Wikipedia - Benutzerbeiträge [de]

Nick Abbot

2018-01-01T03:17:42Z

Robevans123: formatted times

{{EngvarB|date=September 2014}}
{{Use dmy dates|date=September 2014}}
{{BLP sources|date=January 2013}}

{{Infobox presenter
| name = Nick Abbot
| image =
| imagesize =
| caption = Promotional photo taken in 2006
| birth_name =
| birth_date = {{Birth date and age|df=yes|1960|8|22}}
| birth_place =
| death_date =
| death_place =
| show = ''The Late Show''
| station = [[LBC]] & [[LBC London News]]
| timeslot = 10{{nbsp}}pm{{snd}}1{{nbsp}}am [[GMT]] Friday and Saturday
| style = [[Talk radio]]/Phone-in
| country = {{flagicon|ENG}} England
| prevshow = [[102.2 Smooth FM]] [[Real Radio]] [[talkSPORT]] (then Talk Radio) [[Virgin Radio]] (then Virgin 1215) [[BBC GLR]] [[Radio Luxembourg (English)|Radio Luxembourg]] [[Eagle Radio]]
| web = [http://www.lbc.co.uk/radio/presenters/nick-abbot/ lbc.co.uk: Nick Abbot] official [http://www.nickabbot.com/ nickabbot.com] unofficial
| signature = Nick_Abbot_Signiture.jpg
}}

'''Nick Abbot''' (born 22 August 1960) is an English radio presenter, who previously covered on the Real Radio network and currently presents ''The Late Show'' on Friday and Saturday on [[LBC]].<ref>{{cite web|url=http://www.w2s.co.uk/nick-abbot/historyfrm.html|title=Who is Nick Abbot?|accessdate=18 January 2013}}</ref>

==History==
'''Nick Abbot''' was born on 22 August 1960, and was educated at [[George Heriot's School]], an independent school for boys in [[Edinburgh]], and at [[Brunel University]] in [[Uxbridge]] in West London, where he gained an upper-second class degree in psychology. His professional career began as a [[Virgin Megastore]] DJ. He had previously presented [[student radio]] at [[Brunel University]]'s radio station, [[Radio Brunel]].

In early 1987, he joined [[Radio Luxembourg (English)|Radio Luxembourg]] to present an overnight music show. After hearing American talk show presenter [[Neil Rogers]] Abbot was inspired and the show instead became a [[phone in]]. Eventually a 'straight to air' format was settled upon, where calls would be taken unscreened. This format quickly became a hit with listeners. The absence of a delay system to 'dump' offensive language resulted in callers saying swear words just before they were cut off. It is believed that Abbot was one of the first (if not the first) to take calls straight to air, and later LBC colleague [[Iain Lee]] has often confessed that he stole some of his act from Nick (as well as [[Clive Bull]] and [[Tommy Boyd]]), perhaps hinting he got the inspiration for his "Triple M" show from Nick Abbot in addition to Boyd's "Human Zoo" show.

In October 1988, Abbot launched the new [[BBC]] radio station for London, [[BBC GLR]] (Greater London Radio). He presented the breakfast show for a year, but his contract was not renewed. He then returned to VMR, where he stayed until 1993.

== Radio work in the 1990s ==
=== Virgin Radio ===
Abbot was part of the original line-up on Virgin Radio in April 1993. There he presented the weekday late night phone-in show Sunday{{ndash}}Thursday from 10{{nbsp}}pm to 2{{nbsp}}am. The programme was a mixture of music and phone-in. Not afraid to speak his mind, he often voiced his opinions about other stations and presenters, and it was this that eventually led him into trouble.

Following a negative newspaper review by writer Robin Katz, Abbot's outbursts on air eventually led to censure from the Broadcasting Complaints Commission and [[Ofcom|the Radio Authority]]. He also called phone-in shows on other radio stations, speaking to the phone operators, and commenting on the usually elderly callers while listening to the programmes while on hold. Usually he failed to make it on air, but occasionally he did, including a memorable call to the [[Scottie McClue]] show. In June 1994 he was moved to the weekday 7{{snd}}10{{nbsp}}pm show where he had to tone down his act, mainly taking music requests.

In January 1995, he moved back to the weekday late night show (this time from 11{{nbsp}}pm to 2{{nbsp}}am) where he remained until April that year, when he was moved to the drivetime show (4{{snd}}7{{nbsp}}pm). He was dismissed from the station in September that year, leaving [[Virgin Radio]] with a fine of £5,000 for a sexual reference about a fellow DJ, and a further £20,000 for allowing a caller graphically to describe a sexual practice.

=== Talk Radio ===
In the summer of 1996, Abbot was heard on [[Talk Radio UK]] acting as holiday cover. He was subsequently offered a regular show during the summer of 1997 on Saturday afternoons, alongside [[Carol McGiffin]], later moving to Saturday evenings from 7:30{{nbsp}}pm to 10 pm.

====Black Thursday ====
Thursday 12 November 1998 was known as ''Black Thursday''. [[Talk Radio UK]] had been taken over by new management, and many presenters and staff were fired. Abbot was one of the many casualties. He continued with his weekday show on [[Virgin Radio]], which was now extended to six days a week from 1{{nbsp}}pm to 4 pm Sundays{{snd}}Fridays.

===Return to Virgin===
It was during this period that [[Virgin Radio]]'s new management re-hired Abbot to cover various shows on the station. He took over the evening show for six weeks during the summer of 1997, as well as providing holiday cover. In early 1998, he took over the weekday afternoon show on [[Virgin Radio]] from 1{{nbsp}}pm to 4 pm, while continuing with his Saturday evening show on [[Talk Radio UK|Talk Radio]]. In May 1998 (while still presenting his daily show on [[Virgin Radio]]) he took over the weekday evening show on [[Talk Radio UK]] from 7{{nbsp}}pm to 9 pm.

Between March and September 1999, long-established London station [[LBC]] hired Abbot & [[Carol McGiffin|McGiffin]] for a Saturday evening phone-in, similar in format to the duo's earlier Talk Radio show. During this time, he continued working for [[Virgin Radio]] as a DJ. Throughout the summer of 2000, he presented a Sunday morning phone-in show on Virgin, also hosting the weekday afternoon show. Later that year he moved to the drivetime slot, until leaving Virgin once again, in May 2001. He also provided holiday cover for [[Chris Evans (presenter)|Chris Evans]].

==Real Radio==
In late 1999, Abbot joined [[Real Radio (Wales)]] to host its late-night phone-in show for a week as holiday cover for regular presenter [[Adrian Allen]]. October 2001 saw the beginning of a five-day stint at Manchester's [[Key 103]], during which he presented the 10{{nbsp}}pm{{snd}}2{{nbsp}}am programme.

In January 2002, he moved to [[Real Radio (Scotland)]] where he again presented the late night phone-in. Later in 2002, his show was networked across all three [[Real Radio]] stations (Scotland, Wales & [[Real Radio (Yorkshire)|Yorkshire]]).

He presented his last Real Radio show on 19 December 2002, subsequently deciding to take a break from radio for over two years.

== Return to radio ==
On 3 September 2005 Abbot was heard on London's [[102.2 Smooth FM]], presenting the Saturday morning show. He stood in for various presenters, including on 'Weekend Breakfast', and covered shows on digital station [[Planet Rock (radio station)|Planet Rock]]. This became a regular gig from 17 December 2005 onwards, airing on Saturdays and Sundays from 2–6 pm.

In 2006, he had brief stint standing in on [[Caroline Feraday]]'s weekend show (10 pm{{snd}}1 am, Friday, Saturday and Sunday nights) on [[LBC 97.3]], from 10–19 February. However, he lost his voice during his second show, cutting the show short and being replaced by a recording of his friend and former Virgin and Talk colleague/sparring partner [[Wendy Lloyd]]. He was also unable to present the following evening's show, but returned on 17 February for the final three shows of this stint. He subsequently took over a regular slot on LBC on Saturday nights from 10{{nbsp}}pm to 1{{nbsp}}am.

Abbot's show had a distinctive style among LBC presenters. It became normal for a summary of the week's news to take place at the start of the show over his opening jingle, "Boogie Woogie" by [[Liberace]] (replacing the theme tune he had previously used: "The Beautiful People" by [[Marilyn Manson]]). During the show, he played various sound clips including quotes from films such as [[The Terminator]], and clips from his former co-presenter [[Carol McGiffin]].

In late 2007, he took over [[LBC]]'s weekday evening show from 7{{nbsp}}pm to 10{{nbsp}}pm, while continuing with the [[Planet Rock (radio station)|Planet Rock]] weekend show (the latter ending in September 2008).

== Current work ==
{{Unreferenced section|date=December 2017}}
Abbot now presents a Friday and Saturday night show on [[LBC]] from 10{{nbsp}}pm to 1{{nbsp}}am. Featuring commentary and discussion on politics, current affairs, music and show-business, the show has a strong emphasis on humour. His links and commentaries are punctuated by short dialogue clips drawn from film soundtracks. Calls to programme are often on serious topics, and callers are given free rein. On 15th December topics included "whether the human race was in decline".

Abbot also covers for other LBC presenters on an occasional basis.

== References ==
<references />

== External links ==
* [http://lbc.audioagain.com/index.php?sid=1&player=showchannel&channel_id=138 LBC Plus] – Nick Abbot's LBC Premium Podcasts (Requires subscription)
* http://nickabbot.com/
* {{Twitter}}

{{Absolute Radio|state=autocollapse}}

{{DEFAULTSORT:Abbot, Nick}}
[[Category:English radio personalities]]
[[Category:English radio DJs]]
[[Category:Virgin Radio (UK)]]
[[Category:Alumni of Brunel University]]
[[Category:People educated at George Heriot's School]]
[[Category:Living people]]
[[Category:1960 births]]

Nick Abbot

2017-12-31T19:24:25Z

Robevans123: formatted dates and times

{{EngvarB|date=September 2014}}
{{Use dmy dates|date=September 2014}}
{{BLP sources|date=January 2013}}

{{Infobox presenter
| name = Nick Abbot
| image =
| imagesize =
| caption = Promotional photo taken in 2006
| birth_name =
| birth_date = {{Birth date and age|df=yes|1960|8|22}}
| birth_place =
| death_date =
| death_place =
| show = ''The Late Show''
| station = [[LBC]] & [[LBC London News]]
| timeslot = 10{{nbsp}}pm{{snd}}1{{nbsp}}am [[GMT]] Friday and Saturday
| style = [[Talk radio]]/Phone-in
| country = {{flagicon|ENG}} England
| prevshow = [[102.2 Smooth FM]] [[Real Radio]] [[talkSPORT]] (then Talk Radio) [[Virgin Radio]] (then Virgin 1215) [[BBC GLR]] [[Radio Luxembourg (English)|Radio Luxembourg]] [[Eagle Radio]]
| web = [http://www.lbc.co.uk/radio/presenters/nick-abbot/ lbc.co.uk: Nick Abbot] official [http://www.nickabbot.com/ nickabbot.com] unofficial
| signature = Nick_Abbot_Signiture.jpg
}}

'''Nick Abbot''' (born 22 August 1960) is an English radio presenter, who previously covered on the Real Radio network and currently presents ''The Late Show'' on Friday and Saturday on [[LBC]].<ref>{{cite web|url=http://www.w2s.co.uk/nick-abbot/historyfrm.html|title=Who is Nick Abbot?|accessdate=18 January 2013}}</ref>

==History==
'''Nick Abbot''' was born on 22 August 1960, and was educated at [[George Heriot's School]], an independent school for boys in [[Edinburgh]], and at [[Brunel University]] in [[Uxbridge]] in West London, where he gained an upper-second class degree in psychology. His professional career began as a [[Virgin Megastore]] DJ. He had previously presented [[student radio]] at [[Brunel University]]'s radio station, [[Radio Brunel]].

In early 1987, he joined [[Radio Luxembourg (English)|Radio Luxembourg]] to present an overnight music show. After hearing American talk show presenter [[Neil Rogers]] Abbot was inspired and the show instead became a [[phone in]]. Eventually a 'straight to air' format was settled upon, where calls would be taken unscreened. This format quickly became a hit with listeners. The absence of a delay system to 'dump' offensive language resulted in callers saying swear words just before they were cut off. It is believed that Abbot was one of the first (if not the first) to take calls straight to air, and later LBC colleague [[Iain Lee]] has often confessed that he stole some of his act from Nick (as well as [[Clive Bull]] and [[Tommy Boyd]]), perhaps hinting he got the inspiration for his "Triple M" show from Nick Abbot in addition to Boyd's "Human Zoo" show.

In October 1988, Abbot launched the new [[BBC]] radio station for London, [[BBC GLR]] (Greater London Radio). He presented the breakfast show for a year, but his contract was not renewed. He then returned to VMR, where he stayed until 1993.

== Radio work in the 1990s ==
=== Virgin Radio ===
Abbot was part of the original line-up on Virgin Radio in April 1993. There he presented the weekday late night phone-in show Sunday{{ndash}}Thursday from 10{{nbsp}}pm to 2{{nbsp}}am. The programme was a mixture of music and phone-in. Not afraid to speak his mind, he often voiced his opinions about other stations and presenters, and it was this that eventually led him into trouble.

Following a negative newspaper review by writer Robin Katz, Abbot's outbursts on air eventually led to censure from the Broadcasting Complaints Commission and [[Ofcom|the Radio Authority]]. He also called phone-in shows on other radio stations, speaking to the phone operators, and commenting on the usually elderly callers while listening to the programmes while on hold. Usually he failed to make it on air, but occasionally he did, including a memorable call to the [[Scottie McClue]] show. In June 1994 he was moved to the weekday 7{{snd}}10{{nbsp}}pm show where he had to tone down his act, mainly taking music requests.

In January 1995, he moved back to the weekday late night show (this time from 11{{nbsp}}pm to 2{{nbsp}}am) where he remained until April that year, when he was moved to the drivetime show (4{{snd}}7{{nbsp}}pm). He was dismissed from the station in September that year, leaving [[Virgin Radio]] with a fine of £5,000 for a sexual reference about a fellow DJ, and a further £20,000 for allowing a caller graphically to describe a sexual practice.

=== Talk Radio ===
In the summer of 1996, Abbot was heard on [[Talk Radio UK]] acting as holiday cover. He was subsequently offered a regular show during the summer of 1997 on Saturday afternoons, alongside [[Carol McGiffin]], later moving to Saturday evenings from 7.30{{nbsp}}pm to 10 pm.

====Black Thursday ====
Thursday 12 November 1998 was known as ''Black Thursday''. [[Talk Radio UK]] had been taken over by new management, and many presenters and staff were fired. Abbot was one of the many casualties. He continued with his weekday show on [[Virgin Radio]], which was now extended to six days a week from 1{{nbsp}}pm to 4 pm Sundays{{snd}}Fridays.

===Return to Virgin===
It was during this period that [[Virgin Radio]]'s new management re-hired Abbot to cover various shows on the station. He took over the evening show for six weeks during the summer of 1997, as well as providing holiday cover. In early 1998, he took over the weekday afternoon show on [[Virgin Radio]] from 1{{nbsp}}pm to 4 pm, while continuing with his Saturday evening show on [[Talk Radio UK|Talk Radio]]. In May 1998 (while still presenting his daily show on [[Virgin Radio]]) he took over the weekday evening show on [[Talk Radio UK]] from 7{{nbsp}}pm to 9 pm.

Between March and September 1999, long-established London station [[LBC]] hired Abbot & [[Carol McGiffin|McGiffin]] for a Saturday evening phone-in, similar in format to the duo's earlier Talk Radio show. During this time, he continued working for [[Virgin Radio]] as a DJ. Throughout the summer of 2000, he presented a Sunday morning phone-in show on Virgin, also hosting the weekday afternoon show. Later that year he moved to the drivetime slot, until leaving Virgin once again, in May 2001. He also provided holiday cover for [[Chris Evans (presenter)|Chris Evans]].

==Real Radio==
In late 1999, Abbot joined [[Real Radio (Wales)]] to host its late-night phone-in show for a week as holiday cover for regular presenter [[Adrian Allen]]. October 2001 saw the beginning of a five-day stint at Manchester's [[Key 103]], during which he presented the 10{{nbsp}}pm{{snd}}2{{nbsp}}am programme.

In January 2002, he moved to [[Real Radio (Scotland)]] where he again presented the late night phone-in. Later in 2002, his show was networked across all three [[Real Radio]] stations (Scotland, Wales & [[Real Radio (Yorkshire)|Yorkshire]]).

He presented his last Real Radio show on 19 December 2002, subsequently deciding to take a break from radio for over two years.

== Return to radio ==
On 3 September 2005 Abbot was heard on London's [[102.2 Smooth FM]], presenting the Saturday morning show. He stood in for various presenters, including on 'Weekend Breakfast', and covered shows on digital station [[Planet Rock (radio station)|Planet Rock]]. This became a regular gig from 17 December 2005 onwards, airing on Saturdays and Sundays from 2–6 pm.

In 2006, he had brief stint standing in on [[Caroline Feraday]]'s weekend show (10 pm{{snd}}1 am, Friday, Saturday and Sunday nights) on [[LBC 97.3]], from 10–19 February. However, he lost his voice during his second show, cutting the show short and being replaced by a recording of his friend and former Virgin and Talk colleague/sparring partner [[Wendy Lloyd]]. He was also unable to present the following evening's show, but returned on 17 February for the final three shows of this stint. He subsequently took over a regular slot on LBC on Saturday nights from 10{{nbsp}}pm to 1{{nbsp}}am.

Abbot's show had a distinctive style among LBC presenters. It became normal for a summary of the week's news to take place at the start of the show over his opening jingle, "Boogie Woogie" by [[Liberace]] (replacing the theme tune he had previously used: "The Beautiful People" by [[Marilyn Manson]]). During the show, he played various sound clips including quotes from films such as [[The Terminator]], and clips from his former co-presenter [[Carol McGiffin]].

In late 2007, he took over [[LBC]]'s weekday evening show from 7{{nbsp}}pm to 10{{nbsp}}pm, while continuing with the [[Planet Rock (radio station)|Planet Rock]] weekend show (the latter ending in September 2008).

== Current work ==
{{Unreferenced section|date=December 2017}}
Abbot now presents a Friday and Saturday night show on [[LBC]] from 10{{nbsp}}pm to 1{{nbsp}}am. Featuring commentary and discussion on politics, current affairs, music and show-business, the show has a strong emphasis on humour. His links and commentaries are punctuated by short dialogue clips drawn from film soundtracks. Calls to programme are often on serious topics, and callers are given free rein. On 15th December topics included "whether the human race was in decline".

Abbot also covers for other LBC presenters on an occasional basis.

== References ==
<references />

== External links ==
* [http://lbc.audioagain.com/index.php?sid=1&player=showchannel&channel_id=138 LBC Plus] – Nick Abbot's LBC Premium Podcasts (Requires subscription)
* http://nickabbot.com/
* {{Twitter}}

{{Absolute Radio|state=autocollapse}}

{{DEFAULTSORT:Abbot, Nick}}
[[Category:English radio personalities]]
[[Category:English radio DJs]]
[[Category:Virgin Radio (UK)]]
[[Category:Alumni of Brunel University]]
[[Category:People educated at George Heriot's School]]
[[Category:Living people]]
[[Category:1960 births]]

Verfolgung von Menschen mit Albinismus

2017-07-19T15:53:02Z

Robevans123: /* top */ copy edit: "in in" => "in" (from ref template)

[[File:Social revolution psoter 1 2.jpg|thumb|Awareness poster against the prejudice of albinos in Africa]]
{{Use dmy dates|date=January 2015}}
[[File:Albinisitic man portrait.jpg|right|thumb|A child with [[albinism]]]]
{{Discrimination sidebar}}
'''Persecution of people with albinism''' (sometimes abbreviated PWA<ref name="UTSS history" />) is based on the belief that certain body parts of [[Albinism|albinistic]] people can transmit magical powers. Such [[superstition]] is present especially in some parts of the [[African Great Lakes]] region, it has been promulgated and exploited by [[witch doctor]]s and others who use such body parts as ingredients in rituals, concoctions and [[potions]] with the claim that their [[Witchcraft|magic]] will bring prosperity to the user (''[[muti]]'' or [[medicine murder]])<ref>{{cite web |last=Schühle |first=Judith |title=Medicine Murder of People with Albinism in Tanzania – How Casino Capitalism Creates Rumorscapes and Occult Economies (Working Paper No. 2-13) |url= http://www.fu-berlin.de/sites/cas/forschung/publikationen/working-papers/_CAS-Working-2-13_Schuehle.pdf |website=FU-Berlin.de |publisher=Center for Area Studies, Freie Universität Berlin |access-date=6 June 2015}}</ref>

As a result, people with albinism have been persecuted, killed and dismembered, and graves of albinos dug up and desecrated. At the same time, people with albinism have also been ostracised and even killed for exactly the opposite reason, because they are presumed to be cursed and bring bad luck. The persecutions of people with albinism take place mostly in [[Sub-Saharan Africa]]n communities, especially among [[East Africa]]ns.<ref name="Cruz-Inigo">{{cite journal |last1=Cruz-Inigo|first1=Andres E. |last2=Ladizinski|first2=Barry |last3=Sethi|first3=Aisha |date=January 2011 |title=Albinism in Africa: Stigma, Slaughter and Awareness Campaigns |work=Dermatologic Clinics |volume=29 |issue=1 |pages=79–87 |doi=10.1016/j.det.2010.08.015 |url= http://www.derm.theclinics.com/article/S0733-8635(10)00140-3/fulltext |access-date=18 April 2014}} Also available [http://download.journals.elsevierhealth.com/pdfs/journals/0733-8635/PIIS0733863510001403.pdf in PDF format].</ref>{{rp|81}}

Albinism is a genetically inherited condition which is very rare and, worldwide, affects approximately one in twenty thousand people<ref>Steiefel, (2014) Hats on for skin health: Albinos in Africa a population at risk http://www.stiefel.com/en/community-interest/hatsonforskinhealth.html Accessed 20 April 2014</ref> Although rare in the western world, albinism is quite common in sub-Saharan Africa, likely as a result of [[consanguinity]].<ref name="Cruz-Inigo" /> Both parents, who may or may not be albinos themselves, must carry the gene if it is to be passed on to the child. Albinism occurs in both males and females and is not specific to any race or ethnic group. Statistics prove that fifty percent of albinistic people in [[Tanzania]] have a known albinistic relative,<ref name="Cruz-Inigo" />{{rp|80}} although very few understand or are educated about the medical and genetic causes of this condition. Many believe it is a punishment from God or bad luck, and that their "disease" could be contagious, which is often the view of even members of the medical and professional community. These misconceptions, coupled with the lack of education, are some of the key reasons that albinism is so heavily persecuted. This lack of knowledge about people with albinism means that folktales and superstition in the name of witchcraft take the place of medical and scientific facts in the minds of many native Africans, with and without albinism, which in turn has major effects on the social integration of albinistic people into African society. Ninety-eight percent of albinos die by the age of forty for reasons which could easily be prevented.<ref>{{cite report |last=Morton |first=T. |date=2014 |title=''Watu Kama Sisi'': Reducing Skin Cancer, Stigma and Violence Against Albinos in the Mara Region |publisher=[[Under the Same Sun]] |location=Canada / Tanzania}}</ref>

==Current statistics of persecution of albinistic people==

A report was released on 1 April 2014 by the [[Dar es Salaam]], Tanzania, office of the Canadian charity [[Under the Same Sun]]. Titled ''Reported Attacks of Persons with Albinism'', the document reviews 180 countries and lists 129 recent killings and 181 other attacks, all within 23 African countries. These attacks include mutilation, violence, violation of graves, and cases of asylum-seeking.<ref>{{cite web |date=2014 |title=Reported Attacks of Persons with Albinism – Most Recent Attacks Included. |publisher=[[Under the Same Sun]] |location=Canada / Tanzania |url= http://www.underthesamesun.com/sites/default/files/PWA%20Attacks%20in%20Africa.pdf |access-date=}}</ref>

=== Tanzania ===
In Tanzania, albinos represent one in every 1429 births, a much higher rate than in any other nation. According to [[Al-Shymaa Kway-Geer]], an albino member of parliament, there are 6977 officially registered albinos in Tanzania.<ref name="IFRC">{{cite web |publisher=[[International Federation of Red Cross]] and [[Red Crescent Societies]]. |title=Advocacy Report: Through Albino Eyes – The Plight of Albino People in Africa's Great Lakes Region and a Red Cross Response |date=2009 |work=IFRC.org |url= https://www.ifrc.org/Global/Publications/general/177800-Albinos-Report-EN.pdf |access-date=18 April 2014}}</ref>
However, it is believed that there may be up to 17000 undocumented.<ref name="BBC wife">{{cite web |work=[[BBC News]] |date=2008 |title=Man 'tried to sell' albino wife |url= http://news.bbc.co.uk/2/hi/africa/7726743.stm |access-date=24 April 2014 |publisher=[[BBC]]}}</ref> A number of albinos have migrated to the [[Dar es Salaam]] area, as they feel safer in an urban setting. Tanzania is thought to have the largest population of albinos in Africa.<ref name="Malone">{{cite news |first=Andrew |last=Malone |url= http://www.dailymail.co.uk/news/article-1215949/The-albino-tribe-butchered-feed-gruesome-trade-magical-body-parts.html |title=The albino tribe butchered to feed a gruesome trade in 'magical' body parts |date=24 September 2009 |access-date=24 September 2009 |work=[[Daily Mail]] |location=London}}</ref> Albinos are especially persecuted in Shinyanga and Mwanza, where witch doctors have promoted a belief in the potential magical and superstitious properties of albinos' body parts. There are further issues which arise when there is lack of education about albinism. Fathers often suspect the mother of the albino child of infidelity with a white man or that the child is the ghost of a European colonist.<ref name="Cruz-Inigo" /> This can cause immense strain on families and relationships. An albino child is often seen as a bad omen and treated as unwanted. Many albino babies become victims of infanticide due to these superstitious views.
=== Malawi ===
After 2015 when Tanzania enacted tougher steps against violence against albinos, Malawi has seen a "steep upsurge in killings" with 18 reported killings since November 2014, and the likely toll being higher because of missing persons and unreported murders.<ref name=cbs>{{cite web |url=http://www.cbsnews.com/news/malawi-albinos-hunted-and-murdered-for-their-limbs/| author=AP| title=Albino people are being hunted for their body parts |publisher=CBS| date=June 7, 2016 |accessdate=June 7, 2016}}</ref> President [[Peter Mutharika]] has formed a committee to study the situation.<ref name=cbs/>

==Origins of myths and superstition causing persecution of people with albinism==
African rituals and spiritual ideas about albinism have led to the brutal murder of and attacks on innocent men, women and especially children. These ideas have been around for many generations, but in recent years witch doctors have been teaching misconceived ideas about the promise of wealth, success and power when albino hair or limbs are used in a potion as part of witchcraft practices. This has gained public attention nationally and internationally as these crimes have been reported as crimes against human rights. "Infanticide, kidnapping, amputations, and decapitations, committed for purposes of supplying highly valued body parts used for amulets, which are then sold in underground witchcraft market."<ref name="Cruz-Inigo" />{{rp|79}} Therefore, this causes great unrest and angst among the albino population, who must be protected and often live in a state of solitude simply to protect their own lives and to prevent being hunted like animals.<ref name="Cruz-Inigo" />{{rp|80}}

