Quotulatiousness

August 9, 2022

Permanent way junction renewal – the old way

Filed under: Britain, History, Railways — Tags: , , , — Nicholas @ 02:00

grovesey69
Published 26 Feb 2013

Old B&W film of relaying railway permanent way. Includes making the baseplates from scratch and building an S&C layout piecemeal. Some say the old ways are best!! they certainly knew what they were doing.

Bit of dud film in the middle but does not spoil it too much

(more…)

July 22, 2022

Inventing historical connections with slavery where they don’t exist

Filed under: Britain, History, Railways, Technology — Tags: , , , — Nicholas @ 05:00

In Quillette, David Foster recounts the story from the National Museum of Wales which effectively fabricated a connection to the slave trade as part of their politically correct performative “decolonization” efforts:

A replica of Richard Trevithick’s 1802 steam locomotive at the National Waterfront Museum in Swansea.
Photo by Chris55 via Wikimedia Commons.

In March, Britain’s Daily Telegraph and GB News channel both reported that the National Museum of Wales would be relabelling a replica of the first steam-powered locomotive, unveiled by its Cornish inventor Richard Trevithick in 1804. Trevithick had no links to slavery, but the amendment has apparently been included anyway as part of the museum’s commitment to “decolonizing” its collection. In a statement defending what it described as the addition of “historical context”, the museum said: “Although there might not be direct links between the Trevithick locomotive and the slave trade, we acknowledge the reality that links to slavery are woven into the warp and weft of Welsh society.” The statement continued:

    Trade and colonial exploitation were embedded in Wales’ economy and society and were fundamental to Wales’ development as an industrialised nation. As we continue to audit the collection, we will explore how the slave trade linked and fed into the development of the steam and railway infrastructure in Wales.

[…]

When a society compulsively disrespects its historical accomplishments — when it obsessively seeks to turn every good thing into a bad thing — the outlook for that society is bleak. It destroys social cohesion, and sends the wrong kind of message to actual and potential opponents. The matter of the steam locomotive display in Wales may seem minor, and certainly trivial when compared with the appalling events in Ukraine or the threat of Iranian nuclear weapons. But it is not.

The behavior of the museum administrators in Wales is of a piece with other contemporary symptoms, such as the eagerness within influential circles in the US to embrace the conclusions of the New York Times‘s revisionist 1619 project. It is part of the politicization of everything. Science, technology, and art cannot — indeed, must not — be appreciated simply on the grounds of beauty, utility, or truth; everything must be reduced to race, gender, and other academically and media-approved categories of analysis.

Trends such as these have real-world implications, including the growth and decline of nations and their relative power. Writing in 1940, C.S. Lewis, warned about the dangers of what he called the National Repentance Movement, which focused on the need to apologize for Britain’s sins (thought to include the Treaty of Versailles) and to forgive Britain’s enemies.

Certainly, the British State had done many bad things during its long and eventful history — as well as many good things. But the excessive focus on its sins was part of a phenomenon manifested in a 1933 motion debated at the Oxford Union: “This House will under no circumstances fight for King and country”. To the Nazis and the Imperial Japanese, attitudes like these indicated that aggression would not meet much resistance. They also informed a policy of appeasement.

Liberals and progressives (as they call themselves) claim to be greatly concerned with physical sustainability of resources and ecosystems. But they are too eager to undercut the social sustainability of their own societies and the physical infrastructures on which those societies depend, however fond they may be of repeating the word “infrastructure”.

July 17, 2022

Earlier almost-steam-engine developments

Filed under: Europe, History, Science, Technology — Tags: , , — Nicholas @ 03:00

In the latest Age of Invention newsletter, Anton Howes picks up the story of the development of the steam engine (part one was linked here):

As I explained in Part I, the spark for my investigation was noticing that one Salomon de Caus, as early as 1615, had very probably made what amounts to a solar-powered version of Savery’s engine. By concentrating the sun’s rays on trapped air above the water in copper vessels, the resulting expansion of the trapped air and steam drove the water up a pipe to make a fountain flow. Most crucially of all, however, when the vessels cooled again they sucked water up and into them from a cistern below — a principle that de Caus also applied to having statues make music when the sun shone, and which he hinted may be useful for other things too.

