en.wikipedia.org/wiki/European_hare

  

The European hare (Lepus europaeus), also known as the brown hare, is a species of hare native to Europe and parts of Asia. It is among the largest hare species and is adapted to temperate, open country. Hares are herbivorous and feed mainly on grasses and herbs, supplementing these with twigs, buds, bark and field crops, particularly in winter. Their natural predators include large birds of prey, canids and felids. They rely on high-speed endurance running to escape from their enemies; having long, powerful limbs and large nostrils.

 

Generally nocturnal and shy in nature, hares change their behaviour in the spring, when they can be seen in broad daylight chasing one another around in fields. During this spring frenzy, they sometimes strike one another with their paws ("boxing"). This is usually not competition between males, but a female hitting a male, either to show she is not yet ready to mate or as a test of his determination. The female nests in a depression on the surface of the ground rather than in a burrow, and the young are active as soon as they are born. Litters may consist of three or four young and a female can bear three litters a year, with hares living for up to twelve years. The breeding season lasts from January to August.

 

The European hare is listed as being of least concern by the International Union for Conservation of Nature because it has a wide range and is moderately abundant. However, populations have been declining in mainland Europe since the 1960s, at least partly due to changes in farming practices. The hare has been hunted across Europe for centuries, with more than five million being shot each year; in Britain, it has traditionally been hunted by beagling and hare coursing, but these field sports are now illegal. The hare has been a traditional symbol of fertility and reproduction in some cultures, and its courtship behaviour in the spring inspired the English idiom mad as a March hare.

  

Taxonomy and genetics

  

The European hare was first described in 1778 by German zoologist Peter Simon Pallas.[2] It shares the genus Lepus (Latin for "hare"[3]) with 31 other hare and jackrabbit species,[4] jackrabbits being the name given to some species of hare native to North America. They are distinguished from other leporids (hares and rabbits) by their longer legs, wider nostrils and active (precocial) young.[5] The Corsican hare, broom hare and Granada hare were at one time considered to be subspecies of the European hare, but DNA sequencing and morphological analysis support their status as separate species.[6][7]

 

There is some debate as to whether the European hare and the Cape hare are the same species. A 2005 nuclear gene pool study suggested that they are,[8] but a 2006 study of the mitochondrial DNA of these same animals concluded that they had diverged sufficiently widely to be considered separate species.[9] A 2008 study claims that in the case of Lepus species, with their rapid evolution, species designation cannot be based solely on mtDNA but should also include an examination of the nuclear gene pool. It is possible that the genetic differences between the European and Cape hare are due to geographic separation rather than actual divergence. It has been speculated that in the Near East, hare populations are intergrading and experiencing gene flow.[10] Another 2008 study suggests that more research is needed before a conclusion is reached as to whether a species complex exists;[11] the European hare remains classified as a single species until further data contradicts this assumption.[1]

 

Cladogenetic analysis suggests that European hares survived the last glacial period during the Pleistocene via refugia in southern Europe (Italian peninsula and Balkans) and Asia Minor. Subsequent colonisations of Central Europe appear to have been initiated by human-caused environmental changes.[12] Genetic diversity in current populations is high with no signs of inbreeding. Gene flow appears to be biased towards males, but overall populations are matrilineally structured. There appears to be a particularly large degree of genetic diversity in hares in the North Rhine-Westphalia region of Germany. It is however possible that restricted gene flow could reduce genetic diversity within populations that become isolated.[13]

 

Historically, up to 30 subspecies of European hare have been described, although their status has been disputed.[5] These subspecies have been distinguished by differences in pelage colouration, body size, external body measurements, skull morphology and tooth shape.[14] Sixteen subspecies are listed in the IUCN red book, following Hoffmann and Smith (2005): Lepus europaeus caspicus, L. e. connori, L. e. creticus, L. e. cyprius, L. e. cyrensis, L. e. europaeus, L. e. hybridus, L. e. judeae, L. e. karpathorum, L. e. medius, L. e. occidentalis, L. e. parnassius, L. e. ponticus, L. e. rhodius, L. e. syriacus, and L. e. transsylvanicus.[15] Twenty-nine subspecies are listed by Chapman and Flux in their book on lagomorphs, including in addition L. e. alba, L. e. argenteogrisea, L. e. biarmicus, L. e. borealis, L. e. caspicus, L. e. caucasicus, L. e. flavus, L. e. gallaecius, L. e. hispanicus, L. e. hyemalis, L. e. granatensis, L. e. iturissius, L. e. kalmykorum, L. e. meridiei, L. e. meridionalis, L. e. niethammeri, L. e. niger, L. e. tesquorum, and L. e. tumak, but excluding L. e. connori, L. e. creticus, L. e. cyprius, L. e. judeae, L. e. rhodius, and L. e. syriacus, with the proviso that the subspecies they list are of "very variable status".[5]

  

Description

  

The European hare, like other members of the family Leporidae, is a fast-running terrestrial mammal; it has eyes set high on the sides of its head, long ears and a flexible neck. Its teeth grow continuously, the first incisors being modified for gnawing while the second incisors are peg-like and non-functional. There is a gap (diastema) between the incisors and the cheek teeth, the latter being adapted for grinding coarse plant material. The dental formula is 2/1, 0/0, 3/2, 3/3.[16][17] The dark limb musculature of hares is adapted for high-speed endurance running in open country. By contrast, cottontail rabbits are built for short bursts of speed in more vegetated habitats.[5][18] Other adaptions for high speed running in hares include wider nostrils and larger hearts.[5] In comparison to the European rabbit, the hare has a proportionally smaller stomach and caecum.[19]

 

This hare is one of the largest of the lagomorphs. Its head and body length can range from 60 to 75 cm (24 to 30 in) with a tail length of 7.2 to 11 cm (2.8 to 4.3 in). The body mass is typically between 3 and 5 kg (6.6 and 11.0 lb).[20] The hare's elongated ears range from 9.4 to 11.0 cm (3.7 to 4.3 in) from the notch to tip. It also has long hind feet that have a length of between 14 and 16 cm (5.5 and 6.3 in).[21] The skull has nasal bones that are short, but broad and heavy. The supraorbital ridge has well-developed anterior and posterior lobes and the lacrimal bone projects prominently from the anterior wall of the orbit.[20]

 

The fur colour is grizzled yellow-brown on the back; rufous on the shoulders, legs, neck and throat; white on the underside and black on the tail and ear tips.[21] The fur on the back is typically longer and more curled than on the rest of the body.[5] The European hare's fur does not turn completely white in the winter as is the case with some other members of the genus,[21] although the sides of the head and base of the ears do develop white areas and the hip and rump region may gain some grey.[5]

  

Range and habitat

  

European hares are native to much of continental Europe and part of Asia. Their range extends from northern Spain to southern Scandinavia, eastern Europe, and northern parts of Western and Central Asia. They have been extending their range into Siberia.[5] They may have been introduced to Britain by the Romans (circa 2000 years ago) as there are no records of them from earlier sites. Undocumented introductions likely occurred in some Mediterranean Islands.[22] They have also been introduced, mostly as game animals, to North America (in Ontario and New York State, and unsuccessfully in Pennsylvania, Massachusetts, and Connecticut), South America (Brazil, Chile, Argentina, Uruguay, Paraguay, Bolivia, Peru and the Falkland Islands), Australia, both islands of New Zealand and the south Pacific coast of Russia.[5][21][23]

 

Hares primarily live in open fields with scattered brush for shelter. They are very adaptable and thrive in mixed farmland.[5] According to a study done in the Czech Republic, the mean hare densities were highest at altitudes below 200 metres (660 ft), 40 to 60 days of annual snow cover, 450 to 700 millimetres (18 to 28 in) of annual precipitation, and a mean annual air temperature of around 10 °C (50 °F). With regards to climate, the study found that hare densities were highest in "warm and dry districts with mild winters".[24] In Poland, hares are most abundant in areas with few forest edges, perhaps because foxes can use these for cover. They require cover, such as hedges, ditches and permanent cover areas, because these habitats supply the varied diet they require, and are found at lower densities in large open fields. Intensive cultivation of the land results in greater mortality of young hares (leverets).[25]

 

In the United Kingdom, hares are seen most frequently on arable farms, especially those with fallow land, wheat and sugar beet crops. In mainly grass farms their numbers are raised when there are improved pastures, some arable crops and patches of woodland. They are seen less frequently where foxes are abundant or where there are many buzzards. They also seem to be fewer in number in areas with high European rabbit populations,[26] although there appears to be little interaction between the two species and no aggression.[27] Although hares are shot as game when they are plentiful, this is a self-limiting activity and is less likely to occur in localities where they are scarce.[26]

  

Behaviour and life history

  

Hares are primarily nocturnal and spend a third of their time foraging.[5] During daytime, a hare hides in a depression in the ground called a "form" where it is partially hidden. Hares can run at 70 km/h (43 mph) and when confronted by predators they rely on outrunning them in the open. They are generally thought of as asocial but can be seen in both large and small groups. They do not appear to be territorial, living in shared home ranges of around 300 ha (740 acres). Hares communicate with each other by a variety of visual signals. To show interest they raise their ears, while lowering the ears warns others to keep away. When challenging a conspecific, a hare thumps its front feet; the hind feet are used to warn others of a predator. A hare squeals when hurt or scared and a female makes "guttural" calls to attract her young.[21] Hares can live for as long as twelve years.[1]

  

Food and foraging

  

European hares are primarily herbivorous. They may forage for wild grasses and weeds but with the intensification of agriculture, they have taken to feeding on crops when preferred foods are not available.[1] During the spring and summer, they feed on soy, clover and corn poppy[28] as well as grasses and herbs.[21] During autumn and winter, they primarily choose winter wheat, and are also attracted to piles of sugar beet and carrots provided for them by hunters.[28] They also eat twigs, buds and the bark of shrubs and young fruit trees during winter.[21] Cereal crops are usually avoided when other more attractive foods are available, the species appearing to prefer high energy foodstuffs over crude fibre.[29] When eating twigs, hares strip off the bark to access the vascular tissues which store soluble carbohydrates. Compared to the European rabbit, food passes through the gut more rapidly in the hare, although digestion rates are similar.[19] They sometimes eat their own green, faecal pellets to recover undigested proteins and vitamins.[20] Two to three adult hares can eat more food than a single sheep.[21]

  

European hares forage in groups. Group feeding is beneficial as individuals can spend more time feeding knowing that other hares are being vigilant. Nevertheless, the distribution of food affects these benefits. When food is well-spaced, all hares are able to access it. When food is clumped together, only dominant hares can access it. In small gatherings, dominants are more successful in defending food, but as more individuals join in, they must spend more time driving off others. The larger the group, the less time dominant individuals have in which to eat. Meanwhile, the subordinates can access the food while the dominants are distracted. As such, when in groups, all individuals fare worse when food is clumped as opposed to when it is widely spaced.[30]

  

Mating and reproduction

  

European hares have a prolonged breeding season which lasts from January to August.[31][32] Females, or does, can be found pregnant in all breeding months and males, or bucks, are fertile all year round except during October and November. After this hiatus, the size and activity of the males' testes increase, signalling the start of a new reproductive cycle. This continues through December, January and February when the reproductive tract gains back its functionality. Matings start before ovulation occurs and the first pregnancies of the year often result in a single foetus, with pregnancy failures being common. Peak reproductive activity occurs in March and April, when all females may be pregnant, the majority with three or more foetuses.[32]

 

