1.
Swiss Locomotive and Machine Works
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Swiss Locomotive and Machine Works were a railway equipment manufacturer based in Winterthur in Switzerland. Much of the mountain railway equipment was constructed by them. The company was founded in 1871 by the British engineer Charles Brown, SLM built both steams and electric locomotives, including the crocodile type. From 1992, SLM returned to producing steam locomotives designed around advanced steam technology principles and this included rebuilding DR Class 52.80 locomotive number 528055. In 1998 the Cog-Railway division was sold to Stadler Rail, the Engineering division via Adtranz to Bombardier Transportation, the remaining Business was renamed as Sulzer-Winpro AG and as part of a Management Buyout in 2001 renamed in Winpro AG. The Advanced Steam division was sold in 2000 to DLM AG, in October 2001 the Measurement Division was sold to PROSE AG. Winpro AG was sold on 7 September 2005 to Stadler Rail, SLM Factories Jakob Buchli - a railway pioneer with the SLM
2.
Golden Rock Railway Workshop
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This repair workshop is basically a Mechanical Workshop which comes under the control of the Mechanical Department of the Indian Railways. The other two mechanical workshops of Southern Railway are located in Perambur, Chennai and they are Carriage Works, Perambur and Loco Works, Perambur. This central workshop was set up in 1897 by South Indian Railways at Nagapattinam mainly to cater to the requirement of steam locomotive maintenance, South Indian Railways decided to shift the workshop to Trichinopoly, presently known as Tiruchchirappalli, owing to its locational advantage. Consequently, foundation stone was laid by Mrs. R. P. MUNRO on 20.10.1926 and it was shifted to Tiruchchirappalli in 1928 because of its strategic location. The Central Workshop, Golden Rock is functioning at Tiruchchirappalli since then, the total area of this workshop is around 200 acres, out of which 26 acres is covered under roof. At present 6,091 employees are working in this workshop and this workshop is primarily engaged in the activities of DSL Loco POH, heritage steam locomotive POH, coaching stock maintenance and wagon manufacturing and other sundry activities. This workshop does have a long way around 600 metres long and 80 feet wide. This workshop was involved in repairing of Royal Air Forces air planes during World War II and this workshop when built had state-of-the-art facilities rarely seen in those days. It had its own powerhouse which generated electricity for the workshop, in fact, Railway colony, Golden Rock was one of the first places to be lit by electrical lights in Tiruchirappalli city those days. CWM, Goldenrock Railway Workshop is headed by one Sr, Administrative Grade Officer, designated as Chief Workshop Manager. He is the overall in-charge for complete activities and he is assisted currently by three Junior Administrative Officers, four Sr. Scale Officers and four Junior Scale Officers. CME/P, Deputy Chief Mechanical Engineer/P is responsible for POH / conversion of X class locomotives, the Golden rock workshops has been entrusted with the responsibility of carrying out the POH of X class locomotives and manufacturing of new locomotives. At the time of POH, the original coal-fired boiler of the loco is converted into oil fired loco without altering the external looks to preserve the heritage value, the conversion has become necessary in view of the logistics, economy and availability of coal for the loco. At present the workshop has also secured the order for manufacturing 4 X class locomotives, in view of the international importance of this railway, the senior most JAG officer of the workshop has been entrusted with the responsibility of this activity. He is also in-charge Production Shops viz Wheel Shop, Fabrication and Smithy Shop, Machine Shop, Foundry and he is also looking after Production, Planning and Control Organization. He is assisted by one Sr. Scale Officer Dy, cME/DSL, Deputy Chief Mechanical Engineer/Diesel is overall in-charge for complete Periodical Overhauling activities of diesel locomotives and its allied shops viz. EBR, CLP, CMS & HERS. He is also looking after activities related to export locomotives, overhauling of Public Sector Locomotives and he is assisted by one Sr. Scale and one Junior Scale Officers. CME/Carriage & Wagon, Deputy Chief Mechanical Engineer/Carriage and Wagon is overall in-charge for periodical overhauling of Carriages and he is incharge for manufacturing various types of wagons like BOXNHL, BLC and others
3.
