1.
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
2.
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
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.
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
5.
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
6.
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
7.
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
8.
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
9.
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
10.
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
11.
Tasmanian Government Railways
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The Tasmanian Government Railways was the former operator of the mainline railways in Tasmania, Australia. Formed in 1872, the company was managed by the Government of Tasmania. The early railways of Tasmania were initially constructed by a number of private companies, in 1871, the Launceston and Western Railway opened the first railway line in Tasmania, with a 5 ft 3 in line from Launceston to Deloraine. The Tasmanian Main Line Railway Company later opened their Hobart to Evandale line in 1876, because of the break-of-gauge, the TMLR laid a third rail upon the L&WR line, and operated dual gauge for the final 11 miles to Launceston. As a result of takeover, all Tasmanian railways were relaid or newly constructed in 3 ft 6 in gauge. In 1938, the administration was absorbed into the newly created Transport Commission. The Commission was empowered to co-ordinate and improve land transport within the State, special fares were arranged for these trips, with return tickets between the two termini priced at $1.00. Trains were arranged with either single, double or triple-headed steam locomotives, depending on the type of stock, the Centenary Train also conveyed special mail from the Launceston Post Office, as well as politicians and invited guests. After the Centenary train, further special trains were run through to St Marys on the Fingal Line, south down to Ross on the Main Line, several trains were also timetabled to pick up passengers flown from Melbourne to Western Junction. The centenary celebrations were overall viewed as a success, with most seats booked on each special train. With around 16 lines across the state, the TGR operated a combination of approximately 275 stations, halts, large stations were located at Hobart, Derwent Park, New Norfolk, Parattah, Launceston, Zeehan, Burnie and Devonport. Special trains were also conveyed on Hobarts suburban network, with trains operating to Elwick Racecourse for the Hobart Cup, the special show trains to the Showgrounds ended in 1978, and were the last TGR passenger trains to be run in Tasmania. Hobart suburban services ended in 1974, with services ending entirely in 1978. TGR introduced in 1954 some containers for goods such as cement, sand, gravel. Main Line - Running North/South between Hobart and Launceston, Western Line - Running from Western Junction to Wiltshire Junction. Derwent Valley Line - Running from Bridgewater Junction to logging areas in Florentine, Fingal Line - Branching from Conara Junction, south of Launceston, to St Marys on the East Coast. Irishtown-Trowutta Line - A short line from Irishtown Junction to rural areas southwards, Bell Bay Line - Opened in the early 1970s, this line connected Launceston to its northern port at Bell Bay. Apsley Line - Branching from Brighton Junction north into rural farmlands, mole Creek Line - Branching from Lemana Junction south from the Western Line into logging areas
12.
Garratt
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A Garratt is a type of steam locomotive that is articulated into three parts. Its boiler is mounted on the frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Articulation permits larger locomotives to negotiate curves and lighter rails that might restrict large rigid-framed locomotives, many Garratt designs aimed to double the power of the largest conventional locomotives operating on their railways, thus reducing the need for multiple locomotives and crews. Garratt first approached Kitson & Co. but his idea was rejected and he then approached Beyer, Peacock and Company, who were only marginally more interested. In 1907 Beyer, Peacock & Co. submitted a proposal for a 2 ft gauge 0-4-0+0-4-0 Garratt to the New South Wales Government Railways, the following year a design for a 2 ft gauge Mallet locomotive was submitted in reply to an enquiry from the Government of Tasmania. This was followed with a submission for a Garratt based on, but a little heavier than and this proposal was accepted, and two locomotives were built in 1909, which became the K class. The K class had to cope with 99 radius curves and 1 in 25 gradients and this made the locomotive unnecessarily complicated and placed the high-pressure cylinders directly underneath the cab, making it uncomfortably hot, especially in summer. The pattern was not repeated on later Garratt designs, only one more Garratt locomotive, again built by Beyer, Peacock & Co. in 1927, was produced with compound propulsion for the Burma Railways. Early design and construction involved the steam-tight flexible connections between the boiler unit and the power units. The third Garratt was built