View allAll Photos Tagged external
A shot from the photocall for Pardon/In Cuffs which is at the Traverse Theatre this Edinburgh Fringe.
Valentijn Dhaenens devised the concept and directs.
The performers are: Valentijn Dhaenens; Clara Van Der Broek; and Korneel Hamers.
You can find out more about the play and buy tickets, here: www.traverse.co.uk/whats-on/event-detail/617/pardon--in-c...
Mortality 2002 for various causes of death, organised hierarchically in a pie diagram (with constant area for each segment). Data originally from munnecke.com/papers/lse.htm
A PDF version can be found at www.aleph.se/andart/archives/images/death [Converted].pdf
This table is hinged on the right, locks on the left. Unlock and swing from 90 to 180 degrees, drop the adjustable legs, then open the hatch.
External view of University of Glasgow Student Apartments student accommodation on Hillhead Street, Glasgow
Image Disclaimer - Please note that all of the images shown are for illustrative purposes only. The rooms pictured are not necessarily typical of the accommodation available at Student Apartments, which can vary in terms of size, configuration, and finish.
This image is part of a series of images showing various stages of the process to assemble an external tank beginning with the early stages of welding and ending with roll out of a completed external tank to the Pegasus barge at the dock at Michoud Assembly Facility. Several graphic images show the internal and external views of the Liquid Oxygen Tank, Intertank, Liquid Hydrogen Tank and a completed external tank with thermal protection system.
Image credit: NASA
The USB Wifi receiver at the top of the "pole" protected by its plastic bag and secured using cable ties.
146. - The External Oblique Muscles.
Original photograph taken with a Polaroid SX-70 Alpha1 SE using Impossible Project PX680 First Flush instant film.
Emulsion transfer onto heavyweight matt laser print of a scan from Gray's Anatomy 1st edition reprint.
Had some trouble with this, mostly due to the age of the film I think, so contrast has been slightly boosted after scanning.
External shot of AK1, showing the livery. The P13 bogies have yet to arrive. Hillside workshops. 24 March, 2011.
External view of Lister House
Image Disclaimer - Please note that all of the images shown are for illustrative purposes only. The rooms pictured are not necessarily typical of the accommodation available at Lister House, which can vary in terms of size, configuration, and finish.
Detail of the bottom of the ariel showing how it was cut and bent to make an effective hook for Ernest's hopper windows.
Note also the way the USB extension cable is secured using cable ties.
Helsinki Cathedral (Helsingin tuomiokirkko) is the Finnish Evangelical Lutheran cathedral of the Diocese of Helsinki, located in the neighbourhood of Kruununhaka in the centre of Helsinki, Finland. The church was originally built from 1830-1852 as a tribute to the Grand Duke of Finland, Tsar Nicholas I of Russia. It was also known as St Nicholas' Church until the independence of Finland in 1917. It is a major landmark of the city. en.wikipedia.org/wiki/Helsinki_Cathedral
Helsinki is the capital and most populous city of Finland. Located on the shore of the Gulf of Finland, it is the seat of the region of Uusimaa in southern Finland, and has a population of 650,058. The city's urban area has a population of 1,268,296, making it by far the most populous urban area in Finland as well as the country's most important center for politics, education, finance, culture, and research. Helsinki is located 80 kilometres north of Tallinn, Estonia, 400 km east of Stockholm, Sweden, and 300 km west of Saint Petersburg, Russia. It has close historical ties with these three cities. Together with the cities of Espoo, Vantaa, and Kauniainen, and surrounding commuter towns, Helsinki forms the Greater Helsinki metropolitan area, which has a population of nearly 1.5 million. Often considered to be Finland's only metropolis, it is the world's northernmost metro area with over one million people as well as the northernmost capital of an EU member state. After Stockholm and Oslo, Helsinki is the third largest municipality in the Nordic countries. The city is served by the international Helsinki Airport, located in the neighboring city of Vantaa, with frequent service to manO destinations in Europe and Asia. Helsinki was the World Design Capital for 2012, the venue for the 1952 Summer Olympics, and the host of the 52nd Eurovision Song Contest in 2007. Helsinki has one of the highest urban standards of living in the world. In 2011, the British magazine Monocle ranked Helsinki the world's most liveable city in its liveable cities index. In the Economist Intelligence Unit's 2016 liveability survey, Helsinki was ranked ninth among 140 cities. en.wikipedia.org/wiki/Helsinki
Manali, (alt. 1,950 m or 6,398 ft) in the Beas River valley, is an important hill station in the Himalayan mountains of Himachal Pradesh, India, near the northern end of the Kullu Valley. Manali is administratively a part of the Kullu district. The population is approx. 30,000. The small town was the beginning of an ancient trade route to Ladakh and, from there, over the Karakoram Pass on to Yarkand and Khotan in the Tarim Basin. Manali and its surrounding areas are of great significance to the Indian culture and heritage as it was the home and abode of the Saptarshi or seven sages. The ancient cave temple, Hidimba Devi Temple, is not far from town.