Golden Rock, Tiruchirappalli
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Golden Rock is one of the four zones of Trichy city corporation. The majority of the area is occupied by Golden Rock Railway Workshop and its neighborhoods are Kalkandar Kottai, Ponmalaipatti, Kottapattu, Subramaniyapuram, Sangiliandapuram, Senthaneerpuram, Ambikapuram, Thangeswari Nagar, Ex-servicemen colony. Most of the civilians of golden rock are S. Rly employees and it is very famous for its shandy held every Sunday, which was established during british regime in 1926. Some of the prominent institutes of higher education nearby are Seshasayee Institute of Technology, nearest Railway Stations are Golden Rock, Manjatidal and Trichy Junction. It has one of the citys oldest hospital belonging to Indian Railways, battle of Golden Rock Central Workshops Railway Mixed Higher Secondary School
4.
India
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India, officially the Republic of India, is a country in South Asia. It is the seventh-largest country by area, the second-most populous country, and it is bounded by the Indian Ocean on the south, the Arabian Sea on the southwest, and the Bay of Bengal on the southeast. It shares land borders with Pakistan to the west, China, Nepal, and Bhutan to the northeast, in the Indian Ocean, India is in the vicinity of Sri Lanka and the Maldives. Indias Andaman and Nicobar Islands share a border with Thailand. The Indian subcontinent was home to the urban Indus Valley Civilisation of the 3rd millennium BCE, in the following millennium, the oldest scriptures associated with Hinduism began to be composed. Social stratification, based on caste, emerged in the first millennium BCE, early political consolidations took place under the Maurya and Gupta empires, the later peninsular Middle Kingdoms influenced cultures as far as southeast Asia. In the medieval era, Judaism, Zoroastrianism, Christianity, and Islam arrived, much of the north fell to the Delhi sultanate, the south was united under the Vijayanagara Empire. The economy expanded in the 17th century in the Mughal empire, in the mid-18th century, the subcontinent came under British East India Company rule, and in the mid-19th under British crown rule. A nationalist movement emerged in the late 19th century, which later, under Mahatma Gandhi, was noted for nonviolent resistance, in 2015, the Indian economy was the worlds seventh largest by nominal GDP and third largest by purchasing power parity. Following market-based economic reforms in 1991, India became one of the major economies and is considered a newly industrialised country. However, it continues to face the challenges of poverty, corruption, malnutrition, a nuclear weapons state and regional power, it has the third largest standing army in the world and ranks sixth in military expenditure among nations. India is a constitutional republic governed under a parliamentary system. It is a pluralistic, multilingual and multi-ethnic society and is home to a diversity of wildlife in a variety of protected habitats. The name India is derived from Indus, which originates from the Old Persian word Hindu, the latter term stems from the Sanskrit word Sindhu, which was the historical local appellation for the Indus River. The ancient Greeks referred to the Indians as Indoi, which translates as The people of the Indus, the geographical term Bharat, which is recognised by the Constitution of India as an official name for the country, is used by many Indian languages in its variations. Scholars believe it to be named after the Vedic tribe of Bharatas in the second millennium B. C. E and it is also traditionally associated with the rule of the legendary emperor Bharata. Gaṇarājya is the Sanskrit/Hindi term for republic dating back to the ancient times, hindustan is a Persian name for India dating back to the 3rd century B. C. E. It was introduced into India by the Mughals and widely used since then and its meaning varied, referring to a region that encompassed northern India and Pakistan or India in its entirety
5.
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
6.
0-8-2
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Other equivalent classifications are, UIC classification, D1, French classification,041, Turkish classification,45, Swiss classification, 4/5. Ivatt and built originally for the Great Northern Railway as their class L1 and these locomotives were intended for suburban passenger service, but did not prove satisfactory, so they ended up on freight service. Other examples include the LNWR1185 Class and the Port Talbot Railway 0-8-2T, dorrigo Steam Railway and Museum has preserved Avonside 0-8-2 Tank Locomotive number 14, formerly operated by South Maitland Railways collieries line in the Hunter Valley of N. S. W. Number 14 is operational, it was built in 1909 in Bristol, the design combination of this 0-8-2 tank Locomotive and the N. S. W. Government Railways 50 class 2-8-0, produced the South Maitland Railways 10 class 2-8-2 Tank Locomotives, number 14 is the only 0-8-2 in Australia. The 0-8-2 was not a wheel arrangement. However, the Illinois Central rebuilt some of their 2-8-2s into 0-8-2s for use in Markham Yard in Chicago, Illinois. The arrangement has proved a more popular on narrow gauge and minimum gauge lines. 0-8-2 locomotives operate, for example, on the Zillertalbahn in Austria, one Ravenglass and Eskdale Railway, 0-8-0T locomotive was rebuilt in 1927, as an 0-8-2 tender locomotive named River Irt. It has remained in traffic on passenger duties ever since and is now the oldest working 15 gauge locomotive in the world
7.
