1.
Doncaster Works
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Doncaster railway works is a plant located in the town of Doncaster, South Yorkshire, England. Always referred to as the Plant, it was established by the Great Northern Railway in 1853, replacing the previous works in Boston, until 1867 it undertook only repairs and maintenance. In 1866, Patrick Stirling was appointed as Locomotive Superintendent, at this time the works also began building new coaches, in 1873 the first sleeping cars, in 1879 the first dining cars in the United Kingdom, and in 1882 the first corridor coaches. In 1891,99 locomotives,181 carriages and 1493 wagons were built and these have hauled such trains as the Flying Scotsman, Silver Jubilee, Coronation and the Elizabethan. Doncaster also constructed the carriages for the last of these, the works continued building all kinds of rolling stock. During the Second World War, like other workshops it joined in the war effort, producing, among other things, the carriage building shop was destroyed by fire in 1940. New buildings in 1949 were designed with the BR standard all-steel carriages in mind, in 1957, the last of over two thousand steam locomotives was built and carriage building finished in 1962, but the works was modernised with the addition of a diesel locomotive repair shop. Under BREL, new diesel shunters and 25 kV electric locomotives have been built, plus Class 56, in July 2003 The Plant celebrated its 150th anniversary, with an open weekend, a link to the picture gallery for the weekend can be found below. Then owner Wabtec closed the engine plant in 2007. In early 2008 the main locomotive repair shop which was built on the Crimpsall was demolished to make way for housing, Wabtec continues to do passenger fleet refurbishment at the Doncaster site. Larkin, E. J. Larkin, J. G, the Railway Workshops of Great Britain 1823-1986. The Railway in Town and Country, official website Photographs of Doncaster Works 150th Celebrations
2.
British Rail
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British Railways, which from 1965 traded as British Rail, was the operator of most of the rail transport in Great Britain between 1948 and 1997. It was formed from the nationalisation of the Big Four British railway companies and lasted until the privatisation of British Rail. Originally a trading brand of the Railway Executive of the British Transport Commission, the period of nationalisation saw sweeping changes in the national railway network. A process of dieselisation and electrification took place, and by 1968 steam locomotion had been replaced by diesel and electric traction. Passengers replaced freight as the source of business, and one-third of the network was closed by the Beeching Axe of the 1960s in an effort to reduce rail subsidies. On privatisation, responsibility for track, signalling and stations was transferred to Railtrack, the British Rail double arrow logo is formed of two interlocked arrows showing the direction of travel on a double track railway and was nicknamed the arrow of indecision. The rail transport system in Great Britain developed during the 19th century, during World War I the railways were under state control, which continued until 1921. Complete nationalisation had been considered, and the Railways Act 1921 is sometimes considered as a precursor to that, nationalisation was subsequently carried out after World War II, under the Transport Act 1947. This Act made provision for the nationalisation of the network, as part of a policy of nationalising public services by Clement Attlees Labour Government. British Railways came into existence as the name of the Railway Executive of the British Transport Commission on 1 January 1948 when it took over the assets of the Big Four. There were also joint railways between the Big Four and a few railways to consider. Excluded from nationalisation were industrial lines like the Oxfordshire Ironstone Railway, the London Underground – publicly owned since 1933 – was also nationalised, becoming the London Transport Executive of the British Transport Commission. The Bicester Military Railway was already run by the government, the electric Liverpool Overhead Railway was also excluded from nationalisation. The Railway Executive was conscious that some lines on the network were unprofitable and hard to justify socially, however, the general financial position of BR became gradually poorer, until an operating loss was recorded in 1955. The Executive itself had abolished in 1953 by the Conservative government. Other changes to the British Transport Commission at the time included the return of road haulage to the private sector. British Railways was divided into regions which were based on the areas the former Big Four operated in, later. Western Region of British Railways, former Great Western Railway lines, London Midland Region of British Railways, former London Midland and Scottish Railway lines in England
3.
Swindon Works
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Swindon railway works were built by the Great Western Railway in 1841 in Swindon, Wiltshire, United Kingdom. In 1835 Parliament approved the construction of a railway between London and Bristol and its Chief Engineer was Isambard Kingdom Brunel. From 1836, Brunel had been buying locomotives from various makers for the new railway, in 1837, Brunel recruited Daniel Gooch and gave him the job of rectifying the heavy repair burden of the GWRs mixed bag of purchased locomotives. With Brunels support, Gooch made his proposal to the GWR directors, construction started immediately and they became operational on 2 January 1843. There are several stories relating to how the railway came to pass through Swindon, however Swindons midway point between GWR terminals and the topography of land near the town were more likely factors. The GWR mainline was originally planned to cut through Savernake Forest near Marlborough, but the Marquess of Ailesbury, the Marquess had previously objected to part of the Kennet and Avon Canal running through his estate. The line was laid in 1840, but the location of the works was still undecided, tracks were laid at Didcot in 1839 and for some time this seemed a more likely site. Gooch noted that the nearby Wilts and Berks Canal gave Swindon a direct connection with the Somerset coalfield, drawing water for the engines from the canals was also considered, and an agreement to this effect was completed in 1843. However, the Goddard family, following the example the Marquess of Ailesbury, objected to having it near their property, so it was laid a couple of miles further north. Initially only employing 200 men, repairs began in 1843, with the first new locomotive and this was followed by six more, with the Iron Dukes, including The Lord of the Isles, considered the fastest broad-gauge engine of its day. By 1851 the works were employing over 2000 men and were producing one locomotive a week. A rolling mill for manufacturing rails was installed in 1861, attracting workers from South Wales, although some rolling stock was built at Wolverhampton, Worcester and Saltney near Chester, most of the work was concentrated at Swindon. Like most early railways, the GWR was built with gradients and the minimum of curves. However, from 1849 Gooch also built 4-4-0 saddle tanks for the routes in Devon. The Works transformed Swindon from a small 2,500 population market town into a railway town. Built to the north of the town centre, the works had need to build locally accessible housing. The completed village provided to the medical and educational facilities that had been sorely lacking, plus St Marks Church. The terraced two-storey cottages were built on two blocks of four streets, not dissimilar in appearance to passing trains
4.
Whyte notation
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The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
5.
0-6-0
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This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders. In the United Kingdom, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod coupled driving wheels. The 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives, the type was also widely used for diesel switchers. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed and they are therefore mostly used on trains where high speed is unnecessary. The tank engine versions were used as switching locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct, however, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was adopted, particularly in the United Kingdom. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become common by the mid-1860s. 0-6-0 locomotives were amongst the first types to be used, the earliest recorded example was the Royal George, built by Timothy Hackworth for the Stockton and Darlington Railway in 1827. Derwent, a locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre. On most branch lines, though, larger and more powerful tank engines tended to be favoured, in New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4. The VR Class Vr1s were numbered 530 to 544,656 to 670 and 787 to 799 and they had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag, they were nicknamed Chicken, number 669 is preserved at the Finnish Railway Museum. The Vr4s were a class of four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951-1955. Finland’s tender locomotives were the classes C1, C2, C3, C4, C5, the Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926 and they were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland, the eighteen Class C2s were numbered 31 to 43 and 48 to 52
6.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
7.
Minimum railway curve radius
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The minimum railway curve radius is the shortest allowable design radius for railway tracks under a particular set of conditions. It has an important bearing on costs and operating costs and, in combination with superelevation in the case of train tracks. Minimum radius of curve is one parameter in the design of vehicles as well as trams. Monorails and guideways are also subject to minimum radii, the first proper railway was the Liverpool and Manchester Railway which opened in 1830. Like the trams that had preceded it over a hundred years, among other reasons for the gentle curves were the lack of strength of the track, which might have overturned if the curves were too sharp causing derailments. There was no signalling at this time, so drivers had to be able to see ahead to avoid collisions with previous trains, the gentler the curves, the longer the visibility. The earliest rails were made in lengths of wrought iron. Minimum curve radii for railroads are governed by the speed operated, for handling of long freight trains, a minimum 717-foot radius is preferred. The sharpest curves tend to be on the narrowest of narrow gauge railways, as the need for more powerful locomotives grew, the need for more driving wheels on a longer, fixed wheelbase grew too. But long wheel bases are unfriendly to sharp curves, various types of articulated locomotives were devised to avoid having to operate multiple locomotives with multiple crews. More recent diesel and electric locomotives do not have a wheelbase problem and this is particularly true of the European buffer and chain couplers, where the buffers extend the profile of the railcar body. For a line with maximum speed 60 km/h, buffer-and-chain couplings reduce the radius to around 200 m. A long heavy freight train, especially those with wagons of mixed loading, may struggle on sharp curves, common solutions include, marshalling light and empty wagons at rear of train intermediate locomotives, including remotely controlled ones. Easing curves reduced speeds reduced cant, at the expense of fast passenger trains, equalizing wagon loading better driver training driving controls that display drawgear forces. And c2013 Electronically Controlled Pneumatic brakes, a similar problem occurs with harsh changes in gradients. To counter this, a cant is used, ideally the train should be tilted such that resultant force acts straight down through the bottom of the train, so the wheels, track, train and passengers feel little or no sideways force. Some trains are capable of tilting to enhance this effect for passenger comfort, because freight and passenger trains tend to move at different speeds and weigh dramatically different, a cant cannot be ideal for both types of rail traffic. The relationship between speed and tilt can be calculated mathematically, the values used when building high-speed railways vary, and depend on desired wear and safety levels
8.
Chain (unit)
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A chain is a unit of length. It measures 66 feet, or 22 yards, or 100 links, there are 10 chains in a furlong, and 80 chains in one statute mile. An acre is the area of 10 square chains, the chain has been used for several centuries in Britain and in some other countries influenced by British practice. By extension, chainage is the distance along a curved or straight line from a fixed commencing point. The chain was used with the mile to indicate land distances. Starting in the 19th century, the chain was used as a subdivision with the mile to show distances between stations, tunnels and bridges. The locally used units were often inconsistent from place to place, a rectangle of land one furlong in length and one chain in width has an area of one acre. His chain had 100 links, and the link is used as a subdivision of the chain as a unit of length, american surveyors sometimes used a longer chain of 100 feet, also of 100 links, known as the engineers chain or Ramsdens chain. The first such was constructed by Jesse Ramsden for the measurement of the Hounslow baseline at the start of the Anglo-French Survey. The term chain in this usually refers to the measuring instrument rather than a unit of length. Also in North America a modern variant of the chain as a tool is used in forestry for traverse surveys and this modern chain is a static cord,50 metres long, marked with a small tag at each metre, and also marked in the first metre every decimetre. When working in dense bush, an axe or hatchet is commonly tied to the end of the chain. Another version used extensively in forestry and surveying is the hip-chain, a hip-chain is a small box containing a string meter, worn on the hip. The user simply ties the spooled string off to a stake or tree and these instruments are available in both feet and meters. In Britain, the chain is no used for practical survey work. However it survives on the railways of the United Kingdom as a location identifier, since railways are entirely linear in topology, the mileage or chainage is sufficient to identify a place uniquely on any given route. Thus a certain bridge may be said to be at 112 mi 63 ch, in the case of the photograph the bridge is near Keynsham, that distance from London Paddington station. On new railway built in the United Kingdom such as High Speed 1
9.
