1.
Richard Trevithick
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Richard Trevithick was a British inventor and mining engineer from Cornwall, England. The son of a captain, and born in the mining heartland of Cornwall. He performed poorly in school, but went on to be a pioneer of steam-powered road. His most significant contribution was the development of the first high-pressure steam engine and he also built the first full-scale working railway steam locomotive. Turning his interests abroad, Trevithick also worked as a consultant in Peru. Throughout his professional career, he went through ups and downs. During the prime of his career, he was a well-respected and known figure in mining and engineering, Richard Trevithick was born at Tregajorran, between Camborne and Redruth, in the heart of one of the rich mineral mining areas of Cornwall. He was the child and the only boy in a family of six children. He was very tall for the era at 6 ft 2in, as well as athletic, an exception was arithmetic, for which he had an aptitude, but arrived at the correct answers by unconventional means. Trevithick was the son of mine captain Richard Trevithick and of miners daughter Ann Teague, as a child he would watch steam engines pump water from the deep tin and copper mines in Cornwall. For a time he was a neighbour to William Murdoch, the steam carriage pioneer, Trevithick first went to work at the age of 19 at the East Stray Park Mine. He was enthusiastic and quickly gained the status as a consultant and he was popular with the miners because of the respect they had for his father. In 1797, Trevithick married Jane Harvey of Hayle and his company became famous worldwide for building huge stationary beam engines for pumping water, usually from mines, based on Newcomens and Watts engines. Until this time, such engines were of the condensing or atmospheric type, originally invented by Thomas Newcomen in 1712. Trevithick became engineer at the Ding Dong Mine in 1797, and he worked on building and modifying steam engines to avoid the royalties due to Watt on the separate condenser patent. He also experimented with the pump, a type of pump – with a beam engine – used widely in Cornwalls tin mines. He was not the first to think of so-called strong steam, William Murdoch had developed and demonstrated a model steam carriage, starting in 1784, and demonstrated it to Trevithick at his request in 1794. In fact, Trevithick lived next door to Murdoch in Redruth in 1797 and 1798, Oliver Evans in the U. S. had also concerned himself with the concept, but there is no indication that his ideas had ever come to Trevithicks attention
2.
Swiss locomotive and railcar classification
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It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons. The Swiss classification system was created by the Swiss federal railways department, in 1902, when the Swiss Federal Railways was founded as a government railway, that new railway also became bound by the system. The Swiss system is less precise than those other systems in the way it deals with axles, because it refers only to numbers, rather than to arrangements, of powered axles. The Swiss system is more a method of classifying locomotive. The classifications for which the Swiss system provides have always been adapted to new requirements. The last modification to the system occurred in 1968, with the publication of the Directory of the Rolling Stock of the Swiss Private Railways by the Swiss Federal Agency for Transport. For carriages and wagons, the system was progressively replaced from 1968 by the UIC international wagon classification system. However, all of Switzerlands powered rolling stock initially retained its Swiss type classification or class designation, the standard gauge private railways of Switzerland soon followed the example of the Swiss Federal Railways, and agreement was reached as to the allocation of number ranges. The narrow gauge railways have largely retained the old system for locomotives, railcars and passenger carriages, here is a description of the classification system as it operated up to 1989, and as it still operates in respect of narrow gauge private railway motive power. There is no provision for combining the codes A, B, C, D, E, G, R and T, the combination of H and G is possible. HG would therefore be a narrow gauge locomotive, with a mix of adhesion, since 1966, in respect of railcars and tractors, he or hm has meant pure rack rail drive, and eh or mh has meant a mix of adhesion and rack rail drive. Steam powered tank locomotives were given an E, and the maximum speed of the locomotive was designated with a lower case letter. Thus, an Ea 3/6 was a locomotive with vmax >80 kilometres per hour. With steam locomotives, separate driving mechanisms were displayed, so, for example, a Mallet locomotive was named G 2x2/2 or G 2/3+2/2, and not G 4/4 or G 4/5. Up until 1920, standard gauge locomotives were given the letter F. The class later designated as Be 5/7 was therefore originally named Fb 5/7, the designation R was originally intended for locomotives with an axle load of under 16 tonnes. These lightweight locomotives exert less stress on the rails when they negotiate curves, with the introduction of the Re 4/4II, the axle load limit was dropped following extensive testing. Several locomotives were given approval for higher cornering speeds, to which their type designation had not yet been adapted
3.
Caledonian Railway
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The Caledonian Railway was a major Scottish railway company. It was formed in the early 19th century with the objective of forming a link between English railways and Glasgow and it progressively extended its network soon reaching Edinburgh and Aberdeen, with a dense network of branch lines in the area surrounding Glasgow. It was absorbed into the London, Midland and Scottish Railway in 1923, many of its principal routes continue active at the present day, and the original main line between Carlisle and Glasgow is in use as part of the West Coast Main Line railway. In the mid-1830s railways in England evolved from local concerns to longer routes that connected cities, in Scotland it was clear that this was the way forward, and there was a desire to connect the central belt to the incipient English network. Although the company was supported by Scottish investors, more than half of its shares were held in England, the company established primacy in some areas, but remained less than successful in others, considerable sums were expended in the process, not always finding the approval of shareholders. It extended from Aberdeen to Portpatrick, and from Oban to Carlisle, running passenger services. The industrial development led to the construction of other railways contiguous with the M&KR, in particular the Garnkirk and Glasgow Railway and these two lines worked in harmony, merging to form the Glasgow, Garnkirk and Coatbridge Railway in 1841, and competing with the M&KR and its allies. All these lines used the track gauge of 4 ft 6in. During this period, the first long-distance railways were opened in England, the Liverpool and Manchester Railway and it was clearly desirable to connect central Scotland into the emerging network. At first it was assumed that one route from Scotland to England would be feasible. Many competing schemes were put forward, not all of them well thought out, the share capital was to be £1,800,000. The Glasgow and Edinburgh lines combined at Carstairs, and the route ran through Annandale, however if they hoped to operate the only Anglo-Scottish route, they were disappointed. The North British Railway opened between Edinburgh and Berwick-upon-Tweed on 22 June 1846, forming part of what has become the East Coast Main Line, the main line was opened from Carlisle to Beattock on 10 September 1847, and throughout between Glasgow and Carlisle on 15 February 1848. A continuous railway route between Glasgow and London existed for the first time, the Caledonian Railways Edinburgh line from Carstairs opened on 1 April 1848. The terminal at Edinburgh was Lothian Road, Glasgow was reached over the Glasgow, Garnkirk and Coatbridge Railway, and the Wishaw and Coltness Railway, which the Caledonian had leased from 1 January 1847 and 1 January 1846 respectively. The Glasgow station was the Townhead terminus of the Glasgow, Garnkirk, during the process of seeking Parliamentary authorisation, the Caledonian observed that the Clydesdale Junction Railway was being promoted. The Caledonian acquired that line during its construction, and it opened in 1849 and it gave an alternative, and shorter access to another Glasgow passenger terminal, named South Side, and to the Clyde Quays at General Terminus. The South Side station was already being used by the Glasgow, Barrhead and Neilston Direct Railway, one day, they hoped, they might extend that line into Ayrshire
4.
Whyte notation
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The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
5.
Steam locomotive
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A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
6.
Gear
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A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh with another toothed part to transmit torque. Geared devices can change the speed, torque, and direction of a power source, Gears almost always produce a change in torque, creating a mechanical advantage, through their gear ratio, and thus may be considered a simple machine. The teeth on the two meshing gears all have the same shape, two or more meshing gears, working in a sequence, are called a gear train or a transmission. A gear can mesh with a linear toothed part, called a rack, the gears in a transmission are analogous to the wheels in a crossed, belt pulley system. An advantage of gears is that the teeth of a gear prevent slippage, in transmissions with multiple gear ratios—such as bicycles, motorcycles, and cars—the term gear as in first gear refers to a gear ratio rather than an actual physical gear. The term describes similar devices, even when the ratio is continuous rather than discrete, or when the device does not actually contain gears. Early examples of gears date from the 4th century BC in China, examples of further development include, Ma Jun used gears as part of a south-pointing chariot. The Antikythera mechanism is an example of an early and intricate geared device. Its time of construction is now estimated between 150 and 100 BC, the water-powered grain-mill, the water-powered saw mill, fulling mill, and other applications of watermill often used gears. The first mechanical clocks were built in AD725, the 1386 Salisbury cathedral clock may be the worlds oldest working mechanical clock. The definite ratio that teeth give gears provides an advantage over other drives in precision machines such as watches that depend upon an exact velocity ratio, an external gear is one with the teeth formed on the outer surface of a cylinder or cone. Conversely, a gear is one with the teeth formed on the inner surface of a cylinder or cone. For bevel gears, a gear is one with the pitch angle exceeding 90 degrees. Internal gears do not cause output shaft direction reversal, spur gears or straight-cut gears are the simplest type of gear. They consist of a cylinder or disk with teeth projecting radially, though the teeth are not straight-sided, the edge of each tooth is straight and aligned parallel to the axis of rotation. These gears mesh together correctly only if fitted to parallel shafts, No axial thrust is created by the tooth loads. Spur gears are excellent at moderate speeds but tend to be noisy at high speeds, helical or dry fixed gears offer a refinement over spur gears. The leading edges of the teeth are not parallel to the axis of rotation, since the gear is curved, this angling makes the tooth shape a segment of a helix
7.
