285 Sentences With "navvies" | Random Sentence Generator

I find this fashion for men dressing as navvies that's going on at the moment really baffling.

Navvies Notebook continued to be published until April 1971, when it was renamed Navvies. The work of the newly formed group continued to grow. In October 1971, Navvies announced a working party on the Grantham Canal, which turned out to be the first of many.

The line was built by over 6,000 navvies, who worked in remote locations, enduring harsh weather conditions. Large camps were established to house the navvies, most of them Irish, with many becoming complete townships with post offices and schools. They were named Inkerman, Sebastapol and Jericho. The remains of one camp—Batty Green—where over 2,000 navvies lived and worked, can be seen near Ribblehead.

In November 1874 a number of skirmishes were fought between the native villagers and Irish navvies. The navvies had been brought in to help construct the railway, and fighting broke out between them and the locals on a number of occasions. This led to the locals being refused work on the line. Causing a small group of locals to throw stones at the navvies, who responded with mattock shafts and spades.

In this role, he attempted to organise workers from a wide variety of industries. He and Tom Fox led a campaign to improve the working conditions of the navvies building the Manchester Ship Canal. Hall launched the Navvies Guide journal, and this agitation led to the formation of the Manchester Ship Canal Navvies Union.Labour Party, "Deaths: Tom Fox", Report of the Annual Conference (1934), p. 65 In 1889, he became the first general secretary of the Navvies' Union, and the union grew to 3,000 members. However, it suffered a major split in 1890, and Hall supplemented his income by working as editor of the Eccles Advertiser.

Navvies constructing the railway between Stockholm and Uppsala, Sweden (ca 1900).In addition to their nomadic living arrangements, navvies confronted varying degrees of dangerous work environments that depended both on the terrain, and the locals' reception of them. Due to limited safety protocols, navvies were frequently injured or killed on the job. For each mile of rail laid, there was an average of 3 work related deaths, which was even higher when working on sections that required tunnelling.

A public footpath crosses the dam and links with the Taff Trail and the Navvies Line paths.

A study of 19th century British railway contracts by David Brooke, coinciding with census returns, conclusively demonstrates the great majority of navvies in Britain were English. He also states that 'only the ubiquitous Irish can be regarded as a truly international force in railway construction',Brooke (1983). Page 167. but the Irish were only about 30% of the navvies.

Outside the church is a memorial in memory of the navvies who died building the nearby Bramhope Tunnel between 1845 and 1849.

Navvies, shorthand for navigational engineers, worked on the reservoir under the "Butty Gang" system, whereby groups of navvies were paid on a fixed lump sum basis, leaving the workers to divide the money between themselves. They were well-paid, hard- working, and hard-living; some were lodged in the Long Shed at Kitcliffe. One Betty Whitehead, a seventy-year old local woman, recalled in the Oldham Chronicle newspaper in 1957 that the navvies "usually had a pocketful of money and a bellyful of beer" It was said that navies "spilt more beer than locals drank". Fights were common.

Thousands of navvies lived locally in temporary bothies with their families, and worked in dangerous and wet conditions to facilitate the grand opening in 1849.

The day-to- day work was overseen by agents, who managed and controlled the activities of the subcontractors. The actual work was done by labourers, in those days known as navvies, supervised by gangers (or foremen). In the early days the navvies were mainly English and many of them had formerly worked on building the canals. They were later joined by men from Scotland, Wales and Ireland.

The official opening was on 22 July 1882. The work paid well, and attracted many navvies to the area. Land-owners were compensated NOK 50–200 per hectare (2.5 acres) for cultivated land, and NOK 10 per hectare for forest. Many local farmers made good money offering transport of cargo for the construction, as well as renting out annexes for navvies; others made money as traders.

By 1864 navvies for the M&MR; had laid rails and a passing loop at Llangurig. But no station buildings or other facilities were actually completed.

Catherine Marsh or Miss C. M. Marsh (15 September 1818 – 12 December 1912) was an English philanthropist and author writing about soldiers and navvies during the 1850s.

This equates to about £27.7 million at today's prices. In all, the navvies (only minimally assisted by mechanical equipment) moved of earth in the course of the works.

Elizabeth Garnett (23 September 1839 – 22 March 1921) was a British missionary to navvies and an author. She was a founder and leading force of the Navvy Mission Society.

As Heywood developed into a mill town during the Industrial Revolution, this brought a large number of new residents to the town, including many Irish escaping the Great Famine. Additionally, many Irish migrants took up jobs in the area working as 'navvies' on the local railway, a fact that still lives on in the town's legacy as some say that these navvies may have been the influence behind Heywood's nickname, 'Monkey Town'.

The construction of canals in Britain was superseded by contracts to construct railway projects from 1830 onward, which developed into the railway manias, and the same term was applied to the workmen employed on building rail tracks, their tunnels, cuttings and embankments. There were 250,000 navvies employed during the apex of British railway expansion efforts. Navvies working on railway projects typically continued to work using hand tools, supplemented with explosives (particularly when tunnelling, and to clear obdurate difficulties). Steam-powered mechanical diggers or excavators (initially called 'steam navvies') were available in the 1840s, but were not considered cost effective until much later in the 19th century, especially in Britain and Europe where experienced labourers were easily obtained and comparatively cheap.

In about 1872 Garnett was moved by a camp of navvies who were encamped near her home who were involved in building Lindley Wood Reservoir. She opened a Sunday School at the site and within a year she resolved to move to the camp. She was joined in her work by the Reverend Lewis Moule Evans. The Sunday School teachers and Evans founded a mission to the navvies by writing hundreds of letters to obtain support.

The construction of the tunnel brought a small army of navvies into the area. They were housed in temporary villages at New Mills and Wybersley, and in specially-built houses near the Rising Sun pub in Hazel Grove, which still exist, and are known as the "Navvy Mansions". A church made of tin was erected at Wybersley, where the Midland Railway had a local administration office. Three hundred of the navvies' children attended the local schools.

As a result, little thought was given to comfort, let alone sanitation, which was actually a prominent issue for everyone during the Victorian era. Shanties "were clearly unhealthy places in which to live, and it was not uncommon for a navvy community to be overtaken by cholera, dysentery or typhus." In addition to these unhygienic living conditions, navvies shared housing, some even sleeping on floors. The majority of navvies were Englishmen, with 30% of the group being Irish.

The reservoirs were built by the corporation of Halifax. During their construction, the narrow gauge Blake Dean Railway was used to get the navvies and the construction material to the construction sites.

Polling was relatively slow until lunch time, when large numbers of navvies and mill-operators voted. There was a heavy poll from 5 p.m. until the close of polls at 8 p.m.

In many cases, though, as time passed, the local establishments benefited from navvy business, which strengthened relations, and even forged friendships with an occasional local helping teach reading and writing to some navvies.

He would at times undertake contracts of little benefit to himself to provide work for his navvies. The only faults which his eldest son could identify were a tendency to praise traits and actions of other people he would condemn in his own family, and an inability to refuse a request. No criticism of him could be found from the engineers with whom he worked, his business associates, his agents or his navvies. He paid his men fairly and generously.

Navvies Bridge, was a former railway bridge, built in 1878 by the Cleator and Workington Junction Railway Company. After the railway line was closed, it was used as a footpath and cycle way, linking the Northside community on the north of the river, to Workington's town centre. Navvies Bridge collapsed in the early hours of 20 November 2009. Work on designing replacement bridge began in May 2011, and the new bridge was officially opened to the public, four months later on 10 September.

Just over a year later, the first edition of Navvies Notebook was published. It listed sites where restoration was occurring, so that members could be informed and volunteer as they saw fit. Navvies Notebook was the idea of Mr G. Palmer, at the time the secretary of the London and Home Counties Branch. Although its primary function was to outline the work programme of his local group, and report on its achievements, he informed IWA members that any restoration work could be included in it.

Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.123 The union affiliated to the National Federation of Building Trades Operatives, which organised a merger conference between it and its three main rivals: the United Builders' Labourers Union, the United Order of General Labourers of Great Britain and Ireland, and the Navvies', Bricklayers' Labourers' and General Labourers' Union. This was not successful; the Navvies and the United Order had little interest in amalgamation, while the National and the United Builders could not agree on a way forward.

Construction work on HM Factory, Gretna started in November 1915 under the general supervision of S P Pearson & Sons. Up to 10,000 Irish Navvies worked on the site as well as concurrently building the two wooden townships to house the workers at Gretna and Eastriggs. To prevent problems with the influx of navvies and munition workers, authorities implemented the introduction of the State Management Scheme which curtailed alcohol sales through the nationalisation of pubs and breweries in the vicinity. Medical issues at the facility were overseen by Dr Thomas Goodall Nasmyth FRSE.

Being a navvy labourer became a cultural experience unto its own during the 19th century. Most accounts chronicling the life of a navvy worker come from local newspapers portraying navvies as drunk and unruly men, but fail to provide any mention that families were formed and raised despite the navvy's traveling demands. The navvies working on the Liverpool and Manchester Railway were paid daily and their pay reputedly went on ale, leaving little for food. When the workers were unfit to work, monies were subtracted from their wages and meal tokens were issued.

Michelago station The railway to the town opened on 7 December 1887 and Bernard Ferris's railway pub at Michelago established during the construction period was called the 'Navvies' Arms'.Errol Lea-Scarlett. Queanbeyan. District and People. Queanbeyan Municipal Council.

Railways in the UK were generally built by pick, shovel and large numbers of railway navvies. Engineer John Braithwaite deployed the first steam excavating machine used on a UK railway at Brentwood (exact date unknown but working in 1843).

Some 1,600 navvies and 70 horses were used to build the line. Before construction, the line had been referred to as the "Orton branch" or the "Lune Valley line", but, once built, it was officially known as the "Ingleton branch".

Coolies, that's a word people don't use much any more; but that's what they were, these Chinese labourers. Coolie comes from the word bitterness. These blokes were eating their fair share of bitterness in France. Navvies for the poms, they were.

Other issues with building the reservoir changed the original timeline from 1 year and nine months, to five years. By 1874, the height of the dam wall had been built to a height of , and 222 men were working on the project. The influx of navvies to construct both Watersheddles and Ponden reservoirs, created a separate local industry; brewing. It was said that the navvies needed two things; beef and beer, and a brewery was built to service their needs at Scar Top, which was at the north eastern end of the dam wall at Ponden Reservoir.

Wooden huts at the former Edmondthorpe and Wymondham railway station, the last surviving navvy housing in the UK and protected as a Grade II listed building.English Heritage Building ID: 355268Many of the navvies employed to build the railways in England during the early part of the 19th century lived in squalid temporary accommodations referred to as "shanty towns." Due in part to constructing through rural areas, and, in part, the navvies negative reputation, two-thirds of the railway construction sites had housing erected specifically for the navvy. Initially, the housing "huts" were constructed quickly and meant to be temporary.

It was formerly the site of a large chalk quarry featuring a pillar and stall mine, an entrance to which still exists, however, it is sealed off for human entry. During the construction of the Grand Union Canal where it flows through Boxmoor, the navvies who carried out the work lived on an encampment at Roughdown Common. The navvies where not the only group that made use of the Common; in 1809 a Good Friday funfair was held in the chalk pit, Joan and Roger Hands (2004). Royalty to Commoners - Four Hundred years of the Box Moor Trust page 59. pub.

In 1920, the United Builders' Labourers applied to join the National Federation of Building Trade Operatives. As a condition of membership, the federation insisted it attend a merger conference with its main rivals, by now the National Association of Builders' Labourers, the United Order of General Labourers of Great Britain and Ireland, and the Navvies', Bricklayers' Labourers' and General Labourers' Union. This was not successful; the Navvies and the United Order had little interest in amalgamation, while the National and the United Builders could not agree on a way forward. Instead, the United Builders reconstituted itself as the National Builders' Labourers and Constructional Workers' Society (NBLCWS).

Inspector Robert Colbeck, Sergeant Victor Leeming and their former colleague Brendan Mulryne follow the trail to France where they meet Thomas Brassey, whose construction of the Mantes to Caen railway is being sabotaged. First Leeming and then Mulryne must pose as navvies to unravel a conspiracy.

For many members of the working class, the costermongers' highly-visible resistance made them heroes. As one historian noted: ::With the navvies a state of permanent warfare with civil authority was common, but not inevitable; with the London costermongers it was axiomatic.Chesney, Kellow 1970. The Victorian Underworld.

Raumabanen (1994): 36 The number of people employed varied between 615 and 550. Most of the workforce consisted of people from other parts of the country, and some foreigners, mostly from Sweden. The navvies were often unmarried and spent large parts of their income on alcohol.

Trondheim Station did not open until 1882. The work paid well, and attracted many navvies to the area. Initial wages were 3.20 kroner per day, though this later was reduced. Two and a half thousand men were employed, with fewer jobs being offered than there were applicants.

Begun in 1860, it took five years to build. The navvies lived where they could, in huts or crevices in the rock. Six pumping stations were needed to keep the workings clear of water, an underground river being encountered at one stage. This was diverted but burst through again.

The Beldar of Uttar Pradesh are still mainly involved in their tradition of navvies. They are employed by the state in the constructions of roads. Generally, whole families participate in the construction industry. Many Beldar are nomadic, shifting from place to place, looking for work at construction sites.

Now a farmhouse, the Durham Ox Inn was a popular haunt of the navvies and labourers engaged in the construction of part of the railway which became known as the London Midland and Scottish Railway, running between Kettering and Oakham from the mid 19th Century and to this day.

Thomas Carlyle's birthplace Thomas Carlyle's birthplace "The Arched House" is a tourist attraction and has been maintained by the National Trust for Scotland since 1936. According to letters from Carlyle written to Charles Gavin Duffy in the summer of 1846, his mother's farm in Ecclefechan was at that time located in Scotsbrig (Charles Gavin Duffy, 'Conversations with Carlyle, NY: Scribner's Son, 1892, pp. 18–20). From Scotsbrig, Carlyle watched the construction of the Caledonian Railway and complained to Duffy of Ecclefechan's potato blight, and the abundance of railway navvies from Lancashire, Ireland, and Yorkshire, finding his visit home disturbed by the "black potato-fields, and all roads and lanes overrun with drunken navvies" (ibid., pp. 19–20).

On completion of the works a gang of Irish navvies working from the Birkenhead end met with a gang of English & Welsh navvies working from the Chester end when the contractors' wages clerk for the Irish gang made off with the pay for his men. Violent fighting between the two gangs ensued over two days involving some 2,000 men; military were sent from Liverpool and Chester, including a piece of ordnance from Chester, and 28 rioters were jailed. In 1891, the track from Ledsham Junction (half a mile south of the station) to Rock Ferry was quadrupled and Ledsham Station acquired four platforms. After the station closed the quadruple track was reduced to double in the 1970s.

It was used as a burial plot for the navvies, and their family members, who died whilst constructing the nearby Ribblehead Viaduct between 1869 and 1876. In all, over 200 people died during the construction from accidents and outbreaks of smallpox. A plaque was erected in the church to their memory.

In May 1917, he was appointed by the Commonwealth Government to a position recruiting labourers and navvies for the Ministry of Munitions in the United Kingdom. He relocated to Victoria 1928 and lived at Barwon Heads from 1932. He died at Geelong in 1940 and was buried at Geelong's Eastern Cemetery.

In 1846, navvies laying track for the North Wales Coast Line reached Bagillt. The Chester and Holyhead Railway officially opened on 1 May 1848. The local mines and works that had used these wharves now switched to haulage by steam train. Bagillt railway station had extensive sidings and goods yard.

