1.
Olomana (locomotive)
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The Olomana is a 3 ft narrow gauge 0-4-2 saddle tank locomotive in the Railroad Museum of Pennsylvania, on loan from the Smithsonian Institution. It was the third self-propelled vehicle to operate in Hawaii, the Olomana was built by Baldwin Locomotive Works and arrived in the Kingdom of Hawaii in August 1883, after a two-month journey sailing around Cape Horn. It was owned by Waimanalo Sugar Company, on the island of Oahu, originally burning coal, the Olomana was converted to run on oil in 1928. Dried cane was tried, but it left hard-to-remove residue inside the engine, the Olomana and two similar locomotives were replaced by trucks and retired in 1944. The locomotive was bought by Gerald M, best in 1948, who shipped it back to the continental United States. Best and Kimball restored the Olomana from 1952 to 1953 and it was also converted from oil-burning to wood. Walt Disney, who was invited to visit Kimball and occasionally ran the locomotive. Best donated the Olomana to the Smithsonian in the National Museum of American History in 1977, the locomotive was moved on January 23,1999, from the American History museum to the Arts and Industries Building. The Olomana in the Kingdom of Hawaii
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.
Stanhope and Tyne Railway
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The Stanhope and Tyne Railway was an early British mineral railway, that ran from Stanhope in County Durham, to South Shields at the mouth of the River Tyne. The object was to convey limestone from Stanhope and coal from West Consett and elsewhere to the Tyne, passengers were later carried on parts of the line. The line opened on 15 May 1834, but it was not financially successful and it had been formed by a partnership, and the heavily indebted partners floated a new company, the Pontop and South Shields Railway to continue operations and take over the debt. Part of the line was bought by the Derwent Iron Company (which later became the Consett Iron Company, the Durham and Northumberland coalfield was rich in the mineral, and it was extracted in increasing volumes from the Middle Ages. The deposits very close to the waterways soon became worked out, the mineral could be conveyed to a quay by cart. Even in the decades of the nineteenth century there were very few public roads. The wayleave was a contract for permission to cross the land in return for a payment, in the course of time a considerable number of such waggonways were constructed in the area. The waggonways too required wayleaves to traverse privately held land, a railway would be needed to connect those places, and a partnership was formed. They arranged wayleaves to get their line from Consett to Stanhope, Stanhope was the location of extensive reserves of limestone, required in the process of smelting iron ore. At this stage the plan was to use the Tanfield Waggonway to transport the materials to the Tyne, as well as the limestone quarries at Stanhope, there were limekilns, producing quicklime. The partnership was formalised as the Stanhope Railroad Company under deed of 30 January 1832, the waggonway had the disadvantage of reaching the Tyne at the mouth of the River Derwent. As this was upstream of Newcastle bridge, the size of vessels reaching the berth was seriously limited, and it was decided to make an independent railway to a downstream location, at South Shields. This would require more capital than had been envisaged so far, and on 20 April 1832 an unincorporated company. This much more ambitious scheme required engineering expertise, and Thomas Elliot Harrison was appointed as the companys engineer, Harrison later became the first General Manager of the North Eastern Railway. Robert Stephenson was appointed Consulting Engineer, and he accepted his fee of £1,000 in stock of the company, in the event this resulted in massive charges being demanded by the landowners on the eastern section, averaging £300 a mile annually. The wild hills of the section were less useful agriculturally. Nonetheless the annual wayleave charge was about £5,600, most of the capital required for the construction was found by London financiers. The terrain at the end of the line was exceedingly difficult due to its hilly nature
4.
Robert Stephenson
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Robert Stephenson FRS was an early railway and civil engineer. The only son of George Stephenson, the Father of Railways, Robert has been called the greatest engineer of the 19th century. Robert was born in Willington Quay, Northumberland, to George and Frances née Henderson, before moved to Killingworth. Robert attended the middle-class Percy Street Academy in Newcastle and at the age of fifteen was apprenticed to the mining engineer Nicholas Wood and he left before he had completed his three years to help his father survey the Stockton and Darlington Railway. Robert spent six months at Edinburgh University before working for three years as an engineer in Colombia. When he returned his father was building the Liverpool and Manchester Railway and he was appointed chief engineer of the London and Birmingham Railway in 1833 with a salary of £1,500 per annum. By 1850 Robert had been involved in the construction of a third of the railway system. He designed the High Level Bridge and Royal Border Bridge on the East Coast Main Line and he eventually worked on 160 commissions from 60 companies, building railways in other countries such as Belgium, Norway, Egypt and France. In 1829 Robert married Frances Sanderson who died in 1842, the couple had no children, in 1847 he was elected Member of Parliament for Whitby, and held the seat until his death. He was elected a Fellow of the Royal Society in 1849 and he served as President of the Institution of Mechanical Engineers and Institution of Civil Engineers. Roberts death was widely mourned, and his funeral cortège was given permission by Queen Victoria to pass through Hyde Park and he is buried in Westminster Abbey. Robert Stephenson was born on 16 October 1803, at Willington Quay, east of Newcastle upon Tyne, to George Stephenson and Frances née Henderson and she was twelve years older than George, and when they met was working as a servant where George was lodging. Fanny was suffering from tuberculosis, so George would take care of his son in the evening, in autumn 1804 George became a brakesman at the West Moor Pit and the family moved to two rooms in a cottage at Killingworth. On 13 July 1805 Fanny gave birth to a daughter who lived for three weeks, Fannys health deteriorated and she died on 14 May 1806. George employed a housekeeper to look after his son and went away for three months to look after a Watt engine in Montrose, Scotland and he returned to find his housekeeper had married his brother Robert. He moved back into the cottage with his son and briefly employed another housekeeper before his sister Eleanor moved in, known to Robert as Aunt Nelly, Eleanor had been engaged to be married before travelling to London to work in domestic service. However, returning to get married Eleanors ship was delayed by poor winds, Eleanor attended the local Methodist church, whereas George would not regularly attend church, preferring on Sundays to work on engineering problems and meet his friends. Robert was first sent to a village school 1½ miles away in Long Benton, on his way to school, he would carry picks to the smiths at Long Benton to be sharpened
5.
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
6.
2-2-2
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The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. They were also described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels. The new type known as Stephensons Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson, other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard design by Robert Stephenson. Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type and these included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allans successful designs for the railway from 1845, J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend was one of the two first steam locomotives in the Netherlands, built by R. B, Longridge and Company of Bedlington, Northumberland in 1839. The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes, which were enlarged versions of North Star. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, notable late examples include William Stroudleys singles of 1874-1880, William Deans 157 class of 1878-79, and his 3001 class, both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the side rod from a 2-4-0, the first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, a replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium. Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard, a replica of Bayard is at the Naples Railway Museum. Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers, however, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz, august Borsig and Company manufactured Beuth in 1843 which was highly successful, its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives, both the Leipzig-Dresden Railway and Royal Bavarian State Railways built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class, the Imperial Austrian State Railways built two successful locomotives of this wheel arrangement in 1907
7.
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
8.
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
9.
Leading wheel
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The leading wheel or leading axle or pilot wheel of a steam locomotive is an unpowered wheel or axle located in front of the driving wheels. The axle or axles of the wheels are normally located on a leading truck. Leading wheels are used to help the locomotive negotiate curves and to support the front portion of the boiler, importantly, the leading bogie does not have simple rotational motion about a vertical pivot, as might first be thought. It must also be free to slip sideways to a small extent, the sliding bogie of this type was patented by William Adams in 1865. The first use of leading wheels is commonly attributed to John B, Jervis who employed them in his 1832 design for a locomotive with four leading wheels and two driving wheels. In the Whyte system of describing locomotive wheel arrangements, his locomotive would be classified as a 4-2-0, in the UIC classification system, which counts axles rather than wheels and uses letters to denote powered axles, the Jervis would be classified 2A. Locomotives without leading trucks are generally regarded as unsuitable for high speed use, the British Railway Inspectorate condemned the practice in 1895, following an accident involving two 0-4-4s at Doublebois, Cornwall, on the Great Western Railway. A single leading axle increases stability somewhat, while a leading truck is almost essential for high-speed operation. The highest number of leading wheels on a locomotive is six as seen on the 6-2-0 Crampton type. Six-wheel leading trucks were not very popular, the Cramptons were built in the 1840s, but it was not until 1939 that the PRR used one on the S1. AAR wheel arrangement Adams axle Trailing wheel UIC classification Whyte notation
10.
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
11.
Trailing wheel
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On a steam locomotive, a trailing wheel or trailing axle is generally an unpowered wheel or axle located behind the driving wheels. The axle of the wheels is usually located in a trailing truck. On some large locomotives, an engine was mounted on the trailing truck to provide extra tractive effort when starting a heavy train. Trailing wheels were used in early locomotives but fell out of favor for a time during the latter 19th century. As demand for more powerful locomotives increased, trailing wheels began to be used to support the crew cab, trailing wheels first appeared on American locomotives between 1890 and 1895, but their axle worked in rigid pedestals. It enabled boilers to be lowered, since the top of the frames was dropped down behind the driving wheels. The firebox could also be longer and wider, increasing the surface area and steam generation capacity of the boiler. One-piece cast-steel trailer trucks were developed about 1915, to provide the strength for a booster engine to be fitted to the trailing axle. Finally, about 1921 the Delta trailing truck was developed with a centering device at the rear ends of the truck frame. Delta trucks were soon enlarged to carry four trailing wheels, in the Whyte notation, trailing wheels are designated by the last numbers in the series. For example, the 2-8-2 Mikado type locomotive had two leading wheels, eight driving wheels, and two trailing wheels, some locomotives such as the 4-4-0 American type had no trailing wheels and were designated with a zero in the final place. In the UIC classification system, the number of rather than the number of wheels is counted. AAR wheel arrangement Steam locomotive nomenclature UIC classification Whyte notation
12.
