RECORD BREAKERS
INNOVATORS
PIONEERS
INVENTORS
HOW BRITAIN LED THE W ORLD IN RAIL TECHNOLOGY From the publisher of
BY ROBIN JONES
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AND HERITAGE
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Heritage Railway has all the latest news from the world of steam era preservation. The highs and lows of surviving British steam locomotives are the main attraction but there’s also room for historic rolling stock, a comprehensive guide to rail tours and updates on signals and stations. Heritage railways reproduced in miniature are detailed in the model section and there are full reports from auctions of railwayana. Interviews give a rare insight into the work that goes on behind the scene to keep preserved traction in action on the main line.
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CONTENTS
RECORD BREAKER S
INNOVATORS
PIONEER S
LEFT: Monday, May 14, 2018, not only marked the 67th anniversary of the world’s first preserved railway, which kick-started the volunteer-led operational heritage railway sector and laid out a blueprint for many others to follow, but also saw the return to passenger duty of 1878-built Hughes 0-4-0ST No.3 Sir Haydn – obtained from closed sister line the Corris Railway and named after the line’s late owner, Sir Henry Haydn Jones, after six years and a major overhaul. Known as Founders’ Day, it also marked the annual commemoration of the inauguration of the line on May 14, 1951, with the first train being run from Tywyn Wharf station to Rhydyronen (where Sir Haydn is pictured) and included a re-enactment of the cutting of the tape originally performed by the first chairman of the Talyllyn Railway Preservation Society, Bill Trinder. IAN DRUMMOND/TR
INVENTO RS
IN RAIL TECHNOLOGY HOW BRITAIN LED THE WORLD JONES BY ROBIN
LANDMARKS IN
From the publisher of
RAIL HISTORY
AND HERITAGE
THE HOME OF RAIL
INVENTION AND INNOVATION
FIRST INTERCITY RAILWAY FIRST BRITISH RAILWAYS STANDARD
PRINTED IN THE UK
£6.99
FIRST UK MAIN LINE DIESEL
COVER PICTURE: A3 Pacific No. 60103 Flying Scotsman ready to leave King’s Cross with the ‘Scotsman Salute’ special to York on January 11, 2019. ROBIN JONES COVER INSETS: Nos. 10001 and No. 10000 head the ‘Royal Scot’ at Crewe on June 6, 1957. COLOUR-RAIL Prince Charles unveils Britannia on January 24, 2012 at Wakefield Kirkgate following its overhaul. ROBIN JONES
The static replica of Stephenson’s Rocket in the Great Hall at the National Railway Museum in York. ROBIN JONES
AUTHOR: Robin Jones PRODUCTION EDITOR: Pauline Hawkins DESIGN: Craig Lamb Kriele Ltd design_lamb@btinternet.com
CHAPTER 01: CHAPTER 02: CHAPTER 03: CHAPTER 04: CHAPTER 05: CHAPTER 06: CHAPTER 07: CHAPTER 08: CHAPTER 09: CHAPTER 10: CHAPTER 11: CHAPTER 12: CHAPTER 13: CHAPTER 14: CHAPTER 15: CHAPTER 16: CHAPTER 17: CHAPTER 18: CHAPTER 19: CHAPTER 20:
ADVERTISING MANAGER: Sue Keily skeily@mortons.co.uk PUBLISHING DIRECTOR: Dan Savage MARKETING MANAGER: Charlotte Park cpark@mortons.co.uk
REPROGR APHICS Jonathan Schofield, Paul Fincham
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ISBN: 978-1-911276-71-5
Introduction Britain’s first public railway The first railway locomotive The world’s first passenger railway The Middleton firsts The first public steam railway The first inter-city railway The first railway fatalities The first Royal Train The world’s first preserved locomotive The first railway murder Britain’s first electric railways The first miniature railways Britain’s first Pacific First to the ‘magic ton’! The first heritage railway Britain’s first main line diesel The first British Railways Standard The first preserved railway First saved from Barry scrapyard The world’s first modern passenger train reborn! PUBLISHED BY: Mortons Media Group Ltd, Media Centre, Morton Way, Horncastle, Lincolnshire, LN9 6JR. Tel: 01507 529529 PRINTED BY: William Gibbons and Sons, Wolverhampton COPYRIGHT: ©2019 Mortons Media Group Ltd. All rights reserved.
