans Pareil between 1981 and 2005
23.
Timothy Hackworth
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Timothy Hackworth was a steam locomotive engineer who lived in Shildon, County Durham, England and was the first locomotive superintendent of the Stockton and Darlington Railway. At the end of his apprenticeship in 1807 Timothy took over his fathers position, since 1804, the mine owner, Christopher Blackett had been investigating the possibilities of working the mines short 5-mile colliery tramroad by steam traction. Blackett set up a working group including himself, William Hedley, the viewer, Timothy Hackworth, the new foreman smith and Jonathan Foster. The first step in 1808 was the relaying of the Wylam tramway with cast iron plates, in the meantime a new dilly, was put in hand and set to work in the Autumn of 1812. On the relaying, around 1830, of the Wylam line with wrought iron edge rails, the two locomotives were reverted to the 4-wheel arrangement, continuing to work until the closing of the line in 1862. What is considered to be the earlier of the two engines, now known as Puffing Billy is conserved at the Science Museum in London, furthermore, it subsequently fell to Hackworth to maintain the locomotives in running order and improve performance. He was not long in finding employment at Walbottle Colliery where he took up the same position of foreman blacksmith. Hackworth is believed to have been influential in the development of the first Stephenson locomotive intended for the Stockton and Darlington Railway during his time at the Forth Street factory. That locomotive, then named Active, now known as Locomotion No 1, was delivered to the railway just before the ceremony on 27 September 1825. This persistence resulted in his developing the first adequate locomotive adapted to the rigours of everyday road service, the outcome was the Royal George of 1827, an early 0-6-0 Locomotive, that among many new key features notably incorporated a correctly aligned steam blastpipe. Hackworth is usually acknowledged as the inventor of this concept, from 1830 onwards the blastpipe was employed by the Stephensons for their updated Rocket and all subsequent new types. Recent letters acquired by the National Railway Museum would appear to confirm Hackworth as the inventor of the device, in 1829 the Liverpool and Manchester, the worlds first Inter-City railway, was under construction. There was a potential for both passenger and goods traffic. However, all built to date, including those for the Stockton and Darlington, had been intended for slow freight. It was therefore clear that any future locomotives would have to be more versatile, to settle upon a locomotive type the directors set up a competition. The trials were held at Rainhill, and there were three serious contestants, Hackworth, with his own very limited resources, entered the 0-4-0 locomotive, Sans Pareil. This locomotive was deemed officially overweight, but nevertheless was allowed to undergo the ordeal, unfortunately faulty cylinder casting led to steam leaks and premature abandonment of the course. Stephensons Rocket was the winner as the only locomotive that stayed the course whilst fully complying with the rules
24.
Bolton and Leigh Railway
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The Bolton and Leigh Railway was the first public railway in the historic county of Lancashire, England. The company obtained its Act of Parliament on 31 March 1825 to build a line from the Manchester Bolton & Bury Canal at Bolton to the Leeds. The line was operated by locomotives and had two stationary steam-hauled inclined planes. George Stephenson was appointed the chief engineer, the single-track line, built to carry goods, mainly coal and raw cotton to the cotton mills in Bolton from the Port of Liverpool via the Leeds and Liverpool Canal, was 7 1⁄2 miles long. The first section opened on 1 August 1828 between Derby Street Bolton and William Hultons collieries at Pendlebury Fold near Chequerbent in Westhoughton, Fletchers sidings near Bag Lane provided a connection for Fletchers collieries at Howe Bridge in Atherton. The railway opened two years before the Liverpool and Manchester Railway, the route was surveyed and prepared by George Stephenson, but engineered by Robert Daglish, a local man who built a locomotive for the Orrell Colliery Railway. The railway was single track with two rope worked inclines using stationary steam engines, one generating 20 horse power at Daubhill, the first locomotive, Lancashire Witch was built by George and Robert Stephenson. It was originally intended for the L&MR but was delivered temporarily to the B&LR as it opened first, while with B&LR it was used to haul trains up the 1 in 33 gradient at Daubhill. After the Rainhill Trials it was replaced by Timothy Hackworths Sans Pareil, the line was completed to the Leeds and Liverpool Canal at Leigh by end of March 1830. The railway operated from Bolton Great Moor Street to Leigh, the Act of Parliament received Royal Assent on 14 May 1829. At first, the railway was only, but a passenger service started on 13 June 1831. The Bolton and Leigh Railway was absorbed by the Grand Junction Railway on 1 June 1845, early locomotives include Lancashire Witch and Sans Pareil, which had competed in the Rainhill Trials. In 1831 the railway owned three other locomotives, Union built in 1830 by Rothwell, Hick and Rothwell Bolton, Salamander, the original stations on the line were Bolton, Bag Lane and Leigh in Westleigh. Kenyon Junction, on the L&M, opened on 1 March 1831, further stations opened at Daubhill and Chequerbent in 1846, along with Bradshaw Leach on the K&LJ. The new Great Moor Street station opened on that date, having been rebuilt on its original site, a new direct line to Manchester via Roe Green opened on 1 April 1875. In the 1880s, the LNWR decided to remove the inclines at Daubhill, a new alignment was built at Daubhill, and a new station opened to replace the original. The new alignment included a short tunnel, the original line was retained as a freight line at each end, but severed in the middle. The new Daubhill station opened on 2 February 1885, and was renamed Rumworth & Daubhill on 28 April of that year, at Chequerbent, a new alignment and station was also built, but the original line remained in its entirety, serving the Chequerbent Pits
25.
LMR 57 Lion
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The Liverpool and Manchester Railway 57 Lion is an early 0-4-2 steam locomotive, which had a top speed of 45 mph and could pull up to 200 tons. One of a designed for hauling freight, built by Todd. It was also used in the 1952 film The Titfield Thunderbolt, in 1845 the LMR was absorbed by the Grand Junction Railway, which in turn was one of the constituents of the London and North Western Railway a year later. Lion received a new boiler about 1845 and it was used in traffic until about 1858, and in 1859 it was sold to the Mersey Docks and Harbour Board for use as a stationary engine. It was used in that role until 1928 when it was replaced by an electric pump and it was then rediscovered, renovated and displayed in the Transport Gallery of the Liverpool Museum. Lions tender had long since been scrapped so one from an early Furness Railway locomotive was restored to run with her, Lion took part in the LMR centenary celebrations in 1930 and the London and Birmingham Railway centenary in 1938. It starred in the 1953 film The Titfield Thunderbolt, among others, during the filming of Thunderbolt the tender was damaged in a shunting accident, the damage still being visible. It is the second oldest locomotive to be steamed, the older being the British-built American locomotive John Bull, for many years, Lion was on display at the Museum of Science and Industry in Manchester alongside replica Liverpool and Manchester Railway locomotive Planet. On 27 February 2007, Lion was moved by road from Manchester to Liverpool for conservation prior to it taking pride of place in the new Museum of Liverpool. London, Midland and Scottish Railway Royal Scot Class 4-6-0 locomotive 6142 was originally named Lion and this loco was built by the North British Locomotive Company at Glasgow in November 1927 and withdrawn in January 1964 as 46142 The York and Lancaster Regiment. D0260, a diesel locomotive built by Birmingham Railway Carriage. British Rail Class 08 diesel shunter 13030 was sold to Guinness at Park Royal in 1985 where it was given the name Lion and it and its sister locomotive Unicorn now reside on the Cholsey and Wallingford Railway. List of Liverpool and Manchester Railway locomotives Bailey, Michael R, Reed, C. W. Resurrection of the old Lion, Railway World Reed, C. W
26.