Noticing this machine was a big shock to me, but de Caus’s invention was not even that original. It was actually an improvement of another, almost entirely ignored device described by Hero of Alexandria as early as the 1st Century, and which Hero in turn derived from one Philo of Byzantium who wrote in the 3rd Century BC.

Philo’s original device was very simple: a hollow leaden sphere with a bent tube rising out of it and into some water at the bottom of a jug. As the sun heated the sphere, the expanding air was pushed up the tube and into the jug’s water, escaping by bubbling out of the water. And crucially, when the sphere was removed from the sun and allowed to cool, the water was then drawn up the tube and into the sphere — Philo, about 1,900 years before Savery, had already encapsulated in a simple model the power of condensation to raise water.

Philo’s device was simple, but the principles it illustrated do appear to have been applied. Hero’s work, for example, includes a libas, or “dripper” fountain. In this alternative version of Philo’s apparatus, Hero connected the jug and sphere by two other pipes to a cistern underneath, as well as starting with some water already in the sphere. The jug now acted more like a funnel, into which the original bent tube now dripped its water like a fountain when the sun shone on the sphere. When cooled, however, the sphere replenished itself from the cistern underneath. It was almost exactly like de Caus’s version, which merely improved the strength of the fountain when it was heated, seemingly by replacing the lead with more heat-conductive copper and by using glass convex lenses to concentrate the sun’s rays.

Hero’s solar-powered dripping fountain doesn’t sound all that impressive, but both Philo and Hero appreciated the wider potential of its underlying principles.

Philo, for example, noted that it might make use of alternative heat sources: he described how his apparatus would work whether pouring hot water over the sphere, or by heating it over a fire. Once it cooled, it would always draw the water up.

Hero even suggested a mechanical use for the effect. By setting a fire on a hollow, airtight altar, the heated air within would flow down a tube into a sphere full of water, which in turn would be pushed up another tube into a hanging bucket. The bucket, when sufficiently heavy with water, would then pull on a rope to open some temple doors. Crucially, when the fire was extinguished, Hero noted that the cooling of the air in the altar would draw the water back into the sphere again, lighten the bucket, and so allow the doors to be closed by a counterweight. Although the condensing phase was really just for resetting the device, the fundamental ideas behind a Savery engine were already there: it raised water, used a fuel, and exploited condensation. It even did some light mechanical work.

July 11, 2022

British Transport Films: Elizabethan Express (1954)

Filed under: Britain, History, Railways — Tags: , , , , , , — Nicholas @ 02:00

mikeknell
Published 6 May 2014

This 1954 documentary is uploaded in a couple of places, but here it is without breaks and in the correct aspect ratio. One of the classic railway films.

July 6, 2022

Look at Life — Playing Trains (1967)

Filed under: Britain, History, Railways — Tags: , , — Nicholas @ 02:00

Classic Vehicle Channel
Published 19 Apr 2020

June 11, 2022

The steam engine — one of the keys to the industrial revolution — was actually pretty late to be invented

Filed under: Europe, History, Science, Technology — Tags: , , — Nicholas @ 05:00

In the latest Age of Invention newsletter, Anton Howes gives the first part of what promises to be a fascinating deep dive into steam engine development pre-dating the commonly accepted chronology of its invention:

What did I discover that so shocked me? When researching my last post on the inventors surrounding Prince Henry in the 1610s, and because I’ve been looking into the history of energy at the urging of Apoorv Sinha and others at Carbon Upcycling, I had a read through the published work of one of the inventors, Salomon de Caus.

De Caus often features in histories of the steam engine, as someone who in 1615 wrote about and depicted the expansive force of steam — heat up water in a copper vessel with a narrow tube coming out the top, and see how water or steam can be made to rise! He was even briefly known as the “true”, French inventor of the steam engine, because of a nineteenth-century hoax.