Coupling rod
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A coupling rod or side rod connects the driving wheels of a locomotive. Steam locomotives in particular usually have them, but some diesel and electric locomotives, especially older ones and shunters, the coupling rods transfer the power to all driving wheels. Locomotion No 1 was the first locomotive to employ coupling rods rather than chains, in the 1930s reliable roller bearing coupling rods were developed. In general, all vehicles have spring suspension, without springs, irregularities in the track could lift wheels off the rail. Driving wheels are mounted so that they have around 1 inch of vertical motion. When there are only 2 coupled axles, this range of motion places only slight stress on the crank pins, with more axles, however, provision must be made to allow each axle to move vertically independently of the others without bending the rods. This may be done by hinging the side rod at each intermediate crank pin, either using the pin itself as a pin, or adding a hinge joint adjacent to the pin. An alternative is to use a rod that spans multiple axles with a scotch yoke used at each intermediate axle. This approach was common when side rods were used to link a jackshaft to 2 or more driving wheels on electric locomotives. The Swiss Ce 6/8II Crocodile locomotive is a prominent example, the coupling rods off-center attachment to the crank pin of the driving wheel inevitably creates an eccentric movement and vibration when in motion. To compensate for this, the wheels of an inside-frame locomotive always had built-in counterweights to offset the angular momentum of the coupling rods. On outside-frame locomotives, the counterweight could be on the wheel itself, or it could be on the crank outside the frame. Where part of the motion is non-circular, for example, the motion of a piston rod. As a result, a chosen to minimize the total vibration will not minimize the vertical component of the vibration. The vertical component of the vibration that could not be eliminated because of the weight needed to balance the pistons is called hammering and this is destructive to both the locomotive and the roadbed. In some locomotives, this hammering can be so intense that at speed, unfortunately, hammering is inherent to conventional two-cylinder piston-driven steam locomotives and that is one of the several reasons they have been retired from service. Initially, coupling rods were made of steel
8.
Tank locomotive
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A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker to hold fuel, there are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler and this type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives, the first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank and these were E. B. Wilson and Company, William Fairbairn & Sons, George England, Kitson Thompson and Hewitson and William Bridges Adams. By the mid-1850s tank locomotives were to be performing a variety of main line and industrial roles. There are a number of types of locomotive, based on the location. These include the side tank, the tank, the pannier tank. A configuration very common in the U. K, the water is contained in rectangular tanks mounted on either side of the locomotive, near to the boiler but not quite touching. The tank sides extend down to the platform, if such is present. The length of side tanks was limited in order to give access to the inside motion. If it was desired to extend them to the front of the locomotive for greater capacity, with larger side tanks it was sometimes necessary to taper the tanks slightly at the front end to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, a few designs did reach to the front of the smokebox and these were termed flatirons. The water tank sits on top of the boiler like a saddle sits atop a horse, usually the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve, or even an ogee shape. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use and it gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. However, the locomotive has a centre of gravity and hence must operate at lower speeds. The drivers vision may also be restricted, again restricting the safe speed, Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However if the water becomes too hot, injectors lose efficiency, for this reason, the tanks often stopped short of the hotter and uninsulated smokebox
9.
Tender (rail)
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A tender or coal-car is a special rail vehicle hauled by a steam locomotive containing its fuel and water. Steam locomotives consume large quantities of water compared to the quantity of fuel, a locomotive that pulls a tender is called a tender locomotive. Locomotives that do not have tenders and carry all their fuel, a brake tender is a tender that is heavy and used to provide greater braking efficiency. The largest steam locomotives are coupled by a drawbar to a tender that carries the water. The fuel source used depends on what is available locally. In the UK and parts of Europe, a supply of coal made this the obvious choice from the earliest days of the steam engine. Until around 1850 in the United States, the vast majority of burned wood until most of the eastern forests were cleared. Subsequently coal burning became more widespread, and wood burners were restricted to rural, according to Steamlocomotive. com, By the mid-1800s, most steam locomotive tenders consisted of a fuel bunker surrounded by a U shaped water jacket. The overall shape of the tender was usually rectangular, the bunker which held the coal was sloped downwards toward the locomotive providing easier access to the coal. The ratio of water to fuel capacities of tenders was normally based on two water-stops to each fuel stop because water was readily available than fuel. One pound of coal could turn six pounds of water to steam, therefore, tender capacity ratios were normally close to 14 tons of coal per 10,000 gallons of water. The water supply in a tender was replenished at water stops, refilling the tender is the job of the fireman, who is responsible for maintaining the locomotives fire, steam pressure, and supply of fuel and water. Water carried in the tender must be forced into the boiler, early engines used pumps driven by the motion of the pistons. Later, steam injectors replaced the pump while some engines used turbopumps, in the UK, the USA and France, water troughs were provided on some main lines to allow locomotives to replenish their water supply while moving. The fuel and water capacities of a tender are usually proportional to the rate at which they are consumed, the Pennsylvania Railroad and the New York Central Railroad used track pans on many of their routes, allowing locomotives to pick up water at speed. The result was that the tanks on these tenders were proportionally much smaller. In the UK water troughs were used by three of the Big Four railways, the Southerns decision to electrify its routes into London with a third rail system also made the installation of water troughs impractical. Only on the former London and South Western Railway routes west of Salisbury, rather than install troughs the L&SWR equipped its express locomotives with special high-capacity tenders with a water capacity of 4,000 gallons running on a pair of twin-axle bogies
10.
Stephenson's Rocket
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Stephensons Rocket was the early steam locomotive of 0-2-2 wheel arrangement. It was built for, and won, the Rainhill Trials held by the Liverpool & Manchester Railway in 1829 to choose the best design to power the railway. Rocket was designed by Robert Stephenson in 1829, and built at the Forth Street Works of his company in Newcastle upon Tyne. Though the Rocket was not the first steam locomotive, it was the first to bring together several innovations to produce the most advanced locomotive of its day. It is the most famous example of a design of locomotives by Stephenson that became the template for most steam engines in the following 150 years. The locomotive was preserved and is now on display in the Science Museum in London, the locomotive had a tall smokestack chimney at the front, a cylindrical boiler in the middle, and a separate firebox at the rear. The large front pair of wheels was driven by two external cylinders set at an angle. The smaller rear wheels were not coupled to the driving wheels, Stephenson designed Rocket for the Rainhill trials, and the specific rules of that contest. As the first railway intended for more than freight, the rules emphasised speed and would require reliability. Six-wheeled locomotives were limited to six tons, four-wheeled locomotives to four, in particular, the weight of the train expected to be hauled was to be no more than three times the actual weight of the locomotive. Stephenson realised that whatever the size of successful locomotives, this new contest would favourites a fast. Stephensons most visible decision was to use a pair of driving wheels. This was the first 0-2-2 and first single driver locomotive, the use of single drivers gave several advantages. The weight of coupling rods was avoided and the second axle could be smaller and lightweight, Rocket uses a multi-tubular boiler design. Previous locomotive boilers consisted of a pipe surrounded by water. Rocket has 25 copper fire-tubes that carry the hot exhaust gas from the firebox, through the wet boiler to the blast pipe and this arrangement resulted in a greatly increased surface contact area of hot pipe with boiler water when compared to a single large flue. Additionally, radiant heating from the enlarged separate firebox helped deliver an increase in steaming. The original innovator of multiple fire-tubes is unclear, between Stephenson and Marc Seguin and it is known that Seguin visited Stephenson to observe Locomotion and that he also built two multi-tubular locomotives of his own design for the Saint-Étienne–Lyon railway before Rocket
11.
Switcher
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They do this in classification yards. Switchers may also make short runs and even be the only motive power on branch lines and switching. The term can also be used to describe the workers operating these engines or engaged in directing shunting operations, the typical switcher is optimised for its job, being relatively low-powered but with a high starting tractive effort for getting heavy cars rolling quickly. Switchers are geared to produce high torque but are restricted to low top speeds and have small diameter driving wheels, switchers are rail analogs to tugboats. US switchers tend to be larger, with bogies to allow them to be used on tight radiuses, European shunters tend to be smaller and more often have fixed axles. They also often maintained coupling rods for longer than other types, although bogie types have long been used where very heavy loads are involved. Switching is hard work, and heavily used switch engines wear out quickly from the abuse of constant hard contacts with cars, nevertheless, some types have been remarkably long-lived. Diesel switchers tend to have a cab and often lower and/or narrower hoods containing the diesel engines. Slugs are often used because they allow even greater effort to be applied. Nearly all slugs used for switching are of the low hood, good visibility in both directions is critical, because a switcher may be running in either direction, turning the locomotive is time-consuming. Some earlier diesel switchers used cow-calf configurations of two powered units in order to provide greater power, the vast majority of modern switchers are diesels, but countries with near-total electrification, like Switzerland, use electric switchers. Prior to the introduction of locomotives, electric shunting locomotives were used to an extent in Great Britain where heavy trains needed to be started on steep gradients. The steeply-graded Quayside Branch in Newcastle upon Tyne was electrified by the North Eastern Railway in 1905,1, is now part of the National Collection and resides at Locomotion in Shildon. A number of the early German locomotives built for use on lines have been preserved. These specialised locomotives were tall steeple-cab types not seen anywhere else, one example built by Greenwood and Batley in Armley, Leeds is preserved at the Middleton Railway, not far from where it was built. Small industrial shunters are sometimes of the battery-electric type, an early battery-electric shunting locomotive is shown here. The Tyne and Wear Metro has three battery electric shunters built by Hunslet, which are used to haul engineering trains when the supply is switched off. Flywheel energy storage was used experimentally by Sentinel
12.
