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42-854: Richard Norris may refer to: Richard Norris (1807–1874), American locomotive engineer with Norris Locomotive Works Richard Norris (actor) (1910–1943), American actor, killed during World War II Richard Norris (1922–2005), American actor, starred in Abie's Irish Rose Richard Norris (field hockey) (1931–2012), British Olympic field hockey player Richard Norris (musician) (born 1965), British music producer and musician, with The Grid Richard Hill Norris (1830–1916), British physiologist, spiritualist and photographer Richard A. Norris , Jr. (1930–2005), Episcopal priest, theologian and patristics scholar See also [ edit ] Dick Norris , Australian entomologist [REDACTED] Topics referred to by

84-692: A banker. The more powerful modern DMUs negotiate the line with little speed reduction, though there remain rules that at least half of the engines of a Class 220 or 221 must be working in order to ascend. Regular banking of passenger trains ceased in the summer of 1988 when the Bristol to Scotland sleeper was modified to have two portions from Poole and Plymouth joining at Birmingham. Many current freight trains still need to be banked however and since 2003 DB Cargo UK use dedicated Class 66 locomotives, nos. 66055–057 and 66059 (and formerly 66058). These are modified with air-released swing-away buckeye couplers and

126-594: A bargain price of £1,100 each in May 1842 and it is suggested these may have been used as auxiliary bankers in busy times; there are also suggestions they were saddle tanked at some point. They were disposed of between 1851 and 1856. The Birmingham and Gloucester railway had 26 Norris-type engines in total of which nine were built in England, three by Benjamin Hick and Sons and six by Nasmyth, Gaskell and Company , however only

168-460: A downward facing light to assist nighttime buffering up. In the early days banking was performed by a pilot engine attaching to the front of the train, with rear banking only in case of emergency. The reason being the use of dummy rather than sprung buffers, the Norris Class A Extras had adaptations to increase the adhesive weight under load. At the top the banking pilot would slip away from

210-406: A gold medal and a handsome gold box. A quarter-sized 4-4-0 locomotive and tender were built for Commodore Matthew C. Perry to deliver as a gift on his second expedition to Japan in 1854. A small circular railway—which also included a miniature passenger car made by another manufacturer and a mile of track—was set up near Yokohama . The Japanese soon could take the first train ride available in

252-573: A locomotive to burn anthracite coal . Norris and Long also built an engine called the Black Hawk , which performed with partial success on the Boston and Providence Railroad and the Philadelphia and Columbia Railroad in the early 1830s. Long later left the firm and William Norris was joined by his brother Septimus , who patented several locomotive-related inventions. The two brothers reformed

294-525: A steep incline, however Moorsom was aware of claims of climbing prowess of American Norris engines and ordered such engines against their advice. The Lickey opened for traffic on 17 September 1840 following the arrival of the second Norris Class A engine Boston avoiding the first, Philadelphia , being a single point of failure to the operation of the incline. The climb is just over 2 miles (3.2 km), at an average gradient of 1 in 37.7 (2.65%), between Bromsgrove and Blackwell (near Barnt Green ). It

336-620: A suitable route; with his choice being the shortest and least cost path by avoiding high land cost population centres of Worcester, Droitwich, and Tewkesbury but with the disadvantage of needing to mount the steep Lickey Incline. The independent engineer Joseph Locke was requested to review Moorsom's work; Locke responding that the Lickey Incline would be no more dangerous than a turnpike road on an incline and he saw no reason for an alternative route. Brunel and George Stephenson declared it would be impractical for locomotives to work such

378-645: Is a gradient of 1 in 37.7 (2.65% or 26.5‰ or 1.52°) for a continuous distance of two miles (3.2 km). Constructed originally for the Birmingham and Gloucester Railway (B&GR) and opened in 1840 it is located on the Cross Country Route between Barnt Green and Bromsgrove stations in Worcestershire . In earlier times many trains required the assistance of banking locomotives with associated logistical considerations to ensure that

420-515: Is different from Wikidata All article disambiguation pages All disambiguation pages Norris Locomotive Works The company was started in 1832 as the American Steam Carriage Company by William Norris (1802–1867) and Major Stephen H. Long (1784–1864), a military topographical engineer and explorer. The two men had experimented with steam engine building for years and, as early as 1829, designed

