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More correctly this is locomotive engineers in Ireland as many of them were Englishmen (there were also one or two Scots). .Thus it excludes notable Irish locomotive engineers, such as Beames and O'Brien, who were Irishmen, but contributed mainly to locomotive development in England. With the very notable exception of Maunsell most such individuals appear to have been unsuccessful.
Doyle, Oliver and Stephen
Railways in Ireland, 1834-1984. 1983.
Published to celebrate
Nock, O.S. Irish steam, 1982)
Chapter 2: Irish locomotive men
See also Aspinall, Bulleid, Ivatt, Maunsell and Robinson
Locomotive Superintendent of the Clogher Valley Railway. Appointed in April 1889 at a salary of £150 p.a. and died, whilst still in service, in 1922. He was of Swedish origin, and had been trained at Derby. He was a fair but strict disciplinarian, developed the workshops at Auchnacloy and introduced modifications to the existing Sharp Stewart locomotives to improve their performance. The sole locomotive for which he had an influence upon the design: an 0-4-4T supplied by Hudswell Clarke in 1910 was not a success.
Appleby's period as Locomotive Superintendent of the Waterford & Limerick Railway was brief, but did lead to the appointment of J.G. Robinson.
Locomotive Superintendent Dublin & Belfast Junction Railway 1872-5 thence to Waterford & Limerick Railway See Johnston's Great Northern Railway and. Rutherford, Backtrack, 2006, 20, 434.
Ash, William James
Born in 1894; died 18 July 1963: educated in Dublin, served apprenticeship at the Broadstone Works of the former Midland Great Western Railway of Ireland from 1908 to 1912. In 1913 became Assistant to the Running Superintendent and in 1915 was appointed Draughtsman and Inspector of Material which post he held until 1918. From 1918 to 1924 Ash was Chief Draughtsman of the Midland Great Western Railway and on the formation of Great Southern Railways was Assistant Chief Draughtsman until 1928 when he was promoted to Chief Draughtsman. In 1935 Ash was appointed Works Manager, Irish Railways and in 1943 he came to England to accept an appointment as Senior Technical Assistant to the Ministry of Supply. After WW2 went into partnership with Kenneth Ramsey Pearson, Westminster, becoming sole owner of the business in 1951. .Obituarty: J. Instn Loco. Engrs., 1963, 53, 134..
Locomotive Superintendent Midland Great Western Railway in Ireland 1872 to 1900 when he retired (Clements and McMahon). Went to Broadstone, Dublin from Stratford. They credit Atock with being the designer of sound, competent machines that served the MGWR well. Marshall notes that Atock was son of George Attock and was born in Preston in (baptised 26 June 1836 at St John the Evangelist, Preston) and died in Killiney on 28 Novemebr 1901. Soon after his birth the family moved to Stratford where his father, George was Carriage & Wagon Superintendent of the ECR. Martin became a locomotive draughtsman at Stratford, but in 1861 he became Locomotive Superintendent of the Waterford & Limerick Railway. In 1872 he became as noted Locomotive Superintendent of the MGWR. Ellis (Trains we loved) called him one of the gentlest and most courteous of locomotive superintedents. Succeeded by Cusack..
Patents (source for following Patents and papers is Shepherd (below)
2716/1874 A combined machine or tool for boring, turning, and key bed grooving.
1961/1878 An improved hydraulic gantry.
10826/1888 Improvements in the shells or barrels of locomotive and similar boilers.
Tubing locomotive boilers, Trans. Instn Civ. Engrs Ireland, 1882, 14
The wheel base of railway carriages, Trans. Instn Civ. Engrs Ireland, 1891, 21
Backtrack by Charles Bayes.
Shepherd, Ernie. The Atock/Attock family: a worldwide railway engineering dynasty. 2009. 264pp. (Oakwood Library of Railway History No. 150)
Bazin, John Ralph
According to Marshall he was born in London on 26 July 1879 and died in Dorchester (Dorset) on 28 October 1965. He was educated at Christ College Finchley and became a Premium Apprentice at Doncaster in 1897 under Ivatt where he was a friend of O.V.S. Bulleid (see H.A.V. Bulleid on his father) In 1905 (Report dates 21 January) Bazin and T. Smith reported on a visit to the GWR and TVR to study steam railcars. He held several posts of increasing importance on the running side of the GNR, including Assistant District Locomotive Superintendent at Colwick, and from September 1906 DLS at Peterborough, and in 1908 was appointed Assistant Works Manager at Doncaster and in 1916 became Acting Carriage & Wagon Superintendent. In 1909 he had applied unsuccessfully for the position of Locomotive Running Superintendent on the GNR(I).and was short-listed for the post of Locomotive Superintendent on the GNR(I) in 1912 (Clements and McMahon Locomotives of the GSR (2008).. In May 1919 he beacme Works Manager at Inchicore and in November 1921 he succeeded Watson as CME on the GS&WR. He introduced the "modern 4-6-0" to the Great Southern Railway in Ireland with his three B1 two cylinder (outside Walschaerts valve gear) two cylinder locomotives. Also rebuilt some of the troublesome Watson 4-cyliner 4-6-0s with two cylinders. As a young man he was a keen photographer. Nock in his monograph on the Ivatt Atlantics notes that Bazin wrote an article on superheaters for the class in the Rly Mag for 1911..
See Letter Backtrack by Charles Bayes.
According to Phil Atkins, Bazin was an enthusiastic amatuer astronomer, a member of the British Astronomical Association, with a particular interest in variable stars. He also once came across an incidental/oblique reference to him in a book as a witness to strange sounds emanating from a house in Doncaster in 1916.
Patent with Albert George Burnell
315,543 Improvements in and relating to feed water heaters. Published 18 July 1929 Applied: 9 June 1928
Presidential Address. J. Instn Loco.
Engrs, 1930, 20, 215-28.
Surveys the Rainhill Trials of 1829 and notes the lack of educational facilities available through the Institution. No information on Bazin's Irish activities.