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
13.
Rack railway
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A rack railway is a steep grade railway with a toothed rack rail, usually between the running rails. The trains are fitted with one or more cog wheels or pinions that mesh with this rack rail and this allows the trains to operate on steep grades above around 7 to 10%, which is the maximum for friction-based rail. Most rack railways are mountain railways, although a few are transit railways or tramways built to overcome a steep gradient in an urban environment. The first cog railway was the Middleton Railway between Middleton and Leeds in West Yorkshire, England, UK, where the first commercially successful steam locomotive, Salamanca and this used a rack and pinion system designed and patented in 1811 by John Blenkinsop. The first mountain cog railway was the Mount Washington Cog Railway in the US state of New Hampshire, the track was completed to reach the summit of Mount Washington in 1869. The first mountain railway in continental Europe was the Vitznau-Rigi-Bahn on Mount Rigi in Switzerland. A number of different rack systems have been developed, today, the majority of rack railways use the Abt system. Blenkinsops system remained in use for 25 years on the Middleton Railway, Rack systems place the rack rail halfway between the running rails, with the exception of some early Morgan rack installations. The first successful rack railway in the US was the Mount Washington Cog Railway, the first public trial of the Marsh rack on Mount Washington was made on August 29,1866, when only one quarter of a mile of track had been completed. The Mount Washington railway opened to the public on August 14,1868, the Riggenbach rack system was invented by Niklaus Riggenbach working at about the same time as, but independently from Marsh. Riggenbach was granted a French patent in 1863 based on a model which he used to interest potential Swiss backers. During this time, the Swiss Consul to the United States visited Marshs Mount Washington Cog Railway, eager to boost tourism in Switzerland, the government commissioned Riggenbach to build a rack railway up Rigi Mountain. Following the construction of a locomotive and test track in a quarry near Bern. The Riggenbach system is similar in design to the Marsh system and it uses a ladder rack, formed of steel plates or channels connected by round or square rods at regular intervals. The Riggenbach system suffers from the problem that its fixed ladder rack is more complex, following the success of the Vitznau-Rigi-Bahn, Riggenbach established the Maschinenfabrik der Internationalen Gesellschaft für Bergbahnen - a company that produced rack locomotives to his design. The Strub rack system was invented by Emil Strub in 1896 and it uses a rolled flat-bottom rail with rack teeth machined into the head approximately 100 mm apart. Safety jaws fitted to the locomotive engage with the underside of the head to prevent derailments, strubs US Patent, granted in 1898, also includes details of how the rack rail is integrated with the mechanism of a turnout. The best-known use of the Strub system is on the Jungfraubahn in Switzerland and it is the simplest rack system to maintain and has become increasingly popular
14.
LMR 57 Lion
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The Liverpool and Manchester Railway 57 Lion is an early 0-4-2 steam locomotive, which had a top speed of 45 mph and could pull up to 200 tons. One of a designed for hauling freight, built by Todd. It was also used in the 1952 film The Titfield Thunderbolt, in 1845 the LMR was absorbed by the Grand Junction Railway, which in turn was one of the constituents of the London and North Western Railway a year later. Lion received a new boiler about 1845 and it was used in traffic until about 1858, and in 1859 it was sold to the Mersey Docks and Harbour Board for use as a stationary engine. It was used in that role until 1928 when it was replaced by an electric pump and it was then rediscovered, renovated and displayed in the Transport Gallery of the Liverpool Museum. Lions tender had long since been scrapped so one from an early Furness Railway locomotive was restored to run with her, Lion took part in the LMR centenary celebrations in 1930 and the London and Birmingham Railway centenary in 1938. It starred in the 1953 film The Titfield Thunderbolt, among others, during the filming of Thunderbolt the tender was damaged in a shunting accident, the damage still being visible. It is the second oldest locomotive to be steamed, the older being the British-built American locomotive John Bull, for many years, Lion was on display at the Museum of Science and Industry in Manchester alongside replica Liverpool and Manchester Railway locomotive Planet. On 27 February 2007, Lion was moved by road from Manchester to Liverpool for conservation prior to it taking pride of place in the new Museum of Liverpool. London, Midland and Scottish Railway Royal Scot Class 4-6-0 locomotive 6142 was originally named Lion and this loco was built by the North British Locomotive Company at Glasgow in November 1927 and withdrawn in January 1964 as 46142 The York and Lancaster Regiment. D0260, a diesel locomotive built by Birmingham Railway Carriage. British Rail Class 08 diesel shunter 13030 was sold to Guinness at Park Royal in 1985 where it was given the name Lion and it and its sister locomotive Unicorn now reside on the Cholsey and Wallingford Railway. List of Liverpool and Manchester Railway locomotives Bailey, Michael R, Reed, C. W. Resurrection of the old Lion, Railway World Reed, C. W
15.
Saxonia (locomotive)
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The locomotive Saxonia was operated by the Leipzig–Dresden Railway Company and was the first practical working steam locomotive built in Germany. Its name means Saxony in Latin, the Saxonia was built by Johann Andreas Schubert. Schubert had been inspired by the English-built locomotive, Comet, procured for the LDE and he used the same dimensions but, unlike Comet, two coupled axles were driven, therefore providing increased tractive force, and a carrying axle was added at the back to improve ride qualities. The development and construction of the locomotive was carried out in the Maschinenbauanstalt Übigau at Dresden, from the beginning Schubert was the head of the company. The construction of the engine was a technical and economic risk for the firm, for a start, it had no technical experience at all, furthermore there were no orders for a locomotive. The Saxonia was intended to open the Leipzig–Dresden railway, the first long-distance railway line in Germany, but the English, who until then had a monopoly within the railway industry, begrudged success to Schubert and his locomotive. The first train to run on the railway was hauled by the two English locomotives Robert Stephenson and Elephant, the Saxonia – driven by its creator, Johann Andreas Schubert –- followed on behind. The Saxonia clearly continued to be used successfully, however, because in 1843 it had clocked up 8,666 kilometres. There is no information about its wheareabouts, however, it must have remained in the LDEs fleet until 1856 because its name was not reassigned until then. The Übigau works built a locomotive of the same arrangement, named Phoenix. From a technical standpoint the Saxonia reflected in the main its English counterparts, only a few details exist about the design of the boiler. The boiler barrel had rivetted longitudinal seams, the boiler had a curved. A flat plate on top of the boiler provided a platform for the steam whistle. On top of the front section of the barrel was the tall. The grate was designed to be moveable, the steam engine was designed as a two-cylinder inside drive with a simple inside lever valve gear without a steam expansion stage. The engine drove the coupled axle. Both coupled axles as well as the axle were fixed rigidly into the frame. The wheel spokes were made of forged bar steel, later cast wheel spokes were fitted
16.
Kitson and Company
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Kitson and Company was a locomotive manufacturer based in Hunslet, Leeds, West Yorkshire, England. The company started in 1835 as James Kitson at the Airedale Foundry, off Pearson Street, Hunslet, Todd had been apprenticed to Matthew Murray at the Round Foundry in Holbeck, Leeds. Initially, the firm made parts for other builders, until it was joined in 1838 by David Laird, a farmer who was looking for investments. That year saw the production of the companys first complete locomotives, either for the North Midland or the Liverpool, however, Todd left almost immediately to form Shepherd and Todd, and the company was known variously as Kitson and Laird or Laird and Kitson. The order for six engines by the Liverpool and Manchester began with 0-4-2 Lion, around 1860, it was withdrawn from service and sold to the Mersey Docks and Harbour Board, where it was jacked-up off its wheels and used for pumping water. In 1930 it was restored and remains in preservation at the Museum of Liverpool, in 1842, Laird, who not receiving the financial return he expected, left the partnership. Kitson was then joined by Isaac Thompson and William Hewitson, the company becoming Kitson Thompson and Hewitson, in 1851 the company exhibited an early tank locomotive at The Great Exhibition, and was awarded a gold medal. In 1858 Thompson left and the firm became Kitson and Hewitson, then, finally, Kitson, from 1855 many Indian railways became major customers. From 1866 Kitsons produced a large proportion of the Midland Railway double-framed goods engines designed by Matthew Kirtley, at some time prior to 1884 the factory employed Charles Algernon Parsons OM KCB FRS who was engaged in building rocket-powered torpedoes. After leaving Kitsons, the brilliant Parsons went on to invent the Steam Turbine, in 1886 Kitsons assisted its representative E. Jeffreys in the preparation of five designs for the Victorian Railways, each with standardised components which were interchangeable between the classes. The locomotives were a large 0-6-0 and a suburban 2-4-2T, the Kitson designs influenced the Victorian Railways for many years. Kitson built an order of 4-6-0s for the Cordoba Railway in Argentina during 1889-91. From 1876 to 1901 the firm built over 300 steam tram engines and steam railmotor units. An innovation was the locomotive design proposed by Robert Stirling based on the Meyer locomotive. The first three were built in 1894 for the Anglo-Chilian Nitrate & Railway Company in Chile, with two in 1903 for Rhodesia and three in 1904 for Jamaica, over 50 were built, some 2-8-8-0 and 2-8-8-2, the last being in 1935. There were also some 0-8-6-0s designed for rack railway working in the Andes, Kitsons were busy during World War I but trade dropped off in the 1920s. The experimental Kitson-Still 2-6-2T steam diesel hybrid locomotive, combining power with internal combustion, was tested on the London. This hauled revenue-earning trains for the LNER but Kitsons could not afford to develop it into a viable form
17.