Metre
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The metre or meter, is the base unit of length in the International System of Units. The metre is defined as the length of the path travelled by light in a vacuum in 1/299792458 seconds, the metre was originally defined in 1793 as one ten-millionth of the distance from the equator to the North Pole. In 1799, it was redefined in terms of a metre bar. In 1960, the metre was redefined in terms of a number of wavelengths of a certain emission line of krypton-86. In 1983, the current definition was adopted, the imperial inch is defined as 0.0254 metres. One metre is about 3 3⁄8 inches longer than a yard, Metre is the standard spelling of the metric unit for length in nearly all English-speaking nations except the United States and the Philippines, which use meter. Measuring devices are spelled -meter in all variants of English, the suffix -meter has the same Greek origin as the unit of length. This range of uses is found in Latin, French, English. Thus calls for measurement and moderation. In 1668 the English cleric and philosopher John Wilkins proposed in an essay a decimal-based unit of length, as a result of the French Revolution, the French Academy of Sciences charged a commission with determining a single scale for all measures. In 1668, Wilkins proposed using Christopher Wrens suggestion of defining the metre using a pendulum with a length which produced a half-period of one second, christiaan Huygens had observed that length to be 38 Rijnland inches or 39.26 English inches. This is the equivalent of what is now known to be 997 mm, no official action was taken regarding this suggestion. In the 18th century, there were two approaches to the definition of the unit of length. One favoured Wilkins approach, to define the metre in terms of the length of a pendulum which produced a half-period of one second. The other approach was to define the metre as one ten-millionth of the length of a quadrant along the Earths meridian, that is, the distance from the Equator to the North Pole. This means that the quadrant would have defined as exactly 10000000 metres at that time. To establish a universally accepted foundation for the definition of the metre, more measurements of this meridian were needed. This portion of the meridian, assumed to be the length as the Paris meridian, was to serve as the basis for the length of the half meridian connecting the North Pole with the Equator
10.
Wheelbase
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In both road and rail vehicles, the wheelbase is the distance between the centers of the front and rear wheels. For road vehicles with more than two axles, the wheelbase is defined as the distance between the axle and the centerpoint of the driving axle group. In the case of a truck, the wheelbase would be the distance between the steering axle and a point midway between the two rear axles. The wheelbase of a vehicle equals the distance between its front and rear wheels, at equilibrium, the total torque of the forces acting on a vehicle is zero. So, for example, when a truck is loaded, its center of gravity shifts rearward, the amount the vehicle sinks will depend on counter acting forces like the size of the tires, tire pressure, and the stiffness of the suspension. If the vehicle is accelerating or decelerating, extra torque is placed on the rear or front tire respectively, so, as is common experience, when the vehicle accelerates, the rear usually sinks and the front rises depending on the suspension. Likewise, when braking the front noses down and the rear rises, because of the effect the wheelbase has on the weight distribution of the vehicle, wheelbase dimensions are crucial to the balance and steering. For example, a car with a greater weight load on the rear tends to understeer due to the lack of the load on the front tires. This is why it is crucial, when towing a single-axle caravan, likewise, a car may oversteer or even spin out if there is too much force on the front tires and not enough on the rear tires. Also, when turning there is lateral torque placed upon the tires which imparts a turning force that depends upon the length of the distances from the CM. Wheelbases provide the basis for one of the most common vehicle size class systems, some luxury vehicles are offered with long-wheelbase variants to increase the spaciousness and therefore the luxury of the vehicle. Prime Minister of the United Kingdom Tony Blair was given a version of the Rover 75 for official use. In contrast, coupé varieties of vehicles such as the Honda Accord are usually built on shorter wheelbases than the sedans they are derived from. The wheelbase on many commercially available bicycles and motorcycles is so short, relative to the height of their centers of mass, in skateboarding the word wheelbase is used for the distance between the two inner pairs of mounting holes on the deck. This is different from the distance between the centers of the two wheel pairs. A reason for this use is that decks are sold with prefabricated holes. It is therefore easier to use the holes for measuring and describing this characteristic of the deck. A common misconception is that the choice of wheelbase is influenced by the height of the skateboarder, however, the length of the deck would then be a better candidate, because the wheelbase affects characteristics useful in different speeds or terrains regardless of the height of the skateboarder
11.
Tonne
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The SI symbol for the tonne is t, adopted at the same time as the unit itself in 1879. Its use is also official, for the metric ton, within the United States, having been adopted by the US National Institute of Standards and it is a symbol, not an abbreviation, and should not be followed by a period. Informal and non-approved symbols or abbreviations include T, mT, MT, in French and all English-speaking countries that are predominantly metric, tonne is the correct spelling. Before metrication in the UK the unit used for most purposes was the Imperial ton of 2,240 pounds avoirdupois, equivalent to 1,016 kg, differing by just 1. 6% from the tonne. Ton and tonne are both derived from a Germanic word in use in the North Sea area since the Middle Ages to designate a large cask. A full tun, standing about a high, could easily weigh a tonne. An English tun of wine weighs roughly a tonne,954 kg if full of water, in the United States, the unit was originally referred to using the French words millier or tonneau, but these terms are now obsolete. The Imperial and US customary units comparable to the tonne are both spelled ton in English, though they differ in mass, one tonne is equivalent to, Metric/SI,1 megagram. Equal to 1000000 grams or 1000 kilograms, megagram, Mg, is the official SI unit. Mg is distinct from mg, milligram, pounds, Exactly 1000/0. 453 592 37 lb, or approximately 2204.622622 lb. US/Short tons, Exactly 1/0. 907 184 74 short tons, or approximately 1.102311311 ST. One short ton is exactly 0.90718474 t, imperial/Long tons, Exactly 1/1. 016 046 9088 long tons, or approximately 0.9842065276 LT. One long ton is exactly 1.0160469088 t, for multiples of the tonne, it is more usual to speak of thousands or millions of tonnes. Kilotonne, megatonne, and gigatonne are more used for the energy of nuclear explosions and other events. When used in context, there is little need to distinguish between metric and other tons, and the unit is spelt either as ton or tonne with the relevant prefix attached. *The equivalent units columns use the short scale large-number naming system used in most English-language countries. †Values in the equivalent short and long tons columns are rounded to five significant figures, ǂThough non-standard, the symbol kt is also sometimes used for knot, a unit of speed for sea-going vessels, and should not be confused with kilotonne. A metric ton unit can mean 10 kilograms within metal trading and it traditionally referred to a metric ton of ore containing 1% of metal. In the case of uranium, the acronym MTU is sometimes considered to be metric ton of uranium, in the petroleum industry the tonne of oil equivalent is a unit of energy, the amount of energy released by burning one tonne of crude oil, approximately 42 GJ
12.
Prime mover (locomotive)
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In engineering, a prime mover is an engine that converts fuel to useful work. In locomotives, the mover is thus the source of power for its propulsion. Generally it is any locomotive powered by a combustion engine. In an engine-generator set, the engine is the prime mover, in a diesel-mechanical locomotive, the prime mover is the diesel engine that is mechanically coupled to the driving wheels. The prime mover can also be a gas turbine instead of a diesel engine, in either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no prime mover, instead relying on an external power station. The engine and generator set of a locomotive are sometimes coupled as a removable unit called the power unit
13.
L. Gardner and Sons
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L. Gardner and Sons Ltd was a British builder of diesel engines for stationary, marine, road and rail applications. The company was founded in Hulme Manchester England in 1868 and they started building engines around 1895. The firm of L. Gardner & Sons ceased engine production in the mid-1990s, about 1868 Lawrence Gardner set up as a sewing machine maker in Upper Duke Street, Stretford Road, Hulme, Manchester. He died in 1890, but the business was continued by his sons under the name L. Gardner & Sons Ltd, from about 1895 the company was building gas engines and, in 1899 it moved into Barton Hall Engine Works, Patricroft, Manchester. In 1903 it became a company, L Gardner and Sons Ltd. Norris and Henty Ltd. Diesel engine production began in around 1903, in 1912 a new sales subsidiary, Norris, Henty and Gardners Ltd, was formed. During World War I the company made munitions and parts for heavy guns, during the 1920s there was rapid development in the design of diesel engines. In 1929 a Gardner 4L2 marine engine was fitted into a Lancia bus, during the 1930s a number of LW-series engines were installed in large luxury cars including Lagondas, Bentleys and Rolls-Royces. Their 4LK bus engines were used as the main powerplant in the Royal Navys X class. After the war the LW diesel engine continued to be built in numbers for lorries and buses and was later supplemented by the more modern LX. In the mid-sixties, the LW range was upgraded to develop 20 bhp per cylinder, the 6LX was upgraded in 1967 from 150 bhp @1700rpm to 180 bhp @1850rpm. An 8-cylinder version was developed which developed 240 bhp @ 1850rpm, in the summer of 1986, after months of denials, Perkins Engines purchased Gardner to complement their line of lighter diesel engines. Production was then shut down until October, as Gardners truck engine market share had slumped precariously, Gardners market for buses and coaches was doing better. L. Gardner and Sons ceased production of new engines in the early 1990s, specialise in the restoration and marinisation of Gardners for the inland waterways and the manufacture of component castings incl LW range exhaust, intake and water manifolds. Another firm, Gardner Enthusiast Ltd, manufactures piston rings, engine valves and major engine castings, Gardner Enthusiast Ltd also supply engine castings to Gardner Parts Ltd. London Regional Transport T1-T250 Gardner 6LXB, Leyland Gearbox, Leyland Titan TNLXB2RR, London Regional Transport T251-1125 Gardner 6LXB, Voith DIWA851, Dennis Dominator 9
14.
Epicyclic gearing
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An epicyclic gear train consists of two gears mounted so that the center of one gear revolves around the center of the other. A carrier connects the centers of the two gears and rotates to carry one gear, called the planet gear, around the other, the planet and sun gears mesh so that their pitch circles roll without slip. A point on the circle of the planet gear traces an epicycloid curve. In this simplified case, the sun gear is fixed and the planetary gear roll around the sun gear. An epicyclic gear train can be assembled so the planet gear rolls on the inside of the circle of a fixed, outer gear ring, or ring gear. In this case, the curve traced by a point on the circle of the planet is a hypocycloid. The combination of gear trains with a planet engaging both a sun gear and a ring gear is called a planetary gear train. In this case, the gear is usually fixed and the sun gear is driven. Epicyclic gears get their name from their earliest application, which was the modeling of the movements of the planets in the heavens. Believing the planets, as everything in the heavens, to be perfect, they could travel in perfect circles. At around 500 BC, the Greeks invented the idea of epicycles, with this theory Claudius Ptolemy in the Almagest in 148 AD was able to predict planetary orbital paths. The Antikythera Mechanism, circa 80 BC, had gearing which was able to approximate the moons path through the heavens. Epicyclic gearing or planetary gearing is a system consisting of one or more outer gears, or planet gears, revolving about a central. Typically, the gears are mounted on a movable arm or carrier. Epicyclic gearing systems also incorporate the use of a ring gear or annulus. Planetary gears are classified as simple or compound planetary gears. Simple planetary gears have one sun, one ring, one carrier, Compound planetary gears involve one or more of the following three types of structures, meshed-planet, stepped-planet, and multi-stage structures. Compared to simple planetary gears, compound planetary gears have the advantages of larger reduction ratio, higher torque-to-weight ratio, and more flexible configurations
15.