John Bull (locomotive)
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John Bull is a British-built railroad steam locomotive that operated in the United States. It was operated for the first time on September 15,1831, the C&A used the locomotive heavily from 1833 until 1866, when it was removed from active service and placed in storage. In 1884 the locomotive was purchased by the Smithsonian Institution as the museums first major industrial exhibit, today, the original John Bull is on static display once more in the Smithsonians National Museum of American History in Washington, D. C. The replica John Bull is preserved at the Railroad Museum of Pennsylvania, the John Bull was built in Newcastle, England, by Robert Stephenson and Company for the Camden and Amboy Railroad, the first railroad built in New Jersey. It was dismantled and then shipped across the Atlantic Ocean in crates aboard the Allegheny, C&A engineer Isaac Dripps reconstructed the locomotive to the best of his ability and ran it for the first time in September 1831. Until the railroad was completed, the locomotive was placed in storage, the C&A applied both numbers and names to their first locomotives, giving this engine the number 1 and officially naming it Stevens. However, through use of the engine, crews began calling it the old John Bull. Eventually the informal name was shortened to John Bull and this name was so much more used that Stevens fell out of use. In September 1836 the John Bull and two coaches were shipped by canal to Harrisburg, and became the first locomotive to operate there, Stephenson built the locomotive originally as an 0-4-0. The locomotives power was transmitted to the axles through pistons that were mounted under the boiler between the two front wheels and in front of the front axle. These inside cylinders main rods were connected to a crank axle with a connecting rod between the two axles to power the front axle. Due to poorer quality track than was the norm in its native England, the locomotive had much trouble with derailment, the leading trucks mechanism necessitated the removal of the coupling rod between the two main axles, leaving only the rear axle powered. Effectively, the John Bull became a 4-2-0, later, the C&A also added a pilot to the lead truck. The cowcatcher is an assembly designed to deflect animals and debris off of the railroad track in front of the locomotive. To protect the crew from the weather, the C&A also added walls. C&A workshop crews also added safety features such as a bell, after several years serving as a switching engine and stationary boiler, the John Bull was retired in 1866 and stored in Bordentown, New Jersey. Toward the end of its life in service, the locomotive worked as a pump engine. The C&A was soon absorbed into the United New Jersey Railroad, the PRR saw the potential publicity to be gained by exhibiting such an old engine, showing it at the 1876 Centennial Exposition in Philadelphia, PRR workshop staff then back-dated the engine
27.
LNER Class A3 4472 Flying Scotsman
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LNER Class A34472 Flying Scotsman is a Pacific steam locomotive built in 1923 for the London and North Eastern Railway at Doncaster Works to a design of Nigel Gresley. Retired from regular service in 1963 after covering 2, as well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States and Canada from 1969 until 1973 and Australia in 1988/89. Flying Scotsman has been described as the worlds most famous steam locomotive, the locomotive was completed in 1923, construction having been started under the auspices of the Great Northern Railway. It was built as an A1, initially carrying the GNR number 1472, Flying Scotsman was something of a flagship locomotive for the LNER. It represented the company at the British Empire Exhibition at Wembley Park in 1924 and 1925, before this event, in February 1924 it acquired its name and the new number of 4472. From then on it was used for promotional purposes. For this, the locomotives ran with a new version of the large eight-wheel tender which held nine long tons of coal and this and the usual facility for water replenishment from the water trough system enabled them to travel the 392 miles from London to Edinburgh in eight hours non-stop. The following year the locomotive appeared in the film The Flying Scotsman and it earned a place in the land speed record for railed vehicles, the publicity-conscious LNER made much of the fact. On 22 August 1928 an improved version of this Pacific type, classified A3, appeared, on 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 to make way for newer Thompson and Peppercorn Pacifics. Flying Scotsman emerged from Doncaster Works on 4 January 1947 as an A3, following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000, No.103 became 60103 in December 1948. All A3 Pacifics were subsequently fitted with a double Kylchap chimney to improve performance, in 1962, British Railways announced that it would scrap Flying Scotsman. No.60103 ended service with its last scheduled run on 14 January 1963, proposed to be saved by a group called Save Our Scotsman, they were unable to raise the required £3,000, the scrap value of the locomotive. When Flying Scotsman was due to be scrapped, Pegler stepped in and bought it outright and it was also repainted in LNER livery. Pegler then persuaded the British Railways Board to let him run enthusiasts specials and it worked a number of rail tours, including a non-stop London to Edinburgh run in 1968, the year steam traction officially ended on BR. Pegler had a contract permitting him to run his locomotive on BR until 1972, following overhaul in the winter of 1968–69 Harold Wilsons government agreed to support Pegler running the locomotive in the United States and Canada to support British exports. To comply with local railway regulations it was fitted with, a cowcatcher, bell, buckeye couplings, American-style whistle, air brakes, and high-intensity headlamp. Starting in Boston, Massachusetts, the tour ran into problems, with some states increasing costs by requiring diesel-headed-haulage through them. Government financial support for the tour was withdrawn by Prime Minister Edward Heaths Conservative government in 1970, but Pegler decided to return for the 1970 season
28.