Liverpool and Manchester Railway
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The Liverpool and Manchester Railway was a railway opened on 15 September 1830 between the Lancashire towns of Liverpool and Manchester in the United Kingdom. Jervis of the Delaware and Hudson Railway some years later wrote, as opening the epoch of railways which has revolutionised the social and commercial intercourse of the civilized world. Trains were hauled by steam locomotives between the two towns, though private wagons and carriages were allowed. Cable haulage of trains was down the steeply-graded 1. 26-mile Wapping Tunnel to Liverpool Docks from Edge Hill junction. The railway was built to provide faster transport of raw materials, finished goods. The Liverpool and Manchester Railway was the first public transport system on land which did not use animal traction power. Up to then, the rail systems for public use had been, Horse-drawn plateways, such as the Lake Lock Railroad, Surrey Iron Railway. Railways that used a mix of steam and horse-drawn traffic, such as the Stockton and Darlington Railway, or a mix of cable and horse haulage, often described as the Grand British Experimental Railway the success or failure of which would decide plans for all future railways. The L&MR was intended to achieve cheap transport of raw materials, finished goods, huge tonnages of textile raw material were imported through Liverpool and carried to the textile mills near the Pennines where water and then steam power enabled the production of the finished cloth. There was support for the railway from the towns at either end, the original promoters are usually acknowledged to be Joseph Sandars, a rich Liverpool corn merchant, and John Kennedy, then owner of the largest spinning mill in Manchester. They were influenced to do this by William James, now something of a forgotten figure, James was a land surveyor who had made a fortune in property speculation. He advocated a national network of railways, based upon what he had seen of the development of colliery lines, the Liverpool and Manchester Railway Company was founded on 24 May 1823. It was established by Henry Booth, who became its secretary and treasurer, along with merchants from Liverpool. Charles Lawrence was the Chairman, Lister Ellis, Robert Gladstone, John Moss, a bill presented in 1825 to Parliament was rejected, but it passed in May the following year. In Liverpool 172 people took 1,979 shares, in London 96 took 844, the Marquess of Stafford had 1,000, giving 308 shareholders with 4,233 shares. The initial survey for the line was carried out by William James and, Robert Stephenson departed for South America and William James became bankrupt. Consequently, in 1824 George Stephenson was appointed engineer in their place, by this time, he was taking on too much. As Robert was absent, George left checking the survey to subordinates, upon presentation to Parliament in 1825 it was shown to be inaccurate
18.
Emperor Ferdinand Northern Railway
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The Emperor Ferdinand Northern Railway was the name of a former railway company during the time of the Austrian Empire. Its main line was supposed to connect Vienna with salt mines in Bochnia near Kraków, today, the term is still used to describe certain railway lines which were formerly operated by that company. The Nordbahn, or Kaiser Ferdinands-Nordbahn, was Austrias first steam railway company, the first track was built between Floridsdorf and Deutsch Wagram in 1837. The extension to Vienna was built in 1838, and the track through Břeclav to Brünn in 1839, the first train from Vienna arrived to Břeclav on 6. In 1841 it reached Přerov and Olomouc and in 1842 Lipník nad Bečvou, extension to Ostrava and Bohumín was finished in 1847. Nordbahn never directly reached Kraków or Bochnia, the first way to Kraków on rails via Bogumin, Kozle, and Mysłowice was served by the Prussian lines of Williams Railway and Upper Silesian Railway. The line from Mysłowice to Kraków was built by the Krákow, the Northern Railway company was nationalized in 1907. It also owned coal mines and other industry enterprises in Ostrava region. After the nationalization of its network, it continued its coal. Nordbahnhof was destroyed in World War II and rebuilt in 1962 along with the bridge across the Danube, today, the express trains going from Vienna to Brno leave from Wien Meidling railway station. Praterstern Station is only used for suburban and regional train lines and it caused quite a sensation, so it was watched and cheered by crowds of Viennese along its route
19.
KFNB Minotaurus and Ajax
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Minotaurus and Ajax were acquired in 1841 to work the line between Vienna and Stockerau. They were a distinctively English design with inside cylinders, the two locomotives had to be disassembled for shipping. They were loaded onto carts and first shipped to Vienna, after which they were reassembled and they were used for both passenger and freight operations, especially transporting raw materials from Moravia and Silesia. Minotaurus was withdrawn from service in 1867 and used in the construction of the Moravian-Silesian Northern Railway, Ajax was given a new tender in 1847 and fitted with a replacement boiler in 1857. It was used until 1874 when it was withdrawn and stored in a locomotive shed and it was rediscovered and restored in 1909 for the railway line’s 70th anniversary celebration. It was then kept at the ‘Heizhaus’ at Strasshof an der Nordbahn until it was transferred to its present location at the Technisches Museum Wien in 1992 and it is described by the museum as ‘the oldest preserved steam locomotive on the European continent. ’
20.
Jones, Turner and Evans
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Jones, Turner and Evans was a locomotive manufacturer in Newton-le-Willows, England from 1837, known as Jones and Potts between 1844 and 1852. The company opened in 1837 with subcontracts from Edward Bury and Robert Stephenson and they provided locomotives for the North Union Railway and the Midland Counties Railway, the latter all 2-2-2 with 5 ft 6 in diameter driving wheels, and 12 in ×18 in cylinders. In 1840, they built two four-coupled 0-4-2s for the MCR, further orders included engines for the Great Northern Railway, London and Brighton Railway and the Grand Junction Railway. They also supplied six broad gauge engines for the Great Western Railway, in 1841 built four for the Eastern Counties Railway. Also in 1841 they exported two 0-4-2 locomotives to Austria, Minotaurus and Ajax, Ajax is now the oldest preserved steam locomotive in mainland Europe. It was built for the inauguration of the Kaiser Ferdinands-Nordbahn in 1837, originally built to transport goods it was, due to its large wheels and capability for high speeds, used for passenger services also. In 1874 it was withdrawn from service but not scrapped, from 1897 Ajax was stored at the Austrian Railway Museum. In 1908 on the occasion of the 70th anniversary of the Kaiser Ferdinands-Nordbahn it was restored and shortly afterwards transferred to the Techisches Museum in Vienna, where it is still on display. After the initial boom, by 1844, orders were becoming slack and Jones formed a partnership with Arthur Potts, renaming the company Jones. Mr. Potts was instrumental in securing many more orders, particularly from the Eastern Counties Railway, by 1850, the design of most of the locos was to Alexander Allans pattern, with outside cylinders, and the long-boiler 4-2-0 popularised by Robert Stephenson. As a result, they had a rough ride and derailed frequently. They also built five 0-6-0 engines for the Scottish lines, which, seven 2-2-2 well tank engines were provided to the London and Blackwall Railway which served for many years. Business tailed off again, and the closed down in 1852. The works were leased by the London and North Western Railway, one partner, John Jones, however carried on as John Jones and Son with a factory in Liverpool to continue building locomotives, until 1863. British Steam Locomotive Builders, Guild Publishing The Viaduct Foundry
21.
Vienna
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Vienna is the capital and largest city of Austria and one of the nine states of Austria. Vienna is Austrias primary city, with a population of about 1.8 million, and its cultural, economic and it is the 7th-largest city by population within city limits in the European Union. Today, it has the second largest number of German speakers after Berlin, Vienna is host to many major international organizations, including the United Nations and OPEC. The city is located in the part of Austria and is close to the borders of the Czech Republic, Slovakia. These regions work together in a European Centrope border region, along with nearby Bratislava, Vienna forms a metropolitan region with 3 million inhabitants. In 2001, the city centre was designated a UNESCO World Heritage Site, apart from being regarded as the City of Music because of its musical legacy, Vienna is also said to be The City of Dreams because it was home to the worlds first psycho-analyst – Sigmund Freud. The citys roots lie in early Celtic and Roman settlements that transformed into a Medieval and Baroque city and it is well known for having played an essential role as a leading European music centre, from the great age of Viennese Classicism through the early part of the 20th century. The historic centre of Vienna is rich in architectural ensembles, including Baroque castles and gardens, Vienna is known for its high quality of life. In a 2005 study of 127 world cities, the Economist Intelligence Unit ranked the city first for the worlds most liveable cities, between 2011 and 2015, Vienna was ranked second, behind Melbourne, Australia. Monocles 2015 Quality of Life Survey ranked Vienna second on a list of the top 25 cities in the world to make a base within, the UN-Habitat has classified Vienna as being the most prosperous city in the world in 2012/2013. Vienna regularly hosts urban planning conferences and is used as a case study by urban planners. Between 2005 and 2010, Vienna was the worlds number-one destination for international congresses and it attracts over 3.7 million tourists a year. The English name Vienna is borrowed from the homonymous Italian version of the name or the French Vienne. The etymology of the name is still subject to scholarly dispute. Some claim that the name comes from Vedunia, meaning forest stream, which produced the Old High German Uuenia. A variant of this Celtic name could be preserved in the Czech and Slovak names of the city, the name of the city in Hungarian, Serbo-Croatian and Ottoman Turkish has a different, probably Slavonic origin, and originally referred to an Avar fort in the area. Slovene-speakers call the city Dunaj, which in other Central European Slavic languages means the Danube River, evidence has been found of continuous habitation since 500 BC, when the site of Vienna on the Danube River was settled by the Celts. In 15 BC, the Romans fortified the city they called Vindobona to guard the empire against Germanic tribes to the north
22.