Contents
[hide]
* 1 Geography
* 2 Demographics
* 3 Etymology
* 4 History
* 5 Transport
* 6 Tourism in Manali
o 6.1 Tourist Attractions
o 6.2 Places around Manali
o 6.3 Adventure Sports
* 7 Notes
* 8 References
* 9 External links
[edit] Geography
Manali is located at [show location on an interactive map] 32°10′N 77°06′E / 32.16, 77.1[1]. It has an average elevation of 2625 metres (8612 feet).
[edit] Demographics
As of 2001 India census[2], Manali had a population of 6265. Males constitute 64% of the population and females 36%. Manali has an average literacy rate of 74%, higher than the national average of 59.5%: male literacy is 80%, and female literacy is 63%. In Manali, 9% of the population is under 6 years of age.
[edit] Etymology
Manali is named after the Brahmin lawgiver Manu. The word Manali literally means “the abode of Manu”. Legend has it that sage Manu stepped off his ark in Manali to recreate human life after a great flood had deluged the world. Manali is known as the "Valley of the Gods". The Old Manali village has an ancient temple dedicated to sage Manu.
[edit] History
In ancient times, the valley was sparsely populated by nomadic hunters known as "rakshas". The next arrivals were the shepherds who arrived from the Kangra valley and settled to take up agriculture. Some of the earliest inhabitants of the region are the 'naur' or 'nar', which is a caste unique to the Kullu valley. Only a few naur families are known to exist now. A naur family in the village Soyal near Haripur on the west bank of Manali was famous for the vast land they owned and their practice of having 'rakshas' as their labourers.
The British were responsible for introducing apples and trout which were not native to Manali. It is said that when apple trees were first planted the fruits were so plentiful that often branches, unable to bear the weight would collapse. To this day apple along with plum and pear remains the best source of income for the majority of its inhabitants.
Tourism in Manali received a real boost after the rise of militancy in Kashmir in the late 1980s. This once quiet village was transformed into a bustling town with hundreds of hotels and restaurants.
[edit] Transport
Mall street, Manali
Manali is well connected by road to Delhi through NH-21 which goes on the Leh and is the world's highest motorable road.[citation needed] Leading up to Manali from New Delhi are the towns of Panipat and Ambala in Haryana, Chandigarh(Union Territory), Ropar in Punjab, and Bilaspur, Sundernagar, and Mandi in Himachal.
Manali is not easily approachable by rail. The nearest broad gauge railheads are at Chandigarh (315 km), Pathankot (325 km) and Kalka (310 km). The nearest narrow gauge railhead is at Joginder Nagar (135 km)
The nearest airport is at Bhuntar, which is about 50 km from Manali. The only private airline in the region is Jagson Airlines. Offlate services have been started by Air Deccan as well as Indian Airlines who fly daily to Bhuntar Airport.
[edit] Tourism in Manali
Traditional home, Manali, 2004
River Beas and mountains as seen from Van Vihar
A view of Rohtang Pass in Manali
Mountain ranges in Manali
Bridge in the middle of town with prayer flags
Buddha Statue at Buddhist monastery
Image:Snowfallinmanali.JPG
A view of Circuit House Road covered in snow
[edit] Tourist Attractions
Manali is a popular Himalayan tourist destination and accounts for nearly a quarter of all tourist arrivals in Himachal Pradesh. It is visited by many trekkers who follow the hashish trail. Manali's charas is considered to be the best in India. The valleys provide natural U.V lights as fields are high up the mountain and high grade grows directly from the sunlight.ala. Manali's cool atmosphere provides a perfect haven for the ones afflicted by the hot Indian summers. It is famous for adventure sports like skiing, hiking, mountaineering, para gliding, rafting, trekking, kayaking, and mountain biking. It also offers hot springs, spectacular religious shrines and temples, Tibetan Buddhist temples, and trekking in the surrounding mountains.
Naggar Fort south of Manali is a reminder of the 1500 year old Pal Dynasty. Made from rocks, stones, and elaborate wood carvings, it is an ensemble of the rich and elegant artworks of Himachal. The castle was later converted to a rest house and luxury hotel. Tourists often stop at the castle to see the small shrine located in the building's courtyard, a fine example of architecture and design from the Pal Dynasty.
The often visited site in Manali is the Dhungri or Hadimba Temple. Erected in 1533, this temple is dedicated to the local deity Hadimba, wife of the Pandava prince, Bhim. A major festival is held here in the month of May. The temple is noted for its four-storeyed pagoda and exquisite wooden carvings.