The construction seasons of 1884 and 1885 would be spent in the mountains of British Columbia and on the north shore of Lake Superior. C.P.R. trestle bridge Many thousands of navvies worked on the railway. Many were European immigrants. In British Columbia, government contractors eventually hired 17000 workers from China, known as "coolies".

The line the passes the site of station, about east of Chipping Campden itself. From here the line goes into cutting, then the Campden Tunnel under the Cotswold escarpment. In 1851 unrest among the navvies building the tunnel resulted in a riot – the 'Battle of Campden Tunnel'. The next station is Honeybourne.

Most of the workers were nomadic navvies which moved to the area for the period they worked on the line, and then moved onwards to a new project. A significant portion of the works were Swedish.Sørensen (1995): 26 Earthwork was dug using spades and picks. Horses were only used for hauling heavy stones.

Navvies working on the railway in 1854 In The American Songbag, the writer Carl Sandburg claims that the song has been published in sheet music since the early 1850s.Sandburg, Carl (1927). The American Songbag. New York : Harcourt, Brace & Co. The earliest confirmed date of publication is from 1864 from a manuscript magazine.

A huge workforce was required to build the ever-expanding railway system. These armies of rough workers – navigators, or "navvies" for short – brought fear into rural Victorian England. The Special Constables Act 1838 was passed which required railway and other companies to bear the cost of constables keeping the peace near construction works.

Garnett was born in Otley in 1839. Her father conducted a service as Vicar of Otley for the men killed building the Bramhope Tunnel. The impressive monument is now listed and commemorated the work of the navvies who built the tunnel. Garnett married a clergyman but within a year she was a widow.

Interior Navvies' Memorial The earliest parts are of rubble stone. The church has tall perpendicular windows with the exception of the chancel which has two Norman windows. The church has a Georgian oak pulpit. The church has a Norman doorway to its north although it's doubtful it is in its original position.

Many slang terms were used as a method of communication among navvies, which facilitated bonding amongst them, as it was frequently used for a laugh, or as a method of asking for someone to watch your back, while you sneaked a smoke break, or went off for a drink. Much of the terminology appears to be fluid, relying primarily on rhyming with the intended meaning. One example provided by Daniel William Barrett, in his book, Life and Work Among The Navvies, contains the following navvy slang; "'now, Jack, I'm goin' to get a tiddley wink of pig's ear; keep your mince pies on the Billy Gorman.'" This means the speaker's going for a beer, and asking the person being addressed, to keep his eyes on the foreman.

Advertisement for overalls, 1920 In Britain from the mid 19th century until the 1970s, dustmen, coalmen, and the manual laborers known as navvies wore flat caps,Railway navvies corduroy pants, heavy boots,Leisure hour and donkey jackets,The way we wore often with a brightly colored cotton neckerchief to soak up the sweat. Later versions of the donkey jacket came with leather shoulder patches to prevent wear when shouldering a spade or pick. Mill workers in Yorkshire and Lancashire wore a variant of this basic outfit with English clogs.Tap RootsStanleys view The cuffs of the pants were frequently secured with string, and grandad shirts were worn without a collar to decrease the likelihood of being caught in the steam powered machinery.

Georgian-style façade of railway station in 1990. The MWR and M&MR; both knew that their approaches to Llanidloes covered exactly the same ground. This caused the M&MR; to prioritise work on this section, working east from Llangurig. Resultantly, by 1861 the surveyors and navvies of the two competing workforces were physically clashing.

By 1818, high wages in North America attracted many Irish workers to become a major part of the workforce on the construction of the Erie Canal in New York State and similar projects. Navvies also participated in building canals in Britain,Way (1997). Page 94. and by the 20th century, they were the predominant workforce.

The growth of the railway network and the opening of Euston Station in 1837 caused enormous upheaval and was one of the factors that led to the rapid decline of the area. Bringing in "noise, dirt, Irish navvies, and semi- itinerant railway workers"Matthew Sturgis. Walter Sickert. A Life. Harper Collins. 2005. p.221.

It was previously a heavy railway station on the Oldham Loop Line which connected Manchester, Oldham and Rochdale. The station was constructed in 1862 by navvies drafted by contractors under the Lancashire and Yorkshire Railway. On 12 August 1863 the line was opened to commercial traffic, and 2 November 1863 to passenger trains.Hignett (1991), p. 26.

He subsequently retired from the Army and became a labourer.Labour Party, Report of the Annual Conference (1934), p.65 He worked with Leonard Hall to form the Manchester Ship Canal Navvies Union in 1888; this became the British Labour Amalgamation, and Fox succeeded Hall as its General Secretary in 1897.Arthur Ivor Marsh, Historical Directory of Trade Unions, Vol.

This time also coincided with the availability of large-scale ironworking with which to build cranes, and portable steam power with which to drive them. In contrast to the navvies who had built the earlier canals and the first railways mostly with human and animal muscle power, these new ports were built by powered engines as well.

Digging began early in 1795, employing about twenty navvies. In August lock gates were being hung and a bridge built at Haines Lock. Sandstone from the nearest quarries at Fittleworth and Upperton would have been used for the bridges and locks. Coping stones are recorded as being barged from Todham and Moorland locks near Midhurst by Edmund Sayer.

The navvies were paid NOK 2.50 for a ten-hour work day. One person, Gustav Albertsen, was killed during construction, while laying ballast at Simonstad.Bjerke & Tovås (1989): 28 The Grimstad Line had been built faster, and was opened on 14 September 1907.Bjerke & Tovås (1989): 21 On 17 October 1908, the first train ran between Arendal and Froland.

The tunnel has five airshafts, the middle airshaft situated adjacent to Riplingham crossroads being the deepest. The area around this airshaft was used a temporary camp for navvies building the tunnel. The third airshaft situated at Riplingham crossroads, 25 May 2013 Drewton Tunnel was closed to rail traffic in 1958. Since closure landfill has threatened the eastern approaches to the tunnel.

Hartmann et al. (1997): 172 The sick ward for the navvies was bought by Kari Maristuen in 1909 converted to a hotel, named Fjellstova.Bach & Gjerdåker (1994): 58 Because of the harsh winter conditions, the station area was gradually built with snow tunnels to keep the snow off the tracks. This included the platforms and most of the passing loop at the station.

He was imprisoned for six weeks after being convicted of intimidating a strikebreaker. He retained the backing of the union, and after his release, was elected as its president. In 1898, Davies moved to Leicester, to become the Midland Counties organiser of the Navvies' Union. However, the union's general secretary, John Ward, refused to allow him to see the union's books.

As mentioned previously the hard basaltic rock encountered caused great problems for the engineers and "navvies" on the line. The heading of the tunnel was not started until December 1878. To cope with these difficulties two shifts were started on the tunnelling effort. In a new innovation for Queensland several kinds of drilling machines were experimented with but all failed.

The first narrow-gauge line was opened on 1 January 1873 in the Otago Province, the Port Chalmers Branch under the auspices of the Dunedin and Port Chalmers Railway Company Limited. Auckland's first railway, between Auckland and Onehunga, opened in 1873. Vogel also arranged for Brogdens of England to undertake several rail construction contracts, to be built by "Brogden's Navvies" recruited in England.

The Birkenhead dock disasterDamburst, by Tom McCarthy (Countyvise, 2006). was a tragedy that happened when a temporary dam collapsed during construction of the Vittoria Dock in Birkenhead, Wirral Peninsula, England, on 6 March 1909. It left 14 workers (or "navvies") dead and three injured. The disaster led to a huge public outpouring of sympathy and grief in the local area.

The number of Irish workers particularly increased following the potato famine. Brassey paid his navvies and gangers a wage and provided food, clothing, shelter and, in some projects, a lending library. On overseas contracts local labour would be used if it were available, but the work was often done or supplemented by British workers. The agent on the site had overall responsibility for a project.

There can be no doubt about some of his qualities. He was exceptionally hardworking, and had an excellent memory and ability to perform mental arithmetic. He was a good judge of men, which enabled him to select the best people to be his agents. He was scrupulously fair with his subcontractors and kind to his navvies, supporting them financially at their times of need.

It was built by the Victorian navvies and was dug out by hand. Located close to the tunnel was another set of sidings, which although removed could be reinstated in the future for extra storage. Between that Tunnel and Loughborough the line follows the ridge forming the Eastern side of the Soar Valley. The railway continues towards Loughborough, passing close to the hamlet of Stanford-on-Soar.

The canal was fully opened in 1816 with the section through East Marton being started in 1793. Some of the Navvies who died of Smallpox whilst constructing the canal are buried in the churchyard. The church, dedicated to St Peter, was first built during Norman times to replace an earlier Saxon church in the village. St Peter's has been added to in the 17th and 19th centuries.

The North Yorkshire Moors Railway was first opened in 1836 as the Whitby and Pickering Railway. The railway was planned in 1831 by George Stephenson as a means of opening up trade routes inland from the then important seaport of Whitby. The initial railway was designed and built to be used by horse-drawn carriages. Construction was carried out by navvies and coordinated by top engineers.

"Driving the Last Spike" is the third track on the Genesis album We Can't Dance, released in 1991. The song's lyrics were written by Phil Collins. They are about the Navvies—railway workers of the 19th century—many of whom died constructing Britain's railways. The song narrates the thoughts and feelings of an unnamed railway worker in the form of a soliloquy or internal monologue.

Arch 2 goes over a footpath where arch 3 spans across the Horton road, the 6th across the River Darent and the 8th over a small road leading to an industrial estate. The viaduct was designed by Victorian architect Joseph Cubitt, known for designing the original Blackfriars Bridge in London. It was built by teams of Irish 'navvies' for the London, Chatham and Dover railway.

He made provisions in his will for the building of several educational institutions, among them the first Agricultural and Vocational School in Canada, and the L. P. Fisher Public Library. In 1861, the newly built railway between St. Andrews and Woodstock was seized by several hundred navvies, angry at not being paid. A peaceful settlement was later made personally by Arthur Hamilton-Gordon.Seventy Years. pp.

After two-and-a-half months of back-breaking labour, they could net as little as $16. Chinese navvies in British Columbia made only between $0.75 and $1.25 a day (not including expenses), leaving hardly anything to send home. They did the most dangerous construction jobs. The families of the Chinese who were killed received no compensation—not even notification of loss of life.

The Industrial Revolution began in Britain, and the first (and therefore the majority of) settlers were English-speaking British. Sixty percent of these immigrants to Canada were British. This made them the largest group in Canada. The Irish came first as workers, or navvies, in the 1820-40s, mostly to Ontario, Quebec and New Brunswick, and later to escape the Great Famine of Ireland.

Bjerke & Tovås (1989): 30 In 1908, a large number of new navvies came from work at the Rjukan Line, which was at the time experiencing a strike.Bjerke & Tovås (1989): 27 Work on the Bøylefossen Bridge started in early 1908 and was completed in late 1909. Several embankments were built; the largest two were at Kilandskilen, made with of earthwork, and at Foløysund, which was made with .

John Laing and Wimpey (also referred to in the opening monologue; an integral part of the ballad although not included in some cover versions of the song) were other major construction companies employing Irish 'navvies' (a British term referring to building labourers and originally coined for the labourers who built the British canals or 'navigations'). The colloquial and local terms in the song's monologue and lyrics include references to a 'spike' (a hostel or 'reception centre' sometimes used by Irish navvies who could not find or afford lodgings) and to 'shuttering' (a rapidly constructed wooden casing made to hold concrete while it sets). Holyhead, also referred to in the monologue, is a port on Anglesey (Ynys Môn) in Wales where the main ferry service across the Irish Sea from Dún Laoghaire used to dock. Cricklewood is a district of North West London which had a relatively large Irish population.

Barcaldine was a natural focus for the development of unionism. As the railhead, the town drew many seasonal and casual workers. Besides shearers and hands there were navvies who had worked on the construction of the railway and carriers who had found their work reduced by it. Difficulties in finding work and financial hardship helped to build a sense of mateship and mutual support amongst sections of them.

The current local groups are London, Essex, North West, South West and Bit In The Middle (mostly the south midlands). The WRG publishes a newsletter titled "Navvies" six times a year. Although originally formed as an independent body, WRG is now a division of the Inland Waterways Association. The IWA currently covers WRG's core costs, however WRG still relies on fundraising and voluntary donations to cover its restoration aims.

It is situated in the valley of the River Tweed, at a crossing point for the Roman Dere Street. Newstead was of great strategic importance throughout history. This was principally due to the proximity of the prominent Eildon Hill. Former inhabitants include: the ancient Selgovae; the Roman army at Trimontium (Newstead); monks and masons, builders of nearby Melrose Abbey and, more recently, navvies working on the impressive railway viaduct at Leaderfoot.

The engineering drawings for the tunnel put its length at . Navvies and railway workers were paid 'tunnel allowance' (a wage bonus) for working in tunnels mile () or more in length. After protests from the workforce, the tunnel was re-measured. The tunnel was constructed on a curve, and the outside edge of the tunnel was found to be in length, thus allowing the extra money to be paid to workers.

The union was founded in 1889 by Andrew Hall and Arthur Humphrey in West Ham, late in 1889, Navvies, Bricklayers' Labourers and General Labourers' Union.Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.124 John Ward had been attempting to found a similar organisation in Battersea, and in May 1890 he was persuaded to join the new union, winning election in June as its first president.

"Navvies" restoring the road surface in which a horse tram track has been laid in the suburb of Mitcham, about 1880. The substantial horse tram depot at Mitcham in 1879, a year after Adelaide's first trams operated. The two cars are double-decked but with no covering upstairs. Construction of the tram lines, eventually totalling 119 km (74 mi), was entirely by manual labour supplemented for some tasks by horses.

He travelled to the United States, and worked there for a time, including a stint as a cowboy. In the United States, Hall joined the Knights of Labor. He moved to Manchester in England in 1888, becoming leader of the local branch of the Socialist League. He worked part-time as a journalist, and part-time as the Lancashire district secretary of the Navvies, Bricklayers' Labourers and General Labourers' Union.

At the time, many working men, particularly in the building and civil engineering trades, worked away from home. These were the labourers and navvies who built the railways and canals. They arranged for "digs" wherever the work was, and in most cases, because of the costs and savings available, they slept two or more to a bed. This song features two such Geordies who share a bed in a lodging house.

Discrimination and racism led to fights between Chinese and white workers, including white foremen of Chinese crews. Chinese workers were generally seen by management as efficient, hardworking and well- behaved. The Chinese crews worked year-round in the cliffs and forests, leveling grades. Navvies received between $1 and $2.50 per day but had to pay for their own food, clothing, transportation to the job site, mail and medical care.

The bridge was purchased by the FIC for £2,281 () from David Rowell & Co, London. The structure was shipped, in kit form, to the islands aboard the Pacific Steam Navigation Company's vessel SS Ballena. The bridge was erected by engineer Charles P. Peters assisted by a stone mason/foreman and a gang of around 14 navvies. Construction of the steel structure began in October 1924 and was complete by July 1925.

There used to be one public house whose address is still the Temperance Hotel. The name used to be the Dog and Partridge (this name can still be seen on the electrical substation, 100m to the south). It became the Temperance Hotel after the construction of the Thirlmere Aqueduct, completed 1894, as a consequence of the rowdiness of the navvies working on the aqueduct. The public house closed in 1900.