Stockerau
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Stockerau is a town in the district of Korneuburg in Lower Austria, Austria. Leisure facilities are various, wellness centre, sports centre with three gyms, judo and table tennis gym, skittle alley and football stadium, in addition there are indoor and outdoor tennis facilities. Stockerau offers a range of exhibitions, concerts, readings and singing evenings in the cultural centre Belvedereschlößl, in the cellar of this castle, built in 16th century and revitalised by the town community in the year 1984, you will find the district museum. Between Stockerau and the Danube there is a large forest, saint Coloman was martyred here in 1012, and is known as St. Coloman of Stockerau. Regional trains operate from Vienna to Retz and Znojmo in the north and Wiener Neustadt and Payerbach-Reichenau in the south
23.
Finnish Steam Locomotive Class B1
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The Finnish Steam Locomotive Class B1 is an 0-4-2 saddle tank locomotive, built by Beyer, Peacock and Company, at their Gorton Foundry, Manchester, England. Nine were constructed between 1868 and 1890, they were designed for use as shunting locomotives, number 9 is Finlands oldest preserved locomotive and is preserved at the Finnish Railway Museum. They were numbered 9–10, 53–56, 150–151, B1 locomotives were withdrawn in the 1920s. The last was withdrawn in 1928
24.
Beyer, Peacock and Company
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Beyer, Peacock and Company was an English railway Locomotive manufacturer with a factory in Gorton, Manchester. Founded by Charles Beyer, Richard Peacock and Henry Robertson, it traded from 1854 until 1966 and it received limited liability in 1902, becoming Beyer, Peacock and Company Limited. In 1854, the German born Charles Beyer resigned as engineer at Atlas works. It was Beyer that was responsible for success of production at Atlas. He had trained under the guidance of the inventor of cotton mill machinery. Richard Peacock resigned from his position as engineer of the Manchester, Sheffield. Confident in his ability to secure orders to build locomotives, Beyer’s resignation presented Peacock with a partnership opportunity. However, this was not a company and all partners were liable for debts should the business fail, in a mid-Victorian economic climate of boom and bust. Beyer could raise £9,524 and Peacock £5,500, Beyer and Peacock were founder members of the Institution of Mechanical Engineers. Unfortunately, Geach died, the loan was recalled and the project nearly died. To the rescue came Thomas Brassey who persuaded Henry Robertson to provide a £4,000 loan in return for being the third partner, Beyer appointed and worked closely with Hermann Ludwig Lange, in 1861. A native of his town, Plauen, Saxony, Langer trained as an engineer in Germany, became chief draughtsman in 1865. Four New South Wales Government Railways AD60 Class Beyer-Garratt Patent locomotives are preserved being the most powerful locomotives in the southern hemisphere when introduced. Gorton Foundry was on the side of the railway line to the Manchester, Sheffield. Between 1855 and 1966, the company built nearly 8,000 railway locomotives, several of their 1874-built steam locomotives for the Isle of Man Railway remain in daily use. A Gorton-built South African Railways GL class Beyer-Garratt locomotive is on display in the Museum of Science, in addition to building steam locomotives, Beyer, Peacock & Co. The foundry was at Openshaw near Manchester, England, and was built in 1854, the site was chosen because land was cheaper than in the city and had good water supply from a local reservoir. Beyer had designed the works so it always allowed room for expansion, in its 112-year history no buildings needed to be demolished as the works developed
25.
Manchester
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Manchester is a major city and metropolitan borough in Greater Manchester, England, with a population of 514,414 as of 2013. It lies within the United Kingdoms second-most populous urban area, with a population of 2.55 million, Manchester is fringed by the Cheshire Plain to the south, the Pennines to the north and east and an arc of towns with which it forms a continuous conurbation. The local authority is Manchester City Council and it was historically a part of Lancashire, although areas of Cheshire south of the River Mersey were incorporated during the 20th century. Throughout the Middle Ages Manchester remained a township but began to expand at an astonishing rate around the turn of the 19th century. Manchesters unplanned urbanisation was brought on by a boom in textile manufacture during the Industrial Revolution, Manchester achieved city status in 1853. The Manchester Ship Canal opened in 1894, creating the Port of Manchester and its fortunes declined after the Second World War, owing to deindustrialisation. The city centre was devastated in a bombing in 1996, but it led to extensive investment, in 2014, the Globalization and World Cities Research Network ranked Manchester as a beta world city, the highest-ranked British city apart from London. Manchester is the third-most visited city in the UK and it is notable for its architecture, culture, musical exports, media links, scientific and engineering output, social impact, sports clubs and transport connections. Manchester Liverpool Road railway station was the worlds first inter-city passenger railway station and in the city scientists first split the atom, the name Manchester originates from the Latin name Mamucium or its variant Mancunium and the citizens are still referred to as Mancunians. These are generally thought to represent a Latinisation of an original Brittonic name, both meanings are preserved in languages derived from Common Brittonic, mam meaning breast in Irish and mother in Welsh. The suffix -chester is a survival of Old English ceaster and their territory extended across the fertile lowland of what is now Salford and Stretford. Central Manchester has been settled since this time. A stabilised fragment of foundations of the version of the Roman fort is visible in Castlefield. After the Roman withdrawal and Saxon conquest, the focus of settlement shifted to the confluence of the Irwell, much of the wider area was laid waste in the subsequent Harrying of the North. Thomas de la Warre, lord of the manor, founded and constructed a church for the parish in 1421. The church is now Manchester Cathedral, the premises of the college house Chethams School of Music. The library, which opened in 1653 and is open to the public today, is the oldest free public reference library in the United Kingdom. Manchester is mentioned as having a market in 1282, around the 14th century, Manchester received an influx of Flemish weavers, sometimes credited as the foundation of the regions textile industry
26.
H.K. Porter, Inc.
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Porter, Inc. manufactured light-duty railroad locomotives in the US, starting in 1866. The company became the largest producer of industrial locomotives, and built almost eight thousand of them, the last locomotive was built in 1950, but the company continues to produce industrial equipment to this day. Porter was known for building locomotives that were smaller than those normally used by the larger Class I railroads. The companys locomotives were small enough that they were operated by only one person. Porter built mostly steam locomotives, but they built some powered by gasoline and diesel engines. The largest collection of Porter photographs and information is currently housed in the Kentlein Porter Collection at the A. C, kalmbach Memorial Library in Chattanooga, TN. Many of the 780 builders photos, blueprints and other data were republished in Porter Steam Locomotives. 1866, Henry Kirke Porter formed a partnership with John Y. Smith, the two opened a small machine shop on 28th Street in Pittsburgh, Pennsylvania, and begin repairing and building industrial equipment. They received an order for their first locomotive on March 4,1867 and they went on to build 43 locomotives together, including the Minnetonka. They specialized in four wheeled, saddle tank locomotives for small industrial railroads,1871, Fire broke out in the shop on February 7, destroying twelve locomotives under construction, the shop, and 23 adjacent structures. Total losses were estimated at $200,000, and the partnership was dissolved, Smith formed Smith & Dawson Locomotives, which became National Locomotive Works. Porter formed a partnership with Arthur W. Bell, called Porter, Bell & Co. and they expanded their range to include light passenger engines and small freight engines, primarily for narrow gauge railroads. They built 223 locomotives, until Arthur Bell died in May 1878,1878, Henry K. Porter continued the business on his own, as H. K. He had established a reputation as a builder of rugged, specialized locomotives and he could custom build a locomotive quickly and efficiently, with a system of interchangeable parts, pistons, wheels and boilers in various sizes that can be combined to suit a customers requirements. Some of the designs are kept in stock, and can be ordered literally off the shelf. 1890, Porter built their first compressed-air locomotive, for a mine in Pennsylvania. Air was stored in two tanks, and used to drive the pistons instead of steam and this allowed locomotive use inside mines without the fumes of burning coal, or the dangers of high-pressure steam. Porter went on to build over 400 compressed-air locomotives for use in mines, plants, others built compressed-air locomotives, but by 1900 Porter had captured 90% of the market
27.
