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61 haul
[hɔːl]1. verb1) to pull with great effort or difficulty:يَجُرHorses are used to haul barges along canals.
2) to carry by some form of transport:يَسْحَبCoal is hauled by road and rail.
2. noun1) a strong pull:سَحْبَه، جَرَّهHe gave the rope a haul.
2) the amount of anything, especially fish, that is got at one time:غَنيمَه، صَيْد وَفيرThe thieves got away from the jeweller's with a good haul.
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62 kolen de Rijn afvoeren
kolen de Rijn afvoerenVan Dale Handwoordenboek Nederlands-Engels > kolen de Rijn afvoeren
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63 Brunel, Isambard Kingdom
SUBJECT AREA: Civil engineering, Land transport, Mechanical, pneumatic and hydraulic engineering, Ports and shipping, Public utilities, Railways and locomotives[br]b. 9 April 1806 Portsea, Hampshire, Englandd. 15 September 1859 18 Duke Street, St James's, London, England[br]English civil and mechanical engineer.[br]The son of Marc Isambard Brunel and Sophia Kingdom, he was educated at a private boarding-school in Hove. At the age of 14 he went to the College of Caen and then to the Lycée Henri-Quatre in Paris, after which he was apprenticed to Louis Breguet. In 1822 he returned from France and started working in his father's office, while spending much of his time at the works of Maudslay, Sons \& Field.From 1825 to 1828 he worked under his father on the construction of the latter's Thames Tunnel, occupying the position of Engineer-in-Charge, exhibiting great courage and presence of mind in the emergencies which occurred not infrequently. These culminated in January 1828 in the flooding of the tunnel and work was suspended for seven years. For the next five years the young engineer made abortive attempts to find a suitable outlet for his talents, but to little avail. Eventually, in 1831, his design for a suspension bridge over the River Avon at Clifton Gorge was accepted and he was appointed Engineer. (The bridge was eventually finished five years after Brunel's death, as a memorial to him, the delay being due to inadequate financing.) He next planned and supervised improvements to the Bristol docks. In March 1833 he was appointed Engineer of the Bristol Railway, later called the Great Western Railway. He immediately started to survey the route between London and Bristol that was completed by late August that year. On 5 July 1836 he married Mary Horsley and settled into 18 Duke Street, Westminster, London, where he also had his office. Work on the Bristol Railway started in 1836. The foundation stone of the Clifton Suspension Bridge was laid the same year. Whereas George Stephenson had based his standard railway gauge as 4 ft 8½ in (1.44 m), that or a similar gauge being usual for colliery wagonways in the Newcastle area, Brunel adopted the broader gauge of 7 ft (2.13 m). The first stretch of the line, from Paddington to Maidenhead, was opened to traffic on 4 June 1838, and the whole line from London to Bristol was opened in June 1841. The continuation of the line through to Exeter was completed and opened on 1 May 1844. The normal time for the 194-mile (312 km) run from Paddington to Exeter was 5 hours, at an average speed of 38.8 mph (62.4 km/h) including stops. The Great Western line included the Box Tunnel, the longest tunnel to that date at nearly two miles (3.2 km).Brunel was the engineer of most of the railways in the West Country, in South Wales and much of Southern Ireland. As railway networks developed, the frequent break of gauge became more of a problem and on 9 July 1845 a Royal Commission was appointed to look into it. In spite of comparative tests, run between Paddington-Didcot and Darlington-York, which showed in favour of Brunel's arrangement, the enquiry ruled in favour of the narrow gauge, 274 miles (441 km) of the former having been built against 1,901 miles (3,059 km) of the latter to that date. The Gauge Act of 1846 forbade the building of any further railways in Britain to any gauge other than 4 ft 8 1/2 in (1.44 m).The existence of long and severe gradients on the South Devon Railway led to Brunel's adoption of the atmospheric railway developed by Samuel Clegg and later by the Samuda brothers. In this a pipe of 9 in. (23 cm) or more in diameter was laid between the rails, along the top of which ran a continuous hinged flap of leather backed with iron. At intervals of about 3 miles (4.8 km) were pumping