US congressman [[Gerry Connolly]] in 2010 introduced legislation to protect albinos and urge local governments to protect albinos, stating that "With their help and the passage of this resolution today, maybe we can bring an end to these horrific and heinous crimes."<ref>This Day Reporter, (16 March 2010) US Congress passes new law against albinos torture, killings (http://www.thisday.co.tz/?l=10722. Accessed 15 April 2014</ref>

It is clear that "the main driving forces underlying these profiling crimes are ignorance, myth, and superstition, such as the belief that individuals with albinism possess superpowers or that their body parts bestow fortune and health."<ref name="Cruz-Inigo" />{{rp|79}} It is commonly known that in many communities, predominantly in Tanzania and parts of east Africa, superstitious views derived from ancient spiritual beliefs and reinforced by local witch doctors have been carried through centuries of ritualistic practices and mythical beliefs. This creates a serious risk to the lives of persons with albinism as the people believe it will bring them wealth, power, success or health depending on the variances of interpretation. Senior police officers claim that these body parts may be sold for as much as [[United States dollar|US$]]75,000 on the black market<ref name="IFRC" /> for a set of arms, legs, ears, and genitals from an individual with albinism.<ref name="Cruz-Inigo" />{{rp|79}}<ref name="IFRC" /> Therefore, there has been an extensive amount of albino murders in the past decade especially in Burundi and Tanzania, where in 2007 more than seventy documented killings took place and one hundred and fifty body parts of albinos were reported to have been chopped off. Now the number of killings is well over one hundred, with low conviction rates, and albinos continue to have limbs severed, leaving many crippled or severely maimed, traumatized and tortured in the process.<ref name="IFRC" />

This threat to albinos has the potential to cause extreme trauma and stress in their daily lives, which are already impacted by the stress of their condition, affecting skin and eyesight, placing albinos in a constant state of insecurity and distrust. According to Navi Pillay, the United Nations High Commissioner for Human Rights, because of the social and educational exclusion which can often occur there are often very low education levels in albinos, so that they lack social and economic tools to live productive lives.<ref name="Pillay">Pillay, Navi (13 March 2014) "People with albinism have the right to live without fear or bullying, discrimination, social exclusion, killing and dismemberment". United Nations High Commissioner. https://www.youtube.com/watch?v=G8N_w5C8FWE&feature=youtu.be Accessed 4 October 2014</ref> It also "is a common belief that albinos have low brain capacity and are unable to function at the same level as 'normal people'.<ref>Kuster R,(2000) White skin, black souls. New African, p. 382</ref> Therefore, their ability to learn is often deficient due to the fact that one hundred percent of albinos suffer from some form of visual impairment<ref name="Cruz-Inigo" /> and there often are not sufficient educational facilities, learning supplies or funding to support children with limited sight. This causes extensive bullying, exclusion from peer groups, low self-esteem and confidence, along with emotional and mental illness stemming from rejection by society and often family members who harbor superstitious myths about albinos. It is clearly revealed that no matter what mythical or spiritual mantra a person may be following or believing about albinos there is a general view in "nearly all cultures in the region of east Africa held and some still hold the view that albinos are less desirable beings who are less than human."<ref name="UTSS history">{{cite web |work=Under the Same Sun |date=15 July 2013 |title=History of Attacks Against Persons with Albinism (PWA) |url= http://www.underthesamesun.com/sites/default/files/History%20of%20Attacks%20against%20PWA.pdf |access-date=17 April 2014}}</ref>{{rp|9}} Therefore, homes and schools specifically for albinos, such as Buhangija Albino School, have been created as safe environments for learning, growing and permanently residing. Many children fear to ever return to their families, believing that they may be killed by even their closest relatives. Ukerewe Island is a key example of this, displayed in the film home to a large community of people with albinism where 62 albinos reside, most likely to remain in solitude and away from albino hunters.<ref name="ITSOTS">Freeland, Harry (2014) In the Shadow of the Sun http://intheshadowofthesun.org/long-synopsis Accessed 29 April 2014</ref>

The UN report submitted as part of the Human Rights Council resolution 23/13 of 13 June 2013 states that albinos are often regarded as "ghosts and not human beings, who can be wiped off the global map."<ref name="UNHRC 2013">United Nations General Assembly: Human Rights Council, 24th Session (12 September 2013) Persons with Albinism. Report of the Office of the United Nations High Commissioner for Human Rights. Accessed 24 April 2014</ref>{{rp|5}} They are often persecuted as devils or people who are a bad omen or suffer from a curse. In some communities it is "believed that contact with them will bring bad luck, sickness or death."<ref name="UNHRC 2013" />{{rp|5}} Therefore, this is discrimination and mental and emotional persecution alone, where severe bullying of children, exclusion and abandonment occurs even without brutal physical persecution.

However, the issues which have created a spotlight for the Human Rights Council of the United Nations are the murder of albinos for medicine and dismemberment, and attacks and murder of persons with albinism. Another myth that imposes a risk on people with albinism is the belief that "sexual intercourse with a woman or a girl with albinism can cure HIV/AIDS."<ref name="UNHRC 2013" />{{rp|5}} Sacrifice of albinos is believed also to "appease the god of the mountain"<ref name="UNHRC 2013" />{{rp|5}} when fear of a volcano eruption is possible, and it is believed that pulling the hair of albinos can bring good luck. It has also been reported that "miners use the bones of persons with albinism as amulets or bury them where they are drilling for gold.<ref name="UNHRC 2013" />{{rp|5}} The attacks which occur usually result in the death or severe mutilation of the albino, which according to the Human rights council can in "some cases involve trade in organs, trafficking in persons and sale of children, infanticide and abandonment of children."<ref name="UNHRC 2013" />{{rp|6}}

==Action against persecution==
With escalating killings, President [[Jakaya Mrisho Kikwete|Kikwete]] publicly and repeatedly condemned [[witch doctor]]s, their helpers and middlemen, and the clients, which include members of the police force, for these murders. Victims include [[child abduction|children snatched or abducted]] from their parents. The killers and their accomplices use hair, arms, legs, skin, eyes, genitals, and blood in rituals or for witch potions.<ref name="Cruz-Inigo" />

The United Nations High Commissioner for Human Rights has published a preliminary report regarding discrimination which has been directed toward people with albinism.<ref name="UNHRC 2013" />{{rp|5}} This report has been submitted as part of the Human Rights Council resolution 23/13 of 13 June 2013. It reinforced that "states would adopt specific measures to protect and preserve the rights to life and security of persons with albinism, as well as their right not to be subject to torture and ill treatment, and ensure their access to adequate health care, employment, education and justice."<ref name="UNHRC 2013" />{{rp|1}} The discrimination of albinos is often demonstrated by family members and relatives especially at birth, and ill-treatment by general society is widespread where there are severe issues of social exclusion and stigma. The Resolution 23/13 explains the Human Rights council's concerns about "attacks against persons with albinism".<ref name="UNHRC 2013" />{{rp|3}} Therefore, the Council encouraged the United Nations High Commissioner for Human Rights (OHCHR) to submit a report. Navi Pillay is the current United Nations High Commissioner for Human Rights. As the representative, on 11 March 2014 she submitted a message which overviewed the current status of discrimination against persons with albinism and possible pathways for change and development in protection of albinos. "People with albinism have the right to live without fear or bullying, discrimination, social exclusion, killing and dismemberment."<ref name="Pillay" /> This footage was published on 13 March 2014 to overview the current situation surrounding albinos who live in fear of being murdered or captured for the purposes of murder medicine and witch doctors belief in the magical potential of albino hair and limbs.

Also a key issue is the influence of educating the public to encourage the removal of the social stigma associated with albinos in a society which does not completely understand that albinism is not a curse or a spiritual ghost, but simply a skin condition. In Zimbabwe albinos have been given the name ''sope'' which indicated that they are possessed by evil spirits, and in Tanzania they are known as ''nguruwe'' meaning 'pig', or ''zeru'' which means 'ghost'.<ref name="Cruz-Inigo" /> The Report discusses the "most serious human rights violations faced by persons with albinism, primarily focusing on the ritual killings and attacks to which they are subjected."<ref name="UNHRC 2013" />{{rp|3}} It also includes recommendations to the international community and member states action towards persons with albinism.

Under the Same Sun led by albinism activist Peter Ash is organisation aiming to protect albinos from persecution and he delivered an oral intervention to the Human Rights Council in its 23rd session on 7 June 2013 on behalf of the East and Horn of Africa Human Rights Defenders project (EHAHRDP). His submission stated:

"Today I wish to address a little known but very serious human rights violation being perpetrated against people with albinism in many African nations. My NGO, Under the Same Sun, has evidence of the witchcraft related attacks and killings of 207 people with albinism in 16 African nations. The majority of the victims are children. From Tanzania and Burundi in the East, to Nigeria and Cote d'Ivoire in the West and South Africa and Swaziland in the South, people born with this genetic condition live in fear every day. There exists a lucrative black market in albino body parts used to make what is promoted as powerful 'muti' medicine. The hand, arm or any albino organ is combined with other ingredients and then sold for thousands of dollars: $3,000 for a hand or over $100,000 for an entire set of organs. Sometimes body parts are even shipped across borders. We seek a day when people with albinism will take their rightful place in all levels of African society and such days of discrimination will be a faint memory. To this end, we call on this Council to pass a resolution condemning acts of violence and discrimination against persons with albinism and to request the OHCHR or the Advisory Committee to carry out a study on such violations. As Edmund Burke so rightly stated, "all that is necessary for evil to prevail is for good men to do nothing."<ref>Ash, Peter (7 June 2013) Human Rights Council: 23rd Session Item 5: General Debate. Oral Intervention East and Horn of Africa Human Rights Defenders Project (EHAHRDP) http://www.underthesamesun.com/sites/default/files/Speech%20to%20UN%20June%202013.pdf Accessed 24 April 2014</ref>

==Future plans==

International federation Secretary General Bekele Geleta states that "Albinism is one of the most unfortunate vulnerabilities… and needs to be addressed immediately at international level."<ref name="IFRC" />{{rp|20}} This is a cry for international exposure and help to ensure that people suffering from albinism can be protected from inhumane killings and to be sheltered from the merciless hunters of albino body parts for their potions and spiritual medicine. "The main issues that should be addressed include skin cancer prevention education, stigma and discrimination denouncement, and swift prosecution of albino hunters and their sponsors."<ref name="Cruz-Inigo" />{{rp|80}} Therefore, it is clear that albinos are facing many issues in their lives, and must be protected on the basis of human rights even if they look different and unlike any other race on earth. It is "imperative to inform the medical community and the general national and international public about the tragedies faced by albinos to protect them from skin cancer and ritualistic murders by individuals seeking wealth through clandestine markets perpetuating witchcraft."<ref name="IFRC" />

A number of steps were taken by the government to protect the albino population. The president ordered a crackdown on witchdoctors in the spring of 2008.<ref name="bbc403">{{cite news |url=http://news.bbc.co.uk/2/low/africa/7327989.stm |publisher=[[BBC]] |title=Tanzania in witchdoctor crackdown |date=3 April 2008 |access-date=3 January 2010 |work=[[BBC News]]}}</ref> In addition, an albino woman, [[Al-Shymaa Kway-Geer]], was named to become a member of the parliament, the first albino in such a position in the [[history of Tanzania]]. Police have also been advised to generate lists of albinos and provide special protection for them.<ref name="BBC721">{{cite news |url= http://news.bbc.co.uk/1/hi/world/africa/7518049.stm |first=Karen |last=Allen |title=Living in fear: Tanzania's albinos |date=21 July 2008 |access-date=3 January 2010 |work=[[BBC News]] |publisher=[[BBC]]}}</ref>

To foil [[graverobber]]s, graves of the albinistic were to be sealed with concrete.<ref name=bbc727>{{cite news|url=http://news.bbc.co.uk/2/hi/africa/7527729.stm|title=Tanzania Albinos Targeted Again |work=[[BBC News]] |date=27 July 2008 |publisher=[[BBC]] |access-date=3 January 2010}}</ref> However, by October 2008, killings had not abated, and while some suspects had been apprehended, no convictions had taken place.<ref name="kul">{{cite web| url=http://www.canada.com/topics/news/world/story.html?id=d9487de6-5eeb-4b6e-b21f-4863db51113c |title=Crackdown vowed after Tanzania albino girl killed, mutilated |first=John |last=Kulekana |agency=[[Agence France-Presse]] |date=21 October 2008}}</ref> It was estimated that over 50 murders had taken place since March 2007, many of them in the mining and fishing communities near Lake Victoria, especially at [[Mwanza]], [[Shinyanga]] and [[Mara, Tanzania|Mara]].<ref name="kii">{{cite web |url= http://allafrica.com/stories/200810200901.html |first=Orton |last=Kiishweko |title=Tanzania: JK Orders Crackdown to Stem Murder of Albinos |date=20 October 2008 |work=The Citizen |location=Dar es Salaam}}</ref>

In January 2009, "Prime Minister Pinda had declared war on the albino hunters, and in an effort to stop the trade in albino body parts he had revoked the licenses of all the country's [[witch doctor]]s who use the body parts in their black magic fetishes."<ref>http://www.themorningstarr.co.uk/2009/01/24/tanzania-albino-hunting-update/</ref>

===Convictions against albino hunters===
The first ever conviction for the killing of an albino in Tanzania occurred on 23 September 2009 at the High Court in [[Kahama, Tanzania|Kahama]].<ref name="Albinos call for public hanging of murderers" /><ref name="Albino killers 'should be hanged'" /><ref name="Howden">{{cite news |first=Daniel |last=Howden |url= http://www.independent.co.uk/news/world/africa/three-sentenced-to-hang-for-murder-of-an-african-ghost-1792295.html |title=Three sentenced to hang for murder of an African 'ghost' |date=24 September 2009 |access-date=20 April 2014 |work=[[The Independent]] |location=London}}</ref><ref name="Men severed albino boy's legs in ritual killing">{{cite web |url= http://www.abc.net.au/news/stories/2009/09/23/2694777.htm?section=world|title=Men severed albino boy's legs in ritual killing |date=23 September 2009|access-date=24 September 2009 |publisher=[[Australian Broadcasting Company]]}}</ref> This was a "landmark verdict" was due to the fact that there have been more than 50 murders known at this time and this was the first actual conviction.<ref name="Howden" /> The conviction came about following the murder and mutilation of a 14-year-old boy, Matatizo Dunia, who was attacked by three men in [[Bukombe]] district in [[Shinyanga Region]] in December 2008.<ref name="Howden" /><ref name="Men severed albino boy's legs in ritual killing" /><ref name="Death for Tanzania albino killers" /><ref name="Tanzanian albino killers death sentence">{{cite web |url= http://www.bbc.co.uk/worldservice/africa/2009/09/090923_tanz_albino.shtml |title=Tanzanian albino killers death sentence |date=23 September 2009 |access-date=24 September 2009 |work=[[BBC World Service]] |publisher=[[BBC]]}} Includes audio.</ref> The men carried Dunia from his home late at night before chopping him into pieces.<ref name="Malone" />

One of them was later found with Dunia's leg in his possession.<ref name="Malone" /> The rest of Dunia's body parts were located concealed in shrubbery.<ref name="Malone" /> The men confessed a desire to sell Dunia's parts to a witch doctor, yet despite this, their legal team had not anticipated the [[capital punishment|death sentence]] of hanging which the three men would receive.<ref name="Malone" /><ref name="Death for Tanzania albino killers">{{cite news |url= http://news.bbc.co.uk/2/hi/africa/8270446.stm |title=Death for Tanzania albino killers |date=23 September 2009 |access-date=24 September 2009 |publisher=[[BBC]]}}</ref>

The Canada- and Tanzania-based [[Under The Same Sun]] albinism activist organisation praised the breakthrough but its founder Peter Ash remarked: "This is one conviction. There are 52 other families still awaiting justice".<ref name="Three men to hang for Tanzania albino murder">{{cite news |first=George |last=Obulutsa |url= https://af.reuters.com/article/topNews/idAFJOE58M0IE20090923 |title=Three men to hang for Tanzania albino murder |date=23 September 2009 |access-date=24 September 2009 |agency=[[Reuters]]}}</ref> The Tanzania Albino Society's chairman Ernest Kimaya called for the [[public execution|hanging to be made public]] to further demonstrate to others that the issue of killing albinos was to be taken seriously.<ref name="Albinos call for public hanging of murderers">{{cite web |url= http://thecitizen.co.tz/newe.php?id=15284 |title=Albinos call for public hanging of murderers |date=24 September 2009 |access-date=24 September 2009 |work=[[The Citizen (South Africa)|The Citizen]]}}</ref><ref name="Albino killers 'should be hanged'">{{cite news |url= http://news.bbc.co.uk/2/hi/africa/8273139.stm |title=Albino killers 'should be hanged' |date=24 September 2009 |access-date=24 September 2009 |publisher=[[BBC]]}}</ref><ref name="Albino killers to be hanged">{{cite web|url=http://gbcghana.com/news/28493detail.html |title=Albino killers to be hanged |date=25 September 2009 |access-date=25 September 2009 |publisher=[[Ghana Broadcasting Corporation]] |deadurl=yes |archiveurl=https://web.archive.org/web/20090928213536/http://gbcghana.com/news/28493detail.html |archivedate=28 September 2009 }}</ref>

This issue with witchcraft and its power and influence is that a witch doctor has, as he is almost always "revered by society as ultimate truth."<ref name="UTSS history" />{{rp|3}} Most tribes in ancient times would have committed infanticide upon an albino child seeing it as a bad omen, practiced by the [[Sukuma people|Sukuma]], the [[Digo people|Digo]] and the [[Maasai people|Maasai]].<ref name="UTSS history" />{{rp|5}} However, in some tribes the albinos were made the sacrifices of offerings to the gods or for such uses as potions which is what they are still hunted for today in the 21st century. "One of the most dangerous myths and the crux of recent attacks against PWA is that their body parts can be made into potions that give good luck and wealth to its users."<ref name="UTSS history" />{{rp|4}}

In 2006 some of the first publicly reported killings were spoken about in the media, such as 34-year-old albino woman, Arithi, who was murdered with her arms and legs hacked off and sold. Some cases which have been key in recent years firstly occurred in 2008 when a Tanzanian man tried to sell his albino wife for a price of US$3,000 to Congolese businessmen.<ref name="BBC wife" /> Although the businessmen managed to escape their arrest, Interpol has been assigned to attempt to track these men. this is what led to President Jakaya Kikewere ordering a tightening of police and protection from prosecution, however due to corruption there is still proof that even policeman are being bribed and "bought off" to turn a blind eye to certain crimes if they are receiving pecuniary gain. Although according to BBC News one hundred and seventy witch doctors have been arrested for involvement in inhumane interactions and intentions with albinos.<ref name="BBC wife" />

Another example which occurred where two mothers who were attacked by gangs with machetes in order to get to their albino children. The men broke into a refugee house known as the Lugufu Camp in Kigoma in search of the children; although the children remained untouched the women received severe injuries.<ref name="Howden" /> A further case uncovered by US congressman Gerry colony was the November 2008 in Ruyigi, Burundi where the case of a 6-year old albino girl who was shot dead and her head and limbs where hacked off, leaving only her dismembered torso.<ref>This Day Reporter (16 March 2010) US Congress passes new law against albinos torture, killings (http://www.thisday.co.tz/?l=10722. Accessed 15 April 2014</ref>

==Organizations to prevent persecution==

Many organisations have been set up to help protect and provide for albino communities. Films have also been produced to encourage, educate and create an international understanding of the trials which albinos are facing in a modern world still dealing with ancient rituals and practices which encourage murder for medicine. This is against all international human rights legislation and therefore it is important that albinos are collectively protected. Organisations such as National Organization for Albinism and Hypopigmentation (NOAH),<ref>The National Organization for Albinism and Hypopigmentation (NOAH) http://www.albinism.org</ref> Tanzania Albino Centre (TAC)<ref>Tanzania Albino Center (TAC) http://www.tanzaniaalbino.org/ )</ref> based in Arusha, Tanzania; aiming to "improve the lives of albinos with educational and medical assistance so that they may live safe, accepted, and prosperous lives in the society of their choice."<ref name="Cruz-Inigo" /> Other groups include Assisting Children in Need (ACN);<ref>Assisting Children in Need (ACN) http://www.assistingchildreninneed.com</ref> and Under the Same Sun<ref name="underthesamesun.com">Ash, Peter (2014) http://www.underthesamesun.com/home.php Under the Same Sun (2014). Accessed 20 April 2014</ref> where Ash, an albino himself, states his aspirations and purpose for the project: "I have a dream that one day in Africa, people with albinism will take their rightful place throughout every level of society, and that the days of discrimination against persons with albinism will be a faint memory!"<ref name="underthesamesun.com" />

The International Federation of Red Cross (IFRC) is a key part of the albino protection movement who are working to integrate albinos back into society safely in Burundi "striving to minimize their vulnerability to hunters, skin cancer, and educational and social marginalization."<ref name="Cruz-Inigo" />{{rp|84}} The IFRC particularly works with protecting mothers and children who are fearing persecution and they assist them in providing safe homes and protection where children are frightened of attacker's and by providing a special arena for the albinos it ensures safety protection and an environment of love, understanding of one another all with albinism, and unity in the battle against persecution and discrimination. The Red Cross have made it very clear in their publications that the government must also take drastic steps in protection of persons with albinism to stop the persecution. They have stated that it is imperative that the government strives to "Ensure effective legal protection for people with albinism, use local administrative structures to locate and protect albino people in hiding and conduct public anti-discrimination campaigns and extend medical services to albinos in need."<ref name="IFRC" />

Asante Mariamu is another organisation which was created after the survival of Mariamu Staford from an anti-albino attack which is determined to ensure that there is "swift prosecution and convictions of their killers" and therefore encouraging justice.<ref name="Cruz-Inigo" />{{rp|84}} This story was presented to the US House of Representatives in March 2010 where US Congressman Gerry Connolly was impacted by this horrific story and "moved me to take action."<ref name="TDR">This Day Reporter (16 March 2010) US Congress passes new law against albinos torture, killings. http://www.thisday.co.tz/?l=10722. Accessed 15 April 2014</ref> He introduced a bill to take action to severe violence being performed against albinos in east Africa and to bring justice and punishment to perpetrators. He spoke to the house in March 2010 urging his colleagues "to join me and Mariamu Stanford in bringing international attention to this horrific abuse of human rights."<ref name="TDR" /> This legislation condemns any injury, murder or mutilation of albinos and specifically urges the local east African government especially in Tanzania and Burundi "to take immediate action to prevent further violence against persons with albinism."<ref name="TDR" /> There are many more which are working on protecting albinos from persecution, and providing adequate health care, sun protection and learning facilities to ensure that albinos are treated fairly and with all human rights, and not hunted as animals in fear of their life. Albino Awareness day has also been created by Dr Aisha Sethi who is an assistant professor of dermatology in the Pritzker School of Medicine which is celebrated on 4th may each year. The President has also appointed Al-Shymaa Kway-Geer as an albino MP who seeks to be a voice in the Tanzanian parliament for protection against persecution of albinos in society and encourages facilities and support of their physical, medical, AND education protection and enhancement.

===Under the Same Sun (UTSS)===
{{Main|Under the Same Sun}}
[[Under the Same Sun]] is a Canadian-founded organisation with support focused on Tanzania and based in Dar es Salam, founded in 2008 by [[Peter Ash (activist)|Peter Ash]] with a vision to "promote via advocacy and education, the wellbeing of persons who are often marginalised or misunderstood. We are driven by the belief that all persons have intrinsic value and since they are created in the image of God."<ref>Ash, Peter (2014) Under the Same Sun: UTSS Information fact brochure http://www.underthesamesun.com/sites/default/files/About%20Us%20Brochure.pdf</ref> Therefore, they are acting upon the moral and human rights values to support victims to end the discrimination and persecution of innocent albinos. According to [[Under The Same Sun]], to eradicate attacks against albinos, "it is necessary to focus on eliminating reliance on witchcraft beliefs by strengthening the provision of infrastructure such as schools and hospitals while enhancing the sense of fairness by improving on the system of justice."<ref name="UTSS history" />{{rp|4}} Therefore, regaining albinos their rights to being treated as human, fairly as functioning members of society who may look different and suffer severe vulnerabilities die to their physical condition, but do not deserve to be murdered or hurt in any way because of ancient myths claiming sacrifice of these people will create future benefit for another person.

==Films highlighting persecution of albinism==

Films which have been created are also helping to raise awareness and tell the stories of the albino crisis of persecution, beginning with ''[[In My Genes]]'', a 2009 Kenyan [[Documentary film|documentary]] directed by [[Lupita Nyong'o]] (later a key actor from the 2013 film ''[[Twelve Years a Slave]]''). It was followed in 2010 by ''[[White and Black: Crimes of Color]]'', by Canadian filmmaker Jean-François Méan, which tells the story of Vicky Ntetema, a Tanzanian journalist who investigated the trade for albino body parts in Tanzania. This film became the cornerstone of a national campaign sponsored by [[Under the Same Sun]] to end the wave of violence. After the film's broadcast, the murder rate, which had been steady for three years, dropped by 90%.<ref>http://allafrica.com/stories/201211230077.html</ref>{{Update after|2012|12|31|Articles with obsolete information from December 2012|reason=More recent 2013–2015 sources indicate that the numbers have gone up again, significantly. See talk page.}}

[[White Shadow (film)|''White Shadow'']], a [[Germany|German]]–[[Italy|Italian]]–[[Tanzania]]n 2013 [[drama film]] written, produced and directed by Noaz Deshe, drew international attention to the issue, screening at various [[film festival]]s, winning the Lion of the Future Award at the Venice festival.<ref>{{cite web |title=Noaz Deshe on his Film, White Shadow: A Fight for Survival in East Africa|url=http://www.internationalpolicydigest.org/2014/01/24/noaz-deshe-on-his-film-white-shadow-a-fight-for-survival-in-east-africa/|access-date=14 April 2014}}</ref><ref>{{cite web |title=Sundance Interview with Noaz Deshe, director of White Shadow|url=http://cltampa.com/artbreaker/archives/2014/01/27/sundance-interview-with-noaz-deshe-director-of-white-shadow|access-date=14 April 2014}}</ref><ref>{{cite web |title=70th Venice Film Festival Award Winners |url= http://collider.com/venice-film-festival-award-winners/ |access-date=14 April 2014}}</ref> Also released in 2013, ''[[In the Shadow of the Sun (documentary)|In the Shadow of the Sun]]'', a documentary filmed in Tanzania over the course of six years by Harry Freeland, featured the struggles of [[Josephat Torner]], a campaigner for de-mystification of the superstitions about albinistic people and their use for witchcraft; and teenaged Vedastus, who hopes to survive albino-hunters to adulthood.<ref name="ITSOTS" />
And also The Beautiful Ones Are Born, a yet to be released short film by one of the youngest Nigerian Film maker Dami Taiwo.

