- 2 ngày trước
Michael Portillo's 200 Years of the Railways - Season 1 Episode 2 -
How the Railways Changed Britain
How the Railways Changed Britain
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02:56I'm a big fan of sort of the older diesels really
03:00There's something here for everyone though
03:02I don't know what I expected from the event
03:05But it's, yeah, it's crazy
03:07BBC Radio Derby, we're out and about
03:12Speaking to Michael Portillo
03:13And where do you buy those trousers?
03:16Ah, that's my little secret
03:17In the company of giants
03:22One small locomotive stands silent
03:25The primitive engine that started it all
03:28The 200 year history began in 1825
03:31With the Stockton and Darlington Railway
03:34Locomotion number one
03:36There's been a lot of evolution since
03:38But I think that every engine since
03:41Bears its DNA
03:43I'll return to the greatest gathering later
03:47But now I'm going back to the beginnings
03:50Five years after the opening of the Stockton and Darlington Railway
03:57Came the world's first intercity line
03:59The Liverpool and Manchester
04:02A line forever linked with one of the most famous locomotives in history
04:07Railways transformed British lives
04:16Spurring economic activity and national prosperity
04:20People could travel long distances
04:23Explore, take holidays and enjoy new foods
04:27The railways required the standardisation of time across the country
04:32The steam locomotive was the engine of radical change
04:37Whereas coal was the driving force behind the Stockton and Darlington Railway
04:47The booming cotton trade spurred Britain's first intercity line
04:52Raw cotton from the United States arrived in the port of Liverpool
04:58And in the 1820s the pressing need was for fast, reliable transport in bulk
05:04To the hungry mills of Manchester
05:07I've come to the city's Bridgewater Canal
05:13Where railway viaducts from different eras crisscross each other
05:18To meet Manchester-born historian Michaela Hume
05:21Michaela, in the 1820s
05:27What's the problem with getting goods from Liverpool to Manchester?
05:31So the first one is it's really expensive
05:34The second one is that it was so unreliable
05:39So obviously the canal is very much dependent upon the weather
05:43And another problem was the fact of how long it actually took
05:48So it roughly took 21 days to get your goods from America to the port of Liverpool
05:53But then they could sit in Runcorn docks for like six weeks
05:58Were the roads any good?
06:00No
06:00You've got your turnpike trusts who are, you know, in charge of keeping the roads
06:04But they're a state
06:06They're not reliable enough
06:07Who came up with the idea of a railway?
06:10So it's Liverpool businessmen that are thinking
06:14We want to get our cotton into Manchester and then get it out to the rest of Britain
06:19The railway needed an Act of Parliament, was that straightforward?
06:23No
06:24So in 1825 they tried to get it through but it didn't happen
06:29The reason it didn't happen, I mean, it was brilliant
06:32So when you actually read the list of some of the objections
06:36One of them was, you know, hens will stop laying eggs
06:39The landowners who were heavily invested in the canals were like
06:44No, you know, our horses are going to get extinct
06:47Investors in canal companies are saying no
06:51And all these men are the ones that are voting against it in Parliament
06:54And so eventually it does get through Parliament
06:57Yeah
06:57The railway opens in September 1830 with a great fanfare
07:00In the months and years that follow, have the expectations of the railway been exaggerated or what?
07:06It changes the game
07:07Mm-hmm
07:08If you think about the time it took to get a canal from Liverpool to Manchester
07:14You know, you're looking at roughly 12 hours
07:16The railway cut that time down to two
07:19It kept my ancestor, George Hughes, my three-times great-grandfather
07:23It kept that family out of the workhouse
07:25He came from Liverpool in the late 1840s
07:29And got a job here in Manchester at the Newton Heath
07:32On the Lancashire and Yorkshire Railway
07:33As a locomotive engine driver
07:35Well, well, that is interesting
07:38They're keeping me out of the workhouse today
07:40Absolutely
07:41Freight and passengers bound for Manchester
07:48Arrived at a purpose-built terminus in the Castlefield district of the city
07:53The 1830 station is the most complete surviving early railway station complex in the world
08:00It now forms part of the Science and Industry Museum
08:05Where Sarah Baines is Curator of Engineering
08:08Sarah, this is rather exciting
08:12We are walking really on historic railway ground here, aren't we?
08:16We are
08:17It's a really special site
08:18So this is Liverpool Road Station
08:20Which is the Manchester terminus of the Liverpool and Manchester Railway
08:23Which opened here in 1830
08:25And what we see here now, how close is this to what stood in 1830?
08:29It's very much as it would have been
08:31This is what passengers would have experienced when they were here
08:33The building on the left here?
08:35So this is the 1830 warehouse, this is the oldest railway warehouse in the world
08:40So it strikes me that the people who built this line were visionaries
08:44They foresaw the need for a passenger side and a freight side and for twin tracks
08:49Yeah, so it's really got all of the elements of a modern railway
08:53The twin tracks are really important
08:54It was the first time that had been done and it allowed for trains to go in both directions at the same time
08:59You've also got a fully timetable service
09:01It was also a fully signalled route which made it a lot safer
09:05So there was a lot of thirst here
09:07But it really worked and it just created that model that all of the railways were then built on
09:12Looking at the warehouse
09:13The railway was largely motivated by the needs of the cotton industry
09:17How successful is it in meeting those needs?
09:20It was a runaway success
09:21In one record shipment there was 100 wagons carrying 500 tonnes of cotton
09:26A barge would manage about 50 tonnes
09:29So a train is doing 10 times the work of a barge
09:32And then thinking about the passenger side
09:35Did the railway surpass expectations?