stations to exhaust the pipe. Much trouble was experienced with the flap valve and its lubrication—freezing of the leather in winter, the lubricant being sucked into the pipe or eaten by rats at other times—and the experiment was abandoned at considerable cost.Brunel is to be remembered for his two great West Country tubular bridges, the Chepstow and the Tamar Bridge at Saltash, with the latter opened in May 1859, having two main spans of 465 ft (142 m) and a central pier extending 80 ft (24 m) below high water mark and allowing 100 ft (30 m) of headroom above the same. His timber viaducts throughout Devon and Cornwall became a feature of the landscape. The line was extended ultimately to Penzance.As early as 1835 Brunel had the idea of extending the line westwards across the Atlantic from Bristol to New York by means of a steamship. In 1836 building commenced and the hull left Bristol in July 1837 for fitting out at Wapping. On 31 March 1838 the ship left again for Bristol but the boiler lagging caught fire and Brunel was injured in the subsequent confusion. On 8 April the ship set sail for New York (under steam), its rival, the 703-ton Sirius, having left four days earlier. The 1,340-ton Great Western arrived only a few hours after the Sirius. The hull was of wood, and was copper-sheathed. In 1838 Brunel planned a larger ship, some 3,000 tons, the Great Britain, which was to have an iron hull.The Great Britain was screwdriven and was launched on 19 July 1843,289 ft (88 m) long by 51 ft (15.5 m) at its widest. The ship's first voyage, from Liverpool to New York, began on 26 August 1845. In 1846 it ran aground in Dundrum Bay, County Down, and was later sold for use on the Australian run, on which it sailed no fewer than thirty-two times in twenty-three years, also serving as a troop-ship in the Crimean War. During this war, Brunel designed a 1,000-bed hospital which was shipped out to Renkioi ready for assembly and complete with shower-baths and vapour-baths with printed instructions on how to use them, beds and bedding and water closets with a supply of toilet paper! Brunel's last, largest and most extravagantly conceived ship was the Great Leviathan, eventually named The Great Eastern, which had a double-skinned iron hull, together with both paddles and screw propeller. Brunel designed the ship to carry sufficient coal for the round trip to Australia without refuelling, thus saving the need for and the cost of bunkering, as there were then few bunkering ports throughout the world. The ship's construction was started by John Scott Russell in his yard at Millwall on the Thames, but the building was completed by Brunel due to Russell's bankruptcy in 1856. The hull of the huge vessel was laid down so as to be launched sideways into the river and then to be floated on the tide. Brunel's plan for hydraulic launching gear had been turned down by the directors on the grounds of cost, an economy that proved false in the event. The sideways launch with over 4,000 tons of hydraulic power together with steam winches and floating tugs on the river took over two months, from 3 November 1857 until 13 January 1858. The ship was 680 ft (207 m) long, 83 ft (25 m) beam and 58 ft (18 m) deep; the screw was 24 ft (7.3 m) in diameter and paddles 60 ft (18.3 m) in diameter. Its displacement was 32,000 tons (32,500 tonnes).The strain of overwork and the huge responsibilities that lay on Brunel began to tell. He was diagnosed as suffering from Bright's disease, or nephritis, and spent the winter travelling in the Mediterranean and Egypt, returning to England in May 1859. On 5 September he suffered a stroke which left him partially paralysed, and he died ten days later at his Duke Street home.[br]Further ReadingL.T.C.Rolt, 1957, Isambard Kingdom Brunel, London: Longmans Green. J.Dugan, 1953, The Great Iron Ship, Hamish Hamilton.IMcNBiographical history of technology > Brunel, Isambard Kingdom
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64 Churchward, George Jackson
[br]b. 31 January 1857 Stoke Gabriel, Devon, Englandd. 19 December 1933 Swindon, Wiltshire, England[br]English mechanical engineer who developed for the Great Western Railway a range of steam locomotives of the most advanced design of its time.[br]Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.[br]Further ReadingH.C.B.Rogers, 1975, G.J.Churchward. A Locomotive Biography, London: George Allen \& Unwin (a full-length account of Churchward and his locomotives, and their influence on subsequent locomotive development).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 20 (a good brief account).Sir William Stanier, 1955, "George Jackson Churchward", Transactions of the NewcomenSociety 30 (a unique insight into Churchward and his work, from the informed viewpoint of his former subordinate who had risen to become Chief Mechanical Engineer of the London, Midland \& Scottish Railway).PJGRBiographical history of technology > Churchward, George Jackson