The railway was built too late, in 1882. Furthermore, in 1886 the town lost its rank of town, which was given back in 1921. Two great archbishops of the second part of the 19th century (József Kunszt 1851–1866 and Lajos Haynald 1867–1891) founded schools, so Kalocsa kept its importance. At the beginning of the 20th century, the peasants were working for the archbishop or as navvies.

The backdrop is formed by a collection of two-storey buildings many of which have large chimneys. The trench was wide, with brick retaining walls supporting an elliptical brick arch or iron girders spanning . The tunnels were wider at stations to accommodate the platforms. Most of the excavation work was carried out manually by navvies; a primitive earth-moving conveyor was used to remove excavated spoil from the trench.

During the ten-year project to build the Elan Valley dams, the navvies (workers) lived in a village of wooden huts near the site. This settlement, which was strictly controlled to keep order and health, would eventually become Elan Village (see Elan Valley). Guards controlled access in and out; this was done to reduce illness and to stop liquor smuggling. All new workers were deloused and examined for infectious diseases before being admitted.

The community grew larger throughout the Famine years and then again after the Second World War when the Whittington Hospital in Archway recruited nurses from Ireland. This area became associated with Irish political activism with the election of Michael O'Halloran as MP for Islington North in 1969. O'Halloran referred to his supporters as "the Irish mafia". In 2017, a new public space outside Archway underground station was named "Navigator Square" after the Irish "navvies".

The constables were surrounded by a mob summoned from two of Fielden's mills (supplemented by navvies building the Manchester & Leeds Railway), roughly treated and made to promise never to return. The following week a mob again gathered in the belief that another attempt at distraint was to be made; when this did not happen, they attacked the houses of various guardians and supporters of the New Poor Law, causing damage put at over £1000.

Beau Blackstone is a 1973 historical thriller novel by the British writer Derek Lambert, published under the pen name Richard Falkirk. It is the third in a series of six novels featuring Edmund Blackstone, a member of the Bow Street Runners in the pre-Victorian era.Nash & Kilda p.165 Blackstone goes undercover amongst a gang of navvies working on a new railway, and is called on for plans to thwart the first Great Train Robbery.

The Dublin Castle is a pub and live music venue in Camden Town, London. It was built for Irish navvies working on railways in London, but gained prominence as a venue in the late 1970s after the band Madness established a live reputation there. Subsequently, it was an important venue in the early stages of several bands' careers and contributed to the Britpop musical genre. Amy Winehouse was a regular visitor to the pub.

Boats transferred excavated spoil and moved construction materials. Canal access increased the rate of construction, which took a little over two years; in comparison, the Woodhead Tunnel, which was slightly shorter took seven years to built despite the work being done by the same contractor, Thomas Nicholson. The eastern portals of the tunnels The tunnel was driven and lined by up to 1,953 navvies working 36 faces. The tunnel advanced at up to per week.

The fine powder accumulates in a pile on the left.Brown, F. M., Description of Work and other paintings, Nature and Industrialisaton, pp. 316–20. The flower seller; the fashionable lady, and the evangelist (left to right) The lime is to be used to make mortar which is being mixed by other navvies at the right of the composition. A hodcarrier, visible behind the main navvy, is transporting bricks down into the hole.

Among the remains in the graveyard of St James Church, a small 18th-century chapel, are the unmarked graves of navvies who died during the construction of the tunnels. Adjoining the church is Bleak House, a Grade-II-listed 19th-century dwelling. Two miles to the east, the Lady Cross marks the highest point of the former packhorse road from Longdendale to Rotherham. Only its base and the bottom of the shaft survive.

The construction work involved: cuttings, bridges, tunnels, aqueducts, and embankments that were all built using manual labour from 'navvies'. Some of the bridges were initially constructed from wood with accommodation drawbridges, or roving bridges, inserted where the canal cut across farms or estates. Initially few locks were needed other than stop-locks or the guillotine Lock at King’s Norton. There were three tunnels: Lapal (3,795 yds), Brandwood (352 yds), and Wast Hills Tunnel (2,726 yds).

He then acquired land in the original Allumbah settlement area in 1898 and established a store. He was killed in an accident in 1905, but the business was continued by his family under the name of "Estate H.S. Williams". In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. In 1910, they opened a hotel near the railway station.

The Thatchers Arms in Mount Bures was thought to have become a brewhouse or public house to quench the thirst of the navvies working on the railway line and the viaduct in the late 1840s. A bunker from the Colchester Stop Line, a series of bunkers built during World War II, can be found at Mount Bures. Sergeants Orchard is a nature reserve managed by the Essex Wildlife Trust south of the village.

Navvies working on the railway in 1854 Brassey played a part in helping the British forces to success in the Crimean War. The Black Sea port of Sevastopol was held by the Russians. The British government, in alliance with the French and the Turks, sent an army of 30,000 to Balaclava, another port in a neighbouring bay of the Black Sea, from which to attack Sevastopol. Sevastopol was besieged in September 1854 by the British and allied forces.

The scheme was called "Operation Spring Clean", and Palmer set about mustering support for "Operation Ashton" through Navvies Notebook. The idea was to demonstrate that a large co-ordinated working party could be organised, and that such a party could achieve much more than a small group of professionals could in a similar time. The working party was held on 21 and 22 September 1968, when over 600 volunteers turned up and demonstrated the value of such an exercise.

The contractor was Hugh McIntosh, who used sixty million bricks to construct the viaduct, with 400 navvies using more than 100,000 per day, creating a shortage for other building activities in London. They were all made at Sittingbourne and transported to the site by barge. Work started on the foundations in February 1834, and in places they had to dig down 24 feet to get a firm foundation for the arches. The first experimental trains were run in 1835.

Clarence is a location in New South Wales, Australia. It was originally a railway outpost on the original railway line across the Blue Mountains, but by 1908 when Clarence was used as headquarters for the Ten Tunnel deviation works, the town population had flourished to over 5,000 residents, the majority being the navvies employed on the deviation works. When the deviation was opened in 1910, the town population quickly fell, despite a new platform built on the new deviation.

The overgrown southern portal of the Brindley tunnel The first tunnel through Harecastle Hill was designed by canal engineer, James Brindley. Construction began in 1770 when the surveyed route of the tunnel was marked over the hill. Fifteen vertical shafts were then sunk into the ground from which navvies mined outwards from the bottom of the shafts to create the canal line. However, changes in rock type which ranged from soft earth to Millstone Grit caused engineering problems.

The weir and gauging station at Tattershall. Gibsons Cut turned off to the left, behind the green box. The formal opening of the canal was on 17 September 1802, and the day was declared to be a public holiday in Horncastle, so that everyone could celebrate. Boats were decked with bunting and flags, a band played "rousing tunes", and the navvies were given free food and beer on boats in both the north and south basins.

The sheet floating in front of him is a copy of a religious tract handed to him by the lady in the blue bonnet at the left, who is attempting to evangelise the navvies. She is carrying copies of a tract called The Hodman's Haven or Drink for Thirsty Souls. The reference to "drink" in the title reflects the emergence of the temperance movement. A navvy on the right, swigging beer, emphasises their rejection of teetotalism.

St Gregory's was built by the Upton family of Ingmire Hall in the 1860s. The London and North Western Railway was at that time constructing the Ingleton Branch Line, and the company sent a scripture reader to minister to the navvies building the railway. The church was altered and enlarged in the 1900s; this included the installation of stained glass windows and the addition of a porch. It continued as the chapel to the Ingmire Estate until 1918.

Originally eleven were planned, but one of them was opened out instead, owing to the discovery of rock faults, leaving the deepest cutting on the New South Wales rail system. The headquarters for the works was at nearby Clarence, where many of the navvies were temporarily housed. Here a temporary power station was established for rock drills, lighting, compressors, etc. Access to the tunnel locations and the short open sections between the cliffs was extremely difficult.

The tunnels were situated on a maximum grade of 1 in 90. The line curves towards Newnes Junction after leaving the tunnels at the eastern end. Newnes Junction also had to be moved to its current place, and two more tracks were also constructed for the Commonwealth Oil Corporation's Newnes railway line. When the deviation was completed, much of the equipment was moved to the deviation of the Lapstone Zig Zag, as well as the navvies.

The particularly high incidence of navvy mortality during the construction of the Woodhead Tunnel prompted the Enquiry of 1846, which eventually led to the need for the formation of and evaluation by a Select Committee on Railway Labourers 1846. The natural tension between locals and outsiders sometimes bred distrust of the navvies. Occasionally, this strain between the two would result in violence such as riots, or death. One such instance occurred at Sampford Peverell in 1811.

William Moorhouse, the Superintendent (i.e. the elected head of the provincial council) at the time and proponent of the project, travelled to Melbourne to find a new contractor. Whilst the price submitted by Holmes and Richardson was the highest of three tenders, Moorhouse engaged them as he had confidence in their technical ability. Richardson arrived in Lyttelton on the Prince Alfred in 1861 with 35 navvies and sufficient materials and equipment to begin the first stage of the railway between Christchurch and Ferrymead.

The company built a colliery and coke ovens at Clay Cross, which were opened in 1840. Brick from the Clay Cross Company's brickworks At the time Clay Cross was a small village, but production of coal and minerals created a surge in the population. Nearly 400 houses were built for the workers (tunnel navvies initially and then miners) and their families, and by 1846 the population around Clay Cross approached 1500. The company made their own bricks for the houses and industrial buildings.

The line is still known today as "Paddy Waddell's Railway", due to the number of Irish navvies used in its construction. Today, Battersby serves just only one railway line, but it still takes the shape of a "Y" junction, with trains pulling into a station that is now effectively a terminus. The old line towards Picton continues on through the station, and disappears around a bend before ending. The driver has to change ends to drive towards either Middlesbrough or Whitby.

W. Richard Davies (1862 – February 1938) was a Welsh trade unionist and political activist. The president of one union, and general secretary of another, he also served as a city councillor and contested numerous Parliamentary elections. Born in South Wales, Davies worked as a shop assistant in Cardiff for a couple of years, then became a journalist, focusing on reporting the labour movement. By 1897, he was an organiser for the Navvies, Bricklayers' Labourers and General Labourers' Union based at Barry.

The Giffen railway viaduct was demolished in the 1980s; locals knew it as the 'Navvies Brig'. In 2010 a Barrmill Communities Projects Initiatives (BCPI) group was set up by the Community and District Association and the NAC Ranger Service to improve the appearance of the Barrmill, Greenhills, and Burnhouse villages. One achievement was the creation of the Veil Grove amenity within Barrmill Park. In 2011 the Save the Children Fund employed an Environmental Artist to create living willow shelters in Barrmill Park.

Ross, Travellers Joy, p. 11 It was reported at the Board meeting held on 2 April 1852, that although the track was half- finished a strike within the workforce had provoked a serious disturbance. There were two stories in circulation regarding the incident. The first of these was that Irish navvies had come onto the job undercutting the locals’ wages and the other was that the contractor, who was from England, employed English labour and it was they who objected to the Irish.

Lord Petre feared that the railway would divide his estates, passing as it would through Ingatestone itself. He suggested that the line should pass further northwards, nearer to Writtle. He also expressed concern with regard to the effects of the inevitable influx of railway navvies: the latter, many of them from Ireland, had a fearsome reputation, and Essex, as yet, without a modern police force. A legal dispute ensued, but Lord Petre eventually withdrew his opposition to the planned route.

West Meon was also chosen as the site of the temporary 'village' of wooden huts to provide accommodation for the navvies and their families. A smaller collection of huts had been built at Privett. Having crossed the Meon Valley, the railway then passed through easier country, gradually descending through means of a series of embankments and cuttings. The chalk soil supported many streams and rivulets, so at several key points the builders provided culverts or narrow bridges to provide drainage.

As Brown says in his description, their ragamuffin status suggests that it was their mother who died. The oldest child, wearing borrowed clothing too old for her, tries to control her wayward brother, who is playing with the navvies' wheelbarrow. The younger girl sucks a carrot in lieu of a dummy and looks into the hole created by the workers. Their mongrel pet dog challenges the fashionable lady's pet dog, because, writes Brown, he hates "minions of aristocracy in jackets".

Kinder Reservoir from White Brow Stockport Corporation took over Stockport and District Waterworks Company in 1899 and immediately started investigating potential new water supplies. James Mansergh, consulting engineer, identified a site above Hayfield. Abram Kellett of Ealing was contracted to build a masonry dam and a standard gauge railway to convey materials and workers to the site (though some navvies and their families lived in temporary huts built a short distance down the valley). Two farms were demolished during the construction.

The mission grew and besides supplying missionaries the mission supplied libraries to enable education at other remote camps for navvies as well as soup kitchens and saving banks. Evans had died in 1878 and Garrett became involved in further missions. The Church of England was supportive and when the Embsay Reservoir was built near Skipton the mission was based in a mill that provided a living space for 150 workers. The transformation in working conditions led to the mill being called a "mansion".

Railway yard at Balaclava. Photograph by Roger Fenton By February 8, 1855, less than a week after landing, the navvies were laying the first rails in the main street of Balaclava. A trial assembly of the stationary engines (two had been acquired in case of the failure of one of them) was made and on February 10 they were working. By the 13th, the railway had reached a point from the town and on the 19th it was at Kadikoi.

Candles provided the only lighting in the workings and were consumed at a rate of one tonne per week, which was equalled by the weekly consumption of explosives. Due to the considerable time required for men to enter and exit the workings, blasting took place while they were in the tunnel. This practice and water ingress exceeding the calculated volumes, has been attributed as causing most of the deaths that occurred. About 100 navvies were killed during the tunnel's construction.

The line, which was to run for a distance of five miles from Titley to Presteigne, was sanctioned by an Act of Parliament in 1871. The first earth was cut by Miss Edith Green-Price in 1872, followed by a luncheon in the Market Hall in Presteigne with the Hon. Arthur Walsh MP presiding. Three hundred navvies had been enlisted for the work on the line, which involved steep gradients and twenty bridges, plus cuttings, culverts and embankments (and all within five miles!).

It has been said by local historian Beryl Lewis that the Stagg at Titley was forced to close due to the riotous behaviour of the navvies. At Titley Junction there were complex sidings and crossovers and a 60-lever signal box. The worst setback suffered during the work on this line was the collapse of the Forge Crossing Bridge over the River Arrow in 1873, which was caused by heavy floodwater. Despite this the line was completed within four years.

These were cut from brass and had the initials LMR stamped upon them. This reduced the problems of drunken navvies and eliminated the local farm labourers freeloading from the food caravans. Tokens and a description of their use can be found in the Museum of Science & Industry in Manchester. In the mid-1800s some efforts were made by evangelical Anglicans led by Elizabeth Garnett to administer to the perceived religious needs of navvy settlements, with preaching, a newsletter and charity work.

A progress report issued by the IWA in April 1965 ultimately led to the formation of a publication called Navvies Notebook, which informed people about what was happening. It allowed volunteers to be drawn from a wider area, and in 1967, a record 45 people participated in a weekend working party on the canal. The canal was opened to through navigation again in May 1967. Following that success British Waterways went on to accept similar restoration working parties across the canal system.

Canadian railways, like those of the United States, aided in nation-building and brought new police agencies into existence. Years before Confederation, railway constables were given full police powers within of company property and vehicles. The Canadian Pacific Railway initially relied on the Dominion Police, and later the North-West Mounted Police during construction of the transcontinental railroad, but by the later 1880s were employing their own police. The large numbers of navvies recruited to build the railways brought security problems for rail companies.