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
8.
Driving wheel
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On a steam locomotive, a driving wheel is a powered wheel which is driven by the locomotives pistons. On diesel and electric locomotives, the wheels may be directly driven by the traction motors. Coupling rods are not usually used, and it is common for each axle to have its own motor. Jackshaft drive and coupling rods were used in the past but their use is now confined to shunting locomotives, on an articulated locomotive or a duplex locomotive, driving wheels are grouped into sets which are linked together within the set
9.
Cylinder (locomotive)
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The cylinders of a steam locomotive are the components that convert the power stored in the steam into motion. Cylinders may be arranged in different ways. On early locomotives, such as Puffing Billy, the cylinders were often set vertical, the next stage, for example Stephensons Rocket, was to drive the wheels directly from steeply inclined cylinders placed at the back of the locomotive. Direct drive became the standard arrangement, but the cylinders were moved to the front, the front-mounted cylinders could be placed either inside or outside. The reason for this difference is unclear, from about 1920, outside cylinders became more common in the UK but many inside-cylinder engines continued to be built. Inside cylinders give a stable ride with less yaw or nosing. Some designers used inside cylinders for aesthetic reasons, the demand for more power led to the development of engines with three cylinders or four cylinders. As the cylinders are double-acting this gives four impulses per revolution, on a three-cylinder engine, two arrangements are possible, cranks set to give six equally spaced impulses per revolution – the usual arrangement. For a given tractive effort and adhesion factor, a locomotive of this design will be less prone to wheelslip when starting than a 2-cylinder locomotive. Outside cranks set at 90 degrees, inside crank set at 135 degrees and this arrangement was sometimes used on three-cylinder compound locomotives which used the outside cylinders for starting. This will give evenly spaced exhausts when the engine is working compound, two arrangements are also possible on a four-cylinder engine, all four cranks set at 90 degrees. With this arrangement the cylinders act in pairs, so there are four impulses per revolution, most four-cylinder engines are of this type. Pairs of cranks set at 90 degrees with the pair set at 45 degrees to the outside pair. This gives eight impulses per revolution and it increases weight and complexity, by requiring four sets of valve gear, but gives smoother torque and reduces the risk of slipping. This was relatively unusual in British practice but was used on the SR Lord Nelson class, such locomotives are easily distinguished by their exhaust beats, whicb occur at twice the frequency of a normal 2- or 4-cylinder engine. The valve chests or steam chests which contain the slide valves or piston valves may be located in various positions, if the cylinders are small, the valve chests may be located between the cylinders. For larger cylinders the valve chests are usually on top of the cylinders but, in early locomotives, the valve chests are usually on top of the cylinders but, in older locomotives, the valve chests were sometimes located alongside the cylinders and inserted through slots in the frames. This meant that, while the cylinders were outside, the valves were inside, there are many variations in the location of the valve gear
10.
Valve gear
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It can also serve as a reversing gear. It is sometimes referred to as the motion, in the simple case, this can be a relatively simple task as in the internal combustion engine in which the valves always open and close at the same points. A further benefit may be obtained by admitting the steam to the cylinder slightly before front or back dead centre and this advanced admission assists in cushioning the inertia of the motion at high speed. Instead, a system of eccentrics, cranks and levers is used to control a D slide valve or piston valve from the motion. Generally, two simple harmonic motions with different fixed phase angles are added in varying proportions to provide a motion that is variable in phase. A variety of mechanisms have been devised over the years. Both slide and piston valves have the limitation that intake and exhaust events are fixed in relation to each other, lap is provided on steam edges of the valve, so that although the valve stroke reduces as cutoff is advanced, the valve is always fully opened to exhaust. However, as cutoff is shortened, the exhaust events also advance, the exhaust release point occurs earlier in the power stroke and compression earlier in the exhaust stroke. Early release wastes some energy in the steam, and early closure also wastes energy in compressing an otherwise unnecessarily large quantity of steam and these inefficiencies drove the widespread experimentation in poppet valve gears for locomotives. Intake and exhaust poppet valves could be moved and controlled independently of each other, a very late British design, the SR Leader class, used sleeve valves adapted from internal combustion engines, but this class was not a success. In stationary steam engines, traction engines and marine engine practice, in stationary engines trip valves were also extensively used. Valve gear was a field of invention, with probably several hundred variations devised over the years. However, only a number of these saw any widespread use. They can be divided into those that drove the standard reciprocating valves, those used with poppet valves, slip-eccentric - This gear is now confined to model steam engines, and low power hobby applications such as steam launch engines, ranging to a few horsepower. The eccentric is loose on the crankshaft but there are stops to limit its rotation relative to the crankshaft, the engine is pushed forwards to put the eccentric in the forward gear position and backwards to put it in the backward gear position. There is no control of cutoff. These included the Teutonic, Greater Britain and John Hick classes, gab or hook gear - used on earliest locomotives. Allowed reversing but no control of cutoff, one component of the motion comes from a crank or eccentric
11.