==Other African countries==
By June 2008 killings had been reported in neighboring [[Kenya]] and possibly also the [[Democratic Republic of Congo]].<ref name="kul" /><ref name="nyt">{{Cite news
|title=Albinos, Long Shunned, Face Threat in Tanzania |work=[[The New York Times]] |date=8 June 2008 |last=Gettleman |first=Jeffrey |url= https://www.nytimes.com/2008/06/08/world/africa/08albino.html}}</ref>

In October 2008 [[Agence France-Presse|AFP]] reported on the further expansion of killings of albinos to the [[Ruyigi]] region of [[Burundi]]. Body parts of the victims are then smuggled to Tanzania where they are used for witch doctor rituals and potions.<ref name="afp">{{cite web| url=http://www.france24.com/20081014-burundis-albinos-flee-sorcerers-organ-traders |first=Esdras |last=Ndikumanna |title=Burundi's albinos flee sorcerers and organ traders |publisher=[[Agence France-Presse]] |date=14 October 2008}}</ref> Albinos have become "a commercial good", commented Nicodeme Gahimbare in Ruyigi, who established a local safe haven in his fortified house.<ref name="afp" />

By 2010 cases had also been reported from Swaziland.<ref>{{cite web |url=http://abcnews.go.com/2020/africans-albinism-hunted-tanzania/story?id=11446434 |last1=Chung|first1=J. |last2=Diaz|first2=J. |title=Africans with Albinism Hunted: Limbs Sold on Tanzania's Black Market |date=26 August 2010 |access-date=29 November 2010}}</ref>

==International reaction==
After events involving murders of albino people by three Tanzanian men had been publicised by the [[BBC News|BBC]] and others, the [[European Parliament]] strongly condemned the killing of albinos in Tanzania on 4 September 2008.<ref name="EU">{{cite web |url= http://www.europarl.europa.eu/sides/getDoc.do?pubRef=-//EP//TEXT+TA+P6-TA-2008-0413+0+DOC+XML+V0//EN&language=EN |title=Resolution on the killing of albinos in Tanzania |publisher=[[European Parliament]] |date=4 September 2008}}</ref>
The U.S. House of Representatives passed H. Resolution 1088, introduced by Rep. Gerry Connolly ([[Democratic Party (United States)|D]], [[Virginia|VA]]), by a vote of 418-1 on 22 February 2010.<ref>[http://www.opencongress.org/bill/111-hr1088/show H. Resolution 1088 at opencongress.org]</ref> The resolution condemns the attacks and killings; categorizes them as human rights violations, and urges the governments of Tanzania and Burundi to vigorously prosecute such cases and to conduct educational campaigns to combat the superstitious beliefs that underlie the violent attacks.

== See also ==
* [[Child sacrifice in Uganda]]
* [[Witchcraft accusations against children in Africa]]

==References==
{{reflist|2}}

==Further reading==

*[http://news.nationalgeographic.com/news/2013/01/130125-albino-albinism-tanzania-witch-doctors/ ''National Geographic'' photo article]. "Inside the Lives of Albinos in Tanzania", January 2013
*[http://news.nationalgeographic.com/news/2013/10/131011-albino-killings-witch-doctors-tanzania-superstition/ ''National Geographic'' article]. "As Tanzania's Albino Killings Continue, Unanswered Questions Raise Fears", October 2013
*[http://www.smallplanet.gr/en/documentaries/chronologically/2008-2009/238-zeru-zeru-the-ghosts ''Zeru Zeru: The Ghosts''], documentary about the hunting of albino individuals in Tanzania; by Small Planet Productions
*[http://rtd.rt.com/films/albino-africa/#part-1 RT documentary] about Josephat Torner, an activist for the Tanzania Albinism Society
*[http://www.underthesamesun.com/resources Additional documents] from the organisation [[Under the Same Sun]]

==External links==
*[https://web.archive.org/web/20110527143050/http://mnada.net/alb/index.htm Tanzania Albino Society website] (archive from 2011)
*[http://www.pamoko.org Pamoko.org], a website accounting for the media campaign that took place in Tanzania after the broadcast of the documentary ''[[White and Black]]''
*[http://albinism-in-africa.com/ Albinism-in-Africa.com], website for a project that aims to provide accurate and accessible information on albinism in Africa, as well as information on advocacy, education, projects, and research

{{Discrimination}}

[[Category:Albinism]]
[[Category:African witchcraft]]
[[Category:Burundian society]]
[[Category:Ivorian society]]
[[Category:Nigerian society]]
[[Category:South African society]]
[[Category:Swazi society]]
[[Category:Tanzanian society]]

[[Category:Discrimination|Albinism]]
[[Category:Persecution|Albinism]]
[[Category:Witch hunting]]

[[fr:Albinisme#Préjugés et croyances sur l'albinisme]]

Manuel Godinho de Erédia

2017-04-20T08:43:27Z

Robevans123: /* Life */ copy edit: "and and" => "and"

'''Manuel Godinho de Erédia''' or '''Emanuel Godinho de Erédia''' (16 July 1563 – 1623) was a Malay-Portuguese writer and cartographer. He has written a number of books, including an early account of the [[Malay Peninsula]]. He became interested in exploring a "southern land", and his work is of some interest in the early history of European discovery of Australia.
==Life==
Godinho de Erédia was the youngest of four children of João de Erédia Aquaviva, who was of [[Aragonese people|Aragonese]] and Italian descent.<ref>{{cite book |url=https://books.google.com/books?id=cdxeCwAAQBAJ&pg=PA186&lpg=PA186 |title=Dissimulation and Deceit in Early Modern Europe |editors= Miriam Eliav-Feldon, Tamar Herzig |author=Jorge Flores| publisher=Palgrave Macmillan|date= 29 September 2015 |isbn=9781137447494 |page=186 |chapter=Chapter 12}}</ref> His mother was Dona Elena Vessiva from [[Sulawesi]], a [[Makassar people|Macassarese]] or a [[Bugis]] described as a princess, the daughter of the King of Supa.<ref name="mills">{{cite journal |url=http://myrepositori.pnm.gov.my/bitstream/1/610/1/JB0101_EDMM.pdf |title= Eredia's Description of Malaca, Meridional India, and Cathay |authors= Godinho de Erédia, translated by J. V. Mills |date=April 1930 |journal= Journal of the Malayan Branch of the |volume = VIII, Part I |publisher=Royal Asiatic Society}}</ref><ref>{{cite web |url=http://adb.anu.edu.au/biography/eredia-manuel-godinho-de-2027 |title=Erédia, Manuel Godinho de (1563–1623) |author= O. H. K. Spate |work= Australian Dictionary of Biography}}</ref><ref name="Subrahmanyam"/> His father was part of a Portuguese missionary expedition to Sulawesi when he met the 15 year-old girl, who fell in love and eloped with the Portuguese captain, and they married in 1545. Manuel Godinho de Erédia was born on 16 July 1563 in Malacca where he also spent his childhood. He was educated at a Jesuit school there.<ref name="mills"/><ref>{{cite book |url=https://books.google.com/books?id=Pz5MNfCbOSwC&pg=PA223&lpg=PA223 |title= An Introduction to Indonesian Historiography|editor= Soedjatmoko |pages=223–224 |publisher=Equinox Publishing|date=10 January 2006|isbn= 978-9793780443}}</ref>

His mother died in 1575, and soon after when he was 13, Erédia was sent to a Jesuit college in [[Goa]] where was trained in astronomy, cartography and mathematics. He was received into [[Company of Jesus]] in 1579, but left to work for the Portuguese government in Goa in 1580 as his Superiors felt it would better suit his his interest in exploration.<ref name="mills"/>

Erédia married Vilante de Sampaio in [[Cochin]] in around 1586.<ref name="Subrahmanyam">{{cite book |url=https://books.google.com/books?id=F-ub1MSr89QC&pg=PA113#v=onepage&q&f=false |title=Courtly Encounters: Translating Courtliness and Violence in Early Modern Eurasia|author= Sanjay Subrahmanyam |publisher=Harvard University Press |pages=112–113 |date=29 October 2012 |isbn=9780674067363}}</ref> They had two children: a daughter born in 1587 and a son in 1588.<ref name="mills"/>

==Career==
[[File:Malaca (manuel godinho de eredia 1604).jpg|thumb|upright|"Construction of Malacca City: Intramuros Anno 1604" by Manuel Godinho de Eredia.]]
Erédia worked as a [[cosmographer]], wrote books, and taught mathematics. He also served as a soldier and military engineer. He prepared new maps of Asian countries for the King of Spain. The King was said to have named Eredia as the discoverer of Meridional India (a supposed southern land) on 14 February 1594, and he was also said to have given the title of "Adelantado" (Governor General) and made a member of the Order of Christ.<ref name="mills"/> There is however no proof of these claims.<ref>{{cite book |url=https://books.google.com/books?id=cdxeCwAAQBAJ&pg=PA193 |title=Dissimulation and Deceit in Early Modern Europe |editors= Miriam Eliav-Feldon, Tamar Herzig |author=Jorge Flores| publisher=Palgrave Macmillan|date= 29 September 2015 |isbn=9781137447494 |pages=189-193 |chapter=Chapter 12}}</ref>

Erédia became interested in finding the legendary "land of gold", and returned to South East Asia in 1600 on a mission to explore further the [[Nusantara]] or the [[Indonesian Archipelago]]. However, he had to stay in Malacca for four years, commanding a fleet of 70 ships guarding the southern approach to the Malacca. He founded a fort in [[Muar (town)|Muar]] in 1604, and captured [[Johor Lama|Kota Batu]], the capital of Johore, with General Andre Furtado de Mendoça.<ref name="miksic">{{cite journal |title=Review: Eredia's Description of Malacca, Meridional India, and Cathay. MBRAS Report No. 14 by J. V. Mills, Cheah Boon Kheng|author= John N. Miksic|journal=Journal of the Malaysian Branch of the Royal Asiatic Society|volume= 71|number= 2 (275) |year=1998|pages= 137-141 }}</ref>

Erédia heard of a land to the south or ''Luca Antara'' ("Southern Land", probably Australia) in 1601 and was interested in exploring it, but fell ill in 1605 and had to return to Goa. He sent a servant to accompany Javanese seamen to ''Luca Antara'' in 1610, although by 1606 the Dutch had already discovered of existence of the northern shore of Australia.

==Works==
Apart from his maps, Erédia left a diverse range of written works and drawings. His most significant book is ''Description of Malaca, Meridional India, and Cathay'' written in 1613, and it is a source of information on the early history of Malacca. None of his books were published in his lifetime.<ref>{{cite book |url=https://books.google.com/books?id=cdxeCwAAQBAJ&pg=PA188 |title=Dissimulation and Deceit in Early Modern Europe |editors= Miriam Eliav-Feldon, Tamar Herzig |author=Jorge Flores| publisher=Palgrave Macmillan|date= 29 September 2015 |isbn=9781137447494 |page=188 |chapter=Chapter 12}}</ref> Among his works are:<ref name="miksic"/><ref>{{cite book |url=https://books.google.com/books?id=F-ub1MSr89QC&pg=PA115#v=onepage&q&f=false |title=Courtly Encounters: Translating Courtliness and Violence in Early Modern Eurasia|author= Sanjay Subrahmanyam |publisher=Harvard University Press |pages=115–116 |date=29 October 2012 |isbn=9780674067363}}</ref>

*1597-1600 – ''Report on the [[Golden Chersonese]], or Peninsula, and Auriferous, Carbuncular and Aromatic Islands'' (a broad account of the [[Malay Archipelago]]); ''Report on Meridional India''
* 1610 – ''Plantas de plaças das conquistas de Portugal''
* 1611 – ''Discourse on the Province of Indostan, termed Mogûl''
* 1612 – ''Summary of the Trees and Plants of India intra Ganges'' (''Suma de árvores e plantas da Índia Intra Ganges'')
* 1613 – ''Description of Malaca, Meridional India, and Cathay'' (''Declaracam de Malaca e da India Meridional com Cathay'')
* 1615 – ''History of the Martyrdom of Luiz Monteiro Coutinho''
* 1616 – ''Treatise on [[Ophir]]'' (''Tratado Ophirico''). An autobiography is included in this work.
* c. 1620 - ''Lyvro de Plataforma das Fortalezas da India'' (an illustrated accounts of [[Portuguese Empire|Portuguese territories]] in 1620 between East Asia and East Africa, including [[Macau]], [[Bacaim]], [[Colombo]], [[Ormuz]] and [[Mozambique]].<ref>{{cite book |url= https://books.google.com/books?id=8COoDQAAQBAJ&pg=PT32#v=onepage&q&f=false |title=Portuguese Colonial Cities in the Early Modern World |editor= Liam Matthew Brockey|publisher=Routledge |isbn=9781351909822}}</ref>)

==References==
{{reflist}}
{{DEFAULTSORT:Erédia, Manuel Godinho de}}
[[Category:1563 births]]
[[Category:Portuguese Malacca| ]]
[[Category:Portuguese cartographers]]
[[Category:History of Malacca]]

Border Cave

2016-09-11T06:14:21Z

Robevans123: /* top */ copy edit: "was been" -> "has been"

[[File:Border Cave01.jpg|thumb|350px|<center>View over Ingwavuma River from Border Cave]]
[[File:Border Cave00.jpg|thumb|350px|<center>View over Swaziland from mouth of Border Cave]]
'''Border Cave''' is a [[rock shelter]] on the western scarp of the [[Lebombo Mountains]] in [[KwaZulu-Natal]] near the border between [[South Africa]] and [[Swaziland]]. Border Cave has a remarkably continuous stratigraphic record of occupation spanning about 200 [[kiloannum|ka]]. Anatomically modern [[Homo sapiens]] skeletons together with stone tools and chipping debris were recovered. Dating by [[Carbon-14]], [[Amino acid dating|amino acid racemisation]] and [[electron spin resonance]] places the oldest sedimentary ash at some 200 kiloannum.<ref>{{cite journal|url =|doi = 10.1006/jhev.2001.0471 |title = Border Cave revisited: a revised ESR chronology|first1 =Rainer|last1 = Grün| first2 = Peter|pmid =11371150|last2 = Beaumon|journal = Journal of Human Evolution| volume = 40|issue = 6| year =2001|pages = 467–482
}}</ref><ref>{{cite web|url = http://archaeology.about.com/od/bterms/g/bordercave.htm|title =Border Cave (South Africa)|accessdate = 2010-01-14|publisher = archaeology.about.com}}</ref><ref>{{cite journal|url = http://www.nature.com/nature/journal/v344/n6266/abs/344537a0.html|last1 = Grün| journal= Nature|first1 = R|last2 = Beaumont|first2 = PB|last3 = Stringer|first3 = CB|title = ESR dating evidence for early modern humans at Border Cave in South Africa|doi = 10.1038/344537a0|volume = 344|issue = 6266|pmid = 2157165|pages = 537–539|year = 1990}}</ref><ref>{{cite journal|url = http://cat.inist.fr/?aModele=afficheN&cpsidt=14712425|title = Radiocarbon dating from 40 to 60 ka BP at Border Cave, South Africa|first1 = M.I.|last1 = Bird|first2 = L.K.|last2 = Fifield|first3 = G.M.|last3 = Santos|first4 = P.B.|last4 = Beaumont| first5 = Y.|last5 = Zhou| first6 = M.L.|last6 = di Tada|first7 = P.A.|last7 = Hausladen|doi = 10.1016/S0277-3791(03)00005-2|journal = Quaternary Science Reviews |year = 2003|volume = 22|issue = 8–9|pages = 943–947}}</ref><ref>{{cite book|url = http://books.google.com/books?id=5TRHOmTUTP4C&pg=PA435|chapter = Out of East Africa: Early Modern People in northern and southern Africa|title =The Human Lineage|first1 =Matt|last1 =Cartmill |first2 =Fred H.|last2 =Smith| first3 = Kaye B.|last3 =Brown|publisher = John Wiley and Sons|isbn = 978-0-471-21491-5|date = 2009-03-30}}</ref>

Excavations for guano in 1940 by a certain W. E. Barton of Swaziland, revealed a number of human bone fragments and were recognised as extremely old by Professor [[Raymond Dart]], who had visited the site in July 1934, but had carried out only a superficial examination. In 1941 and 1942, a team sponsored by the [[University of the Witwatersrand]] carried out a more thorough survey. Subsequent excavations in the 1970s by Peter Beaumont were rewarded with rich yields. The site produced not only the complete skeleton of an infant, but also the remains of at least five adult [[hominins]]. Also recovered were more than 69,000 artifacts, and the remains of more than 43 mammal species, three of which are now extinct.<ref>{{cite journal|doi = 10.2307/2793006|title = Fossil Man in the Lebombo Mountains, South Africa: The 'Border Cave,' Ingwavuma District, Zululand|first1 = H. B. S.|last1 = Cooke| first2 = B. D.|last2 = Malan|first3 = L.|last3 = H. Wells|journal =Man|volume = 45|year = 1945|pages = 6–13|jstor = 2793006}}</ref>

Also recovered from the cave was the "[[Lebombo Bone]]", the oldest known artifact showing a counting tally. Dated to 35,000 years, it is a small piece of baboon fibula incised with 29 notches, similar to the calendar sticks used by the [[Bushmen|San]] of [[Namibia]].<ref>{{cite book|url = http://books.google.com/books?id=nnpChqstvg0C&pg=PT195|title = The universal book of mathematics: from Abracadabra to Zeno's paradoxes|first1 = David J.|last1 = Darling|isbn = 978-0-471-27047-8|publisher = John Wiley and Sons|year = 2004}}</ref> Animal remains from the cave show that its early inhabitants had a diet of [[bushpig]], [[warthog]], [[zebra]] and [[African Buffalo|buffalo]].<ref>{{cite web|url = http://www.southafrica.info/travel/cultural/border-cave.htm|title = Border Cave opens for visitors|date = 15 January 2004|accessdate = 2010-01-14|publisher = southafrica.info}}</ref> Raw materials used in the making of artifacts include [[chert]], [[rhyolite]], [[quartz]], and [[chalcedony]], as well as bone, wood and [[ostrich]] egg shells.

The west-facing cave, which is near [[Ingwavuma]], is located about 100 m below the crest of the Lebombo range and commands sweeping views of the Swazi countryside below. It is semi-circular in horizontal section, some 40 m across, and formed in [[Jurassic]] lavas as a result of differential weathering.<ref>{{cite book|url = http://docs.google.com/viewer?a=v&q=cache:6of-7_roXLAJ:www.indiana.edu/~origins/teach/P314/MSA%2520reports/BorderCave1.pdf+%22Border+Cave%22+latitude+longitude&hl=en&gl=za&sig=AHIEtbSBdm7ZdVocePlElljg6OgYFBIk9A|title = Border Cave|publisher = Google Docs|accessdate = 2010-01-14}}</ref><ref>{{cite journal|doi = 10.1016/0305-4403(78)90052-3|first1 = K. W.|last1 = Butzer|first2 = P. B.|last2 =Beaumont|first3 = J. C.|last3 = Vogel|year = 1978|title = Lithostratigraphy of Border Cave KwaZulu, South Africa: a Middle Stone Age Sequence Beginning c. 195,000 B.P|journal = Journal of Archeological Science|volume = 5|pages = 317–341|issue = 4}}</ref>

A set of tools almost identical to that used by the modern [[San people]] and dating to 44,000 BP were discovered at the cave in 2012. These represent the earliest unambiguous evidence for modern human behaviour.<ref>[http://www.bbc.co.uk/news/science-environment-19069560 Earliest' evidence of modern human culture found], Nick Crumpton, BBC News, 31 July 2012</ref>

In 2015, the South African government submitted a proposal to add the cave to the list of [[World Heritage Site]]s and it has been placed on the UNESCO list of tentative sites as a potential future 'serial nomination' together with [[Blombos Cave]], [[Pinnacle Point]], [[Klasies River Caves]], [[Sibudu Cave]] and [[Diepkloof Rock Shelter]].<ref>{{cite web|title=The Emergence of Modern Humans: The Pleistocene occupation sites of South Africa|url=http://whc.unesco.org/en/tentativelists/6050|website=UNESCO|accessdate=3 April 2015}}</ref>

==References==
{{reflist|2}}

==External links==
{{commonscat|Border Cave}}
*[http://www.questsciencemagazine.co.za/feature/wonderwerk_cave_4_3.pdf ''Discovering The Deep African Past at Wonderwerk Cave'' - Peter Beaumont & John Vogel]
* [http://whc.unesco.org/en/tentativelists/1074/ Unesco World Heritage listing for Pleistocene occupation sites of Klasies River, Border Cave, Wonderwerk Cave and comparable sites relating to the emergence of modern humans]

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{{Navbox prehistoric caves}}
{{The Emergence of Modern Humans}}
[[Category:Archaeological sites in South Africa]]
[[Category:Middle Stone Age]]
[[Category:Paleoanthropological sites]]
[[Category:Rock shelters]]

Benutzer:Rote4132/Ross Winans

2016-03-28T10:01:25Z

Robevans123: /* Railroad Work */ typo: inventer -> inventor

{{multiple issues|
{{Refimprove|date=October 2010}}
{{More footnotes|date=November 2010}}
}}

[[File:winansportait.jpg|thumb|right|Ross Winans]]
'''Ross Winans''' (1796–1877) was an American [[inventor]], [[mechanic]], and builder of [[locomotives]] and railroad machinery. He is also noted for design of pioneering cigar-hulled ships. Winans, one of the United States' first multi-millionaires, was involved in national and state politics, a southern-sympathizer and was a vehement "[[states' rights]]" advocate. His outspoken anti-federal stance as a member of the [[Maryland House of Delegates]], the lower chamber of the [[Maryland General Assembly|General Assembly]], (state legislature) led to his temporary arrest on board a [[Baltimore and Ohio Railroad]] train returning from an early session of the legislature held in the western Maryland town of [[Frederick, Maryland|Frederick]] to avoid the [[Union Army]]-occupied state capital of [[Annapolis]] in April–May, 1861, to consider the possibilities of state [[secession]], during the early decisive period of the [[American Civil War]]. Winans was related to [[James McNeill Whistler]] through marriage (Whistler's brother George married Winans' daughter Julia).

==Early life==
Ross Winans was born in [[Vernon Township, New Jersey]] on October 17, 1796. His parents were William and Mary Winans. He married Julia de Kay (1800-1850) in 1820 and they had five children. He moved his family to [[Baltimore, Maryland]] in the late 1820s and did business with the newly founded [[Baltimore and Ohio Railroad]] (B. & O.).<ref name="Hager">Hager, Guy W.(2009). [http://www.friendsoforiandahouse.com/images/RossWinans.pdf "Ross Winans (1796-1877)."] Friends of Orianda House, Baltimore, Maryland.</ref>

Following the death of his wife Julia in 1850, he married Elizabeth K. West (1807-1889) in 1854.<ref name="Hager" />

==Railroad Work==
Winans came from a New Jersey family of horse breeders, but successfully made the transition to other forms of motive power.

In 1828 he developed a friction wheel with outside bearings which established a distinctive pattern for railroad wheels for the next one hundred years or so. In the late 1820s also he became associated with the B&O, eventually entering their service as an engineer. One of his first and more important tasks was to help the famous inventor and industrialist [[Peter Cooper]], (1791-1883), of [[New York City]] build the new revolutionary [[Tom Thumb (locomotive)|"Tom Thumb"]] steam-powered locomotive, to eventually replace the horse-drawn rail cars then being pulled along the short route of the Baltimore and Ohio that had been built so far - from the city's waterfront temporary depot facing [[Inner Harbor|"The Basin"]] (today's "Inner Harbor") at East Pratt Street and South Charles Streets to the southwest 20-some miles to its first terminus at [[Ellicott City, Maryland|Ellicott Mills]] on the upper Western Branch of the [[Patapsco River]]. By 1831, he was appointed assistant engineer of machinery on the B. & O. He invented and [[United States Patent Office|patented]] an improvement in the construction of axles, or bearings on July 20, 1831. Also in this productive year he built the "Columbus", his first double-truck car, which he immediately patented, even though it is widely known he stole the idea for after the original inventor failed to do so.

In 1835, Winans went into partnership with [[George Gillingham]] and in 1836 they succeeded to the 1834 lease of [[Phineas Davis]] and [[Israel Gardner]] of the B. & O. Company's shops at [[Mount Clare Shops|Mount Clare]] and continued the manufacture of locomotives and railroad machinery. "''As far back perhaps as the year 1836, the firm of Gillingham and Winans, and, after the dissolution of that firm, I myself, down to 1841 or 1842, manufactured a Rail Road Wheel...''" (letter #322).

In 1841, he opened his own shop adjacent to the B. & O.'s new [[Mount Clare Shops]], along West Pratt Street, between Arlington and Schroeder Streets in southwest Baltimore, with that railroad as his primary customer. He was a pioneer in the development of substituting coal-burning steam locomotives, for the less efficient wood-burners. He was eccentric, and his locomotive business made him independently wealthy. His customer relations were simple—he built engines his way, and you bought them. Bored with the business, and having a design disagreement with the B. & O., he closed his shops, which were later leased to the [[Hayward & Bartlett]] iron and steel foundries. He went on to do significant work for the [[Czar of Russia|Czar’s]] railroad from the new imperial capital [[St. Petersburg, Russia|St. Petersburg]] on the [[Baltic Sea]] to the old traditional medieval capital of [[Moscow, Russia|Moscow]] in central [[Russia]]. All of the listed engines are type [[0-8-0]], called the "Camel." They were all acquired from predecessor roads. Engine sales to the [[Cumberland and Pennsylvania Railroad]] (C. & P.) were recorded in 1863. James Millholland, the C. & P. Master Mechanic, was familiar with keeping these "Camel" engines running, and making improvements to them.

Winans set trends in locomotive and car design rather than followed them. His steam locomotives, popularly known as "Crabs," "Muddiggers," and "Camels" were used all over the fledging rail network of the in the burgeoning industrial northeastern United States, from the 1840s until after the turn of the 20th Century. The B. & O. was Winans' largest locomotive customer, with one hundred and forty locomotive deliveries going to that road. Winans had a disagreement with Mr. Hayes of the B. & O., which delayed delivery of some engines into 1863. Winans' second best customer was the [[Reading Company|Philadelphia and Reading Railroad]]. These two customers represented 70 percent of his sales. Winans typically offered a thirty-day trial period at the customer site.