When the Great Central Main Line was being built in the second half of the 1890s, the landlord added a wooden building behind the pub in which he lodged some of the navvies. The Magpie closed down in 1909, giving it the shortest trading life of Helmdon's four known pubs. It is now a private house, Magpie Cottage. Helmdon Reading Room, built in 1887 A Charles Fairbrother had the Reading Room built in 1887 as a men's meeting place as an alternative to the pubs.

Sydney Newton joined the family firm in the early 1890s. When the work on the Great Central Railway (GCR) began in 1894, Sydney recorded the work in progress. He was not an official photographer for the GCR but created a photographic archive out of his own enthusiasm for the work. He recorded the London Extension of the GCR as the work progressed, capturing every aspect of its creation. Newton also took photographs of the ‘navvies’ working on the construction, as well as the construction itself.

It has been estimated that every man engaged in preparing the ground and building the earthworks shovelled more than 20 tons of earth in a 12-hour shift. At its peak, a workforce of 3,500 and 120 horses were employed along the length of the line. Several workers died during its construction. An account of the workers, Life and Work Among the Navvies, was written by Reverend D. W. Barrett, the vicar of Nassington, curate-in-charge of the Bishop of Peterborough's railway mission.

A temporary terminus was established in the hamlet of Beam Bridge on 1 May 1843, from which passengers were taken by carriage to the far side of the hill, and then taken by another train from Burlescombe, Devon to Exeter. From January 1842, 1,000 navvies were encamped at White Ball. With access to a local Tommy shop, they sank 14 vertical shafts during the tunnel's construction. The temporary terminus at Beam Bridge stayed in place for a year, until the tunnel was opened on 1 May 1844.

Kilburn. The term 'London Irish' relates to people born in London of Irish descent. London has Great Britain's biggest Irish population and there was a particularly big community in the (affectionately known) 'County Kilburn' area of northwest London. With urban gentrification and higher housing costs, many of London's working-class Irish-Catholic community have moved further out from Kilburn to Cricklewood. Another large Irish community was in the Archway area, where many Irish "navvies" came to work in building railways and roads from the 1830s onwards.

Fletcher (1867) The first dedicated accident and emergency (A&E;) service in Britain was associated with the building of the Manchester Ship Canal, 1887–1894, rather than railways. However, the civil engineer in charge, Thomas A. Walker, had a background in railway construction around the world, particularly in Canada where he had experience of employing British navvies. He was also responsible for construction of the District Railway in London. Walker predicted, correctly, that there would be a high incidence of accidents during the canal construction.

There were originally 30 children but their number increased fourfold, and with a grant of £100 from the railway company the school building was enlarged to accommodate them. The workers and their families used St Ronan's Methodist Chapel in Bramhope and the Methodist Chapel at Pool-in-Wharfedale. The Leeds Mission spread bibles and tracts to families who lived in the bothies. Many navvies had been farm labourers from the Yorkshire Dales, North East England and the Fens, or had come for work from Scotland and Ireland.

The railway was upgraded, with the purchase on new and second hand locomotives, a railmotor for the public services, and second hand carriages for the workmen's trains. Curves on the line above Lofthouse were eased, and a short tunnel was built. At its height, the Corporation were running fourteen locomotives, three steam navvies and 19 or 20 steam cranes. The work was essentially completed by 1931, but filling of the reservoir did not begin until 1935 and the official opening was the following year.

Trinity The work called Trinity focuses on the period the railway line was constructed, the deaths of many of the 'navvies' involved in the digging of the Outwood cutting and the pre-railway history of the site. The flowers' names hint at the loss of these unknown workers and are a memorial to them and reflect the woodlands that surround the site. Harebell = Grief, Snowdrop = Consolation, Rosemary = Remembrance. The symbolic language of flowers was in common use during the Victorian period when the cutting was created.

Part of the reason for the early start was to help employ older navvies who were working on the southern section during the summer.Hoås and Stene (2006): 45 By early 1904, the right-of-way to Fleskhus was completed and the laying of tracks could begin.Hoås and Stene (2006): 46 The bridge over Verdalselva was built using of stone, which had to be transported from Bagloåsen in Levanger. The superstructure was built by Vulkan of Oslo and was installed between 9 September and 27 November 1903.

The crowdsourcing created what was formally called the Christian Excavators' Union, although the Reverend Lewis Moule Evans took a lot of the credit for creating what became known as the "Navvies' Mission". The mission was founded in 1877 and Garnett was the force within it. That year she published Little Rainbow which was the first of the "navvy novels" which provided funds to the mission. Garnett is regarded as a co-founder even though she was not recognised as a leader of the mission.

He associated with Dr. Twining, the garrison chaplain at Halifax, became a Sunday-school teacher, visited the sick, and took every opportunity of reading the scriptures and praying with the men of his company. In 1852 he became adjutant of his regiment. In May 1853 the regiment returned to England, and in August he resigned the adjutancy. He also became a frequent attendant of meetings held at Exeter Hall and an active member of the Soldiers' Friendly Society, besides holding meetings with railway navvies on many occasions.

In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. In 1910, the railway line reached the settlement, which had been renamed Yungaburra to avoid confusion with another similarly named town. The railway link triggered a period of rapid development with the construction of a sawmill, a store and a large hotel for the Williams family opposite the railway station and a number of shops and houses. In 1911, Eacham Shire was formed.

The Worcester and Birmingham Canal Act of 1791 approved the construction and with two further Acts authorised the raising of £379,609 to pay for it. Barracks to accommodate the navvies at were established Bournbrook for 120 men, and Gallows Brook, Stirchley for 100 men. Between Selly Oak and Ley End to the south of the Wast Hill Tunnel six brick kilns were in operation. The network included three canals: the Worcester- Birmingham, the Netherton, or Dudley Canal line No. 2, and the Stratford-upon- Avon Canal.

Peto, Betts and Brassey built at great speed the Grand Crimean Central Railway which enabled supplies, particularly heavy ammunition, to be transported from Balaclava to the British troops engaged in the siege of Sevastopol in the Crimean War. Betts in particular was responsible for obtaining the enormous amount of supplies and equipment, the fleet of ships to convey them from England to the Black Sea and the navvies and skilled workers needed to carry out the work, also in a very short period of time.

This church was the centre of an ancient ecclesiastical parish which comprised the chapelries of Baildon, Bramhope, Burley in Wharfedale, Denton, and Farnley, and the townships of Esholt, Hawksworth, Lindley, Menston, Newall with Clifton, Pool-in-Wharfedale, and Little Timble. The graveyard contains the "Navvies' Monument", a replica of the entrance to Bramhope Tunnel, a monument to those killed during its construction. Inside the church is the tomb of the grandparents of Thomas Fairfax who commanded Parliament's forces at the Battle of Marston Moor in 1644.

The first railway line between Manchester and Sheffield was constructed between 1839 and 1845 on the south side of the reservoir chain by 1,500 navvies of whom many died and most suffered illness. The three-mile-long double Woodhead Tunnel was, for a time, the longest tunnel in the country. It was replaced by a single, larger tunnel in 1954. The first tunnel was subsequently used by CEGB to reroute the main high-voltage link up the valley and through the National Park underground.

The Bold Navigators (various artists) (FTSR4) The Story of England's Canals in Song. The period from the early 1760s through to the 1800s was a time of massive expansion of the English canal network — the motorway system of the day. The navvies recorded their triumphs, and more frequent trials and tribulations, in song. Recorded mainly in 1974 and now re-released, The Bold Navigators records the difficulties, the dreams, the realities and the results — a fascinating album of folk-song in its socio-historical setting.

She decided to write about the short life of a Christian soldier and Memorials of Captain Hedley Vicars was published in 1855. It was well read and 78,000 copies were sold in the first twelve months. Two years later she published a similar work English Hearts and English Hands which sympathetically described the navvies life having witnessed the workers who had been re-building the Crystal Palace. That book led to an exchange of letters with Julia Wightman who was an advocate for Temperance in Shrewsbury.

Work on the railways was popular and became a stabilizing force in the economy, as well as a good tax income for the municipalities. Manny of the navvies working on the construction settled in the area and became the foundation of the workforce used in the growing industrialization.Toreng: 35 The postal service was prior to the railway walked by foot either from Elverum or Kongsvinger, and the railway allowed for rapid communication.Toreng: 37 The railway were sufficient efficient that the steamships went out of business.

Holøs, 1984: 18 They worked 12 hours per day, for which they had a daily wage of NOK 2.55, the highest wage for navvies in the country. To a large extent the labor came from Sweden, who had just finished the Norway/Väneren Line and had an excess of skilled labor for construction. This import of labor had the effect of pumping money into the local economy, and several taverns were built along the line. There were some accidents, and several deaths among the workers.

Just after midnight on 6 March 1909, during a blinding snowstorm, disaster struck. A gang of navvies were working in a which formed the entrance channel to the new dock. They were clearing away rubble and timber, which was hauled up to the dockside by a crane which straddled the excavation. The waters of the neighbouring East Float were held back from the entrance channel by a temporary coffer dam, formed from pilings rammed with mud and cement, which had been built in 1907.

In May 1874, he bought two further blocks, Motumaoho No.1 and No.2, and hired Irish navvies from the gold fields to dig a network of ditches to drain the land, enabling it to be used for agriculture. In 1873 Motumaoho was described as being near Hangawera, a hill over 10km to the north, there being no other settlements in the area. The other large holding in the area was Norfolk Downs. That estate was divided into smaller farms about 1911, after which there was some growth in the population.

During the building of the London and Birmingham Railway (the L&BR;, today's West Coast Main Line) in the 1830s, Berkhamsted was for a few years a centre of railway construction. The armies of navvies, bricklayers and miners brought in from the English Midlands, Ireland, London and the North of England led to overcrowding in Berkhamsted and the rowdy behaviour of the labourers was said to have offended the genteel townsfolk. Seven young men aged 18–26 were killed while working on the Berkhamsted section of the railway.

With 350 navvies on board, including some of their families, a total of 412 people, as well as 417 tonnes of railway equipment and rail, set sail from London. On 21 January 1873, the ship was anchored off of Dover, waiting for favourable winds. In clear conditions, a steam ship later identified as the Murillo, rammed the Northfleet and shattered the timbers of the hull. In the panic caused, the captain of the Northfleet fired his handgun, and some of the men on board forced their way into lifeboats ahead of women and children.

The challenge on Invermoriston Mountain was to overcome a series of zig-zag gradients. The solution chosen was to construct a hand cranked winch that could be attached to the locomotive via a cable. The navvies found an efficient method of track construction at this site by getting quad bikes to drop bundles of track at the top of a slope allowing the navvy to simply join lengths of track at the top in a sitting position and gravity feed the track down the slope. In practice the winch system proved to be very effective.

Numerous outbreaks of disease prompted Birmingham City Council to petition the British government which passed the Birmingham Corporation Water Act in 1892. It allowed the Corporation to acquire by compulsory purchase all the land within the water catchment area of the Elan Valleys. Thousands of navvies and their families lived in the purpose-built Elan Village during the construction of the first four dams at the turn of the 20th century. In 1952, the Claerwen dam was opened by Elizabeth II in one of her first official engagements as monarch.

Some four hundred men made drainage channels and built a new timber viaduct, which served until 1885 when the present one was built. A tunnel to the north of the station collapsed during building, trapping a gang of navvies, who were close to death by the time they were rescued. In 1903, when the line upgraded to four tracks, the tunnel was opened out into a cutting. Buxworth station seen from the road There was a station at Buxworth, also originally called Bugsworth, renamed on 4 June 1930, seven weeks after the village was renamed.

Remains of the breached Nant-y-Gro dam as seen in 2008. In 1942, the Nant-y-Gro dam, which had been originally built to provide water for the navvies' village, was used by Barnes Wallis to prove his theory that an underwater explosion could create sufficient hydrostatic pressure to collapse a dam wall. The test proved successful as a significant breach in the middle of the dam wall was caused by a charge placed at its base. The lessons learned at Nant-y-Gro green lit the development of the "Upkeep" bouncing bombs.

There is no doubt Tamihana was a highly intelligent man with a creative mind keen to learn from the British. He also taught in a school, established farming in his community, and traded produce to Pākehā settlers in Auckland. Another Christian community was founded in 1846 at Peria. He sold many acres of his tribal land that was swampy to the Scottish Morrin brothers who hired Irish navvies to dig ditches and drain the land and turn it into some of the most fertile dairy land in New Zealand.

In 1870 Brassey was told that he had cancer but he continued to visit his working sites. One of his last visits was to the Wolverhampton and Walsall Railway, only a few miles from his first railway contract at Penkridge. In the late summer of 1870 he took to his bed at his home in St Leonards-on-Sea. There he was visited by members of his work force, not only his engineers and agents, but also his navvies, many of whom had walked for days to come and pay their respects.

The navvies were accommodated in specially-built houses near the Rising Sun pub, which still exist, and are known as the "Navvy Mansions". The line from Edgeley Junction, just south of Stockport, to Hazel Grove was electrified in 1981 on the 25 kV AC overhead system. This allowed electric trains on the route from , via Sale, to serve the station until that line was closed for conversion to Manchester Metrolink operation in late 1991; electric services to and from Piccadilly continued thereafter. The signal box on the Buxton- bound platform remains in use.

Early restoration work was carried out by volunteer working parties, which were publicised in Navvies Notebook, produced by the London and Home Counties Branch of the Inland Waterways Association to co-ordinate voluntary activity on the canals. The Trust has established a visitor centre at Dapdune Wharf, where eleven barges were built for the navigation. Two of them are on display. Reliance was built in 1931-1932, and was for many years abandoned on mud flats at Leigh-on-Sea after sinking when it hit Cannon Street Railway Bridge in London in 1968.

Almost adjacent to Walker House on Dale Road is Haychatter House, which dates from the late 1500s and was a farm building for several hundred years. When the reservoirs were built in the dale during the 1860s the farm became a public house serving the large number of navvies who arrived to do the construction work. Initially called the Reservoir Inn and then the Haychatter Inn, the pub closed in 2003, being run by the Siddall family for last 30 years of operation. Today it is a private house.

The navvies employed in its construction provided business for breweries in Tring, including that of John Brown. During the 1830s he built several pubs in the area, which had a distinctive architectural style. In Tring, these included the Britannia (the present Norfolk House) and the King's Arms. The King's Arms is away from the town centre: John Brown expected that the town would expand with the coming of the railway, and that the pub would be in a busy area; however, the expansion did not happen as he expected.

A section of the canal near Rushey Platt, Swindon In 1775, an act of parliament was passed authorising the building of the Wilts and Berks Canal. A "waterway that would link the Kennet and Avon Canal at Semington, near Trowbridge with the River Thames at Abingdon.." It reached Swindon in 1804 and Abingdon in 1810. In all, of waterway was created. The canal enabled Swindon businesses and farmers to transport goods over a wider area and brought new residents from outside the county, among them navvies who settled after completion of the canal work.

The Corporation had bought the Cwm Taf estate from Lord Tredegar in the autumn of 1914, which included Nant-ddu Lodge, just below the Cantref dam, and the railway was extended back to Cantref in 1922, to facilitate the construction of new filters there. A workman's train ran from Cefn each morning, calling at the quarry, the dam and Cantref filters, returning in the evening. Progress on the project was disrupted by a long strike by navvies in the second half of 1920, and a coal strike in early 1921.

The summit at Aisgill is the highest point reached by main line trains in England. The tunnel at Lazonby was constructed at the request of a local vicar as he did not want the railway to run past the vicarage. Water troughs were laid between the tracks at Garsdale enabling steam engines to take water without losing speed. The remains of the navvies' camp at Rise Hill tunnel were investigated by Channel 4's Time Team in 2008, for a programme that was broadcast on 1 February 2009.

