Timothy Hackworth was born on 22 December 1786 in Wylam, Northumberland, he was the eldest of three sons and five daughters. His father was John Hackworth, master blacksmith at Wylam colliery and his mother Elizabeth Sanderson of Newcastle. Hackworth was apprenticed to his father at Wylam, where he later worked for Christopher Blackett and the coal viewer William Hedley and went on to be responsible for engines the ‘Wylam Grasshopper’ and the ‘Wylam Dilly’. Hackworth left Wylam in 1816 because of the Sunday working hours which conflicted with his Methodist beliefs. He moved to Warbottle Colliery where he worked for William Patter as a foreman blacksmith.
Timothy Hackworth and Jane Hackworth (nee Golightly) were married in 1813 at Ovingham Parish Church, both were converted Methodists. They had six daughters and three sons. One son, Thomas died shortly after his birth.
Hackworth then moved to Forth Street Works in Newcastle; a works built to construct engines for the Stockton and Darlington Railway. He managed the works whilst George and Robert Stephenson were away the former surveying Liverpool and Manchester Railway line and the latter working in South America. Apparently around this time Hackworth was offered the job of manager and a share in Forth Street Works but declined this offer. In 1825 he moved to Shildon to take up position of locomotive superintendent, manager and contractor for the Stockton and Darlington Railway Company. During this time he built marine engines, coal stathes at Middlesbrough and doubled the line between Brusselton foot and Stockton. He also designed locomotives for the line including the ‘Royal George’ a high performing locomotive which featured the ‘blast pipe’ an invention that discharged exhaust steam through a converging nozzle blast pipe in the chimney, greatly increasing combustion intensity and steam production. Went on to design more locos including ‘‘Majestic’’ and ‘’Wilberforce’’ type locomotives these were manufactured by Stephenson and co and R & W Hawthorne.
Hackworth entered his locomotive ‘‘Sanspareil’’ into the Rainhill Trials of 1829; a competition initiated by the directors of the Liverpool and Manchester Railway Company. The Sanspareil was not successful and Robert Stephenson’s ‘‘Rocket’’ won the contest. The Sanspareil was purchased by the directors for £500 went on to run successfully on the Bolton and Leigh Railway until 1844. It has been suggested that a cylinder of the Sanspareil had been sabotaged by in the Forth Street, thus resulting in Hackworth losing the trail, however this view has generally been dismissed by historians.
In 1833 Hackworth ceased to be a salaried employee and instead contracted work to the Stockton and Darlington Railway Company and also did work on a private basis. By this time his role had evolved from superintendent of locomotives to also managing the workshops, tools and machinery. Private contracts that he carried out during this time including manufacturing an engine for the Russian government in 1836, which John Wesley Hackworth couriered to Russia and manufacturing locomotives for the Albion Coal Mining Company in Nova Scotia, order by John Buddle in 1838.
In 1840 Hackworth gave up his contract with the Stockton and Darlington Railway concentrated on his own works in Soho works in Shildon. He took over the works from his brother Thomas Hackworth who had run Hackworth and Downing from the premises. Timothy fulfilled contracts for the Clarence Railway and various collieries and also built stationary marine and industrial engines. In 1846 began to build engines for the London and Brighton Railway when John Gray was Locomotive superintendent. Gray designed a class of express passenger locomotives and the whole of this class (12 engines) was built by Timothy Hackworth at Soho 1846-1848. In 1849 Hackworth built Sanspareil no. 1, he had difficulty selling this locomotive and it remained unsold by the time of his death of typhus on 7 July 1850 at Soho Works, Shildon after an outbreak in the area.
His sons and other relatives went on to be engineers. His eldest son, John Wesley Hackworth did a lot of work to promote his fathers memory after he died. His daughters, friends, grandchildren, great-grandchildren and ancestors to this day have worked to try and gain him a prominent place in railway history. Notably his grandson Robert Young wrote Timothy Hackworth and the Locomotive (London: Locomotive Publishing Company, 1923) in a bid to preserve and promote his memory.
Date
27 October 1848
Scope and ContentAcknowledges receipt of letter to Mr Hudson; it will be sometime before the Stockton & Darlington Railway will be under Hudson’s management.
Hudson, George (1800–1871) was a railway promoter and MP, whose career attracted much controversy. He had shares in many new projects in the early railway building period.
Hudson was born in March 1800 at Howsham, near York, as the fifth son of a farmer. He went to local schools and in 1815 was apprenticed to Bell and Nicholson, a firm of drapers in College Street, York. When his apprenticeship was complete he received a share in the business. Bell retired and the firm became Nicholson and Hudson. In 1821 he married Elizabeth Nicholson, the daughter of one of the partners in the firm. Four of their children survived into adulthood: George, John, William and Anne.
In 1827 Hudson received a legacy of £30,000 from a great-uncle, Matthew Bottrill. This money enabled him to establish himself in the political and social life of York. He became treasurer of the local tory party at the time of the election following the Reform Bill of 1832, and in 1833 he took a leading part in the establishment of the York Union Banking Company. In 1835 Hudson was elected to the newly reformed York city council and in November of 1837 he became lord mayor and was re-elected in the following year. Hudson obtained several estates in Yorkshire, including the Londesborough estate, Newby Park and also owned a large mansion, Albert House, in Knightsbridge.
In 1837 an Act of Parliament was obtained for the York and North Midland Railway Company for the purpose of constructiong a railway from York to link up with the Leeds to Selby line. Hudson became chairman and largest shareholder with George Stephenson as the engineer. In 1841 he persuaded the shareholders in eight railway companies to join together to build a line from Darlington to Newcastle and an act of parliament was obtained in 1842. In the same year he obtained control of the North Midland Leeds to Derby line and this was followed by the merger of the Birmingham and Derby and the Midland Counties companies. By 1844 he controlled over 1000 miles of railway and was dubbed the Railway King. His companies controlled over a quarter of the railways then built in England, with lines from Bristol to Newcastle, and branches to Scarborough, Hull, Leeds, Nottingham, and Rugby, together with the Eastern Counties line from London to Colchester and to Ely.
By the mid to late 1840s Hudson was embroiled in scandals relating to share prices which resulted in him losing credibility. He was subjected to a number of committees of inquiry relating to his business practices, these exposed that dividends had been paid out of capital, figures of traffic, revenue and expenditure had been manipulated. He was compelled to resign from many of his company directorships and to repay large sums of money which he was deemed to have misappropriated. Hudson was compelled to sell his landed estates, his Knightsbridge mansion was leased to the French ambassador, and his name was removed from the roll of aldermen at York.
George Hudson was MP for Sunderland 1845-1859. He could not be arrested for debt while the House of Commons was in session, but in between sessions he went to France and Spain in order to evade his creditors. After losing his seat in general election of 1859, Hudson retired permanently to France. Hudson returned to England again in 1865 to campaign for a seat in general elections, but was subsequently arrested and imprisoned in York. In lack of sufficient funds the creditors finally relented and Hudson moved with his wife to London and was slowly re-accepted into society. Hudson died of angina in his home in Churton Street, London, on 14 December 1871. His coffin was taken by train to York and he was buried at Scrayingham, Yorkshire.