About two hundred and sixty-seven engine deliveries to twenty-six American railroads by Winans are documented during the period 1843–1863. The Winans engine designs impressed a Russian delegation, and he was asked by the [[Czar of Russia|Czar]] to build the Imperial railroad from [[Moscow, Russia|Moscow]] to [[St. Petersburg, Russia|St. Petersburg]]. Winans sent his two sons, as well as engineer [[George W. Whistler]] to [[Russia]] for several years for that project. Winans may have sold as much or more equipment in Russia as he did in the United States, with both future 20th Century "super-powers" now setting the stage by building up their industrial and transportation networks on a continental scale, unknown in the smaller countries and kingdoms of Europe. Winans' son Thomas returned to build a Russian style estate in west Baltimore, named "Alexandrofsky", surrounded by a somewhat forbidden-looking wall which also enclosed an eclectic sculpture garden. Further west, another country estate of [[Italianate architecture|Italianate]] design with fieldstone walls in future suburban [[Baltimore County]] overlooking along the [[Gwynns Falls]] stream valley named "Crimea", off the Franklintown Road. "Alexandrofsky", located near what is now the Hollins Market, built in the 1830s, was demolished a century later to expand the housing stock of the city and fill in the regular street grid of white marble-stepped brick rowhouses. "Crimea" was later sold to the city, using a substantial money bequest from Mr Leakin in the 1920s to be set aside for purchasing a large parcel of property for a future park somewhere in the city. The Crimea purchase and park development was added to the [[Gwynns Falls Leakin Park|Gwynn's Falls Park]] with the added name of Leakin Park. The contents of the "Crimea" mansion were sold at auction. Luckily, twenty-three boxes of Winans papers and journals were donated to the [[Maryland Historical Society]] in the old [[Enoch Pratt]] mansion on Park Avenue and West Monument Street in [[Mount Vernon, Baltimore|Mount Vernon-Belvedere]] neighborhood for safekeeping. The new municipal park was designated and designed as a "wilderness forest reserve" to preserve the natural foresting along the stream valleys Gwynns Falls-Leakin still maintains the original fieldstone mansion, with extensive porches and balconies, with a variety of interior uses. Surrounding the estate is the remnants of an intriquing cannon embankment with slotted places for carved logs resembling iron artillery pieces, supposedly Winans' attempt to deter Northern troops from camping on his grounds, a testimony to his infamous pro-Southern sympathies. Also a water wheel apparatus still exists along the stream for drawing fresh water uphill along with a small family cemetery now wooded in by the forest. The [[Carrie Murray Nature Center]] was recently established here in the early 1980s in remembrance of the mother of a famous [[Baltimore Orioles]] baseball team player [[Eddie Murray]] of the time, who donated it, to educate and enlighten visiting school children from the [[Baltimore City Public Schools]]. A clap-board [[Gothic architecture|Gothic stylish]] small chapel also exists on the grounds along the entrance road, Eagle Driveway from West Forest Park Avenue.

Winans' next important development in steam locomotive design was an 8-wheel connected freight locomotive in the early 1840s. In 1843, Gillingham and Winans built their own shop to maximize their profits. The company's most notable product was the "[[camelback locomotive]]". Winans quit the locomotive business in 1857 after a dispute with [[Henry Tyson]], then head of motive power for the B. & O., over the use of leading [[bogies]] (trucks) on his locomotives. Winans generated a great many patents and was heavily engaged in litigation (legal lawsuits) over ideas he claimed as his own.

The majority of the Winans engines were burden (freight) as opposed to passenger type. Engines delivered after June 1848 are almost all of the Camel 0-8-0 type, favored by Winans. The early models are sometimes referred to as the "Baltimore engines". The "Camel" name derives from the first of class of that name, delivered to the B. & O. in 1848. All "Camel" engines were of the 0-8-0 wheel arrangement. Winans did not believe in the use of leading (pony) trucks.

The "Camel" engines were all low-speed, heavy haul units. The speed was limited to 10–15 miles per hour by the steam capacity of the boiler, and the lack of a pilot truck. However, at that speed, a single "Camel" could haul a 110 car train of loaded coal hoppers on the level. The most distinctive feature of the "Camel" was the cab atop the boiler. They had a large steam dome, slide valves, and used staybolts in the boiler. More than 100 iron tubes, each over {{convert|14|ft|m}} long, were installed in the boiler.

A "Camel" was about {{convert|25|ft|m}} long, with an {{convert|11|ft|m|sing=on}} wheelbase. There were three major variations: the short, medium, and long furnace models. The small units had 17" × 22" cylinders, and the others had 19" × 22" cylinders. The medium unit had about {{convert|23|sqft|m2}} of grate area, expanded to more than {{convert|28|sqft|m2}} in the large furnace model. The long furnace model had a firebox more than {{convert|8|ft|m}} long, requiring lever-operated chutes for the fireman to feed the front of the fire. The fireman worked in the tender, as the firebox was behind the drivers. This design required that the drawbar passed beneath the firebox, and it typically heated to a cherry red color. Even after rebuilds with a more conventional cab design, the fireman worked in the tender. The standard Camel engine had 43" wheels, and was painted green.

"Camel" tenders were 8-wheeled, generally with brakes on the rear truck only. They held 5 tons of coal, and 8{{frac|1|2}} tons (more than 2000 gallons) of water. Fully loaded, the tenders weighted 23 tons, only 4 tons less than the locomotive.

Ten "Camels" were delivered to the [[Baltimore and Susquehanna Railroad]], which was running its lines from the north near [[Harrisburg, Pennsylvania]] including one "engine sold them from Maryland Mining Co., $8000 cash." Ten more sales were also recorded to the B. & S.'s successor line, the [[Northern Central Railway]]. Two units went to the [[Elmira & Canandaguia]] Railroad in New York, and were subsequently sold to the [[Cumberland & Pennsylvania]]. The P. & R. engine "Susquehanna" is described in detail in rail historian White's book (ref. 71). Two Winans engines went to the [[Huntingdon & Broad Top Mountain]] (H. & B.T.M.) Railroad in southwestern Pennsylvania in 1863. One unit blew up in 1868, with the loss of four lives. The H. & B.T.M. ran along the west side of [[Broad Top Mountain]], best known for the narrow gauge line on its east side, the [[East Broad Top Railroad and Coal Company|East Broad Top Railroad]]. The C. & P. interchanged with the H. & B.T.M. at [[State Line, Bedford County, Pennsylvania|State Line, Pennsylvania]].

Most of the Winans "Camel" engines sold for around $10,000. Engine sales were expedited by syndicates of what we would now call investment bankers, such as Mr. Enoch Pratt. Banks did not yet have the accumulated capital to make loans for commercial purposes.

The records of the [[Reading Company|Philadelphia & Reading]] contain detailed information on "Camel" engine mileage’s and rebuildings. This line received a series of forty-eight deliveries from 1846 to 1855. By 1858, the P. & R. had racked up in excess of 3.5 million miles on its 44 engines, with the "Camel" fleet representing 20 percent of the P. & R. motive power roster. By the end of the [[American Civil War|Civil War]] period in 1865, 28 of its 48 engines had not yet been rebuilt. By 1870, only 4 of the 48 were not yet rebuilt, but these four had accumulated almost one million miles of road service. The average service life before a rebuild was about thirteen and one-half years. Similar data for the B. & O. gives an average service life of 8.5 years before rebuilding. A total of 15 "Camel" rebuilds are recorded at the C. & P. shops in [[Mount Savage, Pennsylvania]] from 1866 through 1875.

There are only three documented catastrophic failures in "Camel" engines. Non-catastrophic failures were more prevalent, but fewer were documented. Railroad historian/author Roberts (reference 48) gives the performance of a Winans "Camel" on the B. & O.’s {{convert|17|mi|km|sing=on}} grade, circa 1855, as 144 trailing tons. Rail historian James Dilts (reference 17) gives the performance of B&O engine 71 as 117 trailing tons up a 2.2 percent grade at {{convert|18|mi/h|km/h|abbr=on}}. Engine 71 was a Winans "Camel", built in April 1851. The Winans engine could haul 40 empty coal hoppers up the Eckhart Branch, based on a tare weight of 3 tons for the Winans-designed 6-wheel hoppers in use in 1854.

==Civil War politics==

During the [[American Civil War|Civil War]] Winans was elected a member of the [[Maryland House of Delegates]] (the lower house of the state legislature) for the 1861 special sessions called to discuss the issue of [[secession]],<ref>[http://www.msa.md.gov/msa/speccol/sc2600/sc2685/house/html/bchouse.html Archives of Maryland: Historical List: House of Delegates, Baltimore City (1790–1864)]</ref> and was arrested twice due to his anti-Federal activities and speeches. On the day before the [[Baltimore riot of 1861]], Winans moved a resolution "protest[ing] in the name of the people of Maryland against the garrisoning of Southern forts by militia drawn from the free States" and 'calling upon citizens of the state unite "to repel, if need be, any invader who may come to establish a military despotism over us." He was arrested shortly after the riot, was released, and elected again on April 24 as part of a States Rights ticket. Meanwhile, Winans' firm was reportedly preparing weapons and munitions for the defense of Baltimore against union troops. According to the American of April 23, "At the works of the Mssrs. Winans, the entire force is engaged in the making of pikes, and in casting balls of very description..." (Brown, 65). On May 14, one day after martial law was declared in Baltimore, Winans was again arrested while returning from a special session of the Maryland legislature in [[Frederick, Maryland|Frederick]] (the session in which the Maryland legislature considered, but ultimately rejected, secession). He was quickly released, after signing a "parole" guaranteeing his loyalty to the federal government. Winans' arrest, by [[Benjamin Franklin Butler (politician)|Benjamin Butler's]] Federal troops, was one of the cases where [[Abraham Lincoln|Lincoln's]] emergency suspension of ''[[habeas corpus]]'' was employed. Winans' brief incarceration was not legally challenged, as it was in the of Johns Merryman ([[Ex parte Merryman]]).

While Winans is often credited as the inventor of the [[Winans Steam Gun]], said to be among the weapons bought from the five hundred thousand dollar fund that Baltimore Mayor [[George William Brown|Brown]] and Maryland Governor [[Thomas H. Hicks|Hicks]] gathered "for the defense of the city. This experimental weapon was in fact not designed by Winans, but was invented by Charles S. Dickinson, and built in Boston in 1860. It passed through Winan's machine shop during the period when his workers were making pikes, shot and other items ordered by city authorities. When it emerged, its former history was forgotten, and word spread that it was built by Winan's to oppose Federal troops. Though this novelty ultimately had no military impact, it was widely discussed at the time and its connection to Winans, along with his political views reputation as a threat to federal control of Maryland.

==The Russian Connection, and the Czar's St. Petersburg Railroad==
Railroad construction began to be of interest in Russia in the 1830s. Two colonels were sent to the United States as a Russian Railroad Mission to assess the State of the Art. The Tsar was interested in a new passenger locomotive on the Reading, a design of Moncure Robinson. The Colonels reported back favorably on American Railroad practice, and recommended Major George Washington Whistler as consultant for the project. Various gauges were in use on American lines. Whistler went to St. Petersburg in 1842. He recommended a 5-foot gauge. Whistler got things going, but he died of Cholera in 1849. T. S. Brown, an American, was his replacement. Whistler's son (the painter) and his wife (the subject of the famous painting) went to England. Another son, George, stayed until his death in 1869. Whistler recommended that Winans take charge of the mechanical works at St. Petersburg.
The Russian Colonels also wanted Joseph Harrison, of Eastwick & Harrison of Philadelphia to construct the rolling stock, under a contract for three million dollars. The company had built a locomotive in 1839, the Gowan and Marx, an 11-ton 4-4-0 unit for the Philadelphia and Reading. this locomotive had several technological innovations, which impressed the Russians. The boiler was set over the driving wheels, resulting in excellent traction. Also, Eastwick and Harrison of Philadelphia introduced the equalizing lever, a spring suspension that distributed the engine’s weight over three points. In this arrangement, each of the four driving wheels could bounce independently as the engine negotiated rough track, greatly improving stability and traction. Later add-ons to the Russian contract, included another two million dollars, partially for the cast-iron bridge over the Neva River, the first time the river had been bridged.
Much of the machinery for the railroad, and the equipment came from the United States. Winans brought a "large and powerful locomotive" as well as "three steam pile driving machines." Four Otis steam shovels were imported from the U. S. By the order of the Czar, equipment was brought in duty-free. The firm Harrison, Winans, and Eastwick was organized in Russia for the venture.
Winans had impressed the Russians with his rail wagons, and he was invited to go to Russia and set up a factory. He declined, but sent his sons Thomas and William. Harrison sent a large portion of his Philadelphia manufacturing machinery to Russia, and installed it at the Alexandrovsky Works at St. Petersburg. This factory produced locomotives and rolling stock. It had a 5-year contract to develop locomotives and rolling stock. They impressed the Czar by finishing a year early, and secured a new contract. They eventually got a third extension, but were subsequently bought out by a Russian government entity, formed to operate the facility and the railroad.
Thomas Winans followed in his father's footsteps, and was on a trip to deliver locomotives to the Boston and Albany, when he met George W. Whistler. Whistler was impressed by the young man. This meeting lead to the very lucrative Russian Contracts.
The Moscow to St. Petersburg Railway by built under the direction of Czar Nicholas I to connect his summer palace and his winter palace. There was a concern that the railway would enable social upheaval if the serfs were allowed to travel, so the service was restricted to the affluent and the aristocracy. The serfs were used to do the heavy labor, with a reported large loss of life. This is documented in the poem, The Railway, by Nikolay Nekrasov. After 10 years of construction, the line opened in November 1851.
George Washington Whistler was involved with the Czar on the rail project, as a consulting engineer. Winans was related to James McNeill Whistler through marriage (Whistler's brother George married Winans' daughter Julia) Another participant was John Hazelhurst Latrobe, son of the B&O's Benjamin Latrobe. He served as legal council for Winans, because he spoke Russian.
The Winans Brothers and Harrison bought out the interests of Eastwick, and formed a company for operations and future railroad construction.
Winans and Eastwick also seemed to get involved in the manufacturing of gunpowder in Russia. This was eyed by American gunpowder manufacturer DuPont with some suspicion.. The Crimean War had broken out in 1854. The U. S. Department of State was consulted, and Winans was assured that U. S. interests were not involved.
William Winans served for a while as U. S. vice-consul to Russia at St. Petersburg, but resigned to continue his private business. The great St. Petersburg fire in May 1862 was partially contained by a steam pump from the Winans factory.
A financial crisis in 1865-66 lead to the Russian Finance Minister initiating a special Railroad Fund to ensure continuity of operations. One key point was the privatization of the railroad. The Winans' contract with the government was highly profitable for William Winans, but was draining the Imperial coffers. The Czar raised some money by selling Russian America (Alaska) to the Americans, and decided the privatization of the railroad would proceed. It was to go to the recently formed Grand Society of Russian Railroads. Winans was seen as "the robber of the Russian Treasury." Russian America was sold for nine million ruples, and Winans received six and a half mission.
William Winans retired to England with an estimated 25 million ruples ($18–29 million). He wisely used some of this to buy shares in the new railroad venture in Russia, and became an influential, but not controlling, stockholder.
The St. Petersburg to Moscow remains in daily operation at this writing.

References from the Journal of the Railroad and Locomotive Historical Society:

==The Cigar Ship (or Boat)==
[[Image:Winans cigar ILN 1858.gif|thumb|350px|Engraving of the first Winans cigar ship/boat from the ''"Illustrated London News"'', 1858]]
In the mid-19th Century, Winans and his son Thomas designed and built a series of spindle-shaped boats, usually referred to as the "cigar ships" or "cigar boats". The first was constructed in 1858 and featured an unprecedented (and in the end, technically unfeasible) midship propeller, enclosed in a shroud. This propeller was driven by steam engines located in each hull section. The intent was to allow the ship to progress with less disturbance from weather and waves. This ship was discussed at length in the pages of the ''"Scientific American"'' national journal/magazine, and in the end remained tied up at the Winans docks at Ferry Bar, southside of the Whetstone Point peninsula and along the north shore of the Middle Branch or Ferry Branch of the [[Patapsco River]], just west of old [[Fort Covington]] and [[Seacoast defense in the United States#Fort Drum|Fort Babcock]] which supported [[Fort McHenry]] in the September 1814 [[Battle of Baltimore]] during the [[War of 1812]] for many years, (later the site of the Port Covington railroad and harbor piers of the [[Western Maryland Railway]] built in the late 1890s and early 1900s) after a series of trials and modifications. It was never subjected to a sea trial.
In his own words, "the length of the vessel was more than eleven times it breadth of beam, being 16 feet wide by 108 feet long." It included four high pressure steam engines, driving a large iron wheel with fins amidships. It did achieve a speed of 12 miles per hour on its trial in January 1859. He then lengthened the ship to 194, and then 235 feet. It went to England for further trials, but was never a great success.
After the Civil War, Winans and his son took their enterprise to Europe, and several similarly-designed boats were built in England and in St. Petersburg, Russia. None of these were also put to full sea trials, though press reports survive of trips in the Solent and the English Channel. The boats themselves remained tied up in Southampton into the 1880s, but inspired no imitators.
The Russian Naval Journal reported on the ships in 1858. Winans shifted his interests outside of the United States during the Civil War. His son William had gained experience in naval construction during the Crimean War, outfitting gunboats for the defense of St. Petersburg. The Railroad Shops at Alexandrovsky were employed for the Naval work.
Winans presented a proposal to the Russian Government entitled, "War Vehicles on the Spindle Principle," July 1961. This was favorably received by the Grand Duke Nuikolaevich, Chief of the Russian Navy. A Winans Cigar boat was tested on the Neva River, and ran to Kronstadt, where it conducted tests in the Gulf of Finland. The Russian Shipbuilding Technical Committee were not impressed..
Winans then proposed to the U. S. Government the design of his ships, in what he saw as a pending conflict with England. Nothing came of this.
Winans took his cigar boat construction to England with his experimental Russian craft loaded on the British steamboat nautilus. He build another cigar ship in Havre, France. He constructed a private yacht for himself in England, the fourth cigar ship. It was launched in 1866 on the Thames. Winans wanted to register his yacht at the Imperial Saint Petersburg Yacht Club. Numerous problems preventing the ship making the voyage.
After the [[American Civil War|Civil War]], Winans and his son took their enterprise to Europe, and several similarly-designed boats were built in England and in [[St. Petersburg, Russia]]. None of these were also put to full sea trials, though press reports survive of trips in the [[Solent]] and the [[English Channel]]. The boats themselves remained tied up in [[Southhampton, England|Southampton]] into the 1880s, but inspired no imitators.

Thomas Winans stayed for a time in Russia and contracted with the [[Czar of Russia|Czar's]] government to develop [[Rail transport in Russia|Russian railroads]].

==Other Interests==
Winans took an interest in sanitary engineering and public health, publishing a number of pamphlets on sanitation, particularly in regard to water and ventilation. He lobbied for the development of a public water supply for [[Baltimore City]].

Winans was a pioneer in the development of low income housing building a housing project he called "workingmen's housing" in Baltimore. Today a public housing project remains on the site and is named [[Mt. Winans|Mount Winans]].

He also published religious writings, including a pamphlet on religious tolerance and a collection of [[Unitarianism|Unitarian]] sermons.

The Winans' cigar ship and its shape inspired for [[Captain Nemo]]'s submarine ship, for ''[[Twenty Thousand Leagues Under the Sea]]'' by [[Jules Verne]].

==Death==
Winans died in Baltimore on April 11, 1877 at the age of 81.<ref name="Hager" /><ref name="NYTimes">{{cite news |title=Death of Ross Winans |author= |url=http://query.nytimes.com/gst/abstract.html?res=F00A15F63B5E137B93C0A8178FD85F438784F9 |newspaper=New York Times |date=1877-04-11 }}</ref>

==Sources==
{{Refbegin}}
**Bell, J. Snowden The Early Motive Power of the B&O Railroad, New York: Angus Sinclair Publishing; 1912; reprinted: Glenwood Publishing, 1975, ISBN 0-911760-17-2.
Bell, J. Snowden "The "Camel" engine of Ross Winans,"Journal of the Franklin Institute, Volume 106, Issue 4, October 1878, Pages 246-248, IN3, 249-250.
*Brown, George William,''Baltimore and the Nineteenth of April, 1861; A Study of the War'', Johns Hopkins University, 1887 (from [http://memory.loc.gov/ammem/lhcbhtml/lhcbhome.html Library of Congress])
*Butler, Benjamin F., and Jessie Ames Marshall. ''Private and Official Correspondence of Gen.Benjamin F. Butler, during the Period of the Civil War'' .. Norwood, Mass.: The Plimpton press, 1915. (from [http://books.google.com/books?id=FCQgAwAACAAJ&dq=benjamin+butler Google Books])
*Crisafulli, Michael,[http://www.vernianera.com/CigarBoats.html The Winans Cigar Ships].
*Cottom, Robert I. (ed) "Cigar Boats," Maryland Historical Magazine, Vol 93, No. 4, Winter 1998.
**Lamb,John,A Strange Engine of War: The "Winans" Steam Gun & Maryland in the Civil War, Chesapeake Book Company, 2011
*Maryland. General Assembly. House of Delegates. Committee on Federal Relations. Report of the Committee on Federal Relations in Regard to the Calling of a Sovereign Convention. Frederick, Md.: E.S. Riley, printer, 1861.
*Maryland. General Assembly. Protest of the General Assembly Against the Illegal Arrest and Imprisonment by the Federal Government of Citizens of Maryland. Frederick: B.H. Richardson, printer, 1861.
*Mitchell, Charles W. Maryland Voices of the Civil War. Baltimore: Johns Hopkins University Press, 2007.
*Newell (E. T.) Company. "Catalog of auction sale of all the remaining furniture, bric-a-brac, bronzes, statuary,.lot of books by foreign and American authors, etc., within the premises ‘Alexandrofsky’, former home of the Winans, Nov. 5, 1925,.by order of Miss Elsie C. Hutton," Baltimore, 1925. (available at Pratt Library, Baltimore. Call Number: NK570.B4).
*Noskov, Vladimir V. "The End of the Winans' Brothers Railroad Enterprise in Russia," in Whisenhunt, William Benton; Saul, Norman E. New Perspectives on Russian-American Relations, 1st ed, Routledge, 2016, ISBN 978-1-138-91623-4. (pp 36–50
*Parker, Theodore, and Ross Winans. Gleanings from Theodore Parker's Works on Speculative Theism. Baltimore, Md: John P. Des Forges,
* Radinsky, Mike "History Captured in Ellicott's Mills - Our quaint little town was the scene of what could have been a turning point in the Civil War... or maybe just a footnote," Star Patcher, May 12, 2011, Ellicott City Patch.
* Sagle, L. W. "Ross Winans," paper read before the New York Chapter, R&LHS, Feb. 21, 1947.
* Stakem, Patrick H. and Stakem, Patrick E. From the (Iron) Horses Mouth An updated Roster from Ross Winans' Memorandum of Engines, 2008, PRRB Publishing, ISBN 0-9725966-2-3.
* Sullivan, John L. "Remarks on Winans' rail-way carriage," Journal of the Franklin Institute, Volume 11, Issue 1, January 1831, Pages 47–60.
* Sullivan, John L. "On the Baltimore rail-road carriage, invented by Ross Winans, Esq. and the manner of adapting it to streets; also on cheap rail-roads," Journal of the Franklin Institute, Volume 7, Issue 4, April 1829, Pages 231-240. Also ASIN B00085VBEQ.
* Whistler, George William "Report Upon the Use of Anthracite Coal in Locomotive Engines on the Reading Rail Road, Made to the President of the Philadelphia And Reading Rail Road Company by George W. Whistler, Jr.," Baltimore: Printed by J. D. Toy, Pub. 1849, (available at Pratt Library, Baltimore).
*Winans, Ross. Collection of Articles and Correspondence in Relation to Baltimore Harbor Nuisance. Baltimore: John P. Des Forges, 1875.
*---"The Last of the Camels," Railway Master Mechanic, Dec. 1891, Vol 106, Issue 4, pp 246–248 avail: http://www.catskillarchive.com.
*---"School's out for Winans Conversion; Publishing Firm decides to keep Mansion rather than sell it to UB," The Baltimore Sun, May 17, 2004, {{ISSN|1943-9504}}.
*---. Gleanings from various Authors on Sanitary Matters. Selected, Prepared and Published by Ross Winans. Collection of Articles and Correspondence in Relation to Baltimore Harbor Nuisance. Baltimore: John P. Des Forges, 1875.
*---. The Jones' Falls Question:Hygiene and Sanitary Matters. Baltimore: J. P. Des Forges, 1872.
*---. Minority Report of W., One of the Water Commissioners Appointed ... to Examine the Sources from which a Supply of Pure Water may be obtained for the City of Baltimore. Baltimore:, 1853.
*---.Objections to Yielding to Northerners the Control of the Baltimore and Ohio Rail Road, on which Depends the Development of the Farms, Mines, Manufacturers and Trade of the State of Maryland. Baltimore:, 1860.
*---. Ventilation and Other Requisites to a Healthy and Comfortable Dwelling:. Baltimore: J. P. Des Forges, 1871.
*---. Winans, Ross Pocket Notebook, Collections of the Maryland Historical Society, Baltimore, Maryland, Folder 72, Box 23. The notebook covers the period June 8, 1848 to May 3, 1855.
*---.Winans, Ross, Gleanings from Frothingham, Longfellow, and others, selected, compiled and published, John P. Des Forges (1871), ASIN: B00088Y1A4.
*---.Winans, Ross "A Communication to the President and Directors of the Baltimore & Ohio Railroad Company, on the subject of Locomotive Engines for the Transportation of Freight on Railroads." Baltimore: printed by John D. Toy, 1856;
*---.Winans, Ross "Address to the President and Directors of the Baltimore & Ohio Railroad Company on the Subject of Locomotive Engines, and the Errors in Relation Thereto, Contained in a Pamphlet Recently Published by Authority of the Company," Baltimore: printed by John D. Toy, 1857.
*---.Winans, Ross "Report to P. E. Thomas, President, Baltimore & Ohio Railroad, on the Operation of Peter Cooper’s Engine," August 28, 1830.
*---.Winans, Ross "Documents relating to Ross Winans' patent for the eight-wheeled car,"
*---.Winans, Ross; Hazlehurst, John; Latrobe, Benjamin "Argument Delivered May 1st and 2nd, 1855: In the Case of Ross Winans Vs. the New York and Harlem," Printed by J.D. Toy. Digitized from 1855 version, avail:
https://www.bookdepository.com/Argument-Delivered-May-1st-2nd-1855-Case-Ross-Winans-vs-New-York-Harlem-Rail-Road-Company-District-Court-Unite-John-Hazlehurst-Boneval-Latrobe/9781425512408.
*---.Winans, Ross "Ross Winans vs. the Eastern Railroad Company; Evidence for Complainant October Term, 1853, Counsel R Choate, G T Curtis, C M Keller, C P Curtis," 2012, General Books, LLC, ISBN 9781236382269.
*---.Winans, Ross; Hubbell, William Wheeler "Arguments of William W. Hubbell," General Books LLC, 2012, ISBN 9781151291387.
{{Refend}}

== References ==
{{Reflist}}

==External links==
* {{Cite web
|title=Locomotive Steam Engine - United States Patent 308
|author=Ross Winans
|year=1837
|url=http://archive.org/stream/UnitedStatesPatent308/308.txt
}}
*[http://americanhistory.si.edu/archives/d8155.htm Ross Winans' Letterbook, 1850-51] Archives Center, National Museum of American History, Smithsonian Institution.