462-462: Is on the railway line between Birmingham and Gloucester ( grid reference SO985710 ). The Lickey Incline is the steepest sustained adhesion -worked gradient on a British standard gauge railway. It climbs into Birmingham from the south over the Bunter geological formation (one or two exposures are visible from the track-side), and passes about 1 + 1 ⁄ 2 miles (2.4 km) away from

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504-783: The Erie Railway . There were nine Norris brothers altogether, six of them had been involved in locomotive building at some point. William Norris' enterprise was renamed Norris Brothers when brothers Richard and Octavius joined it in 1844 during a period of financial distress and reorganization that included William's gradual departure from the business. The firm later became Richard Norris and Son. Other locomotive factories, operated independently (and unsuccessfully) by various Norris brothers later opened in Lancaster, Pennsylvania , and Schenectady, New York . The Norris Locomotive Works sold many locomotives overseas, as noted above. This company

546-654: The Far East . Richard Norris and Son was the largest locomotive maker in the United States, if not the world, during the 1850s. Employing many hundreds of men, the factory consisted of some ten buildings spread over several city blocks at what is now the campus of the Community College of Philadelphia . The firm reached its peak in 1857–58, after which time, the Norris family seems to have lost interest in

588-756: The Lickey Hills , a well-known local beauty spot. Working of the Lickey fell to successor companies of the B&;GR: the Bristol and Birmingham then Midland (MR) from 1845; The London, Midland and Scottish (LMS) from 1923; and the London Midland Region of British Railways from 1948. The Lickey was transferred to the Western Region on 1 February 1958. Privatisation in 1993 has seen

630-532: The Philadelphia and Reading Railroad , this was also the world's first 4-6-0 locomotive. It weighed 22 tons and had 14½ by 22 inch cylinders and driving wheels 46 inches in diameter. Initially a wood-burning locomotive, the Chesapeake was converted to burn anthracite coal in 1862, and ran for about another fifteen years. Some authorities claim that Septimus Norris came up with the design, but other sources attribute it to master builder John Brandt of

672-477: The 14,400 pound engine hauled a load of 19,200 pounds, including 24 people riding on the tender and a freight car up the grade at 15 miles per hour. This engine, the first in the world to ascend a hill by its own power, proved that a steam locomotive could climb a grade while pulling a load. So remarkable was this accomplishment that reports published in engineering journals emphatically doubted its occurrence. A second, more formal trial with an even greater load proved

714-481: The 9F 2-10-0's all counted as two). He stopped at a marker fifteen yards (14 m) to the rear of Bromsgrove Station up home signal, or further up if necessary to clear the crossover by which the bankers moved on to the back of his train. They were not coupled to his train or to each other. When he was in position each banker gave two crow whistles, and the train driver gave two crows in reply. Then he gave one long whistle and all of them opened their regulators. At

756-402: The B&O's first locomotive to feature a leading truck and may have been the first standardized production model locomotive in the entire world. Innovations included positioning of cylinders outside and adjacent to the smokebox with pistons connecting to the face of the drive wheels instead of a crank axle, the four-wheel swiveling pilot truck , inside bar frame support, and placement of

798-560: The Midland Railway at Derby build or rebuild four locomotives for the Lickey replacing the existing bankers. December 1860 saw the introduction of two 0-6-0 WT locomotives, Nos. 222 and 320 (later 220), which were to last until the 1890s. An 0-6-0 WT No. 223 was constructed in 1862 and Great Britain was rebuilt to match that locomotive in 1863 and withdrawn in 1928 (as LMS 1607) and 1901 respectively. 1377 Class 1Fs, and later 2441 Class 0-6-0Ts were used on

840-553: The business. Manufacturing quality and output fell during the Civil War and the plant closed in 1866, although deliveries continued for a year or two. The firm's factory complex was located in the area around 17th and Hamilton Streets in Allentown, Pennsylvania , on several acres of what had once been the famous Bush Hill estate of Andrew Hamilton , used as a hospital during the 1793 Philadelphia yellow fever epidemic . The site