in 1910 for the Darjeeling Himalayan Railway, in 1911 Beyer, Peacock and Company built six 2-6-0+0-6-2 Garratts for the Western Australian Government Railways. The M class locos were followed by the Ms and the Msa class and they also formed the pattern for locos for the Victorian Railways narrow gauge G class, and for Australian Portland Cement. The final Garratts to a Beyer-Peacock design were built in 1967–1968, eight 2 ft gauge South African Railways Class NG G16 locomotives, see 2 ft gauge railways in South Africa. The order was placed with Beyer, Peacock and Company, but since the firm was in the process of closing down, hunslets South African subsidiary, Hunslet-Taylor in Germiston, built these locomotives using boilers manufactured by their mother company. The 500 mm gauge Southern Fuegian Railway in Argentina procured a new 0-4-0+0-4-0 Garratt in 1994, based on Livio Dante Portas work, it included larger cross section tubing, insulation of the boiler and an improved front end. This vastly improved the economy of modern steam engine and more than doubled train length. Accordingly, a second Garratt for this railway was built to similar specifications and it was shipped to Argentina in 2006 and entered service in October of that year. Garratts were used in Africa, Asia, Australia, Europe and this class, designated 231-132BT, was streamlined and featured Cossart motion gear, mechanical stokers and 1.8 m driving wheels, the largest of any Garratt class. On a test in France, one of these achieved a speed of 132 kilometres per hour —a record for any Garratt class, all three main railways in Angola used Garratts
13.
Steam locomotive
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A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
14.
Snowdon Ranger railway station
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Certainly the name Snowdon Ranger was in common use on company timetables from as early as 1879, and that of the adjacent Snowdon Ranger Hotel from at least 1869. Snowdon Ranger is currently operated as a halt and trains call only by request. Following reconstruction, the Section from Waunfawr to Rhyd Ddu was formally reopened by HRH the Prince of Wales on 30 July 2003. Prince Charles travelled by train from Waunfawr to Snowdon Ranger station where, having donned overalls, he alighted from the carriage. Public passenger services re-commenced on 18 August 2003, narrow Gauge Railways in South Caernarvonshire - Volume 1. Narrow Gauge Railways in South Caernarvonshire - Volume 2, The Welsh Highland Railway
15.
Welsh Highland Railway
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At Porthmadog it connects with the Ffestiniog Railway and to the short Welsh Highland Heritage Railway. In Porthmadog it uses the United Kingdoms only mixed gauge flat rail crossing, the restoration, which had the civil engineering mainly built by contractors and the track mainly built by volunteers, received a number of awards. Originally running from Dinas near Caernarfon to Porthmadog, the current line includes a section from Dinas to Caernarfon. The original line also had a branch to Bryngwyn and the quarries at Moel Tryfan. It was never a success, the carriages of the 1890s were outdated and uncomfortable for so long a ride, the journey took too long. The Croesor Tramway had run from Porthmadog since 1863 up into the Croesor Valley and this was a horse-worked line laid to a nominal 2 ft gauge. The line was opened in 1877 and was extended to South Snowdon in 1881 and this closed to passengers in 1916 but goods traffic continued up to its absorption by the WHR in 1922. In 1902, the newly formed PBSSR took over the failed Portmadoc, Croesor, work was abandoned by the outbreak of the First World War in 1914, although the tunnels through the Aberglaslyn Pass were mostly completed. The name Welsh Highland Railway first appeared in 1921 when a 1914 Light Railway Order was processed and it was originally drawn up by the local Caernarfonshire authorities and aimed to link the PGSSR and NWNGR but had been delayed by the First World War. It was revived by two politicians and a Scottish distillery owner, Sir John Henderson Stewart. In July 1921, Stewart also obtained control of the Festiniog Railway, the LRO was passed in 1922, following a public enquiry. The budget was £75,000 and much of the funding was borrowed from the Ministry of Transport, according to the historian Peter Johnson, this would become a burden as the railway needed to generate the unlikely sum of £3,750 profit each year to service the debt. Two further LROs enabled improvements to the alignment at Beddgelert, a new station site in Porthmadog. Like the modern day WHR, the railway was opened in stages, the former NWNGR section re-opened on 31 July 1922 and the remainder on 1 June 1923. The WHR venture was not a success and was beset with problems from the start, indeed,1923 was its most successful year. Much hoped-for revenue from quarry traffic never materialised as the industry had fallen into decline. Its passenger services were also unsuccessful and could not compete with the bus services. Its rolling stock was out of date, it lacked locomotives and carriages, in 1924, winter passenger services were discontinued due to poor traffic
16.