LMS Jubilee Class 5690 Leander
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London Midland and Scottish Railway Jubilee Class No.5690 Leander is a preserved British steam locomotive. 5690 was built at Crewe in March 1936 and named Leander after HMS Leander, after nationalisation in 1948, it was renumbered 45690 by British Railways, and based at the former LMS engine shed at Bristol. After being withdrawn in 1964, Leander was sold to Woodham Brothers scrapyard in Barry, rescued by Brian Oliver in May 1972, it was restored by the Leander Locomotive Society at Derby and later kept at the Dinting Railway Museum, Glossop. After later purchase by and running on the Severn Valley Railway, Leander was sold to Dr Peter Beet, as of 2008, Leander was owned by Chris Beet and operated by the West Coast Railway Company from their Carnforth MPD base. In 2008, Leander provided motive power for the Scarborough Spa Express heritage service and it also spent October at the Great Central Railway Steam Railway gala, alongside BR Standard 7 Britannia Class No.70013 Oliver Cromwell and LNER Peppercorn Class A1 No.60163 Tornado. 3205, GWR3700 Class 4-4-0 No.3717 City of Truro, GWR4575 Class 2-6-2T No.5542, shortly afterwards, Leander returned to Carnforth and mainline operation. In April 2012, Leander was withdrawn early for overhaul due to its poor condition, Chris Beet managed the overhaul, assisted by the team at West Coast Railway Company from their Carnforth MPD base. Jubilees detail Railuk database Preserved locomotive database
29.
LNER Class A4 4498 Sir Nigel Gresley
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London and North Eastern Railway A4 Class number 4498,7 and 60007, named Sir Nigel Gresley is a preserved British steam locomotive. As with the members of the 35-strong class, Sir Nigel Gresley wore many liveries throughout its career. It was released to traffic on 30 October 1937 in the standard LNER garter blue of the A4 Pacifics, New numbers and letters for the tender in stainless steel were added in a general overhaul 16 January 1939. Sir Nigel Gresley was repainted into black with LNER markings on 21 February 1942. The next repaint was black with NE markings on 20 October 1943. After the war, Sir Nigel Gresley regained LNER garter blue livery with red/white lining on 6 March 1947, with the formation of British Railways came new liveries and Sir Nigel Gresley was painted into British Railways dark blue with black and white lining on 27 September 1950. The final livery change was into British Railways brunswick green livery on 17 April 1952, in preservation, Sir Nigel Gresley wore garter blue from 1966 until its overhaul in the late 1990s, when it gained its current British Railways blue livery as 60007. This livery was retained again after the 2006 overhaul, as with the earlier LNER A4 Pacifics, Sir Nigel Gresley was built with single chimney and side valances covering the wheels. The valances were removed to aid in maintenance on 21 February 1942, Sir Nigel Gresley gained its double chimney and Kylchap double blastpipe on 13 December 1957. 60007 also gained AWS equipment on 27 September 1950, a Smith-Stone type speed recorder was fitted on 30 June 1960. Sir Nigel Gresley had two tenders in its career,5329 from new build to 8 August 1943 and then 5324 from that time, built for the LNER in 1937, and the 100th Gresley Pacific built. Its Doncaster Works number was 1863 and it is a 4-6-2 locomotive to the same design by Sir Nigel Gresley as the more famous Mallard. Locomotive 4498 was actually due to receive the name Bittern, originally suggested for 4492, the name Bittern was later carried on 4464. Sir Nigel Gresley was allocated to Kings Cross Top Shed from new, as LNER locomotive 7, it was reallocated to Grantham on 23 April 1944, but sent back to Top Shed on 4 June 1950. Top Shed kept 60007 until the depot was closed, then Sir Nigel Gresley was reallocated to New England shed on 16 June 1963. Sir Nigel Gresley was then allocated to St Margarets shed, to work the Edinburgh - Aberdeen trains, Sir Nigel Gresley received a repaint at Doncaster Works 25 February 1938, and larger coal space was also provided as the locomotive was displayed at an exhibition in Manchester. Sir Nigel Gresley was also used for the opening of the Rugby testing station from 23 August -8 October 1948,60007 was placed onto the rollers without her tender and run up to high speeds to monitor the coal and water usage of the locomotive. Sir Nigel Gresley is the holder of the postwar steam record speed of 112 miles per hour gained on 23 May 1959, the excursion exceeded 100 miles per hour on two other occasions on the same day
30.
GWR 3200 Class
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The Great Western Railway 3200 Class was a design of 4-4-0 steam locomotive for passenger train work. The nickname for this class, almost universally used at the time these engines were in service was Dukedog since the locomotives were composed of former Duke Class boilers on Bulldog Class frames, as such they were one of the last steam locomotive classes to retain outside frames. However, by the 1930s the Duke class engines were past their estimated life, at the same time the heavier Bulldog Class was becoming redundant and being withdrawn, and later members of this class had an improved straight topped frame design. The rebuilt locomotive was given the name and number of the Duke and this resulted in an engine with stronger frames which could still be used on yellow weight restricted routes. The conversion was a success and from 1936 twenty-nine new locomotives were constructed from the relevant components of withdrawn Dukes, the classification of the rebuilds as new locomotives had advantages in the railways accounts, and they were given new numbers in the 32xx series. A further eleven conversions were scheduled, but the onset of World War II brought a halt to the program, the prototype conversion retained its Duke number and name. The first nominally new locomotive was numbered 3201, and originally kept the name of the parent Duke, a decision was then taken to name the class after living Earls who had some connection with the GWR. When the directors assembled at Paddington Station for the unveiling of the new class, in the 1946 renumbering all the surviving locomotives in the 32xx series, both Dukes and Dukedogs, were renumbered in the 90xx series, retaining the same last two digits. This was to free the 32xx numbers for new 2251 Class engines, mainly allocated to the Cambrian main line, it remained one of the few classes of locomotive that British Rail inherited, that was light enough to be permitted on the wooden Barmouth Bridge. As a result, they remained in use until the 1950s. One locomotive,9017 Earl of Berkeley survives in preservation at the Bluebell Railway, the locomotive was built at Swindon Works in 1938, using frames from Bulldog No.3425, and boiler and cab from Duke class No.3282. Originally numbered 3217, it was renumbered post-WW2 as 9017, mainly deployed on the Cambrian Line, the locomotive was withdrawn from service at Oswestry in October 1960. Preserved privately directly from British Railways, with the Bluebell Line as the only preserved standard-gauge line in the whole of the UK. From September 1963 it carried the name plates from GWR Castle class No.5060 and it carried its post-WW29017 plates until the BR withdrawal of GWR 0-6-0 No.3217, when it was reunited with its original number plates in early 1965. After a period out of traffic from December 1973, its overhaul began in 1980, after its last major overhaul completed in October 2003, its private owner donated it to the Bluebell Railway, on condition that it remained mainly in service on the line. After a series of boiler and mechanical failures in June 2011, NB, In the table below, names in parentheses were allocated but never actually carried in GWR/BR service. Great Western Archive Earl of Berkeley Bluebell Railway loco page
31.