{{Authority control}}

{{DEFAULTSORT:Winans, Ross}}
[[Category:1796 births]]
[[Category:1877 deaths]]
[[Category:American people in rail transportation]]
[[Category:American railroad pioneers]]
[[Category:American railroad mechanical engineers]]
[[Category:Mechanics (trade)]]
[[Category:Members of the Maryland House of Delegates]]
[[Category:People from Vernon Township, New Jersey]]
[[Category:Baltimore and Ohio Railroad people]]
[[Category:Pioneers of rail transport]]
[[Category:Railway engineers]]
[[Category:Jules Verne]]
[[Category:Burials at Green Mount Cemetery]]

Internationale Arbeitsgemeinschaft Donauforschung

2016-03-27T22:45:08Z

Robevans123: /* IAD Conferences */ copy edit: "was been" -> "was"

[[File:IADlogo Kopie.jpeg|thumb|300px|IAD−International Association for Danube Research logo.]]
The '''International Association for Danube Research''', or '''IAD''', is an active network of scientists in the [[Danube|Danube River Basin]] of [[Europe]]. <ref name=iad>[https://www.IAD.gs IAD.gs: International Association for Danube Research—IAD]</ref>

Currently the IAD board has country representatives in 12 Danube Basin countries, and has <ref name=iad/> Several hundred members in all Danube countries form the network of scientists in all major fields. <ref name=iad/>

==Description==
[[File:Bassin-du-Danube.png|thumb|500px|Map of the [[Danube|Danube River Basin]] and its watershed countries in Europe.]]
The IAD was established in Europe in 1956, and is a registered association under Austrian law. <ref name=iad/>

The association is active in promoting ideas exchange and mobility between scientists to foster cooperation and knowledge transfer. In terms of scientific issues, since the 1950s major water management and environmental issues have been key priorities on the agenda of IAD, and science based solutions are discussed and proposed.

===Organization===
The board of the IAD is composed of the president, vice-president and general secretary. <ref name=structure>[http://www.iad.gs/index.php?item=structure IAD.org: Structure of IAD], with current presidium members, representatives of member countries, and expert group representatives. Accessed 3.13.2016.</ref> Thomas Hein from [[University of Natural Resources and Life Sciences, Vienna|BOKU Wien]] and WasserCluster Lunz has been the president since 2011; <ref>[http://www.wcl.ac.at WasserCluster Lunz]</ref> Ivana Teodorovic from the [[University of Novi Sad]] has been the vice-president since 2011; and Harald Kutzenberge rhas been the general secretary since 2006. <ref name=structure/>

IAD has active Expert Groups in 12 topics covering major ecological and management fields. <ref>[http://www.iad.gs/index.php?item=expert_groups&PHPSESSID=f0f6997b60918bb940b56366f08a3ed5 IAD.org: Links for IAD Expert Groups]</ref><ref name=structure/>

IAD has an permanent observer status with the [[International Commission for the Protection of the Danube River|International Commission for the Protection of the Danube River (ICPDR)]]. IAD members are active in the following ICPDR expert groups: <ref name=research>[http://www.iad.gs/index.php?item=research IAD.org: Research projects]</ref>
*Expert Group on River Basin Management
*Expert Group on Flood protection
*Hydropower Expert group
*Climate Change Adaptation Expert Group
*Public Participation Expert Group.

The names of the country representatives and the expert group leaders can be found at the homepage of the IAD. <ref name=iad/>

===Current activities===
[[File:Bogenberg 001.jpg|thumb|panorama|right|500px|Danube in [[Lower Bavaria]], Germany.]]
[[File:Donau (Danube) River Panorama near Vienna.jpg|thumb|panorama|right|500px|Danube near [[Vienna]], Austria.]]
[[File:Budapest, Hungary, View from Gellert Hill Towards North, Panorama, February 2006.jpg|thumb|panorama|right|500px|Danube in [[Budapest]], Hungary.]]
[[File:Danube in Ritopek, Serbia.jpg|thumb|panorama|right|500px|Danube in [[Serbia]].]]
Based on a [[Danube]] river basin management plan provided by the ICPDR, IAD established to be a strong science based partner in different critical issues at river basin scale, such as sustainable development of navigation using the large rivers as waterways, future development of hydropower, protection of biodiversity including issues of invasive and introduced species, various forms of pollution (e.g. nutrients, organic and toxic substances) and new model approaches for sustainable management solutions in multiple used aquatic environments. Detailed reports and joined statements can be found on the IAD homepage. <ref name=iad/>

IAD members have been participating in the discussion and development of the “Guiding principles on sustainable hydropower development in the Danube Basin” and made major contributions related to the classification of sensitive ecological areas.

IAD members are active in the Danube Sturgeon Task Force, <ref>[http://www.dstf.eu Dstf.eu: Danube Sturgeon Task Force]</ref> and also are involved in a number of EU and its EU Strategy for the Danube Region (EUSDR) project initiatives. <ref>[http://www.danube-region.eu EU Strategy for the Danube Region (EUSDR)]</ref> The DSTF aims to coordinate and foster the conservation of native sturgeon species in the Danube River Basin and the adjacent Black Sea by the implementation of the Sturgeon Action Plan adopted under the Bern Convention in 2005. <ref>[http://www.iad.gs/docs/reports/SAP.pdf IAD.org: Sturgeon Action Plan]</ref>

IAD publishes the Danube News twice a year. <ref>[http://www.iad.gs/index.php?item=danube_news IAD.org: "The Danube News"]</ref> It participates at the basin wide Danube Day.

==IAD Conferences==
Every second year an international IAD Conference is organized. A special issue about the 38th IAD conference in Dresden was published in the international journal ''River Systems'' in 2012. <ref>http://www.schweizerbart.de/journals/rs?l=EN "River Systems" journal]</ref> The 40th IAD conference was held in June 2014 in [[Sofia]].

The next conference will be held in 2016.

==See also==
*{{C|Danube|Danube river topics}}
*{{C|Danube basin|Danube basin topics}}

==References==
{{Reflist|26em}}

==External links==
*[https://www.IAD.gs Official '''International Association for Danube Research—IAD''' website]
*[http://www.icpdr.org/main/ Icpdr.org: International Commission for the Protection of the Danube River—ICPDR website]
*[http://www.danube-region.eu Danube-region.eu: EU Strategy for the Danube Region—EUSDR website]

[[Category:Danube]]
[[Category:Danube basin|.]]
[[Category:International organizations of Europe]]
[[Category:Organisations based in Austria]]
[[Category:Environmental organizations established in 1956]]
[[Category:Organizations established in 1956]]
[[Category:Scientific organizations established in 1956]]
[[Category:1956 establishments in Europe]]
[[Category:1956 establishments in Austria]]

Bobbi Gibb

2016-01-04T12:04:09Z

Robevans123: /* top */ typo: inital -> initial

'''Roberta Louise "Bobbi" Gibb''' (born November 2, 1942 in [[Cambridge, Massachusetts]]<ref>[http://www.highbeam.com/doc/1G2-2588809048.html?key=01-42160D527E1A11611B020216066A0F332953225E20212F592C5B4C23291A607F127119731A7B1D6B75170028 Gibb, Roberta (1942–)] Dictionary of Women Worldwide: 25,000 Women Through the Ages, January 1, 2007</ref><ref name=jrank>[http://sports.jrank.org/pages/1628/Gibb-Bobbi-Chronology.html Bobbi Gibb - Chronology]</ref><ref>{{cite book
| last = Benyo
| first = Richard
|author2=Joe Henderson
| title = Running Encyclopedia
| publisher = Human Kinetics
| date = 2001
| location = Champaign, Illinois
| page = 124
| url = http://books.google.com/books?id=Kqc1SkRr9UwC&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false
| isbn = 0-7360-3734-9}}</ref>) is the first woman to have run the entire [[Boston Marathon]] (1966).<ref>[http://216.235.243.43/races/boston-marathon/boston-marathon-history.aspx B.A.A.: Boston Marathon History]</ref> She is recognized by the [[Boston Athletic Association]] as the pre-sanctioned era (since women were specifically barred from official entry in the men's division) [[List of winners of the Boston Marathon#Women's open|women’s winner in 1966, 1967, and 1968]].<ref>[http://216.235.243.43/races/boston-marathon/boston-marathon-history/champions/womens-open-division.aspx B.A.A.: Boston Marathon History: Women's Open Champions]</ref> Gibb’s run in 1966 challenged prevalent prejudices and misconceptions about women's athletic capabilities.<ref name=zaccone /> In 1967, the second year of the later-to-be-recognized women's division at Boston, Gibb finished about an hour ahead of the other woman competitor, [[Kathrine Switzer]]. In 1968 Gibb finished first in a field of five women runners. It was not until late 1971, pursuant to a petition to the [[Amateur Athletic Union]] by [[Nina Kuscsik]], that the AAU changed its rules and began to sanction women's division marathons. Kuscsik won the initial AAU-sanctioned women's division race at Boston, in 1972.

== Biography ==

=== Early life ===
Bobbi Gibb grew up in the suburbs of [[Boston|Boston, Massachusetts]] during the 1940s and 1950s.<ref>{{cite book
| last = Sosienski
| first = Shanti
| title = Women Who Run
| publisher = Seal Press
| date = 2006
| location = Berkeley, California
| page = 3
| url = http://books.google.com/books?id=ve5ExgYfy24C&dq=bobbi+gibb&source=gbs_navlinks_s
| isbn = 1-58005-183-9}}</ref> She studied at the [[Boston Museum of Fine Arts]] and [[Tufts University]] [[Tufts University School of Arts and Sciences#Organization and Degree Programs|School of Special Studies]].<ref name="namos">[http://www.namos.iupui.edu/artists/Artist.aspx?artist=167 National Art Museum of Sport: Sculptor was first woman to complete the Boston Marathon]</ref><ref>{{cite book
| last = O'Reilly
| first = Jean
|author2=Susan K. Cahn
| title = Women and Sports in the United States: A Documentary Reader
| publisher = Northeastern University Press
| date = 2007
| location = Boston, Massachusetts
| pages = 38–40
| url = http://books.google.com/books?id=bn7TdYH9yUoC&dq=%22roberta+gibb%22&lr=&source=gbs_navlinks_s
| isbn = 1-55553-671-9}}</ref> Her father was a professor of chemistry at Tufts. She was already running through the woods with the neighborhood dogs when, in 1962, she met a distance runner at Tufts named William Bingay, who would later become a sailor and her first husband.<ref name=love /><ref name="brown">{{cite web|url=http://sportsillustrated.cnn.com/vault/article/magazine/MAG1078491/index.htm|title=A Game Girl In A Man's Game|last=Brown|first=Gwilym S.|date=May 2, 1966|publisher=Sports Illustrated|accessdate=2009-08-18}}</ref><ref name="Derderian">Derderian, Tom (1996). ''Boston Marathon: The History of the World’s Premier Running Event''. Champaign, Illinois: Human Kinetics Publishers.</ref> They married on February 5, 1966, in California.<ref name="Derderian"/> Her running included daily commuting of the eight miles to school.<ref name=love /> She ran in white leather [[Red Cross]] nurses' shoes because there were no running shoes available for women at the time.<ref name="scorecard">{{cite web|url=http://sportsillustrated.cnn.com/vault/article/magazine/MAG1122111/3/index.htm|title=Scorecard|last=Creamer|first=Robert W. |date=May 28, 1984|publisher=Sports Illustrated|accessdate=2009-08-18}}</ref>

=== Boston Marathon ===
Before 1966, it was generally believed that women were physiologically unable to run [[marathon]] distances.<ref name=zaccone>http://www.bc.edu/content/dam/files/schools/cas_sites/communication/pdf/thesis08.zaccone.pdf</ref> The longest [[Amateur Athletic Union|Amateur Athletic Union (AAU)]]-sanctioned race for women was one and a half miles. Until 1972, when the first women's division marathon opened, the Boston Marathon was a men’s division race, so all the pioneer women who ran before 1972 were, under the AAU rules, unsanctioned runners, running in an as yet to be sanctioned women’s division race.

Gibb trained for two years to run the Boston Marathon, covering as much as 40 miles in one day.<ref name=love>[http://www.bobbigibb.com Gibb, Bobbi. ''To Boston with Love: The Story of the First Woman to Run the Boston Marathon'']</ref><ref name="runningpast.com">[http://runningpast.com/gibb_story.htm Gibb, Roberta. “A Run of One’s Own”. Women’s Sports Foundation]</ref> On writing for an application in February 1966, she received a letter from the race director, Will Cloney, informing her that women were not physiologically capable of running marathon distances and that under the rules that governed amateur sports set out by the AAU, women were not allowed to run more than a mile and a half competitively. She realized that it was more important than ever to run and that her run would have a social significance far beyond just her own personal challenge.

After three nights and four days on a bus from [[San Diego, California]], Gibb arrived the day before the race at her parents' house in [[Winchester, Massachusetts]].<ref name="runningpast.com"/> On the morning of [[Patriots' Day]], April 19, 1966, her mother dropped her off at the start in [[Hopkinton, Massachusetts|Hopkinton]].<ref name="runningpast.com"/> Wearing her brother’s [[Bermuda shorts]] and a blue [[hoodie|hooded sweatshirt]] over a black, tanked-top swim suit, she hid in the bushes near the starting pen.<ref name="runningpast.com"/> After the starting gun fired, she waited until about half the pack had started and then jumped into the race.<ref>{{cite web|url=http://www.time.com/time/magazine/article/0,9171,835462,00.html|title=Track & Field: Queen of the Marathon|date=April 29, 1966|publisher=Time magazine|accessdate=2009-08-18}}</ref>

The men soon realized that she was a woman. Encouraged by their friendliness and support, she removed her sweatshirt.<ref name="namos"/> To her delight and relief, the crowds cheered to see a woman running. The press began to report on her progress towards [[Boston]], history in the making.

[[Diana Chapman Walsh]], the former President of [[Wellesley College]], said of the event:

{{cquote|That was my senior year at Wellesley. As I had done every spring since I arrived on campus, I went out to cheer the runners. But there was something different about that Marathon Day—like a spark down a wire, the word spread to all of us lining the route that a woman was running the course. For a while, the "[[Boston Marathon#Spectators|screech tunnel]]" fell silent. We scanned face after face in breathless anticipation until just ahead of her, through the excited crowd, a ripple of recognition shot though the lines and we cheered as we never had before. We let out a roar that day, sensing that this woman had done more than just break the gender barrier in a famous race…<ref>{{cite web|url=http://www.wellesley.edu/PublicAffairs/Releases/1996/041096.html|title=Marathon’s Elite Women Runners Defy Spring Snow to Speak at Wellesley College|date=April 10, 1996|publisher=Wellesley College News Release|accessdate=2009-08-17}}</ref>}}

By the time Gibb reached the finish line in Boston, the [[Governor of Massachusetts]], [[John A. Volpe|John Volpe]], was there to shake her hand. She finished in three hours, twenty-one minutes and forty seconds,<ref name="Derderian"/> ahead of two-thirds of the pack. The following morning her feat was front page news in the ''[[Boston Record American|Record American]]'', where the headline read: “Hub Bride First Gal to Run Marathon.”<ref>(April 20, 1966). “Hub Bride First Gal to Run Marathon”. ''Record American''</ref> In another ''Record American'' article entitled “Roberta Gets Official Support: Females May Run Marathon,” Jack Kendall wrote:

{{cquote|Roberta the runner may revolutionize Boston’s fabled BAA marathon — and for that matter every other long distance run staged in the country. Even as the bunions acquired from Tuesday’s grueling 26 mile, 385 yard race were subsiding, the furor over a woman’s intrusion into what had been an all-male domain was mounting. ... But a spokesman from the New England Amateur Athletic Union has already decided it may be a woman’s world after all. ''WOULD CHANGE RULES'' He plans personally to contact the organization’s national headquarters and seek consideration for suspension of the NAAU rules so that a female who wishes to compete in the marathon can do so. In his opinion the only way the rule could be circumvented would be through suspension of the rules.<ref>Kendall, Jack (April 21, 1966). “Roberta Gets Official Support: Females May Run Marathon”. ''Record American''.</ref>}}

The May 2, 1966 issue of ''[[Sports Illustrated]]'' featured an article written by Gwilym S. Brown entitled “A Game Girl In A Man’s Game”:

{{cquote|Last week a tidy-looking and pretty 23-year-old blonde named Roberta Gibb Bingay not only started but also covered the 26-mile, 385-yard course at a clip fast enough to finish ahead of no fewer than 290 of the event’s 415 starters.<ref name=brown />}}

In 1967, Gibb, now a full-time student at the [[University of California, San Diego]], returned and ran again. She finished in three hours, twenty-seven minutes and seventeen seconds, almost an hour ahead of the other female competitor, [[Kathrine Switzer]].<ref name="Derderian"/> In 1968, Gibb ran again, finishing in three hours and thirty minutes, first among a growing number of women, which included Carol Ann Pancko, Elaine Pederson, and Marjorie Fish.<ref>McLaughlin, Dan and Bill Duncliffe (1968). “Babes Bug BAA Bosses.” ''Record American''.</ref> In 1969, 1970, and 1971, Sara Mae Berman was the women’s winner, and in 1972, [[Nina Kuscsik]] was the winner of the first officially-sanctioned women’s division event.

In 1996, at the 100th running of the Boston Marathon and the 30th anniversary of Gibb’s first running of it, the [[Boston Athletic Association]] officially recognized her three wins in 1966, 1967, and 1968 and awarded her a medal. Her name was inscribed with the names of the other winners on the Boston Marathon memorial in [[Copley Square]].

=== Education and career history ===
Gibb received her [[Bachelor of Science|Bachelor of Science (B.S.)]] degree from the University of California, San Diego in 1969,<ref name="runningpast.com"/> fulfilling the [[pre-medical]] requirements, with a major in [[philosophy]] and a minor in [[mathematics]]. She has reported she was denied admission to [[medical school]] because of her gender.<ref name="runningpast.com"/> Gibb then worked with Professor [[Jerome Lettvin]] at [[Massachusetts Institute of Technology|MIT]] on [[epistemology]] and [[color vision]] while studying [[law]]. In 1974, Gibb entered the [[New England School of Law]],<ref name="scorecard"/> receiving her [[Juris Doctor|Juris Doctor (J.D.)]] in 1978.<ref name=jrank /> She worked as a legislative aide in the [[Massachusetts General Court|Massachusetts State Legislature]], studied [[system|natural systems]], and pursued her interest in [[sculpture]] and [[painting]]. She was admitted to the [[Massachusetts]] [[Bar (law)|Bar]] in 1978.<ref name=jrank /> While raising her family, she practiced law, specializing in [[real property|real]] and [[intellectual property]]. She worked, for part of that time, in [[patent]] law with Jerry Cohen, Esq.

Gibb sculpted the 12-inch bronze figurines of a pony-tailed girl running that were given as trophies to [[Joan Benoit Samuelson]], [[Julie Brown (athlete)|Julie Brown]], and [[Julie Isphording]], the top three women marathoners at the US Olympic trials in 1984.<ref name="scorecard"/><ref name="trials">{{cite web|url=http://runningtimes.com/Print.aspx?articleID=13123|title=Finally, One for the Girls: The '84 Women's Olympic Trials Marathon|last=Musca|first=Michael|date=April 2008|publisher=Running Times Magazine|accessdate=2009-08-22}}</ref> Samuelson has commented on her trophy stating: "There are only three in the world. It's irreplaceable."<ref name=trials /><ref>{{cite web|url=http://sportsillustrated.cnn.com/vault/article/magazine/MAG1119199/2/index.htm|title=Her Life Is In Apple Pie Order|last=Moore|first=Kenny|date=March 4, 1985|publisher=Sports Illustrated|accessdate=2009-08-22}}</ref>

Gibb has written a memoir entitled ''Wind in the Fire: A Personal Journey''.<ref>{{cite web|title=Wind in the Fire|url=http://www.harvard.com/book/wind_in_the_fire/|publisher=Harvard Book Store|accessdate=2012-07-29}}</ref> A film based on her memoir and with the same title is currently in the works.<ref name=katzwomenworld>{{cite news|last1=Katz|first1=Brigit|title=The incredible story of Bobbi Gibb, the first woman to run the Boston Marathon|url=http://nytlive.nytimes.com/womenintheworld/2015/04/20/the-incredible-story-of-bobbi-gibb-the-first-woman-to-run-the-boston-marathon/|accessdate=20 April 2015|work=Women in the World (in assoc. w. New York Times)|date=20 April 2015}}</ref> She has been included in ''[[Who’s Who]] of American Women'', ''Who’s Who in America'', and ''Who’s Who in the World''. In 1982 she was inducted into the [[Road Runners Club of America]] Long Distance Running Hall of Fame,<ref>{{cite web
| author = Road Runners Club of America
| authorlink = Road Runners Club of America
| title = Road Runners Club of America: History of the National Award Winners
| url = http://www.rrca.org/services/awards/awardhistory.pdf
| work = RRCA website
| publisher = Road Runners Club of America
| location = Arlington, Virginia
| page = 1
| format = pdf
| accessdate = August 17, 2009
| quote = Roberta Gibb-Welch
}}</ref> and she has been interviewed for news programs and documentaries on [[American Broadcasting Company|ABC]], [[CBS]], [[NBC]], [[ESPN]], and [[HBO]]. She was included in the 1999 HBO Sports documentary ''Dare to Compete: The Struggle of Women in Sports''. In 2000, she produced a documentary on her art and running entitled ''Where the Spirit Leads''. Gibb received the 2009 Tufts University Athletics Distinguished Achievement Award<ref>{{cite web|title=Homecoming 2009|url=http://enews.tufts.edu/stories/1592/2009/10/13/Homecoming2009|publisher=Tufts University E-News|accessdate=2012-07-29}}</ref> and was inducted into [[The Sports Museum|The Sports Museum of New England]] Hall of Fame in 2011. Her Special Achievement Award was presented by [[Joan Benoit Samuelson]] at the Sports Museum's 10th Annual "The Tradition" on June 28, 2011.<ref>{{cite web|title=Roberta "Bobbi" Gibb To Run Inaugural B.A.A. 10K|url=http://running.competitor.com/2011/06/news/roberta-bobbi-gibb-to-run-inaugural-b-a-a-10k_30506|publisher=Competitor|accessdate=2012-07-29}}</ref><ref>{{cite web|title=The Tradition|url=http://www.tdgarden.com/calendar/293.html|accessdate=2012-07-29}}</ref> She pursues a career in art and writes on a wide range of topics including [[economics]], [[spirituality]], the nature of natural systems, and the phenomenon of [[qualia|subjective experience]]. Recently she joined the Cecil B. Day Neuromuscular Laboratory as an associate working to find the causes of and cures for [[neurodegenerative disease]]s, specifically [[amyotrophic lateral sclerosis]]. She divides her time between San Diego and Boston.

== See also ==
* [[List of winners of the Boston Marathon]]

== References ==
<references />

== Further reading ==
*Cataneo, David (April 21, 1986). “Taking some giant steps for women: Gibb’s gallant ’66 run”. ''The Boston Herald''.
*Derderian, Tom (1986). ''Boston Marathon: 100 Years of Blood, Sweat and Cheers''. Triumph Books.
*Derderian, Tom (1996). ''Boston Marathon: The History of the World’s Premier Running Event''. Champaign, Illinois: Human Kinetics Publishers.
*Gibb, Bobbi (2012). ''Wind in the Fire: A Personal Journey.'' http://www.harvard.com/book/wind_in_the_fire/
*Higdon, Hal (1995). ''Boston: A Century of Running''. Emmaus, Pennsylvania: Rodale Press, Inc.

== External links ==
* [http://www.bobbigibbart.net Bobbi Gibb official website]
* [http://www.bobbigibb.net/ Bobbi Gibb biography and film site]
* [http://languageinstinct.blogspot.com/2010/03/story-of-marathon.html ''The Story of the Marathon'']
* [http://www.youtube.com/view_play_list?p=4069DBC6C2A419A9&search_query=bobbi+gibb Where The Spirit Leads: Bobbi Gibb, First Woman to Run the Boston Marathon (YouTube)]
* {{cite news|last=Dupont|first=Kevin Paul|title=Memoirs of marathon’s first lady|url=http://www.boston.com/sports/marathon/articles/2011/06/26/memoirs_of_marathons_first_lady/ |accessdate=1 January 2013|newspaper=Boston Globe|date=June 26, 2011}}
* {{cite web|url=http://www.boston.com/yourtown/cambridge/gallery/famous_celebrities_from_cambridge?pg=21|title=Famous folks from Cambridge: Roberta "Bobbi" Gibb|publisher=Boston.com|accessdate=1 January 2013}}
* [https://www.facebook.com/BOBBIGIBBFILM Wind in the Fire film's Facebook page]
{{Footer Boston Marathon Champions Women}}

{{Persondata 
| NAME = Gibb, Bobbi
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = American marathon runner
| DATE OF BIRTH = November 2, 1942
| PLACE OF BIRTH =
| DATE OF DEATH =
| PLACE OF DEATH =
}}
{{DEFAULTSORT:Gibb, Bobbi}}
[[Category:1942 births]]
[[Category:Living people]]
[[Category:Sportspeople from Cambridge, Massachusetts]]
[[Category:American long-distance runners]]
[[Category:Female long-distance runners]]
[[Category:American marathon runners]]
[[Category:Female marathon runners]]
[[Category:American female track and field athletes]]
[[Category:Boston Marathon winners]]

Żgħażagħ Azzjoni Kattolika

2016-01-03T11:08:24Z

Robevans123: /* Recognition */ typo: indepent -> independent

{{notability|Organizations|date=November 2015}}

{{Infobox organization
| name = Żgħażagħ Azzjoni Kattolika
| logo = Żgħażagħ Azzjoni Kattolika logo.png
| size =
| caption =
| abbreviation= ŻAK, ZAK Malta
| formation =
| type = Maltese non-profit youth organization and registered NGO
| country = {{Flag|Malta}}
| purpose = Catholic children and youth organization, [[Catholic Action]]
| headquarters = [[Birkirkara]], {{Flag|Malta}}
| membership = 800 members
| leader_title2 = President
| leader_name2 =
| leader_title3 = Praeses
| leader_name3 =
| leader_title4 = founder
| leader_name4 =
| website = https://www.zakmalta.org
}}

'''Żgħażagħ Azzjoni Kattolika (ŻAK)''' (English: "Catholic Action Youth Mouvement") is a children and youth organization and is part of the [[Catholic Action]] in Malta and one of the biggest and most important youth organizations in Malta. ZAK is a member of the Catholic umbrella of youth organizations [[Fimcap]].