J.R. Bazin (205-6): Paper by McDermid (J. Instn Loco Engrs, 1933, 23, Notes on device fitted to GNR 0-8-0s: the blast-pipe was of aof special construction and had what was really a conical plunger fitted centrally into the orifice which could be moved up and down by a vertical rod. It worked off a spindle and bell-crank at the base of the blast-pipe and was onnected to the reversing lever so that when the engine was in full gear the conical plunger was dropped, increasing the area of the blast pipe orifice and as the engine was noteched up it was raised and formed a sort of central choke. It worked very well in controlling the exhaust jet but the heat in the smokebox damaged the linkage
Obituary : J.R. Bazin. J. Instn Loco. Engrs, 1964/65, 54,
Portrait: J. Instn Loco. Engrs., 1930, 20, fp. 814.
Beaumont was chief draughtsman at Inchicore when the 800s were being designed (Phil Atkins e-mail).
Locomotive Superintendent Irish North Western Railway from October 1850 until 1852, See Johnston's Great Northern Railway
Locomotive Superintendent Irish North Western Railway for one month in 1852, See Johnston's Great Northern Railway. page 28.
Bredin, Edgar Craven
According to Marshall Bredin was born in Canterbury on 16 April 1886 . He was educated at Mountjoy School in Dublin. In 1905 he was apprenticed to Fielding & Platt in Gloucester and became a pupil at Inchicore in 1907. He was Shed Foreman at Rosslare where his duties included the electricity generating station and electric cranes. He was appointed Assistant Works Manager at Inchicore in 1916 and Works Manager in 1925. (Clements & McMahon) Bredin was CME of the Great Southern Railway from 1937 to 1942 when he became General Manager, and in 1945 General Manager of CIE. Bredin was noteworthy for introducing the three modern 3-cylinder 4-6-0 locomotives with the names of gaelic queens (the 800 class), Maeve and her two sisters. He died in Dublin on 5 August 1950.
Bredin's retirement house was recently on the property market and announced for sale on the Internet: The house is on the Carrick Shore of Lough Corrib in a timbered setting with magnificent views of the Lough and surrounding mountains.half way between the fishing villages of Cornamona and Clonbur. The house came into Bredin's possession in 1933, whereupon some considerable renovations were undertaken.
324,818 Improvements in and relating to mechanism used for the transfer of road vehicles on to and from railway vehicles. Published: 6 February 1930. Application number: 3940/1929 Applied: 5 February 1929
308,008 Improvements in and relating to mechanism used for the transfer of road vehicles on to and from railway vehicles. Published: 21 March 1929. Application number: 806/1928. Applied: 10 January 1928.
277,401 Improvements in and relating to feed water heaters for locomotive and like boilers. with Albert George Burnell. Published: 22 September 1927. Application number: 10816/1926. Applied: 21 January 1927
The design of a modern locomotive. Rly Gaz., 1939, 71, 718.
Abstract of a paper presented to the Dublin University Engineering Society. Bredin surveyed locomotive development and related this to his own 800 class.
APPOINTMENT of E.C. Bredin as C.M.E., G.S.R. Loco. Rly Carr. Wagon Rev., 1937, 43, 121. illus. (port.)
OBITUARY Edgar C. Bredin. J. Instn Loco. Engrs, 1950, 40, 592.
Burnell, Albert George
Innovator of feed-water heating system: see patents with both Bazin and Bredin.
Locomotive Superintendent MGWR from 1856 to 1862. Cabry was from North East England and placed an order with Hawthorn before his departure in 1862 following accusations of corruption in the letting of contracts for rolling stock and permanent way materials. See also Cabry family...
Locomotive superintendent, West Clare Railway (en passant Locomotive Mag., 1912, 18, 231)
Cleary, Patrick Leo
Died 26 May 1945 aged 44. Worked with the Great Southern Railways of Ireland throughout his professional career, including his apprenticeship, which he served in the Inchicore works at Dublin, from 1917 to 1923. During this period he took courses in mechanical engineering at the City of Dublin Technical Schools and the City and Guilds College, London. After six years experience in the drawing office he became a mechanical inspector in the department of the chief mechanical engineer, and a year later was made works assistant in charge of new work as well as repairs in the locomotive shops. In 1942 he received his final appointment as works manager at Inchicore, where he was in control of 2000 employees. IME obituary
Locomotive Superintendent Great Northern Railway (Ireland) (appointed in May 1895 in succession to Park). Apprenticed to Dublin & Wicklow Railway under Wilfred Haughton. In 1861 appointed to Irish North Western Railway at Dundalk, eventually absorbed into GNR(I). See Rly Mag., 1899, 5, 385. Portrait therein. Retired (Locomotive Mag., 1912, 18, 87 states "resigned") 1912: Rutherford, Backtrack, 2006, 20, 434..
Born in Belfast in 1851 under the family name of Cowie (which was changed by his sister Catherine and himself by deed poll to Coey). He graduated in engineering. Two of his brothers served the BNCR/NCC and his brother James Cowie became General Manager from 1899 to 1922. Coey enetered Inchicore as a draughtsman in 1876 under McDonnell, rising to Chief Draughtsman in 1880 and Works Manager under Ivatt whom he succeeded as Locomotive, Carriage and Wagon Superintendent in 1896. He introduced 4-4-0s with taper boilers in 1904 and a ponderous inside-cylinder goods engine in 1905. He experimented with superheating prior to his early retirement (due to stress and migraine) in 1911. He moved to Scarborough with his family, spent one year in Switzerland and three in Rome following WW1 and then ended his days in Harrogate dying on 24 August 1934. He was succeeded by Maunsell.
Atkins, Philip. An Inchicore threesome. Backtrack, 1997, 11, 396-9.
Chacksfield, J.E. The Coey/Cowie brothers. all railwaymen.
An extensive biography
According to Rutherford (Backtrack, 2007, 21, 44) Connor was the designer of the Hudswell Clarke 3ft gauge 4-8-0s constructed for the Burtonport Extension Railway.
Locomotive Superintendent of Dublin & Drogheda Railway as successor to Sylvester Lees (he had been his assistant) from 1848 until December 1860. Johnston page 16.
Locomotive Superintendent of the Cork Bandon & South Coast Railway from 1857 unril his death in February 1887.Followed by J.J. Johnstone. See Rutherford Backtrack, 2008, 22, 686. See also Clements and McMahon Chapter 6
In 1897 the Dublin & South Eastern Railway head-hunted Richard Cronin from Inchicore to act as its penultimate Locomotive Superintendent in succession to John Wakefield. He converted the over-weight 0-6-2Ts (see Grierson) to tender locomotives. He acquired second-hand 2-4-2Ts from the LNWR for the suburban services and a 4-4-2T No. 20 King George was produced at the Great Canal Street works. In 1917 ill health forced Cronin's resignation and Cronin's successor was George Wild from the GNR(I). See Shepherd.