Manali is known for its shiny gompas or Buddhist monasteries. With the highest concentration of Tibetan refugees in the entire Kullu valley, it is famous for its Gadhan Thekchhokling Gompa, built in 1969. The monastery is maintained by donations from the local community and through the sale of hand-woven carpets in the temple workshop
The smaller and more modern Himalayan Nyingamapa Gompa stands nearer the bazaar, in a garden blooming with sunflowers. Its main shrine, lit by dozens of electric bulbs and fragrant with Tibetan incense, houses a colossal gold-faced Buddha, best viewed from the small room on the first floor.
The Museum of Traditional Himachal Culture, near the Hadimba temple, is worth a visit, which houses artifacts of folk art of the entire Kullu valley.
[edit] Places around Manali
Rohtang Pass, at an altitude of 13,050 feet above sea level, is another adventure tourist site where it can be cold even on a summer day. It is the highest point on the Manali-Keylong road and provides a wide panoramic view of mountains rising far above clouds, which is truly breath taking. Close by is a small lake called Dassaur Lake. Beas Kund, the source of river Beas, is also nearby. In winter, the road of Rothang Pass is closed.
Rahala waterfalls: About 16 km from Manali at the start of the climb to the Rohtang Pass, are the beautiful Rahalla Falls at an altitude of 2,501 m.
Monasteries: Manali is known for its shiny gompas or Buddhist monasteries. It is maintained by donations from the local community and by sale of hand-woven carpets in the temple workshop.
Rani Nala - 46 km from Manali, it is the glacier point where snow is available throughout the year.
Vashist Hot Water Springs and Temple: Around 3 km from Manali, across the Beas river is Vashist, a small village with natural sulphur springs. Modern bathhouses,now closed, due to a conflict with the elders of the village and Manali council. Vasistha [3] a sage narrated Yoga Vasishtha an ancient scripture to Rama. A unique and an extremely profound discourse, that provides innumerable insights and secrets to the inner world of consciousness. This extremely huge scripture covers all the topics that relate to the spiritual study of a seeker. Vaishisht, also boasts a pair of old stone temples, opposite each other above the main square. Dedicated to the local patron saint Vashista, the smaller of the two opens on to a partially covered courtyard, and is adorned with elaborate woodcarvings those lining the interior of the shrine, blackened by years of oil-lamp and incense smoke, are particularly fine. In this ornate quadrangle is the resting place of the local and transient sadhus, drinking chai, and smoking chillums with whoever will join them in reverence to The Lord Shiva and Guru Vashshist. The temple baths are separated into male and female and the water is often unbearably hot.
Solang valley, popularly known as Snow Point, is 13 km northwest of Manali and famous for its 300-meter ski lift. It is a picturesque spot and offers splendid views of glaciers and the snow-capped mountains. Jagatsukh, the former capital of Manali, is also an important spot.
At a distance of 3 km northwest of Manali is Old Manali, famous for its orchards and old guesthouses. There is ruined fort here by the name of Manaligarh. There is also the Manu Maharishi Temple, dedicated to sage Manu.
Manikaran: 85 km from Manali and 45 km from Kullu, lies in the Parvati Valley. Here icy cold waters of the Parvati river co-exist with hot-water springs side-by-side. The springs are known for their healing properties.
[edit] Adventure Sports
Skiing is a major pastime in Manali. Facilities for skiing are available at Solang Nullah (January-March) and Rohtang La (during summer). The Mountaineering Institute at Solang Nullah is a good training institute. Heli skiing is possible at the deep snowfields.
Skiing at Solang
The Mountaineering Institute and Allied Sports is about 3 km from the Mall and offers mountaineering and kayaking courses. Kayaking is possible on the Beas River.
There are several good hikes from Manali. The 12 km hike up the western banks of the Beas to the Solang Valley is noteworthy. Lama Dugh meadow is a 6 km hike up to the Manalsu Nala, west of Manali town.
For the best trekking expedition, take a trek from Solang Valley, on to Dhundhi and from there to Dussar lake and then onwards to Manali. This stretch will take you to places you would have only dreamt of. Pure, unadulterated adventure and fun. Be sure to have a good guide at your disposal who knows this area otherwise you would be lost forever. The trek would typically last for 5 days.
In the summers, several travel agencies organize paragliding on the slopes of the Solang Nullah. The charges generally include accommodation, food, equipment, and a guide, but not transport.
From May to July and, depending on the monsoons, from mid-September to mid-October, some basic rafting is possible on the Beas. The trips generally begin at Pirdi and continue 16 km down to Jhiri.
The HPTDC provides day permits for fishing. Permits can be obtained also at Patlikhul. Angling in the Kullu valley is possible at Larji, Katrain and Kasol.
