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angryskarloey · 8 months

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Early Victoria State Locomotives - 1866-1872.

A/N.: This is by no means comprehensive, nor does it start at the very beginning of railways in Victoria. It is an excuse for me to say Buzzwinker several times. Most of the information here comes from one source. This is what we will call the 'context' portion. For those wanting to read about only about Buzzwinkers, see the next portion. I wish to inform @jobey-wan-kenobi this is your fault.

Characters.:

- The Protectionists - a faction in the Victoria State administration, with two key goals. Reclaiming as many local sheep runs as they could, and keeping industry development in the state.

- Thomas Higinbotham - Engineer-in-Chief of Vic Rail.

- Francis Longmore, William Wilson, Joseph Jones - various Ministers for Railways (this being a Govt position, its holder changed regularly.)

- William Meikle - Chief Mechanical Engineer of the system, from around 1870 to 1877. Also known as the poor bastard holding the whole together.

- The locomotives - a mixed bag. Some decade-old ex-Geelong & Melbourne, Stephenson-built tank engines, and a clamp of rigid English tender engines, consistent of some designs by Daniel Gooch, some by Archibald Sturrock (of the English GWR and GNR respectively), as well as a few others from Beyer, Peacock. Those still extant by the mid-1880s got letter designations, and I have used these where applicable.

As of 1866, the effective roster stood at 77 engines (discounting the G&MR engines, which were stored rusting in a shed.) Of these engines, most of the work was being done by Sturrock's B-class 2-4-0, and O-class 0-6-0. The track so far extended nearly two-hundred miles from Sandhurst to Ballarat, with steep gradients everywhere except the original 45-mile route from Melbourne to Geelong.

The authorisation to construct a new North Eastern Main-line to Wodonga arrived shortly before Meikle - the new route would increase the route mileage of the Govt. Railway by 72%, and therefore more locomotives would be needed.

Only a few engines had so far been built in the colony, so Francis Longmore, although anxious to promote local construction, was on unsure footing. The Melbourne & Hobson's Bay (not incorporated into the state system at this point) had constructed a couple, and opened its line with them, but they'd had relatively brief careers.

In 1862, Enoch Chambers, a Melbourne firm, had put together a Robert Stephenson 2-4-0, which came with a set of spare wheels, axles, springs, and boiler tubes. Little Collins Street Foundry used these, as well as copies of every part of the existing engine, and outshopped the 'First Victorian' that October. This sort of thing would become commonplace as time went on.

Longmore's investigation had found that colonial builders would be unable to fulfil a large order of locomotives, so instead sent for 14 of Sturrock's designs from Beyer, Peacock. However, when William Wilson took over as Minister for Railways, and got wind of this, he sent a telegram cancelling part of this order (six of the 14 engines.) He believed that with Meikle as his CME they could, in fact, build sufficient engines locally.

This telegram could only make part of its journey by wire, and took six weeks to reach Beyer, Peacock's works. Wilson got confirmation of the stopped contract another six weeks later, and instructed Meikle to start work on eight engines at the railways' own works at Williamstown. Local ironworkers, up to this point out of work, were given this good news in late October, but this only lasted a week before a second telegraph came from B.P., saying they'd already purchased the relevant material for the cancelled locomotives, and that therefore the cancellation would incur a penalty.

Williamstown only had sufficient boiler-plate to build one locomotive, so at any rate, Wilson decided to let the B.P. contract stand, but told Meikle to construct a single prototype 2-4-0. Work on this design began in November 1870. The engine was not wholly new, more an amalgamation of the best of the English designs, as Meikle only had a very small team (probably less than five) in the drawing office.

In January tenders (tenders for supply, not engine tenders) were called for, to make the complex cylinder casting, which Williamstown were not yet equipped for. Meikle also began to rebuild the five J-class 2-2-2s into 2-4-0s with smaller driving wheels. The intention was that these could be installed on the Geelong - Melbourne section, and some of the existing B-class 2-4-0s could be put to work in the North East.