Gear train
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A transmission is a machine in a power transmission system, which provides controlled application of the power. Often the term refers simply to the gearbox that uses gears and gear trains to provide speed. In British English, the term refers to the whole drivetrain, including clutch, gearbox, prop shaft, differential. In American English, however, the term more specifically to the gearbox alone. The most common use is in vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a high rotational speed, which is inappropriate for starting, stopping. The transmission reduces the engine speed to the slower wheel speed. Transmissions are also used on bicycles, fixed machines. Often, a transmission has multiple gear ratios with the ability to switch between them as speed varies and this switching may be done manually or automatically. Directional control may also be provided, single-ratio transmissions also exist, which simply change the speed and torque of motor output. The output of the transmission is transmitted via the driveshaft to one or more differentials, while a differential may also provide gear reduction, its primary purpose is to permit the wheels at either end of an axle to rotate at different speeds as it changes the direction of rotation. Conventional gear/belt transmissions are not the mechanism for speed/torque adaptation. Alternative mechanisms include torque converters and power transformation, automatic transmissions use a valve body to shift gears using fluid pressures in conjunction with an ecm. Early transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, and steam engines, in support of pumping, milling, most modern gearboxes are used to increase torque while reducing the speed of a prime mover output shaft. This means that the shaft of a gearbox rotates at a slower rate than the input shaft. A gearbox can be set up to do the opposite and provide an increase in speed with a reduction of torque. Some of the simplest gearboxes merely change the rotational direction of power transmission. Many typical automobile transmissions include the ability to select one of several gear ratios, in this case, most of the gear ratios are used to slow down the output speed of the engine and increase torque
16.
Powertrain
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In a motor vehicle, the term powertrain or powerplant describes the main components that generate power and deliver it to the road surface, water, or air. This includes the engine, transmission, drive shafts, differentials, more recently in hybrid Powertrains the battery, the electric motor and the control algorithm are also seen as elements of the Powertrain. Usually powertrain is used to refer to simply the engine and transmission, a motor vehicles driveline or drivetrain consists of the parts of the powertrain excluding the engine and transmission. It is the portion of a vehicle, after the transmission, in a wider sense, the power-train includes all of its components used to transform stored energy into kinetic energy for propulsion purposes. This includes the utilization of power sources and non–wheel-based vehicles. The most recent developments in powertrain are driven by the electrification of it in multiple components, electrical energy needs to be provided, usually this leads to larger batteries. Electrical engines can be found as isolated component or as part of other elements, in hybrid Powertrains the torque generated by the combustion engine and the electric motor have to be brought together and distributed to the wheels. The control of process can be quite involved but the reward are greatly improved acceleration values as well as much better emissions. Powertrain development for diesel engines involves the following, exhaust gas recirculation, changes also include new fuel qualities to allow new combustion concepts. So-called combined combustion systems or diesotto cycles are based on synthetic fuels, bEVs, FCEVs and PHEV powertrains are expected to reach parity with ICE powertrains in 2025. The manufacturing of components and systems is important to industry, including the automotive. In turn these requirements have led to designs involving higher internal pressures, greater instantaneous forces, the resulting designs in turn impose significantly more severe requirements on parts shape and dimension, and material surface flatness, waviness, roughness, and porosity. Quality control over these parameters is achieved through metrology technology applied to all of the steps in powertrain manufacturing processes, in automotive manufacturing, the frame plus the running gear makes the chassis. Later, a body, which is not necessary for integrity of the structure, is built on the chassis to complete the vehicle. Commercial vehicle manufacturers may have only and cowl and chassis versions that can be outfitted with specialized bodies. These include buses, motor homes, fire engines, ambulances, the frame plus the body makes a glider. The final drive is the last in the set of components which delivers torque to the drive wheels, in a road vehicle, it incorporates the differential. In a railway vehicle, it incorporates the reversing gear
17.
Railway brake
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Brakes are used on the cars of railway trains to enable deceleration, control acceleration or to keep them standing when parked. Clasp brakes are one type of historically used on trains. In the earliest days of railways, braking technology was primitive, some railways fitted a special deep-noted brake whistle to locomotives to indicate to the porters the necessity to apply the brakes. All the brakes at this stage of development were applied by operation of a screw and linkage to brake blocks applied to wheel treads, and it was also unreliable, as the application of brakes by guards depended upon them hearing and responding quickly to a whistle for brakes. This had become apparent from the trials on railway brakes carried out at Newark in the previous year, the chief types of solution were, The chain brake, such as the Heberlein brake, in which a chain was connected continuously along the train. As with car brakes, actuating pressure to apply brakes was transmitted hydraulically and these found some favor in the UK, but even in the UK problems were found with the water used as brake fluid freezing The Westinghouse air brake system. The Westinghouse system uses smaller air reservoirs and brake cylinders than the vacuum equipment. An ejector on the created a vacuum in a continuous pipe along the train. This system was very cheap and effective, but it had the weakness that it became inoperative if the train became divided or if the train pipe was ruptured. This system was similar to the vacuum system, except that the creation of vacuum in the train pipe exhausted vacuum reservoirs on every vehicle. If the driver applied the brake, his drivers brake valve admitted atmospheric air to the pipe. Being an automatic brake, this system applies braking effort if the train divided or if the train pipe is ruptured. Its disadvantage is that the vacuum reservoirs were required on every vehicle, and their bulk. Note, there are a number of variants and developments of all these systems, the Newark trials showed the braking performance of the Westinghouse air-brakes to be distinctly superior but for other reasons it was the vacuum system that was generally adopted on UK railways. Goods and mineral vehicles were provided with hand brakes by which the brakes could be applied by a lever operated by staff on the ground. Early goods vehicles had brake handles on one side only and random alignment of the vehicles gave the guard sufficient braking but, from about 1930 and these trains, not fitted with continuous brakes were described as unfitted trains and they survived in British practice until about 1985. By 1952 only 14% of open wagons, 55% of covered, in the early days of diesel locomotives, a purpose-built brake tender was attached to the locomotive to increase braking effort when hauling unfitted trains. The brake tender was low, so that the driver could see the line and signals ahead if the brake tender was propelled ahead of the locomotive
18.
Vacuum brake
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The vacuum brake is a braking system employed on trains and introduced in the mid-1860s. A variant, the vacuum brake system, became almost universal in British train equipment. Vacuum brakes also enjoyed a period of adoption in the United States. Its limitations caused it to be superseded by compressed air systems starting in the United Kingdom from the 1970s onward. The vacuum brake system is now obsolete, it is not in large-scale usage anywhere in the world, other than in South Africa and this was clearly unsatisfactory, but the existing technology did not offer an improvement. A chain braking system was developed, requiring a chain to be coupled throughout the train, Vacuum, rather than compressed air, was preferred because steam locomotives can be fitted with ejectors, venturi devices that create vacuum without moving parts. The simple vacuum system had the defect that in the event of one of the hoses connecting the vehicles becoming displaced the vacuum brake on the entire train was useless. In this accident at Armagh, a portion of a train was detached from the locomotive on a gradient and ran away. The train was fitted with the vacuum brake, which was useless on the disconnected portion of the train. In its simplest form, the vacuum brake consists of a continuous pipe—the train pipe—running throughout the length of the train. In normal running a partial vacuum is maintained in the pipe. When air is admitted to the pipe, the air at atmospheric pressure acts against pistons in cylinders in each vehicle. A vacuum is sustained on the face of the pistons. A mechanical linkage transmits this force to brake shoes which act on the treads of the wheels, the brake cylinder is contained in a larger housing—this gives a reserve of vacuum as the piston operates. The cylinder rocks slightly in operation to maintain alignment with the brake rigging cranks, so it is supported in trunnion bearings, and the vacuum pipe connection to it is flexible. The piston in the cylinder has a flexible piston ring that allows air to pass from the upper part of the cylinder to the lower part if necessary. When the vehicles have been at rest, so that the brake is not charged, when a locomotive is coupled to the vehicles, the driver moves the brake control to the release position and air is exhausted from the train pipe, creating a partial vacuum. Air in the part of the brake cylinders is also exhausted from the train pipe
19.
Railway air brake
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A railway air brake is a railway brake power braking system with compressed air as the operating medium. Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on March 5,1868, the Westinghouse Air Brake Company was subsequently organized to manufacture and sell Westinghouses invention. In various forms, it has nearly universally adopted. The Westinghouse system uses air pressure to charge air reservoirs on each car, full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, in the air brakes simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, the mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels. The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a line made up of pipes beneath each car. The principal problem with the air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. This could easily cause a runaway train, straight air brakes are still used on locomotives, although as a dual circuit system, usually with each bogie having its own circuit. Unlike the straight air system, the Westinghouse system uses a reduction in air pressure in the line to apply the brakes. The triple valve is described as being so named as it performs three functions, Charging air into an air tank ready to be used, applying the brakes, in so doing, it supports certain other actions. When he soon improved the device by removing the poppet valve action, if the pressure in the train line is lower than that of the reservoir, the brake cylinder exhaust portal is closed and air from the cars reservoir is fed into the brake cylinder. Pressure increases in the cylinder, applying the brakes, while decreasing in the reservoir and this action continues until equilibrium between the brake pipe pressure and reservoir pressure is achieved. At that point, the airflow from the reservoir to the cylinder is lapped off. If the pressure in the line is higher than that of the reservoir. The triple valve also causes the cylinder to be exhausted to the atmosphere. As the pressure in the line and that of the reservoir equalize, the triple valve closes, causing the air in the reservoir to be sealed in. When the engine operator releases the brake, the brake valve portal to atmosphere is closed
20.
Horsepower
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Horsepower is a unit of measurement of power. There are many different standards and types of horsepower, two common definitions being used today are the mechanical horsepower, which is approximately 746 watts, and the metric horsepower, which is approximately 735.5 watts. The term was adopted in the late 18th century by Scottish engineer James Watt to compare the output of engines with the power of draft horses. It was later expanded to include the power of other types of piston engines, as well as turbines, electric motors. The definition of the unit varied among geographical regions, most countries now use the SI unit watt for measurement of power. With the implementation of the EU Directive 80/181/EEC on January 1,2010, units called horsepower have differing definitions, The mechanical horsepower, also known as imperial horsepower equals approximately 745.7 watts. It was defined originally as exactly 550 foot-pounds per second [745.7 N. m/s), the metric horsepower equals approximately 735.5 watts. It was defined originally as 75 kgf-m per second is approximately equivalent to 735.5 watts, the Pferdestärke PS is a name for a group of similar power measurements used in Germany around the end of the 19th century, all of about one metric horsepower in size. The boiler horsepower equals 9809.5 watts and it was used for rating steam boilers and is equivalent to 34.5 pounds of water evaporated per hour at 212 degrees Fahrenheit. One horsepower for rating electric motors is equal to 746 watts, one horsepower for rating Continental European electric motors is equal to 735 watts. Continental European electric motors used to have dual ratings, one British Royal Automobile Club horsepower can equal a range of values based on estimates of several engine dimensions. It is one of the tax horsepower systems adopted around Europe, the development of the steam engine provided a reason to compare the output of horses with that of the engines that could replace them. He had previously agreed to take royalties of one third of the savings in coal from the older Newcomen steam engines and this royalty scheme did not work with customers who did not have existing steam engines but used horses instead. Watt determined that a horse could turn a mill wheel 144 times in an hour, the wheel was 12 feet in radius, therefore, the horse travelled 2.4 × 2π ×12 feet in one minute. Watt judged that the horse could pull with a force of 180 pounds-force. So, P = W t = F d t =180 l b f ×2.4 ×2 π ×12 f t 1 m i n =32,572 f t ⋅ l b f m i n. Watt defined and calculated the horsepower as 32,572 ft·lbf/min, Watt determined that a pony could lift an average 220 lbf 100 ft per minute over a four-hour working shift. Watt then judged a horse was 50% more powerful than a pony, engineering in History recounts that John Smeaton initially estimated that a horse could produce 22,916 foot-pounds per minute
21.