BR 92220 Evening Star
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BR standard class 9F number 92220 Evening Star is a preserved British steam locomotive completed in 1960. It was the last steam locomotive to be built by British Railways and it holds the distinction of being the only British main line steam locomotive earmarked for preservation from the date of construction. It was the 999th locomotive of the whole British Railways Standard range, Evening Star was built at Swindon railway works in 1960. Though the last to be built, it was not the last 9F numerically as Crewe Works had already completed engines with higher numbers. It was equipped with a BR1G-type tender and given BR Brunswick green livery, normally reserved for passenger locomotives, all other members of the class of heavy freight locomotives were painted unlined black. 92220 was the only Class 9F to be named when running with BR, the name Evening Star was chosen following a competition run in 1959-60 by the BR Western Region Staff Magazine. There were three winners, Driver T. M. Pugh, who had all suggested Evening Star, a special commemorative plate was affixed below the nameplate on the smoke deflectors. The commemorative plate reads, The wooden patterns for this commemorative plate, the naming ceremony took place on 18 March 1960 at the Swindon Works, where the locomotive was built. A speech was given by R. F, hanks, Chairman of the Western Area Board of British Transport Commission, But it is also a very great day for Swindon, and, to my friends from other Regions and from the B. T. C. I am sure it has been said that no other product of man’s mind has ever exercised such a compelling hold upon the public’s imagination as the steam locomotive. No other machine, in its day, has been a faithful friend to mankind and has contributed more to the cause of industrial prosperity in this, the land of its birth. The loco was then named by Keith Grand of the British Transport Commission, by the unveiling of the nameplate,92220 was used over the Western Region and over the Somerset & Dorset Joint Railway line. Its main duties were as a freight locomotive. On 27–28 June and 1 July 1960, No, on 16 July 1962 and 18 July 1962, the locomotive was photographed at Gloucester Barnwood shed yard, and on 8 September 1962 it hauled the last Pines Express over S&DJR metals. Evening Star was recorded hauling passenger trains at over 90 mph on its Red Dragon. 92220 was withdrawn in 1965, after a life of only five years. It was subsequently preserved as part of the National Collection, in late 1966, the locomotive, now in decrepit condition, was towed to Crewe via Shrewsbury for overhaul and restoration
32.
LMS Princess Royal Class 6201 Princess Elizabeth
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London Midland and Scottish Railway Princess Royal Class No.6201 Princess Elizabeth is a preserved British steam locomotive. 6201 was built in 1933 at Crewe Works, the second of its class and she was named after the 7-year-old elder daughter of Albert, Duke of York, Princess Elizabeth. Despite the class officially being named after 6200 Princess Royal, the received the nickname Lizzies after 6201. After nationalisation in 1948, British Railways renumbered her 46201,46201 was bought by the then Princess Elizabeth Locomotive Society straight from BR service when withdrawn in 1962. Initially kept at the Dowty Railway Preservation Societys premises at Ashchurch in Gloucestershire, when the Bulmers Centre closed in the 1990s, the loco moved to the East Lancashire Railway. Since April 2009 it has based at the Crewe Heritage Centre. On 3 June 2012, Princess Elizabeths whistle signalled the start of the Thames Diamond Jubilee Pageant while the locomotive was standing on Battersea Railway Bridge, the Queen was made aware of the locomotive and waved to the crew on the footplate. On 11 July 2012, Princess Elizabeth hauled the Royal Train from Newport to Hereford, the loco carried the traditional four lamp combination used on trains conveying the Head of State, although no headboard was carried. It is only the time in preservation that the Queen has been conveyed on a steam-hauled Royal Train on the Mainline. She was withdrawn for overhaul at the end of December 2012 having completed her longest period of operation in preservation and she returned to steam in June 2015 after a heavy overhaul and was featured in Tyseleys open weekend on Saturday 27 & Sunday 28 June 2015. Princess Elizabeth is one of two preserved Princesses, the other being 46203 Princess Margaret Rose,6201 Princess Elizabeth Locomotive Society Ltd Railuk database Preserved locomotive database
33.
British Rail Class 86
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The British Rail Class 86 was the standard electric locomotive built during the 1960s. One hundred of these locomotives were built from 1965 to 1966 by either English Electric at Vulcan Foundry, Newton-le-Willows, or British Rail at their Doncaster works. The class was built to haul trains on the newly electrified West Coast Main Line, from London Euston, to Birmingham, Crewe, Manchester Piccadilly, Liverpool and later Preston. They helped to replace steam locomotives, which were withdrawn by BR in 1968. Under the earlier BR classification system, the type was given the designation AL6, in 1968, this was changed to Class 86, when BR introduced the TOPS classification system. The AL6 featured design elements pioneered on the classes, such as the general construction of the bodies and bogies. However some design features were unique, such as front ends. Another difference was the lack of a second pantograph, the cooling fans on the AL6 were also specially designed to produce less noise than the earlier locos. The Class was officially introduced into service in August 1965, the entire fleet was delivered into service within 24 months of that date. In the early years the locomotives became notorious for track damage, being fitted with traction motors. This additional unsprung mass was causing damage at high speeds, in 1969 number E3173, was fitted experimentally with the large helical flexicoil springs which can be seen on present day versions, giving it the nickname Zebedee. Trials carried out under the direction of the British Rail Research Division proved successful, within a short time a further batch was modified to the new specification, 86040-86048 were renumbered 86253-86261. These locomotives are capable of 110 mph running, throughout the 1970s, the class saw use on both express passenger and freight services. In 1974, demand for electric locomotives grew due to the extension of electrification north from Preston to Carlisle, from 1978 onwards, BR started to name some of their Class 86 fleet, many of them after cities or counties along the lines that they worked. In the early 1980s, electrification from London Liverpool Street to Cambridge, in addition, many of the freightliner trains to Felixstowe were also hauled as far as Ipswich by Class 86 locomotives working in multiple. By the end of the 1980s, the need for a standard fleet saw all remaining Class 86/0 and Class 86/3 locomotives fitted with improved suspension and these locomotives were now inter-operable with Class 86/2, and thus gave greater operational flexibility. A later development saw Class 86/2 and 86/4 locomotives fitted with TDM to enable them to operate passenger trains. The 86/4s were already fitted with an older multiple-working system and this was phased out after TDM was fitted across the fleet
34.
