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John Bull (locomotive)

John Bull (locomotive)

The John Bull is an English-built railroad steam locomotive, operated for the first time in 1831; it became the oldest operable steam locomotive in the world (150 years) when the Smithsonian Institution operated it in 1981. Built by Robert Stephenson and Company, the John Bull was initially purchased by and operated for the Camden and Amboy Railroad, the first railroad built in New Jersey. The railroad rostered it as locomotive number 1 and used it heavily from soon after the railroad's construction in 1833 until 1866 when it was removed from active service and placed in storage. After the C&A's assets were acquired by the Pennsylvania Railroad (PRR) in 1871, the PRR refurbished and operated the locomotive a few times for public displays. The John Bull was steamed up for the Centennial Exposition in 1876 and again for the National Railway Appliance Exhibition in 1883. In 1884 the locomotive was purchased by the Smithsonian Institution as the museum's first major industrial exhibit. In 1939 the employees at the PRR's Altoona, Pennsylvania, shops built an operable replica of the locomotive for further exhibition duties as the Smithsonian desired to keep the original locomotive in a more controlled environment. The Smithsonian commemorated the locomotive's 150th birthday in grand style. The locomotive became the world's oldest surviving operable steam locomotive when it ran again under its own power in 1981. Today, the original John Bull is on static display in the Smithsonian's National Museum of American History in Washington, DC, and the replica John Bull operates regularly at the [http://www.rrmuseumpa.org/ Railroad Museum of Pennsylvania].

Construction and initial use

Washington, DC. Image from the collection of the National Museum of American History, Smithsonian Institution, [http://americanhistory.si.edu/onthemove/ America On The Move] exhibit, used with permission.]] The John Bull was built in England by Robert Stephenson for the Camden and Amboy Railroad (C&A), the first railroad built in New Jersey. It was dismantled and then shipped across the Atlantic Ocean in crates aboard the Allegheny. C&A engineer Isaac Dripps reconstructed the locomotive to the best of his knowledge (the shipment did not include any drawings or instructions to assemble the locomotive) and ran it for the first time in September 1831. On November 12 1831, Robert Stevens (then president of the C&A) repaid some political debts by inviting several members of the New Jersey legislature and some local dignitaries, including Napoleon's nephew Prince Murat, for rides behind the newly delivered locomotive over a short test track. The prince's wife made a point of hurrying onto the train so she could be declared the first woman to ride a steam-powered train in America. Until the railroad construction was completed, the locomotive was placed in storage; horse-drawn cars served the construction efforts until 1833. The C&A applied both numbers and names to their first locomotives, giving this engine the number 1 and officially naming it Stevens (after the C&A's first president, Robert L. Stevens). However, through regular use of the engine, crews began calling it the old John Bull, a reference to the cartoon personification of England, John Bull. Eventually the informal name was shortened to John Bull and this name was much more widely used until the Stevens name fell out of use in favor of John Bull.

Mechanical modifications and early exhibitions

Stephenson built the locomotive originally as an 0-4-0 (an 0-4-0 is the Whyte notation for a steam locomotive with two powered axles and no unpowered leading or trailing axles). The locomotive's power was transmitted to the driving axles through pistons that were mounted under the boiler between the two front wheels and in front of the front axle. These inside cylinders' main rods were connected to a rear crank axle with a connecting rod between the two axles to power the front axle. connecting rod Due to poorer quality track than was the norm in its native England, the locomotive had much trouble with derailment; the C&A's engineers added a leading truck (an assembly consisting of an unpowered axle with smaller diameter wheels that was connected to the frame and pushed in front of the locomotive) to help guide the engine into curves. The leading truck's mechanism necessitated the removal of the connecting rod between the two main axles, leaving only the rear axle powered. Effectively, the John Bull became a 4-2-0 (a locomotive with two unpowered leading axles followed by one powered axle and no unpowered trailing axles). Later, the C&A also added a cowcatcher to the lead truck. The cowcatcher is an angled assembly designed to deflect animals and debris off of the railroad track in front of the locomotive. To protect the locomotive's crew from the weather, the C&A also added walls and a roof (a cab) to the rear of the locomotive where the controls were located. C&A shop crews also added safety features such as a bell and headlight. After several years serving as a switching engine (a locomotive used for moving railroad cars around within a railroad yard; also known as a shunter) and stationary boiler, the John Bull was retired in 1866 and stored in Bordentown, NJ. Toward the end of its life in revenue service, the locomotive worked as a pump engine and as the power for a sawmill. The C&A was soon absorbed into the United New Jersey Railroad and Canals Company (1869) which itself was merged into the Pennsylvania Railroad (PRR) in 1871. The PRR saw the potential publicity to be gained by exhibiting such an old engine and PRR shop forces "back-dated" the engine (by replacing some original parts with parts that "looked" old or by removing them entirely). The exhaust stack was replaced with a straight tube of metal and the cab walls and roof were removed. The PRR then exhibited the engine in 1883 at the National Railway Appliance Exhibition in Chicago, IL. The following year, the Smithsonian Institution purchased John Bull from the PRR as the Institution's first large engine purchase.

Smithsonian Institution and locomotive restoration

At the exhibition in 1883, the Pennsylvania Railroad ended up resolving two problems at once. In the Smithsonian Institution, the railroad was able to find a home for the historic locomotive as well as a suitable new employer for a young civil engineer named J. Elfreth Watkins. Watkins had been involved in an accident on the railroad in New Jersey a few years before the exhibition. In the accident, he had lost a leg so he was no longer suited to the physical demands of railroad work (although the railroad did employ him as a clerk for a while after his accident). The PRR employed his engineering experience as an expert curator for the Smithsonian's new Arts and Industries Building which was opened in 1880. The locomotive's first public exhibition at the Smithsonian occurred on December 22 1884, where it was displayed in the East Hall of the Arts and Industries building. 1884.]] The locomotive remained on display in this location for nearly 80 years, but it was transported for display outside the museum on certain rare occasions. The most significant display in this time occurred in 1893 when the locomotive traveled to Chicago for the World's Columbian Exposition. The Pennsylvania Railroad, like many other railroads of the time, put on grand displays of their progress; the PRR arranged for the locomotive and a couple of coaches to be delivered to the railroad's Jersey City, New Jersey, shops where it would undergo a restoration of sorts to operating condition. The PRR was planning an event worthy of the locomotive's significance to American railroad history—the railroad actually planned to operate the locomotive for the entire distance between New Jersey and Chicago. The restoration was supervised by the PRR's chief mechanical officer, Theodore N. Ely. Ely was confident enough in its 50-mile (80.5 km) test run to Perth Amboy, New Jersey (which took two hours and fifteen minutes), that the Governors of all the states that the locomotive was to pass through and then President of the United States Grover Cleveland were invited to ride behind the engine on its first leg toward Chicago. The John Bull was to pull a few passenger cars in a train that would carry dignitaries and representatives of the press. The train traveled to Philadelphia, Pennsylvania, under one crew; starting in Philadelphia, local engineers (train drivers) were employed to ride on the locomotive's footplate as pilots to advise the operators for the trip over the local engineers' territories for the rest of the journey to Chicago. Traveling at 25 to 30 mph (40 to 50 km/h), the train reached Chicago on April 22. The locomotive operated during the exhibition giving rides to the exhibition's attendees, and then the train left Chicago on December 6 for the return trip to Washington. The locomotive arrived back in Washington on December 13. In 1927 the John Bull again traveled outside the museum. The Baltimore and Ohio Railroad was celebrating its centenary that year in its Fair of the Iron Horse in Baltimore, Maryland. Since the locomotive's original tender (fuel and water car) had deteriorated beyond repair and was dismantled in 1910, the PRR built a replica of the tender at its Altoona, Pennsylvania, shops. The locomotive was also refurbished in Altoona for operation during the fair. This fair was the last steam up for the locomotive until 1980.