Beas Kund is the lake from which the River Beas originates. It is considered holy and sacred. Besides being a holy pilgrimage place, it is a popular destination for trekking.
River Crossing over Beas is a popular sport in Manali
Manali is among the most popular adventure sports destinations in India. Manali offers opportunities for mountaineering, skiing, trekking, paragliding, white water rafting, river crossing and mountain biking. Yak skiing is a sport unique to this area.[4]. Manali also featured in Time magazine's "Best of Asia" for its "Extreme Yak Sports".[4]
St Mary, Worlingworth, Suffolk
North Suffolk is a lattice of lanes, which meander as if they are so ancient they have forgotten their purpose. Worlingworth is a large village, and it comes as a surprise. The church of St Mary rears its 15th Century head above the pretty cottages, and you step through a gate into the tight, verdant graveyard, so tight that external shots are near impossible without a bit of trickery.
From the churchyard, the sheer scale of the Perpendicular windows is accentuated by the lack of a clerestory. You can see straight away that this is not going to be a dark church. The porch disguises the size of the church, being large in proportion. In fact, as there are no aisles, this is the second largest span of any church roof in Suffolk, after Laxfield.
As is usual in this part of the county, St Mary is open every day, and it is always a pleasure to step into the charming and interesting interior, with much to see. Simon Jenkins famously described the parish churches of England as one vast folk museum, and he might well have been thinking of Worlingworth in particular. Here, there is a real sense of the life of ordinary people in this parish over six centuries or more.
Best of all is quite the loveliest set of 17th century box pews in the county. Their doors are carved with the familiar arch, the wood burnished with the patina of age. The date 1630 can be seen at the front. Their sheer quality is perhaps a mark of burgeoning Laudian piety, but undoubtedly they serve their purpose so well that no later century has seen a reason to replace them. The effect of standing among them beneath that great roof is a little like being in a forest.
Some medieval fragments of glass survive in the nave windows. Those in the north side of the nave look so similar to some of the fragments incorporated into the east window at Yaxley that I wondered if they might have come from the same collection. On the south side are a series of familiar 15th Century Saints from the Norwich workshops, including St Apollonia, St Margaret, St Mary Magdalene and St Anne teaching the Blessed Virgin to read. Curiously, all are headless, as if the 16th Century iconolasts had felt it sufficient to, quite literally, deface them.
But perhaps the most interesting survivals here are more recent. In the south aisle, a huge picture shows the Worlingworth feast on the occasion of the Golden Jubilee of George III in 1810. The church you are standing in can be seen to the left. If you look closely, you'll see an ox being roasted on a great spit. Turning to the north west, you can see the spit itself leaning up in the corner. In recent years the painting has been joined by another, depicting Worlingworth's Golden Jubilee feast for Elizabeth II in 2002. How's that for continuity?
In front of the spit is the famous Worlingworth fire engine, dating from the year of George III's accession, 1760. Once, these were a common sight, in churchyards or in the yards of stately homes. Mortlock says that this one was last used on Guy Fawkes Night, 1927. On it is the name of the makers, Newsham and Ragg of Cloth Fair, in the city of London. Sir John Betjeman spent the most creative years of his life living in a house in Cloth Fair, so I wonder if he knew of the Worlingworth fire engine?
The font cover is famous for its size and decoration. Only Ufford and Sudbury St Gregory surpass it, although there is something particularly lovely about its mannered early-18th Century restoration. The Victorians seemed to think that it had been brought here from Bury Abbey after the Reformation, but there is no evidence for this - in fact, surely the evidence points to exactly the opposite. It must have been designed for the space it now fills.
There are so many fascinating little details at Worlingworth. On the north wall, part of the St Christopher wall-painting survives. Prayers to St Christopher asked for him to intervene to preserve the supplicant from sudden death, an urgent priority in the years after the Black Death when so many had died unshriven. Once, almost every church had one of these. The painting was usually opposite the main entrance, so parishioners could pause in the open doorway to offer their prayers before going about their daily business. At Worlingworth the Saint has gone, but you can still see the fish, going about their business around his feet.
The chancel is made grand with memorials, several to the Major and then Henniker family of Thornham Hall, including one to the Dowager Duchess of Chandos, a Major daughter, depicting Faith and Hope. The royal arms consist of nothing other than the charged shield, with no supporters, crest or motto, of George III. There are some charming and poignant ledger stones around the font. The grandly named William Nelson Buckle, second son of the Rev. Charles Buckle, died on the 6th of August 1787, aged just five months, Relieved from Woe, Disease and anxious Care, with all those Passions which perplex us here... Next to him, James Barker to his dearest wyfe Susanna doth this last office of love, for she was Religious, Chaste, Discreet, Loveing... underneath, added almost as an afterthought, he observes that Her rest gives me a rest-lesse life, because she was a vertuous wyfe. But yet I rest in hope to see that Daye of Christ, and then see thee.
