Jeremiah Head was born in Ipswich on the 11th July 1835 to Jeremiah and Mary Head. He received his early education at home and later at a private school at Ipswich and at the School of the Society of Friends at Tulketh Hall near Preston.
In 1851, at the age of sixteen he was articled for five years in the works of Robert Stephenson and Co (RS&CO), Newcastle-upon-Tyne. He served three and a half years in the pattern-making, fitting, and erecting shops, and the remaining year and a half in the drawing office. In 1857 Stephenson selected him as resident engineer in the construction of Rowland Burden’s cast iron bridge over the River Wear at Sunderland. He also worked on the design for a steam plough based on an idea conceived by John Fowler of Leeds and in 1863, winning a prize at Chester Show in 1858
He went to work for Kitson and Co in Leeds and then became manager of John Fowler and Co’s Steam Plough Works until 1860. He went on to found the firm Fox, Head and Co work included manufacturing iron plates. In conjunction with Mr. Theodore Fox and others, he established the Newport Rolling-Mills at Middlesbrough, and from 1867 to 1874 these works were carried on the industrial co-partnership principle. In 1885 the works were stopped, and Jeremiah Head became a consulting engineer.
He was the originator, in 1865, of the Cleveland Institution of Engineers, of which he acted as secretary until 1871, when he became president and in 1893 was president of the Mechanical Science Section of the British Association. He was also one of the most prominent members of the Board of Conciliation and Arbitration for the Manufactured Iron Trade of the North of England and acted as one of the treasurers up to the time of his death. He died at St. Leonards on the 10th March 1899 at the age of 63.
Date
1857 - ? 1924
Scope and ContentJeremiah Head worked at Robert Stephenson and Co (RS&CO) for five years from the age of 16 (1852 – 1857). He served three and a half years in the pattern-making, fitting, and erecting shops and the remaining year and a half in the drawing office, the diary covers the drawing office period.
The diary details a variety of Head's projects for Robert Stephenson & Co, including locomotive projects: ‘At R.S. & Co's we have just got an order for 50 locomotives for the Lombardo-Venetian line’ it also covers the design of regulators and steam mills.
During the period Head was writing his diary he worked on the design and build of two compound mill engines for Henry Pease and Co and Annandale and Sons; worked to reconstruct Rowland Burden’s cast iron bridge over the River Wear; and designed a steam plough based on an idea conceived by John Fowler, who is mentioned numerous times in the diary.
The diary documents meetings and social events with prominent railway individuals including Robert Stephenson. He met Edward Pease (1767-1858), woollen manufacturer and railway promoter, "By & bye old Neddy came in, shook my hand & said he had often wanted to see me. He is a remarkably fine pleasant well-informed old man 90 years old & as brisk as most men of 70. He talked a deal about the Stephensons &c... I was delighted to have made the acquaintance of a man so celebrated in the history of railways".
The diary includes personal information about Head’s health, social events, railway travel and other personal comments. There is a detailed family tree (loose) in the front of the diary.
Extent1 volume
LanguageEnglish
Archival historyPurchased from Forum Auctions, London, 12th July 2018
George Stephenson with his son Robert, and partners Edward Pease and Michael Longridge established the first locomotive works in the world, the Forth Banks Works, in 1823. The original factory occupied eight acres adjacent to Forth Street, Newcastle-on-Tyne, much of its machinery being designed and built by George Stephenson. Between 1814 and 1825, George and Robert Stephenson were the only builders of locomotives in the country, the first - Locomotion No 1 – was for the Stockton and Darlington Railway, though it was Rocket’s triumph at the Rainhilll Trials in 1829 which established the works pre-eminence. Between 1824 and 1827, the Forth Street works were not limited to the manufacture of locomotives and there is evidence of wagons, wheels, and engines of all kinds being ordered. Locomotives were also exported to France and America following a visit to the works by engineers from both countries in 1828 and early 1829.