(Mostly) static display

1980 After the locomotive returned to the Smithsonian, it remained on static display. The museum in 1930 commissioned the Altoona shops to build a second replica of the locomotive's tender for display with the locomotive in the museum. This time, however, the replica tender used some of the original tender's fittings that the museum still had from the tender's dismantlement twenty years before. The Smithsonian recognized the locomotive's age in 1931. But, since the museum didn't have the funds to refurbish the locomotive for full operation again, it was decided to run the locomotive in place (with the driving wheels lifted off the rails using jacks) with compressed air. The museum borrowed an 1836 coach from the Pennsylvania Railroad to display on the track behind the newly rebuilt tender, and the locomotive's 100th birthday was officially celebrated on November 12 1931. The locomotive's semi-operation was broadcast over the CBS radio network with Stanley Bell narrating the ceremonies for the radio audience. The PRR again borrowed the locomotive in 1939 for the Century of Progress exhibition in Chicago. Unlike its earlier jaunt to Chicago, for this trip, the railroad hauled and displayed it as a static exhibit. While this exhibit was proceeding the Altoona shops were busy again building a replica; this time the replica was an operable copy of the locomotive itself. The replica was then operated in 1940 at the New York World's Fair, while the original locomotive and rebuilt tender returned to the Smithsonian. The original locomotive was displayed outside the museum one more time in 1939, but the museum's curators decided that the locomotive was becoming too fragile for repeated outside exhibits. It was then placed in somewhat permanent display back in the East Hall where it remained for the next 25 years. The locomotive was moved to its current home, the National Museum of American History (then called the National Museum of History and Technology), in 1964.

Operating again after 150 years

1964 The John Bull had remained on static display for another 15 years, but the locomotive's significance as the oldest locomotive in existence or its use on the first railroad in New Jersey was not very plainly noted in the display's literature. As 1981 and the locomotive's 150th birthday approached, the Smithsonian started discussions on how best to commemorate the locomotive's age and significance. There was very little question that special publications and exhibits would be prepared, but museum officials were left with the thought that the exhibit could still be so much more than that. Many superficial inspections were performed on the locomotive in 1980 and it was found to be in relatively sound mechanical condition. There wasn't a significant amount of deterioration noted in these early inspections, and when the wheels were jacked off the rails, like they had been 50 years earlier, the axles were found to be freely operable. One morning in January 1980, before the museum opened to the public that day, museum officials used compressed air to power the cylinders and move the wheels through the connecting rods for the first time since its last semi-operation. After the compressed air blew some dirt and debris out of the locomotive's exhaust stack, it was soon ticking along as if it was meant to be operated again. The running gear seemed to be in good order, but it was still unknown if the boiler could still handle the pressure of steam and a live fire again. The museum asked the Hartford Steam Boiler Inspection and Insurance Company to inspect the locomotive's boiler for operation. The inspections were conducted after hours at the museum (from 6:30 p.m. to 4:00 a.m.) over three days and included electromagnetic, ultrasonic and radiographic tests. The tests did reveal a few flaws, but it was projected that the engine could operate at a reduced boiler pressure of 50 psi (340 kPa or 3.5 kgf/cm²); as delivered to the Camden & Amboy, the boiler was rated for 70 psi (480 kPa or 4.9 kgf/cm²). The Smithsonian's staff, after a few further hydrostatic tests, were confident that the locomotive could again operate under its own power. The items that needed repair were repaired and the locomotive operated under steam on September 15 1981, outside Washington, D.C.. On this exhibition, the locomotive became the oldest operable steam locomotive in the world. The original John Bull is currently housed and displayed at the National Museum of American History in Washington, D.C.. The replica of the John Bull, built in 1939, is currently owned and operated by the [http://www.rrmuseumpa.org/index.shtml Railroad Museum of Pennsylvania]

Specifications

¹ Gauge refers to the distance between the rails on the track over which the engine operated.
² The boiler is the large cylindrical assembly in the middle of the locomotive where water is boiled to form steam.

Timeline

- June 18 1831: The John Bull is constructed by Stephenson and Company in England.
- July 14 1831: The John Bull departs Liverpool bound for Philadelphia, PA.
- September 4 1831: The John Bull arrives in Philadelphia, aboard the ship Allegheny from Liverpool.
- September 15 1831: The John Bull makes its first runs in New Jersey under its own power.
- November 12 1831: Robert Stevens hosts a group of New Jersey politicians on a series of trial runs pulled by the John Bull.
- 1833: The John Bull is one of a few locomotives operating on the newly completed Camden & Amboy railroad.
- 1866: The John Bull is retired from regular service.
- 1876: The John Bull is displayed at the United States Centennial Exposition in Philadelphia.
- 1883: The Pennsylvania Railroad displays John Bull at the National Railway Appliance Exhibition in Chicago, IL.
- 1884: The Smithsonian Institution acquires the John Bull from the Pennsylvania Railroad
- 1893: The John Bull operates at the World's Columbian Exposition in Chicago, IL.
- 1910: The original tender, now deteriorated beyond repair, is dismantled by Smithsonian staff. Usable fittings from the tender are placed in storage.
- 1927: The Baltimore & Ohio Railroad borrows the John Bull to operate at the Fair of the Iron Horse in Baltimore, MD.
- 1930: A replica tender is commissioned by the Smithsonian and built by the Pennsylvania Railroad using the fittings previously salvaged from the original tender; the new tender is displayed with the locomotive at the museum.
- November 12 1931: The Smithsonian celebrates the locomotive's 100th "birthday", using compressed air to operate the stationary engine (stabilized on jacks) within the museum's exhibit hall.
- 1933-1934: The Pennsylvania Railroad borrows the John Bull to display it at the Century of Progress Exhibition in Chicago, IL.
- 1939: The original John Bull makes its final public appearance outside the Smithsonian for another 39 years when it is displayed in the opening of the New York World's Fair
- 1940: A replica of the John Bull, built by engineers at the Pennsylvania Railroad's Juniata Shops in Altoona, PA, is displayed at the New York World's Fair, while the original is returned to the Smithsonian.
- September 15 1981: The John Bull operates on the 150th anniversary of its first use, becoming the oldest operable steam locomotive in the world.
- 1985: The John Bull is carried aboard an airplane for an exhibition in Dallas, TX, making it the oldest locomotive in the world to travel by air.

References

- Bailey, Ronald T., Friends of the Railroad Museum of Pennsylvania. [http://www.rrmuseumpa.org/about/roster/johnbull.htm Railroad Museum of Pennsylvania - John Bull replica], Retrieved Oct. 6, 2004.
- Massa, William R., Jr., Smithsonian Institution (2004) [http://www.si.edu/archives/archives/findingaids/FARU7268.htm Finding Aids to Personal Papers and Special Collections in the Smithsonian Institution Archives: Record Unit 7268; J. Elfreth Watkins Collection, 1869, 1881-1903, 1953, 1966 and undated], Retrieved Dec. 14, 2004.
- Smithsonian Institution. [http://historywired.si.edu/detail.cfm?ID=225 HistoryWired: a few of our favorite things - John Bull Locomotive], Retrieved Oct. 6, 2004.
- Smithsonian Institution (2004). [http://www.150.si.edu/chap4/bull.htm Encyclopedia Smithsonian - John Bull], Retrieved Oct. 6, 2004.
- Smithsonian Institution Press (2001). [http://www.smithsonianlegacies.si.edu/objectdescription.cfm?ID=25 Smithsonian Press - Legacies - John Bull locomotive, 1831], Retrieved Oct. 6, 2004.
- Category:Famous locomotives Category:0-4-0 locomotives Category:4-2-0 locomotives

England

:For an explanation of often-confusing terms like England, (Great) Britain and United Kingdom see British Isles (terminology). England is a nation and the largest and most populous constituent country of the United Kingdom accounting for more than 83% of the total UK population. It occupies most of the southern two-thirds of the island of Great Britain and shares land borders with fellow home nations Scotland, to the north, and Wales, to the west. Elsewhere, it is bordered by the sea. England is named after the Angles, one of a number of Germanic tribes believed to have originated in Angeln in Northern Germany, who settled in England in the 5th and 6th centuries. It has not had a distinct political identity since 1707, when Great Britain was established as a unified political entity; however, it has a legal identity separate from those of Scotland and Northern Ireland, as part of the entity "England and Wales;". England's largest city, London, is also the capital of the United Kingdom.