09:39Yeah, absolutely did
09:40Originally they imagined that about 250 people a day would use the passenger station
09:45And within a few months there were nearly 1,000 people a day using it
09:49Part of the reason was that the train was twice the speed of the stagecoach
09:55But half the price
09:56The Liverpool and Manchester line proved what railways could be
10:00Faster, cheaper and more reliable than anything before
10:04Its success inspired a wave of railway building across Britain
10:10Down a lovely broad staircase
10:13Tell me about the geography here at the original station
10:16Yep, so we're now in the first class booking hall
10:19So this is where passengers would have come in from street level
10:22Here into the booking hall
10:24And bought the tickets
10:25And then when they were ready to board the train
10:27They would go back up the stairs that we've just come down
10:30And here we have a wonderful historic map
10:34What a thing of beauty this is
10:36So this is a planning section of the proposed route for the Liverpool to Manchester Railway
10:41And it's from 1824
10:42I can see here the line pretty straight until it arrives towards Liverpool
10:48This shows me the elevations
10:50And very remarkably it's a very flat railway isn't it?
10:55That's right
10:56But there were some real engineering feats that needed to be achieved
11:00So sometimes there was very boggy land like at Chat Moss
11:03Show me Chat Moss if you want
11:04So this is Chat Moss just here so you can see how big it is
11:07What a challenge it was to cross
11:09I've got you, I've got you
11:10This is a rather smaller delicacy here, what's this?
11:14So I thought you'd be really excited to see this
11:16This is the first ever Bradshaw's railway timetable
11:19Wow
11:19You can see it's really easy to hold
11:21And that just goes to show how you immediately imagined people taking this on a railway journey
11:26Yes, putting it in their pocket
11:27That's right
11:28If we look at this page we can see a map from 1839 which is when this was published
11:33And you can see that by 1839 there were already loads of railways snaking across the landscape of Lancashire
11:39There are indeed
11:40Any idea how many route miles we had by then in the country?
11:43There were 1,500 miles of railway routes across the country by then
11:47Liverpool and Manchester has only opened in 1830
11:50An extraordinary rate of progress in building
11:53It's incredible
11:54What a beautiful little Bradshaw
11:57And your third object, something very different
12:00Evidently it is a sundial
12:02Yep, so this is a really special sundial
12:05It really exemplifies that transition from people using local mean time to using standardised time
12:13This was installed apparently at the railway station in Manchester in 1833
12:19That's right, so before the railways people were using local mean time
12:23And they were setting clocks by the position of the sun at noon
12:26And that meant that in different towns you had different time zones
12:30Which as you can imagine was a real problem when it came to writing railway timetables
12:34The railways then standardised time
12:37Is this implemented by law or is it just a railway convention?
12:41It was quite a slow process
12:43So through the 1830s a lot of local railways did start using Greenwich mean time in order to have a set time
12:51That really picked up in the 1840s
12:55But amazingly it was actually 1880 before Greenwich mean time became standard time for the whole of the UK
13:00Yeah, the railways were unbelievably influential in almost everything
13:06Thanks to the new railway, Manchester's cotton trade boomed
13:12And the Liverpool road station was turned over exclusively to freight
13:18To get an idea of what Manchester's mills would have looked like then
13:28I'm taking a trip to the Cheshire countryside
13:31In 1781, Richard Arkwright had opened the world's first steam-powered textile mill in Manchester
13:42And the number of mills in the city grew to over 100 by the middle of the 19th century
13:48I have arrived in Steyle
14:02Steyle, south of Manchester
14:09has one of the best preserved textile factories from the Industrial Revolution
14:14Set in 400 acres of beautiful woodland and gardens on the banks of the River Bolin
14:21Quarry Bank Mill still spins cotton on 19th century machines
14:26Ali Silica is the National Trust Collections and House Manager
14:32Ali, William Blake might have thought it dark and satanic
14:38But I actually find the Quarry Bank Mill absolutely magnificent
14:41From when does it date?
14:42So Quarry Bank was built in 1784 by Samuel Gregg
14:46And yes, as you say, it's in a very idyllic location
14:49And that's how mills were built in the early Industrial Revolution
14:53Mill owners wanted to build their mills where the source of power was
14:57And at the time, that was water
14:59Yeah, this one is very early
15:01And I'm just imagining then that these skills of spinning, for example
15:07These were present in the population
15:08They were doing this sort of stuff in their cottages
15:10Yes, absolutely
15:11Lancashire and Cheshire had a long tradition of spinning and weaving textiles at home
15:17And these people were lured out of their cottages by, I suppose, substantial wages
15:22By comparison to what they had been earning
15:24Yes, and it was a more stable income as well
15:27You still have the machines spinning inside, is that true?
15:30Yes, it's true
15:31May I take a look?
15:32Yes, let's
15:32Skilled operators work the antique machines
15:40Keeping the traditional spinning craft alive
15:44And producing items for sale
15:46Ali, it's an impressive space with these machines running
15:51But two things strike me straight away
15:52It is very noisy
15:53And I suspect in there, pretty dangerous
15:56You can get your hand caught anywhere
15:57Yes, it's very loud
15:58And that's only two machines running
16:00If you can imagine, there were rooms and rooms of these machines with hundreds in them
16:05How many people worked in here?
16:07So at the height of its operation, there were about 500 workers working at Quarry Bank
16:11This mill precedes the railways by several decades
16:16So they were already able to do this kind of business
16:18But my goodness, the railways, with their capacity to move goods at speed
16:24And with great reliability
16:26That must have been a big change
16:28An important improvement
16:30Yes, it was definitely a huge improvement
16:32Until then, the mills had been relying on canals and the road
16:36Which were not very safe
16:38And they couldn't carry as much as trains could carry
16:41So yes, trains did transform the cotton industry
16:44Can you give me any idea of the scale of cotton in Lancashire and Cheshire?
16:50I mean, it just was transformative, wasn't it?
