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1 Sleepers
These are warp ends that are broken during the warping process and become lost. -
2 Locke, Joseph
[br]b. 9 August 1805 Attercliffe, Yorkshire, Englandd. 18 September 1860 Moffat, Scotland[br]English civil engineer who built many important early main-line railways.[br]Joseph Locke was the son of a colliery viewer who had known George Stephenson in Northumberland before moving to Yorkshire: Locke himself became a pupil of Stephenson in 1823. He worked with Robert Stephenson at Robert Stephenson \& Co.'s locomotive works and surveyed railways, including the Leeds \& Selby and the Canterbury \& Whitstable, for George Stephenson.When George Stephenson was appointed Chief Engineer for construction of the Liverpool \& Manchester Railway in 1826, the first resident engineer whom he appointed to work under him was Locke, who took a prominent part in promoting traction by locomotives rather than by fixed engines with cable haulage. The pupil eventually excelled the master and in 1835 Locke was appointed in place of Stephenson as Chief Engineer for construction of the Grand Junction Railway. He introduced double-headed rails carried in chairs on wooden sleepers, the prototype of the bullhead track that became standard on British railways for more than a century. By preparing the most detailed specifications, Locke was able to estimate the cost of the railway much more accurately than was usual at that time, and it was built at a cost close to the estimate; this made his name. He became Engineer to the London \& Southampton Railway and completed the Sheffield, Ashton-under-Lyme \& Manchester Railway, including the 3-mile (3.8 km) Woodhead Tunnel, which had been started by Charles Vignoles. He was subsequently responsible for many British main lines, including those of the companies that extended the West Coast Route northwards from Preston to Scotland. He was also Engineer to important early main lines in France, notably that from Paris to Rouen and its extension to Le Havre, and in Spain and Holland. In 1847 Locke was elected MP for Honiton.Locke appreciated early in his career that steam locomotives able to operate over gradients steeper than at first thought practicable would be developed. Overall his monument is not great individual works of engineering, such as the famous bridges of his close contemporaries Robert Stephenson and I.K. Brunel, but a series of lines built economically but soundly through rugged country without such works; for example, the line over Shap, Cumbria.[br]Principal Honours and DistinctionsOfficier de la Légion d'honneur, France. FRS. President, Institution of Civil Engineers 1858–9.Further ReadingObituary, 1861, Minutes of Proceedings of the Institution of Civil Engineers 20. L.T.C.Rolt, 1962, Great Engineers, London: G. Bell \& Sons, ch. 6.Industrial Heritage, 1991, Vol. 9(2):9.See also: Brassey, ThomasPJGR -
3 Monier, Joseph
[br]b. 1823 Franced. 1906 Paris, France[br]French gardener and one of the principal inventors of reinforced concrete.[br]Monier was a commercial gardener who in the course of his work was struck with the idea of inserting iron reinforcement in concrete tubs such as were used for growing orange trees. He patented this idea in 1867 and exhibited his invention the same year at the Paris Exposition. It soon occurred to him to apply the same principles to other engineering structures such as railway sleepers, pipes, floors, arches and bridges. In 1878 he took out a French patent for reinforced concrete beams and held numerous other patents for the material. Although he was not the only one to realize the benefits of combining a concrete girder or slab to resist compressive forces with iron or steel wires or rods to resist tensile stresses, "Das System Monier" was known as such by 1887 throughout Europe.[br]Further ReadingJ.W.De Courcy, 1987, "The emergence of reinforced concrete", Structural Engineer 65A: 316.IMcN -
4 Outram, Benjamin
[br]b. 1 April 1764 Alfreton, Englandd. 22 May 1805 London, England[br]English ironmaster and engineer of canals and tramroads, protagonist of angled plate rails in place of edge rails.[br]Outram's father was one of the principal promoters of the Cromford Canal, Derbyshire, and Benjamin Outram became Assistant to the canal's Engineer, William Jessop. In 1789 Outram was appointed Superintendent in charge of construction, and his responsibilities included the 2,978 yd (2,723 m) Butterley Tunnel; while the tunnel was being driven, coal and iron ore were encountered. Outram and a partner purchased the Butterley Hall estate above the tunnel and formed Outram \& Co. to exploit the coal and iron: a wide length of the tunnel beneath the company's furnace was linked to the surface by shafts to become in effect an underground wharf. Jessop soon joined the company, which grew and prospered to eventually become the long-lived Butterley Company.As a canal engineer, Outram's subsequent projects included the Derby, Huddersfield Narrow and Peak Forest Canals. On the Derby Canal he built a small iron aqueduct, which though designed later than the Longdon Aqueduct of Thomas Telford was opened earlier, in 1796, to become the first iron aqueduct.It is as a tramroad engineer that Outram is best known. In 1793 he completed a mile-long (1.6 km) tramroad from Outram \& Co.'s limestone quarry at Crich to the Cromford Canal, for which he used plate rails of the type recently developed by John Curr. He was, however, able to use a wider gauge—3 ft 6 in. (1.07 m) between the flanges—and larger wagons than Curr had been able to use underground in mines. It appears to have been Outram's idea to mount the rails on stone blocks, rather than wooden sleepers.Outram then engineered tramroads to extend the lines of the Derby and Peak Forest Canals. He encouraged construction of such tramroads in many parts of Britain, often as feeders of traffic to canals. He acted as Engineer, and his company often provided the rails and sometimes undertook the entire construction of a line. Foreseeing that lines would be linked together, he recommended a gauge of 4 ft 2 in. (1.27 m) between the flanges as standard, and for twenty years or so Outram's plateways, with horses or gravity as motive power, became the usual form of construction for new railways. However, experience then showed that edge rails, weight for weight, could carry greater load, and were indeed almost essential for the introduction of steam locomotives.[br]Further ReadingR.B.Schofield, 1986, "The design and construction of the Cromford Canal, 1788–1794", Transactions of the Newcomen Society 57 (provides good coverage of Outram's early career).P.J.Riden, 1973, The Butterley Company and railway construction, 1790–1830', Transport History 6(1) (covers Outram's development of tramroads).R.A.Mott, 1969, Tramroads of the eighteenth century and their originator: John Curr', Transactions of the Newcomen Society 42."Dowie" (A.R.Cowlishaw, J.H.Price and R.G.P. Tebb), 1971, The Crich Mineral Railways, Crich: Tramway Publications.PJGR
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