To historians of science and technology today, however, de Caus’s illustration is pretty unremarkable. He usually just gets a brief name-check, more or less copy-pasted from older histories. This is because the expansive force of steam would turn out not to be all that important in the development of the steam engine, as we’ll see, and because it was ancient.

3D animation of an aeolipile or Hero’s engine.
Animation by Michael Frey via Wikimedia Commons.

Hero of Alexandria, writing sometime in the first century, had already exploited the fact that when you boil the water in a metal vessel with a long, narrowing spout, the steam will come out with quite some force. This aeolipile, as it was sometimes called, was known and used throughout the middle ages and well into the seventeenth century. Sometimes it was shaped a bit like an alchemist’s retort, and known as the “philosophical bellows”. Other times, it was shaped as a human face, the steam issuing from its mouth — like the Greek god Aeolus, blowing the wind.

This was no mere toy, but found plenty of practical use. The spout of the philosophical bellows was often directed at a lamp’s flame, to have a sort of blow-torch effect. It was used, for example, to do finer tasks like bending glass pipes, or in fine metalwork — there are loads of accounts of this throughout the fifteenth, sixteenth, and seventeenth centuries, with some authors even talking about its merits relative to other instruments, suggesting real-life use. Its heat could, apparently, also be used to get fires going in wet weather, or from damp wood (provided you had some dry wood on hand to get the aeolipile itself going).

It could also be put to more sophisticated uses. Hero explained how the principle of thermal expansion — of either water or air — could be exploited to spout steam or even wine onto an altar’s fire to make it flare, to make water issue from a fountain, to make miniature dancers rotate and jump up and down, and to push air through bird-shaped automata to make them sing. A 1630s English version claimed to make the figure of a dragon hiss.

It could even be used to do some light mechanical work. Hero described a version that might make a hollow ball spin, by having the steam issue from bent nozzles. He even described a version where water could be forced by steam from one container into another, which would pull on a weight to open some doors. Taking his idea and running with it, engineers from at least the fifteenth century onwards wrote about directing the aeolipile’s narrow spout at miniature turbines to turn a roasting spits above a fire — suggested in Italy in Leonardo da Vinci’s notebooks, and in a 1551 Ottoman manuscript by Taqi ad-Din — or to do light industrial work like stamping ores and minerals into powders.

The principle of using heat to expand air or steam was even tried for much heavier-duty tasks. In 1605, the French inventor Marin Bourgeois developed an air-powered gun — known as the “wind-gun” — which used air that was pumped and compressed into the barrel. Within just a couple of years, having heard of the demonstration before the French court, and after paying a visit to Bourgeois, the mathematician David Rivault began experimenting on how the same effect might be achieved by heating water in a cannon. In the same decade, the Spanish military engineer Jerónimo de Ayanz y Beaumont also tried to use the expansionary force of steam to drive water up and out of mines — essentially, an industrial version of what Hero had done with fountains.

May 12, 2022

Look at Life — Turn of the Wheel (1964)

Filed under: Britain, History, Railways — Tags: , , , , , — Nicholas @ 02:00

Classic Vehicle Channel
Published 29 Jan 2021

This film, part of the Look At Life series explores the various ways folk put old disused items of transport back into use. Fascinating archive of engines and rolling stock being cut up for scrap and factory footage of the “new” diesel locomotives being assembled. We take a glimpse into the lives of people upcyling railway memorabilia, steam wagons and rollers and there’s great footage of a Wynns Pacific transporting a steam locomotive to a museum.

March 29, 2022

Abandoned: How The Beeching Report Decimated Britain’s Railways | Timeline

Timeline – World History Documentaries
Published 15 May 2019

Travel journalist Simon Calder takes a journey from across the south of England — by bike, rail and car. In this documentary film, Simon explores the legacy of the Beeching railway cuts. He examines the arguments for reopening some of the branch lines axed in the 1960s.