16:53It was huge
16:54It became a global trade
16:55And it put Lancashire on the map
16:58Thousands of bales of cotton were coming into the port of Liverpool and being brought into Manchester
17:02And into the country and then tons of finished goods were then exported back across the world
17:07It was huge
17:08And what you're doing here today
17:10These planking machines
17:12This is what was done here traditionally
17:14What's your product coming off here?
17:16So on the looms we weave calico and you can use it for anything
17:20Clothes, household goods, anything
17:22How exceptional is it that the machines are still running in a place where this activity has been continued for more than two centuries?
17:30Oh, it's so important to keep these machines going
17:32Oh, it's so important to keep these machines going
17:33It's such a core part of people's history here
17:35They need to keep going and we need to maintain those skills
17:38In the 1840s, as the railway network expanded across Britain, it transformed the lives of people
17:46Not least the spinners and weavers of quarry bank mill
17:50In the Georgian house of the mill owner Samuel Gregg, Ali wants to show me some fascinating archive that she's uncovered
17:58It's such a contrast, isn't it, with the mill from which we've just come
18:03That would be Greg's bus, would it?
18:05Yes, that's Samuel Gregg
18:07Aha
18:08And so here we sit at his card table
18:10Were there any signs that the Greggs cared about their workforce, do you think?
18:15Yes, overall they did care about their workers in that they wanted them to be healthy and they wanted them to stay here
18:22But they also wanted them to have days out as well
18:25And how would they spend those days out?
18:27Normally they would either stay in style or go into nearby Wilmslow
18:31But the advent of the train line to Wilmslow changed things for them
18:35And these letters are an example of that
18:38Mrs Gregg organised a day out for some of the female weavers to go out into Manchester
18:45Madam, it is with great pleasure that I write these few lines of what I can remember of what I saw in the art treasure exhibition
18:55The day we went was on the wakes Wednesday, September 2nd
18:58And we arrived there by railway at a little before 11am
19:03And she then describes a lot of the sort of paintings and works of art that she saw
19:09And she concludes
19:11With these few lines I conclude feeling myself unable to express my thankfulness for the favours I have had from your hands
19:23Hmm, so there's maybe a sense here that they feel an obligation to write these letters
19:29And they seem to have taken their time about it
19:31But nonetheless they're expressing their gratitude for having been sent to this educational exhibition
19:36Yes, absolutely
19:37And if you can imagine how different it must have been for them
19:41To leave the monotony of everyday working in the mill day in day out
19:46And just going on the train for them
19:48You can see it was such a great day
19:50Yeah, they mentioned the train very clearly
19:53But it leads them to a different world, doesn't it?
20:00Railways encroached on every aspect of society and culture
20:05People could travel much further
20:07More often
20:08More quickly
20:09The effect on leisure was dramatic
20:13The railways in Britain grew rapidly
20:15By 1851 there was a system of trunk routes in place
20:19Connecting major cities
20:21And by 1881 that had doubled again
20:25It's time to consider the impact of that glorious revolution on the glorious game
20:33Manchester United, one of the world's most successful football clubs
20:37Had its origin among railmen
20:40It was founded by workers of the Lancashire and Yorkshire Railway in 1878
20:46At first named Newton Heath after the railway depot
20:50The team began by playing against other railway clubs
20:54United won its first league title in 1908
20:58And the following year triumphed at the FA Cup final
21:02Held at Crystal Palace, South London
21:04Watched by fans who travelled by train
21:07Next the ball on the hand spot
21:09Time for me to try out my skills
21:11Don't kick yet
21:13Wait for the resulting time
21:15At the National Football Museum
21:27Curator Dr Alexander Jackson has his hands on the trophy
21:32Alex that is a magnificent piece of silverware that you're carrying
21:36What is it?
21:37This is the oldest surviving FA Cup
21:41The first one was used between 1872 and 1895
21:45When unfortunately it was stolen
21:46To be melted down for its silver value
21:48And this is the replacement
21:50It's a very very fine piece
21:52And the winners are recorded over the ages
21:55Just give it a spin for me if you would please
21:57Look at this
22:021879
22:05Old Etonians
22:071880 a bit of a change
22:09Clapham Rovers
22:10And then eventually we get to more familiar names
22:12Aston Villa
22:14Blackburn Rovers
22:15And just squeezing on there
22:17Wolverhampton Wanderers
22:19So is it then particularly for the FA Cup
22:22And particularly for the FA Cup final
22:24That people start to travel in large numbers by train?
22:27Partly
22:28When the football league is created in 1888
22:30It creates a regular pattern of Saturday professional football
22:34And that brings fans from around the regions
22:36Into their local towns and cities
22:38Which really boost up the numbers for the crowds
22:41But the FA Cup final
22:42Yes, is an especially important one
22:44Where fans will save up throughout the year
22:46To then travel down to London
22:47To see the big, the most important game of the year
22:50And the railway companies rode in with this
22:53I mean they didn't just rely on regular services
22:55They were putting on football specials
22:56Absolutely
22:57For a Cup final like this in 1904
22:59When Manchester City went and won it for the first time in their history
23:03It's estimated about 40,000 fans came down from the north
23:06Another 20,000 from across the south
23:08To create a very obviously large crowd for that final
23:11This has the look of a railway timetable
23:14This is what?
23:15This is a special going down to a Cup final?