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
17.
Ffestiniog Railway
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The Ffestiniog Railway is a 1 ft 11 1⁄2 in narrow gauge heritage railway, located in Gwynedd, Wales. It is a major tourist attraction located mainly within the Snowdonia National Park, the railway is roughly 13 1⁄2 miles long and runs from the harbour at Porthmadog to the slate mining town of Blaenau Ffestiniog, travelling through forested and mountainous scenery. The line is single throughout with four intermediate passing places. The first mile of the out of Porthmadog runs atop an embankment locally called the Cob. The Festiniog Railway Company which owns the railway is the oldest surviving company in the world. It also owns the Welsh Highland Railway which was re-opened fully in 2011, the two railways share the same track gauge and meet at Porthmadog station, with some trains working the entire 40 mile route from Blaenau Ffestiniog to Caernarfon. The railway company is known as the Festiniog Railway Company as this otherwise obsolete spelling is in the official title of the company in the Act that created the railway. Most British railways were amalgamated into four groups in 1921 and then into British Railways in 1948 but the Festiniog Railway Company, like most narrow-gauge railways. In 1921, this was due to influence, whereas in 1947 it was left out of British Railways because it was closed for traffic. Various important developments in the Railways early history were celebrated by the firing of cannon at various points along the line. Cannon were fired, for instance, to mark the laying of the first stone at Creuau in 1833, the opening in 1836. The passing of a later Act for the railway also saw cannon celebrations, but on occasion a fitter at Boston Lodge. The line was constructed between 1833 and 1836 to transport slate from the quarries around the town of Blaenau Ffestiniog to the coastal town of Porthmadog where it was loaded onto ships. The railway was graded so that wagons could be run by gravity downhill all the way from Blaenau Ffestiniog to the port. The empty wagons were hauled back up by horses, which travelled down in special dandy wagons, to achieve this continuous grade, the line followed natural contours and employed cuttings and embankments built of stone and slate blocks without mortar. It shows departures from the Quarry Terminus at 7,30,9,28,11,16,1,14,3,12 and 5,10, trains waited ten minutes at the intermediate stations called Tunnel Halt, Hafod y Llyn and Rhiw Goch. The fastest journey time from Quarry Terminus to Boston Lodge was 1 hour 32 minutes, from Boston Lodge, the slate wagons were hauled to and from Porthmadog harbour by horses. Up trains took six hours from Boston Lodge to the Quarry Terminus and each train ran in up to four sections, each hauled by a horse
18.
Loading gauge
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A loading gauge defines the maximum height and width for railway vehicles and their loads to ensure safe passage through bridges, tunnels and other structures. Classification systems vary between different countries and gauges may vary across a network, even if the track gauge remains constant, containerisation and a trend towards larger shipping containers has led rail companies to increase structure gauges to compete effectively with road haulage. Compliance with a loading gauge can be checked with a car which in the past were simple wooden frames or physical feelers mounted on rolling stock. The difference between the two is called the clearance, the terms dynamic envelope or kinematic envelope – which include factors such as suspension travel, overhang on curves and lateral motion on the track – are sometimes used in place of loading gauge. The height of platforms is also a consideration when considering the loading gauge of passenger trains, where the two are not directly compatible, steps may be required which will increase loading times. Where long carriages are used on a platform, gaps will occur between the platform and the carriage door, causing additional risk. Problems increase where trains of several different loading gauges and train floor heights use the same platform, the size of load that can be carried on a railway of a particular gauge is also influenced by the design of the rolling stock. Low-deck rolling stock can sometimes be used to carry taller 9 ft 6 in shipping containers on lower gauge lines although their low-deck rolling stock cannot then carry as many containers. Larger out-of-gauge loads can also sometimes be conveyed by taking one or more of the measures, operate at low speed. Cross over from a track with inadequate clearance to another track with greater clearance, prevent operation of other trains on adjacent tracks. Use refuge loops to allow trains to operate on other tracks, use of Schnabel cars that manipulate the load up and down or left and right to clear obstacles. Use gauntlet track to shift the train to side or center, for locomotives that are too heavy, ensure that fuel tanks are nearly empty. Turn off power in overhead wiring or in third rail, rapid Transit railways generally have a very small loading gauge. This reduces the cost of tunnel construction and these systems only use their own rolling stock. The loading gauge on the lines of Great Britain, most of which were built before 1900, is generally smaller than in other countries. In mainland Europe, the slightly larger Berne gauge was agreed to in 1913, as a result, British trains have noticeably and considerably smaller loading gauges and smaller interiors, despite the track being standard gauge along with much of the world. This results in increased costs for purchasing trains as they must be designed for the British network. The International Union of Railways has developed a series of loading gauges named A, B, B+
19.