The mating system of the hare has been described as both polygynous (single males mating with multiple females) and promiscuous.[33] Females have six-weekly reproductive cycles and are receptive for only a few hours at a time, making competition among local bucks intense.[31] At the height of the breeding season, this phenomenon is known as "March madness",[32] when the normally nocturnal bucks are forced to be active in the daytime. In addition to dominant animals subduing subordinates, the female fights off her numerous suitors if she is not ready to mate. Fights can be vicious and can leave numerous scars on the ears.[31] In these encounters, hares stand upright and attack each other with their paws, a practice known as "boxing", and this activity is usually between a female and a male and not between competing males as was previously believed.[21][34] When a doe is ready to mate, she runs across the countryside, starting a chase that tests the stamina of the following males. When only the fittest male remains, the female stops and allows him to copulate.[31] Female fertility continues through May, June and July, but testosterone production decreases in males and sexual behaviour becomes less overt. Litter sizes decrease as the breeding season draws to a close with no pregnancies occurring after August. The testes of males begin to regress and sperm production ends in September.[32]

  

Does give birth in hollow depressions in the ground. An individual female may have three litters in a year with a 41- to 42-day gestation period. The young have an average weigh of around 130 grams (4.6 oz) at birth.[35] The leverets are fully furred and are precocial, being ready to leave the nest soon after they are born, an adaptation to the lack of physical protection relative to that afforded by a burrow.[21] Leverets disperse during the day and come together in the evening close to where they were born. Their mother visits them for nursing soon after sunset; the young suckle for around five minutes, urinating while they do so, with the doe licking up the fluid. She then leaps away so as not to leave an olfactory trail, and the leverets disperse once more.[21][36] Young can eat solid food after two weeks and are weaned when they are four weeks old.[21] While young of either sex commonly explore their surroundings,[37] natal dispersal tends to be greater in males.[33][38] Sexual maturity occurs at seven or eight months for females and six months for males.[1]

  

Mortality and health

  

European hares are large leporids and adults can only be tackled by large predators such as canids, felids and the largest birds of prey.[20] In Poland it was found that the consumption of hares by foxes was at its highest during spring, when the availability of small animal prey was low; at this time of year, hares may constitute up to 50% of the biomass eaten by foxes, with 50% of the mortality of adult hares being caused by their predation.[39] In Scandinavia, a natural epizootic of sarcoptic mange which reduced the population of red foxes dramatically, resulted in an increase in the number of European hares, which returned to previous levels when the numbers of foxes subsequently increased.[40] The golden eagle preys on the European hare in the Alps, the Carpathians, the Apennines and northern Spain.[41] In North America, foxes and coyotes are probably the most common predators, with bobcats and lynx also preying on them in more remote locations.[35]

 

European hares have both external and internal parasites. One study found that 54% of animals in Slovakia were parasitised by nematodes and over 90% by coccidia.[42] In Australia, European hares were reported as being infected by four species of nematode, six of coccidian, several liver flukes and two canine tapeworms. They were also found to host rabbit fleas (Spilopsyllus cuniculi), stickfast fleas (Echidnophaga myrmecobii), lice (Haemodipsus setoni and H. lyriocephalus), and mites (Leporacarus gibbus).[43]

 

European brown hare syndrome (EBHS) is a disease caused by a calicivirus similar to that causing rabbit haemorrhagic disease (RHS) and can similarly be fatal, but cross infection between the two mammal species does not occur.[44] Other threats to the hare are pasteurellosis, yersiniosis (pseudo-tuberculosis), coccidiosis and tularaemia, which are the principal sources of mortality.[45]

 

Relationship with humans

  

In folklore, literature, and art

  

In Europe, the hare has been a symbol of sex and fertility since at least Ancient Greece. The Greeks associated it with the gods Dionysus, Aphrodite and Artemis as well as with satyrs and cupids. The Christian Church connected the hare with lustfulness and homosexuality, but also associated it with the persecution of the church because of the way it was commonly hunted.[46]

 

In Northern Europe, Easter imagery often involves hares or rabbits. Citing folk Easter customs in Leicestershire, England, where "the profits of the land called Harecrop Leys were applied to providing a meal which was thrown on the ground at the 'Hare-pie Bank'", the 19th-century scholar Charles Isaac Elton proposed a possible connection between these customs and the worship of Ēostre.[47] In his 19th-century study of the hare in folk custom and mythology, Charles J. Billson cites folk customs involving the hare around Easter in Northern Europe, and argues that the hare was probably a sacred animal in prehistoric Britain's festival of springtime.[48] Observation of the hare's springtime mating behaviour led to the popular English idiom "mad as a March hare",[46] with similar phrases from the sixteenth century writings of John Skelton and Sir Thomas More onwards.[49] The mad hare reappears in Alice's Adventures in Wonderland by Lewis Carroll, in which Alice participates in a crazy tea party with the March Hare and the Mad Hatter.[50]

  

Any connection of the hare to Ēostre is doubtful. John Andrew Boyle cites an etymology dictionary by A. Ernout and A. Meillet, who wrote that the lights of Ēostre were carried by hares, that Ēostre represented spring fecundity, love and sexual pleasure. Boyle responds that almost nothing is known about Ēostre, and that the authors had seemingly accepted the identification of Ēostre with the Norse goddess Freyja, but that the hare is not associated with Freyja either. Boyle adds that "when the authors speak of the hare as the 'companion of Aphrodite and of satyrs and cupids' and 'in the Middle Ages [the hare] appears beside the figure of [mythological] Luxuria', they are on much surer ground."[51]

 

The hare is a character in some fables, such as The Tortoise and the Hare of Aesop.[52] The story was annexed to a philosophical problem by Zeno of Elea, who created a set of paradoxes to support Parmenides' attack on the idea of continuous motion, as each time the hare (or the hero Achilles) moves to where the tortoise was, the tortoise moves just a little further away.[53][54] The German Renaissance artist Albrecht Dürer realistically depicted a hare in his 1502 watercolour painting Young Hare.[55]

  

Food and hunting

  

Across Europe, over five million European hares are shot each year, making it probably the most important game mammal on the continent. This popularity has threatened regional varieties such as those of France and Denmark, through large-scale importing of hares from Eastern European countries such as Hungary.[5] Hares have traditionally been hunted in Britain by beagling and hare coursing. In beagling, the hare is hunted with a pack of small hunting dogs, beagles, followed by the human hunters on foot. In Britain, the 2004 Hunting Act banned hunting of hares with dogs, so the 60 beagle packs now use artificial "trails", or may legally continue to hunt rabbits.[56] Hare coursing with greyhounds was once an aristocratic pursuit, forbidden to lower social classes.[57] More recently, informal hare coursing became a lower class activity and was conducted without the landowner's permission;[58] it is also now illegal.[59]

 

Hare is traditionally cooked by jugging: a whole hare is cut into pieces, marinated and cooked slowly with red wine and juniper berries in a tall jug that stands in a pan of water. It is traditionally served with (or briefly cooked with) the hare's blood and port wine.[60][61] Hare can also be cooked in a casserole.[62] The meat is darker and more strongly flavoured than that of rabbits. Young hares can be roasted; the meat of older hares becomes too tough for roasting, and may be slow-cooked.[61][63]

  

Status

  

The European hare has a wide range across Europe and western Asia and has been introduced to a number of other countries around the globe, often as a game species. In general it is considered moderately abundant in its native range,[13] but declines in populations have been noted in many areas since the 1960s. These have been associated with the intensification of agricultural practices.[64] The hare is an adaptable species and can move into new habitats, but it thrives best when there is an availability of a wide variety of weeds and other herbs to supplement its main diet of grasses.[1] The hare is considered a pest in some areas; it is more likely to damage crops and young trees in winter when there are not enough alternative foodstuffs available.[21]

 

The International Union for Conservation of Nature has evaluated the European hare's conservation status as being of least concern. However, at low population densities, hares are vulnerable to local extinctions as the available gene pool declines, making inbreeding more likely. This is the case in northern Spain and in Greece, where the restocking by hares brought from outside the region has been identified as a threat to regional gene pools. To counteract this, a captive breeding program has been implemented in Spain, and the relocation of some individuals from one location to another has increased genetic variety.[1] The Bern Convention lists the hare under Appendix III as a protected species.[26] Several countries, including Norway, Germany, Austria and Switzerland,[1] have placed the species on their Red Lists as "near threatened" or "threatened".

This image is strictly the copyright of

© Joe O'Malley 2018.

 

Built in 1930, this Grade ll* Listed Building opened initially as the Astoria Theatre and was at the time the largest cinema in the world. It was used as a music venue in the 1960's and Jimi Hendrix first set a guitar on fire (on stage) here on 31st March 1967, burning his fingers in the process !

 

The name was changed to the Rainbow Theatre in 1971 with the closing of the cinema. It then became one of London's most important music venues before closing in December 1981.

 

Just some of the bands and artist's to appear include :

 

The Beatles, The Rolling Stones, Frank Sinatra, Bill Haley, Chuck Berry, Cliff Richard, The Everley Brothers, Duke Ellington, Nat 'King' Cole, Adam Faith, Joe Brown, Jerry Lee Lewis, Isaac Hayes, Brenda Lee, The Walker Brothers, The Beach Boys, Elton John, The Who, The Osmonds, Louis Armstrong, Dave Clark Five, Aretha Franklin, Gene Pitney, Frank Zappa, Ray Charles, Sarah Vaughn, Dave Brubeck, Sonny & Cher, The Temptations, Michael Jackson, Englebert Humperdinck, Carla Thomas, The Kinks, The Byrds, The Small Faces, The Faces, Rod Stewart, The Tremeloes, The Hollies, Spencer Davis, Joan Baez, Pink Floyd, Roy Orbison, David Bowie, Mott the Hoople, Nashville Teens, The Ruts, Roxy Music, Steve Harley & Cockney Rebel, Yes, Eric Clapton, Stevie Wonder, Ella Fitzgerald, King Crimson, Oscar Peterson, Otis Redding, James Brown, Dionne Warwick, Van Morrison, The Darts, Humble Pie, Eddie Floyd, Nazareth, Deep Purple, Focus, Badfinger, Arthur Conley, Steppenwolf, Genesis, Procol Harem, Jr Walker & The All Stars, Marvin Gaye, Edwin Starr, The Sweet, Sam & Dave, Queen, Bob Marley & The Wailers, PiL, Van Halen, The Cure, ELO, Cool and The Gang, Mark Bolan and T. Rex, Lynyrd Skynyrd, John Martyn, Elvis Costello & The Attractions, Adam & The Ants, The Doobie Brothers, Joan Armatrading, Black Sabbath, Fleetwood Mac, A.C/D.C, Uriah Heep, P.J Proby, Patti Smith Group, Argent, Neil Young, Toyah, Eddie & The Hotrods, Peter Tosh, Thin Lizzy, Mountain, The Clash, The Ramones, Led Zeppelin, Alice Cooper, Duane Eddy, Status Quo, The Fall, The Animals, Wishbone Ash, Jeff Beck Group, The Sensational Alex Harvey Band, Dolly Parton, Gene Vincent, Joe Tex, The Crystals, Steely Dan, Jethro Tull, Foreigner, Traffic, Buzzcocks, Joy Division, The Strawbs, Bad Company, The Damned, Judas Priest, Whitesnake, Lulu, Siouxie & The Banshees, B.B King, Steve Miller Band, Dr.Feelgood, Soft Machine, Kate Bush, Hawkwind, Squeeze, The Troggs, Billy Preston, Gallagher & Lyle, The Beat, The Undertones, Ultravox, Can, The Slits, Mink De Ville, Cilla Black, The Specials, Olivia Newton John, Robert Palmer, The Jacksons, Tom Petty & The Heartbreakers, Ivor Cutler, Secret Affair, Iggy Pop, Rainbow, Sham 69, Dire Straits, Donovan, Slade, Tangerine Dream, Manfred Mann, Stiff Little Fingers, The Jam, The Pretenders, Iron Maiden, The Grateful Dead, Saxon, The Human League, The Stranglers, Stray Cats, Boston, Rory Gallagher, Miles Davis, Robert Wyatt, King Crimson, Leonard Cohen, Yes, Golden Earing, Liza Minnelli ... along with many, many more.