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65 Darby, Abraham
SUBJECT AREA: Metallurgy[br]b. 1678 near Dudley, Worcestershire, Englandd. 5 May 1717 Madely Court, Coalbrookdale, Shropshire, England[br]English ironmaster, inventor of the coke smelting of iron ore.[br]Darby's father, John, was a farmer who also worked a small forge to produce nails and other ironware needed on the farm. He was brought up in the Society of Friends, or Quakers, and this community remained important throughout his personal and working life. Darby was apprenticed to Jonathan Freeth, a malt-mill maker in Birmingham, and on completion of his apprenticeship in 1699 he took up the trade himself in Bristol. Probably in 1704, he visited Holland to study the casting of brass pots and returned to Bristol with some Dutch workers, setting up a brassworks at Baptist Mills in partnership with others. He tried substituting cast iron for brass in his castings, without success at first, but in 1707 he was granted a patent, "A new way of casting iron pots and other pot-bellied ware in sand without loam or clay". However, his business associates were unwilling to risk further funds in the experiments, so he withdrew his share of the capital and moved to Coalbrookdale in Shropshire. There, iron ore, coal, water-power and transport lay close at hand. He took a lease on an old furnace and began experimenting. The shortage and expense of charcoal, and his knowledge of the use of coke in malting, may well have led him to try using coke to smelt iron ore. The furnace was brought into blast in 1709 and records show that in the same year it was regularly producing iron, using coke instead of charcoal. The process seems to have been operating successfully by 1711 in the production of cast-iron pots and kettles, with some pig-iron destined for Bristol. Darby prospered at Coalbrookdale, employing coke smelting with consistent success, and he sought to extend his activities in the neighbourhood and in other parts of the country. However, ill health prevented him from pursuing these ventures with his previous energy. Coke smelting spread slowly in England and the continent of Europe, but without Darby's technological breakthrough the ever-increasing demand for iron for structures and machines during the Industrial Revolution simply could not have been met; it was thus an essential component of the technological progress that was to come.Darby's eldest son, Abraham II (1711–63), entered the Coalbrookdale Company partnership in 1734 and largely assumed control of the technical side of managing the furnaces and foundry. He made a number of improvements, notably the installation of a steam engine in 1742 to pump water to an upper level in order to achieve a steady source of water-power to operate the bellows supplying the blast furnaces. When he built the Ketley and Horsehay furnaces in 1755 and 1756, these too were provided with steam engines. Abraham II's son, Abraham III (1750–89), in turn, took over the management of the Coalbrookdale works in 1768 and devoted himself to improving and extending the business. His most notable achievement was the design and construction of the famous Iron Bridge over the river Severn, the world's first iron bridge. The bridge members were cast at Coalbrookdale and the structure was erected during 1779, with a span of 100 ft (30 m) and height above the river of 40 ft (12 m). The bridge still stands, and remains a tribute to the skill and judgement of Darby and his workers.[br]Further ReadingA.Raistrick, 1989, Dynasty of Iron Founders, 2nd edn, Ironbridge Gorge Museum Trust (the best source for the lives of the Darbys and the work of the company).H.R.Schubert, 1957, History of the British Iron and Steel Industry AD 430 to AD 1775, London: Routledge \& Kegan Paul.LRD -
66 Garratt, Herbert William
