| Blücher | |
|---|---|
| One of the Killingworth engines | |
| Power type | Steam |
| Builder | George Stephenson |
| Build date | 1814 |
| Gauge | 4 ft 8 in (1,422 mm) |
| Locomotive weight | 6 tons |
| Boiler | 8 ft (2,438 mm) dia × 24 in (1 m) long |
| Cylinder size | 96 × 20 in (2,438 × 508 mm) |
| Locomotive brakes | ? |
| Train brakes | None |
| Career | Killingworth Colliery |
Blücher was an early railway locomotive built in 1814 by George Stephenson for Killingworth Colliery. It was the first of a series of locomotives that he designed in the period 1814-16 which established his reputation as an engine designer and laid the foundations for his subsequent pivotal role in the development of the railways.
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George Stephenson had been appointed as engine-wright at Killingwoth Colliery in 1812 and immediately improved the haulage of the coal from the mine using fixed engines. But he had taken an interest in Blenkinsop's engines in Leeds and Blackett's experiments at Wylam colliery, where he had been born. By 1814 he persuaded the lessees of the colliery to fund a "travelling engine" which first ran on 25th July. By experiment he confirmed Blackett's observation that the friction of the wheels was sufficient on an iron railway without cogs but still used a cogwheel system in transmitting power to the wheels.
Blücher (often spelled Blutcher) had the ability to pull a train of 30 tons at a speed of 4 mph up a gradient of 1 in 450. It was named after the Prussian general Gebhard Leberecht von Blücher, who, after a speedy march, arrived in time to the battle of Waterloo and helped defeat Napoleon.
For the rest of the year, Stephenson carefully measured its performance and realised that overall it saved little money compared with the use of horses, even though the price of corn was at an all-time high because of the wars. He made one significant improvement by redirecting the steam outlet from the cylinders into the smoke stack, thereby increasing the efficiency of the boiler markedly as well as lessening the annoyance caused by the escaping steam.[1][2]
Blücher did not survive: Stephenson recycled its parts as he developed more advanced models.
By 28th February 1815 Stephenson had made enough improvements to file a patent with the overseer of the colliery, Ralph Dodds. This specified direct communication between cylinder and wheels using a ball and socket joint. The drive wheels were connected by chains, which were abandoned after a few years in favour of direct connections. A new locomotive constructed on these principles was put into operation.
The big impediment revealed by the first two engines was the state of the permanent way and the lack of any cushioning suspension. The track was often carelessly laid and with rails of only 3ft in length there were frequent derailments. He devised a new chair and used half-lap joints between the rails instead of butt-joints. Wrought iron replaced cast iron wheels and he used the steam pressure of the boiler to provide a shock-absorber suspension for the engine. These improvements were detailed in a patent filed with the iron-founder Mr. Losh of Newcastle on 30th September 1816.
Together with the head viewer, Nicholas Wood, Stephenson conducted in 1818 a careful series of measurements on friction and the effects of inclines, or declivities as they were generally called, using a dynamometer which they developed.[3] These were to stand him in good stead in later developments of the railways.
Engines constructed on these principles from 1816 carried being used until 1841 as locomotives and until 1856 as standing engines. One of these was called Wellington and another My Lord.[4]
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