Locomotion No. 1
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Locomotion No.1 is the first steam locomotive to carry passengers on a public rail line, the Stockton and Darlington Railway. Built by George and Robert Stephensons company Robert Stephenson and Company in 1825, Locomotion used all the improvements that George Stephenson had pioneered in the Killingworth locomotives. It used high-pressure steam from a boiler, with a steam-blast in the chimney. A pair of yokes above them transmitted the power downwards, through pairs of connecting rods and it made use of a loose eccentric valve gear, and was the first locomotive to use coupling rods to link its driving wheels together, rather than through a chain or gears. Because of the flue, it had a poor heating surface compared to later steam locomotives. It had a top speed of 15 mph and this locomotive is historically important as the first to run on a public railway, rather than for the innovations in its design. It hauled the first train on the Stockton and Darlington Railway in north-east England on 27 September 1825, on 1 July 1828, the boiler exploded at Aycliffe Lane station, killing the driver John Cree. With advances in such as those incorporated into Robert Stephensons Rocket. It was rebuilt and remained in service until 1841 when it was turned into a stationary engine, Locomotion No.1 was on display in Alfred Kitchings workshop near Hopetown Carriage Works from 1857 to the 1880s. From 1892 to 1975 it was on display along with Derwent on one of the platforms at Darlingtons main station, the locomotive is currently on display at the Darlington Railway Centre and Museum, now known as Head of Steam, in the same building as Darlingtons North Road station. Locomotion is on loan from the National Railway Museum and is part of the National Collection. There is a replica of the locomotive at Beamish Museum which was built in 1975. Locomotive No.1 The first locomotive in New South Wales
13.
Robert Stephenson and Company
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Robert Stephenson and Company was a locomotive manufacturing company founded in 1823. It was the first company set up specifically to build railway engines, the company was set up in 1823 in Forth Street, Newcastle-upon-Tyne in England by George Stephenson, his son Robert, with Edward Pease and Michael Longridge. It was founded as part of their construction of the Stockton and Darlington Railway, the manager of the works for a while was James Kennedy. The companys first engine was Locomotion No 1, which opened the Stockton and Darlington and their vertical cylinders meant these locomotives rocked excessively and at the Hetton colliery railway Stephenson had introduced steam springs which had proved unsatisfactory. In 1828 he introduced the Experiment with inclined cylinders, which improved stability, originally four wheeled, it was modified for six and another example, Victory, was built. Around this time, two locomotives were built for America, the first, a four coupled loco named America, was ordered by the Delaware and Hudson Railroad. The second, six-coupled and named Whistler, was built for the Boston, in October 1829 Stephensons Rocket won the Rainhill Trials. This locomotive engine had two notable improvements - a multi-tube boiler and a separate firebox, originally angled, the cylinders were later made horizontal. The Invicta was the twentieth, and was built for the Canterbury and its cylinders were inclined, but moved to the front end. In 1830 came the Planet class with the cylinders inside the frames and this 2-2-2 design became the pattern for most locomotives, by many makers, for many years. The locomotive John Bull, originally of the Planet type, later modified, is now in the Smithsonian, the increased distance travelled by many trains highlighted problems with the fireboxes and chimneys. With the co-operation of the North Midland Railway at their Derby works, he measured the temperature of the exhaust gases, and decided to lengthen the boilers on future engines. It was one of these, the Great A along with another from the North Midland Railway, in 1846 he added a pair of trailing wheels - the first with eight wheels. Another important innovation in 1842 was the Stephenson link motion, Robert Stephenson and Company built a number of Crampton type locomotives for the South Eastern Railway and the London, Chatham and Dover Railway. These were all of 4-2-0 wheel arrangement with inside cylinders and indirect drive, the inside cylinders drove a crankshaft located in front of the firebox and the crankshaft was coupled to the driving wheels by outside rods. They were unsuccessful on the LCDR, and the five Echo class locomotives were rebuilt as conventional 4-4-0 locomotives after only four years of service, the first railway proposal in Egypt came about when Pasha Muhammad Ali asked the British engineer T. H. Galloway to design a railway in 1834, instructions to make it followed in 1836. Materials were delivered but little real construction followed, No Ottoman firwan was issued and the French objected
14.
Stockton and Darlington Railway
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The Stockton and Darlington Railway was a railway company that operated in north-east England from 1825 to 1863. The worlds first public railway to use steam locomotives, its first line connected collieries near Shildon with Stockton-on-Tees and Darlington, the movement of coal to ships rapidly became a lucrative business, and the line was soon extended to a new port and town at Middlesbrough. While coal waggons were hauled by locomotives from the start. The S&DR was involved in the building of the East Coast Main Line between York and Darlington, but its expansion was at Middlesbrough Docks and west into Weardale. At the beginning of the 1860 it took over railways that had crossed the Pennines to join the West Coast Main Line at Tebay and Clifton, near Penrith. The opening of the S&DR was seen as proof of the effectiveness of steam railways, much of the original route is now served by the Tees Valley Line, operated by Northern. Coal from the mines in southern County Durham was taken away on packhorses. A canal was proposed by George Dixon in 1767 and again by John Rennie in 1815, a few years later a canal was proposed on a route that bypassed Darlington and Yarm, and a meeting was held in Yarm to oppose the route. The Welsh engineer George Overton was consulted, and he advised building a tramroad, Overton carried out a survey and planned a route from the Etherley and Witton Collieries to Shildon, and then passing to the north of Darlington to reach Stockton. Approximately two-thirds of the shares were sold locally, and the rest were bought by Quakers nationally, the promoters lodged a bill on 30 September 1820, the route having changed again as agreement had not been reached with Viscount Barrington about the line passing over his land. The railway was unopposed this time, but the bill failed to enter the committee stage as the required four-fifths of shares had not been sold. Pease subscribed £7,000, from time he had considerable influence over the railway. Concerned about Overtons competence, Pease asked George Stephenson, an experienced enginewright of the collieries of Killingworth, the committee designed a seal, showing waggons being pulled by a horse, and adopted the Latin motto Periculum privatum utilitas publica. By 23 July 1821 it had decided that the line would be a railway with edge rails, rather than a plateway, Stephenson recommended using malleable iron rails, even though he owned a share of the patent for the alternative cast iron rails, and both types were used. Overton had kept himself available, but had no further involvement, on 23 May 1822 a ceremony at Stockton celebrated the laying of the first track, the rails 4 feet 8 inches apart, the same gauge used by Stephenson on his Killingworth Railway. Stephenson advocated the use of locomotives on the line. Pease visited Killingworth in mid-1822 and the directors visited Hetton colliery railway, a new bill was presented, requesting Stephensons deviations from the original route and the use of loco-motives or moveable engines, and this received assent on 23 May 1823. The line included embankments up to 48 feet high, and Stephenson designed an iron bridge to cross the River Gaunless
15.
Lancashire Witch
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Lancashire Witch was an early steam locomotive built by Robert Stephenson and Company in Newcastle-upon-Tyne in 1828. It was a development of Locomotion, Lancashire Witch was an 0-4-0 locomotive with rear mounted cylinders inclined at 45 degrees driving to the front wheels. The rear wheels were powered via coupling rods, the boiler had two flue tubes and the locomotive burnt coke, aided by bellows on the tender. It was the first locomotive with steel springs and it was the first locomotive built by Robert Stephenson and Company. Built at Newcastle-upon-Tyne in 1828, Lancashire Witch was used on the Bolton and Leigh Railway, which opened in June 1828, Lancashire Witch appeared on two postage stamps issued by Funafuti-Tuvalu on 24 December 1984. London, Midland and Scottish Railway Royal Scot Class 4-6-0 locomotive 6125 was originally named Lancashire Witch and this loco was built by the North British Locomotive Company at Glasgow in September 1927 and withdrawn in October 1964 as 46125 3rd Carabinier. Class 86 locomotive 86213 was named Lancashire Witch and this locomotive has been preserved in operational condition by the AC Locomotive Group
16.
Timothy Hackworth
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Timothy Hackworth was a steam locomotive engineer who lived in Shildon, County Durham, England and was the first locomotive superintendent of the Stockton and Darlington Railway. At the end of his apprenticeship in 1807 Timothy took over his fathers position, since 1804, the mine owner, Christopher Blackett had been investigating the possibilities of working the mines short 5-mile colliery tramroad by steam traction. Blackett set up a working group including himself, William Hedley, the viewer, Timothy Hackworth, the new foreman smith and Jonathan Foster. The first step in 1808 was the relaying of the Wylam tramway with cast iron plates, in the meantime a new dilly, was put in hand and set to work in the Autumn of 1812. On the relaying, around 1830, of the Wylam line with wrought iron edge rails, the two locomotives were reverted to the 4-wheel arrangement, continuing to work until the closing of the line in 1862. What is considered to be the earlier of the two engines, now known as Puffing Billy is conserved at the Science Museum in London, furthermore, it subsequently fell to Hackworth to maintain the locomotives in running order and improve performance. He was not long in finding employment at Walbottle Colliery where he took up the same position of foreman blacksmith. Hackworth is believed to have been influential in the development of the first Stephenson locomotive intended for the Stockton and Darlington Railway during his time at the Forth Street factory. That locomotive, then named Active, now known as Locomotion No 1, was delivered to the railway just before the ceremony on 27 September 1825. This persistence resulted in his developing the first adequate locomotive adapted to the rigours of everyday road service, the outcome was the Royal George of 1827, an early 0-6-0 Locomotive, that among many new key features notably incorporated a correctly aligned steam blastpipe. Hackworth is usually acknowledged as the inventor of this concept, from 1830 onwards the blastpipe was employed by the Stephensons for their updated Rocket and all subsequent new types. Recent letters acquired by the National Railway Museum would appear to confirm Hackworth as the inventor of the device, in 1829 the Liverpool and Manchester, the worlds first Inter-City railway, was under construction. There was a potential for both passenger and goods traffic. However, all built to date, including those for the Stockton and Darlington, had been intended for slow freight. It was therefore clear that any future locomotives would have to be more versatile, to settle upon a locomotive type the directors set up a competition. The trials were held at Rainhill, and there were three serious contestants, Hackworth, with his own very limited resources, entered the 0-4-0 locomotive, Sans Pareil. This locomotive was deemed officially overweight, but nevertheless was allowed to undergo the ordeal, unfortunately faulty cylinder casting led to steam leaks and premature abandonment of the course. Stephensons Rocket was the winner as the only locomotive that stayed the course whilst fully complying with the rules
17.