[br]b. 8 June 1864 London, Englandd. 25 September 1913 Richmond, Surrey, England[br]English engineer, inventor of the Beyer-Garratt articulated locomotive.[br]After apprenticeship at the North London Railway's locomotive works, Garratt had a varied career which included responsibility for the locomotive departments of several British-owned railways overseas. This gave him an insight into the problems of such lines: locomotives, which were often inadequate, had to be operated over lines with weak bridges, sharp curves and steep gradients. To overcome these problems, he designed an articulated locomotive in which the boiler, mounted on a girder frame, was sus pended between two power bogies. This enabled a wide firebox and large-diameter boiler barrel to be combined with large driving-wheels and good visibility. Coal and water containers were mounted directly upon the bogies to keep them steady. The locomotive was inherently stable on curves because the central line of the boiler between its pivots lay within the curve of the centre line of the track. Garratt applied for a patent for his locomotive in 1907 and manufacture was taken up by Beyer, Peacock \& Co. under licence: the type became known as the Beyer-Garratt. The earliest Beyer-Garratt locomotives were small, but subsequent examples were larger. Sadly, only twenty-six locomotives of the type had been built or were under construction when Garratt died in 1913. Subsequent classes came to include some of the largest and most powerful steam locomotives: they were widely used and particularly successful in Central and Southern Africa, where examples continue to give good service in the 1990s.[br]BibliographyH.W.Garratt took out nine British patents, of which the most important is: 1907, British patent no. 17,165, "Improvements in and Relating to Locomotive Engines".Further ReadingR.L.Hills, 1979–80, "The origins of the Garratt locomotive", Transactions of the Newcomen Society 51:175 (a good description of Garratt's career and the construction of the earliest Beyer-Garratt locomotives).A.E.Durrant, 1981, Garratt Locomotives of the World, Newton Abbot: David \& Charles. L.Wiener, 1930, Articulated Locomotives, London: Constable \& Co.See also: Beyer, Charles FrederickPJGRBiographical history of technology > Garratt, Herbert William
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67 Hansom, Joseph Aloysius
SUBJECT AREA: Land transport[br]b. 26 October 1803 York, Englandd. 29 June 1883 Fulham, London, England[br]English architect and inventor, originator of the Hansom cab.[br]In 1816 he was apprenticed to his father, who was a joiner. After a year his abilities in design and construction were so marked that it was decided that he would have more scope as an architect. He was accordingly apprenticed to a Mr Phillips in York, becoming a clerk to Phillips in 1820. While he served his time he also worked on his own account and taught at a night school. In 1825 he married Hannah Glover and settled in Halifax, where he became Assistant to another architect. In 1828 he became a partner of Edward Welch, with whom he built a number of churches in the north of England. He designed the Town Hall for Birmingham and was responsible for the constructional work until 1833, but he had to become bond because the builders caused him to become bankrupt. He was appointed Manager of the business affairs of Dempster Hemming of Caldicote Hall, which included the landed estates, banking and coal-mining. It was during this period that he designed the "Patent Safety Cab" named after him and popular in Victorian days. The safety element consisted in lowering the centre of gravity by the use of the cranked axle. Hansom sold his rights for £10,000 to a company proposing to exploit the patent, but he was never paid, for the company got into difficulties; Hansom became its temporary Manager in 1839 and put matters right, for which he was paid £300, all he ever made out of the Hansom Cab. In 1842 he brought out the first issue of The Builder, but lack of capital caused him to retire from the journal. He devoted himself from then on to domestic and ecclesiastical architecture, designing many churches, colleges, convents and schools all over Britain and even in Australia and South America. Of note is St Walburga's church, Preston, Lancashire, whose spire is 306 ft (93 m) high. At various times he was in partnership with his younger brother, his eldest son, and with E.W.Pugin with whom he had a disagreement. He was a Catholic and much of his work was for the Catholic Church.[br]Further Reading1882, The Builder (8 July).1882, Illustrated London News (15 July).IMcNBiographical history of technology > Hansom, Joseph Aloysius