 

LR2892

(front of 4 sided monument)

 

TO THE MEN

OF THE FORT WAYNE WORKS

GENERAL ELECTRIC COMPANY WHO

SERVED IN THE WORLD WAR 1914-1918

THIS MEMORIAL WAS ERECTED BY

THEIR FELLOW EMPLOYEES, NOV. 11, 1924

________________

*THESE MADE THE SUPREME SACRIFICE

*ADAMS, HAROLD T.

*HIBBENS, WALTER L.

*HILGEMAN, WILLIAM R.

*MAXSON, ROY

*SLENTZ, DANIEL R.

*WOODS, CLEO M.

  

ROLL OF HONOR

 

(column 1)

ACKLEMAN, H. A.

ADAMS, FRANK S.

AHEARN, JOHN

ALLEN, E. J.

ALLEN, LLOYD H.

ALTERKRUSE, WILLIAM

ARCHER, LLOYD

ARCHBALD, F.

ARCHIBALD, OWEN

ARNOLD, CLYDE C.

ASHER, VIRGIL C.

ASHLOCK, GEORGE W.

ATWATER, E. E.

AUER, CHARLES J.

AUTH, EDMOND L.

AXT, AUGUST J.

BAADE, ERIC A.

BAIR, E. A.

BAKER, ELRY

BANDT, EDWARD

BANGERT, ROBERT J.

BARBIER, ROLAND D.

BARNES, HARRY

BARNETT, FRANK

BARROWS, IRA C.

BARTELL, ROBERT R.

BARTELLO, FRANCIS O.

BARTELS, CARL H.

BARTH, GEORGE

BASHARA, GEORGE R.

BAUER, GEORGE

BAUER, WILLIAM E.

(column 2)

BAUERLE, HOWARD J.

BAUGHMAN, CLARENCE

BAUGHMAN, GAIL

BAUMGARDNER, A. M.

BAUMGARTNER, ERNEST

BEAL, ROY B.

BECKER, WALTER H.

BENDER, CHARLES M.

BENDER, JESSE R.

BENGS, ERWIN H.

BENTLEY, FRANK

BENTZ, ROY H.

BERGER, NOAH L.

BEUCHEL, GEORGE

BEUCHEL, HENRY

BILTZ, CLARENCE

BIRD, JAMES R.

BIRKENBEUL, HENRY

BLAKE, VICTOR

BLEM, LESTER L.

BLESSING, ROY

BLOMBERG, WALTER G.

BLOUGH, HARRY

BOARD, WILLIAM

BOCK, WILMER

BOESE, ALBERT

BOROFF, HERBERT R.

BOULOS, NICK

BOURNE, ROBERT O.

BOWERS, JOHN W.

BOWERSOX, JAMES J.

BOYSELL, HARMON

BRADLEY, DEWEY

(column 3)

BRADLEY, H. C.

BRADMUELLER, ADOLPH

BRADY, THOMAS J.

BRAKE, LAWRENCE

BRAUN, ANDREW J.

BRAUN, CHARLES F.

BRAUN, HERBERT C.

BRAUN, OTTO H.

BRAUN, ROBERT P.

BREIMEIER, OTTO W.

BROOKS, E. A.

BROWN, ARTHUR M.

BROWN, A. R.

BROWN, LOUIS B.

BROWN, MITCHELL Z.

BROWN, WILLIAM J.

BRUECKER, JOHN

BRUECKNER, M. O.

BRUEGGEMAN, H. W.

BRUNSON, CARL L.

BUCK, HERBERT A.

BUCK, ARTHUR I.

BUDD, H. B.

BUELL, CHAUNCEY C.

BURNS, JAMES

BURNS, ROBERT A.

BURNS, STEPHEN E.

BURT, PAUL

BUSCHE, ERNEST

BUSHING, W. C. E

BUTLER, JOHN J.

CAIN, LEVERETTE L.

CANNON, TIMOTHY S.

(column 4)

CARMER, VERN

CARNEY, DON C.

CARTEAUX, JULIUS

CASHDOLLAR, LEO N.

CASNER, A. C.

CHANEY, HUGH E.

CHRISTEN, A.

CHURCH, LE ROY

CLARK, HIRAM L.

CLARK, JEWEL R.

CLARK, M. E.

CLAYTON, HARLAN H.

CLIFFORD, GEORGE

CODDINGTON, CARL

COFFELT, CARL

COLE, LOVELL B.

COLVIN, HARLIND D.

CONTURE, EDMUND

COOK, HARLO C.

COOK, JOSEPH D.

COOK, WAYNE M.

CORLL, RUBE D.

COUGHLIN, CHARLES G.

COVERSTONE, A.

CRAIG, ELLSWORTH

CRICKMORE, FRED

CROMER, ROBERT S.

CROYLE, C. L.

CULLEN, L. L.

CULVER, CLAYTON

DAILEY, GEORGE

DAILEY, L. W.

(right side)

ROLL OF HONOR

(column 1)

DALEY, NEIL

DANNENFELSER, IRVIN

DAUGHETY, JOHN C.

DECK, THEODORE

DEGITZ, CLARENCE

DEHNER, JOE

DELEGRANGE, C.

DENNISON, HAROLD

DEPEW, ELMER A.

DICKE, F. W.

DICKMEYER, EDWARD

DIDIER, CLARENCE

DIDIER, FAY

DIDIER, LEO F.

DIDIER, RALPH J.

DIFFENDORFER, THOMAS

DOEHLA, G. J.

DOHREN, C.

DONNELLY, G. S.

DOYLE, E. P.

DRIFTMEYER, H. L.

DRUCE, A. F.

DRUHOT, F. J.

DRUHOT, R. J.

DUNTEN, LESLIE M.

DUNTEN, RUSSEL

EALING, EARL

EARL, BURWELL

EBERWINE, A. C.

EDSALL, CLARENCE

EDSON, R. W.

EDWARDS, LYNN

EGGEMAN, R. C.

EHINGER, N. F.

EHREMFORT, WILLIAM

ERMAN, E. C.

EILER, C. K.

ELDER, CARROL

ELDER, LEO

EMRICK, RALPH

ENSCH, L. S.

EPPLE, H. G.

ERDMAN, G. W.

ERICKSON, EDWARD

ERICKSON, L. A.

ERNE, HARLO

ESTEP, DEWEY

EVARD, CLARENCE

EVERSOLE, A. H.

FAULKNER, J. F.

FAULKNER, S. M.

(column 2)

FEASER, HARRY

FELL, W. J. B.

FEUCHTER, FRED

FIREHAMMER, P. B.

FIRTH, FRANK

FISHBACK, J. R.

FITCH, F. W.

FLAIG, FRANK

FLAIG, W. H.

FLEMING, WALTER

FOELLINGER, F. M.

FOERSTER, G. D.

FOLEY, E. C.

FORTNEY, GLEN

FOSNAUGH, HOMER

FOSTER, GEORGE

FOSTER, O. F.

FOULKS, C. E.

FOULKS, NORMAN

FOX, C. R.

FOX, O. A.

FRANCE, E. W.

FRANK, C. B.

FRAZIER, ELLIS

FRETZ, E. F.

FREY, R. A.

FRIES, C. G.

FUCHSHUBER, CHARLES

GALLOGLY, C. W.

GARDT, ELMER

GARNER, GILFORD

GASKILL, E. V.

GEAKE, SAM

GEHRIG, T. V.

GEORGE, J. P.

GERHARD, F. W.

GERKE, C. H.

GILBERT, CHARLES

GINGHER, VERN

GLANCY, CLINTON

GOEGLEIN, J.

GOETZ, LEO H.

GOILLET, CHARLES

GOLDEN, W. J.

GOOLEY, HOWARD

GORDEN, RAY

GRABNER, CLEM

GRABNER, WILLIAM

GRAGE, H. F.

 

(column 3)

GRANGER, M. R.

GRATTS, M. W.

GRAUE, G. H.

GRAY, R.

GREEK, CLEO G.

GREEN, J. C.

GREIDER, J. E.

GRIFFON, LLOYD

GROSSMAN, HENRY

GROTE, G.

GRUBB, GLENN

GRUBER, EARL

GRUBER, ROY

HAAG, HERBERT

HAGEMAN, R. C.

HAIFLEY, L. H.

HALEY, DAN

HALL, L. H.

HALLEFELDT, A. W.

HAMBROCK, C. F.

HAMER, W. R.

HAMILTON, E. D.

HAMRICK, CHALMER

HANAGAN, A.

HANDY, FLOYD

HARD, RONALD

HARDY, GEORGE

HARRINGTON, LOWELL

HARRIS, C. C.

HARRIS, C. E.

HARRISON, B. H.

HART, JOE

HARTMAN, J. J.

HATFIELD, CLARENCE

HATTERY, J. S.

HAUCK, CARL

HAWKINS, H. H.

HAWORTH, J. G.

HAYES, W. A.

HAZEN, W. A.

HECKMAN, E. C.

HEIM, W. L.

HEIN, V. L.

HEINE, H. F.

HEINE, LESTER

HEINGARTNER, MARTIN

HEISER, MARSHALL

HEISLER, LLOYD

HEIT, W. G.

HELLER, MERLAND

HENDERSON, ESTA

(column 4)

HENDERSON, W. J.

HENKEL, R. A.

HENLINE, S. G.

HENRY, CARNEY

HENRY, J. E.

HENSCHEN, GEORGE

HERBER, F. M.

HERR, CHARLES

HESSINGER, GEORGE

HIGGENS, O. E.

HIGHLEN, C. E.

HILDEBRAND, THOMAS

HILLE, R. W.

HILLS, CLARENCE

HINDMAN, ROSS

HINES, E. F.

HINES, L. G.

HINGA, JOHN

HIRTH, R. G.

HITZFIELD, OTTO

HIXON, A. E.

HLAVA, A. V.

HOBEN, EDWARD

HODELL, L. D.

HOGLUND, H. G.

HOLLIDAY, F. M.

HOMRIGHOUSE, L. E.

HOPPE, E. C.

HORMAN, A. H.

HORN, BERNARD

HORN, OMAR

HORNER, GEORGE

HOUCK, J. F.

HOUSER, S.

HOWE, W. W.

HUDSON, C. E.

HUEBER, CLARENCE

HUGGLES, ALFRED

HUGHES, HOWARD

HUGHES, J.

HUGUENARD, C. A.

HUNTING, H. S.

HUTH, HERBERT

ISLAND, LOUIS

JACKSON, EVERETT

JACQUAY, FRANK

JAMES, J. L.

JEFFERS, L. P.

JENKINS, HOWARD

JENSEN, ADOLPH

JENSEN, WILLIAM

(back side)

ROLL OF HONOR

(column 1)

JOHNSON, C. F.

JOLLY, J. J.

JONES, K. K.

JORDAN, CHARLES

JUENGEL, THEODORE

KABISCH, R. R.

KALLMEYER, JOSEPH

KAMMEYER, RICHARD

KAPP, RALPH

KEARNS, H. F.