==Recognition==
As the Roman Catholic faith is predominant in Malta,<ref>[http://www.aboutmalta.com/RELIGION/more3.shtml aboutmalta.com: Religion]</ref> also ZAK as youth branch of the Maltese Catholic Action plays a central role in Maltese youth work. ZAK is one of the most important youth organizations on Malta. The Youth Partnership of the [[Council of Europe]] and the [[European Commission]] listed ZAK (together with the Maltese National Youth Council, the Maltese Scouts and the Maltese Guides) as one of the major youth NGO’s that have practical knowledge on needs and expectations of young people.<ref>[http://pjp-eu.coe.int/documents/1017981/1668165/Information_sheet_better_knowledge_of_youth__Malta.pdf/11545ef4-21b3-46cf-8fc1-277718421d0e Youth Partnership of the Council of Europe and the European Commission: Information sheet BETTER KNOWLEDGE OF YOUTH Malta]</ref> ZAK is one of only 38 chosen NGOs eligible for funding by the Malta Community Chest Fund.<ref>[http://www.timesofmalta.com/articles/view/20151003/local/only-registered-ngos-to-benefit-from-funding.586794 Article "Only registered NGOs to benefit from funding" in the Maltese newespaper Times of Malta on the 3rd of October 2015]</ref> In 2005 ZAK won the National Youth Awareness Prize 2005.<ref>[http://www.independent.com.mt/articles/2006-04-27/news/zghazagh-azzjoni-kattolika-wins-award-90506/ Article "‘Zghazagh Azzjoni Kattolika’ Wins award" in the Maltese newspaper Independent on 27th of April 2006]</ref>

==Aims==
ZAK is a branch of the Maltese Catholic Action and its purpose is to provide programs for spiritual, social and personal development. The aim of this process is to affirm an individual in his or her proper identity and involve him or her in relationship with God and others.<ref>[https://www.zakmalta.org/ Hompage of ZAK Malta]</ref> The structures of ZAK shall assist youth leaders and other young people in the administration of youth work activities and support them to organize group meetings of young people and other activities like summer camps for young people.<ref>[http://www.maltacvs.org/wp-content/uploads/2015/02/Host-VO-List-YVW-20157.pdf www.maltacvs.org: LIST OF HOST VOLUNTARY ORGANISATIONS]</ref>

==See also==
*[[Society of Christian Doctrine]]

==References==
{{Reflist}}

{{Fimcap|state=collapsed}}

{{DEFAULTSORT:Zghazagh Azzjoni Kattolika}}
[[Category:Roman Catholic Church organizations]]
[[Category:Catholic youth organizations]]
[[Category:Youth organizations based in Malta]]
[[Category:Organisations based in Malta]]
[[Category:Fimcap]]
[[Category:Roman Catholic Church in Malta]]
[[Category:Youth organisations based in Malta]]

{{youth-org-stub}}
{{Malta-stub}}
{{RC-stub}}

Meta Vaux Warrick Fuller

2016-01-01T14:37:50Z

Robevans123: /* United States */ typo: wok -> work

{{Infobox person
|name = Meta Vaux Warrick Fuller
|image = Vauxwarrickfuller.jpg
|image_size = 180px
|caption = Meta Vaux Warrick Fuller in 1919
|birth_name = Meta Vaux Warrick
|birth_date = June 9, 1877
|birth_place = [[Philadelphia, Pennsylvania]], [[United States|U.S.]]
|death_date = {{death date and age|1968|03|18|1877|06|09}}
|death_place = [[Framingham, Massachusetts]], U.S.
|spouse = Solomon Carter Fuller (1909–1953)
| field = [[Sculpture]], [[Painting]], [[Poetry]]
| training = [[The University of the Arts College of Art and Design]], [[Académie Colarossi]], [[École des Beaux-Arts]]
| movement = [[Black Renaissance]]
}}

'''Meta Vaux Warrick Fuller''' ({{IPAc-en|ˈ|m|iː|t|ə|_|ˈ|v|aʊ}} {{respell|MEE|tə}} {{respell|VOW|'}}; June 9, 1877 – 18 March 1968) was an [[African-American]] artist, notable for her art celebrating [[Afrocentric]] themes. She was known as a multi-talented artist who wrote poetry, painted, and sculpted. At the turn of the twentieth century, she was a well-known sculptor in Paris before her return to the United States. She was a protege of [[Auguste Rodin]], and has been described as "one of the most imaginative Black artists of her generation.<ref name = "bontemps">{{Cite book
| publisher = Blackwell
| isbn = 0631222391
| pages = 133–137
| editors = Arna Alexander Bontemps and Jacqueline Fonvielle-Bontemps (eds.)
| title = Black feminist cultural criticism
| chapter = African-American Women Artists: An Historical Perspective
| location = Malden, Mass
| series = Keyworks in cultural studies
| date = 2001
}} The editors compare Warrick with her contemporary, [[May Howard Jackson]], another African-American sculptor from Philadelphia, who was also born in 1877.</ref> Fuller created work with strong social commentary and became a forerunner of the Black Renaissance, a movement promoting African-American art.

== Early life ==
[[File:Meta Vaux Warrick Fuller, Ethiopia Awakening.jpg|thumb|Meta Vaux Warrick Fuller, ''Ethiopia Awakening'', bronze sculpture, 1914]]
[[File:Meta Vaux Warrick Fuller, Mary Turner, 1919.jpg|thumb|Meta Vaux Warrick Fuller, Mary Turner, painted plaster sculpture,1919]]
[[File:"Dark Hero" - NARA - 559060.jpg|thumb|''Dark Hero'', National Archives and Record Administration, College Park, Maryland]]

Meta Vaux Warrick was born in [[Philadelphia, Pennsylvania]].<ref name="Kerr" /> Her parents were Emma Jones Warrick, a [[Cosmetology|beautician]], and William H. Warrick, a [[barber]]. She was named after Meta Vaux, the daughter of Senator [[Richard Vaux]], one of her mother's customers.<ref name="Sicherman Green">{{citation |first1=Barbara |last1=Sicherman |first2=Carol Hurd |last2=Green |url=http://books.google.com/books?id=CfGHM9KU7aEC&pg=PA255 |title=Notable American Women: The Modern Period; a Biographical Dictionary |publisher=Harvard University Press |year=1980 |ISBN=978-0-674-62733-8 |page= 255}}</ref>

Philadelphia's black community was socially and intellectually active and she trained her in art, music, dance and [[Equestrianism|horseback riding]]. The city's fast-growing black population along with increasing numbers of black organizations and institutions and rich cultural resources made it possible for middle-class black society to prosper. Education, cultural enrichment, and social activity were encouraged and expected in her family. She was among the few selected from the Philadelphia public schools to attend J. Liberty Tadd's art school.<ref name="Kerr">{{citation |first=Judith Nina |last=Kerr |url=http://scholarworks.umass.edu/dissertations/AAI8701179 |title=God-Given Work: The Life and Times of Sculptor Meta Vaux Warrick Fuller, 1877-1968 Pennsylvania |date=1 January 1986 |publisher=Proquest |id=AAI8701179}}</ref>

Her art education and art influences began at home, her father was interested in sculpture and painting.<ref name="Sicherman Green" /> Her older sister, who later became a beautician like her mother, had an interest in art and kept clay that Meta was able to play with. Her brother and grandfather entertained and fascinated her with endless horror stories. These influences partly shaped her sculpture as she eventually progressed into an internationally trained artist known as "the sculptor of horrors."<ref name="fofweb"/>

== Education ==
Her career as an artist began after one of her high-school projects was chosen to be included in the 1893 [[World's Columbian Exposition]]. Based upon this work, she won a scholarship to the [[Pennsylvania Museum and School of Industrial Art]] (PMSIA) (now [[The University of the Arts]] College of Art and Design) in 1894,<ref name="Danforth" /> where her gift for sculpture emerged. Unwilling to limit herself to traditionally "feminine" themes, she occasionally adopted the gruesome imagery of ''fin de siecle'' Symbolist literature and painting — a choice that represented a rare act of independence on the part of a woman artist.{{citation needed|date=May 2014}} In 1898, she received her diploma and teacher's certificate.<ref name=Miller />

Upon graduation in 1899, she traveled to [[Paris]], [[France]], where she studied with [[Raphaël Collin]],<ref name="Danforth" /><ref name=Miller>{{citation |first=Theresa A. |last=Leininger-Miller |title=New Negro Artists in Paris: African American Painters and Sculptors in the City of Light, 1922-1934 |publisher=Rutgers University Press |year=2001 |page=9}}</ref> sculpture at the [[Académie Colarossi]] and drawing at the [[École des Beaux-Arts]]. There, Warrick experienced racial discrimination at the American Women's Club, where she was refused lodging regardless of her having made reservations. Painter [[Henry Ossawa Tanner]], a family friend, found lodging for her and introduced her to his circle of friends. Fuller's work grew stronger in Paris, where she studied until 1902. Influenced by the conceptual realism of [[Auguste Rodin]], she became so adept at depicting sensitively the spirituality of human suffering that the French press named her "the delicate sculptor of horrors." In 1902, Fuller became the protege of [[Auguste Rodin|Rodin]]. Of her plaster sketch entitled ''Man Eating His Heart,'' Rodin remarked, "My child, you are a sculptor; you have the sense of form in your fingers."{{citation needed|date=May 2014}}

==Career==
The [[Danforth Museum]], that has a large collection of her works, states that Fuller is "generally considered one of the first African-American female sculptors of importance.'' She created work of the African-American experience that were revolutionary. The represented art, nature, religion and nation. She was also considered a member of the Harlem Renaissance.<ref name="Danforth" />

===Paris===
In Paris, she met [[W.E.B. DuBois]] who became a lifelong friend and confidant. He encouraged Warrick to utilize African and African-American themes in her work. By the end of her career in Paris, she was widely known and had her works exhibited in many galleries.<ref>{{citation |title=A Harlem Showcase for Black Art |agency=Associated Press |publisher=New York Times |year=1923 |page=C25}}</ref> Samuel Bing, patron of Aubrey Beardsley, Mary Cassatt, and Henri de Toulouse-Lautrec, also recognized her abilities by sponsoring a one-woman exhibition including [[Siegfried Bing]]'s Salon de l'Art Nouveau (Maison de l'Art Nouveau).<ref>{{cite web |url=http://www.bridgew.edu/HOBA/fuller.htm |title=Meta Vaux Warrick Fuller |author= |publisher=[[Bridgewater State College]] Hall of Black Achievement |date=2005-11-17 |accessdate=2008-03-30 |quote=}}</ref><ref>{{cite web |url=http://www.whistler.arts.gla.ac.uk/biog/Bing_S.htm |title=Siegfried Bing, 1838-1905 |first=Nigel |last=Thorp |publisher=The James McNeill Whistler project at the University of Glasgow |date=2007-05-08 |accessdate=2008-03-30 |archiveurl=http://web.archive.org/web/20080102221734/http://www.whistler.arts.gla.ac.uk/biog/Bing_S.htm |archivedate=2008-01-02}}</ref> In 1903, just before Warrick returned to the United States, two of her works, ''The Wretched'' and ''The Impenitent Thief,'' exhibited at the [[Paris Salon]].

=== United States ===
Returning to Philadelphia in 1903, she was shunned by members of the Philadelphia art scene because of her race and because, they said, it was "domestic." However, this treatment did not prevent Fuller from becoming the first African-American woman to receive a U.S. government commission in which she created several dioramas depicting African-American historical events for the [[Jamestown, Virginia|Jamestown]] Tercentennial Exposition and she exhibited at the [[Pennsylvania Academy of the Fine Arts]] in 1906.<ref name=registry>{{cite web |url=http://www.aaregistry.com/african_american_history/227/Meta_VW_Fuller_sculptor_of_Black_themes_ |title=Meta V.W. Fuller, sculptor of Black themes |publisher=The African-American Registry |date=2005-06-09 |accessdate=2008-03-29 |archiveurl=http://web.archive.org/web/20080317073448/http://www.aaregistry.com/african_american_history/227/Meta_VW_Fuller_sculptor_of_Black_themes_ |archivedate=2008-03-17}}</ref> The display included fourteen dioramas and 130 plaster figures depicting scenes such as slaves arriving in Virginia in 1617 and the home lives of black peoples.<ref>{{Cite book|title = The African Diaspora: A History Through Culture|last = Manning|first = Patrick|publisher = Columbia University Press|year = 2009|isbn = 978-0-231-14471-1|location = New York|pages = 211}}</ref>

Fuller again exhibited at the Pennsylvania Academy of the Fine Arts in 1908.{{citation needed|date=May 2014}} In 1910, a fire at a warehouse in Philadelphia destroyed her tools and the paintings and sculptures she had created over the previous sixteen years, which was emotionally devastating for her.<ref name = "bontemps"/> Meta Fuller built a studio in the back of her house, something Dr. Fuller was totally against, and in between domestic duties sculpted less powerful, traditional religious scenes. She retained her interest in religious works even though she and her family had been subject to racial discrimination from her neighbors and church parishioners, for which she left the church.<ref name="Buffalo" /> Even though she was busy raising three sons, Fuller also worked steadily on her sculptures.<ref name="Danforth" />

One of her most famous works, ''Ethiopia'', was a sculpture that she created for America's Making Exhibition in 1921. This event was meant to highlight immigrant’s contributions to US artistic society and culture. This sculpture was featured in the exhibition’s “colored section” and it symbolized a new black identity that was emerging through the Harlem Renaissance. It represented a pridefulness in African and black heritage and identity.<ref>{{cite journal|last1=Ater|first1=Renée|title=Making History: Meta Warrick Fuller's "Ethiopia".|journal=American Art|date=2003|volume=17|issue=3|pages=12–31|url=http://www.jstor.org/stable/1215807|accessdate=March 7, 2015}}</ref>

Fuller exhibited at the Pennsylvania Academy of the Fine Arts in 1920. In 1922, she showed at the [[Boston Public Library]], and her work was included in an exhibition for the Tanner League held in the studios of [[Dunbar High School (Washington, D.C.)|Dunbar High School]] in [[Washington, D.C.]] The federal commissions kept her employed, but she was neither encouraged nor nurtured, as she had been in Paris where her artistic genius was exalted. Moreover, a suspicious fire in 1910 destroyed the warehouse in which was housed most of the work she had created for 16 years. Fuller was, at that point in her life, financially dependent upon her family, socially detached from African-American contacts, and desolate about her career.

Meta Vaux Warrick Fuller died on March 13, 1968, at Cardinal Cushing Hospital in Framingham.<ref name="fofweb">{{citation |last=West |first=Sandra L. |title=Fuller, Meta V. Warrick, Encyclopedia of the Harlem Renaissance |city=New York |publisher=Facts On File |year=2003|url=http://www.fofweb.com/activelink2.asp?ItemID=WE01&iPin=EHR0130&SingleRecord=True |accessdate=28 March 2014}}</ref>

Warrick Fuller viewed sculpture as a way to personally express oneself. Her work was featured in 1988 in a traveling exhibition in Crocker Art Museum, along with artists Aaron Douglas, Palmer C. Hayden and James Van Der Zee.<ref>{{cite journal|last1=Van Proyen|first1=Mark|title=Trail Blazers in Harlem|journal=Artweek|date=1988|volume=19|issue=1|accessdate=March 7, 2015}}</ref> Her work was also featured in a traveling exhibition called “Three Generations of African American Women Sculptors: A Study in Paradox,” in Georgia in 1998.<ref>{{cite journal|last1=Wilson|first1=H.W.|title=African American Women Sculptors|journal=American Art Review|date=1998|volume=10|pages=162–165|accessdate=March 7, 2015}}</ref>

== Poetry ==
''Departure'', printed in ''Now is Your Time! the African-American struggle for freedom'', is one of her poems:<ref>Walter Dean Myers , ''Now Is Your Time! the African-American struggle for freedom'', 1991</ref>

:The time is near (reluctance laid aside)
:I see the barque afloat upon the ebbing tide
:While on the shores my friends and loved ones stand.
:I wave to them a cheerful parting hand,
:Then take my place with [[Charon (mythology)|Charon]] at the helm,
:And turn and wave again to them.
:Oh, may the voyage not be arduous nor long,
:But echoing with chant and joyful song,
:May I behold with reverence and grace,
:The wondrous vision of the Master's face.

== Marriage and family ==
In 1907, Warrick married a prominent physician, Dr. Solomon Carter Fuller.<ref name = "bontemps" /> Of [[Liberian American|Liberian]] birth, Dr. Fuller was one of the first black psychiatrists in the United States. When they married, he was on staff in the pathology department at [[Westborough State Hospital]] in [[Westborough, Massachusetts]]. The couple settled in [[Framingham, Massachusetts]], in 1910 and had three sons.<ref name="Danforth" /><ref name="Buffalo" />

White neighbors resented the presence of the black family. They tried to remove them via petition and isolated them from neighborhood affairs. She left her church having been subject to [[Racism in the United States|racial bigotry]] of the parishioners. Dr. Fuller died in 1953.<ref name=registry/><ref name="Buffalo">{{cite web |url=http://www.buffalo.edu/uncrownedqueens/Q/bios/F/fuller_meta_vaux_warrick.html |title=Meta Vaux Warrick Fuller (1877-1968) |publisher=Uncrowned Queens |date= |accessdate=2008-03-30}}</ref> Her son Robert Fuller has worked as a teacher at [[Framingham High School]].

== Works ==
[[Danforth Museum]] has a large collection of Fuller's sculptures, many of which were exhibited in a solo show of her work from November 2008 to May 2009.<ref name="Danforth" />

* ''Bacchante,'' painted plaster sculpture, 1930<ref name=SIRIS />
* ''Ethiopia,'' bronze sculpture, greenish-black patina, {{circa|1930}}<ref name=SIRIS />
* ''Ethiopia Awakening,'' bronze sculpture, 1914<ref name=SIRIS />
* ''Henry Gilbert,'' painted plaster sculpture, 1928<ref name=SIRIS />
* ''Jason,'' painted plaster sculpture, Danfort Museum<ref name="Danforth">[http://www.danforthmuseum.org/meta_warrick_fuller09.html ''Meta Warrick Fuller : Sculptures from the Studio.''] Danforth Museum of Art. 11 May 2014.</ref><ref name=SIRIS />
* ''Les Miserables,'' bronze sculpture, Maryhill Museum of Art, Goldendale, Washington<ref name=SIRIS />
* ''Lazy Bones in the Shade,'' sculpture, {{circa|1937}}<ref name=SIRIS />
* ''Man Eating Out His Heart,'' painted plaster sculpture, 1905-1906. It represents a kneeling male nude eating his heart.<ref name=SIRIS />
* ''Mary Turner (A Silent Protest Against Mob Violence),'' painted plaster sculpture, 1919, Museum of Afro-American History, Boston, Massachusetts<ref name=SIRIS />
* ''Mother and Child,'' cast bronze sculpture, 1962, Massachusetts Institute of Technology<ref name=SIRIS />
* ''Phyllis Wheatley (c. 1753-1784),'' painted plaster sculpture, {{circa|1925}}. It was made based upon an engraving published in 1773<ref name=SIRIS />
* ''Refugee, sculpture, {{circa|1940}}. Hunched male figure with a cane in his hand<ref name=SIRIS />
* ''Talking Skull,'' bronze sculpture, 1937, Museum of Afro-American History, Boston, Massachusetts. Kneeling male figure facing a skull<ref name=SIRIS />
* ''The Good Shepherd,'' painted plaster sculpture, {{circa|1926-1927}}<ref name=SIRIS />
* ''Waterboy,'' sculpture, 1930<ref name=SIRIS>[http://collections.si.edu/search/results.htm?q=Meta+Warrick+Fuller&image.x=5&image.y=8 ''Meta Warrick Fuller.''] SIRIS database search. Smithsonian Institution. Retrieved 11 May 2014.</ref>

== Legacy ==
A woman of deep religious faith, she created at least one piece of religious art a year. At various times, she was a literary sculptor, at others a creator of portrait art - which she studied under [[Charles Grafly]] at the Pennsylvania Academy of the Fine Arts. Although she declared that she could not specialize in African-American types, Fuller became one of the most effective chroniclers of the black experience within the context of the American experience.<ref>Crisis, XXXII, 6(October, 1926), 246.</ref>

Meta Vaux Warrick Fuller is known for sculpture that depicts the horrors and sadness of African-American life. These include: ''Ethiopia Awakening'' (1914), ''Mary Turner: A Silent Protest Against Mob Violence'' (1919), and ''Talking Skull'' (1937). ''Ethiopia Awakening'', drawn from Egyptian sculptural concepts, is an academic sculpture of an African woman emerging from [[mummy]]'s bandages, like a [[Pupa#Chrysalis|chrysalis]] from a [[Pupa#Cocoon|cocoon]], represented her statement on black consciousness in Africa and in the United States. Mary Turner was her response to the [[Lynching in the United States|lynching]] of a black woman from [[Valdosta, Georgia]]; There were other artistic tributes to Mary Turner's violent death, including a literary work by Warrick FUller's contemporary Angelina Weld Grimké.<ref>{{cite journal|last1=Armstrong|first1=Julie Buckner|title=The People... Took Exception to Her Remarks': Meta Warrick Fuller, Angelina Weld Grimke, and the Lynching of Mary Turner|journal=The Mississippi Quarterly|date=2008|accessdate=March 7, 2015}}</ref> ''Talking Skull'' explored issues of life and death within the context of an African folktale.{{citation needed |date=May 2014}}

There is a [[Middle school#United States|middle school]] (Fuller Middle School) named after her and her husband located in [[Framingham, Massachusetts]]. That school was formerly Framingham South High School but was converted to its current use when Framingham South and North High Schools merged in 1991. The school's history reads:
{{quote|"The Fuller Middle School was established in September of 1994. The school is named in honor of Dr. Solomon Fuller, a psychiatrist, and his wife Meta Fuller, a sculptor. The Fullers, a pioneering African-American family, lived on Warren Road near the current location of the Fuller Middle School during the early part of the twentieth century. Dr. and Mrs. Fuller were leaders in their professions and in the Framingham Community during their lives. The roles they played during their lifetimes serve as models for the students of the school named in their memory." <ref>{{citation |url=http://www.framingham.k12.ma.us/fuller_about.cfm |title=About Fuller Middle School |publisher=Framingham Public Schools}}</ref>}}

Winning numerous awards for her work over her lifetime, Fuller continued to exhibit her work until her last show at Howard University (Washington, D.C.) in 1961.<ref name=registry/>

== See also ==
* [[Harlem Renaissance]]

;Associates
* [[James Van Der Zee]]
* [[W. E. B. Du Bois]]

;Contemporaries
* [[May Howard Jackson]]
* [[Lois Mailou Jones]]
* [[Sargent Claude Johnson]]
* [[Jacob Lawrence]]
* [[Archibald Motley]]
* [[Romare Bearden]]

== References ==
{{reflist}}

== Further reading ==

* ''250 years of Afro-American Art: An Annotated Bibliography'' by Lynn Moody Igoe with James Igoe. New York: Bowker, 1981
* ''An Independent Woman: The Life and Art of Meta Warrick Fuller (1877-1968).'' Framingham, MA: Danforth Museum of Art. 1984. Exhibition catalogue.
* Renée Ater. ''Remaking Race and History: The Sculpture of Meta Warrick Fuller.'' Berkeley: University of California Press. 2011. ISBN 9780520262126
* [[Mary Schmidt Campbell]], ''Harlem Renaissance: Art of Black America'' (1994)
* Kathy A. Perkins. "The Genius of Meta Warrick Fuller." ''Black American Literature Forum.'' 1990. '''24''':1. pp. 65–72. Focuses on Fuller's designs for theater.
* Richard J. Powell and David A. Bailey. ''Rhapsodies in Black: Art of the Harlem Renaissance'' (1997)

{{Authority control}}
{{Framingham, Massachusetts}}
{{New Woman (late 19th century)}}

{{Persondata 
| NAME = Fuller, Meta Vaux Warrick
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = American artist
| DATE OF BIRTH = 9 June 1877
| PLACE OF BIRTH = [[Philadelphia, Pennsylvania]], [[United States|U.S.]]
| DATE OF DEATH = 18 March 1968
| PLACE OF DEATH = [[Framingham, Massachusetts]], U.S.
}}
{{DEFAULTSORT:Fuller, Meta Vaux Warrick}}
[[Category:African-American artists]]
[[Category:American women sculptors]]
[[Category:1877 births]]
[[Category:1968 deaths]]
[[Category:Artists from Philadelphia, Pennsylvania]]
[[Category:University of the Arts (Philadelphia) alumni]]
[[Category:American women poets]]
[[Category:American alumni of the École des Beaux-Arts]]
[[Category:African-American poets]]
[[Category:Harlem Renaissance]]
[[Category:20th-century American sculptors]]
[[Category:20th-century women artists]]

Kleztory

2015-12-23T10:00:44Z

Robevans123: /* Recordings */ typo: wich -> which

{{Infobox musical artist
| name = Kleztory
| image = Kleztory at Rideau Showcase.jpg
| alt =
| caption = Kleztory at Rideau Showcase,18 February 2015, Quebec city, Canada
| image_size =260px
| background = group_or_band
| alias =
| origin = {{CAN}} , [[Montreal]]
| genre = [[Klezmer]], [[World music]]
| years_active = {{start date|2000}}–{{end date|present}}
| label =
| associated_acts =
| url = {{URL|www.kleztory.com}}
| current_members = [[Airat Ichmouratov]], [[Elvira Misbakhova]], Mark Peetsma, Dany Nicolas, Melanie Bergeron, Alexandru Sura
| past_members = Alain Legault , Henri Oppenheim.
}}

'''Kleztory''' is a [[klezmer]] and [[world music]] [[musical ensemble|ensemble]] founded in 2000 and based in [[Montreal]], [[Quebec]], Canada.<ref>{{cite news
|url =http://www.scena.org/lsm/sm13-10/sm13-X_monde_fr.html
|title =Kleztory: the soul of klezmer music in Quebec (in French)
|publisher = La Scena Musicale - Vol. 13
|author = Bruno Deschênes
|date = 1 July 2008
|accessdate = 2015-09-02
|location = Montreal
}}</ref> While remaining respectful of the rich heritage of klezmer, Kleztory takes the liberty of arranging parts of the traditional repertoire. This gives their music their own personal uniqueness and flavor. Kleztory is influenced by many sources of inspiration including [[jazz]], [[European classical music|classical]], [[gypsy style|gypsy]], [[country music|country]], [[folk music|folk]] and [[blues]]. The ensemble were awarded both the Opus Prize in 2007 as the best Jazz / World Music album of the year in Québec for ''Nomade'', and the Fürth Klezmer Prize at the 3rd International Jewish Music Festival in Amsterdam in 2012.

==Personnel==
Current members include [[Elvira Misbakhova]] (violin), [[Airat Ichmouratov]] (clarinet, bass clarinet, duclar), Mark Peetsma (double bass), Dany Nicolas (guitar) and Melanie Bergeron (accordion). Three of the original founding members remain in the group with Melanie Bergeron replacing Henri Oppenhiem (accordion) and Dany Nicolas replacing founding guitarist Alain Legault. Also as a former full time member (2013-2014) and now a regular special guest Alexandre Sura ([[cimbalom]]) regularly tours with Kleztory from his home base in [[Chișinău]], [[Moldova]].