4 6 12 20 28 30 38 46 54 58 62 64 74 76 80 92 98 106 112 122 126
No part of this publication may be produced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. All pictures marked * are published under a Creative Commons licence. Full details may be obtained at http://creativecommons.org/licences
Great British Railway Firsts 3
INTRODUCTION
Britain is the land of THE GREATEST OF ALL RAILWAY FIRSTS
W
e shrank the world through the invention of the steam railway locomotive: Cornwall may be renowned for its surfing waves, clotted cream and pasties – but thanks to a single invention by Richard Trevithick, one of the duchy’s greatest sons, the world was reshaped forever. It was Britain – South Wales to be precise – which boasted the world’s first passenger-carrying railway, which sadly is no longer there. We also opened the world’s first inter-city railway, soon after we finished wrangling over whether steam, cable-hauled or horse traction was the future. It was a Scotsman who invented and demonstrated the world’s first electric railway locomotive, and although the
4 Great British Railway Firsts
Germans beat us to the first passengercarrying electric railway, Britain today has the oldest surviving one in the world. And it was another Scotsman – a flying version – which on November 30, 1934 became the first steam locomotive anywhere to be officially recorded as travelling at 100mph. It was in Wales where volunteers took over and ran a classic steam line for the first time, and started the operational heritage railway movement, which today forms a sizeable chunk of the home tourist economy as well as an educational resource of monumental proportions. This publication is dedicated to our great pioneering country’s many railway firsts – the first public railways, the first public railway with steam haulage, the first Royal Train, the country’s first
Pacifics, the first of 999 British Railways standard class locomotives and the first miniature railways, long a popular feature of seaside resorts, parks and other tourist attractions both here and abroad. On the downside, we look at the first recorded railway fatalities, and the first railway murder. We have much cause to celebrate our railway firsts, but we have not always looked after them, or even acknowledged them until recent times. Take the great Flying Scotsman, for example. It is often referred to as the world’s most famous steam locomotive, but British Railways would almost certainly have scrapped it if Ffestiniog Railway saviour Alan Pegler had not stepped in and bought it privately in 1963. There again, when Alan Pegler’s over-ambitious Flying Scotsman tour
A world first and a first for the British heritage sector: the survivor of a pair of petrol-electric railcars designed by North Eastern Railway assistant mechanical engineer Vincent Raven, and built in 1903, has been brought back to life after seven decades as a holiday chalet. Not only that, but No. 3170 again has a dedicated and historically appropriate trailer in NER autocoach No. 3453. The pair, a now-unique Edwardian DMU, are seen undergoing a public trip on the day of their official launch at the Embsay & Bolton Abbey Steam Railway on October 19, 2018. ROBIN JONES
On January 11, 2019, A3 Pacific No. 60103 Flying Scotsman headed a special memorial trip from King’s Cross to York, in honour of the locomotive’s former saviour and owner of 23 years Sir William McAlpine, who passed away at the age of 82 on March 4, 2018. The ‘Scotsman Salute’ brought nearly 400 VIP guests and members of the public to the National Railway Museum, where Class 90 electric locomotive No. 90028 was officially named Sir William McAlpine on the turntable in the Great Hall. His widow Lady Judy McAlpine is seen with the first steam locomotive in the world to officially reach 100mph. She said that her husband had regretted selling the locomotive and had always been in love with it. ROBIN JONES
of North America in 1969-70 ran out of money, No. 4472 – as it was then – was left stranded in San Francisco waiting for the creditors to do their worst, until Sir William McAlpine, arguably one of, if not the, greatest figure of the UK railway preservation movement, stepped in to buy it and bring it home in 1973. It is thanks to his efforts that the locomotive is now part of the National Collection where it should have been from the start, overseen by the National Railway Museum. You do not have to delve into the history books to experience a railway ‘first’, for they are happening here and now. On October 19, 2018, I was invited to the Embsay & Bolton Abbey Steam Railway to join other guests who were taking the first public ride for 87 years in the world’s first passenger train powered