KEEGAN, K. M.

KELLER, J. S.

KELLY, R. J.

KEMMETER, BERNARD

KEMMETER, L. F.

KENNEY, RAYMOND

KENT, WALTER

KEPLINGER, D. H.

KESSLER, F. A.

KIMBLE, MARTIN

KINDER, CLARENCE

KING, W. C.

KINGSBURY, W. S.

KINZY, A. E.

KIRKPATRICK, C. P.

KLEEMEYER, C.

KLEINT, H. S.

KLINE, J. H.

KLINE, KEARNEY

KLINGENBERGER, L. J.

KLOPFENSTEIN, RUFUS

KNIGHT, CLARENCE

KNIGHT, H. S.

KOENIG, W. F.

KORTE, FLORIAN

KOSTER, H. T.

KRAMER, ANTHONY

KREAGER, DEWEY

KREIGH, E. D.

KRING, V. F.

KRUSE, C. E.

KRUSE, W. B.

KUNER, RUPERT

KUTTNER, L. W.

LACEY, W. H.

LALLAK, JOHN

LAMBOLEY, H. T.

LAMONT, HARRY

LANGE, HARMAN

LANGENDERFER, M. J.

(column 2)

LANGSTON, C. C.

LARENITIS, L. P.

LARSON, CHARLES

LASH, EDWIN

LEE, A. W.

LEIDOLF, R. A.

LEVANDOWSKY, STANLEY

LEWIS, A. D.

LINDEMUTH, MAURICE

LINEMEIER, H. H.

LOCKE, C. D.

LOCKER, W. W.

LOPSHIRE, R. C.

LOTZ, HERMAN

LUEHR, HENRY

LULEY, L. W.

MABREY, AUSTIN

MACKE, F. E.

MARDO, FRANK

MARKS, HAROLD

MARTIN, E. H.

MASON, H. T.

MATHEWS, E. W.

MATTSON, RUSSEL

MEEHAN, THOMAS

MEEKER, H. C.

MELTON, E. L.

MENEWISH, CARL

MENEWISH, EDWARD

MEO, NICK

MERCHANT, D. W.

MERTON, E. J.

METCALF, J. L.

METCALFE, HOWARD

MEYER, C. H.

MEYER, E. F.

MEYER, E. L.

MEYER, O. J.

MEYNORSKI, STANLEY

MIDDENDORF, G. F.

MILES, F.

MILLER, A. D.

MILLER, CLEMENT

MILLER, G. H.

MILLER, GUY

MILLER, H. R.

MILLER, IVAN

MILLER, J. E., JR.

MILLER, K.

MILLER, RALPH

MILLER, WALTER

(column 3)

MILLER, W. A.

MILLER, W. R.

MILLS, D. G.

MILLS, J. I.

MILWARD, ERNEST

MINNICH, CLARENCE

MINNICH, S. C.

MISCHO, VICTOR

MITCHELL, BRYAN

MITTEN, G. R.

MOEHLENBRUCK, HENRY

MOFFETT, CHARLES

MOGALLE, M. L.

MOLL, C. S.

MOMPER, J. G.

MONAHAN, A. W.

MONAHAN, FRANK

MONROE, F. E.

MOORE, G.

MORROW, WILBER

MOSER, JESS

MOTTER, B.

MOTTER, RAYMOND

MOWERY, G. H.

MUCKLEY, KING

MUGG, C. C.

MULLINS, P.

MUNSON, C. W.

MYERS, D. S.

MYERS, L. S.

MCCARTHY, HARRY

MCCARTHY, LAWRENCE

MCDANIEL, K. L.

MCDEVITT, LEE

MCKENZIE, LINUS

MCMAKEN, JOSEPH

MCMULLEN, L. J.

MCNEE, L. W.

MCNUTT, COVIS

NACE, JOHN

NAGEL, FRED

NAHRWOLD, G. E.

NEIMEYER, WALTER

NEUKAM, HENRY

NEUKAM, OTTO

NICHTER, CLARENCE

NICHTER, H. F.

NITZ, W. C.

NOONAN, FORDYCE

NOYES, CLEON

NULL, CHARLES

(column 4)

NYBOER, L. J.

NYBOER, SYLVESTER

NYCUM, R. J.

OBELSON, P.

OBER, CLAUD

OBERLIN, G. E.

O'BRIEN, T. R.

OCHSTEIN, ISAAC

OEHMIG, EDWARD

OERTEL, H. C.

O'NEAL, E. D.

ORMISTON, CARL

ORMISTON, ROE

ORR, HOWARD W.

OSTROWSKI, J. S.

OSWALD, G. J.

PADDOCK, L. B.

PAPPERT, C. L.

PARISOT, ROYAL

PARKER, C. U.

PARKER, J. R.

PARNIN, ROSS

PAYNE, W. A.

PAYTON, M. J.

PECK, HAROLD

PERSING, E.

PIEPENBRINK, C. E.

PIEPENBRINK, EDWARD

PLACE, MERVINE

PLATT, HERSCHEL

PLUMMER, J. A.

PLUMMER, F. A.

POPE, ROY

POTTER, D. E.

POWELL, ALVIN

PRANCE, HENRY

PRESSLER, R. B.

PRESSNALL, D. D.

PRINE, ERNEST

PUMPHREY, JOHN

QUILLINAN, EDWIN

RADEMACKER, RICHARD

RARICK, J. E.

REASONER, BERT

REED, C. R.

REED, HOWARD

REHLING, C. P.

REILLY, V. P.

RHAMY, LISLE

RICHET, CHESTER

RIDLEY, ARTHUR

(left side)

ROLL OF HONOR

(column 1)

 

RIESEN, HARVEY

RILEY, E. V.

RINEHARDT, D. C.

ROBINSON, W. B.

ROCKHILL, V. S.

RODENBERG, A. H.

RODMAN, RICHARD

ROE, H. S.

ROEGER, R. C.

ROESENER, H. C.

ROGERS, O. R.

RONDOT, GLENN

ROOT, GLEN

ROSENCRANCE, J. L.

ROSS, FRANK K.

ROTH, DAVID

ROWLEY, DAVID

ROY, WALTER

ROYCE, H. D.

RUCH, B. K.

RUFNER, WILLIAM

RULU, DON C.

RUNYAN, G. D.

RYAN, RAY M.

SABO, JOHN

SANGER, JOE

SAUER, LOUIS

SAURBAUGH, C. L.

SCHAAF, F. W.

SCHAEFFER, G. D.

SCHIEMAN, H. L.

SCHMIDT, C. W.

SCHMOE, F. E.

SCHNURR, EDWARD

SCHOEFF, P. D.

SCHREIBER, E. J.

SCHUH, W. E.

SCHULTZ, ADOLPH

SCHULTZ, C. C.

SCHUST, W. G.

SCHUSTES, GERHARD

SCHWARTZ, HAROLD

SCHWARTZ, L. F.

SCHWARZ, C. R.

SELBY, GEORGE

SESSFORD, C. E.

SHEEHAN, CHARLES

SHEETS, CLAYTON

SHELLEY, DALE

SHIDLER, C. D.

SHIREY, ELMER

(column 2)

 

SHIVERS, GEORGE

SHONDELL, HOWARD

SHOW, FLOYD

SHUMAKER, W. L.

SIHLER, O. F.

SILCOX, S. F.

SINDERSON, LELAND

SINGREY, JACKSON

SIVITS, W. A.

SKEER, JACK

SMEADER, FLOYD

SMETHERS, T. J.

SMITH, CLEMENT

SMITH, E. H.

SMITH, GUY

SMITH, H. W.

SMITH, L. H.

SMITH, R. P.

SNYDER, TED

SOLDNER, NOAH

SOMERS, EARL

SOMERS, HARRISON

SORTIS, GEORGE

SOUTHERN, W. R.

SOWERS, JOHN

SOWERS, W. H.

SOWLE, REX

SPARKS, R. A.

SPEELMON, G. L.

SPENCER, A. R.

SPIETH, W. M.

SPORE, RUSSELL

SPRADLIN, K. H.

SPRUNGER, CALVIN

SROUFE, T. L.

STACY, BENJAMIN

STANGER, GLENN

STANLEY, E. O.

STANTON, JUDSON

STAUCH, L. C.

STEEL, HARVE

STEPHENSON, H. M.

STEUP, W. W.

STEURY, P. P.

STINE, DAVID

STINGER, R. L.

STOCKBERGER, JOHN

STOCKS, E. G.

STOCKS, W. W.

STOUDER, J. V.

(column 3)

 

STREIDER, OTTO

STUCKY, LEO

STUTE, ARTHUR

SUNDAY, W. A.

SWANK, ELTON

SWANTON, FRANK

SWARTZ, H. J.

SWEENEY, E. A.

SWIFT, F. E.

TEAGARDEN, WILLIAM

TEGTMEYER, LAWRENCE

TELLEY, H. F.

THIEME, GEORGE

THOMAS, C. A.

THOMAS, D. W.

THOMPSON, HARLEY

THOMPSON, K. E.

THOMPSON, R. G.

THOMSON, C. P.

THURBER, EVERETT

TILLMAN, HERMAN

TILLMAN, H. A.

TILMAN, N. S.

TOWNSEND, J. G.

TRAFGER, W. I.

TRAUTMAN, C. H.

TRAUTMAN, F. C.

TRAVIS, ROBERT

TROSIN, F. W.

TURNER, R. A.

TURNER, SHEPPARD

TYNDALL, MARK

UECKER, WILLIAM

ULMER, ARTHUR

UNDERHILL, JOSEPH

VACHON, J. B.

VACHON, L. A.

VALENTINE, C. W.

VALENTINE, F. A.

VALENTINE, RALPH

VAN ALSTINE, ARTHUR

VAN BUSKIRK, JOHN

VANZANT, HERMAN

VASTANO, J.

VEGALUES, A. R.

VENDERLY, C. G.

VOGT, CARL

VOLMERDING, H. F.

VOLTZ, HARLAN

VONDERHAAR, OTTO

VORHEES, FOREST

 

(column 4)

 

WALKER, FRANK

WALLACE, R. D.

WALT, MIKE

WALTERS, R. L.

WARNER, ELMER

WATSON, BARTELS

WATTERSON, CLARENCE

WEAVER, J. R.

WEBER, B. C.

WEBER, CLARENCE

WEBER, FREDERICK

WEBSTER, E.M.

WEFEL, L.

WELLS, EUGENE

WELLS, KENNETH

WERKMAN, GEORGE

WETZLE, W. C.

WHARTON, RUSSEL

WHONSETLER, W. L.

WIGGEN, E.

WIGHT, WILLIAM

WILLIAMS, F. T.

WILLIAMS, RAYMOND

WILLIAMS, T. W.

WILLIAMS, WAYNE

WILSON, D. E.

WILSON, F. D.

WINNER, W. W.

WINTEREGG, HOMER

WINTERS, C.

WINTERS, WALTER

WITTE, E. W.

WITTWER, AMOS

WOEHR, A. E.

WOLF, ED.

WOLLEY, J.

WOLTZ, HALMON

WOODWORTH, I. E.

WORDEN, ROY

WORKMAN, GEORGE

WUNDERLICK, T. R.

WYSONG, C. L.

WYSS, J. L.

YOCUM, V. V.

ZACHARIAS, JOHN

ZERBE, WILBER

ZIELINSKI, ALEX

ZIMMERMAN, E. C.