23:17It is yes, for the 1951 FA Cup final between Blackpool and Newcastle United
23:22The Blackpool fans would have been able to look at this
23:25To work out what train to get down to London
23:27What is interesting about this is how tailored the train is
23:30So it makes a lot of stops in the Blackpool area
23:33Then apparently nothing
23:35And it gets routed directly to Wembley
23:38Also I find the price very interesting
23:40I can probably tell you about this
23:42So 46 shillings of course is more than £2
23:46I think the average wage was probably about £15 a week then
23:50So here is a working person giving a big proportion of his weekly wage
23:54Just to go down and see the Cup final
23:56It is and this is also the year of still the maximum wage professional footballers
23:59So a footballer then would earn about £20 a week
24:02So it is almost one tenth of what a professional footballer would have earned to travel down
24:08Which shows again the connection between working class players and their fans at that time
24:12Yeah, a very different ratio from today isn't it?
24:19As well as shaping our national game
24:22Railways also led to the creation of a much loved national dish
24:27Thank you very much indeed
24:31Looks great
24:44In the 19th century steam trawlers were bringing fish in from deep waters in the North Sea
24:50But the breakthrough for fish and chips was refrigeration and the railway network
24:57Because that meant that fresh fish could arrive from the sea into all the cities of Britain
25:03And so fish and chips became extremely popular
25:06At their peak there were 35,000 chippies like this one across the country
25:12Across the country and a portion of fish and chips in the 19th century
25:16It was probably two or three pence in old money
25:20So it was a treat but it was an affordable treat
25:24And so fish and chips took off
25:26And in the process you can imagine the stocks of the North Sea took a real battery
25:31I'm exploring the impact of railways on Britain
25:45By travelling the world's first intercity route
25:48Which opened in 1830 between Liverpool and Manchester
25:53On the face of it, it doesn't look too difficult to build a line between Liverpool and Manchester
25:58There's no barrier of mountains
26:01But just to the west of Manchester
26:04There formed a few thousand years ago
26:06A peat bog called chap moss
26:09Seven to nine metres deep
26:11Soft and wet
26:13Very ill suited to supporting track
26:16Or heavy locomotives
26:18Or great cargoes of cotton
26:20And the solution that was proposed by the engineer George Stevenson
26:24Was audacious to float the track upon the bog
26:33Stevenson's remedy is still going strong
26:36Buried beneath the track
26:38This engineering marvel goes unnoticed by most who travel over it
26:43At Astley level crossing
26:46I'm going to observe his ingenuity in action
26:50Train approaching at high speed
26:55I'm going to crouch down and see what I can see
26:58Yep, for sure
27:04As it came towards me
27:06It was a little bit like a ship
27:08It was just riding a wave as it approached the level crossing
27:11Because that track is floating on a raft
27:15Amazing
27:16Today chap moss occupies an area of just over ten and a half square miles
27:34And most of the land is now grassland or farmed
27:38Hello Dave, I'm Michael
27:40Nice to meet you now
27:41Dave Woodward from the Lancashire Wildlife Trust
27:44Understands the challenge that George Stevenson faced in the late 1820s
27:49And how he solved the problem
27:56Dave, what is chap moss?
27:58Or what was chap moss perhaps?
28:00Mm-hmm
28:01It was an enormous area of peat bog
28:04Approximately 28 square kilometres
28:06And formed when and how?
28:08It started at the end of the last ice age
28:10About roughly 10,000 years ago
28:12And pretty deep and pretty wet
28:14Very wet and up to 10 metres of peat on here
28:17And all of those things would be a big challenge to the railway builder?
28:20They would very much so, yes
28:22He first tried to make a foundation for the railway
28:25By traditional means
28:27Which would mean earth, clay and such like
28:29But all the material just kept disappearing into the bog
28:31So we then chose a rather novel way to solve it
28:35Where we laid a foundation of branches, straw bales and cotton bales
28:41And actually floated the railway across the bog
28:44So they put down the branches and the bales
28:47And then, I mean you've got to have something fairly solid on top of that
28:51He would then put the stone on top of that
28:53As it is now
28:54Of course over the years all the bales and the branches have disappeared below ground level slowly
28:58And no doubt they've had to top it up
29:00Tell me then what it is that has happened to the people
29:02Why is it not the way it was back in 1830?
29:05Because the opening of the railway land connected it to Liverpool and Manchester
29:09Yes
29:10It allowed it to be exploited
29:11There was no access to it at all before
29:13And it had been exploited in various methods
29:16One of them was conversion of farmland
29:18Which could sell the produce to Manchester and Liverpool
29:20The other was cutting over a peat on the mossland
29:23Which was used as stable litter in both Liverpool and Manchester
29:27And the other thing would be the deposit of night soil from Manchester
29:31Who had enormous quantities of this stuff
29:33What they had to get rid of
29:34And they brought it all onto the mossland
29:36Night soil, do you mean poo?
29:38Poo, that's correct, yes
29:39In the days before they had public sewers
29:41Right, and that was dumped on here was it?
29:43Yes
29:44This is now farmland, this is grassland
29:46Yeah, that's right, yeah
29:47Are you able to show me what the bog used to look like in its entirety?
29:50We'd have to go on parts of the managed areas of chat moss
29:53Which Lancashire Wildlife Trust required to convert back to raised bog 40 years ago
29:58Can we go and take a look at that?
29:59Can we go and take a look at that bang?
30:00Let's do that
30:01Peat bogs store vast amounts of carbon
30:08And reduce the risk of flooding by soaking up rainwater
30:13But just 2% of the lowland raised bogs across Lancashire, Greater Manchester and North Merseyside
30:20Are in a restorable condition
30:22So Dave, this looks fundamentally different from where we were before
30:30This is very boggy indeed
30:33I can see a lot of moisture
30:34And a lot of wild plants
30:36And this is your peat in preparation
30:39This is your juvenile peat, is it?
30:41It is indeed
30:42It's not quite there yet
30:43But it's getting there
30:44You can see the plants around here
30:46The swagnum mosses are doing quite well
30:47And that's taken you a while to grow that, hasn't it?