The first passenger locomotive – INVICTA (0-2-2) was built in 1830 for the Canterbury and Whitstable Railway. The Planet class (2-2-0s) with inside cylinders under the smokebox and outside frames was adopted as standard on the Liverpool & Manchester Railway, further developed in 1833 with a pair of trailing wheels fitted behind the firebox making it a 2-2-2 (the Patentee). The Patentee class was generally accepted as “the best of its day” (Warren, 1923). Orders for these two types were so numerous that many had to be passed on to other locomotive builders such as Tayleur & Co (later Vulcan Foundry). With the opening of the Liverpool & Manchester Railway, Charles Tayleur entered into a partnership with Robert Stephenson in 1832, although there is some indication that this lasted no more than a year or two. Associated with this partnership may be the discontinuation of the old series of works’ numbers in 1831 (up to c 40) and the commencement of a fresh series is evidenced in the order books (i.e. Samson old 34, new 14; Jupiter old 35, new 15; Goliath old 36, new 16). Another important development in this period was the appearance of the ‘long boiler’ type that resulted not only in a greater heating surface but a better ratio of tube length to tube diameter without increasing the wheelbase. In 1839 two 2-2-2s were supplied for Brunel’s 7ft gauge of the Great Western Railway. In 1846 when the works had 224 engines on order, railway mania was at its height.
By 1855 over 1000 locomotives had been built, the firm’s order books graphically reflecting both national and worldwide interest in their acquisition. A visitor to Newcastle in 1838 records “the marvellous manufactory of Mr Stephenson alone occupies four hundred workmen for the supply of steam engines to all parts of the world” (Lowe 1975). It is right to say that “where there were railways, very few had no locomotives from this builder” (Lowe 1975). George Robert, Robert Stephenson’s cousin, who had taken on responsibility for the firm’s orders on the latter’s death in October 1859, energetically pursued overseas’ companies through frequent absences abroad, adding the Australian continent, the Far East, Africa and South America to those countries already supplied.
A private company was formed in 1886, voluntarily wound up in 1899, and a new public limited company formed as Robert Stephenson & Co Ltd. The Forth Street works could expand no more and new works were built at Darlington on 54 acres of land. Although modern in their equipment, the works were laid out for small batch orders with locomotives being carefully built and quality coming before quantity. One of the important decisions of the new company was to remove locomotive building to Darlington, leading to the separation of the marine and boiler works. In 1902, the first of a long series of 2-8-0 heavy goods locomotives were built for India, soon followed by an exceptionally large 2-10-0 locomotive for Argentina. This began a remarkable series of engines, which became the prototype for large and successful classes of heavier locomotives.
At the beginning of the First World War some manufacture of munitions was undertaken but it soon became apparent, as military operations progressed, that locomotives for transportation were increasingly demanded. The firm fell victim in the early 1920s to many industrial disputes amongst suppliers leading to the cancellation of orders.
On 1 January 1937, Robert Stephenson & Co Ltd combined with R & W Hawthorn Leslie & Co Ltd, becoming Robert Stephenson & Hawthorns Ltd. The policy was to concentrate on the building of main line locomotives at Darlington and industrial locomotives at the Forth Banks works of the former Hawthorn Leslie Company. Standard 0-4-0ST and 0-6-0ST continued to be built in large numbers from 1938 for collieries, steel works, chemical plants and many other industries: war time requirements were such that the works were fully extended and very few orders were obtained from abroad.
In 1944 the Vulcan Foundry acquired a substantial holding in the company and later the two firms became members of the English Electric Co Ltd with works at Newton-le-Willows, Darlington, Newcastle, Bradford and Preston forming the main units of the railway traction division. The Forth Banks works, established in 1823, were closed in 1960 and all diesel and electrical locomotive building concentrated at Darlington. The joint company built approximately 1000 steam locomotives. As from 1 January 1962 the works became the English Electric Co Ltd, Stephenson Works, Darlington: retention of the work’s name perpetuating the long association of locomotive building with George and Robert Stephenson. However, the last diesel locomotive left the Darlington Works in 1964.