History

Main article: History of England England has been inhabited for at least 500,000 years, although the repeated Ice Ages made much of Britain uninhabitable for extended periods until as recently as 20,000 years ago. Stone Age hunter-gatherers eventually gave way to farmers and permanent settlements, with a spectacular and sophisticated megalithic civilisation arising in western England some 4,000 years ago. It was replaced around 1,500 years later by Celtic tribes migrating from Western and continental Europe, mainly from France. These tribes were known collectively as "Britons", a name bestowed by Phoenician traders — an indication of how, even at this early date, the island was part of a Europe-wide trading network. The Britons were significant players in continental politics and supported their allies in Gaul militarily during the Gallic Wars with the Roman Republic. This prompted the Romans to invade and subdue the island, first with Julius Caesar's raid in 55 BC, and then the Emperor Claudius' conquest in the following century. The whole southern part of the island — roughly corresponding to modern day England and Wales — became a prosperous part of the Roman Empire. It was finally abandoned early in the 5th century when a weakening Empire pulled back its legions to defend borders on the Continent. Unaided by the Roman army, Roman Britannia could not long resist the Germanic tribes who arrived in the 5th and 6th centuries, enveloping the majority of modern day England in a new culture and language and pushing Romano-British rule back into modern-day Wales and western extremities of England, notably Cornwall and Cumbria. Others emigrated across the channel to modern-day Brittany, thus giving it its name and language (Breton). But many of the Romano-British remained in and were assimilated into the newly "English" areas. The invaders fell into three main groups: the Jutes, the Saxons, and the Angles. As they became more civilised, recognisable states formed and began to merge with one another. (The most well-known state of affairs being the Anglo-Saxon heptarchy.) From time to time throughout this period, one Anglo-Saxon king, recognised as the "Bretwalda" by other rulers, had effective control of all or most of the English; so it is impossible to identify the precise moment when the Kingdom of England was unified. In some sense, real unity came as a response to the Danish Viking incursions which occupied the eastern half of "England" in the 8th century. Egbert, King of Wessex (d. 839) is often regarded as the first king of all the English, although the title "King of England" was first adopted, two generations later, by Alfred the Great (ruled 871–899). The principal legacy left behind in those territories from which the language of the Britons were displaced is that of toponyms. Many of the place-names in England and to a lesser extent Scotland are derived from celtic British names, including London, Dumbarton, York, Dorchester, Dover and Colchester. Several place-name elements are thought to be wholly or partly Brythonic in origin, particularly bre-, bal-, and -dun for hills, carr for a high rocky place, coomb for a small deep valley. Until recently it has been believed that those areas settled by the Anglo-Saxons were uninhabited at the time or the Britons had fled before them. However, genetic studies show that the British were not pushed out to the Celtic fringes – many tribes remained in what was to become England (see C. Capelli et al. A Y chromosome census of the British Isles. Current Biology 13, 979–984, (2003)). Capelli's findings strengthen the research of Steven Bassett of the University of Birmingham; his work during the 1990s suggests that much of the West Midlands was only very lightly colonised with Anglian and Saxon settlements.

This royal throne of kings, this sceptred isle,
This earth of majesty, this seat of Mars,
This other Eden, demi-paradise,
This fortress built by Nature for herself
Against infection and the hand of war,
This happy breed of men, this little world,
This precious stone set in the silver sea,
Which serves it in the office of a wall
Or as a moat defensive to a house,
Against the envy of less happier lands,—
This blessed plot, this earth, this realm, this England.

William Shakespeare
Richard II (Act 2, Scene 1)

The English are great lovers of themselves, and of everything belonging to them; they think that there are no other men than themselves, and no other world but England; and whenever they see a handsome foreigner, they say that 'he looks like an Englishman', and that 'it is a great pity that he should not be an Englishmen'.

Venetian ambassador to England
Early 16th century
Charlotte Augusta Sneyd
Italian Relations of England (p. 20)

Richard II] Richard II] In 1066, William the Conqueror and the Normans conquered the existing Kingdom of England and instituted an Anglo-Norman administration and nobility who, retaining proto-French as their language for the next three hundred years, ruled as custodians over English commoners. Although the language and racial distinctions faded rapidly during the middle ages, the class system born in the Norman/Saxon divide persisted longer — arguably with traces lasting to the modern day. While Old English continued to be spoken by common folk, Norman feudal lords significantly influenced the language with French words and customs being adopted over the succeeding centuries evolving to a Romance-Germanic hybrid of Middle English widely spoken in Chaucer's time. England came repeatedly into conflict with Wales and Scotland, at the time an independent principality and an independent kingdom respectively, as its rulers sought to expand Norman power across the entire island of Britain. The conquest of Wales was achieved in the 13th century, when it was annexed to England and gradually came to be a part of that kingdom for most legal purposes, although in the modern era it is more usually thought of as a separate nation (fielding, for example, its own athletic teams). Norman power in Scotland waxed and waned over the years, with the Scots managing to maintain a varying degree of independence despite repeated wars with the English. Although it was on the whole only a moderately successful power in military terms, England became one of the wealthiest states in medieval Europe, due chiefly to its dominance in the lucrative wool market. The failure of English territorial ambitions in continental Europe prompted the kingdom's rulers to look further afield, creating the foundations of the mercantile and colonial network that was to become the British Empire. The turmoil of the Reformation embroiled England in religious wars with Europe's Catholic powers, notably Spain, but the kingdom preserved its independence as much through luck as through the skill of charismatic rulers such as Elizabeth I. Elizabeth's successor, James I was already king of Scotland (as James VI); and this personal union of the two crowns into the crown of Great Brittaine was followed a century later by the Act of Union 1707, which formally unified England, Scotland and Wales into the Kingdom of Great Britain. This later became the United Kingdom of Great Britain and Ireland (1801 to 1927) and then the modern state of the United Kingdom of Great Britain and Northern Ireland (1927 to present) For post-unification history, see history of the United Kingdom.