ZOLL, EARL

ZOLLINGER, ERWIN

ZURCHER, FRED

ANDREW C. AVIGNE

JOSEPH L. AVIGNE

ROBERT S. BARNES

DONALD B. BASSETT

CHARLES J. BERNASCONI

CHARLES V. BERNASCONI

DWIGHT W. BLAKESLEE

WILBER M. BLAKESLEE

EARL K. BOTTUME

JAMES H. BRIDGETT

HORACE I. BROCKETT

WARREN E. BROCKETT

RALPH BRUCE

EDWARD M. BURKE

CHARLES H. CARLSON

EUGENE CASSARI

GILLIO CASSARI

FRED CAVADINI

ORESTE CAVADINI

CEASAR P. CAVADINI

ERNEST T. CLAPP

DANIEL COLLIE

ISAAC H. COOPER

HAROLD E. DAVIS

RALPH M. DESMOND

WALDO F. DESMOND

JOSEPH DUKET

GORDON FORD

WILLIAM GALLIGAN

ENRICO GATTILIA

GEORGE L. GATTILIA

WILLIAM GREAVES

HEATON E. HEMINGWAY

PAUL A. HEMINGWAY

RALPH B. HEMINGWAY

GOULD S. HIGGINS

WILLIAM A. HYDE

JOHN IBSEN

BERTHEL JENSEN

CLARENCE JENSEN

MARTIN JEPSEN

IRVING JEROLMAN

THEODORE C. KNIPPING

WILLIAM B. LAYDEN

FRED LEARY

FRANK H. LEETE

GEORGE B. LEWIIS

AUSTIN R. LOWE

WILLIAM J. LYNCH

FRANCIS J. MANGEN

A. IRVING MANSFIELD

FRANCESCO MARTENNETTE

JOSEPH MASTROIANNI

HAROLD A. MUDGE

WILLIAM MURRAY - KIA

RAYMOND F. NELSON

RALPH W. NICHOLS

ALDEN R. NORTH

GEORGE O. NYE

ADAM F. OBERLIN

GUSTAVE W. OBERLIN

LUDWIG OLESEN

VICTOR L. OLSON

ROBERT L. OSBORN

ALDEN PALMER

FRANK PARISI

HORACE B. POTTER

CLIFFORD D. PRENTICE

CHARLES S. RAFFORD

JOSEPH RAFFORD

JOHN EDGAR REYNOLDS

FRANK J. RICE

WINFIELD F. SHEA

R. LINSLEY SHEPHERD

EDWARD S. SHERMAN

ELTON J. SMITH

ROBERT M. SMITH

CLAYTON S. SQUIRES

ERNEST A. STENDER

WILLIAM R. STENDER

NORMAN R. STILES

ARNOLD M. TANNER

ANTONIO TENEDINE

JOSEPH TENEDINE

MATTHEW H. THOMLINSON

HARRY M. THOMPSON

FELIX TIRON

HERBERT Y. TODD

EMIL VAN STEENBERGEN

ELMER J. WALKER

GEORGE H. WALKER

WILLIAM B. WALKER

FRANK W. WOODING

HARRY W. WOODING

FRED WOOP

ANDREW C. AVIGNE

JOSEPH L. AVIGNE

ROBERT S. BARNES

DONALD B. BASSETT

CHARLES J. BERNASCONI

CHARLES V. BERNASCONI

DWIGHT W. BLAKESLEE

WILBER M. BLAKESLEE

EARL K. BOTTUME

JAMES H. BRIDGETT

HORACE I. BROCKETT

WARREN E. BROCKETT

RALPH BRUCE

EDWARD M. BURKE

CHARLES H. CARLSON

EUGENE CASSARI

GILLIO CASSARI

FRED CAVADINI

ORESTE CAVADINI

CEASAR P. CAVADINI

ERNEST T. CLAPP

DANIEL COLLIE

ISAAC H. COOPER

HAROLD E. DAVIS

RALPH M. DESMOND

WALDO F. DESMOND

JOSEPH DUKET

GORDON FORD

WILLIAM GALLIGAN

ENRICO GATTILIA

GEORGE L. GATTILIA

WILLIAM GREAVES

HEATON E. HEMINGWAY

PAUL A. HEMINGWAY

RALPH B. HEMINGWAY

GOULD S. HIGGINS

WILLIAM A. HYDE

JOHN IBSEN

BERTHEL JENSEN

CLARENCE JENSEN

MARTIN JEPSEN

IRVING JEROLMAN

THEODORE C. KNIPPING

WILLIAM B. LAYDEN

FRED LEARY

FRANK H. LEETE

GEORGE B. LEWIIS

AUSTIN R. LOWE

WILLIAM J. LYNCH

FRANCIS J. MANGEN

A. IRVING MANSFIELD

FRANCESCO MARTENNETTE

JOSEPH MASTROIANNI

HAROLD A. MUDGE

WILLIAM MURRAY - KIA

RAYMOND F. NELSON

RALPH W. NICHOLS

ALDEN R. NORTH

GEORGE O. NYE

ADAM F. OBERLIN

GUSTAVE W. OBERLIN

LUDWIG OLESEN

VICTOR L. OLSON

ROBERT L. OSBORN

ALDEN PALMER

FRANK PARISI

HORACE B. POTTER

CLIFFORD D. PRENTICE

CHARLES S. RAFFORD

JOSEPH RAFFORD

JOHN EDGAR REYNOLDS

FRANK J. RICE

WINFIELD F. SHEA

R. LINSLEY SHEPHERD

EDWARD S. SHERMAN

ELTON J. SMITH

ROBERT M. SMITH

CLAYTON S. SQUIRES

ERNEST A. STENDER

WILLIAM R. STENDER

NORMAN R. STILES

ARNOLD M. TANNER

ANTONIO TENEDINE

JOSEPH TENEDINE

MATTHEW H. THOMLINSON

HARRY M. THOMPSON

FELIX TIRON

HERBERT Y. TODD

EMIL VAN STEENBERGEN

ELMER J. WALKER

GEORGE H. WALKER

WILLIAM B. WALKER

FRANK W. WOODING

HARRY W. WOODING

FRED WOOP

Past recollections of a former railway are only, at best, as good as the time of the visit, or visits.

My early recollections date from the 1960s with trips to Sutton Oak Locomotive Shed, parts of the

railway to Widnes, St Helens Glassworks and the Ravenhead Colliery included. Any indication of

stationary engine worked incline on the railway between St Helens and Widnes were not then

apparent.

Subsequent research since that time has revealed a railway with a complex history that stretches

back to 1829 when proposals for a railway linking the Mersey at Runcorn Gap directly with the

coal mines at St Helens were made. These collieries were already served by the Sankey Navigation,

but the new proposal promised a shorter route and a new wet dock at Widnes.

By November 1829 Charles Blacker Vignoles was preparing plans for the railway and the

application to parliament.1 Vignoles was engineer for both the Wigan Branch Railway and the St

Helens & Runcorn Gap Railway (appointed at salary of £650 per annum for each railway in June

1830)2 and proceeded with both these schemes at the same time arranging construction after

their respective acts were granted in 1830.

Shares were set at £100 each of £120,0003 needed for the railway to be made and a subscription

was arranged. The bill passed through parliament and received royal assent on May 29th, 1830.

The wording was:

 

1 Manchester Mercury, November 10th

, 1829

 

2 Life of Charles Blacker Vignoles by Olynthus Vignoles p 142

3 Capital of £170,000 was reported in Edwards Baines Directory of Lancashire 1836

 

2

 

An act for making a colliery from Cowley Hill Colliery in the parish of Prescott and county

palatine of Lancaster to Runcorn Gap in same parish (with several branches) and for

constructing a wet dock at termination of said railway at Runcorm Gap.4

There were various clauses to note:

19 lands or works of Liverpool and Manchester railway not to be interfered with without

consent

122 ships of war and vessels etc employed in his majesty’s service in the conveyance of

officers, soldiers, or horses, arms, ammunition or baggage not to be interfered with, or of

and ordnance, barracks or commissariat stores not to be interfered with or vessels in the

service of ordnance, customs or excise, or postmaster general exempted from toll

176 saving the rights of the Duchy of Lancaster

177 saving the rights of the Liverpool and Manchester Railway co, Mersey and Irwell and

Sankey canal companies

178 saving the rights of Liverpool

Corporation and the Dock Trustees

Peter Greenall was appointed chairman of the company with John Witley, as clerk and solicitor,

and many advertisements for the company had the name of Harmood Banner, Treasurer,

Commerce Court, Lord Street, Liverpool. C B Vignoles, provided estimates at his Liverpool office.

An early advert was for rails and pedestals which appeared in several newspapers for June 1830.

 

Contract for railway iron

 

Persons desirous of contracting for wrought iron rails and cast iron pedestals which may be

required for the St Helens & Runcorn Gap Railway, may obtain specifications on application

(if by letter post paid) to Mr C Vignoles, engineer at his office No 100 Bold Street, Liverpool,

Sealed tenders must be sent into the treasurer on or before July 6th next

HARMOOD BANNER, Treasurer

17th June 18305

The appointment of directors and determining a line for work to start was arranged and

mentioned at a general meeting of the Company held in July 1830. Work was set to start at Broad

Oak where the junction with the Liverpool and Manchester Railway was planned to be made and

at the Widnes end of the line.6 The task of construction of building the railway was let in 3

contracts, at first. But, the precise progress of construction is one that remains unclear, at present.

This was a railway that began at Cowley Hill Colliery, which was placed at Windle, St Helens and

proceeded south east through to Sutton Oak and the branch railway that ran south west from

Broad Oak Colliery Parr, St Helens. Near Sutton Oak was the junction with the link to the Liverpool

& Manchester Railway, the railway then ascended an incline to a summit level, which was worked

by a stationary engine. The railway then proceeded due south towards the top of the Widnes

incline where there was another stationary engine and then the railway descended again towards

Widnes and crossed the Sankey Navigation by a swing bridge to terminate in a wet dock beside

the Mersey where flats and other vessels were loaded with coal, the principal cargo for the line.

4 11th Geo IV Cap LXI May 29th, 1830

5 Aris’s Gazette June 28th, 1830

6 Manchester Courier, July 30th

, 1830

 

3

 

Contract No 1 seems to be the work started north of the Liverpool and Manchester Railway

towards Cowley Hill and Broad Oak Collieries. Lot 2 was advertised in September 1830 for the

railway from the Liverpool & Manchester line to the brook below the Horns Public House at

Widnes.7 The third contract was from the Horns Public House to Widnes Docks.8

Widnes Dock construction began with the request for building stone to Vignoles specification,

which was followed by offers to tender to build the docks at ‘Widnes Worth’ and the supply of a

24 HP steam engine to pump water from a depth of 25 feet as specified by Vignoles.9

The firm of Lee, Watson & Co, St Helens supplied a stationary engine for working the two incline

planes on the railway. Robert Dalgleish Junior, who then worked for Lee, Watson & Co was

involved in this contract .10 These inclines were called Sutton and Widnes with the Sutton incline

being of an inclination of 1 in 70.11

Priestley’s account of Navigable Canals and Railway, 1831 provided a detailed description of the

railway:

SAINT HELEN'S AND RUNCORN GAP RAILWAY.