Walschaerts valve gear
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The Walschaerts valve gear is a type of valve gear invented by Belgian railway mechanical engineer Egide Walschaerts in 1844 used to regulate the flow of steam to the pistons in steam engines. The gear is sometimes named without the s, since it was incorrectly patented under that name. It was extensively used in steam locomotives from the late 19th century until the end of the steam era, the Walschaerts valve gear was slow to gain popularity. The Stephenson valve gear remained the most commonly used valve gear on 19th-century locomotives, the first locomotive fitted with the Walschaerts valve gear was built at the Belgian Tubize workshops, and was awarded a gold medal at the 1873 Universal Exhibition in Vienna. In 1874, New Zealand Railways ordered two types of Double Fairlie locomotives from Avonside, both the B class and E class Double Fairlies were fitted with Walschaerts valve gear. This was certainly the first use of technology to be used in New Zealand. The Mason Bogie, a modified Fairlie locomotive of 1874, was the first to use the Walschaerts gear in North America. The first application in Britain was on a Single Fairlie 0-4-4T, exhibited in Paris in 1878 and purchased by the Swindon, Marlborough and Andover Railway in 1883. According to Ahrons, the locomotive saw very little service as nobody seems to have known how to set the valves, in the 20th century, the Walschaerts valve gear was the most commonly used type, especially on larger locomotives. In Europe, its use was almost universal, whilst in North America, the Walschaerts gear outnumbered its closest competitor, heusingers gear was closer to the form generally adopted, but most authorities accept Walschaerts invention as sufficiently close to the final form. The pressure of this provides the driving force. Soon before the space on one side of the starts to contract. In an economical setting, steam is admitted to the space for only part of the stroke, at a point set by the driver. Since the exhaust is also shut, during the rest of the stroke the steam that has entered the cylinder expands in isolation, thus, the most energy available from the steam is used. The Walschaerts valve gear enables the engineer to change the point without changing the points at which intake starts. Economy also requires that the throttle be wide open and that the pressure is at the maximum safe level to maximise thermal efficiency. For economy, an engine is used of a size such that the most economical settings yield the right amount of power most of the time. When greater power is necessary, e. g, with such a setting, when the exhaust opens, the steam in the cylinder is near full boiler pressure
12.
Compound locomotive
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A compound locomotive is a steam locomotive which is powered by a compound engine, a type of steam engine where steam is expanded in two or more phases. Colloquially referred to as an engine, the locomotive is only one application of the compounding principle. Compounding became popular for railway locomotives from the early 1880s and by the 1890s were becoming common, large numbers were constructed, mostly two- and four-cylinder compounds, in France, Germany, Austria, Hungary, and the United States. It declined in popularity due to issues and because superheating provided similar efficiencies at lower cost. Nonetheless, compound Mallets were built by the Norfolk and Western Railway right up to 1952. In order to balance piston thrusts of a compound, the HP, LP cylinder volume ratio has to be carefully determined, in non-condensing engines, the HP, LP volume ratio is usually 1, 2¼. On geared locomotives, cylinder volumes can be more or less identical by increasing LP piston speed. Strictly speaking compound only stands for double-expansion, but the term is applied to any multiple-expansion engine. In situations where heavy grades and low axle loads were combined, however, in the past, optimum performance demanded constant attention and expert handling, which usually made single-manning advisable, thus reducing a locomotives availability. At the end of the age, this particular problem was being addressed by Andre Chapelon. This is especially true of locomotives built in the years of the 20th century. Resuperheating was also a feature of L. D, portas prototype 4-8-0 rebuild, Presidente Peron/Argentina. Most other systems employ starting valves of various kinds, another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way. S. A in the early years of the 20th Century, notably on the Santa Fe. Jonathan Hornblower, the grandson of one of Newcomens engine erectors in Cornwall and he was prevented from developing it further by James Watt, who claimed his own patents were infringed. A method to lessen the magnitude of the heating and cooling of a single-expansion steam engine that leads to inefficiency was invented in 1804 by British engineer Arthur Woolf. Woolf patented his stationary Woolf high-pressure compound engine in 1805, the first design of a compound railway locomotive on record belongs to Thomas Craddock, who patented a design for a condensing compound locomotive in 1846. In this system, the two alternated as high and low pressure, with the change-over occurring halfway through each stroke. Two locomotives, one passenger and one goods, were converted to the system, nothing is known of this locomotives subsequent career and it does not appear to have been reproduced
13.
