1.
Henschel & Son
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Georg Christian Carl Henschel founded the factory in 1810 at Kassel. His son Carl Anton Henschel founded another factory in 1837, in 1848, the company began manufacturing locomotives. The factory became the largest locomotive manufacturer in Germany by the 20th century, Henschel built 10 articulated steam trucks, using Doble steam designs, for Deutsche Reichsbahn railways as delivery trucks. Several cars were built as well, one of which became Hermann Görings staff car, early in 1935, Henschel began manufacturing Panzer I tanks. During World War II, the firm was responsible for production of the Dornier Do 17Z medium bomber. Henschel was the manufacturer of the Tiger I and Tiger II. In 1945, the company had 8000 workers working in two shifts each of 12 hours, and forced labour was used extensively. Henschel Hs P.87, a similar to the Hs P.75, except that the canards in the front are straight. Henschel Zitterrochen, air-to-surface missile Manufacturing began again in 1948, in 1964, the company took over Rheinische Stahlwerke and became Rheinstahl Henschel AG, in 1976 Thyssen-Henschel, and 1990 ABB Henschel AG. In 1996, the company became ABB Daimler Benz Transportation Adtranz, the company was subsequently acquired by Bombardier around 2002. The Kassel facility still exists and is one of the worlds largest manufacturers of locomotives, herbert A. Wagner <http, //www. steamlocomotive. info/vlocomotive. cfm. Display=1309> Henschels Mittelfeld Werkes Tiger tank factory Luft 46
2.
Maffei (company)
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Maffei was a manufacturer of railway locomotives based in Munich, Germany. Established in 1836, it prospered for nearly a century before going bankrupt in 1930, following another seventy years of prosperity Krauss-Maffei merged with Demag and Mannesmann in 1999, the resulting conglomerate in turn being sold to Siemens AG. Perhaps J. A. Maffeis most famous product was the S3/6 4-6-2 locomotive of 1908, in 1836, Joseph Anton, Ritter von Maffei established the J. A. Maffei locomotive works in the English Garden district of Munich. The aim was to make Bavaria competitive in the machine industry, from these small beginnings a world-renowned locomotive works eventually developed. Maffei, amongst other things, involved itself with the building of the Augsburg Munich line, Maffei, at Lake Starnberg, built their first steamer Maximilian. By 1926 they had built 44 steam ships, in 1864 they delivered their 500th locomotive. Maffei, as a Munich town councillor, was praised for the building of the Hotel Bayerischer Hof, well-known products of the locomotive works are the Bavarian S 2/6 express locomotive which held the 1907 German speed record of 154.5 km/h) and the Bavarian S 3/6. Examples of the S 3/6 are preserved in the Deutsches Museum in Munich, in 1930 the form of J. A. Maffei went into bankruptcy and in 1931 merged with the Krauss Company to form Krauss-Maffei. The Maffei mansion in Feldafing, by Lake Starnberg, today houses a museum, Krauss-Maffei developed from the 1931 union of the two Munich companies Maffei and Krauss & Co. Both had built major German locomotives, Maffei also built steam driven vehicles. The headquarters of the remain in Munich. Maffei to this day remains a major producer, having outshopped some 10000 Leopard tanks since the 1950s. Many Nato allies have used them, with the commencement of German rearmament the military product range technology was revived. In 1963 Krauss Maffei developed the Leopard, Production of the AAA armored vehicle commenced in1976, the company had produced injection moulding equipment since 1957. In 1964 the company Eckert & Ziegler GmbH was taken over, in 1986 the plastics equipment division was separated and became Krauss Maffei Plastics Engineering, and in 2000 took over the relevant trademarks. Krauss Maffei merged with Demag and Mannesmann in 1999 and in turn the new conglomerate was sold to Siemens AG, co-operation between Wegmann and Krauss Maffei was already well established. Wegmann had supplied the turrets, among other things, for many Krauss Maffei tanks, the tank family comprises not only battle tanks but also combat engineering vehicles, air defense, artillery and reconnaissance and transportation tanks
3.
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
4.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
5.
Safety valve
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A safety valve is a valve that acts as a fail-safe in a thermal-hydraulics plant. Pilot-operated relief valves are a type of pressure safety valve. Safety valves were first developed for use on steam boilers during the Industrial Revolution, early boilers operating without them were prone to explosion. Vacuum safety valves are used to prevent a tank from collapsing while it is being emptied, when sizing a vacuum safety valve, the calculation method is not defined in any norm, particularly in the hot CIP / cold water scenario, but some manufacturers have developed sizing simulations. The earliest and simplest safety valve was used on a 1679 steam digester and utilized a weight to retain the steam pressure, however, on the Stockton and Darlington Railway, the safety valve tended to go off when the engine hit a bump in the track. A valve less sensitive to sudden accelerations used a spring to contain the steam pressure and this dangerous practice was sometimes used to marginally increase the performance of a steam engine. In 1856, John Ramsbottom invented a tamper-proof spring safety valve that became universal on railways, Safety valves also evolved to protect equipment such as pressure vessels and heat exchangers. The term safety valve should be limited to compressible fluid applications, the two general types of protection encountered in industry are thermal protection and flow protection. Flow protection is characterized by safety valves that are larger than those mounted for thermal protection. They are generally sized for use in situations where significant quantities of gas or high volumes of liquid must be discharged in order to protect the integrity of the vessel or pipeline. This protection can alternatively be achieved by installing a high integrity pressure protection system, Relief valve, an automatic system that is actuated by the static pressure in a liquid-filled vessel. It specifically opens proportionally with increasing pressure, Safety valve, an automatic system that relieves the static pressure on a gas. It usually opens completely, accompanied by a popping sound, Safety relief valve, an automatic system that relieves by static pressure on both gas and liquid. Pilot-operated safety relief valve, a system that relieves on remote command from a pilot. Low pressure safety valve, a system that relieves static pressure on a gas. Used when the difference between the pressure and the ambient atmospheric pressure is small. Vacuum pressure safety valve, a system that relieves static pressure on a gas. Used when the difference between the vessel pressure and the ambient pressure is small, negative and near to atmospheric pressure
6.