The first of these rebuilds showed great promise, consuming less fuel than a B, and keeping time well. Two more followed by May 1871, but with plenty of engines to go around for the time being, the remaining two only appeared in the latter half of the next year.

There was a secondary reason for this slowing of work - uncertainty about the gauge. For a while it was mooted that the North Eastern line would be converted to 3'6", spoiling all of Meikle's efforts. But this would surely have upset the North Eastern backers, and so Longmore, back in office, contented himself ensuring all future locomotives were locally made. Hopefully.

After work on Meikle's all-new 2-4-0 had commenced, he had also begun to develop a new 0-6-0, slightly smaller than an O-class but able to draw the same load, albeit more slowly. Williamstown turned out the 2-4-0 in January of 1872. No.100 it was, and a proud achievement. It would go on to draw the first train over the new North Eastern main line a few months later.

The railwaymen, flushed with success, had probably hoped to build the new 0-6-0s at Williamstown, however there were not sufficient facilities. Plans to the tune of £1,190 for a new boiler-shop were approved, with the likely idea of building more 2-4-0s, however there still wouldn't have been capacity for the six-coupled engines.

Wilson had, while in office, ordered six 0-6-0s from the Yorkshire Engine Co., which started to arrive in May 1871. Meikle was less than impressed - the 'Yorkies' were expensive (nearly three grand each) and shoddily built (you could talk them into coming apart.) Meikle wrote a disgruntled letter, with a laundry list of problems and concluding that no English company would accept machines such as this. The whole debacle gave the protectionists plenty of ammunition - when the Commissioner called tenders for ten more 0-6-0s to Meikle's new design, he gave only six weeks, keeping the English buildes out, and put on a 20 per cent import duty, to prevent builders in New South Wales weighing in.

Longmore, to the horror of the free-traders, also gave any fledgling Victorian builders a fortnight extension, and in answer to criticism cited Meikle's letter re. the 'Yorkies'. He also terminated the highly expensive English agent's contract, for allowing such dodgy work to be sent on.

The new 0-6-0 was neat but austere, with the object of competing with English builders on cost - Meikle did away with unnecessary brightwork - stove-pipe chimneys, plain splashers and painted dome covers, which prompted the nickname 'Greenbacks'.

There were a handful of very new foundries in Ballarat. The Victoria Foundry, the Phoenix Foundry, Victoria Ironworks, and Soho Works. Each had built a small number of 3'6" gauge locomotives for customers in Western Australia and New Zealand, mostly for use on timber tramways. All were quite eager for the job, and in the end, the contract for the 'Greenbacks' was awarded, tentatively, to a ready and willing Pheonix Foundry.

These new machines, the 'Q' class, might well have been the last new 5ft 3in gauge engines, with the govt. still reeling from the decision to make the new North Eastern line broad-gauge. Highinbotham and Longmore, the latter a strong narrow-gauge advocate, struggled over this issue for another year.

The new lines in the north-east were laid light, with 50lb iron rails, and the large, rigid English engines absolutely hammered them. The effect was nearly as disastrous as a break-of-gauge would have been - of the 102 engines rostered or ordered when the new light lines were confirmed, only a handful were light enough for the task. A locomotive of axle load 14 tons could do serious damage, crushing or laminating the rails, and splitting frail wooden sleepers.

There was also no way to prevent badly balanced locomotives being driven far too hard, and the light lines suffered badly. The Americans had solved this with their flexible 4-4-0s, and even the English had locomotives that could manage, but the protectionists wouldn't have it.

Worse still, on the steep light lines the small engines necessary to keep axle loading down would tend to have small driving wheels, and therefore would use a lot of steam to run even at low speeds, with the cylinders making more strokes in the same distance. They simply ran out of steam working at 'high' speeds (25mph) for too long. The large, heavy O class weighed 39 and a quarter tons, and could pull a 200-ton train up a 1-in-50 gradient. A Queensland Rlys. 'C', of 16 and a quarter tons, could only draw 65 tons up the same grade.