11 George IV. Cap. 61

Royal Assent 29th May, 1830

The main line of railway commences from Cowley Hill Colliery, about two miles north of

the town of St. Helen's, from whence its course is southwardly by Gerrard's Bridge Colliery,

crossing the Sankey Brook Navigation near St. Helen's; thence by Peaseley Cross, Barton

Bank Colliery to Toad Leach, where it crosses the Liverpool and Manchester Railway. Its

course hence is by Tibbs Cross, Plumpton Mill, to the River Mersey at Widnes Wharf,

directly opposite the Old Quay Docks of the Mersey and Irwell Canal; crossing in its course

the line of the Sankey Brook Extension near its western termination. Adjoining and

communicating with the Mersey, a capacious wet dock, two hundred yards in length with

two openings with tide locks, is to be constructed, where ships and other vessels may

securely lie while waiting for cargoes. The length of this railway, embracing the amended

line from Runcott Lane towards Cowley Hill Colliery, is eight miles and seven furlongs ; and

there are thirteen branches which are together in length six miles, five furlongs and eight

chains, viz. the branch from near Tibbs Cross, in a northwest-wardly direction to the

Liverpool and Manchester Railway, at Elton Head Colliery, is one mile, five furlongs and

four chains in length ; another in a northwest-wardly direction, to join and communicate

with the Liverpool and Manchester Railway with greater facility, one furlong and five

chains in length ; and another branch from the same point, communicating with the above

railway to the east ward, two furlongs and five chains in length ; one from the north side of

the Liverpool and Manchester Railway, to communicate with it in a south west-wardly

direction, two furlongs and three chains in length , and another branch to the eastward,

with the same object, one furlong and five chains in length ; from near Barton Bank

Colliery, there is a branch to Broad Oak Colliery, in length seven furlongs and two chains ;

 

7 Liverpool Albion, September 13th 1830

8 Liverpool Albion, November 1st 1830

9 Liverpool Albion, November 15th, 1830

10 Life of Charles Blacker Vignoles, p144

11 Obituary Robert Dalgleish, Proceedings of the Institution of Civil Engineers, 1883 Vol LXXIV p 531

 

4

 

and from the last-mentioned branch there proceeds two collateral branches, one

proceeding northwards to the Sankey Brook Colliery, one furlong and five chains in length,

and another from the same point, in an eastwardly direction, to Ashton's Green Colliery,

being in length two furlongs and six chains. The branch to Ravenhead Plate Glass Works

quits the main line a short distance north of Peaseley Cross, and proceeds in a straight line

 

westwards, across a branch of the Sankey Brook Navigation to the works above-

mentioned, and is in length one mile and six chains; from this last -mentioned branch there

 

proceeds three collateral branches, viz. one by Sutton and Burton Head Collieries to

Dobson's Wood, which is in length six furlongs; another to the St. Helen's Plate Glass

Works, in length one furlong; and another to Messrs. Clare and Haddock's Colliery, in

length one furlong and one chain. From near the termination of the main line near Cowley

Hill, a branch proceeds in a north -eastwardly direction to Rushy Park Colliery, in length

four furlongs and six chains. The main line, as we have already stated , is eight miles and

seven furlongs in length, viz. from the Wet Dock to the Elton Head Colliery Branch, three

miles, five furlongs and five chains; thence to the two branches, communicating north -

eastwardly and north west-wardly with the Liverpool and Manchester Railway, one mile,

five furlongs and four chains; thence to where it crosses the Liverpool and Manchester

Railway, one furlong and four chains ; from the Liverpool and Manchester Railway to the

two branches which communicate with it south west-wardly and south eastwardly , one

furlong and one chain ; thence to the Ravenhead Plate Glass Works Branch , one mile and

six furlongs ; from the last-mentioned branch to where the Rushy Park Colliery Branch

leaves the main line, one mile, one furlong and three chains; thence to its termination at

Cowley Hill Colliery, two furlongs and three chains, making the total length eight miles and

seven furlongs. From the wet dock the railway is designed to rise gradually 142 feet in

nearly one equal plane of four miles in length; and the next four furlongs and a half,

terminating at the place called the Clock Face, is level; from this place there is a descent of

70 feet in one mile and five furlongs by a gradual inclination; and from thence to its

termination there is a rise of 18 feet. The Elton Head Branch rises 44 feet in one inclined

plane to the Liverpool and Manchester Railway. The branch to Dobson's Wood has three

different inclinations, but altogether the rise from the Ravenhead Branch is 34 feet, and

the last-mentioned branch rises 50 feet. The Broad Oak Colliery Branch is nearly level; and

the other remaining branches are of so little moment as scarcely to call for further

description. This work was designed by C. B. Vignoles, Esq. civil engineer, who estimated

the cost at £119,980, which includes the sum of £ 31,620 for the wet dock, and £ 10,900

for contingencies. The act authorizing the execution of the above works received the King's

assent on the 29th May, 1830, and is entitled, ' An Act for making a Railway from the

Cowley Hill Colliery, in the parish of Prescot, to Runcorn Gap, in the same parish, with

several Branches therefrom , all in the county palatine of Lancaster, and ' for constructing a

Wet Dock at the termination of the said Railway at Runcorn Gap aforesaid .' The

subscribers, at the time the bill was in parliament, consisted of forty -one persons, who

were incorporated as ‘The Saint Helen's and Runcorn Gap Railway Company’, with power

to raise amongst themselves, the sum of £ 120,000 , (of which, £ 100,200 was subscribed

before the act was obtained ) in twelve hundred shares of £ 100 each ; and the whole is

directed to be subscribed before the work is commenced . If the above be insufficient, they

may raise by mortgage of the undertaking the further sum of £ 30,000. The act further

directs that the inside edges of the rails shall be 4 feet 8 inches apart, and the outside

edges 5 feet 1 inch ; and that the railway shall not cross the Liverpool and Manchester Rail

way on the same level, but either by a tunnel or by a bridge to be constructed under the

 

5

 

superintendence of the engineer of the Liverpool and Manchester Railway, and that there

shall be not less than three passing places in every mile.

During 1832 work on building the railway was proceeding with expectation of completion during

1832. The despatch of the ‘Rushey Park’ coal and what was considered a valuable coal for sale.

Through using sailing vessels the traffic could clear the customs house at Runcorn and pass

directly to Ireland. The coal was intended to be loaded directly from railway waggons into boats

which arrived on the morning tide and left by the evening tide.12

Plans for locomotive power were laid out by Charles Vignoles. He requested specifications which

included that the wheels were to be 54 inches in diameter, axles 5 inch diameter, cylinders 13 in x

20 inch stroke, weight with boiler not to exceed 8 tons, the engine to work with coal and the four

wheels to be moved. Boiler to be guaranteed to generate a power of not less than 2500lbs and

velocity of 10 mph, drawing 150 tons including its own weight and that of a tender at a rate of 5

mph up an inclination of 1 in 400. The Horseley Iron Company of Tipton agreed to supply three

locomotives to these specifications at a cheap price of just under £500 each. Their previous history

in engineering had included steam powered boats. It was a new business for them and they

employed Matthew Loam to design them. These 0-4-0 Tender Engines were called Greenall, St

Helens and third may have been called Runcorn.13

This was also a railway where horses were employed for haulage. Bertram Baxter mentions the

several stone block tramways and railways that linked with the Sankey Navigation, but does not

record any details of the St Helens Railway. Wishaw also fails to mention any details of the railway,

but as Vignoles was engineer his particular design of fastening to sleepers was probably adopted

at first and the sleepers were originally stone blocks.

14

 

A major structure was the crossing of the Liverpool & Manchester Railway by a stone bridge with

iron railings, which constructed had after an agreement was made between Vignoles and George

Stephenson, engineer for the Liverpool & Manchester Railway. This bridge was later replaced by

an iron girder bridge. An early sandstone stone bridge of 5 arches did remain which used to

convey the turnpike from Liverpool to Warrington over the St Helens railway.

 

12 Gores Liverpool General Advertiser April 12th, 1832

13 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Landmark Publication 1993

14 Life of Charles Blacker Vignoles, p 145

 

6

The Bridge over the Liverpool & Manchester Railway near Sutton Oak

Vignole’s Stone Bridge was apparently made to a high standard even if the rest of the railway was not.

 

Heartland Press Collection 523911

Opening of the railway was gradually accomplished and for the strict chronologist there must be a

question of when and how many times did occur, the published date of February 21st 1833 was

only one of them. The line between St Helens and St Helen Junction was completed by March

1832 and horse drawn passenger service is stated to have commenced from the First Station at St

Helens to St Helens Junction Railway on the Liverpool & Manchester Railway in September 1832.

The first coal traffic to Widnes Dock was made before December 1832 following a wager:

 

St Helens and Runcorn Gap Railway

 

On Wednesday last a train of coal waggons started from Broad Oak Collieries on the

Northern Extremities of St Helen’s and Runcorn Gap Railway and passed along the line to

the docks constructing at Runcorn Gap and were discharged into a vessel, which left the

docks on the following tide. Although the waggons travelled along the extreme length of

the line, it is not considered as a general opening, (which however will very shortly take

place), but resulted in a wager between a colliery proprietor and the engineer of the

Sankey Canal- the former gentleman persisting, that it would be possible to convey a vessel

load of coals to the Mersey by this railway before the 1st of December. It is needless to say

that this was accomplished. The train was accompanied by Peter Greenall, esq, the

chairman of the company, Thomas Kidd of Widnes and several other directors of the line

under the direction of George Thornton, the resident engineer of the railway and docks.

These gentlemen were accompanied by the highly respected contractors for the line messr

Nowell, Thornton & Seed together with an number of workmen and the inhabitants in the

neighbourhood of the railway.15

This useful notice names George Thornton as resident engineer for the railway and docks and also

gives the names of the contractors for the railway as Nowell, Thornton & Seed.

Another ‘opening’ was quoted in early January 1833 when a coal train passed onto the Liverpool &

Manchester Railway. Yet the docks remained uncompleted, and during the month of August 1833

 

15 Liverpool Albion December 3rd 1832

 

7

 

seems to be a date for the practical completion of the railway and docks. It was in August that the

railway was announced as completed along with the branch roads to the collieries. It was reported

that the St Helens and Runcorn Gap Railway has been silently pursuing its operations for the last

two or a little more years and may be said to be now completed and fairly open for business.

During the last month the transit of coals from the collieries in the neighbourhood of St Helens to

the dock at Widnes Marsh has increased and it is uncommon to send down the line and ship

between 400 to 600 tons per day and it is calculated to ship up to 1200 and 1500 tons per day and

the dock can admit vessels of up to 300 tons burden. The locomotives were powerful are capable

of hauling 150 to 200 tons of coal at a time at a speed of from 8 to 10 mph.

16

 

The original locomotive stock was confined to only certain parts of the line through the central

inclines enforcing rope haulage which limited their use. However Vignoles had a clear concern

over the working of the original three Horseley locomotives. He thought that they were complete

failures in the mechanical arrangement, but noted they were cheap engines. In the first week or

two of their working on the railway the railway company seldom had more than one out of the

three at work together, the others being laid up for continual repairs. He did not state this as a

reproach against the Horseley Company, but had concerns that cheap engines do no credit either

to makers or to companies!17

Matthew Loam had by that time left the Horseley Company to work for the Vulcan Foundry at

Newton Le Willows and was replaced at Horseley by Isaac Dodds. It was Dodds that superintended

the construction of another locomotive called either Monarch or Mersey. This locomotive was also

a four coupled tender locomotive but had inside cylinders. Dodds also then was responsible for

building the Star, a 2-2-0 tender locomotive for the Liverpool & Manchester Railway, but that

engine did not enter service with them. A collision with another locomotive Caledonia had fatal

consequences for the Horseley Company engine man Ralph Thompson and return of the damaged

locomotive to the makers.