30:49It does
30:50But we were starting from such a lower base
30:52This was planted about 40 years ago
30:54And this moss over time converts into peat, does it?
30:58It does, yes
30:59Without swagnum moss you don't have a bog
31:01Right
31:02It is very wet
31:03I mean, does this give me an idea
31:05Of the challenge that was faced by the railway builder?
31:07Yes
31:08This is what he would have had to try and put a railway on
31:11The peat at the time, because it was relatively new
31:13Would not have been compressed at all
31:15And you could neither walk across it nor ride a horse across it
31:19No, no, no
31:28I'm rejoining the Liverpool and Manchester Railway at Newton Le Willows
31:33Which was called Newton Bridge when it first opened in 1830
31:39In the entrance to the station
31:41A monument reminds us that even from the beginning
31:44Railways combined great innovation with new risks
31:49On the very first day of the Liverpool and Manchester Railway
31:54Disaster struck
31:56William Huskisson was a member of parliament for more than 30 years
32:01And he held three senior positions in government
32:04He attended the inauguration of the Liverpool to Manchester Railway
32:09And when his train stopped at Parkside very close to here
32:12He got out from his carriage, walked along the train
32:16To reach a carriage where the Duke of Wellington was travelling
32:19But as he clambered back on board
32:22He was struck by a train on the parallel track being pulled by rocket
32:26He was crushed and he died of his injuries
32:29Now he may not have been exactly the first person to die in a railway accident
32:34But he was certainly one of the first
32:36And he was certainly the first celebrity
32:38And he's gone down in history
32:40For dying on the day that British engineering was unveiling a whole new world
32:49All along this line you can find traces of early railway feats of engineering
33:04I'm now going to be passing over the Sankey Viaduct
33:08Designed by George Stevenson
33:10The first major railway viaduct in the world
33:13With its beautiful nine arches
33:16But as the foundations were piled in 1828
33:21The directors of the railway had yet to make up their minds as to what would cross it
33:26It may seem odd to us now that the Liverpool and Manchester Railway was designed and largely built
33:41Before it had been decided how its trains would be powered
33:45It was even possible that they would be hauled by stationary engines
33:49In an age of science the railway company decided to test various designs of locomotive
33:55In competition with each other
33:57And that incidentally would create an immense public spectacle
34:01Which would advertise the forthcoming service
34:05Roll up! Roll up!
34:07For the Rainhill Trials
34:09In October 1829
34:12The competitors gathered at Rainhill on Merseyside
34:16And thousands lined the track for a spectacle with all the drama of a grand national
34:23At Rainhill Station I'll learn about the competition from Rhianne and David Wood
34:29From the Rainhill Railway and Heritage Society
34:33Rhianne, the directors of the railway company
34:36What were the options that they had for powering their trains?
34:39At that point in time, horse drawn, pulley system with static machines, gravity or locomotive
34:47But if you think of having static machines from Liverpool to Manchester
34:53You would have had to have an awful lot
34:55Horses, they could only, at ten mile an hour, which is what they wanted them to do
34:59The horses could only be used to about two hours per day
35:02So it was not going to be a very quick way of moving things
35:06What do you think the directors of the railway company favoured?
35:09The directors actually favoured static machinery with a pulley
35:14Extraordinary to think they might have used static engines
35:17However, the Rainhill Trials had several locomotives that were put forward as candidates
35:23And which of those were steam locomotives?
35:25There were only four, which were Rocket, Sanspiray, Perseverance and Novelty
35:31What was the track? What was the course?
35:33But the course was in between the famous ski bridge and the other bridge
35:38A mile and a quarter towards Manchester
35:41They chose Rainhill because it was nice and level
35:46And all locomotives had equal chance in winning the event
35:51They had to put their own weight
35:53They had to have smokeless fuel
35:56And run underneath their own steam
35:59What sort of load did they have to carry?
36:01Well, they had to carry three times their locomotive weight along the course
36:08Ten times up and down for the competition
36:12Ten times one and a half miles
36:15Miles, yes
36:16In both directions
36:17That would kind of simulate Liverpool to Manchester in distance
36:20Give and take, yes
36:21Did many people attend?
36:22Between 10,000 and 15,000 they think
36:26And if you think what transportation was like then to get here
36:29It's quite amazing
36:31And these people would be lining the track?
36:33They were lining the track, yes
36:34Further down, just past the station
36:36Let's talk about the wonder of Rocket
36:38How did Rocket perform?
36:39Superb
36:40Superb
36:41Superbly, yes
36:42That's all I can say, superb
36:43Yeah, it did, it ran at 29 miles an hour, didn't it?
36:46Yes
36:4729 miles an hour
36:48Can you imagine the impact of 29 miles per hour on the crowd?
36:51Yes
36:52They were hoping it would do 10 miles an hour
36:54And it did 29 miles an hour
36:56Rocket's evident triumph settled that steam locomotion was the future of railways
37:03This legendary engine has been preserved at the Locomotion Museum in Shilden, County Durham
37:13Senior curator Anthony Cools knows why it left the other competitors in their tracks
37:20Anthony, now I'm in the presence of greatness
37:23Rocket
37:24Very much so
37:25This is the original, accept no substitute, Stevenson's Rocket
37:29It's really compact, it's not a large machine at all
37:32No, no, you may call it the gentleman's light sporting locomotive in many ways
37:36Everything it needs to do is encased in this very small frame
37:41What you have here is the ingredients of every commercially successful steam locomotive in Britain until 1960
37:49With the end of Steam with Evening Star at Swindon
37:52How so?