It was quite clear by mid-1872 that no local builder could supply all the engines required - the first 'Greenback' would not steam until March 1873, and with Longmore for the time being out of the way on the Opposition, Higinbotham and Meikle asked the new govt. to call tenders in England. This was done, with plans for six engines as a stop-gap measure, and two more light engines, one of a bogie design, which could be used as patterns and copied in the approved manner.

The protectionists were furious about this, and, lead by Major William Collard Smith MLA, or just 'The Major', raised hell in the Legislative Assembly that August. Not only was the Major the Mayor of Ballarat, he was also Chairman of the Pheonix Foundry Board... The idea of a conflict of interest apparently had not reached colonial Victoria just yet. At any rate, the Major, while prepared to accept the two 'pattern engines', he trusted that 'the Government will make an effort to withdraw the contract for the six engines.'

Somebody also raised the possibility of refurbishing the old G&MR engines, but the Minister of Railways tried to placate the protectionists by stating that he would call tenders in just a fortnight for nine more engines to be built locally, but Major Smith was not satisfied. The debate went on for some time. In the event for order for the six engines was cancelled, and with work on the telegraph cables somewhat more complete, this development reach Beyer Peacock in a timely manner.

The next day, 15th August, the Overseer of Locomotives' Office must have been in a state of disarray and panic. Design work for the nine engines may have been underway, but certainly not to a point at which it might tender for the contract with only two weeks' notice, not to mention specifications for the other six locomotives to be prepared. The two designs that came from this flurry of development were rather against Meikle's personal ideas, but are reflective of the state of being at the time.

Longmore had been assured by local ironworkers that local builders could build whole engines, sans wheels and complicated cranked-axles (ever the bane of locomotive builders.) To avoid them, the onus was on Meikle to put the cylinders outside. There were only two outside-cylindered engines on the roster at that point, G&M 'singles' No.34 and No.36, and Meikle therefore objected. He said that 'if you want a perfect engine, you must have inside cylinders.'

The implication of outside cylinders is that, on a small six-wheeled engine, the short connecting rods would create great lateral oscillation, but with the situation desperate, and no-one in the colony being able to make cranked axles, they were a rigid design requirement. For the sake of avoiding importing this single piece, the protectionists almost ended the light lines before they had begun.

#real true railway stuff #history #victoria railways #victoria

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movies-to-add-to-your-tbw · 4 months

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Title: EXmas

Rating: NR

Director: Jonah Feingold

Cast: Leighton Meester, Robbie Amell, Michael Hitchcock, Kathryn Greenwood, Veronika Slowikowska, Steven Huy, Thomas Cadrot, Donna Benedicto, Daniel Bacon, Lucas Chadwick, Emily Schoen, Sofia Irene Worsley, Eleanor Walker, C.J. Wilkins, Brittany Hobson

Release year: 2023

Genres: romance, comedy

Blurb: When Graham decides to surprise his family by travelling home for Christmas, he is shocked to discover them already celebrating with an unexpected guest of honour: his ex-fiancée, Ali. The two exes battle it out to see who the family will pick to stay through Christmas Day...and who must go.

#exmas #nr #jonah feingold #leighton meester #robbie amell #michael hitchcock #kathryn greenwood #veronika slowikowska #2023 #romance #comedy

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spoilertv · 1 month

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#SpoilerTV

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if-you-fan-a-fire · 2 years

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"Police Court: ROBBERY IS CHARGED, BUT TWO MEN DENY IT," Toronto Star. September 9, 1912. Page 5. ---- Malcolm McCollam, 238 Gladstone Ave., and Bert Small Held by the Police. ---- MANY ARE SENT DOWN ---- John Guthrie Tried to Stop Arrest and Got 30 Days-Young Man Wanted to Die. ---- After being released from jail on Saturday morning as a discharged vagrant, Bert Small, of Wheeling, W. Virginia, was arrested the same night on a charge of highway robbery. With him is Malcolm McCollum, of 238 Gladstone avenue, these being the two men who the police claimed attacked Eugene Latchford, of 35 Moutray street.