The St Helens & Runcorn Gap Railway also chose to purchase three engines made by the London

firm of Braithwaite & Erickson. These were all of the vertical boiler type. The first was the

unsuccessful candidate for the Rainhill Trials, the Novelty, which had been rebuilt by Robert

Dagliesh senior before passing onto the St Helens Railway. The other two were the William IV and

Queen Adelaide who had been also built for the Liverpool & Manchester Railway but were not

taken into stock. The less onerous demands of the St Helens Railway probably ensured their

continued existence and purchase at a cheaper cost assisted the St Helens Railway finances.

Freight traffic continued to increase and remained principally coal, although there was some

return merchandise traffic such as copper ore. In addition to freight traffic also included passenger

coaches attached to freight trains. The passenger traffic was handicapped through the inclines,

however.

 

16 Liverpool Standard and General Commercial Advertiser August 16th, 1833

17 A History of Horseley, Tipton two centuries of engineering progress - J S Allen. Report of letter from Vignoles

November 26th 1833

 

8

 

Finance was a clear factor that led to St Helens Railway looking for additional sources of money. In

1834 an act was granted to enable the St Helens Railway to raise additional money (£40,000)

through mortgage.18

Several accidents occurred on both the Widnes and Sutton planes. In 1835 there was a fatal

accident caused through a rope breaking on the Widnes Plane.19

Passengers travelling along the railway, in 1835, was described by Sir George Head in a book

entitled ‘Home Tour Through the Manufacturing Districts of England’ His journey on the line began

with taking the horse drawn carriage from St Helens Junction to the original passenger station at

St Helens where he visited a copper works and a plate glass works:

Being on my way to St. Helens, I was discharged, together with seven or eight other

passengers, from within one of the carriages of the train from Liverpool to Manchester, at

the foot of the Sutton inclined plane, on the railroad, and as the train from Manchester

had not yet made its appearance, we waited here about half an hour. So soon as both

squads of passengers had arrived from either end of the line, we all got into one large

covered vehicle, and were dragged at a foot pace, by a single horse, along the branch

railroad, about a mile in length, that leads to the town. Nothing can afford a more striking

contrast, in point of celerity and convenience to passengers, than these newly - formed

branch railroads with those on a well-established line; neither is this difference a

disparagement to the undertaking but frequently inseparable from an early stage of

proceedings. At all events, the present mode of conveyance was as disagreeable and as

slow as can well be imagined. Large quantities of coal are sent from St. Helens to the banks

of the Mersey by the Sankey Canal, from whose basin, which is of considerable extent, the

vessels enter the river at Runcorn. By the new railroad also numerous coal waggons are

continually despatched in a parallel direction, the proprietors having extensive premises

and a commodious dock- basin adjoining the other, for the convenience of the Liverpool

small craft attending to receive cargoes. A great deal of this coal goes to Ireland.

 

Sir George Head then gave a graphic description of what it was like to travel as a passenger to

Runcorn on the railway:

BRANCH RAILROAD FROM ST. HELENS TO RUNCORN.

It behoves not those people to whom time is of value, to travel by the railroad from St.

Helens to Runcorn; for it by no means follows, that because arrangements have been made

to convey trains of coal-waggons from one end of a line to the other, accidental passengers

are to be equally favoured in their transit. In fact, the transport of passengers on these

branch railroads seems almost altogether a matter of accommodation, which people are

willing to receive, under any restrictions, rather than be left behind; at the same time, it is

worth considering why any undertaking, be it what it may, if not intended to be done well,

is attempted to be done at all. I started from St. Helens on my way to Runcorn by the

railroad, (fortunately one fine afternoon, as the time expended in travelling the eight miles

was very nearly three hours,) in the same vehicle, drawn by one horse, in which I had

18 4 & 5 William IV Cap iii, Act to enlarge the powers and provisions of the St Helens & Runcorn Gap Railway

Company, March 26th 1834

19 Evening Chronicle February 15th, 1835

 

9

 

arrived. Having crossed the Liverpool and Manchester line, we had not proceeded more

than a mile and a half, when the driver suddenly pulled up and demanded six pence, the

expense of my conveyance for the part of the distance already performed; I therefore

ventured to ask by what means I was likely to accomplish the remainder. The man replied

that I must wait on the road, where we then were, while he went back to the Liverpool and

Manchester line to wait for the trains and bring more passengers; adding, in a consolatory

tone, he would not be absent more than an hour. I actually waited an hour, plus one

quarter, at the bottom of an inclined plane, which, being surmounted, the carriages

descend the declivity, on the other side, by their own gravity. At the top is a stationary

engine, which draws them up, by help of an endless rope. As the laden carriages are thus

raised, an iron skid is attached to the last, to prevent accident, in case the rope should

chance to break; and a low small carriage follows the laden ones, in which a man sits,

whose sole business is to attend this skid. Arrived at the top of the inclined plane, the man

removes the skid into his own vehicle, and taking charge, at the same time, of a set of

empty carriages, down they go altogether back again à la montagnes Russes. Therefore,

having nothing to do, I amused myself, while waiting for my conveyance, by accompanying

this man a few trips up and down, though a few experiments were quite sufficient, till I

perceived the carriage, on its return from its expedition, crawling slowly along towards the

bottom of the inclined plane, where it was taken in charge by the dragsman, and being

detached from the horse, was fixed behind a train of laden coal waggons, and drawn to the

top. Not a single passenger had arrived from the Liverpool and Manchester trains, so that

the delay (of some importance at least as far as regarded numerous coal waggons some

time since ready to proceed to Runcorn) was to no purpose. A heavy-looking old man now

took charge, and commenced business by demanding nine pence, the remainder of my

fare to Runcorn. Under this person's guardianship, it was necessary to descend the inclined

plane, which was not altogether agreeable, as some consequence is to be attached to the

management of the brake, the only countervailing power, on the occasion, to the impulse

of gravity; and somehow or other, I had an apprehension that this old man would run us

down too fast. However, as it happened in the result, though fault there was, it was on the

opposite side, for he went down too slow. The engine- man, instead of taking the vehicle,

as is usual, in tow to follow in the rear, proposed instead to place it in front, and so, as it

were , dragging after him a heavy train of laden coal waggons, push it, or rather kick it

along ; and matters being thus disposed, we began to descend the declivity. The carriage

was a sort of hermaphrodite vehicle, one part open and the other closed. I took my station

in the open part, which was behind, so that, as I sat with my back to the direction of our

motion, I had a full view of everything that followed on the line, particularly of our engine

and its train of coal waggons, which had halted at the top, in order to allow the old

gentleman in charge sufficient time to get down. In short, as we descended the declivity,

my face was in the same direction as that of an outside passenger who sits behind with his

back to the stage- coach. The engine-man having given the other what he imagined all

necessary law, and underrating the celerity of his own movement, in the meantime came

trundling along down the hill after us at a winning pace. I immediately saw that collision

was inevitable, and a tremendous thump we got from the huge body, weighing at least

forty tons, that followed in our wake, and impinged upon us with such force that, no

matter what became of the old man, I having miscalculated in a hurry the direction of the

impulse, though not in the least hurt, was thrown violently out of my seat. We were now

taken in tow, for a short distance, by a second engine, after which it became necessary to

walk a mile and a half from the railway station to the Mersey, and, finally, with

 

10

 

considerable delay, to cross that river at the established ferry, previously to our arrival at

the town of Runcorn.

At this time the St Helens & Runcorn Gap Railway concentrated on the freight traffic and those

who chose to use the limited passenger accommodation did so with considerable inconvenience.

For this company the next important step was to find a suitable manager for the railway, during

1837 they advertised for a person, or persons, to work the traffic.

To engineers, contractors and others

 

The directors of the St Helens and Runcorn gap railway are willing to contract for the

proper and efficient working of the road for one two or three years from January 1st 1838

The road is seven miles in extent with several branches to several collieries. It requires six

strong locomotives to be kept in good working condition

Tenders to be sent on or before Saturday October 14th

Harmood Banner, treasurer

Harrington Chambers, New John Street, Liverpool

27th September 1837

20

 

That position was taken by Robert Dagliesh Junior and John Smith who had this role through to

1848. They also had an engine factory and locomotive establishment at Sutton near the junction

with the branch to the Liverpool and Manchester Railway. The inherited stock of 6 locomotives, in

1838, were maintained and reconstructed by Dagliesh and probably even after 1848 at the original

Sutton Works. Nine locomotives were reported on the railway at the time of the Gauge

Commissioners reports of 1846.

 

Engine Manufactory at Sutton

The factory was placed between the main line and branch to St Helens Junction Station

 

Reproduced from the 6 in Ordnance survey map 108 surveyed in 1846 & 1847

Coal traffic continued to increase, but a strike by colliers did affect trade in 1844. There was also a

determination to improve passenger traffic. In 1844 the directors chose to purchase the Sankey

Brook Navigation. Following the act of 184521 that sanctioned the purchase and merger of

interests. Serious competition for traffic had affected both the prosperity of the railway and the

 

20 Liverpool Standard and General Commercial Advertiser September 29th 1837

21 8

th and 9 Vict, 21st May 1845

 

11

 

navigation and the purchase of the navigation proved to be one of mutual benefit and enabled the

railway to gather finance to progress.

The name of the company was changed to the St Helens Railway & Canal Company. Further

railway extensions were planned which were also authorised by parliament. At the same time

authority to reduce the inclines was given. Work began with the Sutton Incline and then the

Widnes Incline was reduced and those changes made through locomotive working between St

Helens and Widnes possible. Passenger traffic increased in consequence.

John Meadow Rendel, engineer, was consulted on improving Widnes docks and the inclines, and

the company then decided to purchase land at Garston to make new docks, build a sea wall and

reclaim part of the river bed.22

There also followed a considerable period of railway expansion. In 1846 preparations were made

for a railway from Runcorn Gap (Widnes) to Garston Docks, 73⁄4 miles long. The application of 1847

was for a railway to Blackrock and Warrington and included the reduction of the inclines led to an

act in July that year:

Act for the St Helens Railway and Canal Company to make branch railways to Warrington

and Blackbrook and to make certain alterations in the railway and also to take lease of

Rainford Branch from the London & North Western Railway.23

Sutton incline reduction was completed at a cost of £12,000.24 By the Annual Meeting of 1849,

Gilbert Greenall had replaced Peter Greenall as Chairman and with profits increasing the

accumulated fund had reached £9513 and an additional calls on shares was made. The contract

for the Blackbrook Branch was let and was expected to be completed by October 1849. The

contract had been let to reduce the Widnes Incline, make a branch railway to Royal Colliery and

for a short extension at St Helens.25

December 1849 marked the completion, and opening, of the ‘Short Extension’ at St Helens which

was in fact the completion of the railway from the original passenger station to a new passenger

terminus. The initial inspection by the Board of Trade found an incomplete railway.

ST HELENS EXTENSION

Railway Commissioners' Office, October 27, 1849

To Capt. Harness, R.E

Sir, I have the honour to report to you, for the information of the Commissioners, that on

Thursday, the 25th instant, I inspected the extension of the St. Helen's Railway into the

town of St. Helen's. The length of this extension is 214 chains. It has been constructed

without any authority from Parliament, on land belonging to the Company. The line crosses

no public road, but there is one private road and a colliery tramway, which it crosses by

 

22 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p 62

23 Cap CCLXXI 1847

24 Liverpool Albion March 19th 1849

25 Sun, London ,August 3rd 1849

 

12

 

level-crossings, with the consent, as I am informed, of the parties concerned. The whole

extension is on an embankment, formed of ashes and cinders from neighbouring factorie;

the material appears to stand very well. The line crosses the Sutton Brook by a stone arch

of a semi-circular form, 14 feet in span. It also crosses the Sankey Canal, which belongs to

the Railway Company, by a swivel bridge. I believe both these bridges to be sufficiently

strong ; and I do not anticipate any difficulty in the working of the swivel- bridge, for both

railway and canal are under the same direction ; and the Company's regulations are, that

the bridge shall always be set for the trains, and only opened for boats at times when no

trains are expected, and after signals shall have been made to stop any unexpected train

that might arrive. The station arrangements at the new terminus are not yet complete;

neither platform nor signals being ready. At the swivel- bridge, also, the signal is not yet in

place. The permanent way is not properly adjusted. At the junction with the old line, the

plans sent to this department show a curve of 74 chains radius; but on going over the line

it appeared to me that a much sharper curve had in some places been used; and, on taking

measurements to ascertain the true radius, I found that at one place it was under 3 chains.

