1.
WAGR K class
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They entered service on the Eastern Railway between Midland Junction and Northam. In 1902, they were displaced from work by the F class. They then mainly operated freight services on the Collie line and within Perth, although they did operate Royal Perth Show, in 1915, two were repowered with superheated boilers. A further three followed, but all were converted back by 1937, further reboilerings increased power output by a quarter. The numbers and periods in service of each member of the K class were as follows and it was reused in the 1960s when the K class diesel locomotives entered service. History of rail transport in Western Australia List of Western Australian locomotive classes Media related to WAGR K class at Wikimedia Commons
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.
Western Australian Government Railways
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Western Australian Government Railways was the operator of railway services in the state of Western Australia between October 1890 and June 2003. Owned by the State Government, it was renamed a number of times to reflect extra responsibility for tram and ferry operations that it assumed and its freight operations were privatised in December 2000 with the remaining passenger operations transferred to the Public Transport Authority in July 2003. The first WAGR line opened on 26 July 1879 between Geraldton and Northampton and it was followed by the Eastern Railway from Fremantle to Guildford via Perth on 1 March 1881. The WAGR adopted the narrow gauge of 3 ft 6 in in order to construction costs. Over the next few decades, a network of main lines and branches throughout Western Australia would be built. Prior to the use of road transport, the network was of vital importance in the state, particularly for the moving of agricultural, forestry. As road transportation expanded and losses escalated, many lines closed from 1949, the network peaked in 1937 at 6,600 kilometres. Unusually for such a network, only one tunnel was required. A few isolated lines were operated, such as the Marble Bar line in the Pilbara, a concerted program of dieselisation saw diesel locomotives replace the last steam locomotives in March 1972. This resulted in smaller communities losing their facilities. However, in the wheatbelt, bulk handling of grain continued despite the changes, the WAGR was renamed a number of times to reflect extra responsibility for tram and ferry operations that it assumed and later relinquished. The public entity that continued to operate passenger services was renamed the Western Australian Government Railways Commission, although some passenger trains were bestowed nicknames, it wasnt until The Westland was launched in 1938, that a service was officially named. Further trains were named in the 1960s in an effort to increase the prestige of rail travel, the WAGR operated services from Perth to many destinations throughout the state. In 1935, it operated 63 sleeper services a week and it also operated local passenger, many operating as mixed trains. The last of these ceased in 1973, the line was 800 metres in length and operated within the confines of the East Perth Power Station. The electric locomotive used on the railway is preserved at the Western Australian Rail Transport Museum in Bassendean, in December 1937, the Governor class diesel railcars were introduced on daylight regional services from Perth. The longer distance services remained locomotive hauled, where lines were closed in the 1940s and 1950s, or passenger services discontinued, road bus services were introduced. Most of the services and the routes continue to the present
4.
Neilson and Company
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Neilson and Company was a locomotive manufacturer in Glasgow, Scotland. The company was started in 1836 at McAlpine Street by Walter Neilson and James Mitchell to manufacture marine and stationary engines. In 1837 the firm moved to Hyde Park Street and was known as Kerr, Mitchell and Neilson and, in 1840, Kerr, Neilson and Company, becoming Neilson, Locomotive building began in 1843 for the local railways. In 1855 production of marine and stationary engines discontinued and the changed its name again to Neilson. Among those who became notable in the field were Henry Dübs. By 1861, business had increased to such an extent, that a new works was built at Springburn, in 1864, Henry Dübs set up in business on his own at Queens Park Works, as Dübs and Company, taking a number of key staff with him. James Reid, who had worked for Neilson, however, returned. When the Edinburgh and Glasgow railway was opened in 1842, it used a pair of Neilson & Mitchell beam engines to work the rope incline from Glasgow to Cowlairs station. The engines were covered by an article illustrated with drawings in The Practical Mechanic and they were beam engines mounted on an entablature supported on fluted columns. The engines had 28 inch cylinders, and 6 foot stroke and they were supplied with steam at 50psi by 8 boilers, each 30 foot long and 5 foot diameter. By 1855, the company was building four-coupled tank engines, along with 2-4-0, some of these were for Cowlairs and St. Rollox, but many more went to India. Through the 1870s considerable numbers of 0-4-4 tank engines were built for the London, Chatham and Dover Railway, the Midland, many other types were built for railways at home and abroad, including fifty 0-4-2s for India. The companys first eight-coupled locos were built in 1872, also for India, in 1879 the first 2-6-0s to run on British rails were built for William Adams of the Great Eastern. One of these was named Mogul and this became the name applied to all locomotives of this wheel arrangement, more overseas orders followed, with engines for South Africa and South America. However, by time, intense competition from United States meant that small companies were unable to survive. 6 builders supplied F class engines between the arrivals of F13 and F216, Museum of Science and Industry - 0-4-0ST No 386 of 1869 Flour Mill Works, Lydney, Gloucs. Antrim - 4-4-0 No 5727 of 1901 GNR Q class no.131 A character in The Railway Series by the Rev. W. Awdry is based on a Neilson prototype. Neil is a box tank locomotive, who worked on the Sodor & Mainland Railway between 1856 and 1910, Finnish Railway Museum Category, Neilson locomotives Lowe, J. W
5.
2-8-2
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This configuration of steam locomotive is most often referred to as a Mikado, frequently shortened to Mike. At times it was referred to on some railroads in the United States of America as the McAdoo Mikado and, during the Second World War. The 2-8-2 wheel arrangement allowed the firebox to be placed behind instead of above the driving wheels. This supported a greater rate of combustion and thus a capacity for steam generation. Allied with the driving wheel diameter which was possible when they did not impinge on the firebox. The first 2-8-2 locomotive was built in 1884 and it was originally named Calumet by Angus Sinclair, in reference to the 2-8-2 engines built for the Chicago & Calumet Terminal Railway. However, this name did not take hold, the wheel arrangement name Mikado originated from a group of Japanese type 9700 2-8-2 locomotives that were built by Baldwin Locomotive Works for the 3 ft 6 in gauge Nippon Railway of Japan in 1897. In the 19th century, the Emperor of Japan was often referred to as the Mikado in English, also, the Gilbert and Sullivan opera The Mikado had premiered in 1885 and achieved great popularity in both Britain and America. The 2-8-2 was one of the more common configurations in the first half of the 20th century, before dieselisation. Between 1917 and 1944, nearly 2,200 of this type were constructed by the American Locomotive Company, Lima Locomotive Works and Baldwin, of all of the USRA designs, the Mikado proved to be the most popular. The total American production was about 14,000, of which 9,500 were for local customers, Mikado remained the type name until the attack on Pearl Harbor in 1941. Seeking a more American name, MacArthur came into use to describe the type in the United States. After the war, the type name Mikado again became the most common for this locomotive type, Locomotives of this wheel arrangement saw service on all six populated continents. The 2-8-2 type was popular in North America, but was also used extensively in Continental Europe. In 1930, Vulcan Foundry supplied the Central Argentine Railway with twenty 2-8-2s and they were cross-compound locomotives with one high-pressure cylinder with a bore of 21 inches and one low-pressure cylinder with a bore of 31 1⁄2 inches, with a stroke of 26 inches. These 5 ft 6 in gauge locomotives had coupled wheels with a diameter of 55 1⁄2 inches, a Mikado was also the last new class of mainline steam locomotive to be introduced in Australia, the V class heavy freight locomotive of the Western Australian Government Railways of 1955. The 4-cylinder compound class 470, developed in 1914 by Karl Gölsdorf, was built for trains on mountain lines. From 1927, some of these locomotives were rebuilt to two-cylinder superheated steam locomotives and they were reclassified to class 39 from 1938 and remained in service until 1957
6.