Both were charged in the Police Court with robbery and begging. They denied their identity, and the prosecution will not attempt to prove it until to-morrow.

Obstructed the Police. From the way John Guthrie approached Constable Davis while the latter was making an arrest, and ordered him to "hands off," Magistrate Denison got the impression that he was trying "to run things" in the north of the city. For obstruction he goes to jail for 30 days.

The father of Reginald Dodson declared the boy was but fifteen, though he looked so much more that the magistrate refused to allow him to go up to the Juvenile Court. He is the young man caught on Saturday while shoplifting in the T. Eaton store. The boy goes to jail for 10 days.

On the story that he was going to work for the Hydro-Electric, but did not, Alfred Brookman is alleged to have obtained board and lodging in the house of Mrs. Alice Clark for two weeks, by false pretences. The complaint was for $6, but beyond listening to Brookman's plea of not guilty. Magistrate Denison did not proceed with the case.

Three Years for Robbery. Wm. Davis goes to jail for 60 days. and Wm. Dunning [pictured] to the penitentiary for three years, for robbing a store at 913 Queen west.

"Wasn't near the place," Dunning protested, "every time anything happens around there. they take me whether I'm guilty or not."

"Yes," the Crown replied "the last time you were taken with a pair of chickens in your arms."

Martin Scarrett, the man past middle-age, who was arrested on the complaint of a girl fourteen years of age, will not be tried for a week. The girl. it is claimed, is partly an imbecile. Scarrett's ball was fixed at $2,000.

The defendant, Ellen Ware, is colored, while the complainant, Benjamin Coulster, is a white youth. He told the magistrate that they met on Sherbourne street without an introduction, and that before they separated he had been robbed of $17.

"Was in Buffalo on the night he mentions," the woman protested, so more witnesses must be brought.

Five Days for Each Word. "Hello kid," cost Franco Gaillo five days per word, unless somebody comes to his rescue with two dollars. The explanation of Interpreter Motta was that he stepped in front of two strange girls, took off his hat, and said the above words very politely. Magistrate Ellis said such was disorderly conduct, and the prisoner hadn't the two-dollar fine.

Four men brought in by Constable Hobson from Queen and Yonge last night declared they but sang on the street. The officer declared it was a motion song which jostled people off the sidewalk. They were: John Smith. Thomas Honan, Thomas James, and Joseph Anderson. The fines being a dollar and costs each or 30 days in jail.

Tried to Suicide. Arthur W. Strickland was remanded for a week when he came before. Magistrate Denison, charged with attempting to commit suicide.

"Guilty!" said Strickland and he was remanded to have the jail doctors examine his mental condition.

[Dunning was 27, with a past jail term, worked as a boiler operator, and was convict #F-458 at Kingston Penitentiary. He was reported in June 1913 for talking, and lost all remission for that month. He was reported again in February 1914 (ten days lost remission), April 1914 (3 days in solitary) and August 1914 (ten more days lost remission). All for impertinence, quarreling and refusing to work. He was released in mid-1915.]

#toronto #police court #robbery with violence #highway robbery #vagrants #the vagrant as criminal #false pretences #fraud #resisting the police #disorderly conduct #attempted suicide #sentenced to prison #toronto jail #sentenced to the penitentiary #kingston penitentiary #crime and punishment in canada #history of crime and punishment in canada

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elrik-j · 7 months

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twitch_live

You can have a lot of fun with twitch.

I wonder how that little girl is out there, walking to school, coming back, realing, writing, weaving, everything. I wonder how it is, I'll meet her someday.

youtube

Clut, Clout, Clear Cleanse, Christmas, Present.

Christmas, Present.

Tagsz, Lagsz, Spamszs.

Until it's time, sleep until.