Navvies lived in bothies along the line of the tunnel, near the ventilation shafts For four years the workmen, some of whom brought their families, lived in 300 temporary wooden bothies either in a field alongside the offices and workshops, opposite the cemetery, or elsewhere along the line of the tunnel. Day– and night–shift workers lived up to 17 per hut taking turns to use the beds in unsanitary conditions. Workers' children overwhelmed the village school. It had been built by the township copyholders and freeholders on Eastgate in 1790.

121–124 He was involved in the free speech campaign at Boggart Hole Clough, speaking in defiance of a ban by Manchester City Council, and for this served one month in Strangeways Prison, causing his family serious financial problems. Hall stood down as leader of the Navvies Union in 1897, and a few years later, he moved to Birmingham. He was re- elected to the ILP's NAC in 1909, as part of a left-wing group including J. M. McLachlan and Russell Smart.Duncan Tanner, Political Change and the Labour Party 1900–1918 p.

In 1810 it was reported that the house of a John Chave in the village was experiencing dramatic poltergeist activity. The case was discussed in the national press of the time, and Chave's house gained such notoriety that in 1811 it was besieged by a mob of rowdy workmen known as navvies. In the scenes that followed, Chave was forced to open fire on the crowd in self-defence, killing one person, a George Helps, buried in the churchyard. The paranormal activity turned out to be noises made by smugglers behind a false wall.

Civilian navvies dug the canal itself, while soldiers built the ramparts; up to 1,500 men were employed in the project. It was constructed in two sections: the longer section starts at Hythe and ends at Iden Lock in East Sussex; the second, smaller section, runs from the foot of Winchelsea Hill to Cliff End. The two sections are linked by the River Rother (Eastern) and River Brede. Artillery batteries were generally located every , where the canal was staggered to create a salient, allowing the guns to enfilade the next stretch of water.

Italians then made up a small portion of the population; at the first Canadian census in 1871, there were only 1,035 people of Italian origin that lived in Canada. A number of Italians were imported to work as navvies in the construction of the Canadian Pacific Railway. Little Italy, Montreal, 1910 A substantial influx of Italian immigration to Canada began in the early 20th century when over 60,000 Italians moved to Canada between 1900 and 1913. These were largely peasants from rural southern Italy and agrarian parts of the north-east (Veneto, Friuli).

She starts to suspect Shand's right hand man, Jeff, knows more about who is behind the attacks than he claims. After some investigation, Shand confronts Jeff, who confesses he sent Shand's friend Colin to Belfast to deliver money raised by Irish Navvies to the IRA. He explains that three of the IRA's top men were killed on the same night after discovering some of the money had been stolen. Shand realises the IRA have come to the conclusion that he sold them out to the security forces and pocketed the missing cash for himself.

The ground the tunnel was being driven through was found to be solid enough but nevertheless the tunnel was lined, partially in brick, partially in concrete render.Board of Trade inspection by Major J W Pringle, Royal Engineers, 1903 A collapse in the tunnel trapped two navvies, James Owen and George Brown, the latter dying of suffocation. Owen managed to dig himself free with his pocket knife and was rescued after being trapped for over 53 hours. A second man, Richard Allen was killed after being run over by a wagon in the tunnel.

These clay pits and the brickworks were resuscitated in 1845, employing over 100 men and 30 horses; these bricks were made for the new Lancaster to Carlisle railway. Navvies, the tough canal 'navigators' who were to dig the Hincaster section, attended the contract meeting in Kendal, afterwards causing a considerable riot in the town'. The Westmorland Advertiser promptly declared 'Sound policy demands that the ruffians should be held as an example to the unruly multitude which the culling of the canal will shortly bring to this populous neighbourhood'.

By the 1860s the railways in East Anglia were in financial trouble and most were leased to the Eastern Counties Railway (ECR). Although they wished to amalgamate formally, they could not obtain government agreement for this until 1862, when the Great Eastern Railway (GER) was formed by the amalgamation. Work on the line begun in May 1863 and work progressed rapidly with a number of injuries to navvies and a death in July 1865. In January 1865 a contractors locomotive was delivered to Lavenham to assist with ballasting work.

Benjamin Tillett and John Ward caricatured by Spy for Vanity Fair, 1908 In 1889, Ward founded the Navvies, Bricklayers' Labourers and General Labourers' Union, and continued to serve as its general secretary throughout its existence. He was also a co-founder of the short-lived National Federation of Labour Union the same year. In 1901, he was elected to the management committee of the new General Federation of Trade Unions and served on it until 1929; from 1913 he was its treasurer. In 1892, Ward married Lilian Elizabeth Gibbs.

In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. The railway link triggered a period of rapid development with the construction of a sawmill, the hotel and a number of shops and houses. The hall was built as an adjunct to the hotel and was used for dances, although it also served for a variety of other uses including religious services and the first meeting of the Eacham Shire Council on 22 February 1911.

Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.129 In 1902, the union took part in a merger conference with the Navvies, Bricklayers' Labourers and General Labourers Union, the Hull and District Builders' Labourers Union, the National Amalgamated Union of Labour, the London Amalgamated Plumbers' Mates Society, the United Order of General Labourers of London and the National Union of Gas Workers and General Labourers. The meetings lasted several months, but no agreement was reached, and a legacy of distrust between the unions resulted.

All Saints Parish Church. Navvies' Monument Otley's first church was built in the early 7th century, made of wood, but was burnt down. The Parish Church (All Saints) originates from Saxon times and contains the remains of two early Anglo-Saxon crosses, one of which has been reproduced for the town's war memorial. The present building is based on a Norman church from the 12th century but little of the original remains, except the north doorway. Substantial changes were made in the 13th, 14th and 18th century, with the Tower Clock dating from 1793.

Land owners were compensated 50–200 kroner per hectare (NOK 20–80 per acre) for cultivated land, and 10 kroner per hectare (NOK 4 per acre) for forest. Many local farmers made good money offering transport of cargo for the construction, as well as renting out annexes for navvies; others made money as traders. As with all such construction areas, many legal and illegal pubs and brothels were established. After construction was completed, some moved on, while others settled in the area; many of these received jobs with the railway company.

While this ratio varied from navvy shanty town to shanty town, sleeping arrangements were segregated. In at least one documented instance, a riot broke out between the two nationalities in one navvy shanty town, causing local magistrates to arrest 12 individuals. Though, this is not necessarily indicative of relations between the English and Irish in all navvy gangs. Over time, housing arrangements progressed positively, with the structures being built with more care, and even attached land being offered for use so navvies and their families could grow their own food.

A sign on an entry- wall in Loudoun Road (at the corner of Shields Road) records the name Jeffrey Place, although it is uncertain what area this encompassed. Names of streets have changed, but one area of Greenholm has all but disappeared. Stewarts Place occupied the area between Browns Road and the Tilework Brae and was built to accommodate navvies brought to Newmilns for the purpose of extending the railway line to Darvel. Stewarts Place gradually fell into disrepair and became locally known as Bedlam, due to this.

The British Labour Amalgamation was an early union representing construction workers, principally in Manchester area of England. The union was organised during 1888 by Leonard Hall, to represent workers constructing the Manchester Ship Canal. Initially named the Manchester Ship Canal Navvies Union, Hall was elected as its first secretary, early in 1889, and its membership soon rose above 3,000. However, all its members in Lancashire and Cheshire left in November 1890, forming the Lancashire and Adjacent Counties Labour Amalgamation, and by 1894 the canal was complete, membership falling to only 450.

The canal was built to provide a short cut for commercial sailing and fishing vessels and later Clyde puffers to travel between the industrialised region around Glasgow to the West Highland villages and islands. It was designed by civil engineer John Rennie and work started in 1794, but was not completed until 1801, two years later than planned. The canal's construction was beset with problems including finance and poor weather. Landowners demanded high prices for their land and navvies were reluctant to leave jobs in more accessible parts of England and Scotland.

A disused railway line, part of the Midland and Great Northern Joint Railway branch line between Saxby and Bourne, runs just to the north of the village. The Edmondthorpe and Wymondham railway station closed to passengers in 1959 though the line remained open for ironstone freight, and HM Queen Elizabeth journeyed along it in 1967. The route was also used for holiday trips from Leicester to Skegness. The former goods yard, goods shed, station, Station House and Navvies' Cottage (Grade II Listed) are passed when travelling from the village along Butt Lane towards the windmill.

A fatal accident occurred on 5 September 1905, when the engine driver John Leech and the fireman James Taylor derailed with their steam engine 'Baldersdale' underneath the portal crane of the middle dam. When the locomotive tipped onto its side the driver pushed out the fireman into safety but slipped himself, so that he was scalded by the steam emerging from the boiler. He died a few days later from his injuries. The navvies used surplus tram cars from the horse-drawn tram in Liverpool for getting to and from the construction sites.

Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.129 In 1902, the union took part in a merger conference with the Navvies, Bricklayers' Labourers and General Labourers Union, the Hull and District Builders' Labourers Union, the National Amalgamated Union of Labour, the London Amalgamated Plumbers' Mates Society, the United Builders' Labourers Union and the National Union of Gas Workers and General Labourers. The meetings lasted several months, but no agreement was reached, and a legacy of distrust between the unions resulted.Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.129 In 1920, the union participated in a merger conference organised by the National Federation of Building Trades Operatives, also attended by three of its major rivals: the National Association of Builders' Labourers, the United Builders' Labourers Union, and the Navvies', Bricklayers' Labourers' and General Labourers' Union. This was not successful, as the United Order had little interest in merging with these unions.Arthur Marsh and Victoria Ryan, Historical Directory of British Trade Unions, vol.3, p.123 Instead, it affiliated to the National Transport Workers' Federation and, in 1924, it merged into the Transport and General Workers' Union in 1924.Arthur Ivor Marsh, Victoria Ryan.

Seathwaite Tarn is a reservoir in the Furness Fells within the English Lake District. It is located to the south of Grey Friar and to the west of Brim Fell (on the ridge between The Old Man of Coniston and Swirl How) and north east of the village of Seathwaite on the east of the Duddon Valley. In order to create a source of drinking water the existing tarn was considerably enlarged with a dam in 1904. During the dam construction some of the navvies rioted damaging buildings in the village, several rioters were shot, one dying the next day.

The original Down platform has thus become the Up platform, and vice versa. The change was made in order to simplify shunting at this station, by removing the need to hand-pump the train-operated loop points to access the sidings. At the north end of the platform is a sculptured head, carved in stone by the navvies (workmen) who built the line. It commemorates James Renton, a director of the West Highland Railway, who gave part of his personal fortune to save the line from bankruptcy during construction when the brushwood raft was continually sinking into Rannoch Moor.

The newly built station was officially opened to passengers on 5 November 1877. In 1875 during excavations 150 yards east of the station by navvies who were employed to double the track between Grange Lane and Chapeltown they came across the fossilised tree stump of a Giant Club Moss which would have grown tens of metres tall. It was originally taken and displayed at High Hazels park in Darnall before being transferred to the Sheffield Botanical Gardens in the 1980s where it can still be seen today. Closure to passengers came on 7 December 1953 and to all traffic in April 1954.

In 1847 John Birkbeck undertook the first partial descent of Alum Pot from Long Churn Cave which did not reach the floor of the shaft. He returned the following year and made a successful descent, when a group of nine men were lowered to the shaft floor in a large bucket winched down by a group of railway workers. Another successful complete descent of Alum Pot took place in 1870, when a group of people were lowered to the floor using a cage and windlass operated by navvies working on the Settle–Carlisle Line.Lowe (1903) pp.

A more prosaic explanation is that in the 19th Century, the town was based around Heap Bridge, now barely a suburb of the town, when, in the accent (of the locals) and Irish "Navvies" working on the railway, the town was 'Ape bridge. In the 20th century, the town's cotton mills went into steep decline, only Glossop in Derbyshire went into sharper recession; in contrast, the spinning capacity of nearby Rochdale shrank more slowly than any other mill town apart from Wigan.McNeil, R. & Nevell, M. (2000), p. 38. St Luke's Church is noted in the area for its beautiful proportions and ornate carvings.

By 1924, the steam navvies had done their job, and they were sold at auction, together with three of the locomotives. The Cantref filters were completed, and the railway from Llwyn-on to Cantref was lifted in April 1926, while Priestley retired in the same month. He had served the Waterworks Committee for 31 years, and was then aged 72. The Corporation were originally going to employ James Watson as the engineer for the project, who had designed a reservoir system for Bradford Corporation in the Nidd Valley, but he died before being appointed, and Priestley had taken up the role.

A large quarry now known as Cliffdale was established roughly halfway up the Main Range during construction, to supply ballast for the line. In later years the quarry was furnished with its own siding (since removed) and loading area, with stone extracted from the site into the 1950s. The navvies (construction workers) and contractors resided in a number of camps along the course of the railway. From the base of the range upwards, camps included Gibbon's, Fountain's, Holmes', Main Range, Ballard's and Cameron's, generally named after the person responsible for the section of line in a particular area.

The impact of the construction work was considerable for local residents, in ways both positive and negative. In his diaries, local man John Dickinson mentions the waterworks band coming with their music on Christmas Day, a visit to a "Magic Lantern performance at The Huts" and a waterworks sports day on Swinsty Moor with several hundred in attendance. On the downside, he complains several times of "rough navvies" occupying the local inn at Timble, and expresses the hope they will soon be gone. As work neared completion in 1877, the huts were removed and the filling of the reservoir began.

Bob first experienced the railway life, when, as a young dog, he took a fancy to the workers building the railway near Strathalbyn and followed some of the navvies to the line. He was brought back to his owner, the publican of the Macclesfield Hotel, two or three times before finally disappearing; he was about 9 months old at the time. His true railway career appears to commence not long after being consigned from Adelaide along with fifty other dogs to Quorn, to be used to exterminate rabbits near Carrieton. Bob was, it was believed, picked up as a stray in Adelaide.

Work was carried out by up to 2,300 navvies and 400 horses were brought in for the work. The workforce included 188 quarrymen, 102 stonemasons, 732 tunnel men, 738 labourers and 18 carpenters. Each day around 2150 wagon loads of rock and earth was removed from the workings to be tipped on the Wharfe embankment leading to the Arthington Viaduct. Men were lowered by bucket down the airshafts to dig by candlelight. They were paid £1.50 per week to shovel 20 tons (20.32 tonnes) of rock and earth per 12–hour shift, seven days a week.

Hutchings & Co were awarded the contract and the first sod was cut at Bareflathills just outside Elgin near the River Lossie by the wife of James Grant on Saturday, 30 November 1851. A large cheering crowd witnessed the ceremony amid the firing of cannons.Bartlam, Moray's Railways p.6 This point was chosen because it possessed the three most difficult engineering features to be overcome—the bridge over the River Lossie, the road bridge over the track and the very deep cutting. BareflathillsThe contractor switched to two 12-hour shifts and had a workforce of around 300 navvies.

Thus the present main habitation on the SW side mainly dates from industrial activity in the eighteenth century onwards. The Waggon and Horses dates from this time, being converted from a farmhouse and smithy.Graham Lewis (1990) The Hidden Places of Yorkshire and Humberside M&M; Publishing When the Sheffield, Ashton-under-Lyne and Manchester Railway was being built in the middle of the eighteenth century, the barn of this site was used to house the navvies who built it. The River Don in this area was used to power mills, initially for corn, but later for cloth.