by internal combustion. Yet despite the fact that 1903-built North Eastern Railway petrol-electric autocar No. 3170 is the direct ancestor of all internal combustion, in most cases diesel, railcars and multiple units everywhere, the world forgot about this magnificent treasure for more than seven decades. Stripped of its chassis and motor, No. 3170 slept, Rip van Winkle style, as a holiday chalet on a North Yorkshire farm until it was rediscovered by Stephen Middleton, one of the world’s leading experts on the restoration of wooden-bodied carriages, and bought for restoration, as outlined in Chapter 20. Museums everywhere had long overlooked this ‘first’ – it would have been adequate to have merely preserved the body safe from the elements. But Stephen embarked on a definitive
Mission Impossible – setting up a trust to create a new chassis, order a new diesel engine and also restore a historically appropriate trailer car to go with it. Thankfully this ‘first’ is back with us. Back in the Sixties, when railway enthusiasm was all about saving steam engines from the scrapyard, nobody saved Britain’s first diesel, LMS No. 10000, from this fate. However, as outlined in Chapter 16, a group is now making rapid strides in recreating this priceless first – and aiming to perform a ‘Middleton miracle’. We cannot but wish them all the best, because this resurrection of another lost first would be a magnificent addition to Britain’s heritage locomotive fleet, of which everyone in this country, not just enthusiasts, has cause to be rightly proud. Great British Railway Firsts 5
Chapter 1
Britain’s first
PUBLIC RAILWAY
The question of which was the first public railway in Britain has long been open to debate. Many historians have quoted the Surrey Iron Railway, but there were two lines which began running ‘public’ freight services before it, one in Wakefield and the other in South Wales, which is now being revived as a heritage line.
N
obody knows exactly when the railway concept first appeared in civilisation, but the fabled world of drama in ancient Greece has been mooted as a starting point. It has been said that the technology of the day facilitated the movement of scenery easily and quickly on wheels guided by parallel grooves cut in the stage floor. If that is indeed the case, soap operas like Coronation Street and Emmerdale would in theory share the same distant ancestral evolutionary starting point as Flying Scotsman and Mallard! By far the best known of these early railways is the Diolkos, a paved trackway in Greece which was used to transport boats across the Isthmus of Corinth. Instead of circumnavigating around the Peloponnese
BELOW: Hudswell Clarke 0-6-0T No. 359 of 1917 Hilda pictured at Danygraig Locomotive Depot in 1946, resting among a remarkably disparate collection of small locomotives acquired in 1922 by the GWR from minor South Wales railways, including one of eight assorted engines from the Llanelly & Mynydd Mawr line. It survived until February 1954. BEN BROOKSBANK*
6 Great G British Railway Firsts
A Wakefield Civic Society blue plaque recalls the place where the largely forgotten Lake Lock Railroad crossed Aberford Road. The plaque says that the line was “probably” the world’s first public railway, although that title is contested.
peninsula, ancient Corinthian ships were quickly transported across the Isthmus. It may have been built as early as the end of the seventh century BC and used up to around 50AD. Railways were used in the medieval metal mines of central Europe, and known in England from Tudor times. By the start of the 19th century there were
hundreds of miles of private mineral waggonways or tramways in Britain, and they had become a key element of the Industrial Revolution, serving mines, blast furnaces and factories. The Oxford Companion to British Railway History states that the world’s first public railway as opposed to just a railway – one which could be used by anyone on payment of the appropriate tolls - was the Surrey Iron Railway. A horse-drawn concern authorised by an Act of Parliament in 1801 and receiving its Royal Assent on May 21 that year, it ran from a wharf on the River Thames at Wandsworth eight miles along the valley of the River Wandle via Mitcham to Croydon. However, there are counter claims to the title of the first public railway. The Lake Lock Railroad near Wakefield in West Yorkshire is one such contender. The Lake Lock Rail Road Company was formed in 1796 with the capital being raised from 128 shares bought by people from all walks of life, including a lawyer, a banker, a doctor, a clergyman, a merchant and a widow. Authorised under the 1793 Wakefield Inclosure Act, it was built to allow many independent users to haul wagons along it, as
A typical train on the Surrey Iron Railroad, long feted in authoritative works as the first public railway, although there are two very strong challengers to the claim.