Until its time, stay unstill

When it's time, sleep until

Will end be.

Excude me, that will be appropriate.

Hi, im super sorry, im just wanting to be adopted.

im just wanting to get adopted.

Please im sorry, so sorry, im so, im simon thomas hobson, im trying to- I want to get adopted.

And not just by a king, Auvric Religion.

#Youtube

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homomenhommes · 8 months

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1745 – Charles-Victor de Bonstetten (d.1832), a prominent individual in early Swiss gay history, was a writer and government official . It has long been speculated that Bonstetten, during his early twenties, was the object of affection of the homosexual English poet Thomas Gray .

In December 1769, the young Swiss aristocrat, living in London to improve his English, was introduced to the much older Gray. Shortly after this introduction, Bonstetten moved with Gray to Pembroke Hall, Cambridge, where he lived close to Gray's lodgings and spent his evenings in Gray's rooms. In a January 1770 letter to his confidante, Rev. Norton Nicholls, Gray wrote: "I never saw such a boy: our breed is not made on this model."

Bonstetten was obliged to return to Switzerland at the end of three months, but the two men were known to have corresponded regularly until Gray's death in 1771, although few of Bonstetten's letters have survived.

Bonstetten's best-known work is The Man of the North and the Man of the South; or the Influence of Climate (L'Homme du Midi et L'Homme du Nord, ou L'influence du Climat, 1824), an anthropological study of the influence of climate on human development.

Bonstetten went on to become the presumed lover of the Swiss historian and public official Johannes von Müller (1752-1809). Several love letters between Bonstetten and Müller have survived.

1856 – Louis Sullivan (d.1924) was an American architect, and has been called a "father of skyscrapers" and "father of modernism". He was an influential architect of the Chicago School, a mentor to Frank Lloyd Wright, and an inspiration to the Chicago group of architects who have come to be known as the Prairie School. Along with Wright and Henry Hobson Richardson, Sullivan is one of "the recognized trinity of American architecture". The phrase "form follows function" is attributed to him, although he credited the concept to ancient Roman architect Vitruvius. In 1944, Sullivan was the second architect to posthumously receive the AIA Gold Medal.

Sullivan was born to a Swiss-born mother, and an Irish-born father, Patrick Sullivan. Both had immigrated to the United States in the late 1840s. He learned that he could both graduate from high school a year early and bypass the first two years at the Massachusetts Institute of Technology by passing a series of examinations. Entering MIT at the age of sixteen, Sullivan studied architecture there briefly. After one year of study, he moved to Philadelphia and took a job with architect Frank Furness.

The Depression of 1873 dried up much of Furness's work, and he was forced to let Sullivan go. Sullivan moved to Chicago in 1873 to take part in the building boom following the Great Chicago Fire of 1871. He worked for William LeBaron Jenney, the architect often credited with erecting the first steel frame building. After less than a year with Jenney, Sullivan moved to Paris and studied at the École des Beaux-Arts for a year. He returned to Chicago and began work for the firm of Joseph S. Johnston & John Edelman as a draftsman. Johnston & Edleman were commissioned for the design of the Moody Tabernacle, and had the interior decorative fresco secco stencils (stencil technique applied on dry plaster) designed by Sullivan. In 1879 Dankmar Adler hired Sullivan. A year later, Sullivan became a partner in Adler's firm. This marked the beginning of Sullivan's most productive years.

Adler and Sullivan initially achieved fame as theater architects. While most of their theaters were in Chicago, their fame won commissions as far west as Pueblo, Colorado, and Seattle, Washington. The culminating project of this phase of the firm's history was the 1889 Auditorium Building (1886–90, opened in stages) in Chicago, an extraordinary mixed-use building that included not only a 4,200-seat theater, but also a hotel and an office building with a 17-story tower and commercial storefronts at the ground level of the building, fronting Congress and Wabash Avenues. After 1889 the firm became known for their office buildings, particularly the 1891 Wainwright Building in St. Louis and the Schiller (later Garrick) Building and theater (1890) in Chicago. Other buildings often noted include the Chicago Stock Exchange Building (1894), the Guaranty Building (also known as the Prudential Building) of 1895–96 in Buffalo, New York, and the 1899–1904 Carson Pirie Scott Department Store by Sullivan on State Street in Chicago.