It is closely similar, though for the lady with a blue parasol the face of Maria Leathart, the commissioner's wife, replaces that of Mrs Brown in the Manchester version.Page on the "Birmingham Museums & Art Gallery Pre-Raphaelite Online Resource", accessed, 14 February 2015 The picture depicts a group of so-called "navvies" digging up the road to build a tunnel. It is typically assumed that this was part of the extensions of London's sewerage system, which were being undertaken to deal with the threat of typhus and cholera. The workers are in the centre of the painting.

It was social and philanthropic work which drew her to the labour movement, leading her to conclude that 'fundamental changes in law were necessary to obtain better conditions of life for the people'. She grew up in a family which was aristocratically connected, although not particularly affluent until she was grown up. Her first experience of social work was among navvies working on the building of the Vale of Glamorgan Railway, near her home. They were living in squalid conditions, isolated from the local community, and Edith attempted their moral improvement through religion and the provision of a reading room.

It continues across the mountains to Myrdal Station in Aurland municipality in Sogn og Fjordane county, and then there is a fork in the road. One path goes north through the Flåmsdalen valley to the village of Flåm on the shore of the Sognefjorden and the other path heads west through the Raundalen valley to Vossevangen. In all, the road is long: from Haugestøl to Flåm, and then another from Myrdal to Voss. The road is named after the "rallar" or navvies, the railway construction workers and "vegen" means road, so the name literally means the "navvy road".

John Chave, a local who was regionally well known for living in a "haunted house," was approached by a group of inebriated navvies. The encounter left Chave feeling threatened, so after proceeding home with the navvy group in tow, he used a gun to shoot a warning shot into the crowd, which hit and killed one of the group members causing a riot to ensue. The death was later deemed a justifiable homicide. As newspapers reported on similar conflicts, anticipated tensions grew for the local inhabitants of the regions the navvy worked in, when they arrived.

The registration of the Derby Tramways Company took place in October 1877. In November 1879 it was reported that navvies were laying down the tracks in London Road. The innovation was not welcomed by all the residents of the town. An article appeared in the Derbyshire Times and Chesterfield Herald on 15 November 1879 which read: > The Derby Tramway Company have got their works in busy construction. London > road and St Peter’s street, which cost the suffering ratepayers a stiff sum > in renewal only a short time since, and which had got splendidly > consolidated, are being ruthlessly torn up by the invaders.

There were also problems with the labour force, with high levels of absence, particularly during and after the potato harvest and the peat cutting season. This led to Telford bringing in Irish navvies to manage the shortfall, which led to further criticism, since one of the main aims of the project was to reduce unemployment in the Highlands. The canal finally opened in 1822, having taken an extra 12 years to complete, and cost £910,000. Over 3,000 local people had been employed in its construction, but the draught had been reduced from in an effort to save costs.

With the fluctuations in demand Robb was unable to meet the repayments of his debt from the expansion, and had to sell the brewery (c1861). The next owner was Arthur Ocran Crooke, who reputedly purchased it for £140. Crooke was only in his early 20s but had come from a commercial brewing family, GW and FA Crooke of Guildford, and was able to manage the changes in supply and demand. With the construction of the railway a few years later he was able to supply the beer directly to Waring Bros and the hundreds of navvies engaged on the building of the line.

They include the genteel Miss Thrush the Sweets who has sold her shop in Pontypridd, and is secretly enamoured of Gideon, even though she only sees him about once a year. Annie Hewers and Megsie Lloyd are lusty young girls out for adventure, Many Irish navvies have also arrived, including Big Bonce, Belcher and Lady Godiva. Travelling through Maesteg towards Pontypridd, Gideon comes upon Sun Heron, a fiery young two-fisted Irish girl who attempts to steals his meagre food, claiming to be starving. She later latches onto Gideon as he travels the roads, and will not be sent away.

The navvies completed the construction successfully, albeit the wet climatic conditions interfering with the adhesive. Testing with a supplied gear wheel proved successful but unfortunately there was no testing with a real locomotive before the first train came to pass. When tried operationally it was found that while successfully causing the locomotive to climb the gradient the centre tooth belt was set too high meaning the locomotive was not properly resting on both rails and having an extreme propensity to toppling over. The belt was therefore ripped out and an improvised winch system based on an electric drill used to assist the locomotive up the slope.

It was hoped that the siege would be short but with the coming of winter the conditions were appalling and it was proving difficult to transport clothing, food, medical supplies and weaponry from Balaclava to the front. When news of the problem arrived in Britain, Brassey joined with Peto and Betts in offering to build a railway at cost to transport these necessary supplies. They shipped out the equipment and materials for building the railway, which had been intended for other undertakings, together with an army of navvies to carry out the work. Within seven weeks, in severe winter conditions, the railway from Balaclava to the troops besieging Sevastopol was completed.

Part of the reason for the early start was to help employ older navvies who were working on the southern section during the summer.Hoås and Stene (2006): 45 At Røra, a spur was originally planned to Hylla, but this was discarded late in the planning phase. At Hellem in Inderøy the right-of-way had to be moved because of poor soil mechanics. There were similar issues north of the Lunnan Tunnel, forcing the tunnel to be extended and a supporting being built.Hoås and Stene (2006): 53 Steinkjer is surrounded by a moraine which had to be traversed with a cutting, long and up to deep.

Tally Toor, Leith The Tally Toor in Leith, Edinburgh, Scotland, is one of the country's three martello towers, the other two being at Hackness and Crockness in Orkney. Originally built offshore on a rocky outcrop called the Mussel Cape Rocks, the land around it was subsequently reclaimed, and the building now lies, half-buried, in an industrial area on the eastern breakwater of Leith Docks. Built in 1809 and altered in 1850, the tower housed an anti-aircraft battery during World War II. It is designated a Scheduled Ancient Monument by Historic Environment Scotland. Irish folk symbols carved on the stonework indicate that it was built by Irish navvies.

When the First World War broke out in 1914, Ward rejoined the Army, this time as a commissioned officer in the Middlesex Regiment. Using his connections in the labour movement, he recruited five labour battalions and in 1915 raised and became commanding officer of a pioneer battalion, the 25th Battalion, Middlesex Regiment (known as "The Navvies' Battalion" and later to become known as the "Diehards"), with the rank of lieutenant-colonel. He commanded the battalion in France for a short period, but was then ordered to the Far East. On the voyage, on 8 February 1917, the troopship Tyndareus hit a mine off the coast of South Africa.

In 1965 they made I've Gotta Horse and in 1971 they starred in a TV situation comedy series called Under and Over playing three Irish navvies working on the London Underground. Six episodes were broadcast on BBC One. The group began 1970 by appearing on the BBC's highly rated review of the 1960s' music scene Pop Go The Sixties performing "Charmaine" and "Diane" live on the show, which was broadcast on BBC1 on 1 January 1970. In December 2016, Con and Dec (performing as The Bachelors) appeared in Channel 4's Skeg Vegas, a one-off documentary following Skegness' Number One Entertainment Agent Noel Gee.

During the construction of the Lancaster Canal, Botany Bay played host to the canal workers, and it is believed the name Botany Bay originated from around this time, due to the nature of the navvies occupying the area the locals saw it as an area to be avoided, much like the penal colony at Botany Bay Australia.Howell. C, A. "Grove Mill, Canal Mill & Botany Bay" (The History Press:2008) By 1816 The Leeds and Liverpool Canal had come to incorporate the Lancaster Canal and by this time Botany Bay had become an important loading and unloading area due to its warehouse system and proximity to the canal.

It was during this period that he began his association with the Canadian Pacific Railway and extended his ministry to the navvies working on the right-of-way. Among those navies was Yellowhead and his Iroquois followers who worked across Canada on the Canadian Pacific Railway, until the railway was through the Rocky Mountains at Banff, after which Yellowhead appealed to Father Lacombe to assist him in acquiring a land base. The Michel Reserve, land to the north of St. Albert, was arranged by Father Lacombe, and given to Yellowhead's Iroquois followers. In 1882, he relocated to Calgary following the retirement of Father Constantine Scollen from the southern Alberta missions.

The historian Jacques Gernet stresses that these servants and favorites hosted by rich families represented the more fortunate members of the lower class. Other laborers and workers such as water-carriers, navvies, peddlers, physiognomists, and soothsayers "lived for the most part from hand to mouth." The entertainment business in the covered bazaars in the marketplace and at the entrances of bridges also provided a lowly means of occupation for storytellers, puppeteers, jugglers, acrobats, tightrope walkers, exhibitors of wild animals, and old soldiers who flaunted their strength by lifting heavy beams, iron weights, and stones for show. These people found the best and most competitive work during annual festivals.Gernet, 94–95.

This second proposal was authorised by an Act of Parliament obtained in 1791, and responsibility for the work was shared between a new body of Trustees for the river and the Commissioners of the Lewes and Laughton Levels. It would be funded by tolls for using the river, and by drainage rates for those who owned land on the levels. The balance between tolls and rates was too onerous for the landowners, and a second Act was obtained in 1800 to adjust them. The project was managed by a Lewes schoolmaster and civil engineer called Cater Rand, who employed a team of several hundred navvies.

He was killed in an accident in 1905, but the business was continued by his family under the name of "Estate H.S. Williams". In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. In 1910, the railway line reached the settlement, which had been renamed Yungaburra to avoid confusion with another similarly named town. The railway link triggered a period of rapid development with the construction of a sawmill, a store and a large hotel for the Williams family opposite the railway station, and a number of shops and houses.

He was killed in an accident in 1905, but the family business was continued by his sons under the name of "Estate H.S. Williams". In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. In 1910, the railway line reached the settlement, which had been renamed Yungaburra to avoid confusion with another similarly named town. The railway link triggered a period of rapid development with the construction of a sawmill, a store and a large hotel for the Williams family opposite the railway station, and a number of shops and houses.

He was killed in an accident in 1905, but the family business was continued by his sons under the name of "Estate H.S. Williams". In 1907 they established a shanty hotel in Allumbah to serve packers and the navvies constructing the railway inching its way towards the town. In 1910, the railway line reached the settlement, which had been renamed Yungaburra to avoid confusion with another similarly named town. The railway link triggered a period of rapid development with the construction of a saw mill, a store and a large hotel for the Williams family opposite the railway station and a number of shops and houses.

In the first section, the song picks up speed like a locomotive building up a head of steam. While Lightfoot's song echoes the optimism of the railroad age, it also chronicles the cost in sweat and blood of building "an iron road runnin' from the sea to the sea." The slow middle section of the song is especially poignant, vividly describing the efforts and sorrows of the nameless and forgotten "navvies," whose manual labour actually built the railway. Session personnel for the 1967 recording were these: Gordon Lightfoot on 12-string acoustic guitar, Red Shea on lead acoustic guitar, John Stockfish on Fender bass guitar, and Charlie McCoy on harmonica.

This church incorporates the original hospitium. The twelfth-century nave arcade, with short drum piers and un-moulded arches perhaps divided the men's from the women's ward. The neo-Norman south chapel of 1847 houses the bones of William and Gundrada de Warenne unearthed in two lead cists by railway navvies in 1845 constructing the Brighton to Lewes railway through the site of the Priory chapter house. On the floor of the chapel lies the original black Tournai marble tombstone from the Priory carved to the memory of Gundrada that had been incorporated into a Tudor period memorial in the church of St Margaret, Isfield.

The Avon was diverted into the New Cut in January 1809 and on 2 April the first ships passed up the cut and entered the harbour at the Bathurst Basin. On 1 May 1809 the docks project was certified as complete and a celebratory dinner was held on Spike Island for a thousand of the navvies, navigational engineers who had worked on the construction, at which "two oxen, roasted whole, a proportionate weight of potatoes, and six hundredweight of plum pudding" were consumed, along with a gallon of strong beer for each man. When the beer ran out a mass brawl between English and Irish labourers turned into a riot which had to be suppressed by the press gang.

Not only were major expeditions assembled in Chiloé but thousands of Chilotes migrated to the sparsely populated mainland to work in sheep-raising estancias, as railway navvies, or become independent settlers. Belief in witchcraft has been common in the archipelago reaching such influence, that in 1880 Chilean authorities put on trial warlocks said to rule the archipelago through a secret society. Once considered an isolated and backward part of Chile today the archipelago retains its rural character despite increased connectivity and the growth of cities such as Ancud, Castro and Quellón. Since the 1990s salmon aquaculture and tourism have been important sources of revenue in the archipelago complementing traditional activities such as fishing and small-scale agriculture.

The trade union was founded in Feb 1889 as the United Tyne and District Labourers Association and in March 1889 the Amalgamated Society of Shipyard Helpers and General Labourers of the River Wear merged with it. By 1890 the union was recruiting heavily in the London, Belfast and Barrow areas and absorbed the Sheffield and District Navvies and General Labourers Society and changed its name to the Tyneside and National Labour Union of Great Britain and Ireland. The Annual Delegate Meeting of 1892 voted to change its name to the National Amalgamated Union of Labour. By 1897, it claimed 22,397 members, making it the fourth-largest union in the UK. It affiliated to the Trades Union Congress in 1912.

Workshops were erected to the west of the road, and huts to accommodate the navvies who lived on site were on higher ground to the east of it. Work to build the earthen dam started in January 1911, and by June the excavations had reached solid rock. An official inauguration ceremony was held on 28 June 1911, with the Lord Mayor and his party travelling from to on the Taff Vale Railway, but it is unclear how they got from there to Cefn yard for the journey onwards to Llwyn-on. During the ceremony, a keystone was laid, Mr Nott gave the Lord Mayor a trowel, and Charles Henry Priestley, the Waterworks Engineer, gave him a mallet.

Local engineer Stephen Ballard was appointed to complete the work. Being bored by navvies from either end of the tunnel, work progressed at an average rate of ten feet per week. However, once the igneous Malvern rock (some of the hardest rock to be found in Great Britain) was reached, the rate of progress slowed to as little as 15 cm (six inches) per day. Further complications came in the form of spring waters, multiple pumps had to be installed to remove the water from the construction site; this water source was subsequently helpful, being used to refill the line's steam locomotives, as well as being piped to Great Malvern railway station.

Harte recorded several albums and made numerous television and radio appearances, most notably the Singing VoicesRTÉ Radio 1: Franke Harte – Singing Voices series he wrote and presented for RTÉ Radio, which was produced by Peter Browne in 1987. Harte's first two LPs, though released with six years between them, were recorded in one session in England by Bill Leader with concertina accompaniment on some songs by Alf Edwards. From 1998 he recorded four albums for the Hummingbird record label on which he was accompanied by Dónal Lunny on bouzouki and guitar. These last four albums covered the huge topics of the 1798 Rebellion, the Great Irish Famine, Napoleon Bonaparte and the Irish navvies abroad.

Despite the concerns of the engineer Nicholas Whiteley about the likely hazards of trying to reclaim Horsey Island, the scheme went ahead, with two schemes being put out to tender, one for embankments around Horsey Island and the other for the construction of the new cut and the embankments on Braunton Pill. Calls for subcontractors, 200 navvies and a haulier to move 60,000 yards of stone from Braunton Down and other quarries were made in October 1854. There were some financial difficulties, and vandalism on the Heanton embankment in 1855. The upper section of the new cut was constructed through clay, but the lower section was though sand, which provided significant difficulties.