882-720: The engine's capabilities on July 19, 1836. Norris 4-2-0s were exported to England for the Lickey Incline about 1842, English manufacturers having declined to supply. Norris built the Lafayette for the Baltimore and Ohio Railroad the following year based on plans of the George Washington . Named after the American Revolutionary War hero Marquis de Lafayette , this new 4-2-0 engine was

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924-785: The enterprise into the Norris Locomotive Works. One of the most historic events in railroading history occurred on July 10, 1836, when the Norris Brothers ran a test of a 4-2-0 locomotive on the Belmont Inclined Plane of the Philadelphia and Columbia Railroad The two-track incline ran from the Schuylkill River for 2,805 feet towards present-day Belmont Avenue, rising one foot in 15 for a total of 187 feet. Named George Washington ,

966-469: The five Class A Extra type could mount the Lickey incline with a non-trivial load. English manufacturers had declined to supply. In June 1845, a large 0-6-0 ST designed by James McConnell emerged from Bromsgrove Works and was named Great Britain . Designed specifically for the Lickey it was the most powerful locomotive of its day and could haul a train of 135 tons at between 8 miles per hour (13 km/h) and 10 miles per hour (16 km/h) up

1008-419: The incline. In 1855–6, Matthew Kirtley rebuilt the 1844 Jones and Potts 0-6-0 long-boiler freight engines Bristol and Hercules with 5 feet 0 inches (1.52 m) wheels and 16 by 24 inches (410 mm × 610 mm) cylinders for use as Lickey bankers. Mostly under MR Nos. 222 and 223, they continued on banking duties until disposed of in 1860 and 1862 respectively. The 1860s saw

1050-432: The incline. Rear banking was adopted later. The bankers would stand in a siding on the up side to the south. The load of each train would be telegraphed from Cheltenham. If the driver decided he needed more bankers than the table provided for him, he would whistle approaching Stoke Works signal box: a short whistle, pause, and a number of shorts indicating the number of bankers he wanted (The 0-10-0 banker "Big Bertha" and

1092-602: The infrastructure fall under the remit of Railtrack to 2010 and Network Rail thereafter while Freight Operating Companies (FOC) organise banking for the relatively small proportion of heavy freights that now require it. As of 2016 , the incline was electrified overhead as part of the scheme to extend electric Cross-City Line trains to a resited Bromsgrove railway station . The first electric train, composed of two Class 323 electric multiple units, ran on 20 May 2018 . Scheduled electric services started in July 2018. Broadly

1134-569: The property was cleared for construction of the third United States Mint in Philadelphia. Still standing, that building has been adapted as part of the Community College of Philadelphia. No trace of either the Norris or Baldwin factories remains in that part of Philadelphia. Lickey Incline The Lickey Incline , south of Birmingham , is the steepest sustained main-line railway incline in Great Britain . The climb

1176-466: The requirement to lift 75 tons up the incline at 15 miles per hour (24 km/h). The arrival of Boston allowed operations over Lickey to commence to Croft Farm on 17 September 1841. James McConnell converted the bank engines to saddle tanks in 1842 and increased the haulage capacity up the incline to between 80 and 90 tons gross, sufficient for any train of the day. Two further Class A extra Norris engines, Niagara and New York were obtained for

1218-451: The route. In 1919, the specialised 0-10-0 No. 2290 , known as the "Lickey Banker" and nicknamed "Big Bertha", was introduced to complement the existing 0-6-0Ts. This locomotive was withdrawn in 1956 and replaced by BR standard class 9F No. 92079, which acquired the 0-10-0's headlight. Other 9Fs (including 92129, 92135, 92205, 92223, 92230, 92231 and 92234) would deputise for 92079 whenever it needed repairs. The LNER Class U1 Garratt

1260-686: The same hillside is climbed by the Tardebigge lock flight on the Worcester and Birmingham Canal . To assist trains up the incline and in some cases to provide additional braking, particularly to unfitted freights, specialised banking engines were kept at Bromsgrove shed at the foot of the incline. The first Lickey bankers were the American Norris 4-2-0s Class A Extra locomotives Philadelphia , Boston and William Gwynn delivered in May, June and December 1841 respectively. They met