Boston and Albany Railroad
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The Boston and Albany Railroad was a railroad connecting Boston, Massachusetts to Albany, New York, later becoming part of the New York Central Railroad system, Conrail, and CSX Transportation. The line is used by CSX for freight. Passenger service is operated on the line by Amtrak, and by the MBTA Commuter Rail system. The Boston and Worcester Railroad was chartered June 23,1831 and construction began in August 1832. The line opened in sections, to West Newton on April 16,1834, to Wellesley on July 3, to Ashland on September 20, to Westborough in November 1834, and the full length to Worcester on July 4,1835. The originally single-track line was doubled-tracked from Boston to Framingham in 1839, in 1843 the B&W introduced season passes to West Newton for $60, effectively introducing the concept of commuter rail. The Western Railroad was chartered February 15,1833 and incorporated March 15,1833 to connect the B&W to the Hudson, construction began in 1837, and the Eastern Division to the Connecticut River in Springfield opened on October 1,1839. On October 4,1841 the first train ran along the full route, the Castleton and West Stockbridge Railroad was incorporated in New York in 1834 as the New York part of the Western Railroad, and changed its name to the Albany and West Stockbridge Railroad. Construction began in December 1840 and the line opened from Greenbush to Chatham on December 21,1841 and it was leased to the Western Railroad for 50 years from November 11,1841. This railroad replaced the Hudson and Berkshire Railroad east of Chatham, two mergers, on September 4,1867 and December 28,1870 brought the three companies, along with the Hudson and Boston Railroad, together into one company, known as the Boston and Albany Railroad. The New York Central and Hudson River Railroad leased the B&A for 99 years from July 1,1900 and this lease passed to the New York Central Railroad in 1914, throughout this, the B&A kept its own branding in the public eye. The NYC merged into Penn Central on February 1,1968, by 1889, as many as 35 trains traveled the Circuit daily, providing commuter service. In 1899, the new South Station union station opened in Boston and that terminal had been located on the west side of Utica Street (Boston, from Kneeland Street south to Harvard Street, now part of the South Bay Interchange. Even earlier, the terminal was in the bounded by Kneeland Street, Beach Street, Albany Street. By the early part of the 20th century, commuter service was provided east of Worcester. The intercity trips were taken over by Amtrak on May 1,1971, and, on January 27,1973, Service beyond Framingham was discontinued October 27,1975, as the state did not subsidize it. Conrail took over Penn Central on April 1,1976, on September 26,1994, some rush hour trains started to serve Worcester on Conrail trackage, extending to other times beginning on December 14,1996. The MBTA acquired the rest of the line from Framingham to Worcester as part of an agreement announced in 2009, the deal was closed on June 17,2010
7.
Lima Locomotive Works
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Lima Locomotive Works was an American firm that manufactured railroad locomotives from the 1870s through the 1950s. The company took the most distinctive part of its name from its main location in Lima. The shops were located between the Baltimore & Ohios Cincinnati-Toledo main line and the Nickel Plate Road main line and shops, in 1878 James Alley contracted the Lima Machine Works to build a steam locomotive that Ephraim Shay had designed. In April 1880, Lima rebuilt Ephraim Shays original design, using vertically side-mounted pistons mounted on the right, the Shay was geared down to provide more slow-moving, pulling ability for use in the lumber industry. The first Shay locomotive was built in 1880, it was such a success many people in the lumber industry wanted one. Two years later, locomotives were the product being produced by the Lima Machine Works. After a serious fire, a new shop was opened in 1902, then, with initial demand for low-speed geared locomotives well on the way to being sated, and the new facilities in place, Lima moved into the heavy railroad locomotive field. Success returned to Lima in the 1920s with the new concept of Super Power developed by Limas mechanical engineer William E. Woodard. By making a number of significant changes to maximize a steam locomotives capacity to generate and utilize steam, Woodard was able to make such locomotives significantly more powerful and faster. The 2-8-2 thus produced was demonstrated to be 26% more efficient overall than its predecessor. A large increase in area, characteristic of his work, necessitated adding another axle to the trailing truck. Built in the spring of 1925, the first Berkshire was dubbed the A-1, in addition to supporting the very large firebox and grate, the four-wheeled trailing truck carried the ash pan. For this purpose, the truck was redesigned as an extension of the locomotive frame. The result was an ash pan which could hold more ash, the locomotive quickly proved to be a whopping 26-30% more efficient than the New York Central H-10. After a highly successful series of tests in the mid-1920s it was sent around the country to make the idea of Super Power known, the prototype itself was later sold to the Illinois Central as part of an order for 50 similar locomotives. Woodard summed up Super Power by defining it as horsepower at speed, previous design principles emphasized tractive effort rather than speed. By 1949 some 613 Berkshires had been constructed for North American service, there were at least three successive waves of Super Power. The first began with NYC8000 and the A-1, and included Missouri Pacific 2-8-4s and these locomotives had conventional 63 driving wheels
8.
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
9.
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
10.
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
11.
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
12.
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
13.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
14.
Chesapeake and Ohio Railway
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The Chesapeake and Ohio Railway was a Class I railroad formed in 1869 in Virginia from several smaller Virginia railroads begun in the 19th century. Led by industrialist Collis P. Huntington, it reached from Virginias capital city of Richmond to the Ohio River by 1873, where the railroad town of Huntington, West Virginia was named for him. Tapping the coal reserves of West Virginia, the C&Os Peninsula Extension to new coal piers on the harbor of Hampton Roads resulted in the creation of the new City of Newport News. Coal revenues also led the forging of a link to the Midwest, eventually reaching Columbus, Cincinnati and Toledo in Ohio and Chicago. By the early 1960s the C&O was headquartered in Cleveland, Ohio, in 1972, under the leadership of Cyrus Eaton, it became part of the Chessie System, along with the Baltimore and Ohio and Western Maryland Railway. A substantial portion of Conrail was added in 1999, C&Os passenger services ended in 1971 with the formation of Amtrak. Today Amtraks tri-weekly Cardinal passenger train follows the historic and scenic route of the C&O through the New River Gorge in one of the more rugged sections of the Mountain State. At the end of 1970 C&O operated 5067 miles of road on 10219 miles of track, not including WM or B&O and its subsidiaries. The Chesapeake & Ohio Railway traced its origin to the Louisa Railroad of Louisa County, Virginia, begun in 1836, the first train ran on December 20,1837. It also expanded west, reaching Charlottesville, in keeping with its new and larger vision, it was renamed the Virginia Central Railroad. However, plans to cross the Blue Ridge Mountains, the first mountain barrier to the west and this company completed important grading work on the Alleghany grade and did considerable work on numerous tunnels over the mountains and in the west. It also did a deal of roadway work around Charleston on the Kanawha River. Then the American Civil War intervened, and work was stopped on the westward expansion and it had an important connection with the Orange and Alexandria Railroad at Gordonsville, Virginia. On more than one occasion, the Virginia Central was used in tactical operations. But, it was a target for Federal armies, and by the end of the war had only about five miles of track still in operation. Finally they succeeded in interesting Collis P. Huntington of New York, Huntington had been one of the Big Four involved in building the Central Pacific portion of the Transcontinental Railroad, which was just reaching completion. Huntington supplied the Virginians with the money needed to complete the line to the Ohio River, the old Covington & Ohios properties were conveyed to them in keeping with its new mission of linking the Tidewater coast of Virginia with the Western Waters. This was the old dream of the Great Connection which had been current in Virginia since Colonial times, on July 1,1867, the C&O was completed nine miles from Jacksons River Station to the town of Covington, county seat of Alleghany County
15.
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
16.
United States Railroad Administration
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The United States Railroad Administration was the name of the nationalized railroad system of the United States between 1917 and 1920. It was possibly the largest American experiment with nationalization, and was undertaken against a background of war emergency, on April 4,1917, the United States entered World War I, and very soon the nations railroads proved inadequate to the task of serving the war effort. There were several sources of the problem, although the carriers had made massive investments in the first years of the 20th century, there remained inadequacies in terminals, trackage, and rolling stock. The ICC did allow some increases in rates, however, also, investors had overexpanded the nations trackage, so by late 1915 fully one-sixth of the railroad trackage in the country belonged to roads in receivership. The railroad unions, desiring shorter working days and better pay, to avert a strike, President Woodrow Wilson secured Congressional passage of the Adamson Act, which set the eight-hour work day as the industry standard. When the Supreme Court ruled the law constitutional, the carriers had no choice, the railroads attempted to coordinate their efforts to support the war by creating the Railroads War Board, but private action ran into anti-trust and other regulatory barriers. Observers noted, for example, that sometimes competitive practices prevailed that were not in the best interests of efficient mobilization, also, government departments sought priority for shipment made on their behalf, and congestion in freight yards, terminals, and port facilities became staggering. Finally, in December 1917 the ICC recommended federal control of the industry to ensure efficient operation. President Wilson issued an order for nationalization on December 26,1917, the railroads were organized into three divisions, East, West, and South. Duplicate passenger services were eliminated, while costly and employee-heavy sleeping car services were cut back, uniform passenger ticketing was instituted, and competing services on different former railroads were cut back. Terminals, facilities, and shops were shared, before the new USRA standard locomotive types were built and released, locomotives that builders had on hand were issued to various railroads. 2-8-0 Consolidation locomotives built by the Baldwin Locomotive Works for transport, then 2-10-0 Decapod locomotives built for Imperial Russia by both ALCO and Baldwin, but stranded in the US by the Russian Revolution of 1917, were also made available to the railroads. On March 21,1918 the Railway Administration Act became law, Wilson appointed his son-in-law, Secretary of the Treasury William Gibbs McAdoo, as Director General of the newly formed USRA. It also guaranteed compensation for the use of their assets at the operational income of the railroads in the three years previous to nationalization. This act laid down in concrete that the nationalization would be only a measure, before. With the Armistice in November 1918, McAdoo resigned from his post, there was support among labor unions for continuing the nationalization of the railroads after the war. However, this position was not supported by Wilson nor the public generally, congress passed the Esch-Cummins Act in February 1920, which substantially increased the ICCs powers over the railroads, and the USRAs authority ended on March 1,1920. The ICC was given powers to approve or reject railroad mergers, to set rates, to approve or reject abandonments of service, the government also made financial guarantees to the railroads after control was handed back to them, to ensure their financial survival after the restoration of control
17.