opposed to those of just one owner, and so its status was defined as being public from the start. The first section of the line was opened to traffic in 1798, five years before the Surrey Iron Railroad. The main purpose of the Lake Lock Railroad was to carry coal from adjacent pits to the Aire & Calder Navigation for onward shipment. It also conveyed roadstone, timber and burnt lime. It originally ran from Lake Lock near Stanley on the Aire & Calder Navigation and ran three miles westwards to Outwood. A separate Act of Parliament of 1810 permitted extensions to East Ardsley and Kirkhamgate. It was built to 3ft 4¾in gauge using edge rails, and its trains comprised a horse pulling three wagons. In 1807, 110,000 tons of freight were being carried, but this fell to 76,000 tons in 1823. The demise continued and the line was closed in 1836 when the major colliery owner J&J Charlesworth constructed another railway.
SURREY – NOT THE FIRST?
The schoolbook text long-time contender for the title, the Surrey Iron Railway, was a 4ft 2in gauge horsedrawn double-tracked plateway that linked Wandsworth and Croydon via Mitcham.
A Surrey Iron Railway poster.
The Diolkos, a paved guided trackway which crossed the Isthmus of Corinth in ancient Greece,is the best known of the world’s early railways. Here is the excavated western end. DAN DIFFENDALE
Once authorised, construction started immediately with William Jessop as engineer, George Leather as resident engineer and joint contractor with Benjamin Outram. The line had a branch from near Mitcham Junction to oil-cake mills at Hackbridge, and several spurs to other mills and works. Again a public toll railway, it allowed independent goods hauliers to run over it using their own horses and wagons, and the owning company did not operate its own trains. At various times it leased out the track and the dock, or collected tolls and carried out repairs itself. The principal traffic was coal, building materials, lime, manure, corn and seeds, but it never carried passengers. An extension, the Croydon, Merstham & Godstone Railway, was built and opened in 1805. The railway’s trade was hit hard by the opening of the Croydon Canal in 1809 and as a result of the closure of the underground stone quarries at Merstham in the 1820s. In 1823, William James, a shareholder in the railway, tried to persuade future Rocket builder George Stephenson to supply a steam locomotive. However, Stephenson realised that the cast-iron plateway would not support its weight and refused. Unable to compete with new steam railways, it closed on August 31, 1846 after an Act of Parliament was obtained. The route was then used for part of the West Croydon to Wimbledon line, part of the London, Brighton &
A watercolour of the Croydon, Merstham & Godstone Railway, the extension of the Surrey Iron Railway passing Chipstead Valley Road in Coulsdon, Surrey.
South Coast Railway from 1856. Some of the route is today used by London Tramlink: routes 3 and 4 between Waddon Park and Waddon Marsh, and route 3 at Mitcham.
A surviving wheel from the Surrey Iron Railway. MATT BROWN Great British Railway Firsts 7
A commemorative plaque and some of the original stone sleepers of the Surrey Iron Railway that were set in the wall of Young’s Brewery in Wandsworth until the wall’s demolition in December 2014. A pair of trams pass at Waddon Marsh on the Croydon Tramlink on May 5, 2015, two centuries after horses pulled wagons along the Surrey Iron Railroad.
MOTMIT*
TRAIN PHOTOS
LEFT: A depiction of the Surrey Iron Railway on a cigarette packet collectors’ card.