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68 Spooner, Charles Easton
[br]b. 1818 Maentwrog, Merioneth (now Gwynedd), Walesd. 18 November 1889 Portmadoc (now Porthmadog), Wales[br]English engineer, pioneer of narrow-gauge steam railways.[br]At the age of 16 Charles Spooner helped his father, James, to build the Festiniog Railway, a horse-and-gravity tramroad; they maintained an even gradient and kept costs down by following a sinuous course along Welsh mountainsides and using a very narrow gauge. This was probably originally 2 ft 1 in. (63.5 cm) from rail centre to rail centre; with the introduction of heavier, and therefore wider, rails the gauge between them was reduced and was eventually standardized at 1 ft 11 1/2 in (60 cm). After James Spooner's death in 1856 Charles Spooner became Manager and Engineer of the Festiniog Railway and sought to introduce steam locomotives. Widening the gauge was impracticable, but there was no precedent for operating a public railway of such narrow gauge by steam. Much of the design work for locomotives for the Festiniog Railway was the responsibility of C.M.Holland, and many possible types were considered: eventually, in 1863, two very small 0–4–0 tank locomotives, with tenders for coal, were built by George England.These locomotives were successful, after initial problems had been overcome, and a passenger train service was introduced in 1865 with equal success. The potential for economical operation offered by such a railway attracted widespread attention, the more so because it had been effectively illegal to build new passenger railways in Britain to other than standard gauge since the Gauge of Railways Act of 1846.Spooner progressively improved the track, alignment, signalling and rolling stock of the Festiniog Railway and developed it from a tramroad to a miniaturized main line. Increasing traffic led to the introduction in 1869 of the 0–4–4–0 double-Fairlie locomotive Little Wonder, built to the patent of Robert Fairlie. This proved more powerful than two 0–4–0s and impressive demonstrations were given to engineers from many parts of the world, leading to the widespread adoption of narrow-gauge railways. Spooner himself favoured a gauge of 2 ft 6 in. (76 cm) or 2 ft 9 in. (84 cm). Comparison of the economy of narrow gauges with the inconvenience of a break of gauge at junctions with wider gauges did, however, become a continuing controversy, which limited the adoption of narrow gauges in Britain.Bogie coaches had long been used in North America but were introduced to Britain by Spooner in 1872, when he had two such coaches built for the Festiniog Railway. Both of these and one of its original locomotives, though much rebuilt, remain in service.Spooner, despite some serious illnesses, remained Manager of the Festiniog Railway until his death.[br]Bibliography1869, jointly with G.A.Huddart, British patent no. 1,487 (improved fishplates). 1869, British patent no. 2,896 (rail-bending machinery).1871, Narrow Gauge Railways, E. \& F.N.Spon (includes his description of the Festiniog Railway, reports of locomotive trials and his proposals for narrow-gauge railways).Further ReadingJ.I.C.Boyd, 1975, The Festiniog Railway, Blandford: Oakwood Press; C.E.Lee, 1945, Narrow-Gauge Railways in North Wales, The Railway Publishing Co. (both give good descriptions of Spooner and the Festiniog Railway).C.Hamilton Ellis, 1965, Railway Carriages in the British Isles, London: George Allen \& Unwin, pp. 181–3. Pihl, Carl Abraham.PJGRBiographical history of technology > Spooner, Charles Easton
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69 Steers, Thomas
[br]b. c. 1672 Kent, Englandd. buried November 1750 Liverpool, England[br]English dock and canal engineer.[br]An Army officer serving at the Battle of the Boyne in 1690 and later in the Low Countries, Steers thus gained experience in water control and development, canals and drainage. After his return to England he was associated with George Sorocold in the construction of Howland Great Dock, Rotherhithe, London, opened in 1699 and the first wet dock built in England. He was again associated with Sorocold in planning the first of Liverpool's wet docks and subsequently was responsible for its construction. On its completion, he became Dockmaster in 1717.In 1712 he surveyed the River Douglas for navigation, and received authorization to make it navigable from the Ribble estuary to Wigan