Firebox (steam engine)
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In a steam engine, the firebox is the area where the fuel is burned, producing heat to boil the water in the boiler. Most are somewhat box-shaped, hence the name, the hot gases generated in the firebox are pulled through a rack of tubes running through the firebox boiler. In the standard steam locomotive type boiler, the firebox is surrounded by water space on five sides. The bottom of the firebox is open to atmospheric pressure, if the engine burns solid fuel, like wood or coal, there is a grate covering most of the bottom of the firebox to hold the fire. An ashpan, mounted underneath the firebox and below the grates, catches and collects hot embers, ashes, in a coal-burning locomotive, the grates may be shaken to clean dead ash from the bottom of the fire. They are shaken either manually or by a powered grate shaker, wood-burning locomotives have fixed grates that cant be shaken. Wood ash is generally powder which will fall through the grates with no more required than the vibrations of the locomotive rolling down the track. The fire grates must be replaced due to the extreme heat they must endure. Combustion air enters through the bottom of the firebox and airflow is usually controlled by damper doors above the ash collection pocket of the ash pan, a locomotive that burns liquid fuel - usually Bunker C fuel oil or similar heavy oil - does not have grates. Instead, they have a metal gauge firing pan bolted tight against the bottom of the firebox. The firing pan is covered with firebrick and the firebox has a lining, usually up to the level of the firebox door. The oil burner is a nozzle containing a slot for the oil to flow out onto a steam jet which atomizes the oil into a fine mist which ignites in the firebox. The oil burner nozzle is mounted in the front of the firebox, protected by a hood of firebrick. Dampers control air flow to the oil fire, there is a large brick arch the front third to half of the firebox. It is supported on arch tubes, thermic syphons, or circulators, the brick arch directs heat, flames, and smoke back over the fire towards the rear of the firebox. Visible smoke contains unburned combustible carbon particles and combustible gasses, the purpose of this redirection is to cause more complete combustion of these particles and gasses which make the locomotive more efficient and causes less visible smoke to be emitted from the stack. Without the arch, flames and visible smoke would be sucked straight into the firetubes without having been fully burned, the brick arch and its supports require periodic replacement due to the extreme heat they endure. Firetubes are attached to one wall of the firebox and carry the hot gaseous products of combustion through the water, heating it
18.
The Berkshires
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The Berkshires is a highland geologic region located in the western parts of Massachusetts and Connecticut. Also referred to as the Berkshire Hills, Berkshire Mountains, and Berkshire Plateau, the region enjoys a vibrant tourism industry based on music, arts, geologically, the mountains are a range of the Appalachian Mountains. The Berkshires was named among the 200 Last Great Places by The Nature Conservancy, the term The Berkshires has overlapping but non-identical political, cultural, and geographic definitions. The cultural region also includes the Taconic Mountains bordering New York, southwest Vermont and the Taconic region of New York are occasionally grouped with the Berkshires cultural region. Sir Francis Bernard, the Royal Governor, named the area Berkshire to honor his home county in England. They are on the average 1,000 ft lower and less prominent than the Green Mountains of Vermont, erosion over hundreds of millions of years wore these mountains down to the hills that we see today. The average regional elevation of the Berkshires ranges from about 700 to 1,200 feet, knox and his men continued east through the Berkshires and finally arrived in Boston. This feat, known as the Noble train of artillery, was accomplished in the dead of winter, the Berkshires lie within the New England-Acadian forests ecoregion. Each region is distinct from the others providing a unique habitat assemblage, much of the Hoosic and Housatonic River Valleys have underlying bedrock limestone and marble which contribute to calcareous wetlands unique in Massachusetts. The alkaline pH waters support a diversity of plants and animals intolerant of more acidic waters, combined with the rich mesic forests ranging from the northern hardwood to the taiga or sub-alpine, makes for a valuable, biologically diverse ecosystem. Today, efforts are being made on behalf of many organizations to preserve and manage this region for biological diversity, recreation directly related to this ecology is a popular area for trout fishing, and the areas relative pristineness contributes to the popularity of nature walks in the region. See also, Natural History of the Berkshires The Berkshires are a popular year-round premiere tourist destination and vacation getaway, the Berkshires are less than 3 hours from New York City and Boston and offer culture and adventure year-round. The Berkshires is a destination with a cultural scene to rival far larger urban dwellings. The area includes Bash Bish Falls, the tallest waterfall in Massachusetts, the Berkshires are also home to dozens of summer camps, some of which date back to the turn of the 20th century. At Williams College, the Chapin Library displays a selection of rare books. The Kripalu Center of Stockbridge, North Americas largest residential facility for health and education
19.
Eastern Railway (Western Australia)
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The Eastern Railway is the main railway route between Fremantle and Northam in Western Australia. It opened in stages between 1881 and 1893, the line is continued east to Kalgoorlie as the Eastern Goldfields Railway. The first sod of the Fremantle-Guildford Railway was turned by Governor Ord at Guildford on 3 June 1879, the event coincided with the celebration of the 50th anniversary of settlement of Western Australia. The alignment of the first section of the railway, from Fremantle to Guildford, has remained unchanged since it opened on 1 March 1881. The centenary of the railway was celebrated on 1 March 1981, source, West Australian Government Gazette of 1885,5 January The First Route was opened on 11 March 1884. The route ascended the escarpment around Greenmount Hill passing through Boya, Darlington, Glen Forrest, Mundaring, a significant delay in construction was experienced at a site which became popularly known as Devils Terror - a location between Darlington and Glen Forrest. Clay was struck when a cutting was under construction followed by an underground stream, the resulting flooding turned the clay into a bottomless bog. The rail had to be moved 100 metres south, along the bed of Nyaania Creek which was diverted into a constructed channel. Source, West Australian Government Gazette of 1885,5 January It soon became apparent that this route was too steep for the heavier trains. As a result, another route was devised in the 1890s. Passenger traffic ceased between Boya and Mount Helena on 24 January 1954 and the route was closed from Koongamia to Mount Helena on 12 March 1965. The current condition of the stations on this route today are as follows, the line was known as the Eastern Goldfields Railway. Its grades were less strenuous and the line did not suffer from the serious problems of the first route. The line was only a single track and featured Western Australias first railway tunnel. As traffic increased the route was duplicated, with the second track bypassing the tunnel. The Second Route closed on 13 February 1966, the Third Route was originally built with timber sleepers and 94 lb rail. It was later upgraded using heavy continuously welded rail laid on new concrete sleepers during the late 1970s through into the early 1980s and it is a dual gauge double line throughout its entirety, also including a few crossing loop sections, where there are three tracks. These loops are located at Jumperkine, Moondyne and Toodyay West, numerous cuttings were also constructed, including the deep Windmill Hill Cutting east of Toodyay
20.