A more recent century has given brass plaque memorials to two men of the French family, rich patrons of this parish, who were killed in action during the First World War. Reverend Frederic French was the Rector of this church, and he lost a son and a grandson, less than a fortnight apart. Noel Lee French, the only son of the Rector's oldest son, Edward, who might one day have been heir to the French family fortunes, was killed in Egypt on the 27th of February 1915. As if this was not unbearable enough, the Reverend French's youngest son, William Cotton French, was killed near Neuve Chapelle thirteen days later, on the 12th of March. The plaques are set apart in the chancel, a large medieval consecration cross keeping one of them company. Other French memorials on the south side of the chancel include one to another son of the Rector, Hugh Davis Day French, a Conservator of Forests for the Indian Forestry Service, who died in Lucknow in 1903, and another to his brother Thomas Harvey French, who also died in India five years later.
One quiet medieval survival might be easily missed. This is the original dedicatory inscription on the font. It asks us to help ease the passage through Purgatory of Nicholas Moni, a request that may have gone unanswered in these last 450 years or so, but which has survived as he intended. It begins Orate pro Anima..., 'Pray for the Soul of...'
William Godbold gave the almsbox in 1622, and his inscription also survives.
As much as I do not like to think about it...autumn is well underway. I am keeping my brain in Hawaii, but my body has been shooting some gorgeous fall foliage back in reality.
The sun is life.
External-Load training of Echo sod at Buckley AFB. The only reason the crew chief was calling the load from the back was so we could get a shot of him doing the "Tebow" to try and win tickets to the game.
steamy ladies jessica and bailey in grabouw/elgin today
bailey is still a classic coal burner but jessica has been converted to oil burning
South African Class 19D 4-8-2
From Wikipedia, the free encyclopedia
Jump to: navigation, search
South African Class 19D 4-8-2
Delivered1937–1953
First run1937
The South African Railways Class 19D 4-8-2 of 1937 was a steam locomotive.
Between 1937 and 1949, the South African Railways placed 235 Class 19D steam locomotives with a 4-8-2 Mountain type wheel arrangement in service. Between 1951 and 1955, 33 more were built for other operators like the Rhodesia and Angolan railways and the Nkana and Wankie mines, which makes the Class 19D the most numerous South African steam locomotive type ever built.[1][2][3][4]
Contents [hide]
* 1Manufacturers2Characteristics2.1Watson Standard boilers2.2Tenders3Service3.1South African Railways3.2Other operators3.2.1Benguela Railway3.2.2Rhodesia Railways3.2.3Nkana Mines3.2.4Wankie Colliery3.3Industrial4Red Devil predecessor5Works numbers and renumbering6Illustration7References8
External links
Manufacturers[edit]
The Class 19D 4-8-2 steam locomotive was the final development of the Class 19 family of locomotives. At the request of Colonel F.R. Collins, Chief Mechanical Engineer (CME) of the South African Railways (SAR) from 1922 to 1929, the original basic design of the Class 19 was done in the late 1920s by Test Engineer M.M. Loubser, who was himself later to serve as the CME from 1939 to 1949.[3][5][6]
W.A.J. Day
The final development of the Class was done in 1937 by W.A.J. Day, CME from 1936 to 1939. The Class 19D was a revised version of the Class 19C with piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear.[2][3]
Between 1937 and 1955, 268 Class 19D locomotives were built in seven batches by six locomotive manufacturers in Czechoslovakia, Germany and the United Kingdom and delivered to the SAR and several other operators in Southern Africa.[2]
* The first forty were built in Germany in 1937, twenty with domeless boilers by Friedrich Krupp AG in Essen and numbered in the range from 2506 to 2525, and twenty by the Borsig Lokomotiv Werke in Hennigsdorf, Berlin and numbered in the range from 2526 to 2545.[2][7]
* In 1938, a further 95 locomotives were ordered, built by three manufacturers. Škoda Works in Czechoslovakia built fifteen numbered in the range from 2626 to 2640, Krupp built forty, this time with domed boilers and numbered in the range from 2641 to 2680, and Borsig built forty numbered in the range from 2681 to 2720.[2][7][8]
* Locomotive building was interrupted by the Second World War and post-war locomotive procurement saw European suppliers being replaced by British ones. In 1947, the first fifty post-war Class 19D locomotives were delivered by Robert Stephenson and Hawthorns (RSH) of Darlington, England and numbered in the range from 2721 to 2770. Of this order, engine no. 2734, RSH works no. 7247, was lost at sea off the east coast of England. Its replacement with RSH works number 7360 was paid for by insurance and it was given the number 2734 of the lost locomotive.[1]