Sans Pareil
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Sans Pareil is a steam locomotive built by Timothy Hackworth which took part in the 1829 Rainhill Trials on the Liverpool and Manchester Railway, held to select a builder of locomotives. The name is French and means peerless or without equal, while a capable locomotive for the day, its technology was somewhat antiquated compared to George and Robert Stephensons Rocket, the winner of the Rainhill Trials and the £500 prize money. Instead of the fire tube boiler of Rocket, Sans Pareil had a return flue. At the Rainhill Trials, Sans Pareil was excluded from the prize because it was slightly over the permitted weight. Nevertheless, it performed well but had a strange rolling gait due to its vertical cylinders. It was pulled out of the competition because of a cylinder, the design thickness for the cylinder walls was some 1 3⁄4 inches. After the trials, the Liverpool and Manchester Railway bought Sans Pareil as well as Rocket and it was subsequently leased to the Bolton and Leigh Railway where it ran until 1844. It was then used as a boiler at the Coppull Colliery, Chorley until 1863. The engine now resides at the Shildon Locomotion Museum on static display, a replica locomotive built in 1980 is now preserved by the National Railway Museum at its new Shildon Locomotion Museum annex, also home to what remains of the original locomotive. London, Midland and Scottish Railway Royal Scot Class 4-6-0 locomotive 6126 was originally named Sans Pareil and this loco was built by the North British Locomotive Company at Glasgow in September 1927 and withdrawn in October 1963 as 46126 Royal Army Service Corps. An AL6 electric locomotive built in Doncaster in 1965, number E3106 carried the name Sans Pareil between 1981 and 2005
18.
Rainhill Trials
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The Rainhill Trials were an important competition in the early days of steam locomotive railways, run in October 1829 for the nearly completed Liverpool and Manchester Railway. Five engines competed, running back and forth along a length of level track at Rainhill. Stephensons Rocket was the locomotive to complete the trials, and was declared the winner. The Stephensons were accordingly given the contract to produce locomotives for the railway, the Rainhill Trials were arranged as an open contest that would let them see all the locomotive candidates in action, with the choice to follow. Regardless of whether or not locomotives were settled upon, a prize of £500 was offered to the winner of the trials, locomotives that were entered were to be subjected to a variety of tests and conditions. The water in the boiler shall be cold, and there shall be no fuel in the fireplace, the fire in the boiler shall then be lighted, and the quantity of fuel consumed for getting up the steam shall be determined, and the time noted. The Tender Carriage, with the fuel and water, shall be considered to be and those engines which carry their own fuel and water, shall be allowed a proportionate deduction from their load, according to the weight of the Engine. The time of performing every trip shall be noted, as well as the time occupied in getting ready to set out on the second journey. The gauge of the railway to be 4 ft 8 1⁄2 in, ten locomotives were entered, but on the day the competition began —6 October 1829 — only five locomotives actually began the tests, Cycloped, built by Thomas Shaw Brandreth. Novelty, built by John Ericsson and John Braithwaite, Rocket, designed by George and Robert Stephenson, built by Robert Stephenson and Company. Sans Pareil, built by Timothy Hackworth, locomotives were run two or three per day, and several tests for each locomotive were performed over the course of several days. The Rainhill stretch of the Railway was very level for a mile or so, Cycloped was the first to drop out of the competition. Built with legacy technology, it used a walking on a drive belt for power. Damaged en route to the competition, Burstall spent five days repairing it, when it failed to reach the required 10 miles per hour on its first tests the next day, it was withdrawn from the trial. It was granted a £26 consolation prize, Sans Pareil nearly completed the trials, though at first there was some doubt as to whether it would be allowed to compete as it was 300 pounds overweight. However, it did eventually complete eight trips before cracking a cylinder, despite the failure it was purchased by the Liverpool & Manchester, where it served for two years before being leased to the Bolton and Leigh Railway. In complete contrast to Cycloped it was cutting-edge for 1829, lighter and it was accordingly the crowd favourite. Reaching a then-astonishing 28 miles per hour on the first day of competition, nevertheless, it continued its run on the next day, but upon reaching 15 mph the pipe gave way again and damaged the engine severely enough that it had to drop out
19.
Bolton and Leigh Railway
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The Bolton and Leigh Railway was the first public railway in the historic county of Lancashire, England. The company obtained its Act of Parliament on 31 March 1825 to build a line from the Manchester Bolton & Bury Canal at Bolton to the Leeds. The line was operated by locomotives and had two stationary steam-hauled inclined planes. George Stephenson was appointed the chief engineer, the single-track line, built to carry goods, mainly coal and raw cotton to the cotton mills in Bolton from the Port of Liverpool via the Leeds and Liverpool Canal, was 7 1⁄2 miles long. The first section opened on 1 August 1828 between Derby Street Bolton and William Hultons collieries at Pendlebury Fold near Chequerbent in Westhoughton, Fletchers sidings near Bag Lane provided a connection for Fletchers collieries at Howe Bridge in Atherton. The railway opened two years before the Liverpool and Manchester Railway, the route was surveyed and prepared by George Stephenson, but engineered by Robert Daglish, a local man who built a locomotive for the Orrell Colliery Railway. The railway was single track with two rope worked inclines using stationary steam engines, one generating 20 horse power at Daubhill, the first locomotive, Lancashire Witch was built by George and Robert Stephenson. It was originally intended for the L&MR but was delivered temporarily to the B&LR as it opened first, while with B&LR it was used to haul trains up the 1 in 33 gradient at Daubhill. After the Rainhill Trials it was replaced by Timothy Hackworths Sans Pareil, the line was completed to the Leeds and Liverpool Canal at Leigh by end of March 1830. The railway operated from Bolton Great Moor Street to Leigh, the Act of Parliament received Royal Assent on 14 May 1829. At first, the railway was only, but a passenger service started on 13 June 1831. The Bolton and Leigh Railway was absorbed by the Grand Junction Railway on 1 June 1845, early locomotives include Lancashire Witch and Sans Pareil, which had competed in the Rainhill Trials. In 1831 the railway owned three other locomotives, Union built in 1830 by Rothwell, Hick and Rothwell Bolton, Salamander, the original stations on the line were Bolton, Bag Lane and Leigh in Westleigh. Kenyon Junction, on the L&M, opened on 1 March 1831, further stations opened at Daubhill and Chequerbent in 1846, along with Bradshaw Leach on the K&LJ. The new Great Moor Street station opened on that date, having been rebuilt on its original site, a new direct line to Manchester via Roe Green opened on 1 April 1875. In the 1880s, the LNWR decided to remove the inclines at Daubhill, a new alignment was built at Daubhill, and a new station opened to replace the original. The new alignment included a short tunnel, the original line was retained as a freight line at each end, but severed in the middle. The new Daubhill station opened on 2 February 1885, and was renamed Rumworth & Daubhill on 28 April of that year, at Chequerbent, a new alignment and station was also built, but the original line remained in its entirety, serving the Chequerbent Pits
20.
Driving wheel
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On a steam locomotive, a driving wheel is a powered wheel which is driven by the locomotives pistons. On diesel and electric locomotives, the wheels may be directly driven by the traction motors. Coupling rods are not usually used, and it is common for each axle to have its own motor. Jackshaft drive and coupling rods were used in the past but their use is now confined to shunting locomotives, on an articulated locomotive or a duplex locomotive, driving wheels are grouped into sets which are linked together within the set
21.
Tractive force
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In railway engineering, the term tractive effort is often used synonymously with tractive force to describe the pulling or pushing capability of a locomotive. The published tractive force value for any vehicle may be theoretical—that is, the term tractive effort is often qualified as starting tractive effort, continuous tractive effort and maximum tractive effort. The product of μ and m is the factor of adhesion, Starting tractive effort, Starting tractive effort is the tractive force that can be generated at a standstill. This figure is important on railways because it determines the maximum weight that a locomotive can set into motion. Maximum tractive effort, Maximum tractive effort is defined as the highest tractive force that can be generated under any condition that is not injurious to the vehicle or machine. In most cases, maximum tractive effort is developed at low speed, due to the relationship between power, velocity and force, described as, P = vF or P/v = F tractive effort inversely varies with speed at any given level of available power. Continuous tractive effort is often shown in graph form at a range of speeds as part of a tractive effort curve, the period of time for which the maximum continuous tractive effort may be safely generated is usually limited by thermal considerations. Such as temperature rise in a traction motor, specifications of locomotives often include tractive effort curves, showing the relationship between tractive effort and velocity. The shape of the graph is shown at right, the line AB shows operation at the maximum tractive effort, the line BC shows continuous tractive effort that is inversely proportional to speed. Tractive effort curves often have graphs of rolling resistance superimposed on them—the intersection of the rolling resistance graph, once in motion, the train will develop additional drag as it accelerates due to aerodynamic forces, which increase with the square of the speed. Drag may also be produced at speed due to truck hunting, if acceleration continues, the train will eventually attain a speed at which the available tractive force of the locomotive will exactly offset the total drag, causing acceleration to cease. This top speed will be increased on a due to gravity assisting the motive power. Tractive effort can be calculated from a locomotives mechanical characteristics, or by actual testing with drawbar strain sensors. Power at rail is a term for the available power for traction, that is. An estimate for the effort of a single cylinder steam locomotive can be obtained from the cylinder pressure, cylinder area, stroke of the piston. The torque developed by the motion of the piston depends on the angle that the driving rod makes with the tangent of the radius on the driving wheel. For a more useful value an average value over the rotation of the wheel is used, the driving force is the torque divided by the wheel radius. Modern locomotives with roller bearings were probably underestimated, european designers used a constant of 0.6 instead of 0.85, so the two cannot be compared without a conversion factor
22.