37:53So, Stevenson didn't invent the various parts that made Rocket so good
37:58But he put those elements together
38:00So you have three basic innovations
38:04The first is the multi-tubular boiler
38:07Oh yeah, so it's got lots of tubes
38:09It's got the tubes through that boiler which increase the heating surface
38:13So it's a far more efficient steam generator
38:16Innovation number two is actually missing from this engine
38:19But this engine had a thing called a blast pipe
38:21So the steam exhaust went directly from the cylinders through to the base of the chimney
38:26And the exhaust steam went up the chimney making that chuff, so beloved of a steam locomotive, that sound
38:32And that chuff drew air through the fire and made the fire burn hotter
38:37And the third innovation that Stevenson puts onto Rocket is the direct connection from the piston to the driving wheel
38:47So there is a missing connecting rod here
38:49Yeah, yeah, yeah
38:50But the fact that this was connected directly rather than through complex mechanisms
38:55Makes an engine that is far more compact
38:58And able to perform efficiently and effectively using much less fuel
39:03There were several days of trial
39:05That's correct
39:06And over those days Rocket proves its superiority
39:08It does
39:09And initially it's not necessarily there as one of the front runners
39:13There was an engine called the Novelty
39:15Which was made by Braithwaite Ericsson in London
39:17And it was light and it was fast
39:19It was copper and it was blue
39:21It looked so different
39:23It looked nothing like this at all
39:24And it went really fast
39:26And of course that caught the public's imagination
39:28They thought it was brilliant
39:30But of course you put a load behind it
39:32And as George Stevenson said quite cannily
39:35It's got near guts
39:36And of course Novelty couldn't pull the weight of train that they wanted it to
39:41So that leaves one front runner, which is Rocket
39:44It's fast, it's light, it's painted yellow
39:47The colour of speed, very much as stagecoaches were
39:50And it wipes the floor with the other contenders
39:53Given this locomotive's place in history
39:56And that this is the genuine item
39:59That so much of it is original
40:01How do you feel in its presence?
40:03We are in the presence of something like the railway Mona Lisa
40:06This is an icon
40:09That's an overused phrase so often in railway history
40:12But this is the real thing
40:14It's an absolute joy to have it in our collection
40:18And a real highlight to walk past it everyday
40:20As railways snaked across the country
40:22They steamed into our cultural life
40:23As railways snaked across the country
40:27As railways snaked across the country
40:30They steamed into our cultural life
40:32Inspiring the songs of the music halls
40:34Becoming symbols of modernity in art
40:36And racing into the imagination
40:37And onto the pages of literature
40:38One of the first writers to explore how railways had changed things
40:43Was novelist Elizabeth Gaskell
40:44Whose works include North and South and Cranford
40:45On board for the book
40:46As railways snaked across the country
40:47As railways snaked across the country
40:48As railways snaked across the country
40:50They steamed into our cultural life
40:51Inspiring the songs of the music halls
40:52Becoming symbols of modernity in art
40:54And racing into the imagination
40:56And onto the pages of literature
40:57One of the first writers to explore how railways had changed things
41:04Was novelist Elizabeth Gaskell
41:07Whose works include North and South and Cranford
41:12On board the train to Liverpool
41:14I've arranged a rendezvous with Dr Diane Duffy
41:17Chair of the Gaskell Society
41:20Diane. Hello. Well met. Hello Michael.
41:24Really good to see you. Good to see you.
41:27Come to talk to you about Elizabeth Gaskell
41:29Right
41:3019th century novelist
41:32Now, she makes good use of trains, doesn't she?
41:35She does indeed
41:36In her first novel, Mary Barton
41:38Which was published in 1848 and set in the 1830s
41:41There's a wonderful train journey from Manchester to Liverpool
41:45Where Mary, who's travelling alone, which was very unusual
41:49And I think Elizabeth is the first woman to write about a lone female traveller
41:54Is travelling to Liverpool to save her lover
41:57Putting that in inverted commas
41:59Who is up for trial for murder
42:02And Mary has evidence to prove that he's not guilty
42:05And she's trying to get there in time to save him
42:08So the train plays a part in the drama
42:10It emphasises the urgency of getting to Liverpool
42:13That's right. She loved dramatic incidents
42:16And the whole tension of Mary being on this time frame
42:20Might not get there in time
42:22Single woman on her own having to give evidence in court
42:25You know, it's really heightened tension
42:27Let me hear, please, how Elizabeth Gaskell writes this piece
42:30The early trains for Liverpool on Monday mornings
42:33Were crowded by attorneys, attorneys clerks, plaintiffs, defendants and witnesses
42:39All going to the Assizes
42:41Mary had never been on one before
42:43And she felt bewildered by the hurry, the noise of the people
42:47And bells and horns, the whizz and the scream of the arriving trains
42:52The journey itself seemed to her a matter of wonder
42:56She had a back seat and looked towards the factory chimneys
43:00And the cloud of smoke which hovers over Manchester
43:03Lovely, it's a beautiful piece of writing
43:05Beautiful piece of reading, if I may say so
43:07Thank you
43:12Diane and I are following in Mary Barton's fictional footsteps
43:15Arriving at Liverpool Lime Street
43:17Elizabeth Gaskell showed Mary's courage and determination
43:24And highlighted how the railways had made travel possible for all
43:29The next train to depart to Platform 9
43:32Will be the 16-15 Avanti West Coast service to London, Euston
43:38Paulette, Rumpel, Crewe, Stafford, Wolverhampton
43:44Diane and I have made our way down
43:46To Liverpool's historic waterfront
43:49Elizabeth Gaskell uses trains in her novels
43:52Did she use them in her private life?
43:54Yes, she did
43:55She was a prodigious train traveller
43:57She went across Britain on the train
44:00Never went to Wales, I don't think
44:01Not that we know
44:02And she travelled on the continent on the train as well
44:05Do we know how she planned her journeys?