Midland Junction railway station
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The Midland Junction railway station was an important junction station on the Eastern Railway of Western Australia until its closure in 1966. Its history started on 1 March 1886 when Frederick Broome, then Governor of Western Australia and it was the first railway station in Midland Junction and was replaced by the Midland station 300 metres west, across the tracks from the Midland Railway Workshops. It was also a point for Western Australian Government Railways Railway Bus Services until its closure. The Midland Railway workshops and sheds were to the west on the now developed with the Centrepoint Shopping Centre just south of the Midland Town Hall. In the 1890s following the construction of the Eastern Railway, second route, Midland Junction had regular passenger services running through on to Chidlow. Services ceased from the Mundaring Loop or first route at that date, the second route continued until the closure of the Bellevue to Northam line, on 13 February 1966. Due to the amount of passing the railway station, the adjacent Midland railway workshops, marshalling yards and other services. The old platform has been utilised by photographers and railfans to watch traffic pass
21.
Northam railway station, Western Australia
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Northam railway station is located on the Eastern Railway in Western Australia. It serves the town of Northam, the line to Northam opened on 13 October 1886 at the end of a 15 kilometre branch line from Spencers Brook on the Eastern Railway. When the Eastern Railway was extended to Southern Cross on 1 July 1894, Northam became an important junction station with a large yard, signalbox and locomotive depot to serve lines radiating out to Goomalling, Mullewa, Mukinbudin and Wyalkatchem. In 1900, a new station opened on the south-west side of the town, the original station closed on 12 February 1966 and has been converted to a museum. Part of the line along Fitzgerald Street was retained to allow access to the steam locomotive depot and oil. Today, the dual gauge Eastern Railway terminates at Northam and becomes the standard gauge Eastern Goldfields Railway, narrow gauge lines branch off east of the town north to Goomalling and south to York and Albany via the Great Southern Railway. To the west of the town lies Avon Yard, transwas Avonlink and Prospector services stop at Northam, at least one service each day. The Indian Pacific also stops here, running once or twice a week between East Perth and Sydney Central, media related to Northam railway station at Wikimedia Commons Northam Station History of Western Australian Railways & Stations gallery
22.
CSAR Class C 2-8-4T
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The Central South African Railways Class C 2-8-4T of 1900 was a South African steam locomotive from the pre-Union era in Transvaal. In 1902, they came onto the roster of the Central South African Railways and were designated Class C. In 1899, when the Second Boer War broke out, the invading British military forces took control of all railways in the colonies of the Cape of Good Hope, on 7 October 1899, Lieutenant-Colonel E. P. C. The damage which was inflicted on the railways during hostilities and the demands of the British military led to a shortage of locomotives. To alleviate the shortage, a shipment of six new K class tank locomotives with a 2-8-4T Berkshire type wheel arrangement were diverted to the IMR in South Africa and they had been built for the Western Australian Government Railways by Neilson, Reid & Company in 1900. Their cylinders were inclined and arranged outside the 7⁄8-inch thick plate frames, the steam chests were arranged between the frames and the unbalanced slide valves were actuated by Stephenson valve gear through rocker shafts. The IMR numbered the locomotives in the range from 100 to 105 and, since they were not classified, peace was declared on 1 June 1902 and, on 1 July 1902, the railways were handed back to civilian authority. The IMR was transformed into the Central South African Railways, which control of all railways in the Transvaal. Girouard remained on as Commissioner of Railways and the NZASM went into liquidation, mr. P. A. Hyde was appointed as Chief Locomotive Superintendent of the CSAR. One of the first steps to be taken was to classify and renumber all the stock, with tank locomotives classified alphabetically. Since the classification was done in increasing order of weight, the Western Australians were designated Class C, the Western Australians were renumbered in the range from 203 to 208. The locomotives were not popular with the crews, as a result of their small coupled wheels and short connecting rods, they were found to ride roughly at speed. In addition, the footplate was cramped since the side tanks, with a water capacity of 2,000 imperial gallons. The CSAR therefore decided to use them as shunting engines until they were disposed of or scrapped. Three of the locomotives did survive, however, two having been sold in 1904 to Clydesdale Collieries at Coalbrook in the northern Orange Free State and one to Ogies Colliery near Witbank. At Clydesdale, no.204 was reboilered in 1939 and its boiler pressure raised from 160 to 180 pounds per inch in the process. It survived at the colliery until 1972, the CSAR Class C works numbers, renumbering and disposition are listed in the table
23.
South Australian Railways
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South Australia is one of the few places in Australia, if not the world that has all three major rail gauges, in addition to other uncommon gauges. The first railway in South Australia was laid in 1854 between Goolwa and Port Elliot to allow for goods to be transferred between paddle steamers on the Murray River and seagoing vessels. The next railway was laid from the harbour at Port Adelaide to the colony and this line was opened in 1856. Later on, branch lines in the north in the mining towns of Kapunda. From here, a main line extended to meet the horse tramway from Victor Harbor to Strathalbyn. With the metropolitan systems being broad gauge, the mid north and south east of the state were originally laid with 3 ft 6 in narrow gauge track and these systems were closely based on British practice, as was the broad gauge system prior to 1926. Nine broad gauge locomotives plus the frame of a tenth were bought second-hand from the Canterbury Provincial Railways in New Zealand when it converted to narrow gauge. In 1922, after the SARs worst financial deficit, the government appointed American railroad manager William Webb, when Webb arrived in Adelaide with his young family, he found a railway system unchanged since the late 19th century. These attributes drove up the ratio of operating costs to revenue, lightly patronised passenger trains would be replaced by self-propelled rail cars, enabling faster, more frequent and more efficient services. He recruited Fred Shea as his Chief Mechanical Engineer and had him prepare specifications for new equipment. These were of the Mountain, Pacific and Mikado wheel arrangements,10 of each type, which became the 500,600, and 700 class locomotives. To carry the trains, the rehabilitation plan included the strengthening of track and bridges. Efficient train operations were facilitated by the adoption of American train order working on country lines and this grand building has been partially taken over by the Adelaide Casino. When the two shiploads of new locomotives arrived in 1926 they caused a sensation with the public and throughout the industry in Australia. The 500 class Mountain was over twice the size of the biggest pre-Webb engine, henceforth double heading broad gauge trains became a rarity in South Australia. The massive locomotives were unloaded at Port Adelaide and taken off the pier by horses, apart from some initial teething problems the new locomotives settled in nicely to their assigned positions. After the success of the locomotives, ten more 700 class locomotives. The 500 class was rated to haul 400 tons over the Mount Lofty Ranges immediately east of Adelaide, two years after their introduction, the class was modified by the addition of a booster engine which required replacement of the rear two wheel truck with a four-wheel truck
24.
Western Railway (Austria)
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It was originally opened as the Empress Elisabeth Railway in 1858. The line is owned and operated by Austrian Federal Railways, the Western Railway consists of the double-track Old Western Railway and the double-track New Western Railway. For operational reasons the Western Railway is supplemented by the track from Vienna Hütteldorf to Unter Purkersdorf. The line was opened from Vienna Westbahnhof to Linz on 15 December 1858 and was extended to Salzburg on 1 August 1860, the continuation to Munich was opened on 12 August 1860. The line was built by the k. k. privilegierte Kaiserin Elisabeth-Bahn company under Hermann Dietrich Lindheim, in addition to the Vienna–Salzburg line, it also built the Wels–Passau Railway and the St. Valentin–Summerau–České Budějovice line. The line was authorised under a treaty contracted by Bavaria and Austria in 1851, the Vienna–Linz section was completed in 1858 and the rest of the line to Salzburg was opened for traffic in 1860. The trip from Vienna to Salzburg initially took nine hours, a few weeks before the official opening Empress Elizabeth used the line to travel to her home in Bavaria. Emperor Franz Joseph and Maximilian II of Bavaria were present at the opening on the line on 12 August 1860. In 1884 the railway was nationalised, the extension of the railway line on Austrian territory, the Salzburg-Tyrol Railway via Zell am See to Wörgl was also nationalised. As a result of Austria’s loss of coal reserves at the end of the First World War under the Treaty of Saint-Germain-en-Laye, it was decided to electrify the line, starting from the west. Electification was completed to Steindorf on 3 October 1938, to Attnang-Puchheim on 6 October 1941, to Linz on 15 May 1949, electification of the line was completed with the inauguration of the Amstetten–Vienna West station section on 19 December 1952. Numerous enhancements and additions were made during the period of management of operation by Deutsche Reichsbahn, thus, the passing loops at Hutten and Ederbauer were built and a new marshalling yard was built in Wels. Also, the construction of a marshalling yard in Wels was started. This was intended to give Wels marshalling yards serving traffic running both west-east and east-west, the Linz East marshalling yard was given a large expansion as a result of the establishment of the Hermann Göring Works by the Reichswerke Hermann Göring. At a press conference in 1983 Austrian Transport Minister Karl Lausecker outlined details of plans for the development of the Western Railway, construction was expected to start in 1987, with completion in 1992. New sections would be built between Attnang-Puchheim and Salzburg, upgraded sections would be built between St. Pölten and Linz and between Linz and Attnang-Puchheim, the planned top speed was 250 km/h. The Sittenberg Tunnel was opened as the first new section in 1994, the Lambach bypass, including the Kalvarienberg Tunnel, was opened in 1995. The realignment of the Breitenschützing–Schwanenstadt section, including the Römerberg Tunnel, only a few months later, in 2001, this was followed by the opening of the Prinzersdorf–Groß Sierning and St. Peter-Seitenstetten–St
25.