British Rail corporate liveries
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The history of British Rails corporate liveries is quite complex. Multiple units were also green, although this tended to be a lighter and bluer shade compared to the colour used on steam. Corridor coaching stock was originally trialled in carmine and white before Crimson Lake and Cream livery was adopted across the network, all Class 42 Warship class diesels were delivered in green but some Class 52s were delivered in maroon to match the then-standard coaching stock livery. This livery suited these diesel hydraulic classes, and allowed the Western Region to once again show a degree of independence, the 25kV electric locomotives were painted from new in a striking shade of bright blue which was known as Electric Blue. They retained this livery for some years, before being painted in Rail Blue when that became the norm. In 1964, as part of a plan to develop a new image for British Railways. No. D5578 was painted in an unlined Light Electric blue, the first Class 52 Western class, No. D1000 Western Enterprise was painted in a pale brown livery known as Desert Sand livery when first delivered in 1961. Another Class 52, No. D1015 Western Champion was delivered in another, darker yellow/brown colour described as Golden Ochre and these non-standard liveried Western diesel hydraulics were also fitted with the cast aluminium lion and wheel emblem that was standard issue on the 25kV electric locomotives. The colours were chosen to be different from those of any of the Big Four pre-nationalisation railway companies while retaining a traditional aspect, however many people were not happy with the loss of the traditional historic regional colour schemes as used by the former private companies. From 1956 there was a move toward the return of regional colour schemes, for cost reasons, liveries were usually changed piecemeal, when coaches came in for scheduled maintenance. Coaches from different regions could also find themselves coupled together. Due to the consequent muddle of liveries, many began to get an untidy if not tatty appearance which added to the run-down image of the railway. The rebranding of British Railways to British Rail on 1 January 1965 was coupled with the introduction of a new national livery. The predecessor of the Rail Blue livery was an experimental train referred to as XP64 and this prototype train was used to test technology and carriage arrangements for the planned BR Mark 2 coaches. One locomotive, Class 47 No. D1733, was painted to match the coaching stock, eventually, it was decided to standardise on a colour which became known as Rail Blue. Introduced in 1965, and also known as Monastral Blue, the colour was defined by British Standards BR28/6001 and it was a dark, greyish blue tone which hid the effects of dirt well. The colour often appears inaccurately in photographs, generally appearing brighter and bluer than the real colour, in the early years the colour faded quite badly, becoming lighter and paler with time although this problem had been overcome by the late 1970s. United Kingdom paint code RAL5020 is a match to Rail Blue
35.
Llangollen Railway
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The Llangollen Railway is a volunteer-run heritage railway in Denbighshire, Wales, which operates between Llangollen and Corwen. The standard gauge line, which is 10 miles long, runs on part of the former Ruabon - Barmouth GWR route that closed in 1965. It operates daily services in the summer as well as throughout the winter months. A2 1⁄2 miles extension of the railway has built to complete the line to Corwen. Llangollen was already a place for tourists by the 1840s. However, the development of the local mining industry meant that the development of a railway became essential to the regions economic development. A number of schemes were proposed, including one by the LNWR, the line opened to freight on 1 December 1861, and to passengers on 2 June 1862 at a temporary terminus on the towns eastern outskirts. The extension to Corwen was undertaken by the associated but separate Llangollen and Corwen Railway company and it, together with the new centrally positioned and larger station in Llangollen, opened for service on 1 May 1865. Designated for closure under the Beeching cuts, the closed to passenger services on Monday 18 January 1965. After the Beeching Axe, the Flint and Deeside Railway Preservation Society was founded in 1972 with the aim of preserving one of the axed railways. Originally the society was interested in preserving the Dyserth to Prestatyn line, the society refocused its attention on the Llangollen to Corwen section of the Ruabon to Barmouth line. The station reopened on 13 September 1975, with just 60 feet of track, early progress was slow due to a lack of funding, though in 1977 Shell Oil donated a mile of unused track. Volunteers started laying the track with the aim of reaching Pentrefelin, work finished in July 1981 with the remaining quarter mile of track used to lay sidings at the old Llangollen Goods Junction to house the railways growing fleet of rolling stock. The working railway attracted the interest of private companies, as well as the local council who renewed the lease of the land to the railway for a further 21 years. The Llangollen Railway Trust was gifted significant amounts of track, allowing the extension of the line to Berwyn. This involved a £30,000 refurbishment by the council of the Dee Bridge. The first trains operated over the newly extended 1.75 mile line to Berwyn in March 1986, as rebuilding work progressed train services were later extended to Deeside Halt, Glyndyfrdwy and finally into Carrog on 2 May 1996. In 2011, work started on the 2 1⁄2 miles section of track past the site of the closed Bonwm Halt to Corwen
36.
Wales
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Wales is a country that is part of the United Kingdom and the island of Great Britain. It is bordered by England to the east, the Irish Sea to the north and west, and it had a population in 2011 of 3,063,456 and has a total area of 20,779 km2. Wales has over 1,680 miles of coastline and is mountainous, with its higher peaks in the north and central areas, including Snowdon. The country lies within the temperate zone and has a changeable. Welsh national identity emerged among the Celtic Britons after the Roman withdrawal from Britain in the 5th century, Llywelyn ap Gruffudds death in 1282 marked the completion of Edward I of Englands conquest of Wales, though Owain Glyndŵr briefly restored independence to Wales in the early 15th century. The whole of Wales was annexed by England and incorporated within the English legal system under the Laws in Wales Acts 1535–1542, distinctive Welsh politics developed in the 19th century. Welsh Liberalism, exemplified in the early 20th century by Lloyd George, was displaced by the growth of socialism, Welsh national feeling grew over the century, Plaid Cymru was formed in 1925 and the Welsh Language Society in 1962. Established under the Government of Wales Act 1998, the National Assembly for Wales holds responsibility for a range of devolved policy matters, two-thirds of the population live in south Wales, mainly in and around Cardiff, Swansea and Newport, and in the nearby valleys. Now that the countrys traditional extractive and heavy industries have gone or are in decline, Wales economy depends on the sector, light and service industries. Wales 2010 gross value added was £45.5 billion, over 560,000 Welsh language speakers live in Wales, and the language is spoken by a majority of the population in parts of the north and west. From the late 19th century onwards, Wales acquired its popular image as the land of song, Rugby union is seen as a symbol of Welsh identity and an expression of national consciousness. The Old English-speaking Anglo-Saxons came to use the term Wælisc when referring to the Celtic Britons in particular, the modern names for some Continental European lands and peoples have a similar etymology. The modern Welsh name for themselves is Cymry, and Cymru is the Welsh name for Wales and these words are descended from the Brythonic word combrogi, meaning fellow-countrymen. The use of the word Cymry as a self-designation derives from the location in the post-Roman Era of the Welsh people in modern Wales as well as in northern England and southern Scotland. It emphasised that the Welsh in modern Wales and in the Hen Ogledd were one people, in particular, the term was not applied to the Cornish or the Breton peoples, who are of similar heritage, culture, and language to the Welsh. The word came into use as a self-description probably before the 7th century and it is attested in a praise poem to Cadwallon ap Cadfan c. 633. Thereafter Cymry prevailed as a reference to the Welsh, until c.1560 the word was spelt Kymry or Cymry, regardless of whether it referred to the people or their homeland. The Latinised forms of names, Cambrian, Cambric and Cambria, survive as lesser-used alternative names for Wales, Welsh
37.
