TurnipRail 2 year Anniversary - The Best of the Second Year

What a couple of years it has been. As I write, my Turnip Rail website hosts 213 posts on a range of railway history topics. However, despite what I have produced, the past year, and especially the last six months, has not been one of the easiest periods in my life. In September I began suffering from anxiety, which has affected my ability to work and, I think, the quality of my output. I also broke my toe around the same time - which I'll only say was annoying. Gladly, both these problems are mostly resolved. Nevertheless, in the last couple of months I have gone through a process of a work restructure. Therefore, I have been made redundant and will have to re-interview for a job in the coming months. Consequently, combined with an increasing work-load from my PhD (which has until late September to be submitted) I have been reduced to doing a post a week.

Despite these things, I hope I have turned out posts which you have found entertaining and interesting. I have certainly enjoyed researching and writing them. So, in this anniversary post I have randomly chosen some of my favourites from the past year. 

1. “When Victorian Beer Trains Crash” – In some sense, this post from April explored the link between the railways and the brewing industry.  Indeed, I looked at some of the interesting ways that crashed beer trains were reported. I was unsurprised that the newspaper reports always seemed to have humorous remarks, this being the funniest:  “Alcohol can thus baffle her Majesty’s mail as well as her Majesty’s Government.”[1] However, what was particularly interesting was that the majority of the accidents I found befell Midland Railway trains coming from Burton. This was logical though, Burton being the centre of the Victorian brewing industry.

2. “The York Tap - A piece of railway heritage restored”– OK, this is another beer-related post, but in a different way. A trip to York in early December meant I had the pleasure of going into the York Tap, a pub sited on the York Station platform. In the post I described how the building the Tap inhabits was opened in 1907 as the station’s tea room, and its recent conversion to a pub restored the building to its former glory. I love the Tap and would recommend a visit to anyone.

3. “Unlocking the Early Railway Manager – Parts 1, 2, 3 and 4” (The link is to Part One) – Using three directories of railway officials from 1841, 1847 and 1848, these four articles sought to investigate the validity of a long-held belief that early railway managers were mainly ex-military men, as well as look at early managers generally. However, rather than presenting four finished pieces of research as I normally do in posts, I set out to describe how this investigation progressed over the period of a few weeks. The results were startling and should change the content of railway history books in the future. Firstly, I concluded that ‘the notion that military men were the driving force in early railway management is erroneous,’ given that they constituted a tiny proportion of all railway managers. Secondly, in 1848 the three great engineers of the period, Brunel, Locke and Stephenson, directly controlled  the engineering affairs of 28.81% of Britain’s railway companies. Yet, even more impressively, engineering matters for 59.13% of all Britain’s total railway mileage was under their collective charge. These are important findings and I would like to do much more work on this subject in the future.

4. “A New High-Speed Line, an Old Victorian Assumption?”– I got some interesting reactions to this post which simply highlighted something I observed. The building of Britain’s second high-speed line (HS2) was being promoted by its supporters as adding capacity to the railway network, as the number of passengers using the railways is predicted to massively grow in the future. I suggested that if you talked to any railway manager before 1900 they too would have said that traffic growth was inevitable. Yet, the expected growth didn’t occur, and after 1900 the number of passengers using the railways levelled off and then began falling. All I did was compare the two situations, observing that this part of railway history shows us that passenger traffic growth can be hard to predict. I will state this now, I did not post this because I necessarily oppose HS2; I posted it only as a consideration. I will not reveal my position on HS2, because I don't think getting political is what my blog is about.

5. “‘Crabbed, morose and irritable’ - One Liverpool Man's Complaints Against the L&NWR in 1867” – This was a post that discussed of six long letters that ‘A CONTRACTOR’ wrote to the Liverpool Mercury in 1867 complaining about the station facilities of the London and North Western Railway. The station that received the most criticism was at Huyton Quarry, which he argued ‘might be a station in Chancery, so out-of-elbows does it look, or belong to some bankrupt company, who could not afford a few pounds to put in a tolerably descent condition.’[2] Generally, these letters were just interesting insights into how the public felt about railway managers at the time and the services they received.

6. Lastly, I have done three posts this year about the first sixteen female clerks to be employed at the London and North Western Railway’s Birmingham Curzon Street Station between 1874 and 1876. The first in August looked at how the company’s decision was reported in the press. Indeed, the newspapers detailed the basic facts of their employment, for example, whose decision it was, the company’s attitude, their working environment and their pay. However, on Ancestry.co.uk releasing digitised railway staff records, I was able to look these women up and do some detailed statistical analysis of their employment. In two following posts (HERE and HERE) I examined the women’s ages, promotional prospects, length of employment and pay. Indeed, on this latter point I found that up until their eighth year they received the same pay as the men, at which point it was curtailed. This was a very interesting finding, showing that the newspapers at the time were wrong when they said that the employment female clerks was immediately going to reduce company costs.