Wien Westbahnhof railway station
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Wien Westbahnhof is a major Austrian railway station, the original starting point of the West railway and a former terminus of international rail services. Locally, Wien Westbahnhof is served by S-Bahn-line S50 and underground lines U3, six tram lines converge on Europaplatz in front of the station, although none go into the city centre. There are also buses to the airport, Westbahnhof is in Viennas 15th District on the Gürtel. Mariahilfer Strasse to the immediate south-east provides a route into the centre of the city. Westbahnhof is one of the busiest stations of Vienna and used to be of one of several termini for international trains in the city, concomitantly, the frequency of fast regional service along the West railway was increased. The station is also the point for regional rail lines into the west of Vienna that are included in the Eastern Regional Traffic Authority. Built for the railway, the station was designed by the architect Moritz Löhr. The facility was made up of four built in a historical style. The main hall was 104 metres long and originally 27.2 metres wide and it was covered by a beamed iron awning and provided space for four tracks. Intervening peninsular platforms were not yet available, the exit from the hall was flanked by two towers. On the east, an administration building separated the trackage from the Gürtel. The side wings included provision for arrivals and departures, the southerly departure side consisted of an ornamented portal with steps and three large arches supported by columns, that were crowned with statues. Access passages to the left and right of these led to the two office buildings. Through this portal, one entered the hall and the departure platform. On slightly elevated terrain, the departure side offered the most impressive view of the station from the southeast. In order to deal with the number of passengers, the two towers that flanked the departure gate were moved further apart in a modification that lasted from 1910 to 1912. The roof construction was changed and space for a fifth track was attained. In addition, further covered platforms and departure tracks were provided in the foreground of the tracks in the terminal proper
26.
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
27.
Salzburg
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Salzburg is the fourth-largest city in Austria and the capital of the federal state of Salzburg. Salzburgs Old Town is internationally renowned for its architecture and is one of the best-preserved city centers north of the Alps. It was listed as a UNESCO World Heritage Site in 1997, the city has three universities and a large population of students. Tourists also visit Salzburg to tour the historic center and the scenic Alpine surroundings, Salzburg was the birthplace of 18th-century composer Wolfgang Amadeus Mozart. In the mid‑20th century, the city was the setting for the musical play, traces of human settlements have been found in the area, dating to the Neolithic Age. The first settlements in Salzburg continuous with the present were apparently by the Celts around the 5th century BC, around 15 BC the Roman Empire merged the settlements into one city. At this time, the city was called Juvavum and was awarded the status of a Roman municipium in 45 AD, Juvavum developed into an important town of the Roman province of Noricum. After the Norican frontiers collapse, Juvavum declined so sharply that by the late 7th century it became a ruin. The Life of Saint Rupert credits the 8th-century saint with the citys rebirth, when Theodo of Bavaria asked Rupert to become bishop c. 700, Rupert reconnoitered the river for the site of his basilica, Rupert chose Juvavum, ordained priests, and annexed the manor Piding. He traveled to evangelise among pagans, the name Salzburg means Salt Castle. The name derives from the barges carrying salt on the Salzach River, the Festung Hohensalzburg, the citys fortress, was built in 1077 by Archbishop Gebhard, who made it his residence. It was greatly expanded during the following centuries, independence from Bavaria was secured in the late 14th century. Salzburg was the seat of the Archbishopric of Salzburg, a prince-bishopric of the Holy Roman Empire, as the reformation movement gained steam, riots broke out among peasants in the areas in and around Salzburg. The city was occupied during the German Peasants War, and the archbishop had to flee to the safety of the fortress It was besieged for three months in 1525. It was in the 17th century that Italian architects rebuilt the city center as it is today along with many palaces,21,475 citizens refused to recant their beliefs and were expelled from Salzburg. Most of them accepted an offer by King Friedrich Wilhelm I of Prussia, the rest settled in other Protestant states in Europe and the British colonies in America. In 1772–1803, under archbishop Hieronymus Graf von Colloredo, Salzburg was a centre of late Illuminism, in 1803, the archbishopric was secularised by Emperor Napoleon, he transferred the territory to Ferdinando III of Tuscany, former Grand Duke of Tuscany, as the Electorate of Salzburg
28.
Deutsche Reichsbahn
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The company was founded in 1920 as the Deutsche Reichseisenbahnen, and changed its name to German National Railway on 27 June 1921. DR was founded when the Weimar Republic, formally known as Deutsches Reich, took control of the German railways. In 1924 it was reorganised under the aegis of the Deutsche Reichsbahn-Gesellschaft, a private railway company. In 1937 the railway was reorganised again as a state authority, after the Anschluss in 1938 the DR also took over the Bundesbahn Österreich. The East and West German states were founded in 1949, East Germany took over the control of the DR on its territory and continued to use the traditional name Deutsche Reichsbahn, while the railway in West Germany became the Deutsche Bundesbahn. The Austrian Österreichische Bundesbahnen was founded in 1945, and was given its present name in 1947, after the end of the First World War this national imperial railway was taken back by France. A similar attempt failed in 1875 as a result of opposition from the middle powers when Albert von Maybach presented a draft Reich Railway Act to the Bundesrat. In the wake of the stipulations of the Weimar Constitution of 11 August 1919 the state treaty on the foundation of the Deutsche Reichseisenbahnen came into force on 1 April 1920. This resulted in the merger of the state railways of Prussia, Bavaria, Saxony, Württemberg, Baden. Following the plans publication, on 12 February 1924 the Reich government announced the creation of the Deutsche Reichsbahn as an enterprise under the Reich Ministry of Transport. The aim was to earn profits which, in accordance with the Dawes Plan, were to be used to contribute to Germanys war reparations and these terms were later amended in the Young Plan. Nevertheless, the Great Depression and the payment of war reparations put a considerable strain on the Reichsbahn. Not until the Lausanne Conference of 1932 was the Reichsbahn released from its financial obligations, in total, about 3.87 billion Goldmarks was paid in reparations to the Allied powers. The stock already in use had been inherited from the state railways and comprised a great number of designs. In fact, the DRG was unable to procure new stock in the numbers it wanted to both for reasons and due to delays in upgrading the lines to carry higher axle loads. The locomotive classes taken over from the old railways, especially those from the Prussia. They included, for example, the Prussian P8, Prussian P10, Prussian G12, the Bavarian S 3/6 express locomotive even continued in production until 1930. Not until the procurement programme for the wartime Kriegslokomotiven were new locomotives built in large numbers
29.
Vienna Woods
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The Vienna Woods are forested highlands that form the northeastern foothills of the Northern Limestone Alps in the states of Lower Austria and Vienna. The 45 kilometres long and 20–30 kilometres wide range of hills is heavily wooded, the Vienna Woods are bounded by the rivers Triesting, Gölsen, Traisen and Danube, and are on the border of the Mostviertel and the Industrieviertel, two of the four quarters of Lower Austria. Reaching into the city of Vienna itself, they are an outdoor destination for the densely populated area around the city. The highest elevation in the Vienna Woods is Schöpfl at 893 metres above sea level, important rivers in the Vienna Woods are the Wien, the Schwechat and the Triesting. The northeasternmost Leopoldsberg overlooking the Danube and the Vienna Basin forms the end of the Alpine chain. Even though the Vienna Woods are a landscape and important recreational area. The natural park Sandstein-Wienerwald is near Purkersdorf, some 20 km west of Vienna, there are also some caves, such as the Dreidärrischenhöhle. The mountain ranges of the Vienna Woods are the transition between the Eastern Alps and the Carpathians, separated by the Danube and some lines near Vienna. The northern area is part of the Alps sandstone zone, while its south is part of the Northern Limestone Alps, in the east, the border is the thermal line, which forms a geological break line to the Viennese Basin. Beeches, oaks and hornbeams grow throughout the north of the Wienerwald forest, in the south are conifers, mostly pines, the Föhrenberge natural park is in the latter region. The Vienna Woods have probably been populated since the 8th century, under the influence of the Avars, a Slavic population settled here after the Völkerwanderung, which may account for village names such as Döbling, Liesing or Gablitz. The Vienna Woods was a hunting ground, but from the 16th century onwards forestry was practised. From 1840 industrial development encouraged increased settlement of the area, in 1870, plans were brought forward to clear most of the forest, but this caused widespread public resistance, in which Josef Schöffel was one of the most important figures. In 1987, the governors of the states of Vienna, Lower Austria, the film actress Hedy Lamarr, in keeping with her request for when she died, had her ashes spread in the Vienna Woods
30.