==History==
[[File:Kleztory - WOMEX 15, 2015.10.22 (1).JPG|thumb|Kleztory performing at WOMEX 15, Budapest]]
Kleztory has played in a wide variety of Montreal venues, and over the course of their career spanning 2000 - 2015 they have performed numerous concerts worldwide including presentations in Canada, USA, Netherlands, Germany, Austria, Belgium, Hungary ,Romania, Brazil, Mexico, Costa Rica and China.<ref>{{cite news
|url =http://www.kleztory.com/?page_id=1438
|title = Kleztory: Past shows
|publisher = kleztory.com
|accessdate = 2015-09-02
|location =Montreal
}}</ref> In 2012 Kleztory was selected as the only Canadian participant to compete at the 3rd International Jewish Music Festival in Amsterdam and were successful in winning the Fürth Klezmer Prize and as result appeared at Furth Klezmer Festival (Germany) during the following spring.<ref>{{cite news
|url =http://www.fuerth.de/Home/Leben-in-Fuerth/kultur/Klezmer/Erstklassig-besetztes-Intermezzo.aspx
|title =Erstklassig besetztes Intermezzo (in German)
|publisher = Stadt Fürth
|date = 10 March 2013
|accessdate = 2015-09-02
|location = Fürth, Germany
}}</ref> In October 2015 Kleztory will be the only Canadian Artist selected to perform a showcase sponsored my Folquebec at [[Womex]] in [[Budapest]], [[Hungary]].<ref>{{cite news
|url =http://www.womex.com/programme/showcase_festival/offwomex
|title = World Music Expo / Showcase Festival / offWomex
|publisher = womex.com
|accessdate = 2015-09-02
|location =Berlin , Germany
}}</ref> Kleztory has appeared as the soloist with numerous orchestras including the [[Montreal Symphony Orchestra]],<ref>{{cite news
|url =http://planete.qc.ca/chroniques/imprimer.php?planete_no_chronique=86838
|title =The Kids Games / Borscht and other gastronomic delights (In French)
|publisher = Planete Quebec
|author = Jocelyne Tourangeau Sons
|date = 18 March 2005
|accessdate = 2015-09-02
|location =Montreal
}}</ref> [[Orchestre Métropolitain]],<ref>{{cite news
|url =http://journalmetro.com/local/verdun/actualites/645591/lorchestre-metropolitain-a-notre-dame-des-sept-douleurs-2/
|title =L’Orchestre Métropolitain à Notre-Dame-des-Sept-Douleurs (In French)
|publisher =Journal Métro
|author =
|date = 12 January 2012
|accessdate = 2015-09-02
|location = Montreal, Verdun}}</ref> the [[Orchestre Symphonique de Québec]],<ref>{{cite news
|url =http://www.lapresse.ca/le-soleil/arts-et-spectacles/sur-scene/201202/06/01-4493278-losq-brise-le-silence.php
|title =Quebec Symphony orchestra breaks the silence (In French)
|publisher = Le Soleil
|author = Richard Boisvert
|date = 7 February 2012
|accessdate = 2015-09-02
|location = Quebec
}}</ref> [[I Musici de Montréal Chamber Orchestra]], [[Les Violons du Roy]],<ref>{{cite news
|url =http://www.violonsduroy.com/fr/evenements/les-violons-sur-le-toit/2009-04-04-20-00
|title =LES VIOLONS SUR LE TOIT (In French)
|publisher = violonsduroy.com
|date = 4 April 2009
|accessdate = 2015-09-02
|location =Quebec
}}</ref> Brussels Chamber Orchestra<ref>{{cite news
|url =http://www.brusselschamberorchestra.com/2007.php
|title =Brussels Chamber Orchestra /archives 2007
|publisher = brusselschamberorchestra.com
|author =
|date = 25 October 2007
|accessdate = 2015-09-02
|location = Brussels
}}</ref> just to name few…

==Recordings==
Kleztory produced its first CD, entitled ‘Kleztory – Musique Klezmer’ at the beginning of 2001. Few years later they recorded a second CD in collaboration with the I Musici de Montréal Chamber Orchestra, under the direction of [[Yuli Turovsky]], which was then internationally distributed on the [[Chandos Records]] Label in the spring of 2004.<ref>{{cite news
|url = http://www.chandos.net/details06.asp?CNumber=CHAN%2010181
|title =Chandos Kleztory
|publisher = chandos.net
|accessdate = 2015-08-07
|location = Colchester, United Kingdom
}}</ref> In March 2007 they released a third CD called Nomade. This album won them an Opus Prize in 2007 as the best Jazz / World Music album of the year in Québec.<ref>{{cite news
|url =http://cqm.qc.ca/docs/Opus/OpusAn11/Communique_laureats_2006_07.pdf
|title =Opus Award Gala 2006-2007 (in French)
|publisher = Press release / cqm.qc.ca
|author = Lise Raymond Communications
|date = 27 January 2008
|accessdate = 2015-08-07
|location = Montreal
}}</ref> In 2013 Kleztory launched new album “Arrival” which was nominated as Best album of the year in Traditional music category by ADISQ, complete with a new stage show.

==Discography==
*2001 - ''Kleztory – Musique Klezmer''
*2004 - ''Klezmer'' with Yuli Turovsky and I Musici de Montréal Chamber Orchestra (Chandos Records)
*2007 - ''Nomade'' (Amerix)
*2013 - ''Arrival'' (Amerix) <ref>{{cite news
|url =http://www.kleztory.com/?page_id=427
|title = Kleztory: Releases
|publisher = kleztory.com
|accessdate = 2015-09-02
|location =Montreal
}}</ref>

==Awards==
*2014 - nominated for [[ADISQ]] "Traditional Album of the Year" for ''Arrival''<ref>{{cite news
|url =http://www.adisq.com/even-gala/2014/nomin-artis-traditionnel.html
|title =ADOSQ / Album of the Year 2014 - Traditional
|publisher = adisq.com
|accessdate = 2015-09-02
|location = Montreal
}}</ref>
*2012 - winner of Opus Prize in 2007 as the best Jazz / World Music album of the year in Québec for ''Nomade''<ref>{{cite news
|url =http://cqm.qc.ca/docs/Opus/OpusAn11/Communique_laureats_2006_07.pdf
|title =Opus Award Gala 2006-2007 (in French)
|publisher = Press release / cqm.qc.ca
|author = Lise Raymond Communications
|date = 27 January 2008
|accessdate = 2015-09-02
|location = Montreal
}}</ref>
*2012 - winner of the Fürth Klezmer Prize at the 3rd International Jewish Music Festival in Amsterdam

==See also==
*[[Secular Jewish music]]
*[[World music]]

==References==
{{reflist}}

==External links==
*[http://www.kleztory.com/ Kleztory official site]

[[Category:Klezmer groups]]
[[Category:Canadian folk music groups]]
[[Category:Canadian world music groups]]

Habits (Stay High)

2015-12-23T09:20:30Z

Robevans123: /* Background and release */ typo: wich -> which

{{Infobox single
| Name = Habits
| Cover = Tove Lo Habits original cover.png
| Artist = [[Tove Lo]]
| Album = [[Truth Serum (EP)|Truth Serum]] {{noitalic|and}} [[Queen of the Clouds]]
| Released = {{Start date|2013|3|15|df=y}} {{Start date|2013|12|6|df=y}} (re-release)
| Format = [[Music download|Digital download]]
| Recorded =
| Genre = {{flatlist|
* [[Pop music|Pop]]<ref>{{cite web|url=http://www.billboard.com/articles/news/6266594/tove-lo-gimme-five-habits|title=Tove Lo's Five Real-Life Habits: The 'Habits (Stay High)' Singer Opens Up |first=Jason| last= Lipshutz |date=29 September 2014|work=[[Billboard (magazine)|Billboard]]|accessdate=30 October 2014}}</ref>
* [[electropop]]
}}
| Length = {{duration|m=3|s=28}}
| Label = {{flatlist|
* [[Island Records|Island]]
* [[Republic Records|Republic]]
}}
| Writer = {{flatlist|
* [[Tove Lo]]
* Ludvig Söderberg
* Jakob Jerlström
}}
| Producer = The Struts
| Last single = "Love Ballad" (2012)
| This single = "'''Habits'''" (2013){{refn|group=nb|name=Habits|Tove Lo independently released "Habits" on 15 March 2013.<ref name="scandipop" /> However, she re-released the song under the title of "Habits (Stay High)" on 6 December 2013, throughout Universal Music.<ref name="rerelease">{{cite web |url=https://itunes.apple.com/es/album/habits-stay-high-single/id773139498 |title=Habits (Stay High) - Single |last1= |first1= |last2= |first2= |date= |website=[[iTunes Store]] |publisher= |access-date=11 October 2015 |quote=}}</ref>}}
| Next single = "[[Out of Mind (Tove Lo song)|Out of Mind]]" (2013)
{{Extra chronology
|Type = single
| Last single = "[[Out of Mind (Tove Lo song)|Out of Mind]]" (2013)
| This single = "'''Habits (Stay High)'''" (2013){{refn|group=nb|name=Habits}}
| Next single = "Not on Drugs" (2014)
{{Extra album cover
| Upper caption = Re-release cover
| Cover = Tove Lo Habits.png
| Lower caption =
| Type = Single
| Border = yes
}}
}}}}

"'''Habits'''" is a song by Swedish recording artist [[Tove Lo]] featured on her debut [[extended play]], ''[[Truth Serum (EP)|Truth Serum]]'', as well as her debut album, ''[[Queen of the Clouds]]''. The song was released on 25 March 2013 as Tove Lo's second single, and later re-released on 6 December 2013 under the title "'''Habits (Stay High)'''". The song was released in the United States on 14 April 2014 as the lead single for ''Truth Serum'' and for ''Queen of the Clouds''. Musically, "Habits" is a pop and electropop song that details the protagonist's attempts to forget about her previous significant other through drinking and other [[hedonism|hedonistic]] pleasures.

"Habits" became a [[sleeper hit]], reaching number three on the [[Billboard Hot 100|''Billboard'' Hot 100]] in the United States; it marked her first hit single on that chart. Tove Lo is the highest-charting Swedish artist on that chart since "[[The Sign (song)|The Sign]]" by [[Ace of Base]] peaked at number one in 1994.<ref>{{cite web|title=Tove Lo trea på USA-listan|url=http://www.svd.se/kultur/tove-lo-trea-pa-usa-listan_4055933.svd|publisher=''[[Svenska Dagbladet]]''|accessdate=31 October 2014|date=30 October 2014}}</ref> The song found more success worldwide as a remix by [[Habits (Tove Lo song)#Hippie Sabotage Remix|Hippie Sabotage]], where it reached the top ten in Australia and the United Kingdom and other countries in Europe.

== Background and release ==
"Habits (Stay High)" was written by Tove Lo alongside Ludvig Söderberg and Jakob Jerlström and produced by Söderberg and Jerlström, under the production name The Struts.<ref name="Notes" />
According to Lo, "Habits (Stay High)" is the song from ''[[Truth Serum (EP)|Truth Serum]]'' that "means most" to her because it's "the most directly honest" and its process of writing was "huge" for her.<ref>{{cite web |url=http://www.interviewmagazine.com/music/tove-lo-truth-serum/ |title=In Tove Lo Veritas |last1=Rubenstein |first1=Holly |last2= |first2= |date=24 April 2014 |website=[[Interview Magazine]] |publisher= |archive-url=https://web.archive.org/web/20150701172520/http://www.interviewmagazine.com/music/tove-lo-truth-serum/#_ |archive-date=1 July 2015 |access-date=1 November 2015 |quote=}}</ref> Initially, the verses of the song were part of a poem written by Lo when she was during a "really bad time" in a relationship.<ref name="pastemagazine">{{cite web |url=http://www.pastemagazine.com/articles/2015/04/tove-lo-interview.html |title=Tove Lo on Coming Back from Surgery and the Stupidity of Censorship |last1=Held |first1=Joey |last2= |first2= |date= |website=[[Paste Magazine]] |archive-url=https://web.archive.org/web/20150815065801/http://www.pastemagazine.com/articles/2015/04/tove-lo-interview.html |archive-date=15 August 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref> Later, Lo's boyfriend joined a [[Buddhism|Buddhist]] movement but she refused to join, which lead the relationship to an end.<ref name="sxsw">{{cite web |url=http://welistenhear.com/reviews/50-best-bets-sxsw-2014-part-4/ |title=The 50 Best Bets Of SXSW 2014 (Part 4) |last1=Oliver |first1=Ben |last2= |first2= |date= |archive-url=https://web.archive.org/web/20151013224732/http://welistenhear.com/reviews/50-best-bets-sxsw-2014-part-4/ |archive-date=24 October 2015 |website=We Listen Hear |publisher= |access-date=24 October 2015 |quote=}}</ref> After that, she started using drugs and drinking in order to forget him.<ref name="pastemagazine" /><ref name="bullett" /> Months after the relationship ended, she was staying at a friend's apartment in [[New York]], during the [[Sandy storm]], on 2012.<ref>{{cite web |url=http://wjbq.com/q97-9-interview-with-tove-lo-habits-stay-high-videos/ |title=Q97.9 Interview with Tove Lo – Habits (Stay High) (VIDEOS) |last1=Rovin |first1=Mike |last2= |first2= |date=8 October 2014 |website=[[Q97.9]] |publisher= |archive-url=http://web.archive.org/web/20150914114342/http://wjbq.com/q97-9-interview-with-tove-lo-habits-stay-high-videos/ |archive-date=14 September 2015 |access-date=1 November 2015 |quote=}}</ref> When the apartment lost electricity and heat, Lo went to stay at her friend's studio in [[Midtown Manhattan|Midtown]], where she wrote the chorus.<ref name="bullett">{{cite web |url=http://bullettmedia.com/article/meet-tove-lo-swedent-next-great-pop-export/ |title=Meet Tove Lo, Sweden’s Next Great Pop Export |last1=LeDonne |first1=Rob |last2= |first2= |date= |website=Bullett Media |publisher= |archive-url=https://web.archive.org/web/20151024184627/http://bullettmedia.com/article/meet-tove-lo-swedent-next-great-pop-export/ |archive-date=24 October 2015 |access-date=1 November 2015 |quote=}}</ref><ref>{{cite web |url=http://www.fuse.tv/videos/2014/07/tove-lo-fuse-favorite |title=Fuse Favorite: Watch Tove Lo on Fuse All Week |last1= |first1= |last2= |first2= |date= |website=[[Fuse (TV channel)|Fuse]] |archive-url=https://web.archive.org/web/20150423082559/http://www.fuse.tv/videos/2014/07/tove-lo-fuse-favorite |archive-date=23 April 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref><ref>{{cite web |url=http://amusicblogyea.com/2014/04/28/gimme-your-answers-an-interview-w-tove-lo/ |title=Gimme Your Answers: An Interview w/ Tove Lo |last1= |first1= |last2= |first2= |date= |website=A Music Blog, Yea? |archive-url=https://web.archive.org/web/20150402140615/http://amusicblogyea.com/2014/04/28/gimme-your-answers-an-interview-w-tove-lo/ |archive-date=2 April 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref> On 11 December 2012, she wrote on her Facebook account that she didn't get to finish too much in New York and that she was working in the studio with The Struts in Sweden.<ref>{{cite web |url=https://www.facebook.com/tovelo/posts/563405720343011 |title=Tove Lo — Facebook |last1= |first1= |last2= |first2= |date=11 December 2012 |website=Facebook |archive-url=https://web.archive.org/web/20151101180858/https://www.facebook.com/tovelo/posts/563405720343011 |archive-date=1 November 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref> The singer tried to re-record the vocals, but she decided to keep the [[demo (music)|demo]] because "it was really coming from the heart".<ref name="pastemagazine" /> The Struts co-wrote, produced and [[programming (music)|programmed]] the track and played the [[key (instrument)|keys]]. Filip Runesson played the strings, while Lars Norgren [[Audio mixing (recorded music)|mixed]] the song and Björn Engelmann [[audio mastering|mastered]] it.<ref name="Notes">{{cite AV media notes |title=Queen of the Clouds |titlelink=Queen of the Clouds |others=Tove Lo |year=2014 |type=liner notes |publisher=[[Universal Music Group]] |id=B0021921-02 |location=United States}}</ref>

In an interview with ''Coup de Main Magazine'', she said that "[While writing "Habits", I was thinking about] my way of getting through a hard time in 'the best' possible way. It’s a big relief to just think 'fuck it all' for a while. We all have to be so perfect, and absolutely no one can live up to it".<ref>{{cite web |url=http://www.coupdemainmagazine.com/interviews/interview-musical-crush-tove-lo |title=Interview: Musical crush — Tove Lo |last1=Graves |first1=Shahlin |last2= |first2= |date= |website=''Coup de Main Magazine'' |archive-url=https://web.archive.org/web/20150705044129/http://www.coupdemainmagazine.com/interviews/interview-musical-crush-tove-lo |archive-date=5 July 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref>
On 13 March 2013, the singer released the song's artwork with the caption "Soon" on her Facebook account.<ref>{{cite web |url=https://www.facebook.com/tovelo/photos/a.621874567829459.1073741825.215644225119164/621874571162792/?type=1 |title=Tove Lo — Facebook |last1= |first1= |last2= |first2= |date=13 March 2013 |website=Facebook |archive-url=https://web.archive.org/web/20151101213632/https://www.facebook.com/tovelo/photos/a.621874567829459.1073741825.215644225119164/621874571162792/?type=1 |archive-date=1 November 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref> Two days later, she released the track, under the title of "Habits".<ref name="scandipop">{{cite web |url=http://www.scandipop.co.uk/tove-lo-habits/ |title=Tove Lo: 'Habits' |last1= |first1= |last2= |first2= |date=15 March 2013 |website=Scandipop |archive-url=https://web.archive.org/web/20150927163532/http://www.scandipop.co.uk/tove-lo-habits/ |archive-date=27 September 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref><ref name="soundcloudrelease"></ref> It was her second independently-released single,<ref name="scandipop" /><ref name="sxsw" /> after "Love Ballad".<ref name="pslpremiere">{{cite web |url=http://blogg.svt.se/psl/2013/03/15/premiar-tove-lo-habits/ |title=Premiär: Tove Lo — "Habits" |last1= |first1= |last2= |first2= |date=15 March 2013 |website=[[Sveriges Television|PSL]] |archive-url=https://web.archive.org/web/20150923085819/http://blogg.svt.se/psl/2013/03/15/premiar-tove-lo-habits/ |archive-date=23 September 2015 |publisher= |language=Swedish |access-date=1 November 2015 |quote=}}</ref><ref name="nuwavepony">{{cite web |url=http://nuwavepony.com/2013/03/25/new-music-tove-lo-habits/ |title=New music: Tove Lo — "Habits" |last1= |first1= |last2= |first2= |date=15 March 2013 |website=Nu Wave Pony |archive-url=https://web.archive.org/web/20150119021036/http://nuwavepony.com/2013/03/25/new-music-tove-lo-habits/ |archive-date=19 January 2015 |publisher= |access-date=1 November 2015 |quote=}}</ref> The song drew the attention of music blogs, wich gained Lo online following.<ref>{{cite web |url=http://www.thelineofbestfit.com/new-music/introducing/tove-lo-125627 |title=Introducing: Tove Lo |last1=Davidson-Vidavski |first1=Doron |last2= |first2= |date=21 May 2013 |website=The Line of Best Fit |publisher= |archive-url=https://web.archive.org/web/20150119084242/http://www.thelineofbestfit.com/new-music/introducing/tove-lo-125627 |archive-date=19 January 2015 |access-date=1 November 2015 |quote=}}</ref><ref name="pigeonsandplanes">{{cite web |url=http://pigeonsandplanes.com/2013/03/video-tove-lo-habits/ |title=Video: Tove Lo — "Habits" |last1= |first1= |last2= |first2= |date= |website=Pigeons and Planes |publisher= |access-date=2 November 2015 |quote=}}</ref><ref name="sosogay">{{cite web |url=http://sosogay.co.uk/2013/track-review-tove-lo-habits/ |title=Track Review: Tove Lo – Habits |last1=White |first1=Greg |last2= |first2= |date=5 April 2013 |website=So So Gay |publisher= |access-date=2 November 2015 |quote=}}</ref><ref>{{cite web |url=http://poponandon.com/discover-tove-lo-habits/ |title=Discover: Tove Lo — Habits |last1= |first1= |last2= |first2= |date=1 April 2013 |website=Pop On and On |archive-url=https://web.archive.org/web/20150402121828/http://poponandon.com/discover-tove-lo-habits/ |archive-date=2 April 2015 |publisher= |access-date=2 November 2015 |quote=}}</ref><ref>{{cite web |url=http://www.buzzfeed.com/poplabyrinth/10-up-and-coming-scandinavian-female-pop-artists-t-dw4q#.mdARbAlGj |title=10 Up-And-Coming Scandinavian Female Pop Artists To Watch |last1= |first1= |last2= |first2= |date=11 September 2013 |website=[[BuzzFeed]] |archive-url=https://web.archive.org/web/20150816003143/http://www.buzzfeed.com/poplabyrinth/10-up-and-coming-scandinavian-female-pop-artists-t-dw4q#.mdARbAlGj |archive-date=16 August 2015 |publisher= |access-date=2 November 2015 |quote=}}</ref> [[Wales|Welsh]] singer [[Marina and the Diamonds]] called the song "fucking brilliant" through her Twitter account.<ref name="sosogay" /> On May 2013, American duo [[MS MR]] featured the track on their [[Soundcloud]] [[mixtape]] ''Track Addict Vol. III''.<ref>{{cite web |url=http://pigeonsandplanes.com/2013/05/mixtape-ms-mr-track-addict-vol-iii/ |title=Mixtape: MS MR — "Track Addict Vol. III" |last1=Gardner |first1=Constant |last2= |first2= |date=30 May 2013 |website=Pigeons and Planes |archive-url=https://web.archive.org/web/20150722120203/http://pigeonsandplanes.com/2013/05/mixtape-ms-mr-track-addict-vol-iii/ |archive-date=22 July 2015 |publisher= |access-date=2 November 2015 |quote=}}</ref> Lo re-released the song under the title of "Habits (Stay High)" on 6 December 2013, throughout Universal Music,<ref name="rerelease" /> as the second single from Lo's debut [[extended play]] ''Truth Serum'' as well as the [[lead single]] from her debut [[studio album]] ''[[Queen of the Clouds]]''.<ref>{{cite web |url=http://www.out.com/entertainment/music/2014/06/18/tove-lo-world-most-honest-pop-star |title=Tove Lo Is the World’s Most Brutally Honest Pop Star |last1=Panisch |first1=Alex |last2= |first2= |date=19 June 2014 |website= |publisher=''[[Out (magazine)|Out]]'' |archive-url=https://web.archive.org/web/20150723075722/http://www.out.com/entertainment/music/2014/06/18/tove-lo-world-most-honest-pop-star |archive-date=23 July 2015 |access-date=7 November 2015 |quote=}}</ref><ref>{{cite web |url=http://www.coupdemainmagazine.com/tidbits/tove-lo-habits-stay-high-live-conan |title=Tove Lo — 'Habits (Stay High)' Live on Conan |last1=Graves |first1=Shahlin |last2= |first2= |date=21 August 2014 |website= |publisher=''Coup de Main Magazine'' |access-date=7 November 2015 |quote=}}</ref> It was digitally released in the US on 14 January 2014.<ref name="usdigitalrelease">{{cite web |url=http://www.allmusic.com/album/release/habits-stay-high-mr0004068324 |title=Tove Lo — Habits (Stay High) |last1= |first1= |last2= |first2= |date= |archive-url=https://web.archive.org/web/20151221013414/http://www.allmusic.com/album/release/habits-stay-high-mr0004068324 |archive-date=21 December 2015 |website=Allmusic |publisher= |access-date=3 November 2015 |quote=}}</ref> On 17 June 2014, it was sent to US [[contemporary hit radio]].<ref name="chrrelease">{{cite web |url=http://www.fmqb.com/Article.asp?id=69239 |title=CHR |last1= |first1= |last2= |first2= |date= |website=[[FMQB]] |publisher= |access-date=3 November 2015 |quote=}}</ref>

== Inspiration ==
{{Quote box|width=30%|align=right|quote="I can't lie. What I'm singing about is my life. It's the truth. I've had moments where [drug-taking] has been a bigger part than it should be. It's hard to admit to, and I could filter it or find another metaphor for it - but it doesn't feel right to me".|source=—Tove Lo talking about the song's meaning for [[BBC News]].<ref name="bbcnews" />}}

According to the artist, the songs on the ''Truth Serum'' EP talk about her "most intense" failed relationship.<ref name="bbcnews">{{cite web |url=https://web.archive.org/web/20151021031603/http://www.bbc.com/news/entertainment-arts-26954021 |title=Tove Lo: A Swedish pop star in waiting |last1=Savage |first1=Mark |last2= |first2= |date=11 April 2014 |website=[[BBC News]] |publisher= |access-date=10 October 2015 |quote=}}</ref> She told that: "In its entirety, [''Truth Serum'' tells] a love story from beginning to end. The song 'Love Ballad' is about the moment you decide to give everything to another person, while 'Habits' shows what happens when everything is screwed up and you just want to freak out. '[[Out of Mind (Tove Lo song)|Out of Mind]]' deals with the stage after that, when your broken heart has mended, but the scars are still there".<ref>{{cite web |url=http://bylarm2014.sched.org/event/a0260b43ef95a6fa50f3c18f21e58136#.Vhk3SOx_Okq |title=Bylarm 2014 |last1= |first1= |last2= |first2= |date= |website=Sched.org |publisher= |access-date=10 October 2015 |quote=}}</ref> In an interview with Refinery29, she said that "'Habits' is the part where we're broken up and I'm trying to get on with my life — maybe in not the healthiest way".<ref>{{cite web |url=http://www.refinery29.com/2014/09/75098/tove-lo-queen-of-the-clouds-album |title=Tove Lo's Breaking Her Habits |last1=Kaplan |first1=Ilana |last2= |first2= |date=26 September 2014 |website=Refinery29 |archive-url=https://web.archive.org/web/20150820134728/http://www.refinery29.com/2014/09/75098/tove-lo-queen-of-the-clouds-album |archive-date=20 August 2015 |publisher= |access-date=7 November 2015 |quote=}}</ref> Lo's debut [[studio album]], ''[[Queen of the Clouds]]'', is divided into three sections that represent the pattern of the singer's relationships: "The Sex", "The Love" and "The Pain",<ref>{{cite web |url=http://www.at40.com/news-article/tove-lo-explains-3-segments-of-queen-of-the-clouds-album/33052 |title=Tove Lo Explains 3 Segments of ‘Queen of the Clouds’ Album |last1=Inocencio |first1=Marc |last2= |first2= |date=24 September 2014 |website=[[American Top 40]] |publisher= |access-date=7 November 2015 |quote=}}</ref> where "Habits (Stay High)" is included in the latter.<ref name="usatoday" /> In an interview with ''[[The Huffington Post]]'', the singer confessed that she got over the break up after she wrote the song.<ref>{{cite web |url=http://www.huffingtonpost.com/pollo-del-mar/queen-of-the-clouds-tove-_b_6023440.html |title='Queen of the Clouds' Tove Lo: "I Sing Things I Wouldn't Say" |author=[[Pollo Del Mar]] |last1= |first1= |last2= |first2= |date=22 October 2014 |website= |publisher=''[[The Huffington Post]]'' |access-date=8 November 2015 |quote=}}</ref> In another, she explained the inspiration of the song and expressed her opinion about the people's perception of the track: {{quote|I was heartbroken. I was trying to get over someone, trying various ways to numb the pain and it's pretty much a very narrative description of that time, really. So it is, you have all the like, people listen to it in different ways I guess, some people only hear the kind of party side of the song, the fun, quirky stuff, but there's definitely the undertone of the painful thing that I'm actually going through in it. So it came from that - just trying to numb the pain, but the pain's obviously still there.<ref>{{cite web |url=http://www.aparchive.com/metadata/Entertainment-UK-Tove-Lo/13c8fe638d9690058a49ad94f0c166da |title=Entertainment UK — Tove Lo |last1= |first1= |last2= |first2= |date= |website=AP Archive |publisher= |archive-url=https://web.archive.org/web/20151109043934/http://www.aparchive.com/metadata/Entertainment-UK-Tove-Lo/13c8fe638d9690058a49ad94f0c166da |archive-date=8 November 2015 |access-date=8 November 2015 |quote=}}</ref>}}