Shipyard
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A shipyard is a place where ships are repaired and built. These can be yachts, military vessels, cruise liners or other cargo or passenger ships, dockyards are sometimes more associated with maintenance and basing activities than shipyards, which are sometimes associated more with initial construction. The terms are used interchangeably, in part because the evolution of dockyards and shipyards has often caused them to change or merge roles. The shipbuilding industry tends to be fragmented in Europe than in Asia. In European countries there are a number of small companies. The publicly owned shipyards in the US are Naval facilities providing basing, support, Shipyards are constructed nearby the sea or tidal rivers to allow easy access for their ships. Sir Alfred Yarrow established his yard by the Thames in Londons Docklands in the late 19th century before moving it northwards to the banks of the Clyde at Scotstoun. Other famous UK shipyards include the Harland and Wolff yard in Belfast, Northern Ireland, where Titanic was built, and the naval dockyard at Chatham, England on the Medway in north Kent. The site of a large shipyard will contain many specialised cranes, dry docks, slipways, dust-free warehouses, painting facilities, after a ships useful life is over, it makes its final voyage to a shipbreaking yard, often on a beach in South Asia. Historically shipbreaking was carried on in drydock in developed countries, but high wages, the worlds earliest known dockyards were built in the Harappan port city of Lothal circa 2600 BC in Gujarat, India. Lothal engineers accorded high priority to the creation of a dockyard, the dock was built on the eastern flank of the town, and is regarded by archaeologists as an engineering feat of the highest order. It was located away from the current of the river to avoid silting. The name of the ancient Greek city of Naupactus means shipyard, Naupactus reputation in this field extends to the time of legend, where it is depicted as the place where the Heraclidae built a fleet to invade the Peloponnesus. During its time of operation it was changed, rebuilt and modified. It is currently a maritime museum, ships were the first items to be manufactured in a factory, several hundred years before the Industrial Revolution, in the Venice Arsenal, Venice, Italy. The Arsenal apparently mass-produced nearly one every day using pre-manufactured parts. Chantiers de lAtlantique – established in 1861 Nantes-Indret, France – Establish in 1771 it built ships for the American Revolution including the Deane, jean Street Shipyard 1843–present – The oldest continually operated shipyard in the U. S. Located on the Hillsborough River in Tampa, Florida, Gloucester Marine Railways 1859–present – Oldest working shipyard in New England
23.
Tramway (industrial)
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Tramways are lightly laid railways, sometimes worked without locomotives. In New Zealand, they are known as bush tramways, while in parts of Australia where American experts were influential. They generally do not carry passengers, although staff may use of them. Tramways can take many forms, sometimes just tracks temporarily laid on the ground to move materials around a factory, many, if not most, are narrow gauge railway technologies. At the other extreme they could be complex and lengthy systems, such as the Lee Moor Tramway in the county of Devonshire, England, motive power can be manual, animal, cable hauled by stationary engine, or utilize small locomotives. The term was applied to wagons running on primitive tracks in early England. The name seems to date from around 1517 and to be derived from an English dialect word for the shaft of a turn from Low German traam, literally. The tracks themselves were known as gangways, dating from before the 12th century. In south Wales and Somerset the term dramway is also used, the alternative term is Wagonway which originally consisted of horses, equipment and tracks which were used for hauling wagons. Usually the wheels would be guided along grooves, in time, to combat wear, the timber would be reinforced with an iron strip covering. This developed to use L-shaped steel plates, the track then being known as a plateway, the origin of the word railway is uncertain, but Benjamin Outram was referring to his lines as railways in the early 19th century. The fact that many of these lines were built for horse-drawn vehicles, an alternative appeared, the so-called edge-rail where the wagons were guided by having the wheels flanged instead of running in grooves. Since these rails were raised above the ground they were likely to be blocked by debris. They were, however, the forerunners of the modern railway and these early lines were built to transport minerals from quarries and mines to canal wharves. Meanwhile, in the United Kingdom the term became the term for passenger vehicles that ran on tracks in the public highway. Initially horse-drawn, they developed to use power from an overhead line. A development of the tramway in the United Kingdom dispensed with tracks, in 2000 the CarGoTram began operating as a cargo tram for the Volkswagen factory in Dresden. In Australia, most tramways were in practice heavy railways, or equivalent to British light railways and these include, Kerang–Koondrook Tramway, a 5 ft 3 in gauge private railway which junctioned with the Victorian Railways at Kerang
24.
Fireless locomotive
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A fireless locomotive is a type of locomotive which uses reciprocating engines powered from a reservoir of compressed air or steam, which is filled at intervals from an external source. They were eventually displaced by Diesel and battery electric locomotives fitted with protective appliances, an early application of the fireless locomotive was to street tramways in the USA. Emile Lamm developed two types of locomotive, one using ammonia and the other using stored steam. Lamm founded two companies, Ammonia & Thermo-Specific Propelling Company of America in 1872 and Lamm Fireless Engine Company in 1874, lamms fireless engines were briefly popular, both in the USA and in France, but were soon displaced by electric trams. The French locomotives were built in association with Leon Francq, under the name Lamm & Francq, the fireless system then gained a new lease of life for industrial shunting locomotives. Any factory which possessed a stationary boiler could use it to charge a fireless steam locomotive for shunting operations. Fireless shunting locomotives became especially popular in Germany and some remained in service into the 1960s, Fireless industrial shunters were usually of the 0-4-0 or 0-6-0 wheel arrangement but some 0-8-0s were built, by companies including Heisler. Pennsylvania Power and Light D, in the gallery below, is an example of an 0-8-0 fireless Heisler locomotive, the Swiss company, DLM, was recently trying to promote the fireless steam locomotive as an environmentally-friendly alternative to the diesel locomotive for shunting. DLM claims that diesel shunters typically spend 75% of their time with the engine idling. A fireless steam locomotive is similar to a steam locomotive. This reservoir is charged with superheated water under pressure from a stationary boiler, the engine works like a conventional steam engine using the high pressure steam above the water in the accumulator. As the steam is used and pressure drops, the water boils. The locomotive can work like this until the pressure has dropped to a useful level or the water runs out. European fireless steam locomotives usually have the cylinders at the back, while American ones often have the cylinders at the front, major builders of fireless steam locomotives in the UK included Andrew Barclay and W. G. Bagnall. Compressed air locomotives have used for many years, mainly in mines. Most fireless locomotives have been of 0-4-0 or 0-6-0 wheel arrangement but there have been some 0-8-0, another German company, Hohenzollern, built some articulated fireless steam locomotives with a cab at each end. Only one of the bogies was powered, making the wheel arrangement B-2, Steam traction became obsolete in the 1940s and was largely replaced by diesel or electric traction. As they do not emit any exhaust except steam, they can shunt into buildings without endangering the workforce with noxious fumes
25.
Tram engine
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This article relates to European tram engines. For U. S. tram engines see Steam dummy A tram engine is a specially built, or modified, to work on a street, or roadside. Henry Hughes Hughess Locomotive & Tramway Engine Works, Loughborough started building tram engines in 1876 and his engines were of the saddle-tank type and exhaust steam was condensed in a tank under the footplate by jets of cold water from the saddle-tank. Kitson & Co Kitson & Co. started to build tram engines in 1878 and they used a roof-mounted, air-cooled, condenser of thin copper tubes in which the exhaust steam was condensed. This is rather like the radiator on a road vehicle. The air-cooled system eventually became standard for steam tram engines, William Wilkinson William Wilkinson of Wigan patented the exhaust steam reheating system about 1881. It now seems bizarre to re-heat steam after, rather than before, despite this, the Wilkinson system was popular for a time and engines of the Wilkinson type continued to be built up to about 1886. Similar reheaters were also used for steam wagons, such as the Sentinel. Others Other British builders of steam engines included, Aveling and Porter Charles Burrell & Sons Dick, Kerr & Co. Thomas Green & Son Manlove. Manning Wardle Merryweather & Sons Krauss The German firm Krauss built steam engines, including one for the Wolverton. Steam tram engines faded out around 1900, being replaced by trams or buses. Kitson 0-4-0 steam tram engine at Streetlife Museum of Transport, Kingston upon Hull Kitson 0-4-0 steam tram engine at the Ulster Folk and Transport Museum, Cultra, Kitson 0-4-0 steam tram engine at the Tramway Historical Society of New Zealand, Ferrymead, Christchurch, New Zealand. Henschel & Sohn 0-4-0 steam tram engine at Darmstadt-Kranichstein Railway Museum, four of the British Rail Class 04 diesel locomotives were fitted with sideplates and cowcatchers for working on the Wisbech and Upwell Tramway. There are a few examples of electric locomotives designed to pull traditional railway carriages through streets. History of the Steam Tram by H. A. Whitcombe, published by the Oakwood Press in 1961 The British Steam Tram by J. S
26.