* The final batch of fifty Class 19D locomotives for the SAR were delivered in 1949 by the North British Locomotive Company (NBL) of Glasgow, Scotland and numbered in the range from 3321 to 3370. These engines were delivered with Type MX Torpedo tenders.[9][10][11]
* In 1951, six were built by NBL for the Caminho de Ferro de Benguela (CFB) in Angola.[3][9]
* Between 1951 and 1953, Henschel and Son built 21 more for the Rhodesia Railways (RR) and the Nkana copper mine in Northern Rhodesia.[3][12]
* In 1955, four more were built by NBL for the Wankie coal mine in Southern Rhodesia.[3][9]
Characteristics[edit]
The Class 19D, nicknamed Dolly, was very similar to its predecessor Class 19C, but Day specified piston valves and Walschaerts valve gear instead of rotary cam poppet valve gear. The cylinders were redesigned with straighter steam ports while the valve gear itself was revamped with a longer steam lap and greater valve travel. In all other respects they were identical to the Class 19C. The last five locomotives of the first batch from Krupp, numbers 2521 to 2525, were fitted with exhaust steam injectors.[2][3][4]
The cylinders were of the combined type, being cast in two identical and interchangeable sections, each made up of one cylinder and half of the smokebox saddle. They were of cast iron and had liners fitted. The design of the steam passages provided for a large cross-sectional area for both live and exhaust steam.[2]
All coupled wheels were flanged. The axle boxes of the leading and trailing wheels were equipped with roller bearings while the solid bronze coupled wheel axle boxes were soft grease-lubricated. Soft grease lubrication was used throughout for the motion gear, except the piston rods, valve spindles and main crossheads which were oil-lubricated. Two four-feed sight lubricators, arranged in the cab, supplied oil to the steam chests and cylinders.[2]
Watson Standard boilers[edit]
The Class 19D was delivered with a Watson Standard no. 1A boiler, fitted with Ross Pop safety valves and set at 200 pounds per square inch (1,379 kilopascals) pressure. The regulator was of the multiple-valve type, with the valves arranged on the saturated steam side of the superheater header in accordance with SAR practice. The boiler was one of the range of standard type boilers which were designed by Day's predecessor as CME, A.G. Watson, as part of his standardisation policy. The locomotive was also equipped with a Watson cab with its distinctive inclined front.[1][2][4][10][11]
Despite the specifications, the first batch of Class 19D locomotives, built by Krupp and Borsig and delivered in 1937 and 1938, came in two variations. The Krupp-built locomotives were delivered with domeless boilers, while the Borsig-built locomotives conformed to the specifications with domed boilers.[1][2][4]
While the domeless boilers did not conform to the specified Watson Standard no. 1A boiler as far as the dome was concerned, they were accepted nevertheless, probably since all their other dimensions were identical to that of the Watson Standard boiler. It appears that Krupp had decided on their own accord that a dome was not necessary since there was no regulator in the dome, but merely a standpipe. Krupp substituted the dome with a manhole cover on which the two Pop safety valves were mounted, while the steam was collected through a battery of collecting pipes, situated high up in the boiler in a similar manner to that which was used in the Class 16E.[1][2]
All the subsequent Class 19D orders were delivered with domed Watson Standard no. 1A boilers with the usual standpipe steam collector high up in the dome, from where steam was led to the multi-valve regulator in the smokebox. Technically, whenever the loading gauge permitted the use of domes, their use was preferable to the domeless system which resulted in crowding multiple pipes into the boiler and other complications better left out of boilers. Operationally, according to drivers, there was no apparent difference in locomotive performance between the two boiler types.[1][2][13]
The Watson Standard boilers are interchangeable between locomotives. In the process of locomotives undergoing major overhauls, these twenty Krupp-built domeless boilers migrated between engines during subsequent years. As a result, locomotives from the other builders and even some Classes 19A and 19C locomotives eventually ended up with some of these domeless boilers.[4]
Tenders[edit]
As a result of having been built over such a long time span by so many different manufacturers, the six main groups of the Class 19D all had different all-up weights and axle loadings, as shown in the table and the specifications in the infobox. Over the eleven years during which the Class 19D was being produced for the SAR, some alterations occurred.[1][10][11]
