Joseph Locke
Joseph Locke was born in Attercliffe, Sheffield on the 9th of August 1805. He moved to Barnsley when he was five years old. By age seventeen, Joseph had already served an apprenticeship under William Stobart at Pelaw. This location sat on the south bank of the River Tyne. His father William also taught him engineering skills during this time. Joseph became an experienced mining engineer capable of surveying land and sinking shafts. He could construct railways, tunnels, and stationary engines with ease. George Stephenson worked as a fireman at Wallbottle colliery while Joseph's father managed it. In 1823, Stephenson visited William Locke and his son at Barnsley. They arranged for Joseph to work for the Stephensons. The family established a locomotive works near Forth Street in Newcastle upon Tyne. Young Joseph quickly established a position of authority there. He and Robert Stephenson became close friends until 1824. That year Robert left to work in Colombia for three years.
George Stephenson carried out the original survey of the Liverpool and Manchester Railway line. This initial survey was found to be flawed by later standards. A talented young engineer named Charles Vignoles re-surveyed the entire route. Joseph Locke was asked by directors to carry out another specific survey of proposed tunnel works. He produced a report highly critical of the existing work done by Stephenson. Stephenson remained furious about these criticisms yet continued employing Locke. Their strained relations persisted despite Locke's recognized worth. When the bill passed in 1826, Stephenson appointed Locke as assistant alongside Vignoles. A clash of personalities caused Vignoles to resign from the project. Locke then became the sole assistant engineer responsible for the western half of the line. One major obstacle required crossing Chat Moss, a large bog area. Although Stephenson usually gets credit for this feat, evidence suggests Locke suggested the correct method. Directors debated using standing engines versus locomotives to propel trains along the new track. Robert Stephenson and Joseph Locke wrote a report in March 1829 demonstrating locomotive superiority. The directors held an open trial known as the Rainhill Trials in October 1829. Rocket won that competition. The line opened in 1830 with eight planned trains traveling between Liverpool and Manchester. George Stephenson drove Northumbrian while Joseph Locke drove Rocket. William Huskisson died when struck by Rocket during the procession.
Locke served as George Stephenson's assistant in 1829 surveying the Grand Junction Railway route. This new railway joined Newton-le-Willows on the Liverpool and Manchester line. It extended to Warrington then continued to Birmingham via Crewe, Stafford, and Wolverhampton. The total distance covered eighty miles across northern England. Locke chose the location for Crewe and recommended establishing shops there. These facilities would build and repair carriages, wagons, and engines. Stephenson showed lack of ability organizing major civil engineering projects during construction. Locke managed complex projects with well-known skill. Directors made a compromise assigning Locke responsibility for the northern half. Stephenson took charge of the southern section. Stephenson's administrative inefficiency became apparent quickly. Locke estimated costs so meticulously and speedily that he signed all contracts before Stephenson signed one single contract. The railway company lost patience with Stephenson but tried making them joint engineers. Stephenson refused this arrangement due to pride and resigned from the project entirely. By autumn 1835 Locke had become chief engineer for the entire line. A rift formed between the two men and strained relations with Robert Stephenson. Up to this point Locke always worked under George Stephenson's shadow. He now stood or fell by his own achievements alone. The line opened on the 4th of July 1837 after years of work.
Locke's route avoided as far as possible major civil engineering works like tunnels. The main exception was Dutton Viaduct crossing River Weaver between villages of Dutton and Acton Bridge in Cheshire. This viaduct consists of twenty arches each spanning twenty yards. An important feature involved using double-headed wrought-iron rail supported on timber sleepers at intervals of two feet six inches. Rails could be turned over when worn though chairs caused uneven wear. This method improved upon fish-bellied rails used by Robert Stephenson elsewhere. Locke obtained value for employers money through careful negotiation. For Penkridge Viaduct Stephenson secured a tender of twenty-six thousand pounds. After Locke took over he agreed a price of only six thousand pounds. He tried to avoid tunnels because they often cost more than planned. Stephensons regarded one in three hundred thirty as maximum slope manageable by engines. Robert Stephenson achieved this limit on London and Birmingham Railway using seven tunnels adding both cost and delay. Locke avoided tunnels almost completely on Grand Junction but exceeded the slope limit for six miles south of Crewe. Construction of Grand Junction line cost eighteen thousand eight hundred forty-six pounds per mile against an estimate of seventeen thousand pounds. This accuracy amazed contemporaries compared with other railway estimates. Locke divided projects into few large sections rather than many small ones. This allowed close work with contractors like Thomas Brassey, William Buddicom, and William Mackenzie.