Geared steam locomotive
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A geared steam locomotive is a type of steam locomotive which uses gearing, usually reduction gearing, in the drivetrain, as opposed to the common directly driven design. This gearing is part of the machinery within the locomotive and should not be confused with the pinion that propels a locomotive along the rack between the rails. The geared steam locomotives that have been built have been for conventional track, the maximum rotational speed is fairly fixed for a given engine technology. The radius of the crank affixed to the wheel is of less than this. Such a locomotive is a geared locomotive, most were and are still single speed, but some did employ a variable-ratio gearbox and multiple ratios. The vast majority of geared locomotives in the world were built to one of three designs, whether licensed and official, or clones built after the expiration of key patents. Of the types, the Shay locomotive was the most numerous and it should be noted that these were not the first locomotives to use geared transmission. Richard Trevithicks Coalbookdale Locomotive used a large gear instead of rods to link the crankshaft to the driving axles. This allowed use of relatively small driving wheels without sacrificing speed, the Shay locomotive features an offset boiler with a multiple-cylinder engine affixed to it on the opposite side, driving a longitudinal shaft geared to the axles via bevel gears. There was also an earlier Class A Climax with a vertically mounted steam engine, working through a similar drive-line. The Heisler locomotive has a Vee-Twin style steam engine, one each side of the boiler, affixed to a centrally located longitudinal driveshaft. These combined high-pressure boilers with high-reduction gearing to provide high torque at low speeds, the Willamette locomotive was an improved-upon clone of the Shay locomotive produced in limited number by Willamette Iron & Steel after key patents expired. West coast logging customers were clamoring for improvements in detail design, the Willamette was the response to that. A & G Price of Thames, New Zealand built a number of geared locomotives, often variants of the Climax A. They did however produce a type that is known as the 16-wheeler that was produced by another NZ manufacturer. Prices last steam engine was a Heisler locomotive, built 3 years after the last American Heisler was built, aveling and Porter built a few geared locomotives which were, essentially, traction engines with flanged wheels. The early ones used sprocket chain drive but later versions had spur gears, the Avonside Engine Company produced a small number of narrow gauge geared steam locomotives for sugar cane plantations in Natal. These were similar in design to Heislers, the Kitson-Still locomotive used different ends of the same cylinders for steam or diesel propulsion
27.
Narrow-gauge railway
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A narrow-gauge railway is a railway with a track gauge narrower than the 1,435 mm of standard gauge railways. Most existing narrow-gauge railways are between 600 mm and 1,067 mm, narrow-gauge railways also have specialized use in mines and other environments where a very small structure gauge makes a very small loading gauge necessary. Narrow-gauge railways also have general applications. Many narrow-gauge street tramways are used, particularly in Europe, where 1,000 mm metre gauge tramways are common, the earliest recorded railway is shown in the De re metallica of 1556, which shows a mine in Bohemia with a railway of about 2 ft gauge. During the 16th century, railways were mainly restricted to hand-pushed narrow-gauge lines in mines throughout Europe, during the 17th century, mine railways were extended to provide transportation above ground. These lines were industrial, connecting mines with nearby transportation points and these railways were usually built to the same narrow gauge as the mine railways from which they developed. The worlds first steam locomotive on rails, built in 1802 by Richard Trevithick for the Coalbrookdale Company, during the 1820s and 1830s, a number of industrial narrow-gauge railways in the United Kingdom used steam locomotives. In 1842, the first narrow-gauge steam locomotive outside the UK was built for the 1,100 mm gauge Antwerp-Ghent Railway in Belgium, historically, many narrow-gauge railways were built as part of specific industrial enterprises and were primarily industrial railways rather than general carriers. Some common uses for these industrial narrow-gauge railways were mining, logging, construction, tunnelling, quarrying, extensive narrow-gauge networks were constructed in many parts of the world for these purposes. For example, mountain logging operations in the 19th century often used narrow-gauge railways to transport logs from mill sites to market, significant sugarcane railways still operate in Cuba, Fiji, Java, the Philippines, and Queensland. Narrow-gauge railway equipment remains in use for the construction of tunnels. Extensive narrow-gauge railway systems served the front-line trenches of both sides in World War I and they were a short-lived military application, and after the end of the war, the surplus equipment from these created a small boom in narrow gauge railway building in Europe. Narrow-gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. It is also used in populated areas where the potential demand is too low for broader gauge railways to be economically viable. This is the case in some of Australia and most of Southern Africa, the use of such railways has almost vanished due to the capabilities of modern trucks. In many countries, narrow gauge railways were built as feeder or branch lines to feed traffic to more important standard gauge lines, the choice was often not between a narrow-gauge railway and a standard gauge one, but between a narrow-gauge railway and none at all. Some bulk commodities, such as coal, ore, and gravel, can be transshipped, but this still incurs time penalties
28.
Dorrigo Steam Railway and Museum
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The collection dates from 1878 until 1985. The museum was opened briefly in 1986, but has been described as not yet open to the public ever since. Much of the stock was stored at the former Rhondda Colliery. On 20 December 1984 the section from Glenreagh to Lowanna was reopened with 5069 hauling the first train, at this stage the line still needed further work before trains could operate on it regularly. This was completed in October 1986, however, before operations could begin, a faction within the Museums membership commenced legal action over the ownership of the collection and the line fell back into a state of disrepair. net
29.
Catumbela
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Catumbela is a city and a municipality of the Benguela province in Angola. It has a population of 16,977 as of 2012, in the late 18th and early 19th centuries, the Portuguese built Forte de São Pedro to establish themselves in Benguela. Today, the fort is in a condition, but plans are being made to restore it. Catumbela was a commune in the municipality of Lobito until 2011, Catumbela is served by a station on the national railway network as well as Catumbela Airport
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Angola
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Angola /æŋˈɡoʊlə/, officially the Republic of Angola, is a country in Southern Africa. It is the seventh-largest country in Africa and is bordered by Namibia to the south, the Democratic Republic of the Congo to the north, Zambia to the east, and the Atlantic Ocean to west. The exclave province of Cabinda has borders with the Republic of the Congo, the capital and largest city of Angola is Luanda. In the 19th century, European settlers slowly and hesitantly began to themselves in the interior. As a Portuguese colony, Angola did not encompass its present borders until the early 20th century, following resistance by groups such as the Cuamato, the Kwanyama and the Mbunda. Independence was achieved in 1975 under a communist one-party state backed by the Soviet Union, however, the country soon descended into an even lengthier civil war that lasted until 2002. It has since become a relatively stable presidential republic. Angola has vast mineral and petroleum reserves, and its economy is among the fastest growing in the world, Angolas economic growth is highly uneven, with the majority of the nations wealth concentrated in a disproportionately small sector of the population. Angola is a state of the United Nations, OPEC, African Union, the Community of Portuguese Language Countries, the Latin Union. A highly multiethnic country, Angolas 25.8 million people span various tribal groups, customs, Angolan culture reflects centuries of Portuguese rule, namely in the predominance of the Portuguese language and the Catholic Church, combined with diverse indigenous influences. The name Angola comes from the Portuguese colonial name Reino de Angola, the toponym was derived by the Portuguese from the title ngola held by the kings of Ndongo. Ndongo was a kingdom in the highlands, between the Kwanza and Lukala Rivers, nominally tributary to the king of Kongo but which was seeking greater independence during the 16th century, modern Angola was populated predominantly by nomadic Khoi and San prior to the first Bantu migrations. The Khoi and San peoples were neither pastoralists nor cultivators, following a hunter-gatherer lifestyle and they were displaced by Bantu peoples arriving from the north, some of whom likely originated in northwestern Nigeria. Bantu speakers introduced the cultivation of bananas and taro, as well as large herds, to Angolas central highlands. During this time, the Bantu established a number of entities in most of what today comprises Angola. To its south lay the Kingdom of Ndongo, from which the area of the later Portuguese colony was known as Dongo. The region now known as Angola was reached by the Portuguese explorer Diogo Cão in 1484, the year before, the Portuguese had established relations with the Kongo, which stretched at the time from modern Gabon in the north to the Kwanza River in the south. The Portuguese established their primary trading post at Soyo, which is now the northernmost city in Angola apart from the Cabinda exclave
31.
VR Class Vk4
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The locomotives had 2 axles, they were the wet-steam type, and used a slip-Walschaert valve gear. Production numbers and years were 7268/1909 and 7858/1910, the fortress was in Finnish hands when Finland became independent. The fortress was not needed after the Treaty of Tartu in 1920 and it was therefore decided to cancel the order for the locomotives. But this was not possible so it was decided to use the locomotives in the dismantling of the fortress, in 1919, the second locomotive, 7858/1910, was sold to as an industrial locomotive. The first locomotive continued to work dismantling the fort until 1922 when it was acquired by a company in Hanko. After this the locomotive was sold to Enqvist Ltd Ab, Tampere who scrapped it in 1951, the second locomotive was purchased by the VR Kuopio depot and given the running number 68. The locomotive was running in the 1960s. The locomotive was used until 1962 and finally withdrawn in 1967, in the early 1980s it was restored externally and placed in the Kuopio locomotive shed. It was discovered in 1986 by Savo Steam Transport Museum, unfortunately, the museum project floundered and the locomotive was plinthed outside a restaurant. In 2008 it was decided to restore the locomotive, on 24 March 2009, the locomotive was moved to Hyvinkää workshop, where ultrasound measurements were taken. The final restoration was carried out by ABB Services and the Jokioinen Museum Railway, the locomotive was presented to the public on 17 June 2010. Finnish Railway Museum VR Group List of Finnish locomotives Jokioinen Museum Railway History of rail transport in Finland VR Class Pr1 VR Class Hr1 VR Class Tk3
32.