Politics

Main article: Politics of the United Kingdom, Government of England Since the promulgation of the 1284 Statute of Rhuddlan and the Laws in Wales Acts 1535-1542, Wales has shared a legal identity with England as the joint entity of England and Wales. The Act of Union with the Kingdom of Scotland in 1707 created the Kingdom of Great Britain, subsuming England, Wales and Scotland into a single political entity. Scotland, along with Northern Ireland, retain separate legal systems. The duchy of Cornwall also retains some unique rights. All of Great Britain has been ruled by the government of the United Kingdom since that date, although in 1999 the first elections to the newly created Scottish Parliament and National Assembly for Wales left England as the only part of the Union with no devolved assembly or parliament. As all legislation for England is passed by Parliament at Westminster there are some complaints about the ability of non-English Members of Parliament to influence purely English affairs. This apparent anomaly has been highlighted by both English and non-English politicians, often those opposed to devolution, and has become popularly known as the West Lothian question. Administratively, England is something of an anomaly within the UK. Unlike the other three nations, it has no local parliament or government and its administrative affairs are dealt with by a combination of the UK government, the UK parliament and a number of England-specific quangos, such as English Heritage. There are calls from some for a devolved English Parliament and from others for the dissolution of the UK and an independent England. The current Labour government favoured the establishment of regional administration, claiming that England was too large to be governed as a sub-state entity. A referendum on this issue in North East England on 4 November 2004 decisively rejected the proposal. Some criticised the English regional proposals for not decentralising enough, saying that they amounted not to devolution, but to little more than local government reorganisation, with no real power being removed from central government. The English regions would not even have had the limited powers of the Welsh Assembly, much less the tax-varying and legislative powers of the Scottish Parliament. Rather, power was simply re-allocated within the region, with little new resource allocation and no real prospects of Assemblies being able to change the pattern of regional aid. Responsibility for regional transport was added to the proposals late in the process. This was perhaps crucial in the North East, where resentment at the Barnett Formula, which delivers greater regional aid to adjacent Scotland, was a significant impetus for the North East devolution campaign. There has also been a campaign for a Cornish assembly along Welsh lines by groups such as Mebyon Kernow, which recently collected 50,000 signatures in support. Some eurosceptics believe that the establishment of English regions as administrative entities is designed to undermine the concept of English nationhood and more easily fit England into a European federal model. Conventionally the national capital of England is London, although technically it would be more exact to call London the capital of "England and Wales" given England's lack of a distinctive political identity separate from the Principality. Winchester served as the country's first national capital until some time in the late 11th century after the Norman Conquest. The City of London became England's commercial capital, while the City of Westminster (where the Royal court was located) became the political capital. These roles have, broadly speaking, been maintained to the present day.

Subdivisions

Main article: Subdivisions of England Historically, the highest level of local government in England was the county. These divisions had emerged from a range of units of old, pre-unification England, whether they were Kingdoms, such as Essex and Sussex; Duchies, such as Yorkshire, Cornwall and Lancashire or simply tracts of land given to some noble, as is the case with Berkshire. Until 1867, they were subdivided into smaller divisions called hundreds. These counties all still exist in, or near to, their original form as the traditional counties. In many places, however, they have been heavily modified or abolished outright as administrative counties. This came about due to a number of factors. The fact that the counties were so small meant, and still means, that there was no regional government able to coordinate an overarching plan for the area. This was especially true in the metropolitan areas surrounding the cities, as the county lines were usually drawn up before the industrial revolution and the mass urbanisation of England. The solution was the creation of large metropolitan counties centred on cities. These were later broken up, with several other counties, into unitary authorities, unifying the county and district/borough levels of government. London is a special case, and is the one region which currently has a representative authority as well as a directly elected mayor. The 32 London boroughs and the Corporation of London remain the local form of government in the city. Other than Greater London, the official regions are:
- North East England
- North West England
- Yorkshire and the Humber
- West Midlands
- East Midlands
- East of England
- South West England
- South East England Outside London the regions have very little power and are not accountable to elected representatives; regional authority is placed in the hands of unelected assemblies. If, as now seems unlikely, regions opt to replace these bodies with elected assemblies, local government in England will remain as variable and, some might say, as confusing as ever

Geography

Main articles: Geography of the United Kingdom, Geography of England Geography of England England comprises the central and southern two-thirds of the island of Great Britain, plus offshore islands of which the largest is the Isle of Wight. It is bordered to the north by Scotland and to the west by Wales. It is closer to continental Europe than any other part of Britain, divided from France only by a 38 km (24 statute mile or 21 nautical mile) sea gap. Most of England consists of rolling hills, but it is more mountainous in the north with a chain of low mountains, the Pennines, dividing east and west. The dividing line between terrain types is usually indicated by the Tees-Exe line. There is also an area of flat, low-lying marshland in the east, much of which has been drained for agricultural use. The list of England's largest cities is much debated because in British English the normal meaning of city is "a continuously built-up urban area"; these are hard to define and various other definitions are preferred by some people to boost the ranking of their own city. London is by far the largest English city. Manchester and Birmingham vie for second place. A number of other cities, mainly in the north of England, are of substantial size and influence. These include: Liverpool, Leeds, Newcastle, Nottingham, Bristol and Sheffield Using the standard U.S. city limits definition of a city the top six are: Birmingham, Leeds, Sheffield, Bradford, Liverpool and Manchester. Note that London is not on this list (Greater London is a region and the City of London is tiny), and that one of the two candidates for the status of England's "second city", Manchester, is down in sixth. In the UK, this method of ranking cities is generally used only by people whose own city is promoted by it. The Channel Tunnel, near Folkestone, links England to the European mainland. The English/French border is halfway along the tunnel. The largest harbour in England is at Poole, on the south-central coast. Internationally, it is the second largest harbour in the world, although this fact is disputed (See harbors for a list of other potential second largest harbours) The highest temperature ever recorded in England is 38.5 °C (101.3 °F) on August 10, 2003 in Kent. [http://news.bbc.co.uk/1/hi/england/kent/3153532.stm]. The lowest temperature ever recorded in England is -26.1 °C (-15.0 °F) on January 10, 1982 at Newport in Shropshire. [http://www.metoffice.com/climate/uk/location/england/#temperature]

Major rivers

Shropshire.]]
- Thames
- Severn
- Trent
- Humber
- Yorkshire Ouse
- Tyne
- Mersey
- Dee
- Avon Main article: Waterways in the United Kingdom

Major Conurbations

:See main article: List of towns in England The largest cities in England are much debated but according to the urban area populations (continuous built up areas) these would be the 15 largest conurbations. (Population figures taken from 2001 census) #Greater London (8,278,251) #West Midlands (2,284,093) #Greater Manchester (2,244,931) #Leeds/Bradford (1,499,465) #Tyneside (879,996) #Liverpool (816,216) #Nottingham (666,358) #Sheffield (640,720) #Bristol (551,066) #Brighton/Worthing/Littlehampton (461,181) #Portsmouth (442,252) #Leicester (441,213) #Bournemouth/Poole (383,713) #Reading (369,804) #Teesside (365,323)

Economy

Main article: Economy of England

Demographics

Main articles: Demographics of England, Population of England England is both the most populous and the most ethnically diverse nation in the United Kingdom with around 49 million inhabitants, of which roughly a tenth are from non-White ethnic groups. It is one of the most densely populated countries in Europe, second only to the Netherlands. This population is made up of, and descended from, immigrants who have arrived over millennia. The principal waves of migration have been in c. 600 BC (Celts), the Roman period (garrison soldiers from throughout the Empire), 350–550 (Angles, Saxons, Jutes), 800–900 (Vikings, Danes), 1066 (Normans), 1650–1750 (European refugees and Huguenots), 1840–1850 (Irish), 1880–1940 (Irish, Jews), 1950— (Irish, Caribbeans, Africans, South Asians), 1985— (citizens of European Community member states especially Ireland, East Europeans, Iranians, Kurds, refugees). The general prosperity of England as the largest partner of the UK, has also made it a destination for economic migrants particularly from Ireland and Scotland. This segment of English homogeneous society continues to create a diverse and dynamic language that is widely used internationally. The other image of foreign ethnic components in England is still mostly seen as a legacy of the British Empire; especially the Commonwealth of Nations.