Baldwin Locomotive Works
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The Baldwin Locomotive Works was an American builder of railroad locomotives. It was originally located in Philadelphia, and later moved to nearby Eddystone, although the company was very successful as the largest producer of steam locomotives, its transition to the production of diesels was far less so. Later, when the demand for diesel locomotives to replace steam tapered off. It stopped producing locomotives in 1956 and went out of business in 1972, having produced over 70,000 locomotives and this company is not to be confused with E M Baldwin of Australia who made small locomotives for such things as sugar cane tramways. The Baldwin Locomotive Works had a humble beginning, the original engine was in use and powered many departments of the works for well over 60 years, and is currently on display at the Smithsonian Institution in Washington, DC. The Camden and Amboy Railroad Company had shortly before imported a locomotive from England and it had not yet been assembled by Isaac Dripps when Baldwin visited the spot. He inspected the detached parts and made notes of the principal dimensions, aided by these figures, he commenced his task. The difficulties attending the execution of this first order were such that they are not easily understood by present-day mechanics. It was under such circumstances that his first locomotive, christened Old Ironsides, was completed and tried on the Philadelphia and it was at once put in active service, and did duty for over 20 years. It was an engine, weighing a little over five tons, the driving wheels were 54 inches in diameter. The wheels were of heavy cast iron hubs, with spokes and rims, and wrought iron tires. It had a 30 inches diameter boiler which took 20 minutes to raise steam, Baldwin struggled to survive the Panic of 1837. Production fell from 40 locomotives in 1837 to just nine in 1840, as part of the survival strategy, Matthias Baldwin took on two partners, George Vail and George Hufty. Although the partnerships proved relatively short-lived, they helped Baldwin pull through the hard times. Zerah Colburn was one of many engineers who had an association with Baldwin Locomotive Works. Colburn was full of praise for the quality of Baldwins work, in the 1850s, railroad building became a national obsession, with many new carriers starting up, particularly in the Midwest and South. While this helped drive up demand for Baldwin products, it increased competition as more companies entered the locomotive production field. Still, Baldwin had trouble keeping pace with orders and in the early 1850s began paying workers piece-rate pay, taking advantage of human nature, this increased incentives and productivity
28.
Kingdom of Hawaii
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The Kingdom of Hawaiʻi originated in 1795 with the unification of the independent islands of Hawaiʻi, Oʻahu, Maui, Molokaʻi, and Lānaʻi under one government. In 1810 the whole Hawaiian archipelago became unified when Kauaʻi and Niʻihau joined the kingdom voluntarily, two major dynastic families ruled the kingdom, the House of Kamehameha and the House of Kalākaua. The kingdom won recognition from major European powers, the United States became its chief trading partner, and the kingdom was watched jealously lest Britain, Japan, or another power threaten to seize control. Hawaii adopted a new constitution in 1887 to reduce the power of King Kalākaua. Queen Liliuokalani, who succeeded Kalākaua in 1891, tried to restore the old order, Hawaii became a republic until the United States annexed it in 1898. Before the founding of a formal, united kingdom, the islands were all ruled by independent aliʻi nui or supreme executives. All of these rulers were believed to come from a hereditary line descended from the first Polynesian, Papa, Captain James Cook stumbled across the islands, but was killed while attempting to kidnap the aliʻi nui of Hawaii Island in 1779. Three years later Hawaii was passed to Kalaniʻōpuʻus son, Kīwalaʻō, while religious authority was passed to the rulers nephew, a series of battles, lasting 15 years, was led by the warrior chief who became Kamehameha the Great. The Kingdom of Hawaii was established with the help of weapons and advisors, such as John Young. Although successful in attacking both Oʻahu and Maui, he failed to secure a victory in Kauaʻi, his effort hampered by a storm, eventually, Kauaʻis chief swore allegiance to Kamehameha. The unification ended the ancient Hawaiian society, transforming it into an independent constitutional monarchy crafted in the traditions, from 1810 to 1893, the Kingdom of Hawaiʻi was ruled by two major dynastic families, the House of Kamehameha and the Kalākaua Dynasty. Five members of the Kamehameha family led the government styled as Kamehameha, Lunalilo was a member of the House of Kamehameha through his mother. Liholiho and Kauikeaouli, were sons of Kamehameha the Great. For a period of Liholiho and Kauikeaoulis reigns, the wife of Kamehameha the Great, Queen Kaʻahumanu, ruled as Queen Regent and Kuhina Nui. Economic and demographic factors in the 19th century reshaped the islands, in 1848 the Great Māhele was imposed by the king, it resulted in the selling off virtually all the village land farmed by the natives. For the natives, contact with the world represented demographic disaster. The Hawaiian population of natives fell from approximately 128,000 in 1778 to 71,000 in 1853, American missionaries converted most of the natives to Christianity. The missionaries and their children became a powerful elite into the mid-19th century and they provided the chief advisors and cabinet members of the kings, and dominated the professional and merchant class in the cities
29.
Cape Horn
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Cabo de Hornos is a Chilean commune located in the south of Tierra del Fuego archipelago, in Antártica Province, Magallanes Region. The municipality of Cabo de Hornos, located in the town of Puerto Williams and it is named for Cape Horn. According to the 2002 census of the National Statistics Institute, Cabo de Hornos spans an area of 15,853.7 km2 and has 2,262 inhabitants, of these,1,952 lived in urban areas and 310 in rural areas. The population grew by 24. 7% between the 1992 and 2002 censuses, as a commune, Cabo de Hornos is a third-level administrative division of Chile administered by a municipal council, headed by an alcalde who is directly elected every four years. The 2016-2020 alcalde is Patricio Fernández, the commune is represented in the Senate by Carlos Bianchi Chelech and Carolina Goic as part of the 19th senatorial constituency. Murray Channel Cabo de Hornos commune,2006 Official website of the Municipality of Cabo de Hornos Official website of Puerto Williams Gobierno Regional Magallanes y Antártica Chilena Official website Cape Horn Biosphere Reserve
30.
Oahu
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Oʻahu or Oahu /oʊˈɑːhu/, known as The Gathering Place, is the third largest of the Hawaiian Islands. It is home to about two-thirds of the population of the U. S. state of Hawaii, the state capital, Honolulu, is on Oʻahus southeast coast. Along with the rest of the Hawaiian Islands, Oahu is one of the largest and northernmost islands of Polynesia, in the greatest dimension, this volcanic island is 44 miles long and 30 miles across. The length of the shoreline is 227 miles, the island is the result of two separate shield volcanoes, the Waiʻanae and Koʻolau Ranges, with a broad valley or saddle between them. The highest point is Kaʻala in the Waiʻanae Range, rising to 4,003 feet above sea level, the island was home to the Kunia Regional SIGINT Operations Center from 1941 to 2012, it is now home to the National Security Agencys Hawaii Cryptologic Center. The island is home to 953,207 people in 2010, Oʻahu has for a long time been known as the Gathering Place. The term Oʻahu has no confirmed meaning in Hawaiian, other than that of the place itself, ancient Hawaiian tradition attributes the names origin in the legend of Hawaiʻiloa, the Polynesian navigator credited with discovery of the Hawaiian Islands. The story relates that he named the island after a son, residents of Oʻahu refer to themselves as locals, no matter their ancestry. The city of Honolulu—largest city, state capital, and main deepwater marine port for the State of Hawaiʻi—is located here. As a jurisdictional unit, the island of Oʻahu is in the Honolulu County, although as a place name. Well-known features found on Oʻahu include Waikīkī, Pearl Harbor, Diamond Head, Hanauma Bay, Kāneʻohe Bay, Kailua Bay, being roughly diamond-shaped, surrounded by ocean and divided by mountain ranges, directions on Oʻahu are not generally described with the compass directions found throughout the world. Locals instead use directions originally using Honolulu as the central point, to go ewa means traveling toward the western tip of the island, Diamond Head is toward the eastern tip, mauka is inland and makai toward the sea. Oʻahu is also known for having the longest rain shower in history, kaneohe Ranch, Oʻahu, Hawaiʻi reported 247 straight days with rain from August 27,1993 to April 30,1994. The island has many one of them being rainbow state. This is because rainbows are a sight in Hawaiʻi due to the frequent rain showers. The average temperature in Oʻahu is around 70 to 85 degrees, the weather during the winter is cooler, but still warm with the average temperature of 68-78 degrees. The windward side is known for some of the most beautiful beaches in the world, lanikai Beach on the windward coast of Oʻahu has been consistently ranked among the best beaches in the world. The 300-year-old Kingdom of Oʻahu was once ruled by the most ancient aliʻi in all of the Hawaiian Islands, the first great king of Oʻahu was Mailikukahi, the lawmaker, who was followed by many generation of monarchs
31.