It’s like Netflix for history … Sign up to History Hit, the world’s best history documentary service, at a huge discount using the code ‘TIMELINE‘ —ᐳ http://bit.ly/3a7ambu

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This channel is part of the History Hit Network. Any queries, please contact owned-enquiries@littledotstudios.com

January 28, 2022

How a holiday camp accidentally helped save eight steam engines – Butlin’s Steam Engines

Filed under: Britain, History, Railways — Tags: , , , , , , — Nicholas @ 02:00

Train of Thought
Published 22 Oct 2021

In this video, we take a look at how a British holiday camp managed to help save some very rare express engines, possibly by accident …

This video falls under the fair use act of 1976

November 12, 2021

The Weird And Only Naval Battle of The Franco-Prussian War

Filed under: Americas, France, Germany, History, Military — Tags: , , , , , — Nicholas @ 06:00

Real Time History
Published 11 Nov 2021

Support Glory & Defeat on Patreon: https://patreon.com/realtimehistory

While the fighting on land continued during the Franco-Prussian War in November 1870, the bizarre and only naval battle of the war took place off the coast of Cuba when the German Meteor and the French Bouvet met in the port of Havana.

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» LITERATURE
Arand, Tobias: 1870/71. Die Geschichte des Deutsch-Französischen Krieges erzählt in Einzelschicksalen. Hamburg 2018

Arand, Tobias: “Rogerowski oder Rasumofsky? Überlegungen zur nationalen ‘Meistererzählung’ in Fontanes Kriegsgefangen”, in: Fontane-Blätter 105 (2018), p. 61-86

Bauer, Gerhard u.a. (Hrsg.): Krieg – Macht – Nation. Wie das deutsche Kaiserreich entstand. Ausstellungskatalog Dresden Militärhistorisches Museum der Bundeswehr. Dresden 2020

Bigelow, John: France and the Confederate Navy 1862-1868. New York, 1888

Farret, “Étude sur les combats livrés sur mer de 1860 à 1880”, Revue Maritime et Coloniale, t. 70, no d’édition,‎ 1881, p. 519-522

Gouttman, Alain: La grande défaite 1870-1871. Paris 2015

Pölking, Hermann and Linn Sackarnd: Der Bruderkrieg. Deutsche und Franzosen 1870/71. Freiburg 2020

Radecke, Gabriele/Rauh, Robert: Fontanes Kriegsgefangenschaft. Wie der Dichter in Frankreich dem Tod entging. Berlin 2020

Tümmler, Holger: Großer Atlas des Deutsch-Französischen Krieges 1870/71. Wolfenbüttel 2010

» SOURCES
Fontane, Theodor: Kriegsgefangen. Erlebtes 1870. Neuausgabe Berlin 2020

Kriegsgeschichtliche Abtheilung des Großen Generalstabs (Hrsg.): Der deutsch-französische Krieg 1870-71. II.1. Berlin 1878

Kürschner, Joseph (Hrsg.). Der große Krieg in Zeitberichten. Leipzig 1895

Meisner, Heinrich Otto (Hrsg.): Kaiser Friedrich III. Das Kriegstagebuch von 1870/71. Berlin, Leipzig 1926

Roux, Georges: La Guerre de 1870. Paris 1966

Stenzel, Alfred: “Flotte und Küste”, in: Krieg und Sieg 1870-71. Ein Gedenkbuch, hrsg. v. Julius von Plugk-Harttung. Berlin 1895. S. 584-611

“The Naval Duel Near Havana,” Otago Witness, Issue 996, 31 December 1870, p. 11.

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September 15, 2021

Look at Life – Sea Horses – Tugboats from the 1960s

Filed under: Britain, Europe, History — Tags: , , , , — Nicholas @ 02:00

PauliosVids
Published 24 Nov 2018

[The version of this film I originally scheduled has been taken down, but included a much more informative description, which I’m retaining below:]

capspread
Published 11 Oct 2020

#LookatLife #Tugboats #MerchantNavy #QueenMary #QueenElizabeth
Look at Life – Sea Horses – Tugboats from the 1960s

The video is the latest Look at Life, Volume One – Transport called Sea Horses – Little Tugs, without which any big port would come to a standstill, are featured made in May 1962.