Borsig Lokomotiv Werke (AEG)
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The rail vehicle factory in Hennigsdorf, Germany, was founded in 1910 by AEG. Locomotive production began in 1913, and in the 1930s absorbed the work of the August Borsig locomotive factory, under Adtranzs ownership production of locomotives ended, and the site now manufactures diesel and electric multiple units. In 1910 the AEG company acquired a 700,000 m2 of land in Hennigsdorf near Berlin for the creation of a factory which began production in 1911. In 1913 AEGs locomotive works was relocated from Brunnenstrasse in Berlin to Hennigsdorf, between 1914 and 1918 the plant underwent a considerable change in production - being converted to the production of steam locomotives. In 1920/1 a joint venture Rosenthal-Isolatoren GmbH with Rosenthal & Co, AG as well as a steel plant were founded in Hennigsdorf. In 1921 the manufacturer of power plants for industry began. In 1931 AEG merged with Borsig AG which had been bankrupted by the effects of the Great Depression, the locomotive companys production was moved from Borsigs factory in Tegel to the Hennigsdorf plant, in 1935 AEG acquired all of Borsigs shares and became sole owner. Production of locomotives as Hennigsdorf continue under the name Borsig Lokomotiv Werke GmbH as a subsidiary of the AEG group up till 1944. After then end of the Second World War 80% of the factory had been destroyed, in 1951 the plant was renamed VEB Lokomotivbau-Elektrotechnische Werke Hans Beimler shortened to LEW. In 1955 production of a range of rail vehicles including trams, diesel locomotives, underground and rack locomotives. In 1960 the factory began to undertake the production of metals by electron beam furnace. In the 1960s, 1970s and 1980s the factory produced new classes of locomotive for the Deutsche Reichsbahn including the DR Class 250. In 1989 the two signed a memorandum of cooperation. In 1990, at the time of the German reunification, LEW was transformed from a combine into a company as LEW Hennigsdorf GmbH. In November 1991, AEG agreed with the Treuhand to purchase the core business parts of LEW. From 1 January 1992, the became a separate subsidiary under the AEG Bahnsysteme business area of AEG Daimler Benz under the name AEG Schienenfahrzeuge GmbH. As Adtranz reorganised production among its factories, locomotive production ended at Hennigsdorf and was transferred to the former ABB Henschel works in Kassel in 1998, with the acquisition of Adtranz by Bombardier Inc. in May 2001, the Hennigsdorf works became part of Bombardier Transportation. Lokomotivbau-Elektrotechnische Werke Hans Beimler - LEW, Hennigsdorf, AEG Schienfahrzeuge Hennigsdorf GmbH, Adtranz, Werk Hennigsdorf, Bombardier Transportation, Werk Hennigsdorf
33.
VR Group
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VR or VR Group is a state-owned railway company in Finland. Formerly known as Suomen Valtion Rautatiet until 1922 and Valtionrautatiet / Statsjärnvägarna until 1995 and its most important function is the operation of freight and passenger rail services. Since 2010, the maintenance and the construction of the network have been the responsibility of the Finnish Transport Agency. The operation and network were originally carried out by the parent company Valtionrautatiet until 1995, when it was split into VR Group and the rail administration entity Ratahallintokeskus. Rail transport started in Finland in 1862, and multiple main lines were built at the end of the nineteenth, Valtion Rautatiet operated mainly on the bigger and longer main lines. During the twentieth century, most private companies were shut down. In 1995 the company was privatised into VR group, the group owns a bus company, Pohjolan Liikenne, and a road freight haulage company VR Transpoint. Altogether the group of companies includes 21 companies employing a total of about 14,400 people, because in most parts of Finland the density of population is low, Finland is not optimally suited for railways. Commuter services are rare outside the Helsinki area, but express trains interconnect most cities. As in France, the majority of services are connections to the capital. Seven stations allow loading and unloading of cars on trains, Helsinki, Turku and Tampere in the south, Oulu further north, car transport trains stop at other stations along the way for normal passenger transport. Finland is the only Nordic country to offer car transport on trains, however, car transport on trains is available on many European countries outside the Nordic countries. VR runs commuter traffic in the Helsinki area, there is an international passenger rail service from Finland to Russia. As of June 2011, there are four Allegro passenger trains per day to Saint Petersburg, on 29 May 2011, Allegro traffic increased from two to four trains per day in each direction. The tracks on the Helsinki – Saint Petersburg line were upgraded to enable a higher running speed before the Allegro started its service, domestic and international freight services are provided by VR Transpoint, part of VR Group. In 2009, both domestic and international freight traffic declined, which worsened VR Groups financial position, VR operated steam locomotives until 1975, the regular use of steam traction for scheduled passenger services ended in 1970 but occasional use continued until 1975. As of 2011, the company operates two classes of locomotives and three classes of diesel locomotives. The use of locomotive hauled passenger trains has declined due to electrification of all main lines
34.
Finnish Railway Museum
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The Finnish Railway Museum is located in Hyvinkää, Finland. It was founded in 1898 and located in Helsinki, the museum was moved to Hyvinkää in 1974. The museum is on the station and yard site of the Hanko–Hyvinkää railway. In addition to the building, there is a roundhouse and several other preserved buildings. Unique objects are on display, including the only surviving imperial train of the Russian Emperor, the museum also has a live steam backyard railroad track, where train rides are offered to the public during special run days in the summer months
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Semarang
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Semarang, is a city on the north coast of the island of Java, Indonesia. It is the capital and largest city of the province of Central Java, the built-up area had 3,183,516 inhabitants at the 2010 census spread on 2 cities and 26 districts. Greater Semarang has a population of close to 6 million, and is located at 6°58′S 110°25′E, a major port during the Dutch colonial era, and still an important regional center and port today, the city has a dominant Javanese population. In 1678, Sunan Amangkurat II promised to control of Semarang to the Dutch East India Company as a part of a debt payment. In 1682, the Semarang state was founded by the Dutch colonial power, the VOC, and later, the Dutch East Indies government, established tobacco plantations in the region and built roads and railroads, making Semarang an important colonial trading centre. The historic presence of a large Indo community in the area of Semarang is also reflected by the fact a creole mix language called Javindo existed there, Semarang was handed by the Sultan of Mataram to the Dutch East Indies in 1678. The city was pictured as a settlement with a pious Muslim area called Kauman, a Chinese quarter. In fact, the city of Semarang was only referred to the Dutch quarter while the ethnic settlement were considered as villages outside the city boundary. The city, known as de Europeesche Buurt, was built in classical European style with church located in the centre, wide boulevards and streets skirted by beautiful villas. According to Purwanto, the urban and architectural form of settlement is very similar to the design principles applied in many Dutch cities. Due to the long and costly Java War, there were not much of funding from the Dutch East Indies government, the majority of land was used for rice fields and the only small improvement was the development of surrounding fortress. The existence of the market, in the years, become a primary element. The project was followed by the development of the Netherlands Indies railway. Colombijn marked the development as the shift of urban functions, from the former river orientation to all facing the roads. Improved communication, as the result of the Mail and Railway projects, had brought an economic booming for the city in the 1870s, urban growth had made acutely dense the urban kampong, reaching the number of 1000 inhabitants per hectare and degrading the quality of living condition. In this early 20th century, mortality rate was high due to the overcrowding and lack of hygiene that triggered the invasion of cholera. In 1917, a housing project was implemented in the Southern part of Semarang called Candi Baru. Thomas Karsten, the advisor for city planning, transformed the concept of ethnic segregation that divided previous urban settlements into a new housing district plan based on economic classes
36.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
37.
Irama
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Irama is the term used for tempo in gamelan. It can be used with elaborating instruments and it is a concept used in Javanese gamelan music, describing melodic tempo and relationships in density between the balungan, elaborating instruments, and gong structure. It is distinct from tempo, as each Irama can be played in different tempi, Irama thus combines the rate of temporal flow and temporal density, and the temporal density is the primary factor. One way to think of Irama is to use the most consistently struck instrument in the gamelan, in some pieces, it plays once per note in the balungan. In others, it may play twice as often, or four times and this corresponds to a slower Irama. In most cases, the spread out the balungan is. There are five Irama, In slower Irama, there is space to be filled. Each Irama can be played in three Laya, Seseg, Sedeng Tamban, frequently, a change of Laya signals a new section. Gamelan, the sounds of Indonesia. Gamelan, cultural interaction and musical development in central Java, university of Chicago Press, 2nd Edition,1996
38.
Chemnitz
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Chemnitz, known from 1953 to 1990 as Karl-Marx-Stadt, is the third-largest city in the Free State of Saxony, Germany. Chemnitz is an independent city which is not part of any county, located in the northern foothills of the Ore Mountains, it is part of the Central German Metropolitan Region. The citys economy is based on the sector and manufacturing industry. Chemnitz University of Technology has around 10,000 students, Chemnitz is named after the river Chemnitz, a small tributary of the Zwickau Mulde. The word Chemnitz is from the Sorbian language, and means stony, the word is composed of the Slavic word kamen meaning stone and the feminine suffix -ica. It is known in Czech as Saská Kamenice and in Polish as Kamienica Saska, there are many other towns named Kamenica or Kamenice in areas with past or present Slavic settlement. An early Slavic tribes settlement was located at Kamienica, and the first documented use of the name Chemnitz was the 1143 site of a Benedictine monastery around which a settlement grew, circa 1170 Frederick I, Holy Roman Emperor granted it the rights of an imperial city. In 1307, the town became subordinate to the Margraviate of Meissen, in medieval times, Chemnitz became a centre of textile production and trade. More than one third of the worked in textile production. By the early 19th century Chemnitz had become an industrial centre, in 1913, Chemnitz had a population of 320,000 and, like Leipzig and Dresden, was larger at that time than today. After losing inhabitants due to the first World War Chemnitz grew rapidly again, before the world economic crises, it was supposed that the city would keep on growing and would become a Millionenstadt by incorporating also fast growing smaller towns and municipalities around it. During World War II, Chemnitz contained factories that produced military hardware, 2/3–5 March, USAAF bombers attacked the marshalling yards. 5 March,760 RAF bombers attacked, the headquarters of the auto manufacturer Auto Union were also based in Chemnitz since 1932 and its buildings were also badly damaged. At the end of the war, the companys executives fled and relocated the company in Ingolstadt, Bavaria, the World War II bombings left most of the city in ruins, and post-war, the East German reconstruction included large low rise housing. Some tourist sites were reconstructed during the East German era and after German reunification and it was occupied by Soviet troops on 8 May 1945. After dissolution of the states in the GDR in 1952, Chemnitz became seat of a district, on 10 May 1953, the city was renamed by decision of the East German government to Karl-Marx-Stadt after Karl Marx. GDR Prime Minister Otto Grotewohl said, The people who live here, do not look back and they look with love and devotion to the founder of the socialist doctrine, the greatest son of the German people, to Karl Marx. I hereby fulfill about the governments decision, I carry out the solemn act of renaming the city and declare, From now on, this city bears the proud name and mandatory Karl-Marx-Stadt
39.