I attribute this, however, not to any intention of laying out such a sharp curve, but to haste,

or a want of proper attention to preserve the uniformity of the one intended. The rail used

weighs 65 lb. to the yard. This is a light rail, but the traffic will not be heavy, and the speed

will necessarily be slow. It is laid in 16 feet lengths, with cross-sleepers 4 feet apart - a wide

bearing for such a light rail. The fencing of the line is incomplete, one side being wholly

uncovered. The road level crossing only provided with gate one side only

I am of the opinion that before this extension can be opened for safety for public traffic it

will be necessary,

1. To re- adjust the permanent way.

2. To complete the station arrangements at the new terminus.

3. To place signals at the terminus, and at the swivel- bridge.

4. To complete the fencing

5. To put a second gate to the private level -crossing.

I would therefore recommend that the opening of this extension be postponed ; as, in my

opinion, it would at present be attended with danger to the public, by reason of the

incompleteness of the works, and of the permanent way. In conclusion, I beg to inform you

that, in going over the old portion of the St. Helen's Railway, from the junction with the

North Western Railway to the old terminus at St. Helen's, I remarked that the permanent

way was in very bad order, and that some of the junctions with the coal- lines were

effected in a very rough way, by means of shifting rails. I am of opinion that a line for

passenger traffic should not be allowed to remain in such a state, I have, &c,

R. M. LAFFAN , &c . & c. Capt. Royal Engineers.

 

Such a report led to general improvements and the opening on December 18th 1849, but is a

reflection of how much that was required to be done to the railway on a general basis.

The line to Garston was opened for traffic on July 1st 1852 as far as Garston passenger station and

from there coach transfer was made available to Liverpool. In August 1852 the Board of Trade

authorised the remaining section to be opened to Garston Docks, but the Docks were not finished

until June 1853, when freight traffic commenced. The railway was opened from Runcorn Gap to

 

13

 

Warrington (White Cross) 53⁄4 miles on February 1st 1853 and was completed to Warrington Arpley,

2 miles, in 1854. Rendell is stated to be the engineer26 and a Mr Court the resident engineer.

27

 

Such work was considered important to the Board of Trade as is explained in the following report:

To Captain Galton RE

Manchester, August 30, 1852.

I HAVE the honour to report to you, for the information of the Lords of the Committee of

Privy Council for Trade, that I this day inspected the Garston branch of the St. Helen's

Railway. This branch commences at its junction with the Warrington branch of the same

railway (which is now in the course of construction), a few chains to the eastward of the St.

Helen's and Runcorn Gap Railway; it then crosses the latter railway on the level, and also

forms a junction with it, and runs westward to a new dock the St. Helen's Company are

constructing at Garston, about four miles higher up the river than the Liverpool docks. The

length of the branch is 7 miles and 35 chains, of which 20 chains lie to the eastward of the

junction with the St. Helen's and Runcorn Gap line. Captain Wynne, in his report dated

28th June last, stated, that the portion of the branch included between the junction with

the St. Helens and Runcorn Gap Railway and a point eighteen chains eastward of the

Garston terminus was in a fit state to be opened with safety for the conveyance of

passengers , but that the portion to the eastward of the point of junction with the St.

Helen's and Runcorn Gap Railway, as also the other portion extending eighteen chains to

the eastward of the Garston terminus, could not, from the incompleteness of the

permanent way, be opened with safety to the public. I have the honour to inform you that

the portion extending eighteen chains to the eastward of the Garston terminus is now

complete in every respect affecting the safety of the public, and can therefore be opened

at once. With reference to that portion which lies to the eastward of the point of junction

with the St. Helen's and Runcorn Gap Railway, I have the honour to report to you that it

would be useless to the Company to open it till the Warrington branch, with which it forms

a connecting link, is completed; and I forward herewith a letter from the secretary of the

company withdrawing all notice as to the opening of that portion of the Garston branch.

The secretary informs me that it is the intention of the Company to send fresh notices in

the place of those now withdrawn, at the same time that notices are sent of the intention

to open the Warrington branch. The Garston branch and the Warrington branch of the St.

Helen's Railway are far more important lines of communication than might be supposed

from their designations. Another company, in close alliance with the St. Helen's, are about

to construct that portion of the Lancashire and Cheshire Junction line which lies between

Warrington and Altrincham, and which had been abandoned by the latter company ; and

then the Manchester and Altrincham Railway, the Altrincham and Warrington, and the

Warrington and Garston branches of the St. Helen's Railway will afford an excellent line of

communication between Manchester and the St. Helen's Company's new dock on the

Mersey . The dock covers at present six acres of ground, with a depth of water at the

entrance of from sixteen to twenty feet at high tides; and from the facilities the Company

will have it in their power to afford, in consequence of the unity of management between

26 A Regional History of the Railways of Great Britain, volume 10, the North West. Geoffrey Holt, David and

Charles 1978 p86

27 Liverpool Standard and General Commercial Advertiser August 3rd, 1852

 

14

 

the docks and the line, as also from the absence of dock dues, it is probable that this may

become a favourite line of communication between the manufacturing districts and the

shipping of the Mersey. In inspecting the Warrington branch it might be advisable to bear

this in mind, and consider it, not as a mere branch of a secondary line, but as a link in what

will most probably become an important line of communication.

I have, & c..

R. M. LAFFAN Capt. Royal Engineer

Permission to open the line to the joint station at Warrington was given in April 1854

SAINT HELEN'S CANAL AND RAILWAY

Railway Department, Board of Trade,

April 24, 1854.

SIR, I HAVE the honour to acquaint you, for the information of the Lords of the Committee

of Privy Council for Trade, that I have inspected a portion of the St. Helen's Railway

extending from a point near the temporary station at Warrington to the permanent station

at the same place, which is a joint station with the Warrington and Stockport Railway. The

length of the new portion is 45-75 chains. I am of opinion that the double line of rails

above described may be opened without danger to the public using the same.

I am , &c. GEORGE WYNNE, Railway Department, Board of Trade. Captain Royal Engineers.

This was perhaps most successful period of independent operation. Arthur Sinclair was secretary

and superintendent of the St Helens railway and from 1854 James Cross was appointed engineer

and had responsibility for maintaining both canal and railway. He is noted for his role in the

locomotive department. Cross chose to move engine making and repair to a new location at

Sutton with new works there constructed between 1857 and 1858.28 Cross was responsible for the

construction of some innovative and powerful locomotives built the work the railway.

The last extension was through to Rainford, which although powers had been obtained to make

the extension these were allowed to lapse. During 1853 the East Lancashire Railway was

considering making a line from their Ormskirk branch to Rainford and St Helens. The St Helens

Canal & Railway Company chose to apply for branch to Rainford to meet the East Lancashire

Railway. Such work was authorised and proceeded during 1857 with parts from Gerards Bridge to

the East Lancashire Railway ready to receive the permanent way and work on the line from

Gerards Bridge to St Helens proceeding.

29

 

An application for an act to make a railway from Garston to Liverpool had been planned for the

1858 session of parliament but that bill did not proceed to royal assent instead a gradual working

agreement between the LNWR and St Helens Canal & Railway was contemplated. The act

authorised for a railway between Edge Hill and Garston was for the LNWR to complete and in 1860

there followed the London and North-western and Saint Helen's Railway Companies

(Arrangements) Act, 1860. The Saint Helen's Company were required to grant to the London and

North Western Railway Company a Lease for 21 Years of that portion of their undertaking which

consisted of the Railway between Warrington and Garston, such Lease being renewable and

 

28 A Merseyside town in the industrial revolution; St Helens, Theodore Caldwell Barker and John Raymond Harris

1993

29 Herepath Journal August 29th, 1857

 

15

 

renewed on the same Terms and Conditions as between the Two Companies themselves

indefinitely, subject however to the Sanction of Parliament.

The independent existence of the St Helens Railway & Canal Company finally came to an end from

July 1st 186430 when the St Helens Railway and Canal Co was taken over by the London & North

Western Railway. No complete list of locomotives has been produced for the railway, but the

acquisition of engines second hand with rebuilding and reconstruction an important part of the

operation. Apart from engines made at either Sutton works other locomotives were made by

Fairbarn, and Sharp, Stewart & Co.

For the St Helens company it was a remarkable transformation from being an early public railway

principally used for coal traffic and shares of little value to a profitable and expanding concern that

served the industries around St Helens, Warrington and Widnes. Some historians even have

dismissed the role of the company in early railway development as the line was handicapped

through finance and poor track and locomotive standards, but their dogged determination to

improve and progress is an important fact in their favour. Their decision to purchase and work a

rival navigation was one that proved profitable for both canal and railway operations. It must also

rank as one of the earliest purchases of a canal by a railway company

From an engineering view point the line was made at a cost effective price by Charles Blacker

Vignoles, Robert Dalgliesh Junior had a role in railway and locomotive stock improvement and J M

Rendell apparently used his considerable engineering experience to improve the railway. Then

there was James Cross who also contributed to the railway in the final years of its independent

existence and then went onto to build innovative locomotive engines such as early Fairlie

locomotives at the Sutton Oak Works (1864-1869).

 

The text is copyright and courtesy of Ray Shill and the RC&HS dated 29 July 2022

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From the book

The Great Book-Collectors

by

Charles Isaac Elton

and

Mary Augusta Elton

 

London

Kegan Paul, Trench, Trubner & Co., Ltd.

1893

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From the book

The Great Book-Collectors

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Charles Isaac Elton

and

Mary Augusta Elton

 

London

Kegan Paul, Trench, Trubner & Co., Ltd.

1893

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Title: The great book-collectors

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

Sponsor: Open Knowledge Commons and Yale University, Cushing/Whitney Medical Library

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

Sponsor: Open Knowledge Commons and Yale University, Cushing/Whitney Medical Library

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Language: eng

 

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

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Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

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Title: The great book-collectors

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

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Title: The great book-collectors

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

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Title: The great book-collectors

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

Sponsor: Open Knowledge Commons and Yale University, Cushing/Whitney Medical Library

Contributor: Yale University, Cushing/Whitney Medical Library

Date: 1893

Language: eng

 

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Title: The great book-collectors

Creator: Elton, Charles Isaac,1839-1900

Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

Sponsor: Open Knowledge Commons and Yale University, Cushing/Whitney Medical Library

Contributor: Yale University, Cushing/Whitney Medical Library

Date: 1893

Language: eng

 

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Title: The great book-collectors

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Creator: Elton, Mary Augusta (Strachey),1838-1914

Publisher: London, Kegan Paul, Trench, TruÌbner & Co., ltd.; New York, Charles Scribners's Sons

Sponsor: Open Knowledge Commons and Yale University, Cushing/Whitney Medical Library

Contributor: Yale University, Cushing/Whitney Medical Library

Date: 1893

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