English identity

The simplest view is that an English person is someone who is from England and holds British nationality, regardless of his or her racial origin. However, inhabitants of England quite commonly refer to themselves as "British" rather than "English"; centuries of English dominance within the United Kingdom has created a situation where to be English is, as a linguist would put it, an "unmarked" state (i.e. a British person, institution, custom, city, etc. is assumed English unless specified otherwise). The English frequently include their neighbours in the general term "British" while the Scots and Welsh, proud of their separate identities, tend to be more forward about referring to themselves by one of those more specific terms. Although currently a part of England, a notable percentage of those living in Cornwall feel similarly, considering themselves Cornish first. One significant exception is in Northern Ireland, where the Unionist community tend to identify very strongly as "British" (Republicans living in the province are more likely to consider themselves "Irish"), and there is not a "Northern Ireland" or "Northern Irish" identity to the same extent as there is (e.g.) a Scottish one. A person, therefore, using the term "English" to describe him or herself (regardless of personal history) may be going out of his or her way to do so; hence he or she may also be seen (rightly or wrongly, and not necessarily pejoratively) as nationalistic. While Scottish, Welsh, Irish and Cornish patriotism are widely exhibited, specifically English patriotism has often been viewed with suspicion, and most English people feel more comfortable identifying themselves with Britain as a whole. However, this may be to avoid being seen as bullies by their neighbours. The extent to which specifically English patriotism is linked to a right-wing xenophobic agenda has also generated discomfort. The appropriation of English symbols by racist far-right organisations such as the National Front made many people uncomfortable with expressions of Englishness. In recent years, English identity has recently been a topic of debate in the national press, with many English people trying to "reclaim" the term and the flag from the far-right. See English nationalism. One notable exception to the above is in relation to sports, in particular Association football, Rugby football and to a lesser extent Cricket. Transient successes are often accompanied by a revival of the use of the "St George's Cross". While it has not yet replaced the "Union Flag" its use is on the increase. Many English people who have spent a lot of time overseas fall into the habit of referring to themselves as "English". It is the most recognisable designation by speakers of many languages, especially where their own language uses a similar word. Even in other English-speaking countries, people are often perplexed by concepts of "British" or the "United Kingdom of Great Britain and Northern Ireland". All these distinctions are only possible because there is no "English citizenship" or legal definition of Englishness. Moreover, the hazy understanding many people have of the distinction between "England" and "Britain" compounds the confusion. If in doubt, refer to an "English" person as "British": this will always be correct. It may not be as precise as "English", but it will avoid offence in the event the person is actually from a different part of Britain.

Culture

Union Flag Main article: Culture of England
- English literature
- Sir Thomas Browne
- Geoffrey Chaucer
- John Milton
- William Shakespeare
- Jane Austen
- Mary Shelley
- Charles Dickens
- Thomas Hardy
- George Orwell
- J. R. R. Tolkien
- C. S. Lewis
- Douglas Adams
- List of national parks of England and Wales
- Food and Drink
- English folklore
- English art
- English school of painting
- Music of England

Languages

Music of England.]] As its name suggests, the English language, today spoken by hundreds of millions of people around the world, originated as the language of England, where it remains the principal tongue today (although not officially designated as such). An Indo-European language in Anglo-Frisian branch of the Germanic family, it is closely related to Scots and Frisian. As the Anglo-Saxon kingdoms merged into England, "Old English" emerged; some of its literature and poetry has survived. Used by aristocracy and commoners alike before the Norman Conquest (1066), English was displaced in cultured contexts under the new regime by the Norman French language of the new Anglo-French aristocracy. Its use was confined primarily to the lower social classes while official business was conducted in a mixture of Latin and French. Over the following centuries, however, English gradually came back into fashion among all classes and for all official business except certain traditional ceremonies. (Some survive to this day.) But Middle English, as it had by now become, showed many signs of French influence, both in vocabulary and spelling. During the Renaissance, many words were coined from Latin and Greek origins; and more recent years, Modern English has extended this custom, being always remarkable for its far-flung willingness to incorporate foreign-influenced words. The law does not recognise any language as being official, but English is the only language used in England for general official business. The other national languages of the UK (Welsh, Irish Gaelic and Scottish Gaelic) are confined to their respective nations, and only Welsh is treated by law as an equal to English (and then only for organisations which do business in Wales). The only non-Anglic native spoken language in England is the Cornish language, a Celtic language spoken in Cornwall, which became extinct in the 19th century but has been revived and is spoken in various degrees of fluency by around 3,500 people. This has no official status (unlike Welsh) and is not required for official use, but is nonetheless supported by national and local government under the European Charter for Regional or Minority Languages. Cornwall County Council has produced [http://www.cornwall.gov.uk/cornish/strategy/english/engl01.htm a draft strategy] to develop these plans. There is, however, no programme as yet for public bodies to actively promote the language. Scots is spoken by some adjacent to the Anglo-Scottish Border. Most deaf people within England speak British sign language (BSL), a sign language native to Britain. The British Deaf Association estimates that 70,000 people throughout the UK speak BSL as their first or preferred language, but does not give statistics specific to England. Like Cornish, BSL has no official status, but has been granted a degree of recognition by the government. The BBC broadcasts several of its programmes with BSL interpreters. Different languages from around the world, especially from the former British Empire and the Commonwealth of Nations, have been brought to England by immigrants. Many of these are widely spoken within ethnic minority communities, including Punjabi, Hindi, Urdu, Bengali, Gujarati, Chinese and Vietnamese. These are often used by official bodies to communicate with the relevant sections of the community, particularly in big cities, but this occurs on an "as needed" basis rather than as the result of specific legislative ordinances. Other languages have also traditionally been spoken by minority populations in England, including Romany. Despite the relatively small size of the nation, there are a large number of distinct English regional accents. Those with particularly strong accents may not be easily understood elsewhere in the country.

Nomenclature

The country is named after the Angles, one of several Germanic tribes who settled the country in the 5th and 6th centuries. There are two distinct linguistic patterns for the name of the country. The majority of European languages use names akin to "England":
- "England" (Danish, German, Swedish, Norwegian)
- "Engeland" (Dutch)
- "Inglismaa" (Estonian)
- "Angleterre" (French)
- "Inghilterra" (Italian)
- "Inglaterra" (Spanish, Portuguese, Galician)
- "Anglia" (Hungarian, Polish, Romanian, Albanian)
- "Anglija" (Russian, Slovene, Lithuanian, Ukrainian)
- "Engleska" (Croatian, Serbian)
- "Αγγλία" ("Anglía") (Greek)
- "Englanti" (Finnish) The Celtic names are quite different:
- "Bro-Saoz" (Breton)
- "Pow Sows" (Cornish)
- "Sasana" (Irish)
- "Sasainn" (Scottish Gaelic)
- "Lloegr" (Welsh) — but "Saeson" for the inhabitants.
- "Sostyn" (Manx Gaelic) Except for Lloegr, which is an ancient geographic term, these names are all derived from the Saxons, another family of Germanic tribes which arrived at about the same time as the Angles. See: Wiktionary:England for a further list of non-English names for England. "England" is sometimes mistakenly used to refer to the entire United Kingdom, the island of Great Britain, or the British Isles. This may offend people from other parts of the UK. Frequently the English use the less-specific "Britain" or "the UK", even when "England" is technically correct and commonly also use "England" when "Britain" would be correct. Alternative names include:
- the slang "Blighty", from the Hindustani "bila yati" meaning "foreign"
- "Albion", an ancient name popularised by Pliny the Elder and Ptolemy in the 1st century. Supposedly referring to the white (Latin alba) cliffs of Dover, this term has also been interpreted as a relative of Alba, today the Scots Gaelic name for Scotland. Whatever its origins, "Albion" originally referred to the whole island of Great Britain and is still sometimes seen that way today — but is more often used for England.
- More poetically, England has been called "this sceptred isle...this other Eden" and "this green and pleasant land", quotations respectively from the poetry of William Shakespeare (in Richard II) and William Blake (And did those feet in ancient time). The inhabitants of England are the English. The slang terms sometimes used for them include "Sassenachs" (from the Scots Gaelic), "Limeys" (in reference to the citrus fruits carried aboard English sailing vessels to prevent scurvy) and "Pom/Pommy" (used in Australian English and New Zealand English), but these may be perceived as offensive. Also see alternative words for British.