A significant difference existed between George Stephenson and Joseph Locke regarding surveying methods employed. Stephenson started career when locomotives had little power to overcome excessive gradients. Both George and Robert Stephenson went to great lengths avoiding steep gradients even if circuitous paths added extra miles. Locke possessed confidence modern locomotives could climb these gradients effectively. The Lancaster and Carlisle Railway faced barrier of Lake District mountains requiring difficult engineering solutions. In 1839 Stephenson proposed a circuitous route going all way round Morecambe Bay and West Cumberland. He claimed making railway across Shap Fell was out of question. Directors rejected his route choosing one proposed by Joseph Locke instead. This new line used steep gradients passing over Shap Fell itself. The line completed by Locke proved successful despite challenges. Locke reasoned avoiding long routes and tunnelling allowed faster completion with less capital costs. Revenue generation could start sooner under this philosophy. This approach became known as up and down school of engineering or rollercoaster method. He took similar approach planning Caledonian Railway from Carlisle to Glasgow. Both railways introduced gradients of one in seventy-five severely taxing fully laden locomotives. Trains pulled heavier loads even as more powerful engines arrived. Shap Fell remains severe test for any locomotive today.
Locke worked actively on many railways in Europe assisted by John Milroy. Projects included Le Havre, Rouen, Paris rail link plus Barcelona to Mataró line. He also built Dutch Rhenish Railway infrastructure. Locke present in Paris when Versailles train crash occurred in 1842. He produced statement concerning facts for General Charles Pasley of Railway Inspectorate. He experienced catastrophic failure of viaduct built on new Paris-Le Havre link. Stone and brick structure at Barentin near Rouen stood one hundred eight feet high. It consisted of twenty-seven arches each fifty feet wide totaling over sixteen hundred feet length. A boy hauling ballast saw fifth arch collapse early morning around six o'clock. Rest followed suit shortly after. No one killed though several workmen injured mill below structure. Locke attributed failure to frost action on new lime cement plus premature off-centre loading with ballast. Thomas Brassey rebuilt the viaduct at his own cost. It survives to present day. Having pioneered many lines in France Locke helped establish first locomotive works there.
Locke and Robert Stephenson good friends beginning careers but friendship marred by falling out with Robert's father. Robert felt loyalty required taking side of George Stephenson. After death of George Stephenson in August 1848 friendship revived between two men. When Robert Stephenson died October 1859 Joseph Locke served as pallbearer at funeral. Locke referred to Robert as friend of youth companion of ripening years competitor race life. He also friendly terms with engineering rival Isambard Kingdom Brunel. In 1845 both called give evidence before House Commons Select Committee investigating atmospheric railway system proposed by Brunel. Brunel and Vignoles spoke support system while Locke and Stephenson spoke against it. Latter two proved right long run. August same year gave evidence before Gauge Commissioners trying arrive standard gauge whole country. Brunel spoke favour seven foot gauge used Great Western Railway. Locke and Stephenson spoke favour four feet eight and a half inch gauge used several lines. Latter won day adopted standard gauge nationwide.
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Common questions
When and where was Joseph Locke born?
Joseph Locke was born in Attercliffe, Sheffield on the 9th of August 1805. He moved to Barnsley when he was five years old.
What role did Joseph Locke play in the Liverpool and Manchester Railway project?
Joseph Locke served as assistant engineer alongside Charles Vignoles after George Stephenson appointed him following a critical report on existing surveys. He became sole assistant engineer for the western half of the line after Vignoles resigned from the project.
How did Joseph Locke manage costs on the Grand Junction Railway compared to George Stephenson?
Joseph Locke estimated costs so meticulously that he signed all contracts before Stephenson signed one single contract. For Penkridge Viaduct he agreed a price of only six thousand pounds while Stephenson had secured a tender of twenty-six thousand pounds.
Why is the Shap Fell section of the Lancaster and Carlisle Railway significant to Joseph Locke's engineering legacy?
The line completed by Joseph Locke used steep gradients passing over Shap Fell itself rather than taking a circuitous route around Morecambe Bay. This approach known as up and down school of engineering or rollercoaster method allowed faster completion with less capital costs.
What happened during the Barentin viaduct collapse in 1842 involving Joseph Locke?
A boy hauling ballast saw fifth arch collapse early morning around six o'clock causing rest of structure to follow suit shortly after. No one killed though several workmen injured mill below structure and Thomas Brassey rebuilt the viaduct at his own cost.