The Queen's visit to Ireland. Rly
Mag., 1900, 7, 20.
Illus. of Dublin, Wicklow & Wexford Railway 4-4-0 No. 55 Rathdown decorated for Royal journey from Kingsbridge station to Kingstown Pier: R. Cronin, Locomotive Superintendent is clearly identified.
Crosthwait, Henry William
Born in 1879, educated Dublin High School and Royal College of Science, Dublin from 1896 to 1898. Then three years pupilage at Inchicore. From 1901 to 1908 Assistant Waorks Manager at Inchicore, then Locomotive Running Superintendent GSWR. Served in Royal Engineers during WW1. From 1920 Assistant to Locomotive Engineer for materials inspection. Retired in 1944 to Leamington Spa. Died on 30 January 1956. Obituary: J. Instn Loco. Engrs., 1955, 45, 701..
Locomotive Superintendent of the Bangor & County Down Railway. District Locomotive Superintendent, Waterford, GSWR. Brother of H.W. Crosthwait above. Pioneer of diesel traction: see Loco. Rly Carr. Wagon Rev., 1933, 39, 168-9
Locomotive Superintendent Dublin & Drogheda Railway 1863 to 1876. Curry was appointed Locomotive Superintendent to the merged railway, but in 1881 he became assistant to J.C. Park, whom he served until his retirement in 1892. According to Johnston, Curry had come to Ireland from Carlisle and had worked for the Great Southern & Western at Inchicore before joining the DDR. At the DDR he concentrated on rebuilding earlier locomotives at the Dublin Works. Rutherford, Backtrack, 2006, 20, 434.
Cusack, Edward A.
Apprenticed for four years at Kitson, followed by two years as an improver at Crewe. Son of the MGWR Chairman. Appointed junior assistant locomotive engineer at Broadstone (MGWR) in 1890. Locomotive Superintendent of the MGWR from 1902. Clements and McMahon. : successor to Atock.
with William Edward Morton
9660. Applied 24 April 1912. Published 24 April 1913. Improvements in or relating to superheaters for locomotives.
Locomotive Superintendent of the Londonderry & Enniskillen Railway between October 1848 and March 1854, and of the Londonderry & Coleraine Railway from October 1852.. Johnston page 32.
Locomotive superintendent Belfast & County Down Railway between 1861 and 1880: see Patterson.
Assistant Locomotive Running Superintendent. CIE: invloved in allieviating problem of fuel shortage during WW2 (the Emergency).
Locomotive Superintendent of the Dublin & Drogheda Railway between February 1861 and August 1863. Johnston page 18.
Chief draughtsman at Inchicore. See Joynt Loco Mag., 1933, 39, 180
Locomotive superintendent of the Ulster Railway from 1885: continued to function at the Ulster Railway workshops at Great Victoria Street Belfast after the railway became part of the GNR(I) and so-functioned until the work was transferred to Dundalk in 1881 Retired in 1885, following a period of ill-health which started in 1883. Johnston.. (Lowe) and Rutherford, Backtrack, 2006, 20, 434.
Formed an interegnum between Leigh and Malcolm on the Belfast & Northern Counties Railway between 1875-6. He was son of Sir George Findlay of the LNWR.His name may be misspelt without a "d" in Currie..
Locomotive superintendent Belfast & County Down Railway between 1855 and 1861: see Patterson. Norman Johnston's Locomotives of the GNRI page 39 notes that a Mr Firth was in charge of locomotives on the Ulster Railway from at least 1846..
Brewery Engineer at Arthur Guinness & Son's Brewery in Dublin where he designed patent locomotives for internal use on the extensive narrow gauge system. One was supplied by Avonside in 1882 and eighteen were built by William Spence of Dublin between 1887 and 1921. Not in Marshall's main work, but in his The Guinness book of rail facts and feats, 1971 (pp233-5).
Description of tramways and rolling stock at Guinness's Brewery. Proc. Instn Mech. Engrs., 1888, 39, 327-62
Joined the MGWR as Chief Draughtsman in 1911, having trained on the GNR(I). Later became Works Manager at Broadstone.
Glover, George Tertius
Marshall records that Glover was born in London in the summer of 1870; and died Brampton, Cumbria, 24 June 1953 aged 83. He was Locomotive Engineer of the GNR(I). He was educated at Lancing College and the Royal School of Mines. He was apprenticed with James Simpson & Co, London, and Neilson & Co, Glasgow. In 1894 he entered the NER works at Gateshead as draughtsman under W.M. Smith. He was later in the testing and boiler inspection departments, and then with D. Bain at York Carriage & Wagon works. In 1901 he was appointed manager of the C & W works at Walker Gate. In 1903, under Vincent Raven, he was given charge of all electric carriage stock on the Tynemouth electrification, mechanical and electrical running and maintenance. He was later appointed manager of Shildon wagon works, and in 1909 became locomotive works manager, Gateshead.
In 1912 he was appointed Locomotive, Carriage & Wagon Engineer on the GNR, Ireland as successor to Charles Clifford. He was elected MIME 1914. At the end of 1916 he was commissioned in the REs and was active in France as CME to the transportation scheme inaugurated by Sir E. Geddes, retiring as Hon Col in 1918: he was known as Colonel Glover thereafter. L.S. Simpson encountered him in France Glover introduced the use of the Schmidt superheater on GNR locos, his first engines being the five class S 4-4-0s, five class SG 0-6-0s and five class T 4-4-2Ts, all built by Beyer, Peacock in 1913. His class U mixed traffic 4-4-0s of 1915 were the first engines in Ireland to have the Robinson superheater. His finest engines were the S class V 3-cyl compound 4-4-0s of 1932 (KPJ: he must have worked with W.M. Smith at Gateshead: also electronic comm from Phil Atkins to note that J.W. Smith was probably still active at Gorton Works at about the time the compound design was being developed) for the Belfast to Dublin expresses. He retired in 1933 and went to live at Park Barn, Brampton, Cumberland.