Like all American architects, Adler and Sullivan suffered a precipitous decline in their practice with the onset of the Panic of 1893. According to Charles Bebb, who was working in the office at that time, Adler borrowed money to try to keep employees on the payroll. By 1894, however, in the face of continuing financial distress with no relief in sight, Adler and Sullivan dissolved their partnership. The Guaranty Building was considered the last major project of the firm.

By both temperament and connections, Adler had been the one who brought in new business to the partnership, and following the rupture Sullivan received few large commissions after the Carson Pirie Scott Department Store. He went into a twenty-year-long financial and emotional decline, beset by a shortage of commissions, chronic financial problems, and alcoholism. He obtained a few commissions for small-town Midwestern banks, wrote books, and in 1922 appeared as a critic of Raymond Hood's winning entry for the Tribune Tower competition.

According to biographer Robert Twombley, though he never publicly identified as such, Sullivan likely also faced the challenges of being gay at a time when such an identity or orientation faced harsh social and legal stigma and sanction.

He died in a Chicago hotel room on April 14, 1924. He left a wife, from whom he was separated.

1933 – Clive (Michael) Boutilier was a Gay Canadian Immigrant from Nova Scotia, who moved to NYC (Brooklyn) as a permanent resident on June 22, 1955, age 21. He was accompanied by his mother, Mary, brother, Eldred Andrew Boutilier and 2 other siblings. He had quit high school early without graduating in order to work and help care for his family in Canada. In the States he worked as a building maintenance man, eventually advancing to work for a large company in Manhattan. His parents were divorced. His father, Burton Melbourne Boutilier, stayed behind in Canada and died in Toronto in 1959.

L to R: Andrew Boutillier & his wife Joyce; Clive Boutillier & his partner Eugene O'Rourke at Coney Island 1960s

Clive met and began living with with his American boyfriend/life partner, Eugene O'Rourke, in Brooklyn in 1959. They lived in a separate apartment in the same apartment building as Clive's mother and American stepfather, Joseph McKenna, whom his mother had met and married in Brooklyn in 1959.

During his US immigration interview in 1963, it was discovered by the INS Agent that Clive was Gay. At that time, any LGBTQ person was considered to automatically have a "psychopathic personality" and subject to deportation. It was also grounds for denial of entry into the US. The law was passed by the US Congress in 1952, during the McCarthy/Red Scare/Lavender Scare era and was made even more detestable by Congress in 1965 in light of the Boutilier case that was then ongoing. It remained on the books and enforced until the 1990s when the Clinton administration finally repealed it.

As a result, the INS officer ordered Clive to be deported, but with the help of the ACLU, the NYCLU, an early Gay Civil Rights group based in Philadelphia (The Janus Society/The Homosexual Law Reform Society) and Civil Rights Attorney, Mrs. Blanch Freedman (and her husband Atty David M. Freeman) with the American Committee for the Protection of the Foreign Born, Clive fought back in the courts, his case becoming one of the earliest, if unsuccessful, Gay Rights cases in the US.

Subsequently, his case, Clive Michael Boutilier v. The Immigration and Naturalization Service (1966) was heard by the United States 2nd Circuit Court which upheld his deportation order. Ultimately, his case, Boutilier v. Immigration & Naturalization Service (1967) was appealed and take up by the United States Supreme Court, which upheld the ruling of the 2nd Circuit and affirmed his deportation order.

The Court documents mention that at that time (1967) Clive had been living with his boyfriend, Eugene, for 8 years. Nonetheless, he was to be be forcibly torn from his family, and the love of his life, and deported back to Canada within months. However, shortly thereafter, obviously distraught, Clive attempted suicide by stepping in front of a car, sustaining injuries which left him somewhat mentally and physically disabled for the rest of his life.