Nilgiri Mountain Railway
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The Nilgiri Mountain Railway is a railway in Tamil Nadu, India, built by the British in 1908, and was initially operated by the Madras Railway. The railway relies on its fleet of steam locomotives, NMR comes under the jurisdiction of the newly formed Salem Division. For the past several years diesel locomotives have taken over from steam on the section between Coonoor and Udhagamandalam, local people and tourists have led a demand for steam locomotives to once again haul this section. The NMR track is 1,000 mm metre gauge and the railway is isolated from other metre gauge lines, between Mettupalayam and Coonoor, the line uses the Abt rack and pinion system to climb the steep gradient. On this rack section trains are operated by X Class steam rack locomotives manufactured by the Swiss Locomotive and these steam locomotives can be used on any part of the line, but the newer diesel locomotives can operate on the entire section, between Mettupalayam and Udagamandalam. The work was entrusted to Golden Rock Workshop of Southern Railway at Tiruchirapalli, each of the new engines weighs a little over 50 tonnes and cost Rs.10 crore. The new engine has been provided with pilot and primary burners with separate tanks to hold about 850 litres of diesel and 2,250 litres of furnace oil. The hauling capacity of new engine is 97.6 tonnes and it can run at a speed of 30 kilometres per hour in plains. The arrival of the new engines has eliminated the disruption in service that occurred frequently over the last few years, for long, the X Class locomotives manufactured by Swiss Locomotive and Machine Works of Winterthur in Switzerland lent that distinct charm to NMR. These locomotives are six to eight decades old, railway officials said The steam locomotives are always marshalled at the end of the train. The average gradient in this section is 1 in 24.5. Between Coonoor and Udagamandalam the train is operated by a YDM4 diesel locomotive using conventional rail adhesion principles, as of 2007, there is one train a day over the rack section, which starts from Mettupalayam at 07,10 and reaches Ooty at noon. The return train starts from Ooty at 14,00, the train is scheduled to connect to the Nilgiri Express, which travels from Mettupalayam to Chennai via Coimbatore. A summer special service is run during the months of April and May, starting from Mettupalayam at 09,30. Between Coonoor and Udagamandalam, there are four trains each way. However, ticket booking is similar to conventional trains and can also be done via the Indian Railways website. It is advisable to book tickets for this well in advance. The majority of repairs to the locomotives are carried out at the Coonoor shed, carriages are repaired at Mettupalayam but, like the locomotives, are taken to one of the big railway workshops for major work
14.