1302-408: The same term This disambiguation page lists articles about people with the same name. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Richard_Norris&oldid=1063536098 " Category : Human name disambiguation pages Hidden categories: Short description

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1344-449: The top the bankers kept pushing through Blackwell station and then shut off in turn, keeping well apart, then crossed over to the down line and closed up ready to return. To speed things up at busy times, Blackwell down advance starter signal had a 'calling-on' arm, which allowed the bankers to return downhill 'on visual' while the section to Bromsgrove was still occupied by a descending train. Descending trains were never accepted unless

1386-465: The train engine which would slack off power and allow the pilot to draw ahead by 30 yards and be directed into a siding with the policeman then resetting the points for the train to continue on the main line. From May 1842, after the Norris engines were saddletanked they operated all trains up and down the Lickey themselves with train engines being detached and remaining either at the North or South end of

1428-418: The train reached the top; now only the heaviest of freight trains require such assistance. A survey by Isambard Kingdom Brunel in 1832 for a line between Birmingham and Gloucester followed a longer route well to the east with a maximum 1 in 300 gradient avoiding population centres; the plan lapsed with the cost being deemed too high. In 1836 William Moorsom was engaged on a no success - no fee to survey

1470-529: The two drivers ahead of the firebox (this supposedly offered greater power output as more of the locomotive's weight rested on the drivers and therefore increased tractive effort). The Lafayette established the configuration that American steam locomotives would follow until the end of the steam era. In 1847, the Norris Works built the first ten-wheel locomotive in America: the Chesapeake . Operated by

1512-425: The two. The repeated gear changes under full power caused excessive wear and damage, and the simplest way to avoid the problem was to lock first gear out of action, so the locomotives used only second gear and upwards. First-generation diesel multiple units were somewhat underpowered and climbed the bank often at little above walking pace, especially as they aged; it was not unknown for them to need to be rescued by

1554-500: Was also tried out unsuccessfully in 1949–1950 and again in 1955. On one occasion it was banking a train hauled by LMS Garratt No. 47972 which stalled on the bank and was rescued by "Big Bertha", resulting in the formation of a train with nineteen driving axles. The Lickey was transferred to the Western Region in 1958 and the 3F tanks were replaced by GWR 9400 Class pannier tanks. GWR 5205 Class 2-8-0 T -No. 5226

1596-549: Was near the right-of-way of the Philadelphia and Columbia Railroad , which crossed through Philadelphia just north of Callowhill Street. This route was later owned by the Reading Railroad . The property lay idle until the adjacent Baldwin Locomotive Works , which had surpassed Norris as the largest locomotive builder in the U.S., acquired the site in 1873. The Norris buildings stood until 1896, when part of

1638-476: Was replaced by Class 37s , working in pairs. Other classes that appeared include Hymeks . The Hymeks allocated to Lickey banking duties were modified so that the lowest transmission ratio was inoperative, despite the requirement for high tractive effort. The reason for this modification was that the typical speed of a train ascending the bank was approximately that at which the transmission would change between first and second gear, and so it tended to "hunt" between

1680-570: Was the first American exporter of locomotives—and perhaps of large mechanical devices generally. As early as 1840, thirty percent of the firm's production until then had been for foreign markets. Norris machines operated in England , France , the states of the German Confederation (including Prussia , Austria and Saxony ), Belgium , Italy , Canada , Cuba and South America ( The Copiapó , built in 1850 for Chilean Railroad,

1722-418: Was the first locomotive in all of South America). These engines influenced contemporary and subsequent locomotive design in many of these countries. William Norris had several large-scale operating models constructed as presentation pieces to rulers of several nations. Such sovereigns included Tsar Nicholas of Russia and King Louis Philippe I of France, who was so pleased with his model that he gave Norris

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1764-417: Was used from May 1958 for two years while a trial with GWR 7200 Class 2-8-2 T No. 7235 on 18 April 1958 was abandoned after its cylinders failed to clear platform edges. On 7 October 1965 Great Western Hall number 6947 Helmingham Hall was sent to Bromsgrove to replace a derailed English Electric Type 3 (D6939), becoming the last steam locomotive to bank on the Lickey Incline under BR. Steam

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