Edward Pease was a woollen manufacturer and railway promoter, born at Darlington on 31 May 1767, was the eldest son of Joseph Pease, woollen manufacturer, and his wife, Mary Richardson. Edward was educated at Leeds under Joseph Tatham the elder, and at the age of fifteen was placed in the woollen manufacturing business carried on by his father at Darlington. Pease married, on 30 November 1796, a fellow Quaker, Rachel, daughter of John Whitwell, of Kendal. They had five sons and three daughters. Rachel Pease died at Manchester on 18 October 1833.
In 1809 Pease became interested in a scheme for improving navigation on the lower reaches of the River Tees, a project which eventually bore fruit as the Stockton and Darlington Railway, linking collieries in south-west Durham with the London coastal trade in competition with established interests on the Tyne and the Wear.
Pease's role as the driving force behind the Stockton and Darlington Railway project was facilitated by his status as a Quaker entrepreneur with extensive familial contacts within the Quaker banking community in Norwich and London. Following the opening of the railway in September 1825, intermarriage within the Quaker ‘cousinhood’, reinforced by intra-family share transfers, resulted in the Pease family's emergence as the leading stockholders in the railway. Thus, despite its status as a publicly quoted company the Stockton and Darlington Railway soon aspired to the standing of a family-run firm.
Pease's role as provider of capital is well illustrated in his contribution to the founding of Robert Stephenson & Co. of Newcastle upon Tyne in 1823 as a purpose-built locomotive building establishment. Of the modest initial capital of £4000, £1600 was advanced by Pease, but he also loaned Robert Stephenson £500 towards his own subscription.
Pease retired from active business life in 1833. He spent the remaining years of his life, as a notably ‘plain’ Quaker, consumed with guilt about his worldly riches and worrying incessantly about his sons' business speculations. He died of heart failure at his residence, Northgate, Darlington, on 31 July 1858. His relations with George Stephenson and his son Robert remained cordial to the end of his life.
Robert Stephenson (1803–1859) was a railway and civil engineer born on 16 October 1803 at Willington Quay, near Newcastle upon Tyne, the only son of George Stephenson (1781–1848), colliery and railway engineer.
He was educated at Bruce's academy at Newcastle upon Tyne. On leaving school in 1819 Stephenson was apprenticed to Nicholas Wood, viewer of Killingworth colliery. In 1821 he assisted his father in the survey of the Stockton and Darlington Railway, and then in 1822 spent six months studying natural philosophy, chemistry, and natural history at Edinburgh University. On leaving Edinburgh, Stephenson settled in Newcastle upon Tyne to manage Robert Stephenson & Co at Forth Banks Works, the locomotive building establishment which his father had founded there in 1823 to build stationary and locomotive engines.
The locomotive ‘Rocket’ was built under his direction and went on to win the Rainhill locomotive trials, held in October 1829, to determine the best means of propulsion on the Liverpool and Manchester line. He was responsible for surveying the line of the proposed London and Birmingham Railway and was appointed Chief Engineer. The railway was the world's first intercity passenger railway in which all the trains were timetabled and were hauled for
most of the distance solely by steam locomotives
From 1838 until the end of his life he was engaged on railway work, not only in Great Britain, but all over the world; railways were constructed either under his own direct supervision or under his advice which later became the trunk lines of the countries in which they were laid down. Stephenson’s designs became the dominant type of locomotive in Great Britain. Notable among Stephenson locomotives was the long-boilered engine in which all wheels were placed ahead of the firebox so that there was no restriction on its size. Unsuitable for main line express service, the
type was remarkably successful in the carriage of heavy freight where a reservoir ofsteaming capacity could be used with advantage.
Stephenson was also successful at bridge building, he built the high-level bridge over the Tyne at Newcastle, the Royal Border Bridge at Berwick and the Britannia Bridge over the Conwy and the Menai Strait. Stephenson also proposed the great Victoria Bridge over the St Lawrence River at Montreal, which was begun in 1854 and
completed in 1859 after his death.
On 30 July 1847 Stephenson was elected MP for Whitby. He represented the town until his death.
He died at his home at 34 Gloucester Square, London, on 12 October 1859 and was buried in Westminster Abbey.
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