Porthmadog
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Porthmadog, known locally as Port, and since 1974, rendered into Welsh from its former Anglicised form, Portmadoc, is a small coastal town and community in the Eifionydd area of Gwynedd, in Wales. Prior to the Local Government Act 1972 it was in the county of Caernarfonshire. The town lies 5 miles east of Criccieth,11 miles south west of Blaenau Ffestiniog,25 miles north of Dolgellau and 20 miles south of Caernarfon, the community had a population of 4,185. The town developed in the 19th century as a port exporting slate to England and around the world, since the decline of the slate industry it has become an important shopping centre for the surrounding area and a popular tourist destination. It has easy access to the Snowdonia National Park and is the terminus of the Ffestiniog Railway, in 1987 the National Eisteddfod was held in Porthmadog. The community includes the villages of Borth-y-Gest, Morfa Bychan. Porthmadog came into existence after William Madocks built a sea wall, the diversion of the Afon Glaslyn caused it to scour out a new natural harbour which had a deep enough draught for small ocean-going sailing ships, and the first public wharves were built in 1825. In the second half of the 19th century Porthmadog was a flourishing port, the rapidly expanding cities of England needed high quality roofing slate, which was transported to the new port by tramway from the quarries in Ffestiniog and Llanfrothen. A number of shipbuilders were active at this time, and were well known for the three-masted schooners known as Western Ocean Yachts. By 1841 the trackway across the land had been straightened out and was to be developed as Stryd Fawr. Along this street were a range of shops and public houses, a mineral railway to Tremadog ran along what was to become Heol Madog. To the north was an area where foundries, timber saw mills, slate works. The 19th century wharves still survive, but the slate warehouses have been replaced by apartments. The earliest documented references to the name Port Madoc are in the 1830s, coinciding with the opening of the Ffestiniog Railway, the first Ordnance Survey map to use the name was published in 1838. The name derives from the founder William Madocks, though there is a belief that it is named after the folklore character Madog ab Owain Gwynedd who also gives his name to Ynys Fadog. The town was officially called Portmadoc until 1974, when it was renamed with the Welsh spelling, ynyscynhaiarn was a civil parish in the cantref of Eifionydd. In 1858 a local board of health was established under the provisions of the Public Health Act 1848, under the Local Government Act 1894 the local board became an urban district, which by 1902 had changed its name to Portmadoc. In 1934 part of the area was transferred to Dolbenmaen, and an area was taken in from Treflys
20.