As a young man he had been an energetic climber in the Lake District, on Ben Nevis and in Norway. Apparently he has two climbing features which are still named after him, Engineer's Chimney on the slopes of Ben Nevis, dating from an 1899 climb, and Glover's Chimney on Great Gable, I've known for years he used to climb with the Abraham brothers, pioneer Lakeland climbers, of Keswick. (Phil Atkins). KPJ: surely he must have met Mervyn Ryan.
According to Atkins there is a series of anonymous articles on North Eastern Railway locomotives written by Glover and published in The Engineer.
See: Engineering 176 17.7.1953 p 76; Cumberland News 4.7.1953 p 3
[G.T. Glover, Locomotive Engineer, G.N.R. (I).] Loco. Rly Carr.
Wagon Rev., 1933, 39, 226.
A biographical note to mark his retirement.
MODERN locomotives of the Great Northern Ry. of Ireland. Loco.
Rly Carr. Wagon Rev., 1933, 39,160-1; 179; 214-15; 252-4.8
A survey of the stock extant in 1933.
Murray, K. The Great Northern Railway (Ireland) past, present &
future. [Dublin], G.N.R. (I), 1944. xii, 148 p. + 72 plates. (mcI. 2
folding). 82 illus., diagr. table, map.
Includes chapters on locomotive development and on Dundalk Works.
Nock, O.S. Irish steam, 1982)
Chapter 2: Irish locomotive men.
Patterson, E.M. The Great Northern Railway of Ireland. >
Rogers, H.C.B. The Great Northern Railway (Ireland). Loco. Rly Carr. Wagon Rev., 1948, 54, 141-3: 1949, 55, 6-8; 23-4; 104-6. 4 illus.
A locomotive history, with emphasis on 20th century development.
Rutherford, Backtrack, 2006, 20, 552.
First locomotive superintendent of the Belfast & County Down Railway until 1854: see Patterson.
Owner of the Drogheda Iron Works, sole major "private" Irish locomotive builder Lowe..
Grierson, Thomas B.
Following John Wakefield's forced departure in 1894 from the post of Locomotive Superintendent of the Dublin & South Eastern Railway the Board decided that the Engineer, T.B. Grierson, should handle both civil and mechanical engineering matters. He was responsible for Kitsons supplying an 0-6-2T for freight duties which had an excessive axle-load and from 17 December 1896 his activities were restricted to civil engineering. He was succeeded by Richard Cronin. See Shepherd. for Irish work. Grierson turned up again as Maintenance Engineer and Locomotive Superintendent on the Lancashire, Derbyshire & East Coast Railway from 14 March 1898, but resigned in December the same year (Wikipedia) and set up as a consultant in London (Atkins: Backtrack, 2013, 27, 218).
Locomotive Superintendent Irish North Western Railway from 1870-1, See Johnston's Great Northern Railway. page 28.
Locomotive Superintendent Dublin & Belfast Junction Railway from 1853 until 1872: he had formerly been William Dargan's agent, See Johnston's Great Northern Railway. page 28.
Harty, Arthur W.
CME GSR from 1932 to 1937. Marshall states born in Cork in 1872 and does not quote death. Eductaed Queen's Collegiate School in Cork and joined GSWR in that City in October 1894, but completed his apprenticeship under Ivatt at Inchicore. He was very a much a running man and ran that side of the Great Southern Railways from 1925. Assessed on basis of his locomotives (see Clements and McMahon) was extremely conservative in his outlook..
[RETIREMENT of A.W. Harty]. Loco. Rly Carr. Wagon Rev., 1937, 43, 121. illus. (port.)
Appointed Locomotive Superintendent of the Dublin & South Eastern Railway on 7 October 1856 until his resignation in March 1864 when he was presented with £400 and a free pass. Operator of proprietory locomotives. After a brief spell under Williiam Meikle (he resigned through ill-health, the post was occupied by John Wakefield. See Shepherd
Recruited from NER to MGWR in 1899 as first assistant locomotive engineer. Clements and McMahon call him lightweight. He departed the MGWR in 1907..
Joined the West Clare Railway as locomotive superintendent from the M.G.W.R. in 1891: Locomotive Mag., 1901, 6, 64.
Howden, George Bruce
According to Hendry Howden had joined to North Eastern Railway, and then served the LNER before becoming Civil Engineer of the GNR(I) from 1929. He quickly gained a well-earned reputation as result of his management of the rebuilding of the Boyne Viaduct without interruption to a single train. Howden was instrumental in ensuring the building of the GNR Gardner buses by the company went ahead despite misgivings from some members of the Board most notably from Sir Lingard Goulding. He was responsible for locomotive policy from 1933 to 1939 when he became General Manager. McIntosh was responsible for day-to-day locomotive matters at Dundalk during this period. Co-inventor of Howden-Merdith wheel: steel railway rims over pneumatic tyres. Rutherford, Backtrack, 2006, 20, 552. Hendry adds more by noting that from 1944 Howden became General Manager of the Belfast & County Down Railway, but failed to save the railway from its virtual demise. In 1948 he was responsible for ordering twenty diesel power cars from AEC/Park Royal (the firm which had served the GWR so well) and these were used in association with former steam stock, painted to conform to the smart blue and cream livery, to rejuvenate the Dublin to Belfast service. He held the post of General Manager of the company until the formation of the Great Northern Railway Board in 1953 when he was appointed the Senior Board Member representing Northern Ireland. Mr.John F.McCormick succeeded him as General Manager. A measure of his esteem within Ireland is that George Howden from 1950 he also served as General manager of Coras Iompair Eireann. He became Chairman of the Ulster Transport Authority, finally retiring in 1963 to his home at Craigavad County Down. He died in January 1966 in his seventy-fifth year (latter part off Internet)..
424,945 Improvements in and relating to wheels for railway and tramway vehicles. with Richard Walsingham Meredith. Publshed 4 March 1935. Applied 22 August 1934.
Locomotive superintendent Belfast & County Down Railway between 1848 and 1855: see Patterson.
Chief draughtsman at Inchicore. See Joynt Loco Mag., 1933, 39, 180: who had only been acquainted with him during the last two years of Irwin's life. "He was a man of a very exceptional type, highly strung, intense in his interests, strict and exacting with his staff, and a peculiarly neat and careful draughtsman. My short friendship with him is a treasured memory. He helped me with his counsel, guidance and experience in the deeper and more important matters of life. He was serious in everything he undertook, but the rectitude of his character was tempered by a saving sense of humour and by a heart whose capacity for sympathy could only be realised by the few who were privileged to know him intimately. Unhappily his health failed and he came to a sad and premature end in 1895."