It was opened in 1793, having cost the Earl £5,000 to build, but only lasted for a few years, until a turnpike road was diverted. This made access to Petworth easier, and the canal ceased to be used. Unlike many canals, where navvies were brought into the neighbourhood to carry out the work, the Earl employed local men on the project, most of them already employed by him, and a clergyman praised him for this when writing in 1808, as it led to much less disruption, but provided increased income for those who worked on the scheme. Wages rose from 8 or 9 shillings (40-45p) per week to 14 or 15 shillings (70-75p).

When Thornton Heath High Street was being laid in the 19th century, to the east of the Pond area, hoards of coins were found spanning the Roman occupation of the area from 69 to 138 AD. There is no other record of human habitation in the Roman period. An ancient matrix for suburban growth can be found in Thornton Heath's old byways. The four lanes that crisscrossed the valley in Saxon times survived to form principal routes of ribbon development in the 19th century, their names surviving the passage of time: Green Lane, Whitehorse Lane, Colliers Water Lane, and Bensham Lane. A hoard of Saxon, Frankish and oriental coins was found by navvies cutting the railway in the 1860s.

The village was notable for HM Factory, Gretna, codenamed Moorside, a huge cordite munitions factory built nearby on the shore of Solway Firth to supply ammunition to British forces during World War I. The factory, the biggest munitions factory ever built, stretched for from Eastriggs along the Solway coast as far as Longtown in England and across. The factory took 10,000 navvies to build it, and employed 30,000 workers, mostly women. The workers mixed by hand a devil’s porridge of nitro-glycerine and guncotton into cordite paste, and loaded the extruded cordite strands into shell cases. Gretna and Eastriggs were built to house the workforce, and many were accommodated nearby in Carlisle.

The eastern portals of the first two Woodhead Tunnels Locke was subsequently appointed to build a railway line from Manchester to Sheffield, replacing Charles Vignoles as chief engineer, after the latter had been beset by misfortunes and financial difficulties. The project included the three-mile Woodhead Tunnel, and the line opened, after many delays, on 23 December 1845. The building of the line required over a thousand navvies and cost the lives of thirty-two of them, seriously injuring 140 others. The Woodhead Tunnel was such a difficult undertaking that George Stephenson claimed that it could not be done, declaring that he would eat the first locomotive that got through the tunnel.

A railway between York and Darlington via Northallerton was suggested in 1826 in the York Herald, but the first railway, built by the Great North of England Railway (GNE), following the proposed route, only opened to mineral traffic in January 1841 and to passengers in March of the same year. When navvies were digging in the Castle Hills area of Northallerton, three Roman sarcophagi were unearthed which were taken to Darlington. station opened in March 1841, and the "York Herald" described it as "in the Elizabethan Gothic style". Although much remodelled, the station is in the same location, with staggered platforms as when first built. Opening beyond to did not come until 1844.

The iron rails was later replaced with (now cheaper) steel rails; and then with heavier rails in the Liberal era of 1891-1912, increasing the maximum axle load from six tonnes to 16 or 18 tonnes with 50 kg/m rail. But the tight tunnels with a height limit of led to expensive dropping of track in tunnels or "daylighting" them to accommodate containers in the 20th century. Vogel had contracted John Brogden and Sons of England to construct six lines, for land as well as cash and the right to bring out 10,000 immigrants or ”navvies”. The six sections of a future national network went out from Auckland, Wellington, Napier, Picton, Oamaru and Invercargill.

Here he soon restored the parish church, with the aid of his friend, an architect, Henry Woodyer. Carter also set up two mission churches within the parish, and set out to assist the poor of the parish, establishing a benefit society, a temperance society and converting part of the glebe to allotments. Within the large parish, a particularly poor area was the slum of Clewer Fields, which contained two army barracks and a swiftly changing population of railway navvies, which served to worsen the general problems of drink, prostitution and poverty. Beginning with just one young woman in December 1848, a parishioner, a widow named Mariquita Tennant, began to take in young women from Clewer Fields, and give them an alternative to life there.

Interior of the Crystal Palace Fox, Henderson and co took possession of the site in July 1850 and erected wooden hoardings which were constructed using the timber that later became the floorboards of the finished building. More than 5,000 navvies worked on the building during its construction, with up to 2,000 on site at one time during the peak building phase.For the peak figure of 2,000 workers daily see: and the University of Virginia's project: More than 1,000 iron columns supported 2,224 trellis girders and 30 miles of guttering, comprising 4,000 tons of iron in all. Firstly stakes were driven into the ground to roughly mark out the positions for the cast iron columns; these points were then set precisely by theodolite measurements.

These consisted of two strong poles, which were set several meters apart at the base and then lashed together at the top to form a triangle; this was stabilized and kept vertical by guy ropes fixed to the apex, stretched taut and tied to stakes driven into the ground some distance away. Using pulleys and ropes hung from the apex of the shear, the navvies hoisted the columns, girders and other parts into place. As soon as two adjacent columns had been erected, a girder was hoisted into place between them and bolted onto the connectors. The columns were erected in opposite pairs, then two more girders were connected to form a self-supporting square—this was the basic frame of each module.

The judge was Sir James Shaw Willes, Eastwood was represented by Edwin James QC. The Athenaeum was represented by Montague Chambers QC. William Smith (described in a newspaper report as a "rough looking young man") was one of the witnesses. In his testimony, Smith claimed he had obtained them from the Shadwell Dock construction site, by bribing the navvies building the dock with money and drink, and by sneaking onto the site himself after hours. He testified he had sold around 2000 items, making around £400. Examples of the artefacts were presented to the courts as exhibits; according to The Times newspaper report, "a good deal of amusement was produced by the extraordinary nature of some of those that were produced".

In the latter part of the 19th century two factors attracted people to the Winding Creek area. One was coal mining, with the Lymington (1882) and South Wallsend (1884, later renamed Cardiff) collieries both starting production in the vicinity of the current Cardiff South. The other was the decision to construct the Sydney to Newcastle railway, which led to a navvies camp being established at Winding Creek in 1883, and work continuing through most of the rest of the decade. The line originally ran close to current Myall Rd, however the gradient from Cardiff up to Tickhole Tunnel proved too steep for the trains of the period, and the line was relocated to the present position a few years after it was opened.

He then employed 4 men on 2 saw benches, powered by an 8 hp portable steam engine. John moved to Otorohanga in 1885, where he became postmaster and opened another store with Valder and John Taonui Hetet, of Ngāti Maniapoto descent. J T Hetet & Co built the first building in Te Kuiti, then joining with John, also just before the arrival of the railway construction gangs, though still there when a raid at the store resulted in a police invasion in 1890. Between the mid 1880s and mid 1890s Ellis Bros & Valder stores were set up at Tokaanu, Taupo and followed the navvies up the North Island Main Trunk line as it was built, with stores at Hunterville, Ohingaiti and Taihape.

Hundreds of men were injured, but despite the existence of the Queensland Employers' Liability Act 1886, only one worker was compensated. Other labour issues led to the formation of a trade union - the United Sons of Toil, which called a strike in late 1890. During construction navvies' camps were established at most of the cuttings and at each of the bridges or tunnels along the range section. The main townships other than Kamerunga included New Cairns (later Jungara); Rocky Creek Falls (between tunnels 8 and 9); Stoney Creek; The Springs (between tunnels 14 and 15); Red Bluff; and Camp Oven Creek (just past Tunnel 15). There were also small towns at Tunnel 3, Surprise Creek, and Gray's Pocket on Rainbow Creek above the falls.

Prout was one of five men charged with murder in 1911, over the death of a 26-year-old man named Arthur Ernest Lupton in a work site in Wallan on the early hours of 28 January. The intoxicated men, who were employed on the railway as navvies, were going from tent to tent in the camp premises, looking for a man who went by the name "Killarney", who they had quarrelled with the previous night. Instead it was Lupton that fell victim to the group, struck by one of the men, later dying of a fractured skull. The jury convicted Prout's companion Frederick Carmody of manslaughter, satisfied by the account of a witness who had seen him attack Lupton at his tent.

The former contains a sample of a sound that Rutherford achieved as he was "messing about bending two notes" that Banks had recorded from a microphone on his E-mu Emulator which he then sampled and slowed down, creating a noise he compared to an elephant's trumpeting. The ten-minute "Driving The Last Spike" is about 19th-century Irish navvies who helped built the railways in the UK, and the poor and unsafe working conditions they had to endure. Collins wrote it after being given a book on the subject by a correspondent who sought to produce a television show about it. Banks used a Hammond organ patch on the track, which referenced his prominent use of the instrument early in Genesis' career.

Some goods traffic probably also passed at this time. Contemporary travellers reported: "The little six-wheeled engine ... was spinning along a quite a rate, considering its small wheel diameter; the carriage was a four-wheeled one, painted a dull red, and probably used at other times to convey the navvies to and from their work." The line was inspected by the Board of Trade Inspecting Officer on 21 December 1903; the line was formally opened on 5 January 1904, and the public passenger service started the following day. When in 1906 Tyer and Company claimed £2,480 for signalling and lighting equipment supplied for the line, the Tanat Valley Company claimed that they had only ordered the apparatus "on behalf of the Cambrian Railways".

The Trustees of the Company worked with the Commissioners of the Lewes and Laughton Levels, and the project was jointly funded by tolls for using the river and by a drainage tax on owners of land in the five districts into which the levels were split. There were provisions to ensure that the relative rates of tolls and taxes remained in step, but the taxes proved to be too onerous, and a subsequent Act was obtained in 1800 to alter the balance. A Lewes schoolmaster and civil engineer called Cater Rand was employed as the resident engineer, and managed a team of several hundred navvies, who worked on the channel from Lewes down to Southease. This work was completed by February 1795, and in October, the tides flowed up to Lewes Bridge.

Camp, pp. 8-10 The Great Famine of the later 1840s brought an influx of Irish speakers to England, Wales and Scotland. Many arrived from such counties as Mayo, Cork, Waterford and Limerick to Liverpool, Bristol, and the towns of South Wales and Lancashire, and often moved on to London. Navvies found work on the South Wales Railway. There are reports of Irish-speaking communities in some quarters of Liverpool in the Famine years (1845–52).Nic Craith, Máiréad; Leyland, Janet, 'The Irish language in Britain: A case study of North West England,’ Language, Culture and Curriculum, Volume 10, Issue 3, 1997, pp. 171-185. DOI: 10.1080/07908319709525250 Irish speakers from Munster were common among London immigrants, with many women speaking little or no English. Around 100,000 Irish had arrived in London by 1851.

The line through Steinkjer was controversial, as the proposal would split the town in two, and there was an intense debate as to which side of the river the station should be built on. A counter-proposal which saw the line run further up and cross through Steinkjersannan and Furuskogen—and thus avoid the town itself—was discarded because it would wreck the military camp at Steinkjersannan and would be located too far from the port.Hoås and Stene (2006): 64 The line through Steinkjer in 1956 Four navvies were killed during construction, three in a landslide in a trench and one by a piling log, all in Levanger.Hoås and Stene (2006): 30Hoås and Stene (2006): 31 Construction on the line's second part, from Levanger to Sunnan, started in 1901.

They requested the help of the Shropshire Union Canal Society who organised a "Big Dig" at Welshpool which was attended by over 200 volunteers who cleared a section of the canal. The Shropshire Union Canal Society had already begun campaigning for the restoration of the canal and in the run-up to the event, members attended council meetings, mounted displays in the town and organised a visit to Market Drayton for Welshpool Town Council, to see another section of the Shropshire Union where progress was being made. Key players included Graham Palmer, the organiser of the London and Home Counties Working Party Group of the Inland Waterways Association. They published a journal called Navvies Notebook which co-ordinated volunteer activity on the canals across Britain and within a year had become the Waterway Recovery Group.

The 1860s saw an influx of European settlers to the area between Te Aroha and Matamata, and on 13 December 1873 a settler from Auckland, Thomas Morrin, purchased the Kuranui No.1 Block from the local Māori and founded the Lockerbie Estate, which Morrin named after the Scottish town from which his father had emigrated. In May 1874, Morrin purchased two further blocks, Motumaoho No.1 and No.2, and his estate then totaled over . The fledgling village was to be the service centre for Morrin's Lockerbie Estate and he built a blacksmith's shop, manager's house, the Jolly Cripple Hotel and general store and donated land for a school. Morrin hired Irish navvies from the gold fields to dig a network of ditches to drain the land, enabling it to be used for agriculture.

The contract for the building of Penarth Dock was placed in 1859 and the dock was opened six years later, constructed by a workforce of around 1,200 mostly Irish 'navvies' under the direction of chief engineer Harrison Hayter and implementing the design of civil engineer John Hawkshaw. At the Welsh coal trade's zenith in 1913 ships carried 4,660,648 tons of coal in a single year out of Penarth docks. In 1886 Isambard Kingdom Brunel's , originally a passenger vessel but later converted as a coal trader departed from Penarth Dock on what would become its final voyage. A disastrous fire, during the voyage, all but destroyed the vessel and she foundered on the Falkland Islands, where she remained until salvaged and returned to Bristol Docks for restoration in the 1970s.

1 January 1859 was fixed for the start of operation of the new line. However the LBSCR had refused to negotiate with the LSWR over any arrangement that would permit the operation, and declared that no Portsmouth Railway train would be allowed to pass. The LSWR decided to force the issue by running a goods train on 28 December 1858; it arrived at Havant at about 07:00 while it was still dark, with about 80 navvies on board. The LBSCR had removed the switch tongue of the Portsmouth Railway down line at the junction, so the goods train was crossed to the up line to by-pass it, but it was again stopped in Havant station by the removal of another rail section, now blocking all lines.

He played one professional snooker match, at the 1946 World Snooker Championship, retiring from the match when 2–8 behind to Kingsley Kennerley. He said that snooker was "a splendid game for navvies in their lunch hour, the sort of game you play in corduroys and clogs". In conversation with George Nelson of the Yorkshire Evening Post, reported in the paper in 1941, Reece spoke about his record break. He recounted that here had been a tradition that the company that manufactured the billiard table that a record break was made on would pay £100 to the player making the break. Following the spread of the cradle cannon following Lovejoy's employment of the method in 1907, the record was frequently increasing, which meant more expense for the table manufacturers.

The husband and wife are portraits of Brown and his second wife Emma. Brown's Jacob and Joseph's Coat at Museo de Arte de Ponce, Ponce, Puerto Rico Brown's most important painting was Work (1852–1865), begun in Hampstead in 1852 and which he showed at his retrospective exhibition in 1865. Thomas Plint advanced funds to enable Brown to complete the work, in anticipation of obtaining the finished painting, but died in 1861 before the painting had been completed.Dianne Sachko Macleod, ‘Plint, Thomas Edward (1823–1861)’, Oxford Dictionary of National Biography, Oxford University Press, Sept 2004 In this painting, Brown attempted to depict the totality of the mid-Victorian social experience in a single image, depicting 'navvies' digging up a road (Heath Street in Hampstead, north London) and disrupting the old social hierarchies as they did so.

Upon the clearance of this land both the Salthouse and Canning dock's were drained to allow entrance passages into the Albert Dock to be constructed, whilst hundreds of 'Navvies' were employed to dig out the dock basin and construct the new river wall. The dock basin was completed by February 1845, allowing the first ships to enter the Albert Dock, although with the warehouses still under construction this was merely to allow these boats to 'lay-up'. The dock complex was officially opened in 1846 by Albert, Prince Consort, husband of Queen Victoria and the man in honour of whom it was named. This event marked the first occasion in Liverpool's history in which a member of the Royal Family had made a state visit to the city and as a result the occasion was marked with a major celebrations.