44:07Yes, indeed
44:08She used Bradshaw's timetables
44:10But she never always had one that was in date
44:13She writes in January 1860 that she's planning this train journey
44:19But she's only got a November Bradshaw
44:21Which of course is a couple of months out of date
44:23So she asked the correspondent to please check carefully
44:26To make sure that the train times are still the same
44:30Apart from Elizabeth Gaskell
44:32Were other Victorian novelists making good use of the railways?
44:35Well, yes, Dickens used to use the train regularly
44:38And of course there was a train accident at Staplehurst
44:41When he was on the train
44:43And that appears in Edwin Drood
44:45So Dickens also wrote about train journeys
44:49But these tended to be a little bit later, I think
44:51Than some of Gaskell's journeys
44:53And talking of which
44:55It's not just of course British novelists who are into trains
44:57I think of Tolstoy
44:59Who's Anna Karenina
45:00Begins with her witnessing a death on the railway
45:03And ends with her own death at a railway station
45:06Indeed, yes
45:07Suicide
45:08Yes
45:09Very sad novel
45:10I think
45:11My opinion
45:12Yes, I love that book
45:15While the fictional Mary Barton
45:17Was racing to Liverpool to save her lover
45:20Real life tourists were arriving by train
45:23To explore Merseyside's bustling waterfront
45:28In 1841
45:30A Baptist missionary
45:32Called Thomas Cook
45:34Persuaded the Midland Counties Railway
45:36To run special trains
45:38Between Leicester and Loughborough
45:40For a temperance meeting
45:42He organised his first for-profit excursion
45:45With trains leaving Leicester
45:47And Nottingham
45:48And Derby for Liverpool
45:50In 1856
45:52He offered his first Grand European Tour
45:56He remarked
45:57That nothing marked our social progress more
46:00Than the universal love of travel
46:03They say that too many cooks can spoil the broth
46:06But one cook alone
46:08Invented mass tourism
46:10Today there's a campaign to improve rail travel in the North West
46:17To boost prosperity in the 21st century
46:20There's a plan to build a new high-speed rail link
46:24Between Liverpool and Manchester
46:26Part of the Northern Arc
46:28An emerging economic corridor
46:30Which would stretch to the Pennines and beyond
46:33Mr Mayor
46:35Quite a view
46:37The Mayor of Liverpool, Steve Rotherham
46:39Is leading the charge on the new link
46:41Well, what would that new railway have to achieve?
46:45Well, it has to have the ability to put more freight onto rails
46:49So capacity is the major thing that I'm arguing for
46:53But of course it needs to shrink the journey times between Liverpool and Manchester
46:57And if we can get it down to sort of, you know, half an hour
47:01That would be a really good thing for economic growth
47:05And what we've put forward are proposals
47:08That indicate that £90 billion worth of additional growth
47:12Would be generated by the shrinkage to about half an hour
47:17Of a journey between those two great northern cities
47:22The Northern Arc would need to be financed by central government
47:27A far cry from the Wild West nature of railway mania in the 1840s
47:33When the success of the Liverpool and Manchester Railway
47:37Sparked wild speculation
47:39A flood of private investment in new lines
47:42And the inevitable crash
47:49At the centre of it was a Yorkshireman
47:52George Hudson, the so-called railway king
47:56I've crossed the Benines and arrived in the village of Scringham
48:02North-east of York
48:04To learn about the greatest railway entrepreneur of the 19th century
48:08And his fall from grace
48:10Hello Michael, welcome to Scringham Church
48:12Thank you so much
48:13Matthew Wells has written a biography of Hudson
48:16This is the last resting place of George Hudson, the railway king
48:19Well indeed
48:20And this is the grave or the tomb, is it?
48:22This is indeed
48:24This looks like farming country
48:25How did a boy from farming country become king of the railways?
48:28Well he left home at age 15 to go to York to become a draper's assistant
48:34And he became a partner in the firm himself in 1820
48:38In 1827 he inherited quite a substantial fortune from a very distant uncle
48:46And that allowed him then to enter the political elite of York
48:50Using his wealth and influence, Hudson bought up shares in new railway companies
48:56And developed his home city of York into a major railway hub
49:00How would you describe the railway mania of the 1840s?
49:05It was madness
49:07People thought that railways were not just the future
49:10But were a way of making easy money
49:12A little like their dot-com bubble in the 1990s
49:17When people were chasing money thinking this is the future
49:19This is what we need to invest in
49:21And not realising that well
49:23There's not so much value in the investments as do you think there is
49:27Yeah
49:28Railways are very expensive
49:29And they were very expensive then
49:31But Hudson, he started off by producing big dividends
49:34That encouraged shareholders to come forward and invest in his railways
49:38I fear it wasn't just wealthy people who put their money into railways
49:41I mean, even middling people put their money in, didn't they?
49:45Well, yes, if they had money to spare then they could buy small shares
49:50So, for example, you get people like the Bronte sisters
49:53They had invested money in the railways
49:55They only invested a small amount of money
49:57It was people who invested large amounts of money
49:59Who perhaps would have been more nervous about what was going to happen
50:02If the railway mania bubble ever burst
50:05And it did?
50:06And it did
50:08How predominant did Hudson become in the world of railways?
50:11He's extremely predominant
50:13And he epitomises the railway mania
50:16And by the time of his fall, at the end of 1848
50:19He was controlling around 1,300 miles in England
50:23The total mileage was just under 5,000
50:26Which means he was controlling about 25% of railways
50:31That is extraordinary
50:33Now, the fall from grace
50:35Was Hudson guilty of improprieties or irregularities?