Johnstone, John J.
Locomotive Superintendent of the Cork Bandon & South Coast Railway from 1887 replacing Thomas Conran Formerly district superintendent at Bantry. Died on 29 January 1888 and replaced by his son (below). See Rutherford Backtrack, 2008, 22, 686..
Johnstone, James W.
Locomotive Superintendent of the Cork Bandon & South Coast Railway from 1888 until the Irish Grouping when he retired on from the GSR on 11 February 1927 when aged 64. He had been apprenticed at Inchicore and later worked for Dick, Kerr at Kilmarnock. See Rutherford Backtrack, 2008, 22, 686. See also Clements and McMahon Chapter 6
Joynt, Ernest E.
Chief draughtsman at the Inchicore works of the GS&WR under Coey, Maunsell and Watson. He was responsible for a long series of articles (which are an important source for the history of locomotive development at Inchicore):
Reminiscences of an Irish locomotive works. Loco. Rly Carr. Wagon Rev., 1932, 38, 104-6; 138-40; 171-3; 202-3; 257-8; 285-6; 316-1 7; 367-8; 395-7; 426-8: 1933, 39, 52-3; 96-7; 127-8; 151-2; 180-1; 212-13; 274-6; 312-14; 340-2: 1934, 40, 24-6; 90. illus.
Atkins (Backtrack 11 396) has produced a very interesting article concerning all four.
Locomotive Superintendent of the Belfast & Ballymena (Northern Counties) Railway between 1868 and 1875 (he had previously been with the Newry & Armagh Railway). Acquired locomotives from Sharp Stewart and Beyer Peacock. Rutherford: Backtrack, 2006, 20, 552-63..
Livesey, Robert Henry
Father of Robert Martin: Patent:
2138/1895 Means for facilitating the transfer of goods between railways of different gauges. Applied 30 January 1895. Published 9 November 1895.
Livesey, Robert Martin
Marshall: born in Caernarfon in 1874 and died in Perth, Western Australia on 28 December 1944: Marshall spells the Martin Martyn, but the patents use the "i" version!. He was the son of Robert Henry Livesey formerly of the North Wales Narrow Gauge Railway and the County Donegal Railway. He was educated at Caernarvon Grammar and Collegiate School. Began engineering training under his father, who was then engineer and general manager, Donegal Railway. Completed pupilage in the works and drawing office of Neilson, Reid & Co, Glasgow. Also studied mathematics and engineering at the Royal Technical College, Glasgow. On completion of training he rejoined his father on the Donegal Railway but soon returned to Glasgow and worked as improver at Barclay, Curie & Co, shipbuilders, and as draughtsman in the millwright's drawing office of Neilson, Reid & Co. After work as assistant engineer with Topham, Jones & Railton on Bute Docks and Port Talbot Railway & Docks contracts he became assistant to the CME of Gibraltar Naval Harbour contract. After a few months he was appointed CME of the entire works at the age of 25. In 1903 he returned to Britain and surveyed, designed and built aerial ropeways in the British Isles and Algeria for J M Henderson & Co of Aberdeen. On 1 November 1906 he succeeded his father as engineer and locomotive superintendent on the 3ft gauge County Donegal Railways, and from 1 January 1907 was appointed traffic superintendent as well. He was the first engineer to introduce superheaters on narrow gauge locomotives in the British Isles, and probably in the world. His numerous inventions included pressure lubrication of axle boxes, a wagon brake which could be worked from both sides, an exhaust by-pass arrangement, acetylene generator, concrete sleeper (1915) and other items. In 1912 he read a paper to the IME on rolling stock of the Irish narrow gauge railways. He resigned in 1922 and went to India as engineer and manager of the Bombay municipal water supply scheme involving construction of a pipe line 110 miles long. Its completion in a year under the contract time displayed organizing ability of a high order. In 1927 he settled in Australia and spent several years in farming. From 1936 to his death he acted as designer and consultant to the Swan Portland Cement Co of Perth, See also Patterson
8917/1915 Improvements in railway wagon brakes. Applied 17 June 1915. Published 18 May 1916.
8916/1915 Improvements in and connected with railway sleepers. Applied 17 June 1915. Published 4 May 1916.
12,928/1911 Improvements in forced feed lubricators. Applied 13 November 1911. Published 13 June 1912
According to e-mail from Phil Atkins was not related to John McIntosh of the Caledonian Railway. Worked for George Howden on GNR(I), but became Locomotive Superintendent in 1939. Responsible for last 4-4-0 design anywhere and probably for azure blue applied to GNR(I) locomotives which again according to Phil was selected for its lack of sectarian associations. Rutherford: Backtrack, 2006, 20, 552-63...
Marshall states that Malcolm was born in Chester in 1854 and died in Belfast on 3 January 1933 (see Loco. Rly Carr. Wagon Rev., 1933, 39, 29): see references cited by Marshall and Rutherford, Backtrack, 20, 552-63 (p.555)). He started in the locomotive engineer's office of the Belfast & Northern Counties Railway in 1870 where according to Currie he had no formal training, and in 1876 was appointed locomotive engineer at the early age of 22. In 1903 the B & NC system was acquired by the Midland Railway which, in 1906, appointed Malcolm as civil engineer as well as head of the locomotive department. At the same time Malcolm became civil engineer of the County Donegal Railways. He was responsible for the design and construction of the large bridge over the River Bann at Coleraine on the Belfast & Londonderry line, though it was not completed until after his retirement. He adopted the Von Borries 2-cyl compound system, especially on tank engines for the narrow gauge lines, which gave good results, partly because of the use of Walschaerts valve gear (see Scott: Rly Wld, 47, 454). He contributed to the discussion of Sauvage's paper on locomotive practice in France Proc. Instn Mech. Engrs., 1900, 59, 416.. Marshall claims he was the first locomotive engineer to use the Ross 'pop' safety valve (according to Scott Ross was a Coleraine man) which he fitted to 2-4-0 No 57 in 1908; and was also the first British engineer to use high-capacity wagon stock, some 30 ton bogie wagons being introduced on the BNCR in 1891. He retired in September 1922 after 52 years on railways. He was MIME, MICE and Member of ARLE.