* As built, the Class 19D was delivered with Type MT tenders with a 12 long tons (12.2 tonnes) coal and a 6,000 imperial gallons (27,300 litres) water capacity, even though the axle load of 16 long tons 11 hundredweight (16,820 kilograms) of these tenders exceeded the permissible limits on the branch lines for which the Class 19D was intended. Upon delivery, their new Type MT tenders were exchanged for the smaller modified Type MP1 tenders from some of the reboilered mainline locomotives. The Type MP1, many of which were later rebuilt to Type MR tenders, had a lighter axle load of 13 long tons 15 hundredweight (13,970 kilograms) and was therefore more suitable for branch line work. This policy was followed with all the Classes 19B, 19C and 19D, except the last batch of Class 19D for the SAR, numbers 3321 to 3370.[1][2]
* During 1944 Dr. M.M. Loubser, then CME, who had been involved with the design of the Class 19 family from the very beginning in the late 1920s, made further improvements to the Class 19D. All the post-war locomotives came equipped with vacuum brake systems in addition to the steam brakes. The two 21 inches (533 millimetres) vacuum cylinders were fitted under the running boards on either side at a point about midway between the leading and driving coupled wheels, while the vacuum chamber was arranged in line with the intermediate coupled wheels.[1][2]
Buckeye bogie
* The final batch from NBL, numbers 3321 to 3370, had Type MX tank wagon type tenders with cylindrical water tanks, similar in appearance to the American Vanderbilt type tenders. They were built to the design of Dr. M.M. Loubser, ran on three-axle Buckeye bogies and became commonly known as Torpedo tenders.[1][4]
Service[edit]
South African Railways[edit]
During the service life of the Class 19D, several tender exchanges occurred to best equip a locomotive for the region it was allocated to and the type of service it was to be employed in. In line service, type MX Torpedo tenders were usually preferred for their larger coal and water capacities. The result was that by the time the Class 19D was withdrawn from service in the late 1980s, many had exchanged their Type MP1 or Type MR tenders for Type MX Torpedo tenders and vice versa. Type MX Torpedo tenders also ended up attached to Class 19B and Class 19C locomotives.[1][14]
The Class 19D was the most numerous South African branch line locomotive and, at 235 built for the SAR, was only twenty less in number than the Class 15F mainline locomotive, the most numerous South African steam class. The Class 19D was very versatile and saw main- and branch line service all over South Africa with the exception of the Western Cape, where the Class 19C was used.[3]
Tasks varied from mainline local and international passenger trains on the section between Warrenton and Mafeking en route between South Africa and Northern Rhodesia via Bechuanaland and Southern Rhodesia, to secondary and branch line duties and in later years as shunting engines. On occasion, South African Class 19D locomotives worked through from Mafikeng in South Africa via Botswana all the way to Bulawayo in Zimbabwe. SAR Class 19D locomotives were also hired out for shunting work to the Rhodesia Railways for use at Beit Bridge and to Mozambique for use at Lourenco Marques.[3]
From c. 1972, the new Union Carriage & Wagon-built Blue Train was stabled at Pretoria. After Capital Park’s blue-liveried Class S2 no. 3793 was withdrawn along with the rest of its class in 1979-1980, the Pretoria station carriage-shunt duties were taken over by a blue-painted Class 19D no. 2749, the only member of the class to serve in a different SAR livery from the usual black. Apart from shunting work, the blue Dolly was often specially requested to work the Cullinan train during the Jacaranda season.[15]
The Class 19D served until right at the end of the South African steam era and were amongst the last steam locomotives to be replaced by electric and diesel-electric traction.[3]
Other operators[edit]
Other Southern African railways and some industries also purchased locomotives built to the Class 19D design. When these foreign versions are included, a total of 268 locomotives were built to the Class 19D design making them even more numerous than the Class 15F.[3]
Benguela Railway[edit]
Six were built for the Caminho de Ferro de Benguela (CFB or Benguela railway) in Angola by NBL in 1951, as their 11th Class and numbered in the range from 401 to 406.[9] These locomotives were wood- or coal-fired, depending on where they were operating, and had tenders with slatted frames installed on top of the bunker to increase their fuel capacity when wood was used. In August 1972, for example, numbers 401, 402 and 406 were based at Lobito and were observed to be coal-fired. At the same time, numbers 403 and 405 were observed at Luso and no. 404 at Nova Lisboa, all wood-fired.