Soviet Military Administration in Germany
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According to the Potsdam Agreement in 1945, the SMAD was assigned the eastern portion of present-day Germany, consisting mostly of central Prussia. Prussia was dissolved by the Allies in 1947 and this area was divided between several German states and it also had to deal with refugees, such as those resettled from Poland, the homeless, and former German soldiers. Resources were short, and the economy needed to be shifted from wartime production to peacetime, however, the Soviets were also concerned with their own well-being, and dismantled entire factories and railroads to be reassembled in the USSR. In late 1945 a land reform confiscated the land of German nobles, to be given to cottagers, banks were also nationalized that year. The SMAD set up ten special camps for the detention of Germans, a decree of 10 June 1945 allowed for the formation of antifascist democratic political parties and called for elections in October 1946. A coalition of four parties was formed in July, consisting of the Communist, Social Democratic, Christian Democratic and this coalition was known as the National Front. In April 1946 the KPD and SPD merged under Soviet pressure into the Socialist Unity Party of Germany. In the October 1946 elections, the SED won in the East German states, but lost in Greater Berlin to the local SPD, in May 1949, when a West German government began to be formed, a German Peoples Congress was elected for the Soviet occupation zone. However, the only options voters had were to approve or reject unity lists of pre-picked candidates from the various parties, about two-thirds of East Germans approved the list for the new Congress. In November 1948, the German Economic Commission assumed administrative authority in East Germany under Soviet supervision, on 7 October 1949, the German Peoples Congress formed a provisional government and established the German Democratic Republic with Wilhelm Pieck as its first president. On 5 November 1949, the SMAD was abolished and replaced by the Soviet Control Commission, however, the SKK did not formally turn over administrative responsibilities to the GDR government until 11 November 1949
31.
Allied-occupied Austria
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The Allied occupation of Austria lasted from 1945 to 1955. In the immediate aftermath of the war, Austria, like Germany, was divided into four zones and jointly occupied by the United States, Soviet Union, United Kingdom. Vienna, like Berlin, was subdivided but the central district was administered jointly by the Allied Control Council. After Austrian promises of perpetual neutrality, Austria was accorded full independence on 12 May 1955, at the 1943 Moscow Conference, the allies had jointly decided that the German annexation of Austria in 1938 would be considered null and void. As well, all administrative and legal measures since 1938 would be ignored, on 29 March 1945 the Soviet commander Fyodor Tolbukhins troops crossed the former Austrian border at Klostermarienberg in Burgenland. On 3 April, at the beginning of the Vienna Offensive, Joseph Stalin had already established a would-be future Austrian cabinet from the countrys communists in exile, but Tolbukhins telegram changed Stalins mind in favor of Renner. On 20 April 1945, the Soviets, without asking their Western allies, seven days later Renners cabinet took office, declared the independence of Austria from Nazi Germany and called for the creation of a democratic state along the lines of the First Austrian Republic. Renner and his ministers were guarded and watched by NKVD bodyguards, one-third of State Chancellor Renners cabinet, including crucial seats of the Secretary of State of the Interior and the Secretary of State for Education, was staffed by Austrian Communists. The Western allies suspected the usual Soviet pattern of setting up puppet states, the British were particularly hostile, even Harry Truman, who believed that Renner was a trustworthy politician rather than a token front for the Kremlin, denied him recognition. But Renner had secured inter-party control by designating two Under-Secretaries of State in each of the ministries, appointed by the two parties not placing the Secretary of State. As soon as Hitlers armies were pushed back into Germany, the Red Army, by 23 May they reported arrests of 268 former Red Army men,1,208 Wehrmacht men and 1,655 civilians. In the following weeks the British surrendered over 40,000 Cossacks who had fled to Western Austria to the Soviet authorities, in July and August, the Soviets brought in four regiments of NKVD troops to mop up Vienna and seal the Czechoslovak border. The Red Army lost 17,000 lives in the Battle of Vienna, but the reputation of the Soviet soldiers was immediately ruined by the vast amount of sexual violence against women, which occurred in the first days and weeks after the Soviet victory. Repressions against civilians harmed Red Army reputation to such an extent that on 28 September 1945 Moscow issued an order forbidding violent interrogations. Red Army morale fell as soldiers prepared to be sent home, throughout 1945 and 1946, all levels of Soviet command tried, in vain, to contain desertion and plunder by rank and file. According to Austrian police records for 1946, men in Soviet uniform, usually drunk, at the same time, the Soviet governors resisted the expansion and arming of the Austrian police force. The American 11th Armored division crossed the Austrian border on April 26, French troops on 29 April, until the end of July 1945 none of the Western allies had first-hand intelligence from Eastern Austria. On 9 July 1945 the Allies agreed on the borders of their occupation zones, the French and American zones bordered those countries zones in Germany, and the Soviet zone bordered future Warsaw Pact states
32.
Austrian Federal Railways
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The Austrian Federal Railways is the national railway system of Austria, and the administrator of Liechtensteins railways. The ÖBB group is owned entirely by the Republic of Austria and is divided into separate businesses that manage the infrastructure and operate passenger. The Austrian Federal Railways has had two periods of existence. It was reformed in 1947, using the slightly different Österreichische Bundesbahnen name,1882 – Gradual nationalisation of the railway network of the Austro-Hungarian Empire into the Imperial Royal Austrian State Railways. By the outbreak of the World War I, the major railway in Austria to remain in private hands was the Austrian Southern Railway. 1923 – Foundation of the independent, commercial enterprise, the Bundesbahn Österreich and this company took over the assets of the ÖStB and the Südbahn, together with other minor railways. 1938 – The Anschluss of Austria into the German Empire, the BBÖ was taken over by the Deutsche Reichsbahn. During World War II about 41% of the Austrian railway network was destroyed,1947 – The company was reformed using the slightly different name of Österreichische Bundesbahnen and the abbreviation ÖBB as a state-owned company. Their infrastructure was rebuilt and electrification was accelerated,1969 – A new federal railway law was enacted. The ÖBB became a non-independent, economic entity, that was run as a branch of the governments industrial programme,1992 – The ÖBB were broken out of the federal budget and turned into company with its own legal status. The company is 100% owned by the Republic of Austria and this change had two primary aims,1. It had to conform to EU rules on the admission of Austria into the European Union, the financial demand on the public purse was to be reduced as a result of improvements in efficiency and the pressure of competition. 2004 – The ÖBB were reorganised into ÖBB Holding AG and a number of operating subsidiaries, the holding company was to oversee the operations of the companies assigned to it, coordinate a coherent strategic approach and allocate tasks for the whole enterprise. 1 January 2005 – The subsidiaries of ÖBB-Holding AG became autonomous, in 2012, ÖBB celebrated the 175th anniversary of the Nordbahn, the earliest predecessor company marking the start of rail transport in Austria. ÖBB CEO Christian Kern inaugurated an exhibition on the collaboration with the Third Reich, named The Suppressed Years – Railway. He referred to that period as the darkest chapter of our company history, the exhibition later went on tour and was presented at the European Parliaments parliamentary building in Brussels. The Austrian rail system is largely electrified, electrification of the system began in 1912 but did not reach an advanced state until the 1950s. The last steam locomotive in service on the standard gauge network was retired in 1978
33.