Currie stated that "he was the most outstanding personality in the annals of the Northern Counties Railway, and famed throughout the world for the success of his compound locomotives. Malcolm was a stern disciplinarian and expected men to follow the high precepts of his own life. The notices he issued are often full of the virtues of temperance".
Portrait page 34 of Currie (Vol. 1); Proc IME V 124 6.1933 pp 778 9; The Locomotive 2.1933 p 29; RM 9.1971 p 474; See Ellis: Midland Railway
See Loco. Mag., 1933, 39, 180: Joynt wrote: Mr. MacNamara was one of those in Inchicore for whom I early conceived a strong attachment. His character was attractive by virtue of its simplicity and goodness. Not even the most malevolent could point to anything in his life or conduct which could be termed a vice. He was an extraordinarily clever man, of an inventive and painstaking genius, a great amateur of the sciences. He was a pioneer experimenter in photography and phonography, electrical phenomena, the Rontgen Rays and wireless telegraphy. Before the Great War he used to set the time office clocks by the Eiffel Tower time signals. He made the model locomotive which stands in the hall of The Institution of Mechanical Engineers in Westminster, and the model dining car which figured in the last Paris Exhibition and other shows. His house was full of his handiwork, one of the best examples of which was a Wimshurst machine which could produce a spark nine inches long and which he utilised for his X-ray experiments. His talents and knowledge were freely made use of by the Railway Company but shockingly badly rewarded. He had travelled far in Europeto Rome, Milan, Paris, Brussels, Lourdes. I myself had two holidays with him on the Continent. A brighter or more interesting compagnon de voyage it would be difficult to find. Had his lot been cast in a country different to ours. he would have achieved great worldly success. In Ireland, however, bounce count for much and intellect and loyal service count for little, and Mr. MacNamara's chief reward for a long and useful career was the possession of a quiet and peaceful conscience, a thing the value of which cannot be reckoned in terms of the gold standard. He died 31 December, 1926.
First locomotive superintendent D&KR. See also elsewhere
Meredith, Richard Walsingham
Dick Meredith was appointed as GNRI Works Manager on January 1st 1926 following an earlier career with the Great Southern & Western Railway at Inchicore Works, Dublin under R.E.L.Maunsell. Meredith was a keen proponent of diesel engines and was the GNR official most clearly identified with the development of railcars and railbuses in the late 1920s and early 1930s. The GNR buses produced at Dundalk were principally the creation of Dick Meredith and he jointly patented with George Howden the steel/pneumatic railbus tyre used on early GNRI railbuses. He was a quiet thoughtful man of great intellect who enjoyed travelling and fishing in the River Dee near Dundalk. He was appointed Chief Mechanical Engineer of the GNR in the early 1950s. Retirement came in 1957 when aged 65 and the break with all transport matters was absolute. He died at his Dublin home in December 1971.
Miller, George Mackay
Born London 7 December 1813; died Dublin 4 January 1864. Apprenticed to Lloyd of Southwark. Civil and locomotive engineer. Worked on Liverpool & Manchester Railway under John Dixon, and then on London & Birmingham Railway under Robert Stephenson. In 1839 became resident and locomotive engineer on the London & Greenwich Railway. In 1844 became engineer for Jamaica Railway and on his return in 1847 became resident engineer and locomotive superintendent of Great Southern and Western Railway of Ireland. In 1849 he was made chief engineer being responsible for all aspects of engineering on this railway. Obituary Proc. Instn Mech. Engrs., 1865, 16, 16.. Marshall.
Locomotive Superintendent of the B&CDR from 1880 to 1919 (by which time according to Patterson he was a bearded patriarch). He had been trained at Crewe, and after working on the LNWR was sent to the Dundalk Newry and Greenore Railway. (Nock, O.S. Irish steam, 1982). See also Patterson's The Belfast & County Down Railway.
Morton, William Herbert
According to Marshall he was born in Leeds on 7 December 1877 and was apprenticed at Kitson & Co. and was also educated in engineering at Leeds University and at Leeds School of Science & Technology. He was employed at Kitson until appointed chief draughtsman of the MGWR in 1900. Locomotive Superintendent MGWR from 1915. Clements and McMahon consider him to have been a sound business man. He acquired nineteen hopper wagons from a Belgian manufacturer for a Spanish railway which were used for locomotive coal and ballast; he acquired two Cowans & Sheldon 20 ton travelling cranes from the Ministry of Munitions which had been intended for the British Army and twelve kits for Maunsell Moguls. CME GSR from 1929 to1932 following which he became General Manager. He died in Dublin on 24 November 1960. He was a member of the Association of Railway Locomotive Engineers prior to Bazin being proposed by Gresley and would have been aware of the standard designs being prepared for manufacture following WW1. Thus it is obvious why he acquired the Woolwich Moguls. ..
9660/1912. Applied 24 April 1912. Published 24 April 1913. Improvements in or relating to superheaters for locomotives.
[APPOINTMENT of W.H. Morton as C.M.E., G.S.R.] Loco. Rly Carr. Wagon Rev., 1929, 35, 161.
Moulang, Francis Daniel
F D Moulang was born in Clerkenwell, London in March 1874, the second son of Daniel Moulang, a Dublin jeweller; Daniel and his family later returned to his native Dublin where Francis Daniel was brought up. He was educated first at Merchant Taylors School and later at the City of Dublin Technical School where, in 1894, he was awarded the Mayors Prize. Moulang was also Premium Apprentice and Draughtsman in the Locomotive and Carriage Works at the Inchicore works of the Great Southern & Western Railway of Ireland. In 1898 he was awarded a Whitworth Exhibition Scholarship then worth £50, one of the earliest Irishmen to receive one. He was married to Sarah Fulcher in 1899 and they removed to England where he joined the locomotive drawing office of the Midland Railway at Derby. There he assisted MR Chief Mechanical Engineer in the design, operation and development of Midland three-cylinder compound locomotives; actually superintending the making of the patterns for the cylinders of the first five engines of this class and of subsequent MR superheated classes. There is evidence that some experimental work had been carried out on compound engines at Inchicore and this experience may have influenced the nature of his employment on the Midland and later the LMS.