Overall, I cannot say these were my absolute favourite posts, yet, they are definitely near the top. I strive hard in my blog to pass on entertaining and interesting pieces of railway history, things I find, and elements of my PhD. In return I have received a lot of love, complementary comments and warmth. I just want to thank all my readers so much for your support this year. My blog wouldn't have been a success without you all reading, re-tweeting and re-posting, and for that I am eternally grateful.

-----------

[1] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[2] Liverpool Mercury, Tuesday, November 12, 1867; Issue 6175

"Demand for Burton Ale was Never so Great" - The Coming of the Railway to Burton

Before the railways arrived the majority of breweries produced beer for their local markets. Indeed, with the growth of the national population in the late 18th and early 19th centuries, particularly in urban centres, the trade of these local breweries increased considerably. However, the railways changed things beyond many individuals’ wildest expectations, and while they did not revolutionise the beer industry, they certainly brought its products to a far wider market

The breweries of Burton benefitted the most from these new transport links. They had expanded their businesses in London, Liverpool and Birmingham in the 1820s and 1830s. Yet, beer prices in these places remained high to cover the costly transportation. The railway altered this situation and in 1871 the Nottinghamshire Guardian stated that ‘Mr Bass,’ the biggest Burton brewer, was ‘assisted greatly by the development of the railway system between 1835 and 1850.’[1] Burton was afforded a railway link to London in 1839 by the Birmingham and Derby Junction Railway who connected to the London and Birmingham Railway. In Wilson’s opinion this did three things for the Burton brewers.

Firstly, the cost of transporting beer reduced. Prior to the advent of the railways the cost of transporting a ton of beer (about five barrels) to London was around the £3 mark. However, the reduced the cost to around 15s per ton. Indeed, this spurred the Burton brewery partnerships to push the railway companies to drop the price of conveying other supplies they used, such as hops, malt and casks.

The second major effect was that the speed at which beer could be moved also reduced. Thus, where beer moving from Burton to London took three weeks to make the journey in the 1820s, by the 1840s it was taking 12 hours. This increased Burton beers’ availability to the country and consequently the demand for them skyrocketed. Thus, Bass’ home trade quadrupled in the four years after 1839. Furthermore, in 1855 the output of Bass was 145,177 barrels. Yet, as the nation’s rail network had expanded considerably, by 1858 production had doubled. Indeed, this shifted the company’s focus from foreign trade, which had been a major source of revenue before 1839, to internal markets. On the erection of a new Bass brewery in April 1863, The Derby Mercury commented that ‘the demand for Burton Ale was never so great as at the present time, as we are informed that applications have been received for many thousands of barrels of ale which the brewers are unable to supply.’[2]

Lastly, the rail links allowed the beer company to move materials and beers quickly and cheaply from the brewery and maltings to within Burton itself. Thus, overall, Wilson argued that ‘no other town and industry in Victorian Britain demonstrated better the benefit of the railways.’ Indeed, as the Leicester Chronicle stated on the opening of a new Brewery by Allsopp’s and Sons in July 1853, ‘The splendid establishment which this enterprising firm has founded in this place is every way worthy of the magnitude and celebrity of their brewery, while its immediate connection with the system of railways, worked by the London and North Western Railway company, not only affords them an immense advantage in economy of material and transit, but enables them to bring their ales into the London market in the most perfect condition possible.[3]

Commentators were always impressed by the affect that the railways had on Burton, but also the affect that the increase in trade had on the railways. The Licensed Victullers’ Gazette in 1874 stated that ‘something like 120,000 railway trucks [were employed], enough if all placed on a line of railways in a straight line now to reach from London to Liverpool and back again.’ Furthermore, Bass became the world’s largest railway customer. When Bass reached its peak in the late 1890s the company was despatching 600 wagons per day and within a few hours they could be unloaded inside the company’s depots at St Pancras and at the London Docks. Indeed, Burton became a web of ‘intercommunicating lines belonging to the four companies operating in the town.’

Therefore, without the railways Burton ales possibly would never have become as famous as they did.