National Railway Museum
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The National Railway Museum is a museum in York forming part of the British Science Museum Group of National Museums and telling the story of rail transport in Britain and its impact on society. It has won awards, including the European Museum of the Year Award in 2001. It is the home of the collection of historically significant railway vehicles, as well as a collection of other artefacts. It is the largest museum of its type in Britain, attracting 727,000 visitors during the 2014/15 financial year, the museum is a short walk from the railway station in York, either on the road or via a staircase from the rear of the platforms. A roadtrain runs from the city centre to the museum on Leeman Road during half term, holidays, York Park and Ride also serve the museum from the car park entrance, on Line 2. Admission to the museum has been free since 2001 and it is open daily from 10 am to 6 pm from February to November and 10am to 5pm during the winter months. Locomotion – the National Railway Museum in Shildon, County Durham was opened in October 2004 and is operated by the NRM in conjunction with Durham County Council, the earliest are wagonway vehicles of about 1815. Flying Scotsman is among the intended for operation on the National Rail network from time to time. Rail vehicles on display are exchanged from time to time with other organisations, other physically large exhibits are the Stockton and Darlington Railway Gaunless Bridge and several stationary winding engines used on railway inclines. The National Railway Museum holds an open library and archive of railway related material. This includes a significant collection of locomotive and rolling stock engineering drawings from railway works. Copies of many of these drawings are sold to the heritage railway movement to assist with their new build locomotive. They are also sold to modellers who can use the drawing to produce accurate scale models, the library holds more than 20,000 books and 800 journals of which around 300 are active. The archive also holds a collection of technical and test records. The archives also hold some 1.75 million photographs covering the earliest era of photography to the modern day and these include official collections from railway companies and collections from enthusiasts like Eric Treacy and H. Gordon Tidey. In 1999/2000 the Museum began to collect recordings of former railway staff for a National Archive of Railway Oral History and it also holds the archive of steam train recordings by Peter Handford. In 2009 The Forsythe Collection of travel and transport ephemera was acquired for the collection, the Search Engine facility opened in late 2007 and is open from 10,00 to 17,30 Wednesday to Saturday. The archive and library collections can be viewed by anyone without an appointment although the website recommends pre-booking archive materials at least 24 hours in advance, the majority of its collections have been listed on its website for people to view what materials are available prior to their visit
21.
York
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York is a historic walled city at the confluence of the rivers Ouse and Foss in North Yorkshire, England. The municipality is the county town of Yorkshire to which it gives its name. The city has a heritage and has provided the backdrop to major political events in England throughout much of its two millennia of existence. The city offers a wealth of attractions, of which York Minster is the most prominent. The city was founded by the Romans as Eboracum in 71 AD and it became the capital of the Roman province of Britannia Inferior, and later of the kingdoms of Northumbria and Jórvík. In the Middle Ages, York grew as a wool trading centre and became the capital of the northern ecclesiastical province of the Church of England. In the 19th century, York became a hub of the railway network, in recent decades, the economy of York has moved from being dominated by its confectionery and railway-related industries to one that provides services. The University of York and health services have become major employers, from 1996, the term City of York describes a unitary authority area which includes rural areas beyond the old city boundaries. In 2011 the urban area had a population of 153,717, the word York derives from the Latinised name for the city, variously rendered as Eboracum, Eburacum or Eburaci. The first mention of York by this name is dated to circa 95–104 AD as an address on a wooden stylus tablet from the Roman fortress of Vindolanda in Northumberland, the toponymy of Eboracum is uncertain because the language of the pre-Roman indigenous population was never recorded. They are thought to have spoken a Celtic language related to modern Welsh, in his Historia Regum Britanniae the 12th century chronicler, Geoffrey of Monmouth, suggests the name derives from that of a pre-Roman city founded by the legendary king Ebraucus. Alternatively, the word already existed as an Old English word for wild swine. The Anglo-Saxon newcomers probably interpreted the part as eofor, and -rac as ric, while -um was a common abbreviation of the Saxon -heem. To them, it sounded as a home rich in boar, as is common in Saxon place names, the -um part gradually faded, eoforic. When the Danish army conquered the city in 866, its name became Jórvík, the Old French and Norman name of the city following the Norman Conquest was recorded as Everwic in works such as Waces Roman de Rou. The form York was first recorded in the 13th century, many company and place names, such as the Ebor race meeting, refer to the Roman name. The Archbishop of York uses Ebor as his surname in his signature, archaeological evidence suggests that Mesolithic people settled in the region of York between 8000 and 7000 BC, although it is not known whether their settlements were permanent or temporary. By the time of the Roman conquest of Britain, the area was occupied by a known to the Romans as the Brigantes
22.