Superheater
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A superheater is a device used to convert saturated steam or wet steam into superheated steam or dry steam. Superheaters are used in steam turbines for electricity generation, steam engines, there are three types of superheaters, radiant, convection, and separately fired. A superheater can vary in size from a few tens of feet to several hundred feet, a radiant superheater is placed directly in the combustion chamber. A convection superheater is located in the path of the hot gases, a separately fired superheater, as its name implies, is totally separated from the boiler. In a steam engine, the superheater re-heats the steam generated by the boiler, increasing its thermal energy, superheaters increase the thermal efficiency of the steam engine, and have been widely adopted. Steam which has been superheated is logically known as superheated steam, superheaters were applied to steam locomotives in quantity from the early 20th century, to most steam vehicles, and to stationary steam engines. This equipment is used in conjunction with steam turbines in electrical power generating stations throughout the world. In steam locomotive use, by far the most common form of superheater is the fire-tube type and this takes the saturated steam supplied in the dry pipe into a superheater header mounted against the tube sheet in the smokebox. The steam is passed through a number of superheater elements—long pipes which are placed inside large diameter fire tubes. The superheated steam, at the end of its journey through the elements, passes into a compartment of the superheater header. Some locomotives were fitted with snifting valves which admitted air to the superheater when the locomotive was coasting and this kept the superheater elements cool and the cylinders warm. The snifting valve can be seen behind the chimney on many LNER locomotives, a superheater increases the distance between the throttle and the cylinders in the steam circuit and thus reduces the immediacy of throttle action. To counteract this, some steam locomotives were fitted with a front-end throttle—placed in the smokebox after the superheater. Such locomotives can sometimes be identified by an external throttle rod that stretches the length of the boiler. This arrangement also allows superheated steam to be used for appliances, such as the dynamo. Another benefit of the front end throttle is that superheated steam is immediately available, with the dome throttle, it took quite some time before the super heater actually provided benefits in efficiency. With the front-end throttle, steam is in the units while the engine is sitting at the station. Then when the throttle is opened, superheated steam goes to the cylinders immediately, Locomotives with superheaters are usually fitted with piston valves or poppet valves
40.
Tegal, Central Java
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Tegal is a large city in the northwest part of Central Java Province of Indonesia. It is situated on the north coast of Central Java, about 175 kilometres from Semarang and it had a population of 239,599 at the 2010 Census, but the latest official estimate is 242,539. Its built-up area made of Tegal Municipality and 12 districts spread on Tegal and it is administratively separate from Tegal Regency, which borders it to the south and east, Brebes Regency borders it to the west. The Dutch East Indies colonial sugar industry originated in Tegal and the city of Pekalongan. Tegal Regency remained a major production center until the mid-20th century. The city served as a port for exporting sugar produced on the nearby plantations, Tegal is famous for its warung, commonly called warteg or warung tegal. It is also known for its tea products, such as teh botol Sosro, Tong Tji tea,2 Tang tea, Gopek tea, the city of Tegal developed from a small village called Tetegual. The modernization of the began in the early 1530s, and it eventually became part of the Pekalongan Regency. The Pajang Empire was the successor of the Sultanate of Demak, the city was founded by Ki Gede Sebayu. Together with the people, he aspired to increase the region’s agriculture. Because of his efforts to develop the region, he became the high leader and his coronation as leader was held simultaneously with a traditional festival celebrating a rich agricultural harvest. In accordance with district ordinance no, 5/1988, July 28 is the anniversary of the city of Tegal. On October 8,1945, a movement called Gerakan Tiga Daerah was established in Tegal, Pekalongan. Its goal was to replace the blue-blood regents with ordinary people, according to the leaders of this movement, the old regents had cooperated with the Japanese during the world war II and sent people to Japanese slave labor camps. The main leader of Gerakan Tiga Daerah was Sarjiyo, who became the new regent of Pekalongan, others were Kutil, K. Mijaya and Ir. Ir Sakirman was the leader of the PKI. The government of the Republic of Indonesia in Yogyakarta opposed Gerakan Tiga Daerah, Gerakan Tiga Daerah had the old regents arrested, stripped naked and dragged into prison. Other government officials and police officers were kidnapped and massacred at Talang bridge, the Gerakan Tiga Daerah also started a racial riot against ethnic Chinese in Brebes
41.
Purwokerto
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Purwokerto is a town on the island of Java, Indonesia. It is the capital of Banyumas Regency, Central Java region, the city is bisected by the Kali Kranji. It lies near two major east-west roads, Jalan Sudirman and Jalan Gatot Subroto and its geographic location is 7°26′S 109°14′E. The history of Purwokerto as the capital of the Banyumas Regency is intertwined with the history of Banyumas itself, Banyumas was established in 1582 by Raden Joko Kahiman. He later became the came the first regent, Duke Mrapat, following the unintentional killing of Adipati Wirasaba VI in District Lowano, Sultan Hadiwijaya summoned Joko Kahiman, the dead mans son in law. There, he opened the mangli forest and named the area Banyumas, the capital of the Kejawar territory was in Banyumas. After the flood of 1861, the capital was moved to Purwokerto, Purwokerto is used to be administratively equal to a Administrative City and now with special status as the capital of Banyumas Regency. And it also used to be has a Major, Purwokerto consists of four municipalities/districts, each headed by a Camat. The administrative municipalities of Purwokerto are follow, South Purwokerto, is the most populous town with a population of 80.891 people, Bulupitus bus station and Taman Andang Pangrenan are here. East Purwokerto, with a population of 76.993 people, main street, Jl. Jendral Sudirman, includes the citys landscape Pendopo Kabupaten and aloon aloon. West Purwokerto, with a population of 69.547 people, north Purwokerto, with a population of 65.351 people. Bordered with main destination place Baturraden district, many residences and Jendral Sudirman University are here, if Purwokerto will become a autonomy city, now it has 292.782 people, will covering almost 98 km2 with 11 municipalities/kecamatan. Purwokertos nearest airport is the Tunggul Wulung airport in Cilacap township, Tunggul Wulung has direct flights from Halim Perdana Kusuma airport in Jakarta. The travel time from Jakarta to Cilacap is 45 minutes, lately in 2016 Wirasaba is planned for commercial flight service. The distance to the town is about 15 km only, many news state which this airport will developed for commercial flight even Garuda Indonesia and Susi Air will serving this route to Jakarta. Additionally theres a new bridge has been built by 2 regencies between Banyumas and Purbalingga called Linggamas which supports it, Purwokerto is a hub city connecting Cirebon to Jogjakarta. Train is one of the modes of transport to Purwokerto. All classes of ticket, from economy to first class, are available for trips on trains from Jakarta, Bandung, Yogyakarta, the total journey from Jakarta is 6 hrs and 10 hrs
42.
Taman Mini Indonesia Indah
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Taman Mini Indonesia Indah or Beautiful Indonesia Miniature Park is a culture-based recreational area located in East Jakarta, Indonesia. It has an area of about 250 acres, since 2007 Taman Mini Indonesia Indah launched new logo with branding slogan Pesona Indonesia. On December 31,2014 World Peace Committee decided TMII as International Civilization Park, the idea of presenting Indonesia in a small scale was conceived by former Indonesian first lady, Siti Hartinah, better known as Tien Suharto. It came about at a convention on 8 Cendana Street at March 13,1970, through this recreational site, she hoped to cultivate national pride in more Indonesian people. A project called Indonesian Miniature Project was started by Harapan Kita Foundation in 1972, the concept of this culture-based recreational area was inspired by Indonesias unparalleled natural riches and local folk diversity. TMII was originally located on an area of 145 ha, as farms. Later, the team was able to convert these fields into a location for the construction. The topography of TMII is rather hilly, consistent with what the builders required, since each Indonesian province maintains its own unique and distinct cultures, shelters, attire and dialects, TMII built a model of each of the houses from Indonesian provinces. TMII attempted not only to reconstruct the homes of the various provinces, each pavilions featured in typical vernacular Indonesian architecture of each provinces. Some of these pavilions also equipped with cafeterias featuring traditional Indonesian cuisines and also souvenir shops offering various handicrafts, T-shirts, since 1975 until the 2000s, the original design of TMII consist of a model of the houses from the 27 provinces of Indonesia, including East Timor. But after the secession of East Timor from Indonesia in 2002, after the recognition of Indonesian Chinese culture as the integral part of Indonesian culture in 2000, the new Indonesian Chinese pavilion and a Confucian temple was built within the park. The religious buildings of several official faiths is meant to showcase the inter-faiths tolerance, a fully grown Komodo dragon nicknamed Bima resides in the reptile park near the eastern gate, which you can pet and take pictures with for Rp.5,000. Pusat peragaan Iptek or Science and Technology Display Centre is under coordination of Research, at the end of 2011 has 15 sites with about 300 science tools and visited by 341,000 visitor in a year. The sites are Robotic, Electric and Magnet, Mechanics, Mathematics, as of 2011 the operator planned to disburse $35 million for building a new Discovery World theme park. A 2-hectare area was to be built and it was predicted to be operated before the end of 2012 and it would serve 100 venues/rides and was predicted to attract 1.2 million visitors from Indonesia and Southeast Asia
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