Yogyakarta
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Yogyakarta is a city on Java, Indonesia. It is renowned as a center of education, classical Javanese fine art and culture such as batik, ballet, drama, music, poetry and puppet shows. Yogyakarta is the capital of the Yogyakarta Special Region and was the Indonesian capital during the Indonesian National Revolution from 1945 to 1949, one of the districts in Yogyakarta, Kotagede, was the capital of the Mataram Sultanate between 1575 and 1640. The city is named after the Indian city of Ayodhya from the Ramayana epic, yogya means suitable, fit, proper, and karta, prosperous, flourishing. While urbanization sprawls, Yogyakarta-Magelang and Surakarta are being agglomerated in a few years, according to Canggal inscription dated 732, the area traditionally known as Mataram became the capital of the Medang Kingdom, identified as Mdang i Bhumi Mataram established by King Sanjaya. Around the year 929, the centre of the kingdom was shifted to East Java by Mpu Sindok, the exact cause of the move is still uncertain, however, a severe eruption of Mount Merapi volcano or a power struggle probably caused the move. Historians suggest that, some time during the reign of King Wawa of Mataram, during the Majapahit era, the area surrounding modern Yogyakarta was identified again as Mataram and recognized as one of the twelve Majapahit provinces in Java ruled by a Duke titled Bhre Mataram. During the reign of Hayam Wuruk, the title of Bhre Mataram was held by kings nephew, Kotagede was established as the capital of the Mataram Sultanate. During the reign of Sultan Agung Hanyokrokusumo, the Sultanate Mataram reached its zenith as the greatest kingdom in Java, after two changes of capital, the capital of Mataram Sultanate moved to Kartasura. During the reign of Pakubuwono II, a war broke out in Mataram Sultanate. The civil war was fought between Prince Mangkubumi and his brother, Sunan Pakubuwono II. It started when Sunan Pakubuwono II agreed to cooperate with the VOC, ceded some Mataram territory to the Dutch and his younger brother, Prince Mangkubumi stood against the agreement due to concerns that his people would become slaves under Dutch rule. Prince Mangkubumi defeated the Pakubuwono forces and declared sovereignty in the Kingdom of Yogjakarta occupying the southern parts of the former Mataram Sultanate, the Yogyakarta Sultanate was established as a result of the Treaty of Giyanti by Prince Mangkubumi, who later ascended the throne as Sultan Hamengkubuwono I. Officially, the creation of Yogyakarta Sultanate is dated at 7 October 1756 as a result of war among the princes of The Mataram Sultanate. This civil war marked the end of the Mataram Sultanate and resulted in the birth of the Yogyakarta Sultanate, during the British occupation of Java, rumors of plans by the Javanese court to stage a rebellion caused uneasiness among the colonial authorities. On 20 June 1812, Stamford Raffles led a 1, 200-strong British force to attack the royal city, the Javanese were surprised by the attack and were easily subdued. In one day the city of Yogyakarta fell, with the city destroyed, the event completely stripped the sultanate of its remaining power and influence. The sack also left the court humiliated and fueled a rebellion which would be known as Java War, in 1942 the Japanese Empire invaded Dutch East Indies and ruled Java until they were defeated in 1945
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Ambarawa
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Ambarawa is a market town located between Semarang and Salatiga in Central Java, Indonesia. Ambarawa was an important connecting rail link providing a cog railway connecting through Central Java as far as Yogyakarta via Magelang, the Semarang-Ambarawa-Magelang line was fully operational until 1977. It is the site of the Museum Kereta Api Ambarawa, which feature rack railway between Ambarawa to Bedono on the former Ambarawa-Magelang mainline, 19th-century Fort Willem I penitentiary complex and military barrack is located in Ambarawa. Ambarawa was the site of Japanese internment camps where up to 15,000 Europeans had been held during the Japanese occupation during World War II, kampoeng Rawa Ambarawa Railway Museum Tuner, Peter. The British Occupation of Indonesia 1945-1946
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Magelang
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Magelang is one of six cities in Central Java, each of which is governed by a mayor rather than a bupati. It is located in the middle of the Magelang Regency, between Mount Merbabu and Mount Sumbing in Central Java Province, Indonesia, Magelang is located 43 km north of Yogyakarta,15 km north of Mungkid and 75 km south of Semarang, the capital of Central Java. Magelang City is a city which is located in a fertile agricultural area. The western border is Progo River and the Eastern Boones Elo River, the city is divided into three districts and several sub-districts. Magelang was then known as a village called Mantyasih, which is now known as Meteseh, there are three stele of historical importance in Magelang, namely Poh, Gilikan and Mantyasih, all of which are written on a plate of copper. Poh and Mantyasih were written under the rule of King Balitung of Mataram Kingdom, in those stele, the villages of Mantyasih and Glanggang were mentioned. They became Meteseh and Magelang respectively, the village Mantyasih was made by the king as tax-free village which was led by a patih. Also mentioned are Mount Susundara and Mount Wukir Sumbing which is now known as Mount Sindoro, when Britain colonised Magelang in the eighteenth century, Magelang became the seat of the government and was made to the same level as a regency with Mas Ngabehi Danukromo as its first leader. Mas Ngabehi Danukromo built Alun-Alun, bupati residence and a mosque, Magelang became the capital of Karesidenan Kedu in 1818. After the Dutch defeated the British, Magelang was made as the central of economy because its strategic location, the Dutch government built drinking water tower in 1918 which provides the city with water. The roads were remade using asphalt, the city has historically been a military post, dating back to the Dutch East Indies colonial era. It subsequently acted as a stronghold for Indonesian pro-independence movements against the Dutch government during the resistance period. Currently, it is a host of two landmarks, The National Military Academy, and the only military-associated school, Taruna Nusantara. After the independence of Indonesia, Magelang became kotapraja and then kotamadya, the composition of demography based on its religion and belief, Magelang people has varied and different belief and religion. Majority of Magelang citizen are Muslim, but there are minority groups such as Christianity, Buddhism, Hinduism, Confucianism, as of February 2010, Magelang has a total population of 118,227. Magelangs population was 58,311 men and 59,916 women, Magelang is the closest major town to Borobudur, a ninth-century Buddhist monument located about 40 km north west of Yogyakarta. The Canggal Temple, also located in the Magelang regency, has a Sanskrit transcription bearing the name of the first Mataram Kingdom ruler, there is white water rafting on the Elo River, located in the district of Magelang. Elo river disgorges from Mount Merbabu, Mount Telomoyo and Mount Ungaran, the river is ideal for white water rafting because the characters of flow and flooding are relatively stable, so it is relatively safe to be forded in both the dry and rainy seasons
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Maschinenfabrik Esslingen
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It was founded by Emil Kessler on 11 March 1846 in Stuttgart, as a result of an initiative of the Kingdom of Württemberg to create a railway industry that was not dependent on foreign manufacturers. Emil Kessler brought vital experience from his time with the works in Karlsruhe, where he had been a member of the board since 1837. The foundation stone of the new factory was laid at Esslingen am Neckar on 4 May 1846, one year later, in October 1847, the first locomotive ordered by the Royal Württemberg State Railways or K. W. St. After the death of Emil Kessler in 1867 his 26-year-old son, Emil Kessler and he ran it until his death in 1895. From 1907 another Kessler took the helm of the works, Emil Kesslers youngest son. The one thousandth locomotive delivered in 1870 was given the name KESSLER to commemorate the founder of the factory, the engineering works worked closely with the Royal Württemberg State Railways so that almost all new engines for the railway company were built at Esslingen. The firm earned a good reputation, initially at home. Several takeovers of companies, the formation of Costruzioni Meccaniche Saronno in 1887. One phase was the construction of ships for inland waters at Ulm and Friedrichshafen, begun in 1852 and stopped by 1858, that saw it through the time of economic crisis after 1848. 50 boats for the river Danube, two steamships for the river Neckar, two steamers and two tugs for Lake Constance and were the result of this successful venture. Longer-lived was the involvement in steel structures and bridging, that it continued with until the end. Steam By the 1960s Maschinenfabrik Esslingen had delivered several thousand steam and diesel locomotives worldwide and it had a particular reputation for the construction of cog locomotives in many variations, including locomotives for Riggenbach, Abt and Strub rack railways. It was one of these engines that was the last steam locomotive to be made in Esslingen, electric The company was also involved in the production of electric locomotives, for example, in 1912 for the Wendelsteinbahn. After 1920 a batch of cars was produced, mainly for coal mines. Internal combustion In addition, internal combustion engined locomotives were built, such as the diesel locomotive, the Köf, the Esslingen railbus. Between 1956 and 1965, over 350 Class SSB GT4 trams were built in Esslingen for the Stuttgart tramways, even the cable car vehicles in Stuttgart were made at Esslingen. Finally the ME became a subsidiary of the Gutehoffnungshütte, in 1965 Daimler-Benz AG bought the company in order to use it factory facilities for its production and the construction of railway vehicles ceased. Today the Maschinenfabrik Esslingen AG still exists, but is just a real estate leasing company, today, old locomotives are rebuilt by the Verein zur Erhaltung der Lokomotiven der ME and handed over to museum railways for everyday operations
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Germany