Nilgiri mountains
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The Nilgiri, form part of the Western Ghats in western Tamil Nadu, Karnataka and Kerala states in Southern India. At least 24 of the Nilgiri mountains peaks are above 2,000 metres, spanning an area of 2,479 square kilometres, the mountains central location is 11°22′30″N 76°45′30″E. The Nilgiris District of Tamil Nadu lies within these mountains, spanning 130 km by 185 km and it is connected via Nilgiri Mountain Railway. The mountains are separated from other geographical features by the Moyar River to the north, the Nilgiri Hills are part of the Nilgiri Biosphere Reserve, and form a part of the protected bio reserves in India. The high steppes of the Nilgiri Hills have been inhabited since prehistoric times, the first recorded use of the word Nila applied to this region can be traced back to 1117 AD. A hero stone with a Kannada inscription at Vazhaithottam in the Nilgiri District, as a result of these accounts, Messrs. Whish and Kindersley, two young Madras civilians, ventured up in pursuit of some criminals taking refuge in the mountains and they soon saw and felt enough favorable climate and terrain to excite their own curiosity, and that of others. With a detachment of Europeans and Indian sepoys, they set out on this mission on January 2,1819, the journey involved crossing rough and harsh terrain, steep precipices and danger from wild animals. After an expedition that lasted for six days and the loss of some of the members lives. In May 1819, the tourists from Coimbatore, accompanied by Monsieur Leschnault de la Tour, naturalist to the King of France. They asserted the temperature in the shade to be 74 °F at a time when the temperature of the plains was up to 100 °F, such a climate within the tropics was considered so great an anomaly that at first only a few believed its existence. After the early 1820s, the hills were developed rapidly under the British Raj and it was a popular summer and weekend getaway for the British during the colonial days. In 1827, Ooty became the official sanatorium and the capital of the Madras Presidency. Many winding hill roads were built, in 1899, the Nilgiri Mountain Railway was completed by influential and enterprising British citizens, with venture capital from the Madras government. They were documented by Edgar Thurston, paraiyan is also anglicized as pariah. The highest point in the Nilgiris and the extent of the range is Doddabetta Peak,4 km east southeast of Udhagamandalam. Closely linked peaks in the west of Doddabetta range and nearby Udhagamandalam include, Kolaribetta, height,2,630 metres, Hecuba,2,375 metres, Kattadadu,2,418 metres and Kulkudi,2,439 metres. Snowdon 11°23′29″N 76°31′38″E, Pichalbetta and Nilgiri Peak 11°24′0″N 76°30′4″E are the important heights of this area and these three hills of the Wayanad district are generally low in relation to other heights of the district but are distinguished in relation to the generally uniform level of this area
15.
Coonoor
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Coonoor is a Taluk and a municipality in the Nilgiris district in the state of Tamil Nadu, India. It is known for its production of Nilgiri tea, Coonoor is located at an altitude of 1,850 m above sea level, and is the second largest hill station in the Nilgiri hills after Ooty. It is a base for a number of trekking expeditions leading into the Nilgiris. The nearest airport is Coimbatore International Airport about 79 km from Coonoor town, as of 2011, the town had a population of 45,494. Coonoor is located at 11. 35°N76. 82°E /11.35,76.82 and it has an average elevation of 1850 metres above sea level. It features a sub-tropical highland climate due to high altitude. Here, frosts are rare, unlike Ooty or Lovedale. According to 2011 census, Coonoor had a population of 45,494 with a sex-ratio of 1,058 females for every 1,000 males, a total of 3,768 were under the age of six, constituting 1,871 males and 1,897 females. Scheduled Castes and Scheduled Tribes accounted for 27. 92% and 23% of the population respectively, the average literacy of the city was 84. 79%, compared to the national average of 72. 99%. The city had a total of 12384 households, the town is the second largest in the Nilgiri hills after Ooty, the district headquarters. Coonoor has 61. 81% Hindus,23. 99% Christians,13. 01% Muslims,0. 04% Sikhs,0. 06% Buddhists,0. 95% Jains and 0. 08% Others. 0. 05% of the respondents follow no religion or did not state their religion, coonoors economy relies on seasonal tourist traffic during the summer months, and on the tea industry year round. The local populace almost entirely depends on the tea trade, Coonoor also houses the UPASI - the South Indian Tea Board which is involved in the research, commerce and auction of the Tea produced. It also houses Indian army establishments such as Madras regimental center, spread in an area of 12 ha, Sims Park has a collection of over 1,000 plant species. The botanical garden is partly developed in the Japanese style and derived its name from J. D. Sim, the secretary of the Madras Club in 1874. The key attraction of the park is the fruit and vegetable show held in May. 57th annual fruit show is to be held on 23 and 24 May 2015. Dolphins Nose Viewpoint is 10 km from Coonoor and provides a view of the vast expanse of the Nilgiri Hills. Tourists can trek from Lady Cannings Seat to Dolphins Nose, lamb’s Rock, about 5½ km from Coonoor is another vantage point. Droog Fort is located a distance of 13 km from Coonoor and was used by Tipu Sultan in the 18th century
16.