Tractive force
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In railway engineering, the term tractive effort is often used synonymously with tractive force to describe the pulling or pushing capability of a locomotive. The published tractive force value for any vehicle may be theoretical—that is, the term tractive effort is often qualified as starting tractive effort, continuous tractive effort and maximum tractive effort. The product of μ and m is the factor of adhesion, Starting tractive effort, Starting tractive effort is the tractive force that can be generated at a standstill. This figure is important on railways because it determines the maximum weight that a locomotive can set into motion. Maximum tractive effort, Maximum tractive effort is defined as the highest tractive force that can be generated under any condition that is not injurious to the vehicle or machine. In most cases, maximum tractive effort is developed at low speed, due to the relationship between power, velocity and force, described as, P = vF or P/v = F tractive effort inversely varies with speed at any given level of available power. Continuous tractive effort is often shown in graph form at a range of speeds as part of a tractive effort curve, the period of time for which the maximum continuous tractive effort may be safely generated is usually limited by thermal considerations. Such as temperature rise in a traction motor, specifications of locomotives often include tractive effort curves, showing the relationship between tractive effort and velocity. The shape of the graph is shown at right, the line AB shows operation at the maximum tractive effort, the line BC shows continuous tractive effort that is inversely proportional to speed. Tractive effort curves often have graphs of rolling resistance superimposed on them—the intersection of the rolling resistance graph, once in motion, the train will develop additional drag as it accelerates due to aerodynamic forces, which increase with the square of the speed. Drag may also be produced at speed due to truck hunting, if acceleration continues, the train will eventually attain a speed at which the available tractive force of the locomotive will exactly offset the total drag, causing acceleration to cease. This top speed will be increased on a due to gravity assisting the motive power. Tractive effort can be calculated from a locomotives mechanical characteristics, or by actual testing with drawbar strain sensors. Power at rail is a term for the available power for traction, that is. An estimate for the effort of a single cylinder steam locomotive can be obtained from the cylinder pressure, cylinder area, stroke of the piston. The torque developed by the motion of the piston depends on the angle that the driving rod makes with the tangent of the radius on the driving wheel. For a more useful value an average value over the rotation of the wheel is used, the driving force is the torque divided by the wheel radius. Modern locomotives with roller bearings were probably underestimated, european designers used a constant of 0.6 instead of 0.85, so the two cannot be compared without a conversion factor
22.
Newton (unit)
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The newton is the International System of Units derived unit of force. It is named after Isaac Newton in recognition of his work on classical mechanics, see below for the conversion factors. One newton is the force needed to one kilogram of mass at the rate of one metre per second squared in direction of the applied force. In 1948, the 9th CGPM resolution 7 adopted the name newton for this force, the MKS system then became the blueprint for todays SI system of units. The newton thus became the unit of force in le Système International dUnités. This SI unit is named after Isaac Newton, as with every International System of Units unit named for a person, the first letter of its symbol is upper case. Note that degree Celsius conforms to this rule because the d is lowercase. — Based on The International System of Units, section 5.2. Newtons second law of motion states that F = ma, where F is the applied, m is the mass of the object receiving the force. The newton is therefore, where the symbols are used for the units, N for newton, kg for kilogram, m for metre. In dimensional analysis, F = M L T2 where F is force, M is mass, L is length, at average gravity on earth, a kilogram mass exerts a force of about 9.8 newtons. An average-sized apple exerts about one newton of force, which we measure as the apples weight, for example, the tractive effort of a Class Y steam train and the thrust of an F100 fighter jet engine are both around 130 kN. One kilonewton,1 kN, is 102.0 kgf,1 kN =102 kg ×9.81 m/s2 So for example, a platform rated at 321 kilonewtons will safely support a 32,100 kilograms load. Specifications in kilonewtons are common in safety specifications for, the values of fasteners, Earth anchors. Working loads in tension and in shear, thrust of rocket engines and launch vehicles clamping forces of the various moulds in injection moulding machines used to manufacture plastic parts
23.
Route availability
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Route Availability is the system by which the permanent way and supporting works of the National Rail network of Great Britain are graded. All routes are allocated an RA number between 1 and 10, rolling stock is also allocated an RA and the RA of a train is the highest RA of any of its elements. The train must have a route availability lower than or equal to the RA of a line to be allowed to use it, the RA is primarily related to the axle load of the vehicle, although axle spacing is also taken into consideration. In practice it is the locomotive which governs where trains may operate, exemptions may be obtained to allow locomotives to operate on lines from which they may otherwise be banned. An exemption might be granted by placing a speed restriction over a weak bridge, the route availability for a line is calculated by taking into account bridge strength, track condition, structural issues and so on. A route availability of one is the most restricted line, open to one type of locomotive specially designed for it. A route availability of 10 is the most open, usable by any locomotive that fits within the GB loading gauge that has passed for it. Route availability for a vehicle is based upon its axle loading. That is, how much of the weight of the vehicle is distributed on each axle. The more weight on each axle, the higher the RA number, the uneven weight distribution of the class 28 Co-Bo forced the use of a six-wheel bogie at one end in order to stay within RA8. For wagons it is normal to have different RAs when running empty, a locomotive with RA1 is able to work on any line, although it will have a very light axle loading. An RA10 locomotive could only work upon an RA10 line, the RA of a locomotive must not exceed the RA of the track except under strictly controlled circumstances. Several routes will have had their RA numbers changed since that time, * Depending on sub-class, see individual article for details. Before nationalisation the Big Four railway companies had their own classification systems, each locomotive had a coloured disc painted on the cab side to indicate its route availability, U. S
24.
Locomotive
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A locomotive or engine is a rail transport vehicle that provides the motive power for a train. A locomotive has no payload capacity of its own, and its purpose is to move the train along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles and these are not normally considered locomotives, and may be referred to as multiple units, motor coaches or railcars. The use of these vehicles is increasingly common for passenger trains. Traditionally, locomotives pulled trains from the front, however, push-pull operation has become common, where the train may have a locomotive at the front, at the rear, or at each end. Prior to locomotives, the force for railroads had been generated by various lower-technology methods such as human power, horse power. The first successful locomotives were built by Cornish inventor Richard Trevithick, in 1804 his unnamed steam locomotive hauled a train along the tramway of the Penydarren ironworks, near Merthyr Tydfil in Wales. Although the locomotive hauled a train of 10 long tons of iron and 70 passengers in five wagons over nine miles, the locomotive only ran three trips before it was abandoned. Trevithick built a series of locomotives after the Penydarren experiment, including one which ran at a colliery in Tyneside in northern England, the first commercially successful steam locomotive was Matthew Murrays rack locomotive, Salamanca, built for the narrow gauge Middleton Railway in 1812. This was followed in 1813 by the Puffing Billy built by Christopher Blackett and William Hedley for the Wylam Colliery Railway, Puffing Billy is now on display in the Science Museum in London, the oldest locomotive in existence. In 1814 George Stephenson, inspired by the locomotives of Trevithick. He built the Blücher, one of the first successful flanged-wheel adhesion locomotives, Stephenson played a pivotal role in the development and widespread adoption of steam locomotives. His designs improved on the work of the pioneers, in 1825 he built the Locomotion for the Stockton and Darlington Railway, north east England, which became the first public steam railway. In 1829 he built The Rocket which was entered in and won the Rainhill Trials and this success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives used on railways in the United Kingdom, the United States and much of Europe. The first inter city passenger railway, Liverpool and Manchester Railway, opened in 1830, there are a few basic reasons to isolate locomotive train power, as compared to self-propelled vehicles. Maximum utilization of power cars Separate locomotives facilitate movement of costly motive power assets as needed, flexibility Large locomotives can substitute for small locomotives when more power is required, for example, where grades are steeper. As needed, a locomotive can be used for freight duties. Obsolescence cycles Separating motive power from payload-hauling cars enables replacement without affecting the other, to illustrate, locomotives might become obsolete when their associated cars did not, and vice versa
25.
British Rail Class 04
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The British Rail Class 04 was a 0-6-0 diesel-mechanical shunting locomotive class, built between 1952 and 1962 and was the basis for the later Class 03 built in the British Railways workshops. The Class 04 locomotives were supplied by the Drewry Car Co. which at the time had no manufacturing capability, Drewry sub-contracted the construction work to two builders both of whom built other locomotives under the same arrangement. Early locomotives were built by Vulcan Foundry and later examples were built by Robert Stephenson, a clear line of development can be seen in the Class 04s from the 0-4-0DM locomotives built by Andrew Barclay and Drewry/Vulcan Foundry in the early 1940s. The design continued to develop during the period, but this was generally confined to the size of the cab windows. Similar locomotives had been built before the first Class 04, the first four of these locomotives were fitted with side skirting and cowcatchers for use on the Wisbech and Upwell Tramway and on the Yarmouth Docks tramway system. The next batch differed from the first in being fitted with conical exhaust stacks, however, at least two were also fitted with cowcatchers, etc. for use on the Ipswich docks tramway system. Mechanically they were identical to the Class 03, with the same 24 litre Gardner engine, 5-speed epicyclic gearbox, the internal cab layout was almost symmetrical to allow the driver to work from either side as required. The drive to the wheels was by coupling rods from the jackshaft, with this reduction in the need for shunters it was decided to standardise on the Class 03 as a light diesel-mechanical shunter and the Class 08 and 09 as larger, diesel-electric shunters. The Class 04s were withdrawn from service earlier than the Class 03, four were exported to Italy about 1972, with D2289 reported as still in service. W. Awdry, and the subsequent Thomas the Tank Engine, a class 04 is preserved in this guise at Mangapps Railway Museum, running number 11104. Airfix produced a plastic OO kit in the 1960s, this is available in the Dapol range as kit number C60. Bachmann produced an example in N and 00,0 and 1 gauge, an HO gauge model was made to be used as the Thomas and Friends character Mavis. In O gauge Vulcan produced a Kit and Bachmann produced ready to run models Strickland, camberley, Surrey, Diesel and Electric Group
26.