Symbols and insignia

alternative words for British.]] The two traditional symbols of England are the St. George's cross (the English flag) and the Three Lions coat of arms (see above), both derived from the great Norman powers that formed the monarchy – the Cross of Aquitaine and the Lions of Anjou. The three lions were first definitely used by Richard I (Richard the Lionheart) in the late 12th century (although it is also possible that Henry I may have bestowed it on his son Henry before then). Historian Simon Schama has argued that the Three Lions are the true symbol of England because the English throne descended down the Angevin line. A red cross acted as a symbol for many Crusaders in the 12th and 13th centuries. It became associated with St George and England, along with other countries and cities (such as Georgia, Milan and the Republic of Genoa), which claimed him as their patron saint and used his cross as a banner. It remained in national use until 1707, when the Union Flag (which English and Scottish ships had used at sea since 1606) was adopted for all purposes to unite the whole of Great Britain under a common flag. The flag of England no longer has much of an official role, but it is widely flown by Church of England properties and at sporting events. (Paradoxically, the latter is a fairly recent development; until the late 20th century, it was commonplace for fans of English teams to wave the Union Flag, rather than the St George's Cross). The rose is widely recognised as the national flower of England and is used in a variety of contexts. Predominantly, this is a red rose (which also symbolises Lancashire), such as the badge of the English Rugby Union team. However, a white rose (which also symbolises Yorkshire) or a "tudor rose" (symbolising the end of the War of the Roses) may also be used on different occasions. The Three Lions badge performs a similar role for the English national football team and English national cricket team.

National anthems

Although England does not have an official anthem of its own, the following are widely regarded as English national hymns:
- "Jerusalem:" Words by William Blake, Music by Hubert Parry
- "I Vow to Thee, My Country": Words by Cecil Spring-Rice, Music by Gustav Holst
- "Land of Hope and Glory": Words by A C Benson, Music by Edward Elgar (although this refers to all of Great Britain, not only England)
- "Nimrod": Music by Edward Elgar "God Save The Queen" (the national anthem for the UK as a whole) is usually played for English sporting events (e.g. football matches), although "Land of Hope and Glory" has also been used as the English anthem for the Commonwealth Games. "Rule Britannia" despite being a song about Britain as a whole was often used for the English national football team when they play against another of the home nations but more recently "God Save The Queen" has been used by both the rugby and football teams. Many believe that English teams should use their own anthems, most popular of which is the use of "Jerusalem".

References

- [http://www.statistics.gov.uk Office of National Statistics]

References

External links

- [http://www.enjoyengland.com/ The official website of the English Tourist Board — Enjoy England]
- [http://www.bbc.co.uk/history/state/nations/ BBC Nations]: articles on England and her neighbours Category:Monarchies Category:European countries als:England zh-min-nan:England ko:잉글랜드 ms:England ja:イングランド simple:England th:แคว้นอังกฤษ

Steam locomotive

A locomotive (from lat. locus motivus) is a railway vehicle that provides the motive power for a train, and has no payload capacity of its own; its sole purpose is to move the train along the tracks. In contrast, many trains feature self-propelled payload-carrying vehicles; these are not normally considered locomotives, and may be referred to as multiple units or railcars; the use of these self-propelled vehicles is increasingly common for passenger trains, but very rare for freight (see however CargoSprinter). Vehicles which provide the motive power to haul an unpowered train, but are not generally considered locomotives because they have payload space or are rarely detached from their trains, are known as power cars. Traditionally, locomotives haul (pull) their trains. Increasingly common these days in local passenger service is push-pull operation, where a locomotive pulls the train in one direction and pushes it in the other, and is therefore optionally controlled from a control cab at the opposite end of the train. This is especially true of "High Speed Rail lines", such as the Japan’s Shinkansen and France’s TGV trains. TGV Grange class steam locomotive, at Bristol Temple Meads station, Bristol, England]]

Origins

The first successful locomotives were built by Cornish inventor Richard Trevithick. In 1804 his unnamed locomotive hauled a train along the tramway of the Penydarren ironworks, near Merthyr Tydfil in Wales. Although the locomotive hauled a train of 10 tons of iron and 70 passengers in five wagons over nine miles it was too heavy for the cast iron rails used at the time. The locomotive only ran three journeys before it was abandoned. In 1813, George Stephenson persuaded the manager of the Killingworth colliery where he worked to allow him to build a steam-powered machine. He built the Blucher, the first successful flanged-wheel adhesion locomotive. The flanges enabled the trains to run on top of the rails instead of in sunken tracks. This greatly simplified construction of switches (called "points" in UK) and rails, and opened the way to the modern railroad.

Benefits of locomotives

switches There are many reasons why the motive power for trains has been traditionally isolated in a locomotive, rather than in self-propelled vehicles. These include:
- Ease of maintenance - it is easier to maintain one locomotive than many self-propelled cars.
- Safety - it is often safer to locate the train's power systems away from passengers. This was particularly the case for steam locomotives, but still has some relevance for other power sources.
- Easy replacement of motive power - should the locomotive break down, it is easy to replace it with a new one. Failure of the motive power unit does not require taking the whole train out of service.
- Efficiency - idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.
- Flexibility - large locomotives can be substituted for small locomotives where the gradients of the route become steeper and more power is needed.
- Obsolescence cycles - separating the motive power from the payload-hauling cars means that either can be replaced without affecting the other. At some times, locomotives have become obsolete when their cars are not, or vice versa.

Classification by motive power

Locomotives may generate mechanical work from fuel, or they may take power from an outside source. It is common to classify locomotives by their means of providing motive work - the common ones include:

Steam

power power The first railway locomotives (19th century) were powered by steam, first by burning wood, later coke and coal or petroleum. Because of the steam engine, some people took to calling the steam locomotives themselves "steam engines". The steam locomotive remained by far the most common type of locomotive until after World War II. The age of steam correlates highly to the coal era. The first steam locomotive was built by Richard Trevithick, and first ran on 21 February 1804, although it took some years before steam locomotive design became efficient and economically practical. Fairy Queen, built in 1855; plying between New Delhi and Alwar in India, is the longest-running steam locomotive in regular service in the world, but John Bull, built in 1831, is currently the oldest operable steam locomotive. John Bull is preserved in mostly static display at the Smithsonian Institution in Washington, DC. The all-time speed record for steam trains is held by an LNER Class A4 4-6-2 Pacific locomotive of the LNER in the United Kingdom, number 4468 Mallard, which pulling six carriages (plus a dynamometer car) reached 126 mph (203 km/h) on a slight downhill gradient down Stoke Bank on 3 July 1938. Aerodynamic passenger locomotives from other countries such as Germany and the United States attained speeds very close to this, and this is generally believed to be close to the practicable upper limit for the direct-coupled steam locomotive. Before the middle of the 20th century, electric and diesel-electric locomotives began replacing steam locomotives. Steam locomotives are less efficient than their more modern diesel and electric counterparts and require much greater manpower to operate and service. British Rail figures showed the cost of crewing and fuelling a steam locomotive was some two and a half times that of diesel power, and the daily mileage achievable was far lower. As labour costs rose, particularly after the second world war, non-steam technologies became much more cost-efficient. By the end of the 1960s-1970s, most western countries had completely replaced steam locomotives in commercial service. Freight locomotives generally were replaced later. Other designs, such as locomotives powered by gas turbines, have been experimented with, but have seen little use. By the end of the 20th century, almost the only steam power still in regular use in North America and Western European countries was on heritage railways specifically aimed at tourists and/or railroad enthusiasts, known as railfans or train spotters, although some narrow gauge lines in Germany which form part of the public transport system, running to all-year-round timetables retain steam for all or part of their motive power. Steam locomotives remained in commercial use in parts of Mexico into the late 1970s. Steam locomotives are in regular use in China, where coal is a much more abundant resource than petroleum for diesel fuel. India has switched in the 1990's from steam-powered trains to electric- and diesel-powered trains. In some mountainous and high altitude rail lines, steam engines remain in use because they are less affected by reduced air pressure than diesel engines. petroleum 73096, a 4-6-0 steam loco, at Virginia Water station, April 2004.]]