Rack railway
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A rack railway is a steep grade railway with a toothed rack rail, usually between the running rails. The trains are fitted with one or more cog wheels or pinions that mesh with this rack rail and this allows the trains to operate on steep grades above around 7 to 10%, which is the maximum for friction-based rail. Most rack railways are mountain railways, although a few are transit railways or tramways built to overcome a steep gradient in an urban environment. The first cog railway was the Middleton Railway between Middleton and Leeds in West Yorkshire, England, UK, where the first commercially successful steam locomotive, Salamanca and this used a rack and pinion system designed and patented in 1811 by John Blenkinsop. The first mountain cog railway was the Mount Washington Cog Railway in the US state of New Hampshire, the track was completed to reach the summit of Mount Washington in 1869. The first mountain railway in continental Europe was the Vitznau-Rigi-Bahn on Mount Rigi in Switzerland. A number of different rack systems have been developed, today, the majority of rack railways use the Abt system. Blenkinsops system remained in use for 25 years on the Middleton Railway, Rack systems place the rack rail halfway between the running rails, with the exception of some early Morgan rack installations. The first successful rack railway in the US was the Mount Washington Cog Railway, the first public trial of the Marsh rack on Mount Washington was made on August 29,1866, when only one quarter of a mile of track had been completed. The Mount Washington railway opened to the public on August 14,1868, the Riggenbach rack system was invented by Niklaus Riggenbach working at about the same time as, but independently from Marsh. Riggenbach was granted a French patent in 1863 based on a model which he used to interest potential Swiss backers. During this time, the Swiss Consul to the United States visited Marshs Mount Washington Cog Railway, eager to boost tourism in Switzerland, the government commissioned Riggenbach to build a rack railway up Rigi Mountain. Following the construction of a locomotive and test track in a quarry near Bern. The Riggenbach system is similar in design to the Marsh system and it uses a ladder rack, formed of steel plates or channels connected by round or square rods at regular intervals. The Riggenbach system suffers from the problem that its fixed ladder rack is more complex, following the success of the Vitznau-Rigi-Bahn, Riggenbach established the Maschinenfabrik der Internationalen Gesellschaft für Bergbahnen - a company that produced rack locomotives to his design. The Strub rack system was invented by Emil Strub in 1896 and it uses a rolled flat-bottom rail with rack teeth machined into the head approximately 100 mm apart. Safety jaws fitted to the locomotive engage with the underside of the head to prevent derailments, strubs US Patent, granted in 1898, also includes details of how the rack rail is integrated with the mechanism of a turnout. The best-known use of the Strub system is on the Jungfraubahn in Switzerland and it is the simplest rack system to maintain and has become increasingly popular
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Beyer, Peacock and Company
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Beyer, Peacock and Company was an English railway Locomotive manufacturer with a factory in Gorton, Manchester. Founded by Charles Beyer, Richard Peacock and Henry Robertson, it traded from 1854 until 1966 and it received limited liability in 1902, becoming Beyer, Peacock and Company Limited. In 1854, the German born Charles Beyer resigned as engineer at Atlas works. It was Beyer that was responsible for success of production at Atlas. He had trained under the guidance of the inventor of cotton mill machinery. Richard Peacock resigned from his position as engineer of the Manchester, Sheffield. Confident in his ability to secure orders to build locomotives, Beyer’s resignation presented Peacock with a partnership opportunity. However, this was not a company and all partners were liable for debts should the business fail, in a mid-Victorian economic climate of boom and bust. Beyer could raise £9,524 and Peacock £5,500, Beyer and Peacock were founder members of the Institution of Mechanical Engineers. Unfortunately, Geach died, the loan was recalled and the project nearly died. To the rescue came Thomas Brassey who persuaded Henry Robertson to provide a £4,000 loan in return for being the third partner, Beyer appointed and worked closely with Hermann Ludwig Lange, in 1861. A native of his town, Plauen, Saxony, Langer trained as an engineer in Germany, became chief draughtsman in 1865. Four New South Wales Government Railways AD60 Class Beyer-Garratt Patent locomotives are preserved being the most powerful locomotives in the southern hemisphere when introduced. Gorton Foundry was on the side of the railway line to the Manchester, Sheffield. Between 1855 and 1966, the company built nearly 8,000 railway locomotives, several of their 1874-built steam locomotives for the Isle of Man Railway remain in daily use. A Gorton-built South African Railways GL class Beyer-Garratt locomotive is on display in the Museum of Science, in addition to building steam locomotives, Beyer, Peacock & Co. The foundry was at Openshaw near Manchester, England, and was built in 1854, the site was chosen because land was cheaper than in the city and had good water supply from a local reservoir. Beyer had designed the works so it always allowed room for expansion, in its 112-year history no buildings needed to be demolished as the works developed