Diesel locomotive
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A diesel locomotive is a type of railway locomotive in which the prime mover is a diesel engine. Several types of diesel locomotive have been developed, differing mainly in the means by which power is conveyed to the driving wheels. Early internal combustion engine-powered locomotives and railmotors used gasoline as their fuel, soon after Dr. Rudolf Diesel patented his first compression ignition engine in 1892, it was considered for railway propulsion. Progress was slow, however, as several problems had to be overcome, power transmission was a primary concern. As opposed to steam and electric engines, internal combustion engines work efficiently only within a range of turning frequencies. In light vehicles, this could be overcome by a clutch, in heavy railway vehicles, mechanical transmission never worked well or wore out too soon. Experience with early gasoline powered locomotives and railcars was valuable for the development of diesel traction, one step towards diesel-electric transmission was the petrol-electric vehicle, such as the Acsev Weitzer railmotor, which could operate from batteries and electric overhead wires too. Steady improvements in diesel design gradually reduced its size and improved its power-to-weight ratio to a point where one could be mounted in a locomotive. Once the concept of drive was accepted, the pace of development quickened. In 1930, Armstrong Whitworth of the United Kingdom delivered two 1,200 hp locomotives using engines of Sulzer design to Buenos Aires Great Southern Railway of Argentina, currently, almost all diesel locomotives are diesel-electric, although the diesel-hydraulic type was widely used between the 1950s and 1970s. The Soviet diesel locomotive TEP80-0002 lays claim to the speed record for a diesel railed vehicle. In 1894, a 20 h. p. two axle machine built by Priestman Brothers was used on the Hull Docks, in 1896 an oil-engined railway locomotive was built for the Royal Arsenal, Woolwich, England, in 1896, using an engine designed by Herbert Akroyd Stuart. It was not, strictly, a diesel because it used a hot bulb engine, following the expiration of Dr. Rudolf Diesels patent in 1912, his engine design was successfully applied to marine propulsion and stationary applications. However, the massiveness and poor power-to-weight ratio of early engines made them unsuitable for propelling land-based vehicles. Therefore, the potential as a railroad prime mover was not initially recognized. This changed as development reduced the size and weight of the engine, the worlds first diesel-powered locomotive was operated in the summer of 1912 on the Winterthur-Romanshorn Railroad in Switzerland, but was not a commercial success. In 1906, Rudolf Diesel, Adolf Klose and the steam, Sulzer had been manufacturing Diesel engines since 1898. During further test runs in 1913 several problems were found, after the First World War broke out in 1914, all further trials were stopped
27.
Switcher
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They do this in classification yards. Switchers may also make short runs and even be the only motive power on branch lines and switching. The term can also be used to describe the workers operating these engines or engaged in directing shunting operations, the typical switcher is optimised for its job, being relatively low-powered but with a high starting tractive effort for getting heavy cars rolling quickly. Switchers are geared to produce high torque but are restricted to low top speeds and have small diameter driving wheels, switchers are rail analogs to tugboats. US switchers tend to be larger, with bogies to allow them to be used on tight radiuses, European shunters tend to be smaller and more often have fixed axles. They also often maintained coupling rods for longer than other types, although bogie types have long been used where very heavy loads are involved. Switching is hard work, and heavily used switch engines wear out quickly from the abuse of constant hard contacts with cars, nevertheless, some types have been remarkably long-lived. Diesel switchers tend to have a cab and often lower and/or narrower hoods containing the diesel engines. Slugs are often used because they allow even greater effort to be applied. Nearly all slugs used for switching are of the low hood, good visibility in both directions is critical, because a switcher may be running in either direction, turning the locomotive is time-consuming. Some earlier diesel switchers used cow-calf configurations of two powered units in order to provide greater power, the vast majority of modern switchers are diesels, but countries with near-total electrification, like Switzerland, use electric switchers. Prior to the introduction of locomotives, electric shunting locomotives were used to an extent in Great Britain where heavy trains needed to be started on steep gradients. The steeply-graded Quayside Branch in Newcastle upon Tyne was electrified by the North Eastern Railway in 1905,1, is now part of the National Collection and resides at Locomotion in Shildon. A number of the early German locomotives built for use on lines have been preserved. These specialised locomotives were tall steeple-cab types not seen anywhere else, one example built by Greenwood and Batley in Armley, Leeds is preserved at the Middleton Railway, not far from where it was built. Small industrial shunters are sometimes of the battery-electric type, an early battery-electric shunting locomotive is shown here. The Tyne and Wear Metro has three battery electric shunters built by Hunslet, which are used to haul engineering trains when the supply is switched off. Flywheel energy storage was used experimentally by Sentinel
28.
Isle of Wight
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The Isle of Wight /ˈaɪl əv ˈwaɪt/ is a county and the largest and second-most populous island in England. It is located in the English Channel, about 4 miles off the coast of Hampshire, the island has resorts that have been holiday destinations since Victorian times, and is known for its mild climate, coastal scenery, and verdant landscape of fields, downland and chines. The island has been home to the poets Swinburne and Tennyson and to Queen Victoria and it has a maritime and industrial tradition including boat building, sail making, the manufacture of flying boats, the hovercraft, and Britains space rockets. The island hosts annual festivals including the Isle of Wight Festival. It has well-conserved wildlife and some of the richest cliffs and quarries for dinosaur fossils in Europe, the Isle was owned by a Norman family until 1293 and was earlier a kingdom in its own right. Rural for most of its history, its Victorian fashionability and the affordability of holidays led to significant urban development during the late 19th. The island was part of Hampshire until 1890 when it became its own administrative county, apart from a shared police force, there is now no administrative link with Hampshire, although a combined local authority with Portsmouth and Southampton is being considered. Until 1995 the island had a governor, the quickest public transport link to the mainland is the hovercraft from Ryde to Southsea, while three ferry and two catamaran services cross the Solent to Southampton, Lymington and Portsmouth. During the Ice Age, sea levels were lower and the Solent was part of a river flowing south east from current day Poole Harbour towards mid-Channel. As sea levels rose, the valley became flooded. The first inhabitants are assumed to have been hunter-gatherers migrating by land during the Paleolithic or Old Stone Age period, as the ice age began to recede. From the Neolithic era onwards, there are indications that the island had wide trading links, with a port at Bouldnor, evidence of Bronze Age tin trading, caesar reported that the Belgae took the Isle of Wight in about 85 BC and gave its name as Vectis. The Roman historian Suetonius mentions that the island was captured by the commander Vespasian, the Romans built no towns or roads on the island, but the remains of at least seven Roman villas have been found, indicating the prosperity of local agriculture. During the Dark Ages the island was settled by Jutes as the kingdom of Wihtwara under King Arwald. In 685 it was invaded by Caedwalla, who tried to replace the inhabitants with his own followers and it suffered especially from Viking raids, and was often used as a winter base by Viking raiders when they were unable to reach Normandy. Later, both Earl Tostig and his brother Harold Godwinson held manors on the island, the Norman Conquest of 1066 created the position of Lord of the Isle of Wight, the island being given by William the Conqueror to his kinsman William FitzOsbern. Carisbrooke Priory and the fort of Carisbrooke Castle were then founded, allegiance was sworn to FitzOsbern rather than the king, the Lordship was subsequently granted to the de Redvers family by Henry I, after his succession in 1100. For nearly 200 years the island was a semi-independent feudal fiefdom, the final private owner was the Countess Isabella de Fortibus, who, on her deathbed in 1293, was persuaded to sell it to Edward I
29.
West Anglia Great Northern
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Prism Rail was awarded the West Anglia Great Northern franchise and commenced operations on 5 January 1997. West Anglia Great Northern made an open access application to extend services from Peterborough to Doncaster, in July 2000 to, West Anglia Great Northern was included in the sale of Prism Rail to National Express. In 2002 as part of a reorganisation by the Strategic Rail Authority. In December 2003, the Strategic Rail Authority awarded the Greater Anglia franchise to National Express, after being granted a two-year franchise extension, the Great Northern services were retained with the company now referring to itself as WAGN rather than West Anglia Great Northern. West Anglia Great Northern inherited a fleet of Class 313, Class 315, Class 317, Class 322, some Class 322s were loaned to First North Western from 1997 until 1999, before all five went to ScotRail in 2001. In 2004, sixteen Class 365s were transferred from South Eastern Trains, dedicated bicycle and wheelchair spaces and improved lighting were also provided, with the exterior receiving a new white, grey, blue and red livery. Suburban trains were improved with the Class 313s gaining new seats with higher backs, wheelchair provision. These emerged from refurbishment at Railcare, Wolverton in a white undercoat before a metallic purple livery was introduced in 2001. A dedicated Class 317/7 fleet was created for the Stansted Express through the refurbishment of 9 Class 317 units during 1999/2000 and these featured an improved passenger environment and new metallic blue livery Stansted Express livery. West Anglia Great Northerns fleet was maintained at Hornsey and Ilford depots, as part of a franchise reorganisation by the Strategic Rail Authority, the Great Northern services were merged into the Thameslink franchise. Media related to West Anglia Great Northern at Wikimedia Commons
30.
Hornsey EMU depot and former steam locomotive shed
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The area around Hornsey railway station in Hornsey has been the site of several railway maintenance facilities from the mid 19th century onwards. Initial developments included two road engine sheds, built east of the station and north of the station, in 1899 a substantial eight road engine shed was built east of the station. In c.1973 an electric multiple unit depot was constructed as part of the electrification of the Great Northern rail route. A separate maintenance facility is under construction on the site of the old Coronation sidings for Class 700 units of the Thameslink rolling stock programme, a two road dead ended shed was established by the Great Northern Railway in 1850, on the east side of the station. The shed closed in 1866 when the nearby Wood Green shed had been built, and was later demolished, making way for expansion of Hornsey station. In 1866 another two road dead ended shed was established, ~1 km north of the station on the west side of the adjacent to a new water works. In 1899 an 8 track shed was constructed to the east of Hornsey station, together with a 52 ft turntable, coal stage and water tank, the shed was connected via the Ferme Park sidings. The shed provided locos for shunting in the yard and nearby Ferme Park sidings, Hornsey locos shared suburban duties over the southern end of the GNR with locos from Kings Cross Top Shed. Under British Railways the facility received the shed code 34B, the depots initial allocation was primarily GNR Class N1s, GNR Class N2s and GNR Class J13s. With the passing of steam, in 1961 the shed was converted for use with diesel traction, the sheds duties were passed to nearby Finsbury Park diesel depot. In 1973 the shed was converted for use as an Overhead Line maintenance depot, at the same time the old loco shed was converted to use as an Overhead Line maintenance depot, stabling an OHL repair train. After 1973 the depot code became HE, in 2008 First Capital Connect opened a Driver Training Academy at the depot in 2008, equipped with British Rail Class 319 and Class 365 driving simulators. The simulators became operational in 2009, in 2009 Network Rail initiated plans to build a new EMU depot at Hornsey, as part of the Thameslink Programme. After consultations, revised plans for a depot were submitted in 2011. The depot is expected to open in 2016, Hornsey depot is currently an Electric Multiple Unit depot for Class 313, Class 317, Class 321, Class 365 and Class 387 units. These units are used on the Thameslink and Great Northern Routes, Thameslink units are brought to Hornsey for maintenance tasks such as wheel turning, which Bedford Cauldwell depot is unable to do. Facilities include a lathe, large maintenance shed with lifting facilities and a train-washing plant. Rail Atlas Great Britain & Ireland, S. K. Baker ISBN 0-86093-553-1
31.
