William Buddicom

William Barber Buddicom (1816-1887) was a

Buddicom was born in Everton, Liverpool in 1816, the second son of the Reverend Robert Pedder Buddicom (1781-1846) and Ellin Barber. He was educated at home until, aged fifteen, Buddicom became apprenticed to Mather, Dixon and Company, where he trained for 5 years to become a railway engineer.^[1]

Early career

Buddicom's first appointment in 1836 was a two-year contract as resident engineer for the Liverpool – Newton Bridge section of the Liverpool and Manchester Railway, the first public railway in the world to use only steam locomotives for passengers and goods.^[2] His main challenge was tackling the steep incline of the tunnel section at Edge Hill. Buddicom's successes attracted the attention of Joseph Locke, who offered him a position as resident engineer on the Glasgow-Paisley railway. Buddicom exceeded Locke's expectations, who recommended his promotion to locomotive superintendent of the Grand Junction Railway when he was just twenty-four. This was one of the most prominent railway positions in Europe at the time, which initiated a working partnership that lasted until Locke's death in 1860.^[3]

Buddicom focused his attention on reorganising the company and reducing operating expenses including fuel economy, which was not without controversy (ibid.). At the same time, he was working on improving engine design to prevent frequent fracturing of crank axles. The resulting Crewe type (locomotive) is attributed to Buddicom's partnership with Alexander Allan.^[4] The board of the Grand Junction Railway evidently recognised Buddicom's strong grasp of both technical and commercial matters, prompting them to offer him the roles of secretary and managership of the company but he and Locke had other ideas.^[5]

Chevalier

Railway transport came late to France, which was initiated with Locke's help in 1830. By 1840, the French Government had difficulty making rail projects profitable,

Louis-Philippe I, who made him, along with Joseph Locke, Chevaliers of the Legion of Honour, in gratitude for their services to France.^[8]

In 1848, a revolution broke out in France, when the railways were still under early construction. The poor state of France's railways hindered aid efforts around the country, focusing attention on foreign rail technicians and assets. New technology in many sectors from agriculture to transport implied a transfer of worker skills, which were not all welcome.^[11] Buddicom in particular became the focus of anger and was personally threatened, but was protected by the support of his loyal French work-force.

"…The night was a memorable one, storm and rain intensifying the emotions caused by the sight of the blazing bridge. There was no protection from any one but a few resolute French workmen and clerks, as the English workmen were advised by their comrades in the works to keep out of sight. Several of these men formed themselves into a sort of body-guard to protect Mr. Buddicom, and one man in particular heated some irons in one of the fires, and facing the crowd of mischief-makers, vowed destruction to any one who attempted to harm Mr. Buddicom. These hot irons had a wonderful effect, and though torches were lit, and bottles containing spirits of turpentine were prepared to quicken the fire, the idea was abandoned, thanks to the exertions of the workpeople…^[8]

Despite the obvious danger to Buddicom himself, he remained in France with his workers at Rouen and ran a skeleton operation during the uprising, albeit now armed for his own protection. The banking system in France had all but collapsed, resulting in workers not being paid as pay-masters fled the violence. Buddicom appealed to the Bank of France who saw him as financially secure and intervened to release funding to pay his workers for the duration of unrest 1848-1852.^[8]

By 1854, with the establishment of the Second French Empire, business confidence slowly restored but Allcard withdrew from the partnership and returned to Britain. Buddicom remained in Rouen, despite the loss of investment potential in the Country. He expanded his operations, commencing with a new joint enterprise with Basile Parent^{[12][circular reference]} (1807-1866) and Thomas Brassey (1805-1870) to connect Lyon with Geneva through a 4 kilometre tunnel, which was an extraordinary engineering achievement. In 1855, all Buddicom's French assets were nationalised but he remained in Rouen until 1860 (when Locke died). Buddicom's imminent departure prompted a surge of gratitude towards him from the people of Rouen, who sent him a community testimonial of thanks, naming a street after him.

Buddicom continued to work on new projects with partners Parent and Brassey in France, Italy, Germany and Britain until both partners died in 1870, when he wound up the company and effectively retired aged fifty-four. Having enjoyed such an intense career of vast works, Buddicom "never ceased to regret that he so early severed himself from the profession".^[8]

Legacy

Buddicom was one of the great pioneers of the