As a result of this timing, parliament had accidentally granted the M&MR; and the MWR the same rights to build two separate lines through the same terrain. In response the M&MR; prioritised its work on completing the first section to Llandiloes by working west from Llangurig on what became known as the Llangurig branch to Penpontbren Junction. However, by 1861, surveyors and navvies from the competing companies were physically clashing south of the Llandiloes. A further Act of Parliament was passed in 1862, giving the jointly owned Llanidloes and Newtown Railway (L&NR;) (which was managed by the Cambrian Railways since 1860) the rights to extend southwards from Llanidloes with of double track to Penpontbren Junction where the M&MR; Llangurig branch would diverge through the Cambrian Mountains to and the MWR line would continue to (serving Builth Wells).

The town was one of the rotten boroughs, returning two Members of Parliament until the Reform Act of 1832: one was Carew Raleigh the son of Sir Walter Raleigh. Haslemere's borough expanded into the surrounding Haslemere parish and recovered with the construction of the Portsmouth Direct Line, which connected Haslemere with London Waterloo and Portsmouth Harbour railway stations. In Victorian Britain Haslemere became a fashionable place to live and continues to be a commuter town for London, and to a lesser extent Portsmouth, served by Haslemere railway station. During the building of the railway, the first of the two murders of Surrey Police Officers occurred in Haslemere High Street on the night of 28/29 July 1855, when Inspector William Donaldson was beaten to death by drunken navvies, which brought the darkest hour in the history of Haslemere.

Paddy Train at the NRM Shildon; this had been located at Ellington Colliery in Northumberland before retirement Paddy mails, generally considered as being workmen's trains, were operated by, or for many companies to transport their workers to their place of work or between their sites of work. Originally they were operated by railway contractors, on temporary tracks laid to remove spoil from their workings, to transport workers from their "shanty villages" to the work site. Many of these navvies as they were known were of Irish origin, hence the name given to the trains (see: Paddy). Once the main line was built the name passed to the workmen's specials, which in many cases, were operated along the main line railways and sometimes operated by the main line companies to an exchange point where the trains were taken over by the industrial company.

High Street Before coal was discovered in the area, Maltby was a small agricultural village, centred on the Parish Church of St Bartholomew's (ref Domesday Book / Saxon Tower), with a population of around 500 at the start of the 1900s. With the opening of the mine in 1907 miners came from all parts of the UK – Wales, Staffordshire, Durham, Scotland and Ireland (the latter descendants of the canal (navvies) and railway building). The miner's Model Village was built with its centre piece as the Church of the Ascension, an annexe to the Parish Church, and in addition a significant presence of Methodist, Congregational, Salvation Army and Roman Catholic places of worship developed. The new community spawned several working men's clubs, including the 'Stute' (short for the Miner's Welfare Institute), the 'Slip', the ROF Club (Royal Ordnance Factory) and Catholic Club.

From the times of early European settlement in the 17th and 18th centuries, the Irish had been coming to Ontario, in small numbers and in the service of New France, as missionaries, soldiers, geographers and fur trappers. After the creation of British North America in 1763, Protestant Irish, both Irish Anglicans and Ulster-Scottish Presbyterians, had been migrating over the decades to Upper Canada, some as United Empire Loyalists or directly from Ulster.Akenson, Irish in Ontario: A Study in Rural History (1984) ch 1 In the years after the War of 1812, increasing numbers of Irish, a growing proportion of them Catholic, were venturing to Canada to obtain work on projects such as canals, roads, early railroads and in the lumber industry. The labourers were known as ‘navvies’ and built much of the early infrastructure in the province.

It was a major event for the emergency services and the navvies, and witnessed by a multitude of people who turned up to witness the devastation. The railway opened on 3 April 1876 with a station at Stirchley Street (now Bournville). By this time the Midland Railway Company had taken over the Birmingham West Suburban Railway and in 1881 obtained an act for doubling the track and creating a direct route to King’s Norton that avoided the Lifford Loop.White, Reverend Alan: The Worcester and Birmingham Canal – Chronicles of the Cut (Brewin 2005) p186-189 Midland Railway Company Engine Shed The opening of Lifford curve in July 1892 allowed for a more intensive local service. New sidings were opened at Cadbury’s and Selly Oak in 1885 and by 1892 Selly Oak was handling over 55,000 tons of goods traffic and Lifford over 17,000 tons.

The heavy construction work took place in difficult weather - three frightful winters and two wet summers - in desolate country miles from public roads, which required teams of horses to bring materials across the moors and hillsides to the remote work sites. Life on the moorland was hard for the railway navvies and it was difficult to hire and keep men in the very wet conditions which at times prevented any progress. When the NBR's directors toured the Hawick-Hermitage section in January 1862, a number of defects were found, including a collapsed wall at the north end of Teviot viaduct due to shoddy specifications, a succession of landslips which required the directors to proceed in a ballast wagon, and a stark lack of progress at Stobs. On two of the construction contracts, the NBR's chief engineer had to take over from the contractors, whose equipment was sequestrated and sold.

He worked as a navvies' water-boy in Western Australia, and began swimming competitively in 1902 and playing Australian football. He had been encouraged to take up football by his swimming trainer, William Howson (who had, himself, established a world-record in 1904, swimming underwater for 110 yards), in order to "harden himself" for his swimming.Matson's Early Helper Dies, The West Australian, (Wednesday, 21 April 1954), p.19. During his swimming career, he held Western Australian freestyle titles from 100 yards (91 m) to a mile (1.6 km) using the now-obsolete trudgen stroke,Chats with Stars: Phil Matson of Sooby: First Swimmer, Then Footballer, The Westralian Worker, (Friday, 28 May 1915), p.7.'Onlooker', "Football: Matson's Early Days: Chance Entry into Football", The West Australian, (Wednesday, 20 June 1928), p.4. and won the 220-yard breaststroke at the Australasian championships in three consecutive years (1905, 1906, and 1907).

Three major enclosures of the mosses have taken place, the first as a result of a voluntary agreement signed in 1704, and ratified by the High Court of Chancery in 1710 when opposition prevented the original plans from being carried out. Two Parliamentary enclosures, each authorised by an Act of Parliament were implemented in 1775 on Fenn's Moss and in 1823 on Whixall Moss. Both resulted in common rights being removed and gave the landlords powers which paved the way for the subsequent commercial exploitation of the mosses. In the early 1800s, the Ellesmere Canal Company built a canal across the southern edge of Whixall Moss. The engineers realised that maintenance would be required, to prevent the formation from sinking into the bog, and a gang of navvies, known as the Whixall Moss Gang, were employed continuously from 1804 to the early 1960s, to keep building up the banks of the canal, now renamed the Llangollen Canal.

Indeed, it was found that every industry of the country had contributed at least one officer. In of study of 144,075 demobilised officers at the war's end 7,739 came from the railway industry, 1,016 were coal miners, 638 were fishermen, 266 were warehousemen or porters, 213 were bootmakers, 168 were navvies, 148 were carters and 20 were slate miners. Even when considering only the select few who had been awarded regular army commissions there was a notable shift towards the central and lower-middle classes. The 5th Officer Cadet Battalion (Trinity College, Cambridge) at dinner The change did not go unnoticed; British commander Douglas Haig's final dispatch from the front made note of several temporary gentlemen who had risen from humble origins including a number of clerks and policemen, two miners, a taxicab driver, an undercook, a railway signalman, a market gardener, a blacksmith's son, an iron moulder, an instructor in tailoring, an assistant gas engineer and a grocer's assistant.

Three steam navvies were used to load stone into the railway wagons, and there were nineteen or twenty steam cranes, all of which were self-propelled and ran on the tracks either in the quarry or on top of the dam. An official visit by officers of the Corporation on 5 June 1925 used motor transport to reach Scar House, but the party then made the zig-zag railway journey to cross the valley and inspect the steam generating plant, which was on the far side. They ascended the incline to Carle Fell Quarry, sitting in wagons fitted with transverse seats, and having inspected the new workings, descended again, a scene which was officially recorded by a photographer. The main engineering work was almost complete by the time of another official visit on 24 September 1931, but for whatever reason, filling of the reservoir did not start until 5 July 1935, when the main overflow valve was closed.

The extent of the National Nature Reserve, with locations of peat works, tramways, railways and the Llangollen Canal A decision that would affect the mosses was made in 1797, when the Ellesmere Canal company abandoned plans for a heavily-engineered route to join the two halves of their system, which would have linked Trevor Basin to Chester, via Ruabon and Brymbo, and decided instead to build a canal from Frankton Junction to Hurleston Junction, which was completed in 1805. The engineers William Jessop and Thomas Telford decided against building a bypass around the mosses and instead elected to cut straight across the peat, despite the technical difficulties that this posed. They lowered the water table in the moss by building drainage ditches and then constructed a raft, on which the canal floated. They understood that regular maintenance of this section would be a requirement for many years, and a team of navvies, later named the Whixall Moss Gang, were employed to extract clay from a pit on the Prees Branch.

Rudimentary houses were erected by the East Kent Railway company on nearby marshland in 1858 for the navvies who constructed the line through the area; these had been taken over by enginemen of the South Eastern and Chatham Railway by October 1904, when they were replaced by cottages. There is no provision for access to Reculver from the sea, but there were maritime connections from at least the 1st century, when the Roman fort of Regulbium had a supporting harbour. The quantity and variety of coins found at Reculver dating from the 7th century to the 8th are almost certainly related to its location on a major trade route through the Wantsum Channel; there was probably still a harbour in Anglo-Saxon times, and the monastery may well have operated a "fleet of ships and its own boatyard." Details in the 10th-century charter in which King Eadred gave Reculver to the archbishops of Canterbury suggest that there was then an island immediately to the north, creating a "mini-Wantsum [Channel that] could have provided a sheltered channel for beaching and berthing ships";; .

Hughes, S. & Reynolds, P. A Guide to the Industrial Archaeology of the Swansea Region. RCAHMW 2nd edn 1989 From the 1873, Coelbren was the location of a significant junction on the Neath and Brecon Railway whence a 7-mile branch diverged leading to the Swansea Vale Railway at Ynysygeinon. The contractor John Dickson had a terrace of houses constructed quite possibly for navvies working on the line and known originally as Dickson's Row though now known as Price's Row.Hughes, S. & Reynolds, P. A Guide to the Industrial Archaeology of the Swansea Region. RCAHMW 2nd edn 1989 The lines closed in 1962 though the trackbed can still be seen almost encircling the eastern part of the village. The route to Swansea Vale has now been converted into a cycleway as Route 43 of the National Cycle Network linking the village with Ystradgynlais; it is planned that the trackbed northwards towards Brecon should also form part of Route 43. A school was opened in the village in 1894, housed at first in the vestry of Moriah Baptist Chapel.

The dam at the north end of Thirlmere (seen from Raven Crag) The first phase was to construct the aqueduct with a capacity of ten thousand gallons a day, and to raise the level of Thirlmere by damming up its natural exit to the north. The engineer for the project was George Hill (formerly an assistant, and then partner of Bateman). Contracts for the aqueduct went out for tender in autumn 1885; by April 1886 excavation of the tunnels had begun and hutted camps had sprung up (at White Moss, and elsewhere) to house the army of navvies (who were paid 4d an hour): The original contractor suspended work in February 1887, and the contract had to be re-let. A further Bill (supported by the Lake District Defence Society and Canon Rawnsley) was contemplated for 1889 to allow Thirlmere to be raised only 20 ft in the first instance, and defer improvement of the road on the west side of the lake but was not proceeded with.

More than 10% of those born in the United Kingdom have at least one grandparent born in Ireland. The article "More Britons applying for Irish passports" states that 6 million Britons have either an Irish grandfather or grandmother and are thus able to apply for Irish citizenship. Almost a quarter claimed some Irish ancestry in one survey. The Irish have traditionally been involved in the building trade and transport particularly as dockers, following an influx of Irish workers, or navvies, to build the British canal, road and rail networks in the 19th century. This is largely due to the flow of emigrants from Ireland during the Great Famine of 1845–1849. Many Irish servicemen, particularly sailors, settled in Britain: During the 18th and 19th century a third of the Army and Royal Navy were Irish. The Irish still represent a large contingent of foreign volunteers to the British military.Ralph Riegel,"Big surge in recruits here as British army targets Ireland", The Independent, 4 January 2017 Since the 1950s and 1960s in particular, the Irish have become assimilated into the British population.

Part of the Chester and Birkenhead Railway forms the oldest section of today's Wirral line. The route between the two settlements was surveyed by George Stephenson in 1830, however the railway company itself was not incorporated until 12 July 1837 after a previous bill had been rejected a few months earlier. Between 1830 and 1837 an alternative route was surveyed by Francis Giles, but Stephenson's plans were favoured with construction work starting in May 1838 and allocated to three different contractors. By October 1839 over 900 navvies and 40 horses were employed on the southern of the route which included the construction of Mollington Viaduct over the Shropshire Union Canal at Moston, now Grade II listed, and in 2011 having recently undergone strengthening work at a cost of around £800,000. The total cost of the railway was around £513,000, more than double the original estimate of £250,000, and the full length of opened as a single track line on 23 September 1840 between temporary termini at Grange Lane in Birkenhead and Brook Street in Chester, close to the present location of Chester railway station.

Samuel Morton Peto News of these conditions was relayed to Britain, mainly by William Howard Russell, special correspondent of The Times. Hearing the news, Samuel Morton Peto, one of the leading railway contractors of the day, offered with his partners Edward Betts and Thomas Brassey, to build at cost, without any contract or personal advantage, a railway to transport supplies from the port of Balaclava to the troops outside Sevastopol. They promised to have a railroad at work in three weeks after landing at Balaclava. The offer was accepted and the contractors began to obtain supplies, to purchase or hire ships, and to recruit the men, who included specialists and navvies. The vessels engaged to carry the railway material and men consisted of seven steam and two sailing ships, of the aggregate tonnage of 5491 tons, and 900-horse power, as follows - "Lady Alice Lambton," screw-steamer, 511 tons, 90-horse power; "Great Northern," ditto, 578 tons, 90-horse ; "Earl of Durham," ditto, 554 tons, 90-horse; Baron von Humboldt," ditto, 420 tons, 60-horse; " Hesperus," ditto. 800 tons, 150-horse; " Prince of Wales," ditto, 627 tons, 120-horse ; "Levant," paddle-steamer, 694 tons, 500-horse power; "Wildfire," clipper sailing ship, 457 tons; Mohawk," ditto, 850 tons.

In further boundary changes implemented at the 1885 general election, the borough was split into two single-member constituencies, the northern part becoming a separate Hanley borough while the southern part (containing Longton and Fenton as well as Stoke itself) retained the Stoke- upon-Trent name; the new constituency had a population just under 100,000 by the time of the First World War. The industrial interests predominated, with the bulk of the voters being pottery workers or miners, although Stoke was a partly middle-class town; at first an apparently safe Liberal seat, it fell narrowly to the Unionists in both 1895 and 1900, perhaps partly because of discord between miners and potters within the local Liberal party. From 1906 it was held by John Ward as a Lib-Lab MP hostile to the Labour Party, who being from the Navvies' Union could defuse the mutual jealousies of the potters and miners. By 1918, the pottery towns had been united for municipal purposes in a single Stoke-on-Trent county borough, and the parliamentary boundary changes which came into effect at that year's general election established a parliamentary borough of the same name to replace Stoke-upon- Trent and Hanley, divided into three constituencies: Stoke-on-Trent, Stoke; Stoke-on-Trent, Hanley; and Stoke-on-Trent, Burslem.