Schneider Electric
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Schneider Electric SE is a French multinational corporation that specialises in energy management and automation solutions, spanning hardware, software, and services. Native of France, the company is headquartered in Rueil-Malmaison and is based at the World Trade Center of Grenoble with offices throughout the world. A Fortune Global 500 company, Schneider Electric is publicly traded on the Euronext Exchange and is a component of the Euro Stoxx 50 stock market index, in FY2016, the company posted revenues of about €25 billion. Schneider Electric is the parent company of Square D, Pelco, APC, as of 2016, the company has 20,000 patents either active or in application worldwide, the company has over 160,000 employees in approximately 100 countries worldwide. Schneider Electric has had its office in the Trianon site in Rueil-Malmaison. The roots of this company are in the iron, steel,1975, The Schneider Group acquires an interest in Merlin Gerin, one of the top manufacturers of electrical distribution equipment in France. 1999, Schneider Group acquires Lexel, one of Europes largest suppliers of installation systems, in May 1999, the Schneider Group is renamed Schneider Electric to clearly identify its expertise in, and focus on, the electrical field. This strategy led Schneider Electric to conduct a number of acquisitions both in mature countries and in new economies, targeting companies offering complementary products and solutions. MAVERICK Technologies, strategic alliance company Creusot steam hammer Official website
34.
Le Creusot
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Le Creusot is a commune in the Saône-et-Loire department in the region of Bourgogne in eastern France. The inhabitants are known as Creusotins, formerly a mining town, its economy is now dominated by metallurgical companies such as ArcelorMittal, Schneider Electric, and Alstom. Since the 1990s, the town has been developing its tourism credentials and its main attraction is the Parc des Combes. A replica of the Creusot steam hammer has been built as a tourist attraction in a square at the entrance to the town from the east, Le Creusot is also the second educational centre of the Bourgogne, with its IUT and the Condorcet university centre. In 1836, iron ore mines and forges around Le Creusot were bought by Adolphe Schneider and they developed a business in steel, railways, armaments, and shipbuilding. The Schneider empire developed much of the town itself, until it was reduced in the second half of the twentieth century. It eventually became known as Schneider Electric, the special alloys for the TGV trains were manufactured in Le Creusot. About 5 km south-east of town centre is the Gare du Creusot TGV, a station on the LGV Sud-Est line. Communes of the Saône-et-Loire department INSEE Official website
35.
South Region, Brazil
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The South Region of Brazil is one of the five regions of Brazil. Its whole area is smaller than that of the state of Minas Gerais, in Southeast Brazil and it is a great tourist, economic and cultural pole. It borders Uruguay, Argentina, and Paraguay as well as the Centre-West Region, the Southeast Region, European colonization in Southern Brazil started with the arrival of Portuguese and Spanish Jesuits. They lived among the Indians and converted them to Catholicism, colonists from São Paulo arrived in the same period. For decades, the Portuguese and Spanish crowns disputed over this region, due to this conflict, the King of Portugal encouraged the immigration of settlers from the Azores Islands to Southern Brazil. Between 1748 and 1756, six thousand Azoreans arrived and they composed over half of the population of Rio Grande do Sul and Santa Catarina by the late 18th century. The first Germans came to Brazil soon after independence from Portugal in 1761, settlers from Germany were brought to work as small farmers because there were many land holdings without workers. To attract the immigrants, the Brazilian government had promised large tracts where they could settle with their families. By 1904, it is estimated that 50,000 Germans had settled in this state and these groups created rural communities or colonies for immigrants, many of which developed into large cities, such as Blumenau and Joinville, the largest city in Santa Catarina. Considerable numbers of immigrants from Germany arrived at Paraná during the civil war, the Ragamuffin War was a Republican uprising that began in Southern Brazil in 1835. The rebels, led by generals Bento Gonçalves da Silva and Antônio de Souza Netto with the support of the Italian warrior Giuseppe Garibaldi, the Italian revolutionary Giuseppe Garibaldi joined the rebels in 1839. With his help the spread through Santa Catarina, in the northern border of Rio Grande do Sul. After many conflicts, in 1845 peace negotiations ended the war, Italian immigrants started arriving in Brazil in 1875. They were mostly peasants from the Veneto in Northern Italy attracted to Southern Brazil to get their own lands, most of the immigrants worked as small farmers, mainly cultivating grapes in the Serra Gaúcha. Italian immigration to the region lasted until 1914, with a total of 100,000 Italians settling in Rio Grande do Sul in this period and many others in Santa Catarina and Paraná. In 1898, there were 300,000 people of Italian origin in Rio Grande do Sul,50,000 in Santa Catarina and 30,000 in Paraná, nowadays, their Southern Brazilian descendants number 9.7 million and comprise 35. 9% of Southern Brazils population. The region received large numbers of European immigrants during the 19th century, the main ethnic origins of Southern Brazil are Portuguese, Italian, German, Austrian, Luxembourger, Polish, Ukrainian, Spaniard, Dutch and Russian. The annual average temperatures vary between 12°C and 22°C and it snows in the mountain ranges
36.
Santa Cruz de la Sierra
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Santa Cruz de la Sierra, commonly known as Santa Cruz, is the capital of the Santa Cruz department in eastern Bolivia. It was not until after World War II and profound agrarian and this has helped make Santa Cruz the most important business center in Bolivia and the preferred destination of migrants from all over the country. However, recent data suggests that the current location of the city of Santa Cruz was inhabited by an Arawak tribe that came to be known by the Spanish as Chané. Remains of ceramics and weapons have been found in the area, the settlement was named after Chaves’s home town in Extremadura, where he grew up before venturing to America. Shortly after the founding, attacks from local tribes became commonplace, many of the inhabitants, however, chose to stay behind and continued living in the original location. On September 13,1590 the city was moved to the banks of the Guapay Empero river. Nevertheless, the proved to be even more severe at the new location forcing the settlers to relocate once again on May 21,1595. After they moved the city was consolidated in 1622 and took its original name of Santa Cruz de la Sierra given by Ñuflo de Chaves over 60 years before. Remnants of the settlement can be visited in Santa Cruz la Vieja. Over the next 200 years, several tribes were incorporated under Spanish control or defeated by force. The efforts for consolidating the borders of the Empire were not overlooked by the authorities in Lima, the province was ruled by a Captain General based in Santa Cruz, and, in turn, the city government was administered by two mayors and a council of four people. Citizens of Santa Cruz were exempt from all taxes and the mita system used in the rest of the Viceroyalty of Peru was not practiced. However, in spite of its importance, the city did not grow much in colonial times. Most of the activity was centered in the mining centers of the west. Animosity towards imperial authorities began at the turn of the 18th century, the seat of government was taken away from the city and moved to Cochabamba, and many of the powers delegated by the viceroyalty were now in the hands of appointees of the crown. A junta of local commanders took control of the government in his place, by 1813 the city was once again under imperial control. At this time, by order of General Manuel Belgrano, the armies of Argentina sent a small force led by Ignacio Warnes to liberate Santa Cruz. After his successful campaign he assumed control of the government of the city and this victory proved to be a serious blow to Spanish forces in the region
37.
Bolivia
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Bolivia, officially known as the Plurinational State of Bolivia, is a landlocked country located in western-central South America. It is bordered to the north and east by Brazil, to the southeast by Paraguay, to the south by Argentina, to the southwest by Chile, and to the northwest by Peru. One-third of the country is the Andean mountain range, with one of its largest cities and principal economic centers, El Alto, Bolivia is one of two landlocked countries that lie outside Afro-Eurasia. Bolivia is geographically the largest landlocked country in the Americas, but remains a small country in economic. Before Spanish colonization, the Andean region of Bolivia was part of the Inca Empire, Spanish conquistadors arriving from Cuzco and Asunción took control of the region in the 16th century. During the Spanish colonial period Bolivia was administered by the Royal Audiencia of Charcas, spain built its empire in great part upon the silver that was extracted from Bolivias mines. After the first call for independence in 1809,16 years of war followed before the establishment of the Republic, named for Simón Bolívar, on 6 August 1825. Since independence, Bolivia has endured periods of political and economic instability, including the loss of peripheral territories to its neighbors, such as Acre. The countrys population, estimated at 11 million, is multiethnic, including Amerindians, Mestizos, the racial and social segregation that arose from Spanish colonialism has continued to the modern era. Spanish is the official and predominant language, although 36 indigenous languages also have official status, of which the most commonly spoken are Guarani, Aymara, modern Bolivia is constitutionally a unitary state, divided into nine departments. Its geography varies from the peaks of the Andes in the West, to the Eastern Lowlands and it is a developing country, with a medium ranking in the Human Development Index and a poverty level of 53 percent. Its main economic activities include agriculture, forestry, fishing, mining, and manufacturing such as textiles, clothing, refined metals. Bolivia is very wealthy in minerals, especially tin, Bolivia is named after Simón Bolívar, a leader in the Spanish American wars of independence. Sucre opted to create a new nation and, with local support. The original name was Republic of Bolívar, some days later, congressman Manuel Martín Cruz proposed, If from Romulus comes Rome, then from Bolívar comes Bolivia. The name was approved by the Republic on 3 October 1825, the region now known as Bolivia had been occupied for over 2,500 years when the Aymara arrived. However, present-day Aymara associate themselves with the ancient civilization of the Tiwanaku culture which had its capital at Tiwanaku, the capital city of Tiwanaku dates from as early as 1500 BC when it was a small, agriculturally based village. The community grew to urban proportions between AD600 and AD800, becoming an important regional power in the southern Andes
38.