Train Protection & Warning System
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The Train Protection & Warning System is a train protection system throughout the two UK passenger main-line railway networks, and in Victoria, Australia. TPWS is not designed to prevent SPADs but to mitigate against the consequences of a SPAD, a standard installation consists of an on-track transmitter adjacent to a signal, activated when the signal is at danger. A train that passes the signal will have its emergency brake activated, at around 400 high-risk locations, TPWS+ is installed with a third transmitter further in rear of the signal increasing the effectiveness to 100 mph. When installed in conjunction with signal controls such as double blocking, TPWS is not the same as timed train stops that accomplish a similar task with different technology. Trial installations of track side and train mounted equipment were made in 1997, with trials, the rollout of TPWS accelerated when the Railway Safety Regulations 1999 came into force in 2003, requiring the installation of train stops at a number of types of location. A pair of loops is placed 50–450 metres on the approach side of the signal. The distance between the loops determines the speed at which the on board equipment will apply the trains emergency brake. When the trains TPWS receiver passes over the first loop a timer begins to count down, if the second loop is passed before the timer has reset, the TPWS will activate. The further the pair of loops is from the signal, the widely spaced they will be. There is another pair of loops at the signal, also energised when the signal is at danger and these are placed together and will stop a train that runs past the signal. In a standard installation there are two pairs of loops, colloquially referred to as grids or toast racks, both pairs consist of an arming and a trigger loop. If the signal is at danger the loops will be energised, if the signal is at proceed, the loops will de-energise. The first pair, the Overspeed Sensor System, is sited at a position determined by line speed, the loops are separated by a distance that should not be traversed within a pre-determined period of time if the train is running at a safe speed approaching the signal at danger. The first, arming, loop emits a frequency of 64.25 kHz, the second, trigger, loop has a frequency of 65.25 kHz. The other pair of loops is back to back at the signal, the arming and trigger loops work at 66.25 kHz and 65.25 kHz respectively. The brakes will be applied if the equipment detects both frequencies together after having detected the arming frequency alone. Thus, an energised TSS is effective at any speed, since a train may be required to pass a signal at danger during failure etc. the driver has the facility to override a TSS, but not an OSS. For opposite-direction TPWS equipment, the frequencies are different, working at 64.75,65.75
32.
First Capital Connect
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First Capital Connect was a British train operating company, owned by FirstGroup, that operated the Thameslink Great Northern franchise from April 2006 to September 2014. First Capital Connect was a provider of commuter and regional services in London. It operated passenger services from Luton and Bedford via the Thameslink route to Sutton, Wimbledon and Brighton via Central London. It also operated commuter, suburban and regional services out of London Kings Cross and London Moorgate to Hertfordshire, Cambridgeshire, major destinations served included Cambridge, Kings Lynn and Peterborough. First Capital Connect ceased operations at 02,00 on 14 September 2014, the term of the franchise was originally for nine years, finishing in 2015. It was announced on 5 August 2011 that the franchise would end on 14 September 2013, on 24 July 2007 the government announced that it was fully committed to funding the Thameslink Programme, and the project is now well under way. In the early part of 2007, First Capital Connect conducted a study and undertook consultation on options for increasing the capacity of services to Peterborough and Cambridge. The final recommendations involved lengthening four peak services from eight to 12 carriages from May 2009,1,779 more seats have been provided during the morning peak and 2,490 during the evening peak, significantly reducing the number of rush-hour commuters unable to find a seat. In December 2011, the DfT announced that all services operated by First Capital Connect would be included within the new Thameslink Southern & Great Northern franchise. On 29 March 2012, the Department for Transport announced that Abellio, FirstGroup, Govia, MTR, the Invitation to Tender was to have been issued in October 2012, with the successful bidder announced in early 2013. However, in the wake of the InterCity West Coast re-franchising process collapsing, in January 2013, the government announced it would be exercising an option to extend the franchise until 31 March 2014. In March 2013, the Secretary of State for Transport announced plans for a direct award franchise which would run until 13 September 2014. On 18 February 2014, the Department for Transport announced it had agreed a new franchise with First Capital Connect. On 23 May 2014, the new TSGN franchise was awarded to Govia with services operated by First Capital Connect transferring to Govia Thameslink Railway on 14 September 2014, FCC had two control centres for the Thameslink route. North of Blackfriars was controlled from West Hampstead, within the signal box, south of Blackfriars from Three Bridges. The disruptions were triggered by FCC drivers declining to work overtime or during their allotted rest days, without access to overtime and rest day work, FCC was unable to provide enough drivers to maintain its standard Thameslink service. Trains returned to the normal timetables from 18 January, but delays and it was revealed that First Capital Connect achieved 60% in its punctuality during the first half of January 2010 on the Thameslink route. First Capital Connect has since offered improved discount and refund packages for customers affected by the disruption, on 23 December 2010 FCC introduced an emergency timetable on the Great Northern route, reducing the number of rush-hour trains by 75%
33.
Govia Thameslink Railway
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Govia Thameslink Railway /ɡoʊˈvaɪ. ə ˈtɛmzlɪŋk/ is a train operating company that operates the Thameslink, Southern and Great Northern rail franchise in England. Within the franchise, GTR runs the Thameslink, Great Northern, Southern, GTR is a subsidiary of Govia, which is itself a joint venture between the British Go-Ahead Group and French company Keolis. The company was awarded the TSGN franchise in May 2014, under a new contract whereby the Department for Transport will pay GTR £8.9 billion over the seven years and it began operating services under the Thameslink and Great Northern brands in September 2014. Southern and Gatwick Express became part of GTR in July 2015, making it the largest rail franchise in terms of passengers, staff, the franchise has an unusual structure, it is a management contract where fare income does not go to GTR. Instead GTR is paid a fee for operating the service, and this form of franchise was chosen because of long-term engineering works anticipated around London, which would be a significant challenge to organise within the normal form of franchise. In June 2016, amongst criticism of the performance of its services, Go-Ahead warned of lower than anticipated profits on the franchises, passengers had previously rated its Thameslink service as the worst in the country. Only 20% of Southern trains arrived on time in the year from April 2015 to March 2016, and there was an ongoing industrial dispute over driver-only operated trains. On 12 July 2016, after 15% of Southern services were cancelled for a period of weeks to improve service reliability, on 15 July 2016, Rail Minister Claire Perry resigned. Govia Thameslink Railway has operated Thameslink and Great Northern services since 14 September 2014, Great Northern is the name of the suburban rail services run on the southern end of Britains East Coast Main Line and associated branches. Services operate to or from London Kings Cross and Moorgate in London, destinations include Hertford North, Welwyn Garden City, Stevenage, Peterborough, Cambridge and Kings Lynn. The Southern and Gatwick Express brands joined Govia Thameslink Railway on 26 July 2015, additionally, Southern run West London route services from Milton Keynes to South Croydon via Watford and Clapham Junction. Since 2008, Southern has operated the Gatwick Express service from London Victoria to Gatwick Airport, official website Thameslink and Great Northern website
34.
Rushden, Higham and Wellingborough Railway
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The Rushden, Higham & Wellingborough Railway is a heritage railway operated by the Rushden Historical Transport Society in the United Kingdom. As of April 2016, around 1⁄2 mile stretch of the line is operated between Rushden station and Prospect Avenue, there are plans to extend the line to Higham Ferrers. Rushden station has been preserved by the Rushden Historical Transport Society, the station building is fully intact and open with no admission fee although donations are requested. The footbridge is currently missing, and a level crossing divides the platform into two sections, a replacement footbridge similar to the original is awaiting installation, at which point the missing section of platform will be replaced. On operating days trains use a separate platform slightly to the east, there is a signal box on site also. To the west immediately after the station there is a bridge missing, to the east, the line ends adjacent to Prospect Ave, and is used throughout the year. On site can be found a main-line diesel, Class 31,31206, a number of Mark 1 carriages, in addition the line has a few industrial steam locomotives and some small diesel shunters. Frequently a number of preserved buses and coaches can also be found on the site, diesel locomotives BR A1A-A1A Class 31 no.31206. BR A1A-A1A Class 31 no.31289, BR 0-6-0 Class 03 no.03179. 4wDH Diesel-Hydraulic Sentinel shunter no.10159, diesel multiple units BR Class 121 no.55029 Network Rail Yellow Built in 1960. Coaching stock BR Post Office Sorting Van NSA80334 built in 1969, BR Post Office Stowage Van NTA80413 built in 1957. BR Brake Post Office Stowage Van NUA80457 built in 1968, BR High-security General Utility Van NKA94102 built in 1959. BR Mark 1 Tourist Second Open no.3918 built in 1954, BR Mark 1 BSK no.34004 built in 1951. BR Mark 2 Tourist Second Open no.5166, LNER Gresley Buffet Carriage no.24279 built in 1937. Steam Locomotives Andrew Barclay 0-4-0ST No 2168 Edmundsons, awaiting major restoration, planned to start once Cherwell is completed. Aveling and Porter 2-2-0WT No 9449 The Blue Circle, Rushden Parkway railway station Rushden Station Railway Museum The railway website
35.
Jackshaft
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A jackshaft, also called a countershaft, is a common mechanical design component used to transfer or synchronize rotational force in a machine. A jackshaft is often just a stub with supporting bearings on the ends. In general, a jackshaft is any shaft that is used as a transmitting power from a driving shaft to a driven shaft. The oldest uses of the term appear to involve shafts that were intermediate between water wheels or stationary steam engines and the line shafts of 19th century mills. In these early sources from New England mills in 1872 and 1880, another 1872 author wrote Gear wheels are used in England to transmit the power of the engine to what is usually called the jack shaft. By 1892, the quotes were gone, but the use remained the same, the pulleys on the jackshafts of mills or power plants were frequently connected to the shaft with clutches. For example, in the 1890s, the room of the Virginia Hotel in Chicago had two Corliss engines and five dynamos, linked through a jackshaft. Clutches on the jackshaft pulleys allowed any or all of the dynamos to be driven by either or both of the engines, one of the first uses of the term jackshaft in the context of railroad equipment was in an 1890 patent application by Samuel Mower. In his electric-motor driven railroad truck, the motor was geared to a jackshaft mounted between the side frames, a sliding Dog clutch inside the jackshaft was used to select one of several gear ratios on the chain drive to the driven axle. Later railroad jackshafts were generally connected to the wheels using side rods. The term countershaft is somewhat older, in 1828, the term was used to refer to an intermediate horizontal shaft in a gristmill driven through gearing by the waterwheel and driving the millstones through bevel gears. An 1841 textbook used the term to refer to a shaft driven by a belt from the line shaft. The countershaft and the lathe spindle each carried cones of different-diameter pulleys for speed control, in 1872, this definition was given, The term countershaft is applied to all shafts driven from the main line when placed at or near the machines to be driven. Modern uses Modern jackshafts and countershafts are often hidden inside large machinery as components of the overall device
36.
Coupling rod
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A coupling rod or side rod connects the driving wheels of a locomotive. Steam locomotives in particular usually have them, but some diesel and electric locomotives, especially older ones and shunters, the coupling rods transfer the power to all driving wheels. Locomotion No 1 was the first locomotive to employ coupling rods rather than chains, in the 1930s reliable roller bearing coupling rods were developed. In general, all vehicles have spring suspension, without springs, irregularities in the track could lift wheels off the rail. Driving wheels are mounted so that they have around 1 inch of vertical motion. When there are only 2 coupled axles, this range of motion places only slight stress on the crank pins, with more axles, however, provision must be made to allow each axle to move vertically independently of the others without bending the rods. This may be done by hinging the side rod at each intermediate crank pin, either using the pin itself as a pin, or adding a hinge joint adjacent to the pin. An alternative is to use a rod that spans multiple axles with a scotch yoke used at each intermediate axle. This approach was common when side rods were used to link a jackshaft to 2 or more driving wheels on electric locomotives. The Swiss Ce 6/8II Crocodile locomotive is a prominent example, the coupling rods off-center attachment to the crank pin of the driving wheel inevitably creates an eccentric movement and vibration when in motion. To compensate for this, the wheels of an inside-frame locomotive always had built-in counterweights to offset the angular momentum of the coupling rods. On outside-frame locomotives, the counterweight could be on the wheel itself, or it could be on the crank outside the frame. Where part of the motion is non-circular, for example, the motion of a piston rod. As a result, a chosen to minimize the total vibration will not minimize the vertical component of the vibration. The vertical component of the vibration that could not be eliminated because of the weight needed to balance the pistons is called hammering and this is destructive to both the locomotive and the roadbed. In some locomotives, this hammering can be so intense that at speed, unfortunately, hammering is inherent to conventional two-cylinder piston-driven steam locomotives and that is one of the several reasons they have been retired from service. Initially, coupling rods were made of steel
37.