LLANELLI’S TWICE-REVIVED TRAMROAD A third contender for the title of the oldest public railway is the Llanelli & Mynydd Mawr Railway in South Wales, originally a 4ft gauge plateway known as the Carmarthenshire Tramroad. While the Act of Parliament sanctioning the construction of the Surrey Iron Railway was passed in 1801, a year before that of the Carmarthenshire Tramroad, the latter was running trains two months before traffic on the Surrey line began. The origins of the Carmarthenshire Tramroad date back to 1796 when Englishman Alexander Raby took over a nearby iron furnace built three years earlier – with money raised from the sale of land in Surrey – and began to mine coal. He needed to transport it from his colliery and ironworks to the shipment point on the Llanelli mudflats. After the opening of the initial section of the line, from Carmarthen Docks to Cwmddyche (Furnace), it was extended to link with other collieries as far north as Gorslas in 1806. However, the topmost end of the line fell into disuse by 1816 and the entire route was moribund by 1827. A number of plans were produced to rebuild the line to steam locomotive8 Great British Railway Firsts
hauled standards but none took off until 1875 when the Llanelly & Mynydd Mawr Railway Company obtained a new Act of Parliament. Spurred on by the Great Western Railway’s decision to eliminate Isambard Kingdom Brunel’s 7ft 0¼in broad gauge in South Wales, along with the cost of transferring goods from one gauge of wagon to another, the new Llanelly line was built to 4ft 8½in standard gauge. The 13-mile freight-only ‘new’ railway opened in 1883, and received a major boost four years later when the Great Mountain (Mynydd Mawr) colliery opened. Workmen’s trains serving the collieries were a regular feature, but there was no ordinary passenger timetable to serve the new mining village at Tumble or anywhere else on the line for that matter. At the Grouping of 1923, the company was absorbed into the GWR, which in turn became part of British Railways at nationalisation on January 1, 1948. Traffic to Llanelli declined during the Forties and the North dock was closed in 1951. Yet the line was given a new lease of life with plans to develop the biggest anthracite mine in Europe on a green field site at Cynheidre. Trial borings took
place in 1949, and building the pit began in 1954, with the first coal lifted in 1959 and the colliery officially opened the following year. Dieselisation saw Class 37s trialled between Llanelli and Cynheidre, with steam phased out by November 1, 1965 when Llanelli shed closed. Following the closure, Western Region 0-6-0 pannier No. 1607 was sold to the National Coal Board for use within Cynheidre colliery but was scrapped after suffering a cracked frame in 1969. A goods service carrying agricultural produce and domestic coal traffic to households at Tumble ended on October 17, 1966 and the top two miles of the line were lifted. Tracks to the north of Cynheidre as far as Ty-Isha farm, south of Tumble, were left in place for occasional freight workings to Cynheidre No. 3 shaft, and this section was transferred to the NCB in 1970. The recession of the early 1980s compounded by the miners’ strike of 1984-85 preceded the closure of Cynheidre pit, where the final shift was worked on March 24, 1989, when the last coal train, headed by Class 37 No. 37906, left for Swansea Docks at 10.28am.
REBIRTH OF THE WELSH FIRST
It was not the end of steel wheels on the line, however. The Llanelli & District Railway Society was afterwards permitted to store five diesel shunters and some wagons in the colliery sidings, and on September 6, 1989, No. 37207 brought a Mk. 1 brake second coach to add to the collection on site. On October 14, 1989, two threecar DMUs worked a Monmouthshire Railway Society enthusiasts’ special from Llanelli (renamed as such from the Anglicised Llanelly in 1966) over the line with some difficulty. Half a mile of track north of Cynheidre was lifted by BR, and by early 1990 the pithead had been dismantled. The rest of the line south to Llanelli was mothballed. The society campaigned for a decade to save part of the line, if only because of its historic importance. Talks about saving part of the original tramroad route between Old Castle and Furnace were started, but no money or resources were available in an area suffering from high levels of unemployment and social deprivation. Furthermore, metal thieves tore up the mothballed line section by section, and in 1997 Railtrack ordered the rest to be lifted – leaving just two miles between Cynheidre and Tumble that was in the ownership of the Coal Authority. The railway was sold by British Rail Property Board to the local authorities as part of a scheme to transform the track bed into a cycleway to be developed by Bristol-based Sustrans. Much of it is now the Swiss Valley Cycle Route, part of National Cycle Route 47, itself a part of the Celtic Trail. Meanwhile, the frustrated railway
Avonside 0-4-0 saddle tank No. 1498 of 1906 Desmond is under restoration in the Llangollen railway workshops with a view to bringing steam back to the Llanelli and Mynydd Mawr Railway. LMMR
society sold off its shunters and stock. However, on April 15, 1999, a new charitable company, the Llanelli and Mynydd Mawr Railway Company Ltd, reviving the name of the former operator but with the later Llanelli spelling, was incorporated. Its primary objective was and is to reinstate a working railway on this historic line. The scheme is centred on derelict land on the site of the former colliery at Cynheidre, which is now completely owned by the revivalist company, which aims to re-lay as much of the railway as and where possible. A goal is to provide a heritage centre
and a full-size steam and diesel heritage railway. At the time of writing, the current running line is around a quarter of a mile long. The company owns the trackbed to the north of its running line over which it can be extended to just under a mile. At Cynheidre, the not-for-profit company has erected a single road locomotive shed and a three-road rolling stock shed, with a temporary wooden structure as a heritage centre. The completion of the shed facilitated the rolling stock to be transported to the site on November 19-22, 2007.