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
7.
Railway coupling
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A coupling is a mechanism for connecting rolling stock in a train. The design of the coupler is standard, and is almost as important as the gauge, since flexibility. The equipment that connects the couplings to the stock is known as the draft gear. The different types of coupling do not always have formal or official names and these couplings followed earlier tramway practice but were made more regular. The vehicles are coupled by hand using a hook and links with a turnbuckle that draws the vehicles together, in Britain, this is called a screw coupling. Vehicles have buffers, one at each corner on the ends and this arrangement limits the slack in trains and lessens shocks. The earliest buffers were fixed extensions of the frames. This coupling is still the standard in European countries, the link-and-pin coupling was the original style of coupling used on North American railways. After most railroads converted to semi-automatic Janney couplers, the link-and-pin survived on forestry railways, while simple in principle, the system suffered from a lack of standardisation regarding size and height of the links, and the size and height of the pockets. The link-and-pin coupler consisted of a body that received an oblong link. During coupling, a worker had to stand between the cars as they came together and guide the link into the coupler pocket. Once the cars were joined, the employee inserted a pin into a hole a few inches from the end of the tube to hold the link in place. This procedure was exceptionally dangerous and many brakemen lost fingers or entire hands when they did not get out of the way of the coupler pockets in time. Many more were killed as a result of being crushed between cars or dragged under cars that were coupled too quickly, brakemen were issued with heavy clubs that could be used to hold the link in position, but many brakemen would not use the club, and risked injury. The link-and-pin coupler proved unsatisfactory because, It made a connection between the cars, with too much slack action. There was no design, and train crews often spent hours trying to match pins. Crew members had to go between moving cars during coupling, and were injured and sometimes killed. The links and pins were often pilfered due to their value as scrap metal, john H. White suggests that the railroads considered this to be more important than the safety issue at the time
8.
Janney coupler
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The Janney Coupler is a semi-automatic railway coupler. The earliest commercially successful version of the coupler, it was patented by Eli H. Janney in 1873. The AAR/APTA Type E, Type F, and Type H tightlock couplers are all compatible knuckle couplers, prior to the formation of the AAR these were known as MCB Couplers. After 1910 the MCB reconstituted itself into the AAR, in 1913 the American Steel Foundries had developed the new Type D coupler that was accepted as the standard coupler for the United States, and no new equipment could be built using any other coupler. It was and is still the most used knuckle coupler in the world, the modern Alliance coupler still uses the modern AAR-10 and/or -10A contour, as well as others, but cannot be used in the US on an interchanging railway. Brand names of the now standard AAR Type E, F and Tightlock couplers are ASF, Buckeye, the Interlocking contour of knuckle couplers was the first aspect to be standardized. In about 1910 the producers were all using the then standardized MCB-10 contour, in the 1930s the AAR Type D was improved and became the Type E, the contour, however, stayed the same. A few years later the 10 contour was modified into an optional standard called the 10A contour. The most modern contour, for a plain Type E knuckle coupler, is still the AAR-10 and -10A, the same MCB-10 contour has been an approved standard for interchange service for over 100 years, with only the slightest dimensional changes. The Type H Tightlock couplers, which are used on passenger-carrying rolling stock, the purpose of couplers is to join rail cars or locomotives to each other so they all are securely linked together. Major Eli Janney, a Confederate veteran of the Civil War, Janney couplers are usually attached to draw gear, but sometimes, in the case of locomotives, the Type E is bolted directly on the headstock. The Janney coupler is used in Canada, the United States, Mexico, Japan, Australia, South Africa, Saudi Arabia, Cuba, Chile, Brazil, China and elsewhere. Among its features, Maximum tonnage as high as 32,000 metric tons such as on the Fortescue Railway, minimum ultimate tensile strength, Grade E knuckles,650,000 pounds-force Grade C or Grade E knuckles are required for interchange service. Such as Victorian narrow gauge lines, Janney couplers are always right-handed, i. e. their shape resembles the human right hand with fingers curled, as viewed from above. Required coupler heights, in North AmericaEmpty cars,33.5 inches ± 1-inch Loaded cars,32.5 inches in ± 1-inch Janney couplers are uncoupled by lifting the pin with a lever at the corner of the car. This pin is locked when the coupler is under tension, so the usual uncoupling steps are to compress the coupling with a locomotive, lift and hold up the pin, side operated variants are called the Sharon or Buckeye coupler. Most Janney couplers are now bottom operated, trains fitted with Janney couplers can accommodate heavier loads than any other type of coupler. Thus, the heaviest coal trains in New Zealand use Janney couplings, also, long-distance freight trains in North America are commonly more than 1-mile long, whereas this is not seen in Europe, where most freight trains still use English buffers and chain couplers
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