Bury, Curtis and Kennedy

The second, the four-coupled Liverpool, later in 1830,[1] used a cranked driving axle, and was also objected to (by George Stephenson) because the 6 ft diameter wheels were too big.

However, they refined their designs and the resulting 2-2-0 and 0-4-0 locomotives quickly became a standard which was emulated by many other manufacturers, becoming known as the "Bury type".

This contract was annulled in July 1839 because of the unexpected growth in traffic and the increased speed required, and Bury acted thereafter as Locomotive Superintendent of the L&BR in the normal way.

Meanwhile, the firm of Bury, Curtis & Kennedy continued building locomotives, some of advanced design which had a great influence on subsequent practice, such as the 2-2-2s for the L&NWR which led directly to the Bloomers, as well as one-offs such as the gigantic 6-2-0 Crampton Liverpool for the L&NWR, the most powerful locomotive in the world in 1848.

In all Bury, Curtis and Kennedy's Clarence Foundry built about 415 locomotives, but they produced much else besides, from church bells to iron ships.

The firm lost heavily in making components for the large bascule Blagoveshchensky Bridge over the River Neva at St Petersburg — for which the Imperial Russian Government never paid, according to Bury's widow.