External links

- [http://www.steamlocomotive.com/ Database of surviving steam locomotives in North America]
- [http://steamrailroading.com/ Information on North American steam railroads in operation]

Diesel-mechanical

Diesel locomotives vary in the form of transmission used to convey the power from a diesel engine (or engines) to the wheels. The simplest form of transmission is by means of a gearbox, in the same way as on road vehicles. Diesel trains or locomotives that use this are called diesel-mechanical and began to appear (although limited in power) even before the first world war which saw a number of simplex diesel systems built for the war, a small number of which survive and are still operational today. It has, however, been found impractical to build a gearbox which can cope with a power output of more than 400 horsepower (300 kW) without breaking, despite a number of attempts to do so. Therefore this type of transmission is only suitable for low-powered shunting locomotives, or lightweight multiple units or railcars. For more powerful locomotives, other types of transmission have to be used.

Diesel-electric

railcar refueling at Dunsmuir, California]] The most common form of transmission is electric; a locomotive using electric transmission is known as a diesel-electric locomotive. With this system, the diesel engine drives a generator or alternator; the electrical power produced then drives the wheels using electric motors. In effect, such a locomotive is an electric locomotive which carries its own generating station along with it. Early diesel-electrics were switching engines used to move rail cars around in rail yards. The first went into service in 1918 with the Jay Street Connecting Railroad. Sixteen years later, the technology began to be applied to regular mainline service as streamlined passenger trains went into operation. Actually, a petroleum distillate-electric system powered the first such train, but diesel-electric systems soon proved to be more cost-effective because of higher efficiency and lower maintenance costs. The fuel for one early high-speed run from Chicago, Illinois to Denver, Colorado only cost US$14.64 (in 1934 dollars). In the 1970s, British Rail in the United Kingdom developed a high-speed diesel-electric train called the High Speed Train or HST. This train consists of two Class 43 locomotives (also known as power cars), one at each end, and a number of "Mark 3" carriages (usually 8). A complete HST set was originally designated as a Class 253 or 254 diesel multiple unit (DMU), but due to the frequent exchanges between sets the power cars were reclassified as locomotives and given class number 43. The unpowered carriages were simultaneously reclassified as individual coaches - the number of a DMU set should identify all its associated carriages as well. The prototype HST (designated Class 252) holds the world speed record for diesel traction, having reached a speed of 143 mph, although the operating speed of the production HST in service is 125 mph (200 km/h), hence the name "Inter-City 125". A variant of the Intercity 125, the XPT, is in service on New South Wales railways in Australia, but with a lower top speed and different carriages.

Diesel-hydraulic

Alternatively, diesel-hydraulic locomotives use hydraulic transmission to convey the power from the diesel engine to the wheels. On this type of locomotive, the power is transmitted to the wheels by means of a device called a torque converter. A torque converter consists of three main parts, two of which rotate, and one which is fixed. All three main parts are sealed in a housing filled with oil. The inner rotating part of a torque converter is called a centrifugal pump (or impeller), the outer part is called a turbine wheel (or driven wheel), and between them is a fixed guide wheel. All of these parts have specially shaped blades to control the flow of oil. The centrifugal pump is connected directly to the diesel engine, and the turbine wheel is connected to an axle, which drives the wheels. As the diesel engine rotates the centrifugal pump, oil is forced outwards at high pressure. The oil is forced through the blades of the fixed guide wheel and then through the blades of the turbine wheel, which causes it to rotate and thus turn the axle and the wheels. The oil is then pumped around the circuit again and again. The disposition of the guide vanes allows the torque converter to act as a "gearbox" with continuously variable ratio. If the output shaft is loaded so as to reduce its rotational speed, the torque applied to the shaft increases, so the power transmitted by the torque converter remains more or less constant. However, the range of variability is not sufficient to match engine speed to load speed over the entire speed range of a locomotive, so some additional method is required to give sufficient range. One method is to follow the torque converter with a mechanical gearbox which switches ratios automatically, similar to an automatic transmission on a car. Another method is to provide several torque converters each with a range of variability covering part of the total required; all the torque converters are mechanically connected all the time, and the appropriate one for the speed range required is selected by filling it with oil and draining the others. The filling and draining is carried out with the transmission under load, and results in very smooth range changes with no break in the transmitted power. Diesel-hydraulic multiple units, a less arduous duty, often use a simplification of this system, with a torque converter for the lower speed ranges and a fluid coupling for the high speed range. A fluid coupling is similar to a torque converter but the ratio of input to output speed is fixed; loading the output shaft results not in torque multiplication and constant power throughput but in reduction of the input speed with consequent lower power throughput. (In car terms, the fluid coupling provides top gear and the torque converter provides all the lower gears.) The result is that the power available at the rail is reduced when operating in the lower speed part of the fluid coupling range, but the less arduous duty of a passenger multiple unit compared to a locomotive makes this an acceptable tradeoff for reduced mechanical complexity. Diesel-hydraulic locomotives are slightly more efficient than diesel-electrics, but were found in many countries to be mechanically more complicated and more likely to break down. In Germany, however, diesel-hydraulic systems achieved extremely high reliability in operation. Persistent argument continues over the relative reliability of hydraulic engines, with continuing questions over whether data was manipulated politically to favour local suppliers over German ones. In the US and Canada, they are now greatly outnumbered by diesel-electric locomotives, while they remain dominant in some European countries. The most famous diesel-hydraulic locomotive is the German V200 which were built from 1953 in a total number of 136. The only diesel-electric locomotives of the Deutsche Bundesbahn were BR 288 (V 188), of which 12 were built in 1939 by the DRG. The high reliability of the German locomotives was paralleled by higher reliability of non-German locomotives built with German-made parts compared to that of the same designs built using parts made locally to German patterns under licence. Much of the unreliability experienced outside Germany was due to poor quality control in the local manufacture of engines and transmissions, and poor maintenance due to staff used to steam locomotives working on unfamiliar and much more complex designs in unsuitable conditions and failing to follow the unit-replacement maintenance methods which were part of the German success. It is notable that diesel-hydraulic multiple units, with the advantages of modern manufacturing techniques and improved maintenance procedures, are now extremely successful in widespread use, achieving excellent reliability.

