Thomas Russell Crampton
Template:Short description Template:For Template:Use dmy dates Template:Use British English Template:Infobox person Thomas Russell Crampton, MICE, MIMechE (6 August 1816 – 19 April 1888) was an English engineer born at Broadstairs, Kent, and trained on Brunel's Great Western Railway.
He is best known for designing the Crampton locomotive but had many engineering interests including the electric telegraph and the Channel Tunnel for which he designed a boring machine. His locomotives had much better success in France, Germany and Italy than they did in the UK.
Personal life
Born to John and Mary Crampton of Prospect Cottage (in what is now Dickens Walk), Broadstairs, on 6 August 1816, Crampton was the son of a plumber and architect.<ref name=Life/> He was educated privately. Crampton married Louisa Martha Hall, who was a singer and a friend of Jenny Lind, on 25 February 1841.<ref name=Tree>Template:Cite web Template:Dead link</ref> They had 8 children, six boys and two girls. The eldest girl, Ada Sarah, died aged 4 on 16 February 1857.<ref name=Twig>Template:Cite web</ref> and Crampton gifted a stained glass window in St. Peter's church, Broadstairs in her memory. Their youngest daughter, Louisa, was to marry Sir Horace Rumbold, the Ambassador to the Netherlands.<ref name=Life/>
He died at his home, 19 Ashley Place, Westminster on 19 April 1888 and was buried in Kensal Green Cemetery.<ref name=Life/>
Career
Crampton entered a career in engineering, initially with Marc Brunel and later with the Great Western Railway (GWR) in Swindon.<ref name=Life>Template:Cite web</ref><ref name=Index>Template:Cite web</ref>
Great Western Railway 1839-43
Crampton worked as assistant to Marc Brunel and on joining the GWR in 1839,<ref name=Tower>Template:Cite web</ref> then Daniel Gooch. Crampton was involved in the design of the "Firefly" class of locomotives.<ref name=Tower/> Gooch's aim was to produce broad gauge locomotives that were better than those on the standard gauge lines, thus proving the broad gauge system was the better technically. Crampton, unbeknown to the GWR, had the idea of improving standard gauge locomotives so that they could match those of the broad gauge.<ref name=Index/> In 1843, he left the GWR.<ref name=Tower/>
Development 1844-51
Crampton realised that the locomotives of the GWR were better than the standard gauge locomotives for a number of reasons. The broad gauge allowed a larger boiler diameter and higher centre of gravity for the same stability. Broad gauge also allowed a bigger firebox and heating area. Larger driving wheels gave a lower piston speed, which allowed a higher speed for the locomotive before exhaust problems occurred.<ref name=Index/>
In 1843, Crampton took out a patent for a new design of locomotive. It is for the physical appearance of his locomotives that Crampton is remembered for today, with the driving wheel placed behind the firebox. But there were technical improvements that he made, which laid the foundations for future locomotive design. The three most important improvements were:- wide steam passages, large heating surfaces and generous bearing surfaces on the wheels.<ref name=Index/>
From 1844 to 1848, Crampton was working for John and George Rennie.
In 1845, Crampton received his first order for a locomotive built to his patent. The Namur and Liège Railway in Belgium ordered three locomotives with Template:Convert diameter driving wheels and a Template:Convert grate. They were built by the firm of Tulk and Ley of Whitehaven. One of the locomotives was tested in 1847 on the London and North Western Railway, who then built a "Crampton Patent" locomotive at Crewe. Another two locomotives were bought by the LNWR, including a 6-2-0 Liverpool built by Bury, Curtis and Kennedy in 1848 with Template:Convert diameter driving wheels. A claim of Template:Convert being achieved was made, with an average of Template:Convert over Template:Convert with a 60-ton load.<ref name=Index/> Another claim was for a speed of hauling eight carriages over Template:Convert at an average speed of Template:Convert.<ref name=Italy>Template:Cite web</ref>
One locomotive Crampton designed had an indirect drive arrangement, with a crankshaft between the driving wheels. This locomotive had a 2-2+2-2 wheel arrangement.<ref name=Index/> In 1847, Crampton became a founder member of the Institution of Mechanical Engineers, and in 1848, Crampton set up in business as a Civil Engineer in London.<ref name=Tower/> In 1850, a Crampton locomotive was exhibited at Birmingham which had balance weights on the driving wheels. This feature was commented upon by William Stroudley.<ref name=Index/> In 1851, Crampton started the Broadstairs Gasworks, overseeing the construction and financing much of the works.<ref name=Life/>