Boston Lodge
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This article is about the locomotive works. For the station see Boston Lodge Halt, Boston Lodge is situated at Penrhyn Isa, Minffordd, Penrhyndeudraeth, on the A487 road about 1 mile SE across the Afon Glaslyn causeway from Porthmadog, Gwynedd in north-west Wales. It has a station on the Ffestiniog Railway and is the location of the main engineering workshops, locomotive shed. The Boston Lodge address and postcode is shared by the works with four cottage dwellings, the original Penrhyn Isa cottage was renamed Boston Lodge after Boston, Lincolnshire, the parliamentary seat of William Madocks, the proprietor of the land reclamation venture. The embankment, which was the stage of the Traeth Mawr land reclamation scheme, was 24 feet wide at the top,180 feet wide at the base,21 feet deep. The quarrying created both the Britannia Terrace site at Porthmadog and the workshops site at Boston Lodge. In the 1870s further construction provided a paint shop, joiners shop and erecting shop in which in 1879 and 1885 the double Fairlie engines Merddin Emrys, prior to 1915 the works employed about 30 men. During World War I most of the works was used as a factory from 17 September 1915 until early in 1919. The fortunes of the railway and its works declined from the mid-1920s with total closure from March 1947 to September 1954, the works reopened on 20 September 1954, since when many of the original buildings have been extensively repaired and their usage altered. Machinery has been updated and modern materials and techniques have been introduced, additional workshops have been built as well as new locomotive servicing facilities and carriage storage depots. The works undertakes the restoration and preservation of the historic locomotives, carriages, wagons. It also builds new locomotives and passenger carriages, and undertakes the ongoing maintenance of the Ffestiniog Railways expanding fleet of railway vehicles. In 1977, Boston lodge works undertook the design and installation of oil-firing equipment on the British Railways locomotive Owain Glyndwr on the Vale of Rheidol Railway and this was probably the first of numerous outside contracts that the works has undertaken over the years. These outside contracts have included work on steam engines and the complete construction of various replica narrow-gauge passenger coaches. From 1993 onwards Boston Lodge works has undertaken extensive locomotive restoration work for the Ffestiniog Railway owned Welsh Highland Railway, recently the works is undertaking the construction of new passenger carriages for service between Caernarfon and Porthmadog. In the aerial photograph at right, at the end of the embankment is the junction into the works yard. To the forefront of the site is the large white building that is Nos,1 and 2 Boston Lodge Cottages. Next to which, on the right, is the original Penrhyn Isa Cottage/Boston Lodge now the works offices, all the rest in that area is railway works and storage buildings
23.
Her Majesty's Railway Inspectorate
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Established in 1840, HM Railway Inspectorate is the British organisation responsible for overseeing safety on Britains railways and tramways. However, in the Summer of 2015 its name has been re-established as the safety arm of ORR, August 2015 being the 175th anniversary of its founding. The body originated in 1840, as a result of the Railway Regulation Act 1840, Britains railways at that time were large monopolistic private companies, so the BoT was concerned with competition and the safety of the public. The Railway Inspectorate was formed to investigate accidents reported by the companies to the Board of Trade and they were also tasked with inspecting new lines, and commenting on their suitability for carrying passenger traffic. Their reports were published and so made available to everyone and their first investigation concerned the derailment of a train caused by the fall of a large casting from a wagon on a passenger train. The Howden rail crash on 7 August 1840 killed four passengers, other important investigations included the public inquiries into the Shipton-on-Cherwell train crash in 1874, and the Tay Bridge disaster of 1879. The then Chief Inspector, William Yolland chaired the first, and was a member of the board in the second, the Chief Inspecting Officer from 1916 to 1929 was Colonel John Wallace Pringle, responsible for investigating many accidents. It was during his tenure, in 1919, that the office part of the newly created Ministry of Transport. The last Chief Inspecting Officer with a Royal Engineers background, Major Rose, retired in 1988 and he was replaced by an appointee from the Health, since then, Inspecting Officers have been recruited from the HSE or as mid-career railway employees from the former British Rail. These investigations were inquisitorial, in that their aim was to determine the causes behind the accident, the reports were widely circulated around the railway industry, and among the travelling public. Many of their reports are available as