Ipswich Dock
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The Ipswich Dock, is the area of land around the dock in the town of Ipswich at a bend of the River Orwell which has been used for trade since at least the 8th century. A wet dock was constructed in 1842 which was the biggest enclosed dock in the kingdom at the time, a major regeneration of the area has taken place since 1999. The importance of this dock, and the town which served it, has been recognized through excavation over the past fifty years. The Gipeswic dock was therefore the capital of the East Anglian Kingdom, situated not far from its royal centre at Rendlesham. During the 7th and 8th centuries the two greatest English ports were York and London, and two new ports were Gipeswic in the east and Hamwic in the south. Like Hamwih, Gipeswic dock was therefore a point of departure, the early waterfront of Ipswich Dock ran from approximately St Peters Church, near the present Stoke Bridge, eastward behind the present quay or marina embankment and past the present Custom House. The area between the road and the quay, formerly occupied by warehouses and now by new building developments, represents this area of successive embankments built upon river-mud. The original crossing was a ford, east of Stoke Bridge, linking Great Whip Street with Foundation Street to the north, the area north of the road, between St Peters church and St Mary-at-Quay, is thought to represent the site of the Anglo-Saxon industrial waterfront development. Its first urban catchment area extended north up to Falcon Street, Old Cattle Market, Dogs Head Street and Tacket Street, with burial grounds on rising land to the north. Discoveries of early sceattas in this area, and a dedication to St Mildred, suggest that this new layout was planned during the reigns of Kings Ealdwulf, both dock and town have remained in continuous use and occupation since that time. In 991 a fleet of 93 Viking ships swept up the river Orwell, during Edward IIIs reign Ipswich was one of the richest and most important ports in the country. Wool from Norfolk and Suffolk was in demand by the weavers of Flanders. 300 ships massed in the river to carry soldiers to fight, in 1588 Ipswich built, fitted out and manned two ships to sail against the Spanish Armada. The dock was improved in 1805 and then in 1837 an Act of Parliament allowed the Ipswich Dock Commissioners to construct a new wet dock whilst also placing certain conditions on them. The dock opened in 1842, the lock gates entered the dock from the New Cut opposite Felaw Street. The new custom house was completed in 1845, the new lock gates were constructed by the time of the 1898 Act which authorised the construction of a swing bridge. There was however a condition that work had to be completed within 10 years, the Ipswich Dock Act 1971 authorised the development of the West Bank to allow ro-ro ships to dock. In 1997 the port was sold by Ipswich Ports Ltd to Associated British Ports, in 1998 new facilities were constructed for handling grain and timber followed by a Timber Treatment Centre in 1999
38.
British Rail Class 08
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The British Rail Class 08 is a class of diesel-electric shunting locomotive. The pioneer locomotive, number 13000, was built in 1952 although it did not enter service until 1953, production continued until 1962,996 locomotives were produced, making it the most numerous of all British locomotive classes. As the standard BR general-purpose diesel shunter, almost any duty requiring shunting would involve a Class 08, the class became a familiar sight at many major stations and freight yards. Since their introduction, though, the nature of traffic in Britain has changed considerably. Freight trains are now mostly fixed rakes of wagons, and passenger trains are mostly multiple units, consequently, a large proportion of the class has been withdrawn from mainline use and stored, scrapped, exported or sold to industrial or heritage railways. As of 2011, around 100 locomotives remain working on industrial sidings, on heritage railways, they have become common, appearing on many of the preserved standard-gauge lines in Britain, with over 60 preserved including the first one built. The Class 08 design was based on the LMS12033 series design, the locomotives were built at the BR Works of Crewe, Darlington, Derby, Doncaster and Horwich between 1952 and 1962. In 1985, three locomotives were reduced in height for use on the Burry Port and Gwendraeth Valley Railway in south west Wales, the remainder of the class were reclassified as sub-class 08/0. A further two locomotives were converted to 08/9 in 1987, the first locomotive to be withdrawn was D3193 in 1967. 4 other machines were withdrawn before TOPS reclassification in 1973, withdrawals continued in subsequent decades until by the beginning of the 1990s most of the class were no longer in service. At the same time as the withdrawals, many were purchased by heritage railways, when British Rail was privatised and sold in the 1990s, EWS inherited most of the class. More units were disposed of, being sent to EWSs Component Recovery & Distribution Centre in Wigan for stripping of reusable components prior to scrapping, others were stored in case of an increase in traffic. In mid 2008, EWS had over 40 class 08 locomotives in operation, freightliner also had about 5 locomotives in operation, as did locomotive company Wabtec. FirstGroup operated less than 5, additionally, some work at industrial sidings –2 for Foster Yeoman, one for Mendip Rail, one for Corus, one at ICI Wilton,2 for English China Clays, a few other businesses in railway-related business operated single examples. 5 examples of the Class 08 were exported to Liberia, numbers,3047,3092,3094,3098 and 3100, with over 70 examples preserved, they are the second most numerous class of preserved locomotive in the UK. The Class 08 design was based on the LMS12033 series design, the engine is an English Electric 6 cylinder, 4-stroke, 6KT. Traction motors are 2 EE506 motors with double reduction gear drive, the main generator is an EE801. In 2007, a few of locomotives were used on the Manchester Metrolink track relaying project
39.
Diesel multiple unit
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A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages and they may also be referred to as a railcar or railmotor, depending on country. Diesel-powered units may be classified by their transmission type, diesel-electric. The diesel engine may be located above the frame in a bay or under the floor. Driving controls can be at both ends, on one end, or none, DMUs are usually classified by the method of transmitting motive power to their wheels. In a diesel-mechanical multiple unit the rotating energy of the engine is transmitted via a gearbox and driveshaft directly to the wheels of the train, like a car. The transmissions can be shifted manually by the driver, as in the majority of first-generation British Rail DMUs. In a diesel-hydraulic multiple unit, a torque converter, a type of fluid coupling. Some units feature a mix of hydraulic and mechanical transmissions, usually reverting to the latter at higher operating speeds as this decreases engine RPM. In a diesel-electric multiple unit a diesel engine drives a generator or an alternator which produces electrical energy. The generated current is fed to electric traction motors on the wheels or bogies in the same way as a conventional diesel electric locomotive. In modern DEMUs, such as the Bombardier Voyager family, each car is entirely self-contained and has its own engine, generator, a train composed of DMU cars scales well, as it allows extra passenger capacity to be added at the same time as motive power. It also permits passenger capacity to be matched to demand, and for trains to be split and it is not necessary to match the power available to the size and weight of the train, as each unit is capable of moving itself. As units are added, the power available to move the train increases by the necessary amount, distribution of the propulsion among the cars also results in a system that is less vulnerable to single-point-of-failure outages. Many classes of DMU are capable of operating with faulty units still in the consist, because of the self-contained nature of diesel engines, there is no need to run overhead electric lines or electrified track, which can result in lower system construction costs. Such advantages must be weighed against the noise and vibration that may be an issue with this type of train. DMUs were first introduced to Australia in the late mid-20th century for use on branch lines that could not justify a locomotive hauled service. Today, DMUs are widely used throughout Australias southern states, Adelaide Metro uses a variety of DMUs on their suburban network, NSW TrainLink use Xplorer DMUs on services from Sydney to Canberra, Griffith, Broken Hill, Armidale and Moree
40.
Ipswich
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Ipswich is the county town of Suffolk, England, located on the estuary of the River Orwell, about 60 miles north east of London. The town has been occupied since the Saxon period. It has also known as Gyppewicus and Yppswyche. Ipswich is one of Englands oldest towns, if not the oldest, the claim has also been made of the Essex town of Colchester, but that town was abandoned for some time, leaving Ipswich to claim to be the oldest continuously inhabited town in England. Under the Roman empire, the area around Ipswich formed an important route inland to towns and settlements via the rivers Orwell. A large Roman fort, part of the defences of Britain, stood at Walton near Felixstowe. The modern town took shape in Anglo-Saxon times around Ipswich dock, gipeswic ) arose as the equivalent to these, serving the Kingdom of East Anglia, its early imported wares dating to the time of King Rædwald, supreme ruler of the English. The famous ship-burial and treasure at Sutton Hoo nearby is probably his grave, the Ipswich Museum houses replicas of the Roman Mildenhall and Sutton Hoo treasures. A gallery devoted to the towns origins includes Anglo-Saxon weapons, jewellery, the 7th-century town was centred near the quay. Towards 700 AD, Frisian potters from the Netherlands area settled in Ipswich and their wares were traded far across England, and the industry was unique to Ipswich for 200 years. With growing prosperity, in about 720 AD a large new part of the town was out in the Buttermarket area. Ipswich was becoming a place of national and international importance, parts of the ancient road plan still survive in its modern streets. After the invasion of 869 Ipswich fell under Viking rule, the earth ramparts circling the town centre were probably raised by Vikings in Ipswich around 900 to prevent its recapture by the English. The town operated a mint under royal licence from King Edgar in the 970s, the abbreviation Gipes appears on the coins. King John granted the town its first charter in 1200, laying the foundations of its modern civil government. In the next four centuries it made the most of its wealth, Five large religious houses, including two Augustinian Priories, and those of the Greyfriars, Ipswich Whitefriars and Ipswich Blackfriars, stood in medieval Ipswich. The last Carmelite Prior of Ipswich was the celebrated John Bale, there were also several hospitals, including the leper hospital of St Mary Magdalene, founded before 1199. During the Middle Ages the Marian Shrine of Our Lady of Grace was a pilgrimage destination
41.