In 1916, as a temporary wartime measure, he joined the motive power section in the capacity of District Locomotive Superintendent at Toton, but he never returned to the drawing office, becoming successively District Locomotive Superintendent at York (1921) and later at Buxton. In January 1930 he succeeded Bolderston as DLS at Wellingborough which by that time had both Bedford and Kettering as sub-depots.
Thorley (A Breath of Steam, 1975) paints a vivid picture of Francis Daniel Moulang, by that time (1930) aged 55, of rubicund complexion, rolling gait and southern Ireland ancestry. After more than forty years Thorley still regarded the arrival of this man as the greatest turning point in his life, This strange man with his delightful Irish brogue provided the means whereby Thorley himself began to realise the depth of his own ignorance on so many matters pertaining to locomotives. Thorley wrote, Moulang was a Whitworth Exhibitioner and could bring a quality of mind and attitude to bear on engineering fundamentals which made everyone in the engineering world whom I had met so far appear rather dull by comparison. This was not to belittle the great skill and knowledge of people like Thorleys father and Gibson, who were both highly competent mechanics; but they did not always know why they achieved success by doing certain things in certain ways. Early in their relationship Moulang had asked Thorley about his aims, work and progress, giving Thorley the opportunity to confide fears of stagnation to someone who, it was felt, had a sympathetic appreciation of the aspirations of a young man. His comment had been quite brusque and brief: when told about taking the National Certificate examination in the following April, he had said: Come and see me when you have passed and I will see what I can do for you. Thorley did not speak to him again until he received notification in the following August that he had passed the NC examination. Moulang was as good as his word. Thenceforward I had a training in motive power maintenance and running which was always interesting, often exciting but always directed to the things which mattered.
Francis Daniel Moulang retired from the LMS in 1935. He died in May 1958.
Locomotive Superintendent Sligo, Leitrim and Northern Counties Railway. See Loco. Mag., 1906, 12, 99-100.
Locomotive Superintendent Irish North Western Railway from 1852 to 1858, See Johnston's Great Northern Railway. page 28.
Briefly Locomotive Superintendent Dublin & Belfast Junction Railway: 1852-3: he resigned due to lack of equipment. See Johnston's Great Northern Railway.
See Loco. Mag., 1933, 39, 180: Joynt wrote: He was of English nationality and was turning grey when I first knew him. He had then been in Ireland for nearly fifty years, but he was just as English the day he died as when he first arrived. The men in the shops, however, gave his name the Irish form of "Horan." There are two kinds of English gentlemen that I like to meet. One is the person who has travelled in many lands, and who, whilst retaining his British characteristics, has had his native exclusiveness toned down by a healthy internationalism. The other is the delightfully insular and narrow Englishman who feels that all is well with the world as long as a Conservative government is in office, to whom loyalty to the throne is a religion; who regards Americans as mongrels, and the non-English-speaking races as "lesser breeds without the law." Mr. Ohren was an Englishman of the latter type, but he was a perfect gentleman who would have been at ease in any society. He was of very cultured tastes, a lover of poetry, music and the arts. As a draughtsman he was methodical and beautifully neat.
Park, James Crawford
Marshall states that born in Liverpool on 1 July 1838 and died in Dundalk (where he had established a locomotive works in 1887) on 27 May 1895. Premium Apprentice Crewe 1855 to 1861 (Reed). Locomotive Superintendent Great Northern Railway (Ireland): appointed 1880. Formerly Patrick Stirling's Chief Draughtsman at Doncaster. Johnston entitles his chapter on Park: Doncasterising the GNR(I). Manifestations of this extended to the combination of apple green for the locomotives with teak for the carriages, and to the general appearance of the locomotives. Responsible for 4-2-2 design introduced in 1885. See also Rutherford, Backtrack, 2006, 20, 434.
Fryer, Charles. Single wheeler locomotives. 1993. Chapter 3
Locomotive engineer, NCC, 1933-46: see Currie (v. 2)
Locomotive and Carriage Superintendent Dublin & Wicklow Railway: appointed June 1854; resigned 1856; according to Shepherd subsequently Locomotive Superintendent St Petersburg and Moscow Railway (Shepherd). Locomotive Superintendent Irish North Western Railway from 1858 to 1870, See Johnston's Great Northern Railway. page 28.
Second Locomotive Superintendent D&KR (1840-3) (Lowe)
Locomotive Superintendent of MGWR from 1862: he had been Chief Draughtsman under Ben Connor at the St. Rollox works of the Caledonian Railway. Ramage favoured the 0-4-2 type and a further six came from the Glasgow firm of Diibs & Company in 1867. Nos 67 to 72 were eventually named after towns served by the Midland. Ramage submitted a report on the locomotive stock situation to the board early in 1867, following which he was requested to immediately prepare plans and specifications for six or eight passenger engines. Despite the apparent urgency, the order for the six engines was postponed until after March 1868, at which time it was decided that engines be named as well as numbered.
Locomotive Superintendent D&KR 1843- (Lowe)
Reen, Maurice J.
Locomotive Superintendent Cork & Macroom Direct Railway. See Locomotive Mag., 1908, 14, 33.
Clements and McMahon page 181: Chief draughtsman on W&LR: moved with Atock to MGNR in 1872. Died in 1899.
Appointed Locomotive Superintendent of Belfast & Ballymena Railway in 1847. Currie Northern Counties Vol. 1..
Locomomotive Superindent Cavan & Laeitrim Railway in 1905: Locomotive Mag., 1905, 11, 125.
According to Currie Speir instigated the design of the W class 2-6-0 for the NCC (although clearly the detailed design work was performed at Derby): see Speir. Currie considered that Spier's treatment of Stewart was deplorable..
Stewart, Hugh Percy
Marshall states that he was born in 1870 and died in Belfast on 2 October 1933 aged 63. Grandson of Charles Stewart, Secretary of the BNCR between 1857 and 1887. Began his career on the Belfast & Northern Counties Railway, apprenticed to Bowman Malcolm and regarded as Malcolm's "bright young man" (Currie). After time at Harlands & Wolff and as Engineer on Bates & Sons' steamers he returned to the NCC in 1910 as works manager, Assistant Locomotive Engineer in 1915, and Engineer and Locomotive Superintendent in 1930. He retired on 30 June 1933. According to Currie he had not seen eye to eye with Spier: Scott says letter sent by Speir was "tantamount to the sack"..