50:40He was definitely guilty of irregularities
50:43And his accounting procedures were questionable to say the least
50:48For example, he paid some of the dividends to shareholders from capital
50:53And the money that was made by the railways
50:56He didn't sort of always see as being made by his individual companies
50:59But being made by himself
51:01He didn't distinguish between what was his and what was his shareholders
51:04That's exactly right
51:06Yeah, yeah, yeah, yeah
51:07Although he always claimed, of course, he did everything in the interest of his shareholders
51:11And his directors
51:12Yeah
51:13He was so powerful
51:14His energy, his self-confidence and his authority
51:18Persuaded the shareholders and even his fellow directors
51:21Just to believe what he said
51:23In 1849, Hudson's empire began to unravel
51:28When shareholders in one of his railway companies grew suspicious
51:32And launched an investigation
51:34The fall from grace was massive and catastrophic, was it not?
51:39It was, yeah
51:41He lost everything and then he just became basically a pauper
51:45What's your summary of George Hudson?
51:48There's no doubt that he did things that he shouldn't have done when it comes to accounting
51:54But he should be recognised more for his achievements
51:57Than for his misdemeanours and his misjudgments
52:00He did an awful lot for York
52:02He created it into the railway city that it became and still is
52:07He did an awful lot for Newcastle
52:10The high-level bridge over Newcastle was designed by Robert Stevenson
52:14But the person who drove the project forward, who found the money, promoted the railway, was George Hudson
52:21There's an old expression that you don't want to see how sausages are made
52:41And the early development of the railways in Britain was messy, even dirty
52:47It was early capitalism at its most raw and uncontrolled
52:53This church window is dedicated to George Hudson
52:57He may not have been without stain
53:00But without him, the railways would not have moved forward at their extraordinary pace
53:09Britain's love affair with trains steams ahead
53:13Back at the greatest gathering in Derby
53:15Over 140 historic and modern locomotives have been brought together at the Litchurch Lane Works
53:26One of the oldest and largest train factories in the world
53:30The nation's favourites are here
53:32The supremely elegant, streamlined design of the A4 class
53:37And this one is named after its engineer, Sir Nigel Gressy
53:42Flying Scotsman
53:4497 tonnes in weight, 70 foot in length
53:48The first steam engine officially to achieve 100 miles an hour
53:53Work horses from more recent times
53:56I suppose that diesels don't have the universal appeal of steam locomotives
54:01But this Deltic, a class 55, was an important piece of technology when it was introduced in 1961
54:08Actually then, the world's most powerful single unit diesel
54:12Only 22 were ever made
54:16The greatest gathering is also an opportunity to look to the future of rail
54:22Once the crowds have departed
54:24The Litchurch Lane factory will begin to assemble
54:27The fleet of new trains for HS2 between London and Birmingham
54:32They're being built in a joint venture between Alstom and Hitachi
54:37Good to see you
54:38And you
54:39James Grundy is the project director
54:42James, we're in a mock-up of the sort of roading stock that will run on High Speed 2
54:47Tell us about the characteristics of those trains
54:49Well, essentially the most important one for us is the 360 kilometres per hour
54:53Very high-speed train, fastest in the UK network
54:56In terms of characteristics, big focus on comfort and passengers bringing more seat space
55:01And these trains will be how long? How many seats?
55:04200 metres and around 500 seats per train
55:08Do we know yet what the journey time will be from Euston in London to Curzon Street in Birmingham?
55:13Yeah, so the current estimate is 49 minutes
55:15Which is a very considerable improvement
55:17What do you think about what is being achieved along that route?
55:20I think it's momentous
55:22Certainly Colm Valley Viaduct is a massively impressive structure and a super piece of architecture
55:28And then the tunnelling is just magnificent
55:30Can you imagine how you'll feel the day that a real train like this runs on that railway line?
55:34Very proud, very, very proud
55:36The railway is a family environment
55:38And there will be so many colleagues by that point that would have contributed to the service introduction
55:44It would just be a momentous occasion
55:50This celebration of 200 years is a chance to reflect on how far we've come
55:55John Smith, the CEO of GB Railfreight, has invited me to take part in the long-standing tradition of naming locomotives
56:07This time honouring a pioneering trailblazer, Karen Harrison, Britain's first female train driver
56:14She joined the railways in 1977
56:17She became fully qualified in 79
56:19And it's fair to say that she suffered quite a lot of anti-feeling towards her in terms of driving trains
56:26Now sadly, Karen passed away in 2011
56:29But we've been in touch with her family
56:31And we've explained that we would like to name this GB Railfreight locomotive
56:35And Michael was kind enough to say that he would unveil the name to commemorate this lady's life in changing train driving in the UK
56:44I'm absolutely delighted and honoured to unveil this plaque and to name this locomotive Karen Harrison
56:57But my work here is not yet done
57:00A second loco will be named, I'm told, after another railway pioneer
57:09Well, it has a very excellent day, thank you very much
57:12I must say, an enormous honour, John
57:15The way I say that I approve very much of its bright colours
57:18And it's even more of a privilege to have a locomotive named in the 200th year
57:23Thank you very much, you've done us proud today, thank you
57:26Thank you
57:37The railways were a transformative technology that changed everything about the way that people lived
57:45They tied together cities and nations and continents
57:49And unleashed unprecedented economic growth
57:52They are an enduring innovation
57:55Even today, most countries depend on them
57:58And they are investing heavily in extending and modernising their networks
58:05And this wonderful story began in England 200 years ago
58:10Which is perhaps why we British suffer from incurable railway nostalgia
58:16At least I do
58:18And they do not appear to be alone
58:21I'm not品 therator
58:24But that can help somewhere
58:26And we really lock them up
58:27But that can help somewhere
58:28Of There's no barriers
58:30Shotsnaa
58:31And they can help her
58:32I forgot to help her
58:34To adapt her
58:35To detest
58:36And we really close
58:37The Kelvin
58:38So
58:39To me
58:40To
58:41To
58:42To
58:43To
58:44To
58:45To
58:46To
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