-----

[1] Nottinghamshire Guardian, Friday, May 26th 1871, Issue 1316
[2] The Derby Mercury, Wednesday, April 29th 1863, Issue 6839
[3] The Leicester Chronicle: or, Commercial and Agricultural Advertiser, Saturday, July 9th 1853, Issue 2224

All information, except where stated, came from Goruvish, T.R. and Wilson, R.G., The British Brewing Industry: 1830-1980, (London, 1994), p.149-151

When Victorian Beer Trains Crash

I was recently invited to the launch of the East Lancashire Railway’s ‘Real Ale Trail,’ where you can explore the pubs in and around the line. Unfortunately, and very sadly, I was unable to make it (but please go and see all about it HERE). However, it got me thinking about the interaction between the railways and breweries and how ale would be hauled from creator to consumer. Of course, much beer in the Victorian period was drunk in the local proximity of the brewery. Yet, while I am in no way a historical beer expert (a goal, for sure), the large breweries mass-produced beer for large markets in Britain and abroad and this was where the railways would play their part. After searching the online 19^th century newspapers I found eight stories between 1873 and 1896 about beer-trains, all involving accidents that occurred to them.

What is most interesting about the accidents was that six of the eight occurred on the Midland Railway. The other two took place on the Great Eastern Railway. The large number on the Midland was because of the many breweries in the Midland’s region, specifically around Burton. Indeed, all the Midland Railway's accidents occurred on trains going from that place. On the 4^th August 1888 a Midnight Goods train, mostly filled with beer, was prevented from erroneously passing onto the main line at Claycross by a slip point, allowing it to career down the embankment. It was going from Burton to Leeds.[1] Furthermore, in January 1883 a beer train being shunted to allow an express passenger train to pass was struck by a train of empty wagons going from Burton on the Leicester to Leeds line.[2]

Importantly, the accidents’ geographical locations evidence that mass-shipment of beer was not a nation-wide phenomenon in the late Victorian period and was restricted to the Burton region. Indeed, if there were other regions of Britain sending beer in such volumes, I’m sure that I would have found a larger geographical spread of accidents.

In addition, I initially thought that most of the accidents would be due to the weight beer causing damage to the trains, it being one of the heavier commodities the railways carried. However, only three accidents were of this nature. On the 7^th August 1873 a Great eastern Railway beer train on its way to Norwich was thrown off the line by a trucks's axle breaking.[3] In February 1881, a ‘Burton beer train’ near Leicester was ‘running at speed’ and broke in two. The forward section moved off, however, when it stopped the rear section careered into it smashing the wagons.[4]

What is more interesting is that when the beer trains did overturn or collide, their weights did cause considerable damage to the track. So, the Beer train to Norwich caused significant damage and held up the mail train by 4 hours. Lloyds Weekly Newspaper commented that ‘Alcohol can thus baffle her Majesty’s mail as well as her Majesty’s Government.’[5] When in 1881 near Bromsgrove the driver of the Birmingham to Bristol Beer train stopped it to check a broken coupling, an auxiliary train came up behind causing 10 vehicles to be thrown off the line. Four hours elapsed before trains were running again.

Luckily, no fatalities were caused in any of the accidents. However, a lot of beer went to waste, and that the real tragedy? In the 1888 Claycross accident the train on reaching the bottom of the embankment became submerged in a deep pool of water. Its length of the train was nine wagons and I can only surmise that they and their contents was lost.[7] The 1873 accident on the route to Norwich involved damage to some barrels that were ‘emptied onto the thirsty road.’[8] On 3^rd December 1896 a beer train from Burton to Leicester ‘struck the points’ and overturned. The result was that the barrels of beer were ‘scattered in all directions, and some were thrown with such violence that they were precipitated into a field adjoining the railway embankment.’[9] Lastly, at Bromsgrove in 1881, local fields were ‘deluged with beer.’[10]

Of course, not all the beer went to waste. On the 14^th January 1876 a train from Burton hit two stray horses on the line between Derby and Sheffield at Wingfield station. The force of the collision overturned to of the beer-laden wagons and threw the driver from the train. However, worse was to come and an oncoming mineral train collided with the wreck despite the driver’s attempt to warn it. In the course of these events several beer barrels were broken and the contents poured out. The York Herald recorded that this was ‘a circumstance which a number of colliers going to their work did not fail to notice, and had their early beer, good and plenty of it, on exceedingly good terms.’[11] All I can say was that this was a happy ending.

----------------

[1] The York Herald, Saturday, September 08, 1888; pg. 4; Issue 11630

[2] The Pall Mall Gazette, Friday, January 26, 1883; Issue 5587

[3] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[4] Western Mail, Saturday, February 26, 1881; Issue 3682

[5] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[6] Nottinghamshire Guardian, Friday, October 21, 1881; pg. 7; Issue 1900

[7] The York Herald, Saturday, September 08, 1888; pg. 4; Issue 11630

[8] Lloyd's Weekly Newspaper, Sunday, August 10, 1873; Issue 1603

[9] The Derby Mercury, Wednesday, December 9, 1896; Issue 9492

[10] Nottinghamshire Guardian, Friday, October 21, 1881; pg. 7; Issue 1900

[11] The Derby Mercury, Wednesday, December 9, 1896; Issue 9492.