OBITUARY [H.P. Stewart, Locomotive Superintendent, NCC]. Loco. Rly Carr. Wagon Rev., 1933, 39, 345.
Born in Bradford in 1880. Died Bangkok on 4 January 1932 where from 1919 to 1930 he had been chief mechanical engineer and superintendent of workshops on the Royal State Railways of Siam. He then set up as a consultatnt in what is now Thailand. (Obituary Proc. Instn Mech Engrs., 1932, 122, 735-6). Before that had served as locomotive superintendent of the Kowloon Canton Railway and as Locomotive Superintendent of the 3 ft gauge Londonderry & Lough Swilly Railway from 1911 to 1915. Designer of the 4-8-4T locomotives (supplied by Hudswell Clarke) which were intended for use on the Burtonport Extension. Rly Wld, 43, 626. His application to join the ARLE in 1913 was turned down as the LLSR was considered to be too small a railway. (Hughes)
Locomotive engineer, NCC: 1946-9: see Currie (v. 2)
Appointed as eventual successor to Haughton as Locomotive Superintendent of the Dublin & South Eastern Railway (see Shepherd). Prior to that he must have been at Inchicore as Colburn Plate 34 credits GS&WR 0-4-2 to John Wakefield. Ahrons (British steam railway locomotive page 177) adds a 2-2-2. Appointed in May 1865 at a salary of £350 per annum. Responsible for building several locomotives at the Great Canal Street Workshops beginning with three 2-2-2WTs for suburban services. Three more were built between 1877 and 1882. This was followed by a 2-4-0T. Wakefield design culminated with a 2-4-2T of which No. 11 was St. Kevin. Information on his experiments with an expansive form of valve gear were given in a IMechE paperr by George Miller.
Nephew of John Wakefield whom he succeeded in 1882 as Locomotive Superintendent of the Dublin & South Eastern Railway. A searching enquiry in 1894 led to Wakefield being pensioned off, before whidch he had added larger locomotives to the system. He was succeeded briefly by Grierson and finally by Richard Cronin. See Clements and McMahon..
Wallace, William K.
Watson, Edward A.A.
Edward Abraham Augustus Watson was born in Clones County Monaghan on 23 August 1881, a son of the manse. He was educated partly at Portora School, Enniskillen. His father became rector of Maguiresbridge. His engineering education took place at the American Locomotive Company and on the Pennsylvania Railroad at Altoona. In 1906 he became a piecework inspector in the carriage works at Swindon, and within a year was an Assistant Works Manager under F.W. Marrilier. According to Holcroft (via Atkins (Backtrack 11 396) was levered out of Swindon and became Works Manager at Inchicore where he apparently irritated Maunsell about Great Western locomotive practice, about which he must have known very little (as would become clear once he designed his own locomotives). At the end of 1913 Watson took over from Maunsell, and promptly cancelled work on existing designs and started work on a 4-8-0T and a 4-6-0 draughted by George V. Hutchinson, a Galway man. There were many delays to the introduction of the 4-6-0s by which time Joynt had either retired, or been forced to do so by Watson. Watson "invented" a superheater (see below). Not surprisingly, considering his geographical background, Watson was highly hostile to Irish Nationalism, and in 1921 (perhaps as a replacement for Clayton, whom Maunsell was eager to retain) Watson became General Manager of Beyer Peacock, established himself with his wife in a substantial Cheshire mansion, when it was discovered that he had stomach cancer and died very quickly, aged 41. R.H. Whitelegg succeeded him at Beyer Peacock. At Inchicore John Bazin succeeded Watson and was forced to attempt to improve the Watson 4-6-0s.
BP 111,576 6 December 1917.
Atkins, Philip. An Inchicore threesome. Backtrack, 1997, 11, 396-9.
Appointment to GS&WR recorded with portrait and biographical sketch in Loco. Mag., 1913, 19, 274.
Joined the GNR(I) in 1879 and was Chief Draughtsman at Dundalk Works from 1892 until 1933. Portrait on page 68 of Johnston.
Succeeded Cronin in 1917. Came from GNR(I) at Derry (Londonderry). Responsible for 2-6-0s supplied by Beyer Peacock in 1922.
See Loco. Mag., 1933, 39, 180: Joynt wrote: Johnny Woods was at the other extreme of character from Mr. Ohren. He loved neither letters. music or the arts. He dwelt very far from that region where aspirations ascend and inspirations descend. His thoughts were materialistic, and, if popular belief was justified, chiefly concerned with lucre, of which he was understood to have amassed a goodly store. His real or fancied accumulations were a perpetual source of banter in the office. Mr. John Power, the works manager's chief clerk, never passed his board without going through the pantomime of clearing imaginary piles of coin from the table into his trousers pocket. Woods, however, always took this chaff in the most perfect good part He enjoyed the reputation of being a sort of financial expert, and was frequently consulted by members of the various offices on money matters, particularly in connection with the completion of income tax forms. He was a master in the subject of "deductions" and "allowances," and was always willing to advise as to what emoluments a person who took an easy view of such matters might safely omit from his return of "total income from all sources." The tax collector he regarded as an unscrupulous and implacable rogue, one to be watched and outwitted. Should any of his declared income escape taxation, Woods would say, ."That's their mistake, not mine; let them find it out. Should he be mulcted sixpence too much, he would fight tooth and nail with the authorities till he secured a refund. Woods was a small sized man, with steel grey hair resembling wire, fleshless and meagre of person. He was engaged entirely on carriage and wagon work, but his drawings were far from being models of technique. En rèvanche, he knew every stick in the coaches and wagons. His shrill voice was dreaded by the coachbuilders almost as much as that of the gaffer when he went to the shop to see how a new job was getting on. He was well liked by all in the office. With all his reputation for "nearness" he possessed an equable temper, and everyone was sorry when he left the service to manage a farm which was bequeathed to him in the midlands.
Locomotive Superintendent of the Belfast & Ballymena Railway/Belfast & Northern Counties Railway from 1849 to 1868. See Currie who noted that "He was ageing and he did not leave the locomotive stock in any too good order". According to Sekon (Evolution of the steam locomotive) Yorston devised a mid-feather firebox for burning coal which was patented by Sharp Stewart in 1855. (requires checking at BL). He was followed (briefly) by Robert Finlay or by by Edward Leigh.