Several Tugs are featured in the video along with several ships, including Ocean Liners. Those with names that are recognisable are below. There are others which are not shown below because their names are not known.

Tugboats

William Ryan
Built 1908 – Re-engined 1956 – Sold in 2000 for £1 as a “non-commercial worker”. In 2005, spotted at Hoo Marina converted to a houseboat. In 2009 for sale priced £33k In 2010 – Engine Removed.

Sun.X
Built in 1920 in Selby in Yorkshire. 196grt. Disposed 1969 and scrapped in 1969.

Effleton Hall
Paddlewheel Tugboat built in 1914. In service until 1967 where she was sold to shipbreakers for scrap. She was left sitting on a mudbank in Dunston. As part of the scrapping process her wooden afterdeck and interior were destroyed by fire prior to being broken up. The tug remained there for 2 years, deck frames warped, wood burned or rotted, hull part flooded and engines rusty but intact. But she was bought by an American and rebuilt on the River Tyne during 1969, modified to enable her to cross the Atlantic Ocean under her own steam, requiring fitting of modern navigational aids, radio, an enclosed wheelhouse and conversion from coal to diesel oil firing. She set sail on 18 September 1969 and arrived late March 1970 at San Francisco. She was donated to the National Park Service in 1979 and is now berthed at Hyde Street Pier, San Francisco. She has been restored to resemble her condition post-War 1946. 166grt – Length – 100 feet; Beam 21 feet; Depth of hold 10.8 feet.

Gladstone – Registered at Liverpool

Formby – Built 1951 Registered at Liverpool – 237grt Steam Engine

Canada – Registered at Liverpool

Marinia – Ocean going Tugboat

Poolzee – Dutch Smit Tug – Built 1942

Hestor – Could be Dutch

Ocean Liners

Queen Mary – 81,000 grt
In service between 1936 and 1967. She is now permanently moored as a tourist attraction, hotel, museum and event facility in Long Beach California.

Queen Elizabeth – Largest Ocean Liner at the time at 83,000 grt. In service between 1939 and 1968. Caught fire in Hong Kong in 1972 and completely destroyed.

Cargo Ships

Northern Clipper – No info

Toula – Built in 1937 as Westralia as a passenger-cargo ship. Renamed Toula in 1959 and in 1970 broken up in Shanghai.

Allegrity – Built 1945 as a coastal tanker. In 1946 renamed Sobat. In 1951 renamed Allegrity and purchased by FT Everard. On 22 December 1961 she capsized after grounding near Falmouth. She was a total loss
798grt Length – 183 feet; Breadth – 28 feet; Depth – 13 feet
Speed – 9 knots.

September 6, 2021

Why the British Rail Modernisation Plan Failed

Filed under: Britain, Economics, History, Railways — Tags: , , , , , — Nicholas @ 02:00

Ruairidh MacVeigh
Published 27 Feb 2021

Hello again! 😀

Back to trains, and for this week we discuss one of Britain’s most audacious but ultimately futile projects to revitalise the network in the wake of World War II. However, rather than undertaking a comprehensive rebuild of the network, British Railways was short-changed time and again, ultimately resulting in a facelifted but largely unchanged system that dated back to the Victorian era, though it was much smaller and crippled by far more debt than ever before.

This video was actually a suggestion from an American viewer, who was curious as to why British Rail had such a vast array of diesel locomotives during its early years. 🙂

All video content and images in this production have been provided with permission wherever possible. While I endeavour to ensure that all accreditations properly name the original creator, some of my sources do not list them as they are usually provided by other, unrelated YouTubers. Therefore, if I have mistakenly put the accreditation of “Unknown”, and you are aware of the original creator, please send me a personal message at my Gmail (this is more effective than comments as I am often unable to read all of them): rorymacveigh@gmail.com

The views and opinions expressed in this video are my personal appraisal and are not the views and opinions of any of these individuals or bodies who have kindly supplied me with footage and images.