in 1720. Although work was started by Steers, the undertaking was hit by the collapse of the South Sea Bubble and Steers was no longer associated with it when it was restarted in 1738. In 1721 he proposed making the Mersey and Irwell navigable.In 1736 he surveyed and engineered the first summit-level canal in the British Isles, between Portadown and Newry in Ulster, thus providing through-water communication between Lough Neagh and the Irish Sea. The canal was completed in 1741. He also carried out a survey of the river Boyne. Also in 1736, he surveyed the Worsley Brook in South Lancashire to provide navigation from Worsley to the Mersey. This was done on behalf of Scroop, 1st Duke of Bridgewater; an Act was obtained in 1737, but no work was started on the scheme at that time. It was left to Francis Egerton, the 3rd Duke, to initiate the Bridgewater Canal to provide water transport for coal from the Worsley pits direct to Manchester. In 1739 Steers was elected Mayor of Liverpool. The following year, jointly with John Eyes of Liverpool, he surveyed a possible navigation along the Calder from its junction with the Aire \& Calder at Wakefield to the Hebble and so through to Halifax, but, owing to opposition at the time, the construction of the Calder \& Hebble Navigation had to wait until after Steers's death. In the opinion of Professor A.W. Skempton, Steers was the most distinguished civil engineer before Smeaton's time.[br]Further ReadingHenry Peet, 1932, Thomas Steers. The Engineer of Liverpool's First Dock; reprinted with App. from Transactions of the Historic Society of Lancashire and Cheshire 82:163– 242.JHB -
70 Webb, Francis William
[br]b. 21 May 1836 Tixall, Staffordshire, Englandd. 4 June 1906 Bournemouth, England[br]English locomotive engineer who pioneered compound locomotives in Britain and the use of steel for boilers.[br]Webb was a pupil at Crewe Works, London \& North Western Railway (LNWR), under F. Trevithick (son of Richard Trevithick), and was subsequently placed in charge of the works under Trevithick's successor, J.Ramsbottom. After a brief spell away from the LNWR, Webb returned in 1871 and was made Chief Mechanical Engineer, a post he held until his retirement in 1904.Webb's initial designs included the highly successful "Precedent" or "Jumbo" class 2– 4–0, from which the example Hardwicke (now preserved by the National Railway Museum, York) achieved an average speed of 67.2 mph (108.1 km/h) between Crewe and Carlisle in 1895. His 0–6–0 "coal engines" were straightforward and cheap and were built in large numbers. In 1879 Webb, having noted the introduction of compound locomotives in France by J.T.A. Mallet, rebuilt an existing 2–2–2 locomotive as a two-cylinder compound. Then in 1882, seeking fuel economy and the suppression of coupling rods, he produced a compound locomotive to his own design, the 2–2, 2–0 Experiment, in which two outside high-pressure cylinders drove the rear driving-wheels, and a single inside large-diameter low-pressure cylinder drove the front driving-wheels. This was followed by a large number of compound locomotives: three successive classes of 2–2, 2–0s; some 2–2, 2–2s; some 4–4–0s; and some 0–8–0s for goods traffic. Although these were capable of good performance, their overall value was controversial: Webb, who was notoriously autocratic, may never have been fully informed of their defects, and after his retirement most were quickly scrapped. Webb made many other innovations during his career, one of the most important being the construction of boilers from steel rather than wrought iron.[br]Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 14 (describes Webb's career).E.L.Ahrons, 1927, The British Steam Railway Locomotive 2825–1925, London: The Locomotive Publishing Co., Chs 18 and 20 (includes a critique of Webb's compound locomotives).PJGR -
71 Whangarei
(The waiting of Reipae)Major City in Northland. The area and harbour was used as a staging place for Maori war parties on their way south. Much of the early city, which was a trading post, was built on reclaimed swampland. Kauri timber and gum was the major trading industry, soon followed by coal mining, wheat and dairy farming, shipbuilding and brick making. William Carruth was the first settler in 1839 followed three years after by Gilbert Mair who began the shipbuilding industry, which was a major means of transport in those days.<WHANGLOGO.JPG">Whangarei logo
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