King's Lynn
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Kings Lynn /ˌkɪŋz ˈlɪn/, known until 1537 as Bishops Lynn, is a seaport and market town in Norfolk, England,97 miles north of London and 44 miles west of Norwich. The population of the town is 42,800, the town has two theatres, museums and other cultural and sporting venues. There are three schools and one college. The service sector, information and communication technologies and creative industries, provide employment for the population of Kings Lynn, the etymology of Kings Lynn is uncertain. As the Domesday Book mentions many saltings at Lena, an area of partitioned pools or small lakes may have existed here at that time, the salt may even have contributed to Herbert de Losingas interest in this modest parish. In the Domesday Book, it is known as Lun, and Lenn, and is described as the property of the Bishop of Elmham, the town is and has been for generations generally known by its inhabitants and local people simply as Lynn. The city of Lynn, Massachusetts, just north of Boston, was named in 1637 in honour of its first official minister of religion, Samuel Whiting, Lynn originated as a settlement on a constricted site to the south of where the River Great Ouse exits to the Wash. Development began in the early 10th century, but the place was not recorded until the early–11th century, until the early–13th century, the Great Ouse emptied via the Wellstream at Wisbech. After the redirection of the Great Ouse in the 13th century, Lynn and its port became significant, in 1101, Bishop Herbert de Losinga of Thetford began to construct the first mediaeval town between two rivers, the Purfleet to the north and Mill Fleet to the south. He commissioned St Margarets Church and authorised a market, in the same year, the bishop granted the people of Lynn the right to hold a market on Saturday. Trade built up along the waterways that stretched inland and the town expanded between the two rivers, during the 14th century, Lynn ranked as Englands most important port. It was considered as vital to England during the Middle Ages as Liverpool was during the Industrial Revolution, Sea trade with Europe was dominated by the Hanseatic League of ports, the transatlantic trade and the rise of Englands western ports did not begin until the 17th century. The Trinity Guildhall was rebuilt in 1421 after a fire and it is possible that the Guildhall of St George is the largest and oldest in England. Walls entered by the South Gate and East Gate were erected to protect the town, the town retains two former Hanseatic League warehouses, Hanse House built in 1475 and Marriotts Warehouse, in use between the 15th and 17th centuries. They are the remaining buildings from the Hanseatic League in England. In the first decade of the 16th century, Thoresby College was built by Thomas Thoresby to house priests of the Guild of The Holy Trinity in Lynn, the guild had been incorporated in 1453 on the petition of its alderman, chaplain, four brethren and four sisters. The guildsmen were licensed to found a chantry of chaplains to celebrate at the altar of Holy Trinity in Wisbech, in 1524 Lynn acquired a mayor and corporation. In 1537 the king control of the town from the bishop
42.
Gateshead
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Gateshead is a large town in Tyne and Wear, England, and the main settlement in the Metropolitan Borough of Gateshead. The local authority of Gateshead is also the Metropolitan Borough of Gateshead, Gateshead lay in County Durham, in 1835 the town became part of Gateshead County Borough. After the Local Government Act 1972, in 1974, Gateshead became part of the Gateshead Metropolitan Borough local authority, the town lies on the southern bank of the River Tyne opposite Newcastle upon Tyne. Gateshead and Newcastle are joined by seven bridges across the Tyne, the town is known for its architecture, including the Sage Gateshead, the Angel of the North and the Baltic Centre for Contemporary Art. Residents of Gateshead, like the rest of Tyneside, are referred to as Geordies, Gatesheads population in 2011 was 120,046. Gateshead is first mentioned in Latin translation in Bedes Ecclesiastical History of the English People as ad caput caprae at the goats head, although other derivations have been mooted, it is this that is given by the standard authorities. There has been a settlement on the Gateshead side of the River Tyne, around the old river crossing where the Swing Bridge now stands, the first recorded mention of Gateshead is in the writings of the Venerable Bede who referred to an Abbot of Gateshead called Utta in 623. In 1068 William the Conqueror defeated the forces of Edgar the Ætheling, during medieval times Gateshead was under the jurisdiction of the Bishop of Durham. At this time the area was largely forest with agricultural land. The forest was the subject of Gatesheads first charter, granted in the 12th century by Hugh du Puiset, an alternative spelling may be Gatishevede, as seen in a legal record, dated 1430. The earliest recorded coal mining in the Gateshead area is dated to 1344, as trade on the Tyne prospered there were several attempts by the burghers of Newcastle to annex Gateshead. In 1576 a small group of Newcastle merchants acquired the Grand Lease of the manors of Gateshead, in the hundred years from 1574 coal shipments from Newcastle increased elevenfold while the population of Gateshead doubled to approximately 5,500. However, the lease and the abundant coal supplies ended in 1680, the pits were shallow as problems of ventilation and flooding defeated attempts to mine coal from the deeper seams. William Hawks originally a blacksmith, started business in Gateshead in 1747, Hawks and Co. eventually became one of the biggest iron businesses in the North, producing anchors, chains and so on to meet a growing demand. There was keen rivalry between Hawks Blacks and Crowleys Crew. The famous Hawks men including Ned White, went on to be celebrated in Geordie song, throughout the Industrial Revolution the population of Gateshead expanded rapidly, between 1801 and 1901 the increase was over 100,000. This expansion resulted in the spread southwards of the town, in 1854, a catastrophic explosion on the quayside destroyed most of Gatesheads medieval heritage, and caused widespread damage on the Newcastle side of the river. Robert Stirling Newall took out a patent on the manufacture of ropes in 1840
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Boston, Lincolnshire
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Boston is a town and small port in Lincolnshire, on the east coast of England. It is the largest town of the wider Borough of Boston local government district, the borough had a total population of 66,900, at the ONS mid 2015 estimates, while the town itself had a population of 35,124 at the 2001 census. It is due north of Greenwich on the Prime Meridian, residents of Boston are known as Bostonians. Emigrants from Boston named several other settlements after the town, most notably Boston, Massachusetts, the name Boston is said to be a contraction of Saint Botolphs town, stone, or tun for a hamlet or farm, hence the Latin villa Sancti Botulfi St. Botulfs village). The towns link to the life is probably apocryphal. The town was held to have been a Roman settlement. The early medieval geography of The Fens was much more fluid than it is today and, at that time, Botolphs establishment is most likely to have been in Suffolk. However, he was a missionary and saint, to whom many churches between Yorkshire and Sussex are dedicated. The 1086 Domesday Book does not mention Boston by name, Skirbeck had two churches and one is likely to have been that dedicated to St Botolph, in what was consequently Botolphs town. Skirbeck is now considered part of Boston, but the remains, as a church parish. The order of importance was the way round, when the Boston quarter of Skirbeck developed at the head of the Haven. At that stage, The Haven was the part of the stream, now represented by the Stone Bridge Drain. The line of the road through Wide Bargate, to A52 and it led, as it does now, to the relatively high ground at Sibsey, and thence to Lindsey. The Sleaford route, into Kesteven, passed via Swineshead, thence following the old course of the River Slea, the Salters Way route into Kesteven, left Holland from Donington. This route was more thoroughly developed, in the later Medieval period. The River Witham seems to have joined The Haven after the flood of September 1014, the Town Bridge still maintains the pre-flood route, along the old Haven bank. After the Norman Conquest, Ralph the Stallers property was taken over by Count Alan and it subsequently came to be attached to the Earldom of Richmond, North Yorkshire, and known as the Richmond Fee. It lay on the bank of The Haven
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Lincoln, England
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Lincoln is a cathedral city and the county town of Lincolnshire, within the East Midlands of England. The non-metropolitan district of Lincoln has a 2012 population of 94,600, the 2011 census gave the entire urban area of Lincoln a population of 130,200. Lincoln developed from the Roman town of Lindum Colonia, which developed from an Iron Age settlement, Lincolns major landmarks are Lincoln Cathedral, a famous example of English Gothic architecture, and Lincoln Castle, an 11th-century Norman castle. The city is home to the University of Lincoln and Bishop Grosseteste University. See Lincoln City F. C. for Lincoln City Football Club, the earliest origins of Lincoln can be traced to the remains of an Iron Age settlement of round wooden dwellings that have been dated to the 1st century BC. This settlement was built by a pool in the River Witham at the foot of a large hill. The extent of original settlement is unknown as its remains are now buried deep beneath the later Roman and medieval ruins. The Celtic name Lindon was subsequently Latinised to Lindum and given the title Colonia when it was converted into a settlement for army veterans, the conversion to a colonia was made when the legion moved on to York in AD71. It became a flourishing settlement, accessible from the sea both through the River Trent and through the River Witham. Subsequently, however, the town and its waterways fell into decline, by the close of the 5th century the city was largely deserted, although some occupation continued under a Praefectus Civitatis, for Saint Paulinus visited a man of this office in Lincoln in AD629. During this period the Latin name Lindum Colonia was shortened in Old English to become first Lindocolina, after the first destructive Viking raids, the city once again rose to some importance, with overseas trading connections. After the establishment of the Danelaw in 886, Lincoln became one of the Five Boroughs in the East Midlands, excavations at Flaxengate reveal that this area, deserted since Roman times, received new timber-framed buildings fronting a new street system in about 900. Lincoln experienced an explosion in its economy with the settlement of the Danes. By 950, however, the banks of the Witham were newly developed with the Lower City being resettled and the suburb of Wigford quickly emerging as a major trading centre. In 1068, two years after the Norman conquest, William I ordered Lincoln Castle to be built on the site of the former Roman settlement, for the strategic reasons. The rebuilt Lincoln Minster, enlarged to the east at each rebuilding, was on a magnificent scale, its crossing tower crowned by a spire reputed to have been 525 ft high, the highest in Europe. When completed the central of the three spires is widely accepted to have succeeded the Great Pyramids of Egypt as the tallest man-made structure in the world, when Magna Carta was drawn up in 1215, one of the witnesses was Hugh of Wells, Bishop of Lincoln. One of only four surviving originals of the document is preserved in Lincoln Castle, theologian William de Montibus was the head of the cathedral school and chancellor until his death in 1213
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Berwick-upon-Tweed
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Berwick-upon-Tweed is a town in the county of Northumberland. It is the northernmost town in England and it is located 2 1⁄2 miles south of the Scottish border, at the mouth of the River Tweed on the east coast. It is about 56 miles east-south east of Edinburgh,65 miles north of Newcastle upon Tyne and 345 miles north of London, the United Kingdom Census 2011 recorded Berwicks population as 12,043. A civil parish and town council were created in 2008, Berwick was founded as an Anglo-Saxon settlement during the time of the Kingdom of Northumbria, which was annexed by England in the 10th century. The area was for more than 400 years central to historic border wars between the Kingdoms of England and Scotland, and several times possession of Berwick changed hands between the two kingdoms, the last time it changed hands was when England retook it in 1482. Berwick remains a market town and also has some notable architectural features, in particular its medieval town walls, its Elizabethan ramparts. The name Berwick is of Old English origin, and is derived from the term bere-wīc, combining bere, meaning barley, Berwick thus means barley village or barley farm. In the post-Roman period, the area was inhabited by the Brythons of Bryneich, later, the region became part of the Anglian kingdom of Bernicia. Bernicia later united with the kingdom of Deira to form Northumbria, Berwick remained part of the Earldom of Northumbria until control passed to the Scots following the Battle of Carham of 1018. The town itself was founded as an Anglo-Saxon settlement during the time of the Kingdom of Northumbria, between the late 10th and early 11th centuries, the land between the rivers Forth and Tweed came under Scottish control, either through conquest by Scotland or through cession by England. Berwick was made a burgh in the reign of David I. A mint was present in the town by 1153, while under Scottish control, Berwick was referred to as South Berwick in order to differentiate it from the town of North Berwick, East Lothian, near Edinburgh. Berwick had a hospital for the sick and poor which was administered by the Church. Dated at Edinburgh June 8, in the 20th year of his reign, Berwicks strategic position on the Anglo-Scottish border during centuries of war between the two nations and its relatively great wealth led to a succession of raids, sieges and takeovers. William I of Scotland invaded and attempted to capture northern England in 1173-74, after his defeat, Berwick was ceded to Henry II of England. It was later back to William by Richard I of England in order to raise funds for his Crusade. Berwick had become a town by the middle of the 13th century. In 1291–92 Berwick was the site of Edward I of Englands arbitration in the contest for the Scottish crown between John Balliol and Robert Bruce, 5th Lord of Annandale, the decision in favour of Balliol was pronounced in the Great Hall of Berwick Castle on 17 November 1292
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