If you enjoyed this video, why not leave a like, and consider subscribing for more great content coming soon.

Thanks again, everyone, and enjoy! 😀

References:
– Railways Archive (and their respective sources)
– RMWeb (and their respective sources)
– Wikipedia (and its respective references)

August 31, 2021

Isambard Kingdom Brunel: The Genius of the Industrial Revolution

Biographics
Published 23 Mar 2020

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History Today: https://www.historytoday.com/archive/…
The Thames Tunnel: https://www.smithsonianmag.com/histor…
The atmospheric railway: https://www.theguardian.com/science/t…
SS Great Britain accident: https://www.ssgreatbritain.org/about-…

July 17, 2021

The Great Western Railway before nationalization (and back again)

Filed under: Britain, History, Railways — Tags: , , , — Nicholas @ 03:00

In The Critic, Jonathan Glancey sings the praises of the steam locomotive designs and liveries of the pre-nationalization Great Western Railway:

The greatest of all Great Western Railway locomotives were the King Class 4-6-0s. From 1927, and for more than 30 years, they headed principal express trains from Paddington to Bristol, Plymouth, South Wales and the West Midlands with power, precision and truly regal style.

In a livery of lined dark green with copper-capped chimneys, brass safety valve covers, and names emblazoned above their driving wheels, the Kings led long chocolate and cream-coloured trains through landscapes they enhanced in days of both private and public ownership. Together with their less powerful shed-mates — Castles, Halls, Granges and Manors — these puissant machines breathed “Great Western” with every beat of their crisp exhausts.

In the beginning, the Kings were to have been Cathedrals, an appropriate name for locomotives representing a concern that, incorporated in 1835 and engineered by Isambard Kingdom Brunel, was revered by many employees, passengers and most enthusiasts as something more akin to a religion than a mere railway. Its engineering was progressive, and yet its corporate identity (what today’s marketing jargoneers would call its “brand”) retained a gloriously ecclesiastical and slightly old-fashioned air throughout the railway’s life.

Sir William Stanier, a Great Western engineer who moved from Swindon to the LMS at Crewe and then to the chairmanship of Power Jets in the Second World War, was asked by Cuthbert Hamilton Ellis, a writer on railways, “whether there was some nameless cabal at Swindon which ruled the styling of a Great Western locomotive” from the latest 1940s designs back through the Edwardian Saints and Stars to engines of the 1880s designed by William Dean. Stanier smiled and exclaimed: “Dean? Gooch! [the GWR’s first locomotive engineer]. It was traditional.”

The tradition lives on. In 2015, today’s Great Western Railway — an operation owned by the multi-national FirstGroup — adopted a handsome dark green livery, created by the design agency Pentagram, that reaches back to the Kings and, by association, all the way to Gooch and Brunel.

The new look was sung as if from the Great Western’s “Ancient and Modern” hymn book of design. In a privatised railway world of largely gimcrack style and branding, with all too many trains looking as if their design inspiration has been that of sports shoes or the packaging of sweets such as Refreshers, the Great Western re-introduced gravitas, continuity and regional sensibility to the way its trains looked.

This is something those in charge of the newly announced Great British Railways (GBR) should think about carefully as this new public body takes over the national railway infrastructure in 2023, its remit including corporate identity. While its name is, perhaps, rather too close to Little Britain’s Great British Air, the possibility of it exercising a civilising influence over the design of our trains is there. A national design standard and identity could yet be created that speak of the unity of the British railway network and its diversity in the same breath.

June 12, 2021

Sail to Steam to Iron – Half a Century of Change

Filed under: Britain, France, History, Military, Russia, USA — Tags: , , , , , , , — Nicholas @ 02:00

Drachinifel
Published 19 Dec 2018

Today we look at the development of warships from 1815 to 1860.

Want to support the channel? – https://www.patreon.com/Drachinifel​

Want to talk about ships? https://discord.gg/TYu88mt

Music – https://www.youtube.com/c/NCMEpicMusic

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