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Germany, officially the Federal Republic of Germany, is a federal parliamentary republic in central-western Europe. It includes 16 constituent states, covers an area of 357,021 square kilometres, with about 82 million inhabitants, Germany is the most populous member state of the European Union. After the United States, it is the second most popular destination in the world. Germanys capital and largest metropolis is Berlin, while its largest conurbation is the Ruhr, other major cities include Hamburg, Munich, Cologne, Frankfurt, Stuttgart, Düsseldorf and Leipzig. Various Germanic tribes have inhabited the northern parts of modern Germany since classical antiquity, a region named Germania was documented before 100 AD. During the Migration Period the Germanic tribes expanded southward, beginning in the 10th century, German territories formed a central part of the Holy Roman Empire. During the 16th century, northern German regions became the centre of the Protestant Reformation, in 1871, Germany became a nation state when most of the German states unified into the Prussian-dominated German Empire. After World War I and the German Revolution of 1918–1919, the Empire was replaced by the parliamentary Weimar Republic, the establishment of the national socialist dictatorship in 1933 led to World War II and the Holocaust. After a period of Allied occupation, two German states were founded, the Federal Republic of Germany and the German Democratic Republic, in 1990, the country was reunified. In the 21st century, Germany is a power and has the worlds fourth-largest economy by nominal GDP. As a global leader in industrial and technological sectors, it is both the worlds third-largest exporter and importer of goods. Germany is a country with a very high standard of living sustained by a skilled. It upholds a social security and universal health system, environmental protection. Germany was a member of the European Economic Community in 1957. It is part of the Schengen Area, and became a co-founder of the Eurozone in 1999, Germany is a member of the United Nations, NATO, the G8, the G20, and the OECD. The national military expenditure is the 9th highest in the world, the English word Germany derives from the Latin Germania, which came into use after Julius Caesar adopted it for the peoples east of the Rhine. This in turn descends from Proto-Germanic *þiudiskaz popular, derived from *þeudō, descended from Proto-Indo-European *tewtéh₂- people, the discovery of the Mauer 1 mandible shows that ancient humans were present in Germany at least 600,000 years ago. The oldest complete hunting weapons found anywhere in the world were discovered in a mine in Schöningen where three 380, 000-year-old wooden javelins were unearthed
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Compound locomotive
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A compound locomotive is a steam locomotive which is powered by a compound engine, a type of steam engine where steam is expanded in two or more phases. Colloquially referred to as an engine, the locomotive is only one application of the compounding principle. Compounding became popular for railway locomotives from the early 1880s and by the 1890s were becoming common, large numbers were constructed, mostly two- and four-cylinder compounds, in France, Germany, Austria, Hungary, and the United States. It declined in popularity due to issues and because superheating provided similar efficiencies at lower cost. Nonetheless, compound Mallets were built by the Norfolk and Western Railway right up to 1952. In order to balance piston thrusts of a compound, the HP, LP cylinder volume ratio has to be carefully determined, in non-condensing engines, the HP, LP volume ratio is usually 1, 2¼. On geared locomotives, cylinder volumes can be more or less identical by increasing LP piston speed. Strictly speaking compound only stands for double-expansion, but the term is applied to any multiple-expansion engine. In situations where heavy grades and low axle loads were combined, however, in the past, optimum performance demanded constant attention and expert handling, which usually made single-manning advisable, thus reducing a locomotives availability. At the end of the age, this particular problem was being addressed by Andre Chapelon. This is especially true of locomotives built in the years of the 20th century. Resuperheating was also a feature of L. D, portas prototype 4-8-0 rebuild, Presidente Peron/Argentina. Most other systems employ starting valves of various kinds, another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way. S. A in the early years of the 20th Century, notably on the Santa Fe. Jonathan Hornblower, the grandson of one of Newcomens engine erectors in Cornwall and he was prevented from developing it further by James Watt, who claimed his own patents were infringed. A method to lessen the magnitude of the heating and cooling of a single-expansion steam engine that leads to inefficiency was invented in 1804 by British engineer Arthur Woolf. Woolf patented his stationary Woolf high-pressure compound engine in 1805, the first design of a compound railway locomotive on record belongs to Thomas Craddock, who patented a design for a condensing compound locomotive in 1846. In this system, the two alternated as high and low pressure, with the change-over occurring halfway through each stroke. Two locomotives, one passenger and one goods, were converted to the system, nothing is known of this locomotives subsequent career and it does not appear to have been reproduced
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Pinion
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A pinion is a round gear used in several applications, usually the smaller gear in a gear drive train, although in the first commercially successful steam locomotive, the pinion was rather large. In many cases, such as remote controlled toys, the pinion is also the drive gear, the smaller gear that drives in a 90-degree angle towards a crown gear in a differential drive. The small front sprocket on a chain driven motorcycle, the round gear that engages and drives a rack in a rack and pinion mechanism and against a rack in a rack railway. In the case of radio-controlled cars with an engine this pinion gear can be referred to as a bell when it is paired with a centrifugal clutch
38.
Ambarawa Railway Museum
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The Ambarawa Railway Museum, is a museum located in Ambarawa in Central Java, Indonesia. The museum focuses on the collection of locomotives, the remains of the closing of the 3 ft 6 in railway line. Ambarawa was a city during the Dutch Colonial Government. King Willem I ordered the construction of a new station to enable the government to transport its troops to Semarang. On May 21,1873 the Ambarawa railway station was built on a 127,500 m² land and this was known back then as Willem I Station. It was finished at the time as the Kedungjati-Bringin-Tuntang-Ambarawa line. The station building consists of two building for waiting room and station master room. It is still possible to see that the two sides of the station were built to different size trains. On April 8,1976, the Ambarawa Railway Station was officially converted into the Ambarawa Railway Museum by the governor of Central Java Province at that time Supardjo Rustam. The museum preserves the steam locomotives, which were coming to the end of their useful lives when the 3 ft 6 in gauge railways of the Indonesian State Railway was closed. These are parked in the air next to the original station. In 2010, the building of Ambarawa Railway Museum was made heritage building, the 3 ft 6 in gauge line towards Yogyakarta was of particular interest because it contained sections of rack railway between Jambu and Secang, the only such operation in Java. This line beyond Bedono closed in the early 1970s after it was damaged in an earthquake, the line from Kedungjati survived into the middle 1970s but saw very little traffic near the end, not least because it was far quicker to travel more directly by road to Semarang. The presence of the line meant that there was probably never much through traffic from Semarang to Yogyakarta. Currently, there is operating heritage railway between Ambarawa-Bedono, operated by steam locomotive, in addition, there is also tourist railway between Ambarawa-Tuntang. The museum collected 21 steam locomotives, other collections of the museum include old telephones, Morse telegraph equipment, old bells and signals equipment, and some antique furniture. Some of the locomotives are the 2 B25 class 0-4-2RT B2502. Other locomotive collections are type C1240, C1603, C2821, list of museums and cultural institutions in Indonesia Lenzi, Iola
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Sumatra
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Sumatra is a large island in western Indonesia that is part of the Sunda Islands. It is the largest island that is entirely in Indonesia and the sixth-largest island in the world at 473,481 km2, Sumatra is an elongated landmass spanning a diagonal northwest-southeast axis. The Indian Ocean borders the west, northwest, and southwest sides of Sumatra with the chain of Simeulue, Nias. On the northeast side the narrow Strait of Malacca separates the island from the Malay Peninsula, on the southeast the narrow Sunda Strait separates Sumatra from Java. The northern tip of Sumatra borders the Andaman Islands, while on the eastern side are the islands of Bangka and Belitung, Karimata Strait. The Bukit Barisan mountains, which several active volcanoes, form the backbone of the island, while the northeast sides are outlying lowlands with swamps, mangrove. The equator crosses the island at its center on West Sumatra, the climate of the island is tropical, hot and humid with lush tropical rain forest once dominating the landscape. Sumatra was known in ancient times by the Sanskrit names of Swarnadwīpa and Swarnabhūmi, the first word mentioning the name of Sumatra was the name of Srivijayan Haji Sumatrabhumi, who sent an envoy to China in 1017. Arab geographers referred to the island as Lamri in the tenth through thirteenth centuries, late in the 14th century the name Sumatra became popular in reference to the kingdom of Samudra Pasai, which was a rising power until it was replaced by Sultanate of Aceh. Sultan Alauddin Shah of Aceh, on letters written in 1602 addressed to Queen Elizabeth I of England, referred to himself as king of Aceh, the word itself is from Sanskrit Samudra, meaning gathering together of waters, sea or ocean. European writers in the 19th century found that the inhabitants did not have a name for the island. The Melayu Kingdom was absorbed by Srivijaya, Srivijaya was a Buddhist monarchy centred in what is now Palembang. Dominating the region trade and conquest throughout the 7th to 9th centuries. The empire was a thalassocracy or maritime power that extended its influence from island to island, Palembang was a center for scholarly learning, and it was there the Chinese Buddhist pilgrim I Ching studied Sanskrit in 671 CE before departing for India. On his journey to China, he spent four years in Palembang translating Buddhist texts, Srivijayan influence waned in the 11th century after it was defeated by the Chola Empire of southern India. At the same time, Islam made its way to Sumatra through Arabs, by the late 13th century, the monarch of the Samudra kingdom had converted to Islam. Marco Polo visited the island in 1292, and Ibn Battuta visited twice during 1345–1346, Samudra was succeeded by the powerful Aceh Sultanate, which survived to the 20th century. With the coming of the Dutch, the many Sumatran princely states fell under their control
40.