Gas turbine-electric

DRG] Main article: Gas turbine-electric locomotive Locomotives powered by gas turbines were developed in many countries in the decades after World War II. These used jet-type engines (similar to the turboshaft engines in a turbine helicopter) driving an output shaft. The normal method of transmitting power to the wheels involved an electrical transmission similar to a diesel-electric locomotive - the turbines running at constant speed driving a generator, feeding to large electric motors driving the wheels. Gas turbine locomotives are very powerful, but also very noisy (they sounded similar to a jet aircraft at takeoff). Union Pacific operated the largest fleet of turbine locomotives and used them extensively, at one point claiming that the turbines hauled 10% of the railroad's freight. Their efficiency was quite low, but this was initially not a problem; Union Pacific's gas turbines were fueled with cheap 'Bunker C' (later No.6) heavy fuel oil. This cheap fuel source vanished when improved refinery techniques allowed it to be 'cracked' into lighter petroleum grades. After the oil crisis in the 1970s and the subsequent rise in fuel costs, gas turbine locomotives became uneconomic to operate, and many were taken out of service. This type of locomotive is now rare.

Electric

Main article: Electric locomotive Electric locomotive The electric locomotive is supplied externally with electric power, either through an overhead pickup or through a third-rail. While the cost of electrifying track is rather high, electric trains and locomotives are significantly cheaper to run than diesel ones, and are capable of superior acceleration as well as regenerative braking, making them ideal for passenger service in densely populated areas. Almost all high speed train systems (e.g. ICE, TGV, Shinkansen) use electric power, because the power needed for such performance is not easily carried on board. For example the most powerful electric locomotives that are used today on the channel tunnel freight services use 7 MW of power. The world speed record for a wheeled train was set in 1990 by a French TGV which reached a speed of 515.3 km/h (320 mph). While recently designed electrified railway systems invariably operate on alternating current, many existing direct current systems are still in use—e.g. in South Africa, Spain, and the United Kingdom (750 V and 1500 V); Netherlands (1500 V); Belgium, Italy, Poland (3000 V), and the cities of Mumbai and Chicago, Illinois (which will be switched to AC by 2025). A small number of electric locomotives can also operate off battery power to enable short journeys or shunting to occur on non-electrified lines or yards. Pure battery locomotives also found usage in mines and other underground workings where diesel fumes or smoke are not safe and where external electricity supplies could not be used. Battery locomotives are also used on many underground railways for maintenance operations as they are required to operate in areas where the electricity supply has been temporarily disconnected. See also: Railway electrification system

Electro-diesel

Main article: Electro-diesel locomotive These are special locomotives that can either operate as an electric locomotive or a diesel locomotive. Dual-mode diesel-electric/third-rail locomotives are operated by the Long Island Rail Road and Metro-North Railroad between non-electrified territory and New York City because of a local law banning diesel-powered locomotives in Manhattan tunnels. For the same reason Amtrak operates a fleet of dual-mode locomotives in the New York area. British Rail operated dual diesel-electric/electric locomotives designed to run primarily as electric locomotives. This allowed railway yards to remain un-electrified as the third-rail power system is extremely hazardous in a yard area.

Magnetic levitation

third-rail The newest technology in trains is magnetic levitation (maglev). These electrically powered trains have a special open motor which floats the train above the rail without the need for wheels. This greatly reduces friction. Very few systems are in service and the cost is very high. The experimental Japanese magnetic levitation train has reached 552 km/h (343 mph). The transrapid maglev train connects Shanghai's airport with the city. The first commercial maglev trains ran in the 1980s in Birmingham, United Kingdom, providing a low-speed shuttle service between the airport and its railway station. Despite the huge interest and excitement in the technology it was abandoned and replaced by a cable-hauled guideway a few years later.

Classification by use

The three main categories of locomotives are often subdivided in their usage in rail transport operations. There are passenger locomotives, freight locomotives and switcher (or shunting) locomotives. These categories mainly depend on manoeuvrability, traction power and speed. Some locomotives are designed to work in mountain railways.

References

[http://www.gutenberg.org/etext/11164 An engineer's guide from 1891] [http://www.keveney.com/Locomotive.html Animated engines, Steam Locomotive] 1 Locomotive Category:Rail transport ja:機関車 ko:기관차

Smithsonian Institution

serves as the Institution's headquarters.]] The Smithsonian Institution is a educational and research institution and associated museum complex, with most of its facilities in Washington, D.C. It consists of 19 museums and seven research centers, and has 142 million items in its collections. It is administered and funded by the government of the United States. A monthly magazine published by the Smithsonian Institution is also named Smithsonian.

History

The Smithsonian Institution was founded for the promotion and dissemination of knowledge by a bequest to the United States by the British scientist James Smithson (1765–1829). In Smithson's will, he stated that should his nephew, Henry James Hungerford, die without heirs, the Smithson estate would go to the United States of America for establishing an "Establishment for the increase & diffusion of Knowledge among men". After the nephew died without heirs in 1835, President Andrew Jackson informed Congress of the bequest, which amounted to 100,000 gold sovereigns, or $500,000 U.S. dollars ($9,235,277 in 2005 U.S. dollars after inflation). Act of Congress: Eight years later, Congress passed an act establishing the Smithsonian Institution, a typically American hybrid public/private partnership, and the act was signed into law on August 10, 1846 by James Polk. (See (Ch. 178, Sec. 1, 9 Stat. 102).) The bill was drafted by Indiana Democratic Congressman Robert Dale Owen, a Socialist and son of Robert Owen, the father of the cooperative movement. The castellated architecture of the Smithsonian Institution Building on the National Mall has made it known informally as "The Castle". It was built by architect James Renwick, Jr. and completed in 1855. Many of the other buildings are also historical and architectural landmarks. The voyage of the US Navy circumnavigating the globe between 1838 and 1842 amassed thousands of animal specimens, an herbarium of 50,000 examples, shells and minerals, tropical birds, jars of seawater and ethnographic specimens from the South Pacific. The military and civilian surveys in the American West assembled many Native American artifacts as well as natural history specimens. The Institution became a magnet for natural scientists from 1857 to 1866, who formed a group called the Megatherium Club. The asteroid 3773 Smithsonian is named in honor of the Institution.

Administration

The Smithsonian Institution is established as a trust by act of Congress, and it is functionally and legally a body of the federal government. More than two-thirds of the Smithsonian's workforce of some 6,300 persons are employees of the federal government. The Smithsonian is represented by attorneys from the United States Department of Justice in litigation, and money judgments against the Smithsonian are also paid out of the federal treasury. Federal courts have furthermore concluded that the Smithsonian is part of the United States government within the meaning of such statutes as the Tucker Act and the Federal Tort Claims Act. It is also treated as part of the United States government when defending against copyright infringement claims, which means that such actions must be brought before the United States Court of Federal Claims.. The nominal head of the Institution is the Chancellor, an office which has always been held by the current Chief Justice of the United States. The affairs of the Smithsonian are conducted by its 17-member board of regents, eight members of which constitute a quorum for the conduct of business. Eight of the regents are United States officials: the Vice President (one of his few official legal duties) and the Chief Justice of the United States, three United States Senators appointed by the Vice President in his capacity as President of the Senate, and three Members of the U.S. House of Representatives appointed by the Speaker of the House. The remaining nine regents are "persons other than Members of Congress," who are appointed by joint resolution of Congress. Regents are allowed reimbursement for their expenses in connection with attendance at meetings, but their service as regents is uncompensated. The day-to-day operations of the Smithsonian are supervised by a salaried "Secretary" chosen by the board of regents.

Secretaries of the Smithsonian

#Joseph Henry, 1846–1878 #Spencer Fullerton Baird, 1878–1887 #Samuel Pierpont Langley, 1887–1906 #Charles Doolittle Walcott, 1907–1927 #Charles Greeley Abbot, 1928–1944 #Alexander Wetmore</