BBC
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The British Broadcasting Corporation is a British public service broadcaster. It is headquartered at Broadcasting House in London, the BBC is the worlds oldest national broadcasting organisation and the largest broadcaster in the world by number of employees. It employs over 20,950 staff in total,16,672 of whom are in public sector broadcasting, the total number of staff is 35,402 when part-time, flexible, and fixed contract staff are included. The BBC is established under a Royal Charter and operates under its Agreement with the Secretary of State for Culture, Media and Sport. The fee is set by the British Government, agreed by Parliament, and used to fund the BBCs radio, TV, britains first live public broadcast from the Marconi factory in Chelmsford took place in June 1920. It was sponsored by the Daily Mails Lord Northcliffe and featured the famous Australian Soprano Dame Nellie Melba, the Melba broadcast caught the peoples imagination and marked a turning point in the British publics attitude to radio. However, this public enthusiasm was not shared in official circles where such broadcasts were held to interfere with important military and civil communications. By late 1920, pressure from these quarters and uneasiness among the staff of the licensing authority, the General Post Office, was sufficient to lead to a ban on further Chelmsford broadcasts. But by 1922, the GPO had received nearly 100 broadcast licence requests, John Reith, a Scottish Calvinist, was appointed its General Manager in December 1922 a few weeks after the company made its first official broadcast. The company was to be financed by a royalty on the sale of BBC wireless receiving sets from approved manufacturers, to this day, the BBC aims to follow the Reithian directive to inform, educate and entertain. The financial arrangements soon proved inadequate, set sales were disappointing as amateurs made their own receivers and listeners bought rival unlicensed sets. By mid-1923, discussions between the GPO and the BBC had become deadlocked and the Postmaster-General commissioned a review of broadcasting by the Sykes Committee and this was to be followed by a simple 10 shillings licence fee with no royalty once the wireless manufactures protection expired. The BBCs broadcasting monopoly was made explicit for the duration of its current broadcast licence, the BBC was also banned from presenting news bulletins before 19.00, and required to source all news from external wire services. Mid-1925 found the future of broadcasting under further consideration, this time by the Crawford committee, by now the BBC under Reiths leadership had forged a consensus favouring a continuation of the unified broadcasting service, but more money was still required to finance rapid expansion. Wireless manufacturers were anxious to exit the loss making consortium with Reith keen that the BBC be seen as a service rather than a commercial enterprise. The recommendations of the Crawford Committee were published in March the following year and were still under consideration by the GPO when the 1926 general strike broke out in May. The strike temporarily interrupted newspaper production and with restrictions on news bulletins waived the BBC suddenly became the source of news for the duration of the crisis. The crisis placed the BBC in a delicate position, the Government was divided on how to handle the BBC but ended up trusting Reith, whose opposition to the strike mirrored the PMs own
38.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
39.
Joseph Locke
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Joseph Locke was a notable English civil engineer of the nineteenth century, particularly associated with railway projects. Locke ranked alongside Robert Stephenson and Isambard Kingdom Brunel as one of the pioneers of railway development. Locke was born in Attercliffe, Sheffield in Yorkshire, moving to nearby Barnsley when he was five. By the age of 17, Joseph had already served an apprenticeship under William Stobart at Pelaw, on the bank of the Tyne. He was a mining engineer, able to survey, sink shafts, to construct railways, tunnels. Josephs father had been a manager at Wallbottle colliery on Tyneside when George Stephenson was a fireman there, in 1823, when Joseph was 17, Stephenson was involved with planning the Stockton and Darlington Railway. He and his son Robert Stephenson visited William Locke and his son at Barnsley, the Stephensons established a locomotive works near Forth Street, Newcastle upon Tyne, to manufacture locomotives for the new railway. Joseph Locke, despite his youth, soon established a position of authority and he and Robert Stephenson became close friends, but their friendship was interrupted, in 1824, by Robert leaving to work in Peru for three years. Joseph Locke was asked by the directors to carry out another survey of the tunnel works. The report was critical of the work already done, which reflected badly on Stephenson. Stephenson was furious and henceforth relations between the two men were strained, although Locke continued to be employed by Stephenson, probably because the latter recognised his worth. However, a clash of personalities between Stephenson and Vignoles led to the latter resigning, leaving Locke as the assistant engineer. Locke took over responsibility for the half of the line. One of the obstacles to be overcome was Chat Moss. Although, Stephenson usually gets the credit for this feat, it is believed that it was Locke who suggested the method for crossing the bog. Whilst the line was being built, the directors were trying to decide whether to use standing engines or locomotives to propel the trains, the report led to the decision by the directors to hold an open trial to find the best locomotive. This was the Rainhill Trials, which were run in October 1829, when the line was finally opened in 1830, it was planned for a procession of eight trains to travel from Liverpool to Manchester and back. George Stephenson drove the leading locomotive Northumbrian and Joseph Locke drove Rocket, the day was marred by the death of William Huskisson, the Member of Parliament for Liverpool, who was struck and killed by Rocket
40.
Newcomen Society
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The Newcomen Society is an International learned society that promotes and celebrates the history of engineering and technology. The motto of the Society is the Latin actorum memores simul affectamus agenda, meaning mindful of things that have taken place, the choice of a griffin regardant for the logo was to symbolise vigilance and looking backward while going forward. The Newcomen Society is based at the Science Museum in London, there are regional branches in England, Midlands, North West, North East, Western and Southern, and one in Scotland. The Society is concerned with all branches of engineering, civil, mechanical, electrical, electronic, structural, aeronautical, marine, chemical and manufacturing as well as biography and it publishes the International Journal for the History of Engineering and Technology and Newcomen Links, a quarterly newsletter. An online archive of previous Transactions is also available to members of the Society, an American branch was established in 1923, but the Newcomen Society of the United States was entirely separate from its UK counterpart in 2007, when the chairman and trustees announced its closure. Henry Winram Dickinson L. T. C, rolt Alec Skempton Hugh Pembroke Vowles Rex Wailes Paul Wilson, Baron Wilson of High Wray The Newcomen Society
41.