NZR C class (1873)
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C class tank locomotives operated on New Zealands national rail network during its infancy. They are sometimes referred to as the little C class or the original C class to distinguish them from the C class of 1930, with the construction of a national network under Julius Vogels Great Public Works scheme came the requirement of motive power. Train sizes at the time were small and terrain was difficult, so the C class was ordered, ten from Neilson and Company and six from Dübs and Company. The initial duties were to aid in the construction of lines, where the arrangement of 0-4-0. The class was found to be unstable at higher than 15 mph. The class was numbered between C1 and C577, numbering was often illogical and locomotives changed numbers multiple times, partly because the railway network consisted of many isolated sections using different numbering schemes. As the class was used all around the country, from the Kumeu-Riverhead Section north of Auckland to the under-construction Seddonville Branch in Westland, when standard nationwide numbering was introduced, numbers were modified again. By the commencement of the 20th century, some of the class, by the early 1920s all had been sold, and many gave decades of good service on industrial lines and bush tramways. Their small size was an asset and C132 survived long enough to be saved for preservation. It operated on the Silver Stream Railway until December 2008 when it was out of service for a major overhaul. Another C was recovered in 1993 from where it had been dumped in the Buller Gorge, Westland and is with the Westport Railway Preservation Society, whose goal is to return it to operating condition. Heath, Eric, and Stott, Bob, Classic Steam Locomotives Of New Zealand, Grantham House,1993 C class locomotives of Westport New Zealand Railways Steam Locomotives - C class
41.
Locomotives of New Zealand
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Locomotives of New Zealand currently in operation owned by KiwiRail consist of 172 diesel-electric locomotives,22 electric locomotives,3 railcars, and 103 shunting locomotives. All New Zealands main-line locomotives are 1067 mm gauge, the locomotives of KiwiRail and its predecessors are divided into classes. Each class was designed to perform specific duties, a class can be as small as one individual locomotive, and the largest class to run on New Zealand rails was the DA class, which comprised 146 locomotives. 20 new DL class Chinese-built diesel electric locomotives arrived in mid-2012, steam locomotives were originally categorised with just a single letter, such as the F class. When a new class was built as an enhancement of an old class, for example, the 1906 A class was followed by the AA and AB classes. Diesel-electric and electric locomotive classifications originally consisted of an upper-case D or E respectively followed by a second, the second and third letters are sometimes represented as smaller-sized upper case. Diesel and diesel-electric classes appear to have originally been classified, after the first class letter, for example, the eight-cylinder version of the DA class became the DB class, and was later rebuilt as the DBR. When the DA class rebuilding began, the locomotives became the DC class. There are exceptions, and new classes were not always given the classification that alphabetically followed that of the class that had most recently been acquired. If an entire class had been withdrawn from service and the no longer in use, it was sometimes re-used, for example. For electric locomotives the second letter often referred to where the locomotive was based, such as EC in Christchurch, EO in Otira, the ED and EF classes were an exception. The EM class in Wellington possibly stands for Electric Motor, the DM class units were an exception to this. New Zealands locomotives have appeared in different liveries over the ages. When the railcars and first-generation diesels came in, they were painted in red with a white or yellow stripe. In the 1970s the first different livery appeared, eleven members of the DJ class were painted Southerner Blue to haul the Southerner express in the South Island. The Silver Fern railcars appeared in stainless steel, and the DX class, in 1978, the rebuilt DC class appeared in fruit salad, and many locomotives followed suit. Following the split of New Zealand Rail Limited from the New Zealand Railways Corporation in 1991, for the first time, locomotives wore the name of their operator - New Zealand Rail - in prominent view. In 2001 a new livery to promote level crossing safety was trialed on DC4323 and this colour scheme was nicknamed bumble bee because of its black and yellow colours
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New Zealand Railways Department
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The Department was created in 1880 and was corporatised on 1 April 1982 into the New Zealand Railways Corporation. The role of operating the network was subsequently separated from that of the networks construction. From 1895 to 1993 there was a responsible Minister, the Minister of Railways and he was often also the Minister of Public Works. Originally, New Zealands railways were constructed by provincial governments and private firms, the largest provincial operation was the Canterbury Provincial Railways, which opened the first public railway at Ferrymead on 1 December 1863. Following the abolition of the provinces in 1877, the Public Works Department took over the provincial railways. The Railways Department was formed in 1880 during the premiership of Sir John Hall and that year, the private Port Chalmers Railway Company Limited was acquired by the department and new workshops at Addington opened. Ironically, the first few years of NZR were marked by the Long Depression, as a result, the central government passed legislation to allow for the construction of more private railways. A Royal Commission, ordered by Hall, had removed plans for a line on the west coast of the North Island from Foxton to Wellington. The Act had the effect of authorising the Wellington and Manawatu Railway Company to build the Wellington-Manawatu Line, the most important construction project for NZR at this time was the central section of the North Island Main Trunk. Starting from Te Awamutu on 15 April 1885, the section - including the famous Raurimu Spiral - was not completed for another 23 years, the economy gradually improved and in 1895 the Liberal Government of Premier Richard Seddon appointed Alfred Cadman as the first Minister of Railways. The Minister appointed a General Manager for the railways, keeping the operation under tight political control, apart from four periods of government-appointed commissions, this system remained in place until the department was corporatised in 1982. In 1895, patronage had reached 3. 9M passengers per annum and 2. 048M tonnes, NZR produced its first New Zealand-built steam locomotive, W class, in 1889. Along with opening new lines, NZR began acquiring a number of the railways which had built railway lines around the country. In 1886 the Waimea Plains Railway Company acquired, at the same time, a protracted legal battle with New Zealand Midland Railway Company began, and was only resolved in 1898. The partially completed Midland line was not handed over to NZR until 1900, by that time,3,200 km of railway lines were open for traffic. The acquisition in 1908 of the Wellington and Manawatu Railway Company, a new locomotive class, the X class, was introduced in 1909 for traffic on the line. The X class was the most powerful locomotive at the time, gold rushes led to the construction of the Thames Branch, opening in 1898. In 1906 the Dunedin Railway Station was completed, architect George Troup, a. L. Beattie became Chief Mechanical Officer in April 1900
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0-4-0
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Under the Whyte notation for the classification of steam locomotives, 0-4-0 represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four-coupled locomotives were connected by a gear wheel. The notation 0-4-0T indicates a locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself. In Britain, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod-coupled driving wheels. The UICs Bo classification for electric and diesel-electric locomotives indicates that the axles are independently motored, the term Four-coupled is often used for 0-4-0 locomotives. Four-wheeled is also used, but this term can also encompass other wheel arrangements. 0-4-0 locomotives were built as tank locomotives as well as tender locomotives, the former was more common in Europe and the latter in the United States, except in the tightest of situations such as that of a shop switcher, where overall length was a concern. The earliest 0-4-0 locomotives were tender engines and appeared as early as c, 0-4-0 tank engines were introduced in the early 1850s. The type was found to be so useful in locations that they continued to be built for more than a century. Richard Trevithicks Coalbrookedale, Pen-y-Darren and Newcastle locomotives were of the 0-4-0 type, the first 0-4-0 to use coupling rods was Locomotion No. 1, built by Robert Stephenson and Company for the Stockton and Darlington Railway in 1825, Stephenson also built the Lancashire Witch in 1828, and Timothy Hackworth built Sans Pareil which ran at the Rainhill Trials in 1829. The latter two later worked on the Bolton and Leigh Railway. A four-wheeled configuration, where all the wheels are driving wheels, the type was therefore mainly used for switchers and shunters. Because of the lack of stability, tender engines of type were only built for a few decades in the United Kingdom. They were built for a period in the United States. The possible tractive effort of an 0-4-0 within normal axle load limits was not enough to large loads. By 1900, they had largely been superseded for most purposes by locomotives with more complex wheel arrangements. They nevertheless continued to be used in situations where tighter radius curves existed or the length was an advantage
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NZR H class
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The locomotives worked on the Fell mountain railway system and had four horizontal driving wheels between the frames, gripping a centre rail and providing the extra adhesion needed for the climb. The outside engines drove the pair of coupled wheels of 32 in diameter. On the descent, powerful hand-brakes bore against the centre rail, after the Second World War, the locomotives were starting to show their age, and the New Zealand government was looking for a way to cut time between Wellington and the Wairarapa. On 7 May 1951, the contract to construct the 8. 8-kilometre Rimutaka Tunnel was let, which spelled the end of the incline, and the need for the H class. When the Rimutaka Tunnel opened five days later, two of the engines were put to work dismantling the incline that they had travelled on for 77 years. All were written off in March 1956 and all except H199 were towed to the old Silverstream rail yard in 1957 where they were scrapped. H199 was towed to Featherston on 9 August 1958 by DE508, years later the locomotive became the centre piece in the Fell Locomotive Museum at Featherston. At the opening ceremony for the Rimutaka Tunnel on 3 November 1955, following dismantling the incline, H199 was stored at the Hutt Workshops for three years, before being moved through the Rimutaka Tunnel to Featherston. The locomotive was placed on a plinth in a childrens playground. Over the years, exposure to the elements and vandalism had deteriorated the locomotives condition, in 1980, the Friends of the Fell Society was formed with the intention of restoring H199 for static display. Restoration began in 1981, and in 1984, the locomotive was moved into the new Fell Engine Museum adjacent to the playground. The restoration of the locomotive was completed in 1989. W. Stewart, When Steam Was King, REED,1970 New Zealand Steam Locomotives - Class H
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