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Thomas & Friends: The Great Race
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Thomas & Friends, The Great Race is a 2016 CGI animated musical adventure film. The film stars the voices of Joseph May and John Hasler as the voice of Thomas in the US and this is the last special to be animated by Arc Productions under their original name, they were renamed to Jam Filled Toronto in August 2016. Though every engine on Sodor wants to part, Sir Topham Hatt has not made up his mind yet. But after getting an idea to be streamlined for the competition, he passes his idea on to Sir Topham Hatt, who chooses Gordon to be streamlined instead. At Brendam Docks, Thomas has a run-in with several of the competitors for The Great Railway Show when their rail ferry docks there by mistake, however, the judges decide to award Thomas the win alongside Ashima for his excellent sportsmanship. Sir Topham Hatt and the other Sodor engines are very proud of Thomas
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Tina Desai
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Tina Desai is an Indian actress and model. In English-language, she is known for her role in the television series Sense8 since 2015. Desai was born in Bangalore to a Gujarati father and a Telugu mother and she is a graduate in Business Management with specialisation in finance from National Institute of Management college. She is fluent in five languages—Gujarati, Telugu, Kannada, English, Desai first came into the limelight when she participated in the reality show contest Get Gorgeous. Although she did not win the contest, she was offered a contract with Elite Model India Management and she has been modelling since 2007 and has featured in over 100 commercials. She made her debut in 2011 in the movie Yeh Faasley. She later appeared in the film The Best Exotic Marigold Hotel and she posed for the 2012 Kingfisher Swimsuit Calendar and starred in the Bollywood action thriller film Table No.21 opposite Rajeev Khandelwal. She appeared in the romantic song Yeh Kahan Mil Gaye Hum with singer KK, in 2016, she voiced the character of Ashima in the Thomas & Friends film The Great Race. Tina Desai at the Internet Movie Database
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ITV (TV network)
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ITV is a commercial TV network in the United Kingdom. Since the passing of the Broadcasting Act 1990 its legal name has been Channel 3, to distinguish it from the analogue channels at the time, namely BBC1, BBC2. ITV is a network of channels that operate regional television services as well as sharing programmes between each other to be displayed on the entire network. In recent years, several of companies have merged so currently the fifteen franchises are in the hands of two companies. With the exception of Northern Ireland, the ITV brand is the used by ITV plc for the Channel 3 service in these areas. In Northern Ireland, ITV plc uses the brand name UTV, STV Group plc, uses the STV brand for its two franchises of central and northern Scotland. The origins of ITV lie in the passing of the Television Act 1954, the act created the Independent Television Authority to heavily regulate the industry and to award franchises. The first six franchises were awarded in 1954 for London, the Midlands, the first ITV network to launch was Londons Associated-Rediffusion on 22 September 1955, with the Midlands and North services launching in February 1956 and May 1956 respectively. Following these launches, the ITA awarded more franchises until the country was covered by fourteen regional stations. Following the 1993 changes, ITV as a network began to consolidate with several companies doing so to save money by ceasing the duplication of services present when they were all separate companies. The ITV Network is not owned or operated by one company, since 2016 the fifteen licences are held by two companies, with the majority held by ITV Broadcasting Limited, part of ITV plc. The network is regulated by the media regulator Ofcom who is responsible for awarding the broadcast licences, the last major review of the Channel 3 franchises was in 1991, with all operators licences having been renewed between 1999 and 2002 and again from 2014 without a further contest. However, due to amalgamation of several of companies since the creation of ITV Network Limited. Approved by Ofcom, this results in ITV plc commissioning and funding the network schedule, all licensees have the right to opt out of network programming, however many do not due to pressures from the parent company or because of limited resources. The network also needs to produce accessible output containing subtitles, signing, in exchange for this programming, the ITV network is available on all platforms free to air and can be found at the top of the EPG of all providers. Since the launch of the platform in 1998, all of the ITV licensees have received gifted capacity on the terrestrial television platform. At present, the companies are able to broadcast additional channels and all choose to broadcast the ITV plc owned ITV2, ITV3, ITV4 and CITV in their region. UTV and STV previously broadcast their own services – UTV2 in Northern Ireland and S2 in central and northern Scotland – until 2002, the broadcasters all make use of the Digital 3&4 multiplex, shared with Channel 4
21.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