Nicolas-Joseph Cugnot
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Nicolas-Joseph Cugnot was a French inventor who built the first working self-propelled land-based mechanical vehicle, the worlds first automobile. Cugnot was born in Void-Vacon, Lorraine, France and he trained as a military engineer. In 1765 he began experimenting with working models of steam-engine-powered vehicles for the French Army, French Army Captain Cugnot was one of the first to successfully employ a device for converting the reciprocating motion of a steam piston into a rotary motion by means of a ratchet arrangement. A small version of his three-wheeled fardier à vapeur was made, in 1770, a full-size version of the fardier à vapeur was built, specified to be able to carry four tons and cover two lieues in one hour, a performance it never achieved in practice. The vehicle weighed about 2.5 tonnes tare, and had two wheels at the rear and one in the front where the horses would normally have been, the front wheel supported a steam boiler and driving mechanism. The power unit was articulated to the trailer, and was steered from there by means of a double handle arrangement, one source states that it seated four passengers and moved at a speed of 2.25 miles per hour. The vehicle was reported to have very unstable due to poor weight distribution. This would have been a disadvantage since the fardier was intended to be able to traverse rough terrain. In 1771 the second vehicle is said to have out of control and knocked down part of the Arsenal walls. However, according to Georges Ageon, the earliest mention of this occurrence was thirty years later, in 1801, in addition to the weight distribution problem, boiler performance was also particularly poor, even by the standards of the day. The vehicles fire needed to be relit, and its steam raised again, every quarter of an hour or so, after running a small number of trials, variously described as being between Paris and Vincennes and at Meudon, the project was abandoned. This ended the French Armys first experiment with mechanical vehicles, even so, in 1772, King Louis XV granted Cugnot a pension of 600 livres a year for his innovative work, and the experiment was judged interesting enough for the fardier to be kept at the Arsenal. In 1800 it was transferred to the Conservatoire National des Arts et Métiers,241 years later, in 2010, a copy of the fardier de Cugnot was built by pupils at the Arts et Métiers ParisTech, a French Grande école, and the city of Void-Vacon. This replica worked perfectly, proving that the concept was viable and verifying the truth and this replica was exhibited at the 2010 Paris Motor Show. It is now exhibited by an organization in the native village of Cugnot, at Void-Vacon. With the French Revolution, Cugnots pension was withdrawn in 1789, and the inventor went into exile in Brussels, shortly before his death he was invited back to France by Napoleon Bonaparte, and eventually returned to Paris, where he died on 2 October 1804. History of steam road vehicles Max J. B, biography of Cugnot from World of Invention
42.
William Murdoch
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William Murdoch was a Scottish engineer and inventor. Murdoch was employed by the firm of Boulton and Watt and worked for them in Cornwall, as an engine erector for ten years, spending most of the rest of his life in Birmingham. Murdoch was the inventor of the cylinder steam engine, and gas lighting is attributed to him in the early 1790s. However, Archibald Cochrane, ninth Earl of Dundonald, had already in 1789 used gas for lighting his family estate, Murdoch also made innovations to the steam engine, including the sun and planet gear and D slide valve. He invented the steam gun and the pneumatic tube message system, Murdoch built a prototype steam locomotive in 1784 and made a number of discoveries in chemistry. William Murdoch was born in Lugar near Cumnock, East Ayrshire, Scotland, the third of seven children, Murdoch also learned the principles of mechanics, practical experimentation and working in metal and wood by assisting in his fathers work. Together with his father, he built a wooden horse about 1763 and his Wooden Horse on Wheels was a tricycle propelled by hand cranks. He is also said to have carried out experiments in coal gas, however, there is no contemporary documentation. In 1777, at age 23, Murdoch walked to Birmingham, a distance of over 300 miles, to ask for a job with James Watt, the steam engine manufacturer. Both Watt and Murdoch were probably aware of each other because of their connections with James Boswell, Watts partner Matthew Boulton was so impressed by Murdochs wooden hat, made on a lathe of his own design, that he hired him. Murdoch began his career with Boulton and Watt in the workshop of their Soho Foundry. He Anglicised his name to Murdock when he settled in England, Murdoch progressed to work in fitting and erecting steam engines and was often sent from Soho for this purpose. By 1779 Boulton was writing to Watt, I think Wm. Murdock a valuable man and deserves every civility, in September 1779 Murdoch was sent to Redruth in Cornwall as a senior engine erector, responsible for the erection, maintenance & repair of Boulton & Watt engines. At that time steam engines were not simply sold to customers but operated, therefore, Murdochs skill in getting the most out of his engines directly impacted upon Boulton and Watts profits. Due to the frequent problems which could occur with steam engines Murdoch was kept busy travelling around the area repairing and attempting to improve the performance of the engines under his care. In Cornwall at that time there were a number of engine erectors competing with each other, in the close knit and clannish Cornwall of the time this was sometimes at his own risk. As one of his colleagues stated to Watt, If he makes an Affidavit against Carpenter or Penandrea, from 1782 there is evidence that Murdoch was discussing and collaborating with Watt on a number of inventions and improvements. This gear converted the motion of a beam, driven by a steam engine, into circular motion using a planet
43.
Richard Trevithick
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Richard Trevithick was a British inventor and mining engineer from Cornwall, England. The son of a captain, and born in the mining heartland of Cornwall. He performed poorly in school, but went on to be a pioneer of steam-powered road. His most significant contribution was the development of the first high-pressure steam engine and he also built the first full-scale working railway steam locomotive. Turning his interests abroad, Trevithick also worked as a consultant in Peru. Throughout his professional career, he went through ups and downs. During the prime of his career, he was a well-respected and known figure in mining and engineering, Richard Trevithick was born at Tregajorran, between Camborne and Redruth, in the heart of one of the rich mineral mining areas of Cornwall. He was the child and the only boy in a family of six children. He was very tall for the era at 6 ft 2in, as well as athletic, an exception was arithmetic, for which he had an aptitude, but arrived at the correct answers by unconventional means. Trevithick was the son of mine captain Richard Trevithick and of miners daughter Ann Teague, as a child he would watch steam engines pump water from the deep tin and copper mines in Cornwall. For a time he was a neighbour to William Murdoch, the steam carriage pioneer, Trevithick first went to work at the age of 19 at the East Stray Park Mine. He was enthusiastic and quickly gained the status as a consultant and he was popular with the miners because of the respect they had for his father. In 1797, Trevithick married Jane Harvey of Hayle and his company became famous worldwide for building huge stationary beam engines for pumping water, usually from mines, based on Newcomens and Watts engines. Until this time, such engines were of the condensing or atmospheric type, originally invented by Thomas Newcomen in 1712. Trevithick became engineer at the Ding Dong Mine in 1797, and he worked on building and modifying steam engines to avoid the royalties due to Watt on the separate condenser patent. He also experimented with the pump, a type of pump – with a beam engine – used widely in Cornwalls tin mines. He was not the first to think of so-called strong steam, William Murdoch had developed and demonstrated a model steam carriage, starting in 1784, and demonstrated it to Trevithick at his request in 1794. In fact, Trevithick lived next door to Murdoch in Redruth in 1797 and 1798, Oliver Evans in the U. S. had also concerned himself with the concept, but there is no indication that his ideas had ever come to Trevithicks attention
44.