As a result, his deportation was postponed until Nov 12, 1968. At that time he moved back to Nova Scotia and years later transferred to an assisted living facility in Welland, Niagrara Co. Ontario, near relatives, where he ultimately passed away in 2003.

1792 – France: The head of Princess Lamballe is displayed on a stick and paraded before the imprisoned Marie Antoinette. The two were thought to be lovers. Princess Lamballe was married at the age of 17 to Louis Alexandre de Bourbon-Penthièvre, Prince de Lamballe, the heir to the greatest fortune in France. After her marriage, which lasted a year, she went to court and became the confidante of Queen Marie Antoinette. She was killed in the massacres of September 1792 during the French Revolution.

1971 – In Minnesota, Jack Baker (b.1942) and Mike McConnell (b.1942) are the first same-sex couple to be legally married when Jack changed his first name to Pat and the marriage license was granted. John "Jack" Baker and James Michael McConnell filed for a marriage license in Minnesota. The clerk of the Hennepin County District Court, Gerald Nelson, said he had "no intention of issuing a marriage license," that would "result in an undermining and destruction of the entire legal concept of our family structure in all areas of law."

In mid-August 1971, Baker and McConnell took up residence in Blue Earth County and applied to the District Court in Mankato for a license to marry which was granted once the waiting period expired. Rev. Roger Lynn, a Methodist minister, solemnized their marriage on September 3rd. They were the first legally married couple and remain together to this day.

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ultraheydudemestuff · 10 months

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John H. Morgan Surrender Site

40132 Ohio Route 518

West Point OH 44492

The John H. Morgan Surrender Site is the place where, during the American Civil War, Brig. Gen. John Hunt Morgan, the leader of Confederate troops responsible for Morgan's Raid, surrendered to Union troops following the Battle of Salineville. The site is located on State Route 518 at a crossroads between the villages of Gavers and West Point in Wayne Township, Columbiana County, Ohio, about 60 miles northwest of Pittsburgh, Pennsylvania. In June 1863, Brigadier General John Hunt Morgan took command of a force of 2,500 Confederate men in Kentucky. The purpose of the detachment was to recruit volunteers from the border state and to provide a distraction for Union General Ambrose Burnside who was planning an invasion of Tennessee. Morgan's superior, General Braxton Bragg, specifically ordered Morgan not to cross the Ohio River into Union territory.

Morgan disobeyed his orders and, from June 11 to July 26, 1863, his troops conducted the raid in an area that ranged from Tennessee to northern Ohio. Morgan ransacked the countryside and disrupted telegraph and railroad lines as he moved north. He was pursued by a division of Union cavalry commanded by Brig. General Edward H. Hobson, who, together with reinforcements dispatched by Maj. General Ambrose Burnside, caught up to Morgan's force at Buffington Island and forced the raiders to escape northward.

In Columbiana County, fears increased as Morgan's Raid approached. There were exaggerated reports that his force numbered as many as 10,000 men. The day before the surrender, residents of New Lisbon, Ohio, mobilized when they heard that Morgan was in Salineville in Columbiana County. The final armed engagement of the raid occurred around 8 a.m. July 26 near the border of Carroll, Columbiana and Jefferson counties. Brig. Gen. James M. Shackelford arrived and talked surrender terms with Morgan.

Morgan reportedly surrendered under what was called the "Surrender Tree." The location was at the northernmost point in which a Confederate command pierced Northern territory during the Civil War, except for the St. Albans Raid in Vermont. Morgan and more than 60 of his officers were imprisoned in the Ohio Penitentiary in Columbus. On the night of Nov. 27, 1863, Morgan and six others escaped from the prison, with a plan originated by Thomas Hines. The site of his surrender was listed with the National Register of Historic Places on April 23, 1973 for its military significance.

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