Rhodesia Railways[edit]
Between 1951 and 1953, Henschel and Son built twenty for Rhodesia Railways, their 19th class, numbered in the range from 316 to 335. They had tenders similar to the SAR Torpedo type, but with plate frame bogies instead of cast frame Buckeye bogies.[3][12][16]
A single RR 19C class, no. 336, was built by Henschel in 1953 as a condensing locomotive. After a collision in 1956, it was rebuilt into a non-condensing 19th Class and re-entered service in 1958. The condensing tender was rebuilt to a Torpedo tender by mounting a tank and coal bunker, supplied locally in Bulawayo, on the frame.[16][17] This rebuilt tender is the one paired with no. 330 which is preserved in the Bulawayo Railway Museum.[18]
By June 1975, only three were left in service, all allocated to the Bulawayo shed, but with two out-stationed at Mafeking in South Africa.[19]
Nkana Mines[edit]
Two were built by Henschel for the Nkana copper mines in Northern Rhodesia in 1952, numbered 107 and 108.[17] In 1967, they were sold to a Rhodesian scrap merchant who, in turn, sold them to Rhodesia Railways where they were overhauled and placed back in service in 1968 as RR 19B Class no. 337 and 338.[12][16]
Wankie Colliery[edit]
In 1955 four more without superheating and numbered in the range from 1 to 4 were built to the design of the Class 19D by NBL for the Wankie Colliery in Southern Rhodesia.[16]
Industrial[edit]
As they were being retired, several Class 19D locomotives were sold into industrial service. By the late 1980s, some of them were already at work at Dunn's, Saiccor, Loraine Gold Mine and Bamangwato Concessions Ltd. (BCL) in Botswana, and more were to follow.[3]
As late as 2011, two Class 19Ds which had been used on the Vaal Reefs Gold Mine in the 1980s until they were retired and dumped at Jan Kempdorp where they stood unprotected for about twenty years, were bought by BCL Selebi-Phikwe. The locomotives, possibly numbers 2678 and 2689, were to be overhauled for use by the mine there, which was still operating ex-SAR Class 19D and ex-RR 19th class locomotives. By June 2012, the first of these two was put into service and it was expected that the second was to follow during the course of the year.[20][21]
Red Devil predecessor[edit]
As a trial run before SAR mechanical engineer David Wardale was granted permission to proceed to rebuild a Class 25NC 4-8-4 locomotive to the Class 26 Red Devil in 1979, he was allowed to carry out modifications to a Class 19D locomotive. The locomotive selected for the experiment was Krupp-built no. 2644, a particularly poor-steaming member of the Class at the time.[3]
No. 2644 at SANRASM's South Site, 3 February 2011, before being vandalised to the extent that it was scrapped in 2014
A gas producer combustion system (GPCS) and dual Lempor exhaust were installed, along with some other small improvements. The Lempor had a four-jet blastpipe with extended petticoats to provide truer ejector proportions. To accommodate the arrangement, the smokebox was extended by 300 millimetres (11.8 inches). Steam flow in the cylinders was improved by streamlining the edges of the piston valves which were each equipped with an additional valve ring to reduce leakage. The firebox was modified to the GPCS system wherein principal combustion is effected using secondary air introduced above the firebed through ducts in the firebox sides, while primary air was restricted through dampers and a redesigned grate.[3]
Firebox turbulence was created by steam jets and clinkering was inhibited by introducing exhaust steam under the grate. Sanding was improved and de-sanding jets were installed to clean the rails after the locomotive had passed.[3]
The modifications improved the locomotive's steaming rate and enabled it to achieve significantly higher power and significantly lower fuel consumption than other unmodified Class 19D locomotives, the coal savings and increased output being in the order of 20% to 25%. The success of this experiment convinced the SAR management at the time of the viability of the project which culminated in the Class 26 Red Devil.[3][4][22]
We acquired a pulsejet engine and SA007 decided it would be fun to try it out.
The engine is fastened to a piece of train rails to weigh it down and prevent actual lift-off. The fuel line is crafted out of electrical wire (with the wires being removed from the jacket). The air intake line is made from CAT 5E network cable (also with inner wiring removed from the outer jacket). The prototype fuel tank was made from a piece of bicycle inner-tube, later we just used a cut plastic bottle. The high-voltage current which ignites the spark-plug is provided by a neon sign transformer.
Actual phrases overheard during construction and test-firing:
* "This (electrical) wire is rated for 300 volts, so it'll probably be okay to use as a gasoline fuel line"
* "This piece of train rails will weigh it down sufficiently to prevent lift-off....probably"
* "With us being boardmembers, shouldn't we put a stop to this?"
* "That length of CAT5E network cable is perfect as an air intake hose"
* "Wait, doesn't this count as a weapon?" (weapons are prohibited from entering the hackerspace)
* "We *do* have the paramedics on speed-dial, right?"
* "I am picturing a couple of nerds desperately running after an escaped pulse-jet-driven drinks cart"
* "Anyway, even *if* it escapes, it can't go farther than the compound gates" (300 metres away)
Over the years, Digital Wyzdom has acquired mastery over external penetration testing. With its experts developing several penetration methodologies and attack tools for a number of systems, it stands out as one of the best company in the field of forensics and software security. Both government and commercial organizations are on the list of their clients. Performing every task, in line with the organization's philosophy, Digital Wyzdom team stands true to its values. goo.gl/gCBwcq