London Steam Carriage
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The London Steam Carriage was an early steam-powered road vehicle constructed by Richard Trevithick in 1803 and the worlds first self-propelled passenger-carrying vehicle. Cugnot had built a steam vehicle thirty years previously, but that had been an artillery tractor. In 1801, after James Watts earlier patent on a carriage propelled by an engine had expired, Richard Trevithick constructed an experimental steam-driven vehicle at Camborne. It was equipped with a firebox enclosed within the boiler, with one vertical cylinder and it was reported as weighing 1,520 kg fully loaded, with a speed of 14.5 km/h on the flat. Trevithick ran this for several hundred yards up a hill with several people hanging on to it, unfortunately, while the driver and passengers were in a pub celebrating the event, it set fire to a shed in which it had been left unattended, and was destroyed. The following year, Trevithick and his partner, his cousin Andrew Vivian, patented a steam coach, the vehicle was assembled at Feltons carriage works at Leather Lane, London, the engine components having been brought from Falmouth where they were made. Not all the details of the carriage are known but the drawings which accompanied the original patent have survived, further information has also been obtained from eyewitness accounts. The carriage had 8-foot-diameter driving wheels which were intended to smooth out the road surfaces of the time, a forked piston rod reduced the distance between the single cylinder and the crankshaft and was considered a singular innovation at the time. Spring-operated valve gear was used to minimise the weight of the flywheel, the engine had a single horizontal cylinder which, along with the boiler and firebox, was placed behind the rear axle. The motion of the piston was transmitted to a crankshaft via the forked piston rod. The crankshaft drove the axle of the wheel via a spur gear. The steam cocks, the pump and the firebox bellows were also driven by the crankshaft. It is reported that the coach builder William Felton charged £207 for building the coach, the cost of the engine is unknown. History of steam road vehicles Fletcher, William, the History and Development of Steam Locomotion on Common Roads. Working replica of the London Steam Carriage
45.
Catch Me Who Can
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Catch Me Who Can was the fourth and last steam railway locomotive created by Richard Trevithick. The locomotive reached a top speed of 12 mph and it proved too heavy for the relatively brittle cast-iron rails then in use, and Trevithick closed his exhibition after a broken rail caused a derailment. The mechanical arrangement of Catch Me Who Can was simpler than the previous locomotives, the horizontal cylinder, flywheel, and geared drive were replaced by a vertical cylinder, still encased within the boiler. This cylinder drove one pair of wheels directly by means of connecting rods, the boiler was Trevithicks usual return-flue type, with an internal firebox. A replica is under construction by the Trevithick 200 charity at the Severn Valley Railway workshops, as of November 2016 work towards completion of the engine continues with only the braking mechanism left to complete. Nick Tyler UCL Cruchleys Plan 1827 site of Trevithicks 1808 steam circus, bowles Plan 1806 an earlier plan of the area. Richard Trevithick, Cornwalls Pioneer of Steam The new Catch Me Who Can replica www. steam-circus. info - Compilation of research on the location of the Steam Circus
46.
Salamanca (locomotive)
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Salamanca was the first commercially successful steam locomotive, built in 1812 by Matthew Murray of Holbeck, for the edge railed Middleton Railway between Middleton and Leeds. It was the first to have two cylinders and it was named after the Duke of Wellingtons victory at the battle of Salamanca which was fought that same year. Salamanca was also the first rack and pinion locomotive, using John Blenkinsops patented design for rack propulsion, a single rack ran outside the narrow gauge tracks and was engaged by a large cog wheel on the left side of the locomotive. The cog wheel was driven by twin cylinders embedded into the top of the centre-flue boiler, the class was described as having two 8×20 cylinders, driving the wheels through cranks. The piston crossheads slid in guides, rather than being controlled by a parallel motion linkage like the majority of early locomotives, the engines saw up to twenty years of service. It appears in a watercolour by George Walker, the first painting of a steam locomotive, four such locomotives were built for the railway. Salamanca was destroyed six years later, when its boiler exploded, according to George Stephenson, giving evidence to a committee of Parliament, the driver had tampered with the boiler safety valve. The item continues to mention a rack locomotive about a mile north of Newcastle and one without a rack wheel
47.
Puffing Billy (locomotive)
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It was the first commercial adhesion steam locomotive, employed to haul coal chaldron wagons from the mine at Wylam to the docks at Lemington-on-Tyne in Northumberland. Puffing Billy was one of the three engines built by Hedley, the resident engineer at Wylam Colliery, to replace the horses used as motive power on the tramway. In 1813 Hedley built for Blacketts colliery business on the Wylam Colliery line the prototypes, Puffing Billy and they were both rebuilt in 1815 with ten wheels, but were returned to their original condition in 1830 when the railway was relaid with stronger rails. From the context this is at a different location to Blücher, Puffing Billy remained in service until 1862, when Edward Blackett, the owner of Wylam Colliery, lent it to the Patent Office Museum in South Kensington, London. He later sold it to the museum for £200 and it is still on display there. Its sister locomotive, Wylam Dilly, is preserved in the National Museum of Scotland in Edinburgh, a replica has been built and was first run in 2006 at Beamish Museum. Another replica, built 1906 in a Royal Bavarian State Railways workshop, can be found in the German Museum, Puffing Billy incorporated a number of novel features, patented by Hedley, which were to prove important to the development of locomotives. The engine had a number of technical limitations. Running on cast iron Wagonway plates, its weight was too heavy and broke them. This problem was alleviated by redesigning the engine with four axles so that the weight was more evenly. The engine was rebuilt as a four-wheeler when improved edge rails track was introduced around 1830. It was not particularly fast, being capable of no more than 5 mph and it also entered the language as a metaphor for an energetic traveller, and phrases like puffing like Billy-o and running like Billy-o are thought to derive from the locomotives name. Kirtley, Allan, Longbottom, Patricia, Blackett, Martin