The Llanelli and Mynydd Mawr heritage railway’s modern locomotive shed at Cynheidre seen on May 28, 2018. LMMR/PHIL FITZSIMMONS Great British Railway Firsts 9
Today’s Llanelli & Mynydd Mawr Railway’s Sentinel shunter No. 10222 in action on August 27, 2018. No. 10222 was donated to the Llanelli & Mynydd Mawr Railway by Hanson Aggregates of Machen Quarry in 2001. It had previously worked at Hirwaun stone quarry. LMMR/PHIL FITZSIMMONS
The Llanelli & Mynydd Mawr Railway’s depot which has been built on the site of the former Cynheidre ‘super pit’ as a base for extending the heritage line both north and south over the historic route. LMMR/PHIL FITZSIMMONS
The railway owns one steam locomotive, Avonside 0-4-0ST No. 1498 of 1906 Desmond, which is awaiting restoration at the Llangollen Railway. The railway held its first public open day on Sunday, September 3, 2017. It operated brake van rides using Sentinel 0-4-0DM shunter No. 10222 and BR brake van No. 981287. The railway’s buffet car was used for refreshments throughout the course of the day. Santa specials have since been run. Other diesel traction in the company’s possession are former Netherland Railways English Electric Class 600 0-6-0 shunter No. NS 690, Ruston Hornsby 0-4-0 shunter No. 394014 and BR Class 122 railcar No. 55019. A dedicated team of volunteers comprise working parties on site every Saturday morning and more participants of all ages are sought. The long-term objective is to reinstate the entire route alongside the existing cycleway, as far north and south as possible. The section of trackbed at Cynheidre is not part of the 1803 section of the Carmarthenshire Railway, and lies on a later extension, but its revival is nonetheless testimony to a major landmark in both British and global railway history, and as such merits unswerving support. BELOW: Class 122 railcar W55019 at Cynheidre after being delivered from Tyseley Locomotive Works in Birmingham. The vehicle, formerly owned by Network Rail and the eighth and last Class 122 to be preserved, was acquired from Chiltern Railways which had declared it surplus to its requirements for running ‘bubblecars’ in everyday service on the Princes Risborough branch. It is hoped to repaint it into its original BR green. Project manager Des Thomas said: “We must express our thanks and appreciation to Chiltern Railways for the assistance which they have given to us during this process and for the enthusiastic support they continue to give our project.” LMMR
Repatriated from the Dutch railways, English Electric Class 600 0-6-0 shunter No. NS 690 at Cynheidre on May 28, 2018. LMMR/PHIL FITZSIMMONS
In 2017, the modern-day Llanelli & Mynydd Mawr Railway joined the ranks of many other heritage lines in Britain by running Santa specials, comprising a brake van seen being hauled by Sentinel 0-4-0DM shunter No. 10222, now named Peter J. Griffiths, on a snowbound December 10 of that year. LMMR
Chapter 2 The modern-day replica of Richard Trevithick’s 1804 locomotive which gave the world’s first public demonstration of a steam railway engine on the Penydarren Tramway. It is seen in action at the National Railway Museum’s hugely successful Railfest 2004 event, marking the bicentenary of the run. ROBIN JONES
The first
RAILWAY LOCOMOTIVE
Cornish engineer Richard Trevithick set out to find a better method than horses and carts for hauling heavy machine parts from the duchy’s ports to its copper and tin mines – and came up with a new form of transport that would change the world forever.
hick, The Cornish giant of steam, Richard Trevit ay railw first his e wher s, Wale in red pictu locomotive ran.
C
ornwall has long been renowned as one of Britain’s top summer holiday destinations, by virtue of its stunning landscapes, golden surfing beaches, historic ports
and harbours, pasties and cream teas. However, it was the birthplace of a mining engineer whose greatest invention changed the world forever and ushered in the modern age…even though he died in poverty.
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