Railway Contractors and Thrashing Machines

[Andy873]

Can anyone explain to me why would a railway contractor building a new line need a thrashing machine?

Back in December 1875 Thomas Stone, railway contractor had to deliver a five ton thrashing machine from Earlestown, Newton-Le-Willows to Great Harwood. At the L&NW goods station a crane was used to lift the machine onto a railway wagon. The crane's chain snapped and the machine fell, in the process a person working for Mr. Stone sustained a deep head wound from the fly wheel. He was unconscious but came round. Medical assistance was sought.

Is this pure coincidence? could he have sold it to someone at Harwood who needed a thrashing machine? and in any case, why would you need one in December?

Would a railway company really let you make personal railway deliveries if it's not connected with the new line's construction?

Can anyone explain please, I'm puzzled over this one.

 

[The exile]

Possibly as a replacement for one that had been damaged/ destroyed in some incident for which the contractor was liable?
Or possibly not a thrashing machine at all, but something that looked like one to the person writing the report or which counted as one for the purpose of calculating freight rates on the LNWR.

 

[Llanigraham]

Or perhaps to gain permission to cross a farmer's land at a favourable rate they agreed to purchase him a threshing machine as a "bribe"?

 

[Bungle158]

I believe Jetemy Bentham was quite keen on thrashing machines

 

[stuving]

Thomas Stone had several other interests, aside from building railways. He owned collieries, and was a farmer to start with and in 1881 when living at Newton Park, Newton le Willows. His son Robert (a civil engineer) was in Great Harwood in 1871, in one of Thomas's houses, while Thomas was at Newton. So there are all sorts of reason why his threshing machine might be going from one of his properties to another, such as for storage or maintenance.

Of course such machines usually travelled hauled by an agricultural engine, and there are a number of reports of serious accidents where such a road train was struck by another kind at a level crossing. In this case I think Thomas had yet finish building the railway to Great Harwood, so perhaps part of the journey would have been done by road.

 

[Gloster]

Why in December? Possibly because it was new and that was when it was turned out of the factory, particularly if it was non-standard. Or it was second-hand and the seller wanted it off their premises. Even though it may only be used for part of the year, purchasers would buy them whenever they had the money or the price was right: they aren’t all going to wait to the last minute and possibly fail to get what they want because everybody else is buying.

 

[Andy873]

Even though it may only be used for part of the year, purchasers would buy them whenever they had the money or the price was right: they aren’t all going to wait to the last minute and possibly fail to get what they want because everybody else is buying.

I agree, a little like buying sun cream in winter for next summer.

Of course such machines usually travelled hauled by an agricultural engine, and there are a number of reports of serious accidents where such a road train was struck by another kind at a level crossing. In this case I think Thomas had yet finish building the railway to Great Harwood, so perhaps part of the journey would have been done by road.

My personal view is that Thomas Stone had got to the new junction just outside Blackburn, near Daisyfield junction by December 1875. It is possible the machine (what ever it was) was delivered to nearby Rishton station, everything else for the town was until the line opened.

Thomas Stone had several other interests, aside from building railways. He owned collieries, and was a farmer to start with and in 1881 when living at Newton Park, Newton le Willows. His son Robert (a civil engineer) was in Great Harwood in 1871, in one of Thomas's houses, while Thomas was at Newton. So there are all sorts of reason why his threshing machine might be going from one of his properties to another, such as for storage or maintenance.

Yes, the farming connection did of course jump to mind. Thomas Stone had been around by now five years and it's easy to imagine a local farmer mentioning about a thrashing machine and Thomas saying I've got one for sale, do you want it?

It's an intriguing one for me and there's only three possible scenarios as far as I can see:

1. The delivery went to Rishton and was then carted away or towed.
2. The junction was there but the L&Y said no to a direct delivery.
3. The junction was there and it was a direct delivery to Harwood.

If have a copy of an unpublished signal box diagram drawn by John Hinson from Chris Littleworth's notes etc that states the junction box at the Blackburn end (originally called Padiham junction) was inspected 17 June 1876. My guess is that the box was in place around March or April that year. It's an interesting diagram as it shows six undocumented sidings (as far as I know), 3 connect to the loop's down line and 3 to the up line. These sidings as far as I can see must have been there by late 1875 or early '76, which implies the junction is in place and a direct delivery was at least possible.

These sidings also pose a mystery.

1. Were they ever built.
2. What was their purpose if they indeed did exist.

Having spoken to Chris several times and knowing his detail for accuracy, my view is that they were indeed there by June 1876. As for their purpose, maybe they were sidings to store carriage stock. Blackburn station (at the time a very busy place) was just a stone's throw away and many passenger services started from here. Maybe.