Bulgarian State Railways
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The Bulgarian State Railways are Bulgarias state railway company and the largest railway carrier in the country, established as an entity in 1885. The companys headquarters are located in the capital Sofia, since the 1990s the BDŽ has met serious competition from automotive transport. For the period 1994 to 2010 there is significant drop in the share in the passenger and freight services. Bulgaria is a member of the International Union of Railways, the UIC Country Code for Bulgaria is 52. 1864 - The first sod is turned for making the Ruse – Varna railway line, on 1 August, the whole of the Tsaribrod – Sofia – Belovo railway line is opened for international traffic. The state buys off the Ruse – Varna railway line and starts operating it on 10 August, the Bulgarian State Railways are established, based on the Tsaribrod – Sofia – Belovo and Ruse – Varna railway lines. October 2010 - further restructuring announced, with BDŽ EAD becoming a holding company, since the last reforms in 2007, a new organizational structure has been approved. BDŽ Putnicheski Prevozi Ltd. - responsible for the passenger services, the company carried 31.36 million passengers in 2009. - Freight operations and expedition with subsidiary BDZ SPED Ltd, the company carried 13.3 million tonnes of freight in 2009 in 3.1 million tonne-kilometers. Privatisation was attempted in 2012, but called off in 2013 due to financial problems, BDŽ Traktzionen Podvizhen Sustav Ltd. - locomotive management and servicing. BDŽ-Koncar Inc. - joint venture between BDŽ EAD and KONČAR Group from Croatia with main scope of work locomotive repairs and modernization, still there are many problems with the organizational structure of the holding. In order to optimize the running costs many of the employees from the administration should be laid off, there is an evident lack of effectiveness in the administration and the main goal of the Ministry of Transport, Information Technologies and Telecommunication is to make the company profitable. List of BDŽ locomotives The scenic Septemvri-Dobrinishte narrow gauge line was finished in 1945 and it is now famous for its beautiful views. It goes through the station of Avramovo, which is the highest railway station on the Balkans at 1267.4 meters, further on, it passes through the summer and winter tourist centre of Bansko. The line is 760mm gauge, unelectrified, and is served by diesel power locomotives. Even though it is attractive to tourists, it is also widely used by the local inhabitants for public transport purposes. Serbia — via Kalotina - Dimitrovgrad, Serbia Turkey — via Svilengrad - Kapikule Чешка фирма строи третата част на Пловдив – Свиленград, Влак-стрела ще минава през Ботевград до2017 г
39.
Krupp
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The Krupp family, a prominent 400-year-old German dynasty from Essen, have become famous for their production of steel, artillery, ammunition, and other armaments. The family business, known as Friedrich Krupp AG, was the largest company in Europe at the beginning of the 20th century and it was important to weapons development and production in both world wars. One of the most powerful dynasties in European history, for 400 years Krupp flourished as the premier weapons manufacturer for Germany. From the Thirty Years War until the end of the Second World War, they produced everything from battleships, U-boats, tanks, howitzers, guns, utilities, the dynasty began in 1587 when a trader named Arndt Krupp moved to Essen and joined the merchants guild. He then began buying vacated real estate from families who fled the city due to the Black Death, over the next three centuries his descendants began producing small guns during the Thirty Years War and over time gradually acquired fulling mills, coal mines, and an iron forge. During the Napoleonic Wars, Friedrich Krupp founded the Gusstahlfabrik and began producing smelted steel in 1816, the foundations were laid for the steel Empire that would come to dominate the world for nearly a century under his son Alfred. Krupp became the manufacturer for the Kingdom of Prussia in 1859. Krupp was also a company that paved the way for workers rights. Widows and orphans were guaranteed pay if their husbands and/or fathers were killed, the company also produced the steel that built the railroads of America, capped the Chrysler Building in 1929, and was the first to travel to the bottom of the Mariana Trench. During the Third Reich, Krupp supported Adolf Hitler and the use of forced labour, after the war Krupp was rebuilt from scratch and again became one of the wealthiest companies in Europe. However a recession in 1967 caused the company severe profit loss, in 1999 the Krupp firm merged with Thyssen AG to form ThyssenKrupp AG, a large industrial conglomerate. Friedrich Krupp launched the familys metal-based activities, building a steel foundry in Essen in 1810. His son Alfred, known as the Cannon King or as Alfred the Great, invested heavily in new technology to become a significant manufacturer of steel rollers and he also invested in fluidized hotbed technologies and acquired many mines in Germany and France. Unusual for the era, he provided social services for his workers, including subsidized housing and health, the company began to make steel cannons in the 1840s—especially for the Russian, Turkish, and Prussian armies. When Alfred started with the firm, it had five employees, at his death twenty thousand people worked for Krupp—making it the worlds largest industrial company and the largest private company in the German empire. Krupps had a Great Krupp Building with an exhibition of guns at the Columbian Exposition in 1893, in the 20th century the company was headed by Gustav Krupp von Bohlen und Halbach, who assumed the surname of Krupp when he married the Krupp heiress, Bertha Krupp. After Adolf Hitler came to power in Germany in 1933, the Krupp works became the center for German rearmament. In 1943, by an order from Hitler, the company reverted to a sole-proprietorship, with Gustav
40.
2-8-0
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In the United States and elsewhere, this wheel arrangement is commonly known as a Consolidation. Of all the types that were created and experimented with in the 19th century. The first locomotive of this arrangement was possibly built by the Pennsylvania Railroad. Like the first 2-6-0s, this first 2-8-0 had an axle that was rigidly attached to the locomotives frame. To create this 2-8-0, PRR master mechanic John P. Laird modified an existing 0-8-0, the 2-6-0 Mogul type, first created in the early 1860s, is often considered as the logical forerunner to the 2-8-0. However, a claim is made that the first true 2-8-0 engine evolved from the 0-8-0 and was ordered by the United States Lehigh and Mahanoy Railroad, the name given to the new locomotive was Consolidation, the name that was later almost globally adopted for the type. According to this viewpoint, the first 2-8-0 order by Lehigh dates to 1866 and antedates the adoption of the type by other railways and coal, from its introduction in 1866 and well into the early 20th century, the 2-8-0 design was considered to be the ultimate heavy-freight locomotive. The 2-8-0s forte was starting and moving impressive loads at unimpressive speeds, the practical limit of the design was reached in 1915, when it was realised that no further development was possible with a locomotive of this wheel arrangement. As in the United States, the 2-8-0 was also a type in Europe. The type was used in Australia, New Zealand. The 2-8-0 locomotive was used extensively throughout Australia, the Js remained in service in New South Wales until 1915, when they were withdrawn. Wartime shortages between 1916 and 1920 had six engines re-entering service after being shopped and fitted with superheaters, the last engine of this class was finally withdrawn in 1934 and all were scrapped by 1937. The second batch of 2-8-0 locomotives to appear in Australia, between 1896 and 1916, was the NSWGR T class engines. During World War II,14 of these locomotives were equipped with superheaters, from 1899, the Victorian Railways also used a range of broad-gauge 2-8-0 locomotives. The first of these locomotives were the Baldwin-built Victorian Railways V class and these engines were built at Phoenix Foundry in Ballarat, Victoria. By 1930, they had disappeared from the VR, the VRs next type was the 26 C class engines, which saw freight and passenger service. In 1922, a smaller and lighter 2-8-0, the K class, was introduced for branchline freight, finally, the VR introduced sixty light 2-8-0 J class engines in 1954. These also worked both freight and passenger services, the first 2-8-0 engines in private service on the Midland Railway of Western Australia arrived in 1912
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