facsimiles of the originals at the railways archive, the HMRI became part of the Department of Transport and remained so until 1990, when it was transferred to the Health and Safety Executive. About this time HMRI expanded its scope and recruited additional staff and it was their job to monitor the workplace safety and health of railway employees. After the move to the HSE, train crash investigations tended to be held as public inquiries presided over by a High Court Judge, and these inquiries tended to be more adversarial, with the aim of identifying the guilty parties. In some cases criminal prosecution of these parties has occurred in parallel with the public inquiry, the transfer took place on 2 April 2006. The Inspectorate oversaw both operational safety and the integrity of new and modified works. Rail Accident Investigation Branch Hall, Stanley, Railway Detectives, The 150-year Saga of the Railway Inspectorate, hutter, Bridget M. Compliance, Regulation and Environment. Hutter, Bridget M. Regulation and Risk, Occupational Health, red for Danger, A History of Railway Accidents. London, John Lane, The Bodley Head Ltd, lewis, Peter R, Disaster on the Dee, Robert Stephensons Nemesis of 1847, Tempus, which describes many key investigations made by the Inspectorate
24.
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
25.
OCLC
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The Online Computer Library Center is a US-based nonprofit cooperative organization dedicated to the public purposes of furthering access to the worlds information and reducing information costs. It was founded in 1967 as the Ohio College Library Center, OCLC and its member libraries cooperatively produce and maintain WorldCat, the largest online public access catalog in the world. OCLC is funded mainly by the fees that libraries have to pay for its services, the group first met on July 5,1967 on the campus of the Ohio State University to sign the articles of incorporation for the nonprofit organization. The group hired Frederick G. Kilgour, a former Yale University medical school librarian, Kilgour wished to merge the latest information storage and retrieval system of the time, the computer, with the oldest, the library. The goal of network and database was to bring libraries together to cooperatively keep track of the worlds information in order to best serve researchers and scholars. The first library to do online cataloging through OCLC was the Alden Library at Ohio University on August 26,1971 and this was the first occurrence of online cataloging by any library worldwide. Membership in OCLC is based on use of services and contribution of data, between 1967 and 1977, OCLC membership was limited to institutions in Ohio, but in 1978, a new governance structure was established that allowed institutions from other states to join. In 2002, the structure was again modified to accommodate participation from outside the United States. As OCLC expanded services in the United States outside of Ohio, it relied on establishing strategic partnerships with networks, organizations that provided training, support, by 2008, there were 15 independent United States regional service providers. OCLC networks played a key role in OCLC governance, with networks electing delegates to serve on OCLC Members Council, in early 2009, OCLC negotiated new contracts with the former networks and opened a centralized support center. OCLC provides bibliographic, abstract and full-text information to anyone, OCLC and its member libraries cooperatively produce and maintain WorldCat—the OCLC Online Union Catalog, the largest online public access catalog in the world. WorldCat has holding records from public and private libraries worldwide. org, in October 2005, the OCLC technical staff began a wiki project, WikiD, allowing readers to add commentary and structured-field information associated with any WorldCat record. The Online Computer Library Center acquired the trademark and copyrights associated with the Dewey Decimal Classification System when it bought Forest Press in 1988, a browser for books with their Dewey Decimal Classifications was available until July 2013, it was replaced by the Classify Service. S. The reference management service QuestionPoint provides libraries with tools to communicate with users and this around-the-clock reference service is provided by a cooperative of participating global libraries. OCLC has produced cards for members since 1971 with its shared online catalog. OCLC commercially sells software, e. g. CONTENTdm for managing digital collections, OCLC has been conducting research for the library community for more than 30 years. In accordance with its mission, OCLC makes its research outcomes known through various publications and these publications, including journal articles, reports, newsletters, and presentations, are available through the organizations website. The most recent publications are displayed first, and all archived resources, membership Reports – A number of significant reports on topics ranging from virtual reference in libraries to perceptions about library funding