South Eastern Railway 1851-88
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By 1851, Crampton was working for the South Eastern Railway (SER). In that year, ten new Crampton locomotives were built, and one of these, No.136 Folkstone was exhibited at The Great Exhibition.<ref name=Percy>Template:Cite web</ref> In 1854, Crampton became a member of the Institution of Civil Engineers and in 1855 he was responsible for the building of the Berlin waterworks.<ref name=Science>Template:Cite web (a photo of Crampton is here)</ref> In 1856, Crampton was appointed to the Prussian Order of the Red Eagle.<ref name=Tower/> In 1859, Crampton formed the Broadstairs Water Company, building a water tower Template:Convert high which now forms the Crampton Tower Museum. The water tower could hold Template:Convert of water. Broadstairs Water Company was taken over by Broadstairs Urban District Council in 1901. In 1860, Crampton designed a tower for Holy Trinity church, Broadstairs, which Dickens had described as a "hideous temple of flint, a petrified haystack". Crampton donated a clock as a personal gift to the church. He also donated a wrought iron bridge which was built across Goodson Steps. This is the Louisa Gap bridge, named after his youngest daughter.<ref name=Life/> Crampton was elected vice-president of the Institution of Mechanical Engineers in 1883.<ref name=Tower/>
Peto, Betts and Crampton
Crampton entered a partnership with Sir Morton Peto and Edward Betts to undertake part of the construction of the London Chatham and Dover Railway. When the partnership became insolvent in 1867, Crampton was made personally bankrupt,<ref>The Morning Post, 23 July 1868.</ref> but, unlike Peto and Betts, managed to retain his good reputation and continue in business.
Railway lines constructed
Crampton was, wholly or partly, responsible for the railway lines built between Smyrna and Aidin; Varna and Rustchuk; Strood and Dover; Sevenoaks and Swanley; and Herne Bay and Faversham. The latter three lines being built by the London, Chatham and Dover Railway (LCDR).<ref name=Tower/> Crampton was also the contractor, and later chairman of the East and West Junction Railway. A Crampton locomotive was used to haul the first train from Kineton to Fenny Compton.<ref name=EWJR>Template:Cite web</ref> Crampton was a partner in the Mont Cenis Pass Railway<ref name=Ransom>P. J. G. Ransom (1999), The Mont Cenis Fell Railway, pp 30-32, Truro: Twelveheads Press</ref>
Electric telegraph
Crampton was responsible for the laying of the first international submarine cable in the world. This was laid in the Strait of Dover in 1851.<ref name=Index/> The first messages were carried on 13 November 1851 and the cable was in use until 1859.<ref name=Tower/>
The company behind the project was an Anglo-French undertaking, known as la Compagnie du télégraphe sous-marin in France and the Submarine Telegraph Company between France and England in Great Britain. Crampton was the engineer, and Charlton Wollaston was the electrician involved in laying the cable across the Channel. The SER were another early user of the electric telegraph, and it was by use of the SER's wires that messages were able to be transmitted between Paris and London, being relayed from Dover.<ref name=wire>Template:Cite web</ref>
Channel Tunnel
Crampton designed an automatic hydraulic tunnel boring machine, which was intended to be used in the construction of the Channel Tunnel. Modern drilling techniques were made possible by this invention.<ref name=Tower/>
Family
Crampton's first wife died on 16 March 1875<ref name=Tree/> and he married Elizabeth Werge on 25 August 1881.<ref name=Trunk>Template:Cite web</ref> He left six sons and one daughter, who married Sir Horace Rumbold, ambassador at Vienna.Template:Sfn
References
- Attribution
Further reading
- On the advantages of constructing, ventilating and working, long railway tunnels with three separate openings. T. R. Crampton, Clowes, 1883. 8 pp.
- The Crampton locomotive in England. P.C. Dewhurst.
- British locomotive design,1825-1960. Glover, G., London: Allen & Unwin, 1967
- Narrow gauge steam: its origins and world-wide development. Ransom, P.J.G., Sparkford: OPC
- Locomotives of the LNWR Southern Division: London & Birmingham Railway, London & North Western Railway and Wolverton Locomotive Works. Jack, Harry, 2001
- Four main lines. London: Allen & Unwin, Hamilton-Ellis, Cuthbert, 1950. 225pp.