== Composition ==
{{listen
| filename =Tove Lo Habits (Stay High).ogg
| title ="Habits (Stay High)"
| description = 20-seconds sample of "Habits (Stay High)", containing part of the chorus of the song.
| pos =left
}}
"Habits (Stay High)" is a [[pop music|pop]] and [[electropop]] song.<ref name="plugged" /><ref name="telegraph">{{cite web |url=http://www.telegraph.co.uk/culture/music/cdreviews/11573579/Tove-Lo-Queen-of-the-Clouds-review-glossy-modern-pop.html |title=Tove Lo, Queen of the Clouds, review: 'glossy modern pop' |last1=McCormick |first1=Neil |last2= |first2= |date=2 May 2015 |website= |publisher=''[[The Daily Telegraph]]'' |archive-url=https://web.archive.org/web/20151007104040/http://www.telegraph.co.uk/culture/music/cdreviews/11573579/Tove-Lo-Queen-of-the-Clouds-review-glossy-modern-pop.html |archive-date=7 October 2015 |access-date=6 November 2015 |quote=}}</ref> According to sheet music published at Musicnotes.com by Alfred Publishing, it is composed in the key of [[B-flat major|B{{music|flat}} major]] and set in [[time signature|common time]] signature, and has a dance pop tempo of 110 [[tempo|beats per minute]]. Lo's vocals span from the low note of [[B-flat (musical note)|B{{Flat}}3]] to the high note of [[C (musical note)|C5]].<ref>{{cite web |url=http://www.musicnotes.com/sheetmusic/mtd.asp?ppn=MN0135689&ref=google |title=Habits (Stay High) By Tove Lo - Digital Sheet Music |last1= |first1= |last2= |first2= |date= |website=Musicnotes.com |publisher=Alfred Publishing Co., Inc. |access-date=7 November 2015 |quote=}}</ref> The song has a [[minimal music|minimal]] and upbeat electronic instrumentation wich consists of [[drum]]s, [[bass guitar|bass]], backup vocals and Lo’s voice.<ref name="fdrmx">{{cite web |url=http://fdrmx.com/tove-lo-habits-single-review/ |title=Tove Lo: ‘Habits’ Single Review |last1=Arndt |first1=Ewald |last2= |first2= |date= |website=[[FDRMX]] |publisher= |archive-url=https://web.archive.org/web/20150428214740/http://fdrmx.com/tove-lo-habits-single-review/ |archive-date=28 April 2015 |access-date=7 November 2015 |quote=}}</ref> The song starts with the words "oh oh", wich repeat after every sentence of the verses.<ref name="fdrmx" /> Some critics noted a contrast between the track's lyrics and production. Carrie Battan of [[Pitchfork]] stated that the song "contrasts a giant hook and chorus with snappy verses filled with quietly distinct, often strange imagery: of Nilsson eating her dinner in the bathtub, getting drunken munchies, seducing dads on playgrounds".<ref name ="pitchforkalbumreview">{{cite web |url=http://pitchfork.com/reviews/albums/19781-to-love-queen-of-the-clouds/ |title=Tove Lo — Queen of the Clouds |last1=Battan |first1=Carrie |last2= |first2= |date=30 September 2014 |website=Pitchfork |publisher= |access-date=7 November 2015 |quote=}}</ref> Chris Jordan of ''[[Asbury Park Press]]'' wrote that "Habits (Stay High)" is a "synth-based pop song with a sweeping chorus" but noted that the lyrical content of the track was similar to that of [[Rock 'n' Roll music|rock 'n' roll music]].<ref name="asburyparkpress" /> Jia of All Things Go website said that the song's verses "unravel debauched lyrics under a candy-sweet melody and a resolute beat".<ref name="allthingsgomusic">{{cite web |url=http://www.allthingsgomusic.com/tove-lo-habits/#/tove-lo-habits/ |title=Tove Lo — Habits |last1= |first1= |last2= |first2= |date=3 April 2013 |website=All Things Go |archive-url=https://web.archive.org/web/20140315214131/http://allthingsgomusic.com/tove-lo-habits#/tove-lo-habits/ |archive-date=15 March 2014 |publisher= |access-date=13 November 2015 |quote=}}</ref>

Lirically, the song talks about Lo's [[hedonism|hedonistic]] attempts to forget her former boyfriend,<ref name="telegraph" /><ref name="bbcnews" /> including [[Substance abuse|drug abuse]],<ref name="usatoday">{{cite web |url=http://www.usatoday.com/story/life/music/2014/09/28/on-the-verge-tove-lo-habits-stay-high/15461651/ |title=On the Verge: Tove Lo hits new 'High' with 'Habits' |last1=Ryan |first1=Patrick |last2= |first2= |date=28 September 2014 |website= |publisher=''[[USA Today]]'' |access-date=7 November 2015 |quote=}}</ref> [[alcoholism]],<ref>{{cite web |url=http://pro.wjbq-fm.tritonflex.com/common/more.php?m=58&ts=1412031558&article=16BE12CA482D11E4B51EFEFDADE6840A&mode=2 |title=Tove Lo Reveals Her Own Bad "Habits" |last1= |first1= |last2= |first2= |date=2 October 2014 |website=Q97.9 |publisher= |archive-url=http://web.archive.org/web/20141103183557/http://pro.wjbq-fm.tritonflex.com/common/more.php?m=58&ts=1412031558&article=16BE12CA482D11E4B51EFEFDADE6840A&mode=2 |archive-date=3 November 2014 |access-date=7 November 2015 |quote=}}</ref> poor eating habits,<ref name="relationshipcenter">{{cite web |url=http://www.relationshipcentersv.com/blog/2015/2/6/heart-break-for-the-self-respecting-woman |title=Heart Break For The Self-Respecting Woman |last1=Pathak |first1=Shirani M. |last2= |first2= |date=6 October 2014 |website=Relationship Center of Silicon Valley |archive-url=https://web.archive.org/web/20150402090742/http://www.relationshipcentersv.com/blog/2015/2/6/heart-break-for-the-self-respecting-woman |archive-date=2 April 2015 |publisher= |access-date=7 November 2015 |quote=}}</ref> [[casual sex|sex]] and [[self-medication]].<ref name="plugged">{{cite web |url=http://www.pluggedin.com/music-reviews/tracks/tove-lo-habits-stay-high |title=Tove Lo — "Habits (Stay High)" |last1=Holz |first1=Adam R. |last2= |first2= |date= |website= |publisher=[[Plugged In]] |access-date=7 November 2015 |quote=}}</ref><ref name="relationshipcenter" /><ref>{{cite web |url=http://www.fortitudemagazine.co.uk/music/pop/album-review-tove-lo-queen-clouds/21830/ |title=Album Review: Tove Lo – Queen Of The Clouds |last1=Molotov-Smith |first1=Maxie |last2= |first2= |date= |website= |publisher=''Fortitude Magazine'' |access-date=7 November 2015 |quote=}}</ref> In the song's first verse, the singer emphasizes on her problems with sex, ("I eat my dinner in the bathtub / Then I go to sex clubs / Watching freaky people gettin' it on"), food ("I get home, I got the munchies / Binge on all my Twinkies / Throw up in the tub / Then I go to sleep") and alcohol ("And I drank up all my money / Dazed and kinda lonely").<ref name="plugged" /><ref name="relationshipcenter" /> In the [[Chorus effect|chorus]], she sings about drugs abuse: "You’re gone and I gotta stay High / All the time, to keep you off my mind".<ref name="plugged" /><ref name="relationshipcenter" /> In the second verse, according to ''Plugged In'''s Adam R. Holz, Lo is "in a role of a dangerously desperate sexual predator" while she sings "Pick up daddies at the playground / How I spend my day time / Loosen up the frown / Make them feel alive".<ref name="plugged" /> According to Holz, in the [[Bridge (music)|bridge]], Lo talks about "knowing —at some level— just how empty and self-obliterating her choices really are": "Staying in my play pretend / Where the fun ain't got no end / Can't go home alone again / Need someone to numb the pain".<ref name="plugged" /> The singer confessed to [[iHeart Radio]] that the song's bridge is her favorite part of the track because "that just says everything [the] song is about for me".<ref>{{cite web |url=http://news.iheart.com/articles/five-questions-with-486069/interview-tove-los-talking-body-in-13475946/ |title=Interview: Tove Lo's Talking Body In 5 Real Life Situations |last1=Mastrogiannis |first1=Nicole |last2= |first2= |date=8 April 2015 |website=[[iHeart Radio]] |publisher= |archive-url=https://web.archive.org/web/20151003065016/http://news.iheart.com/articles/five-questions-with-486069/interview-tove-los-talking-body-in-13475946/ |archive-date=3 October 2015 |access-date=8 November 2015 |quote=}}</ref>

==Critical reception==
"Habits (Stay High)" was well received by most critics. Harley Brown of ''[[Billboard (magazine)|Billboard]]'' wrote that the track is "one of the most easily identifiable pop songs I've heard in recent memory: everyone's gotten high, maybe eaten too many Twinkies, and regretted life decisions, but not everyone makes a really superb song about it".<ref name="billboardbracket">{{cite web |url=http://www.billboard.com/articles/best-song-bracket-2014/6406163/bsbb-round-1-one-direction-steal-my-girl-vs-tove-lo-habits |title=BSBB Round 1: One Direction, "Steal My Girl" vs. Tove Lo, "Habits (Stay High)" |last1= |first1= |last2= |first2= |date=14 December 2014 |website= |publisher=''Billboard'' |access-date=11 November 2015 |quote=}}</ref> [[Pitchfork]]'s Carrie Battam wrote that the track's "pop beat and a huge hook" make the lyrics "sound gracefully sad instead of tragic".<ref>{{cite web |url=http://pitchfork.com/reviews/tracks/15242-to-love-habits/ |title=Tove Lo: "Habits" |last1=Battam |first1=Carrie |last2= |first2= |date=5 April 2013 |website=[[Pitchfork]] |archive-url=https://web.archive.org/web/20130407162317/http://pitchfork.com/reviews/tracks/15242-to-love-habits/ |archive-date=7 April 2013 |publisher= |access-date=11 November 2015 |quote=}}</ref> On her review of ''Queen of the Clouds'', Battam called it "a big, sticky song, but not so big that it stuns your senses or numbs you into enjoyment".<ref name ="pitchforkalbumreview" /> Nu Wave Pony deemed it as "stellar" and "incredible",<ref name="nuwavepony" /> while Jennsdrunk of Pigeons and Planes wrote that "the beat pulses, [Lo's] voice is solid, and the lyrics are definitely going to get stuck in your head, whether you want them to or not".<ref name="pigeonsandplanes" /> Ewald Arndt of [[FDRMX]] said that, perhaps it was a "sad" and "depressing" song, it was "so fun to listen to".<ref name="fdrmx" /> [[Allmusic]]'s Heather Phares called it "the ''Queen of the Clouds'''s standout track,<ref>{{cite web |url=http://www.allmusic.com/album/queen-of-the-clouds-mw0002734439 |title=Tove Lo — Queen of the Clouds |last1=Phares |first1=Heather |last2= |first2= |date= |website=[[Allmusic]] |publisher= |access-date=12 November 2015 |quote=}}</ref> while Evan Ross of And Pop wrote that "it does a good job of describing that period of time between sadness and acceptance that comes with a breakup".<ref>{{cite web |url=http://www.andpop.com/2014/09/30/track-by-track-review-queen-of-the-clouds-by-tove-lo/ |title=Track by Track Review: Queen of the Clouds by Tove Lo |last1=Ross |first1=Evan |last2= |first2= |date=30 September 2014 |website=And Pop |publisher= |access-date=13 November 2014 |quote=}}</ref> Sam Lansky of [[Idolator (website)|Idolator]] stated that it "has a little of the texture of Kesha's no-fucks-given party-girl pop but with the languorous sadness of [[Robyn]]" and "it’ll get stuck in your head, which is right where it deserves to be".<ref>{{cite web |url=http://www.idolator.com/7455428/pop-goes-the-world-meet-little-nikki-tove-lo-suvi-laurel-lorde/3 |title=Pop Goes The World: Meet Little Nikki, Tove Lo, Suvi, Laurel & Lorde |last1=Lansky |first1=Sam |last2= |first2= |date=29 April 2013 |website=[[Idolator (website)|Idolator]] |publisher= |access-date=12 November 2015 |quote=}}</ref> Bradley Stern of [[MuuMuse]] called it "the younger, more Swedish-sounding sister" to [[Sia Furler|Sia]]'s "[[Chandelier (Sia song)|Chandelier]]".<ref>{{cite web |url=http://www.muumuse.com/2014/09/queen-of-the-clouds-tove-lo-album-review.html/ |title=‘Queen Of The Clouds': Tove Lo Takes Pop To New Heights (Album Review) |last1=Stern |first1=Bradley |last2= |first2= |date=16 September 2014 |website=[[MuuMuse]] |publisher= |access-date=13 November 2015 |quote=}}</ref>

However, not all the critics were positive towards the song. Jason Lipshutz of ''Billboard'' said that it was one of the "weaker songs" of ''Queen of the Clouds'', while Jillian Mapes of the same magazine stated that it felt "a little too same-y amidst artists like Lorde and [[Banks (singer)|Banks]]".<ref name="billboardbracket" /> Shirani M. Pathak, head of the Relationship Center of Silicon Valley, criticized the song's message, saying it wasn't positive and that "break ups can be difficult, but there are less destructive ways to get through them". She also expressed that: "The part that bothers me most about this song is that it is [...] about a woman with very low [[self-esteem]] who has made her fame off of her poor self-esteem and has for weeks been in ''Billboard'' 's [[List of Billboard Hot 100 top 10 singles in 2014|top 10]]".<ref name="relationshipcenter" /> ''Billboard'' 's Jeremy D. Larson also criticized the message of the song, calling it "false" because "staying high does not keep anyone off your mind".<ref name="billboardbracket" />

== Recognition and accolades ==
The reviewers of ''[[Rolling Stone (magazine)|Rolling Stone]]'' ranked "Habits (Stay High)" at number twenty-three of their list of the 50 Best songs of 2014 and compared the song's production to that of [[Lorde]]'s music and the lyrics to those of [[Kesha]]'s songs.<ref>{{cite web |url=http://www.rollingstone.com/music/lists/50-best-songs-of-2014-20141203/tove-lo-habits-stay-high-20141202 |title=50 Best Songs of 2014 |last1= |first1= |last2= |first2= |date= |website= |publisher=''[[Rolling Stone (magazine)|Rolling Stone]]'' |archive-url=https://web.archive.org/music/lists/50-best-songs-of-2014-20141203/tove-lo-habits-stay-high-20141202 |archive-date=30 June 2015 |access-date=13 November 2015 |quote=}}</ref> Chris Jordan of ''Asbury Park Press'' deemed it as one of the best singles of that year and stated that "it was refreshing to hear the debauchery depicted" in the song.<ref name="asburyparkpress">{{cite web |url=http://www.app.com/story/entertainment/music/2014/12/26/tove-lo-gets-high-list-best-singles/20906641/ |title=Tove Lo gets 'High' on our list of best 2014 singles |last1=Jordan |first1=Chris |last2= |first2= |date=26 December 2014 |website=[[Asbury Park Press]] |publisher= |access-date=11 November 2015 |quote=}}</ref> ''[[Entertainment Weekly]]'' 's Miles Raymer listed the line "I eat my dinner in my bathtub / Then I go to sex clubs / Watching freaky people gettin' it on" on his list of the Best lyrics of 2014 and wrote that it was "one of the most interesting images to come out of a pop singer’s mouth this year".<ref>{{cite web |url=http://www.ew.com/article/2014/12/18/2014-best-and-worst-lyrics |title=Best of 2014: The best and worst lyrics of the year |last1= |first1= |last2= |first2= |date=18 December 2014 |website= |publisher=''[[Entertainment Weekly]]'' |access-date=15 December 2015 |quote=}}</ref> Conversely, Candace300 of [[BuzzFeed]] ranked the song at number eight on her Top Ten Annoying Songs of 2014 and wrote that: "So I guess drugs are okay now right? Just to forget about some boy/girl? Logic".<ref>{{cite web |url=http://www.buzzfeed.com/candace300/top-ten-annoying-songs-of-2014-13gjr |title=Top Ten Annoying Songs Of 2014 |last1= |first1= |last2= |first2= |date=4 November 2014 |website=[[BuzzFeed]] |publisher= |access-date=15 December 2015 |quote=}}</ref>

"Habits (Stay High)" received the accolade for Song of the Year at the [[Grammis|Grammis Awards]] of 2015.<ref>{{cite web |url=http://www.demotix.com/news/6987069/tove-lo-wins-artist-year-swedish-grammisgala#media-6986896 |title=Tove Lo wins Artist of the Year at Swedish Grammisgala |last1=Andersson |first1=Carl-Mickael |last2= |first2= |date=25 February 2015 |website=[[Demotix]] |publisher= |access-date=16 December 2015 |quote=}}</ref> At the ASCAP Pop Music Awards, the [[American Society of Composers, Authors and Publishers]] (ASCAP) recognized it as one of the most performed songs of 2014.<ref>{{cite web |url=http://www.ascap.com/eventsawards/awards/popawards/2015/most-peformed-songs.aspx |title=Most Performed Songs |last1= |first1= |last2= |first2= |date= |website= |publisher=[[American Society of Composers, Authors and Publishers]] |access-date=16 December 2015 |quote=}}</ref> It was also one of the songs condecorated with a Pop Award at the 2015 [[Broadcast Music, Inc.|BMI London Awards]].<ref>{{cite web |url=http://www.bmi.com/news/entry/graham_gouldman_and_top_songwriters_honored_at_2015_bmi_london_awards |title=Graham Gouldman and Top Songwriters Honored at 2015 BMI London Awards |last1= |first1= |last2= |first2= |date=19 October 2015 |website= |publisher=[[Broadcast Music, Inc.]] |access-date=16 December 2015 |quote=}}</ref> At the [[iHeartRadio Music Awards|2015 iHeartRadio Music Awards]], the song received a nomination for the Best Lyrics award, but it lost to "[[Blank Space]]" by [[Taylor Swift]].<ref>{{cite web |url=http://tasteofcountry.com/taylor-swift-best-lyrics-2015-iheart-radio-music-awards/ |title=Taylor Swift Wins Best Lyrics at 2015 iHeartRadio Music Awards |last1=Whitaker |first1=Sterling |last2= |first2= |date=29 March 2015 |website=Taste of Country |publisher= |access-date=16 December 2015 |quote=}}</ref> It was also nominated for Top Streaming Song (Audio) at the [[2015 Billboard Music Awards|2015 ''Billboard'' Music Awards]].<ref>{{cite web |url=http://www.billboard.com/articles/news/bbma/6568580/billboard-music-awards-2015-winners-list |title=Billboard Music Awards 2015: See the Full Winners List |last1= |first1= |last2= |first2= |date=17 May 2015 |website= |publisher=''Billboard'' |access-date=16 December 2015 |quote=}}</ref>

==Chart performance==
The song peaked at number three on the ''Billboard'' Hot 100. It was kept from number one by [[Meghan Trainor]]'s "[[All About That Bass]]" and [[Taylor Swift]]'s "[[Shake It Off (Taylor Swift song)|Shake It Off]]", which locked up the top two spots on the Hot 100 as "Habits" reached number three. The song stayed in the top ten for ten weeks. As of February 2015, the song has sold 3 million copies in the United States.<ref name=us_sales>{{cite web |url=http://www.hitsdailydouble.com/news/newsPage.cgi?news10228m01 |title=The Big 9 in 2014: Republic |work=HITS Daily Double |publisher=HITS Digital Ventures |date=12 December 2014 |accessdate=12 December 2014}}</ref>
It also peaked at number three on the Canadian Hot 100 chart and has sold 160.000 copies in the country.
The single peaked at number three on the Australian charts and has sold 140.000 copies in the country.
It also peaked at number six on the UK charts and has sold 400.00 in the country.
The song peaked in the top 10 of more countries like Hungary, Austria, Slovakia, Switzerland, Belgium, Scotland, Norway, France, New Zealand, Denmark, Czech Republic and hit the top spot in Netherlands, Poland and Latvia.

==Music videos==

=== First version ===
[[File:Tove Lo Habits video first version.png|thumb|300px|Tove Lo in a tea party in the first music video for "Habits (Stay High)".]]
On 1 February 2013, Motellet Film announced on their Twitter account that they were shooting a music video for Tove Lo.<ref>{{cite web |url=https://twitter.com/Motellet/status/297394211035152384/photo/1 |title=Motellet — Twitter |last1= |first1= |last2= |first2= |date=1 February 2013 |website=Twitter |publisher= |archive-url=https://web.archive.org/web/20151114021518/https:/twitter.com/Motellet/status/297394211035152384/photo/1 |archive-date=14 November 2015 |access-date=13 November 2015 |quote=}}</ref> On 27 February, they announced that they had finished it and posted a photo of Lo on the set.<ref>{{cite web |url=https://twitter.com/Motellet/status/306839931731468288 |title=Motellet — Twitter |last1= |first1= |last2= |first2= |date=27 February 2013 |website=Twitter |publisher= |archive-url=https://web.archive.org/web/20151114022107/https:/twitter.com/Motellet/status/306839931731468288 |archive-date=13 November 2015 |access-date=13 November 2015 |quote=}}</ref> The duo directed the video, while the singer co-directed it and wrote the script.<ref>{{cite web |url=http://klapmag.com/2013/04/27/tove-lo-the-artist-to-love-interview/ |title=Tove Lo: singer to love — Interview |last1= |first1= |last2= |first2= |date=27 April 2013 |website=Klap Magazine |archive-url=https://web.archive.org/web/20150214023108/http://klapmag.com/2013/04/27/tove-lo-the-artist-to-love-interview/ |archive-date=14 February 2015 |publisher= |access-date=13 November 2015 |quote=}}</ref> Swedish website [[Sveriges Television|PSL]] premiered it on 15 March 2013,<ref name="scandipop" /><ref name="pslpremiere" /> while the singer posted it on her YouTube channel two days later.<ref>{{cite web |url=https://www.facebook.com/tovelo/posts/551168988247217 |title=Tove Lo — Facebook |last1= |first1= |last2= |first2= |date=17 March 2013 |website=Facebook |archive-url=https://web.archive.org/web/20151114023956/https://www.facebook.com/tovelo/posts/551168988247217 |archive-date=13 November 2015 |publisher= |access-date=13 November 2015 |quote=}}</ref>

The video begins with the singer's memories from a hangover, as images of [[whiskey]], a shoe in a chandelier, and her making out with a man flash on the screen. She walks into a bar to get a bottle of whiskey, and drinks with a man. In the following scene, she is seen in a [[tea party]] with four other women and the waitresses, where they drink champagne amongst an array of cakes and cupcakes. As the video flashes white, it is shown a glimpse of the other women's fantasies. Then, Lo becomes drunk, takes her shirt off, smears cake on her face, pours champagne on herself and starts to dance with her guests and the waitresses. In the following scene, she makes out with the man she was drinking with. At the end of the video, she is at home, vomiting into a sink. Throughout the video are interspersed scenes of Lo in a dark room, with mascara dripping from her eyes while doing activities such as blowing bubble gum, eating melting ice cream, and smoking a cigarette. Greg White of So So Gay said that the video is "a genuine visual representation of the pain and behaviour behind the song",<ref name="sosogay" /> while Jenssdrunk of Pigeons and Planes called it "a beautiful mess".<ref name="pigeonsandplanes" /> As of 14 March 2014, it received 529,932 views on YouTube.<ref>{{cite web |url=http://www.youtube.com/watch?v=fG-EIvEiSHs |title=Tove Lo - Habits |last1= |first1= |last2= |first2= |date= |website=YouTube |publisher= |archive-url=http://web.archive.org/web/20140314183826/http://www.youtube.com/watch?v=fG-EIvEiSHs |archive-date=14 March 2014 |access-date=14 November 2015 |quote=}}</ref> However, it was made private that same month,<ref>{{cite web |url=http://www.youtube.com/watch?v=fG-EIvEiSHs |title=Tove Lo - Habits |last1= |first1= |last2= |first2= |date= |website=YouTube |publisher= |archive-url=http://web.archive.org/web/20140321221237/http://www.youtube.com/watch?v=fG-EIvEiSHs |archive-date=21 March 2014 |access-date=14 November 2015 |quote=}}</ref> making it unavailable to view.<ref>{{cite web |url=https://www.youtube.com/watch?v=fG-EIvEiSHs |title=Tove Lo - Habits |last1= |first1= |last2= |first2= |date= |website=YouTube |publisher= |access-date=14 November 2015 |quote=}}</ref>

=== Second version ===
[[File:Tove Lo Habits video second version.png|left|thumb|300px|Tove Lo partying with her friends in the second music video for "Habits (Stay High)".]]
The second music video for "Habits (Stay High)" was directed by Motellet Film. It was filmed at a Swedish [[Bar (establishment)|club]] for three days,<ref name="coupdemainmagazinevideo">{{cite web |url=http://www.coupdemainmagazine.com/tidbits/watch-tove-los-new-habits-music-video |title=Watch Tove Lo's new 'Habits' music video |last1=Graves |first1=Shahlin |last2= |first2= |date=18 March 2014 |website= |publisher=''Coup de Main Magazine'' |access-date=23 November 2015 |quote=}}</ref> where the singer spent time with three friends who were asked to "have a few drinks and make out" with her.<ref name="radiocom" /> The directors filmed several footage because there was not a specific "direction".<ref name="entertainmentweekly">{{cite web |url=http://www.ew.com/article/2014/09/02/swedish-singer-songwriter-tove-lo-is-an-emotional-rollercoaster |title=Swedish singer-songwriter Tove Lo is an emotional rollercoaster |last1=Raymer |first1=Miles |last2= |first2= |date=2 September 2014 |website= |publisher=Entertainment Weekly |access-date=15 November 2015 |quote=}}</ref> Lo found it difficult to shot the video;<ref>{{cite web |url=http://923amp.cbslocal.com/2014/07/11/tove-lo-discusses-the-inspiration-behind-habits-stay-high/ |title=Tove Lo Discusses the Inspiration Behind "Habits (Stay High)" |last1= |first1= |last2= |first2= |date=11 July 2014 |website= |publisher=[[CBS Radio]] |access-date=23 November 2015 |quote=}}</ref> she had to walk around with a 22 pound camera strapped around her waist for the three days of the recording. She also stated that it was "draining" to represent the pain she felt when she wrote the track.<ref name="radiocom">{{cite web |url=http://radio.com/2014/06/27/new-music-to-know-tove-lo-finds-inspiration-in-heartbreak-twinkies/ |title=New Music To Know: Tove Lo Finds Inspiration in Heartbreak & Twinkies |last1=Carlin |first1=Shannon |last2= |first2= |date= |website= |publisher=[[Radio.com]] |access-date=23 November 2015 |quote=}}</ref> At one point during the recording, she was drunk and tired, so she decided to go into the bathroom stall. She explained: "I was wasted and tired and it was a tough recording and I really just went into the bathroom and sat there by myself. There weren’t any people around then and I was just really alone in that stall. I just sat there and thought of anything that was happening during that time. The tears just came".<ref name="radiocom" /> She also confessed that she barely remembers half of the recording.<ref name="coupdemainmagazinevideo" /> On 19 February 2014, she posted a teaser of the video on her Facebook account.<ref>{{cite web |url=https://www.facebook.com/tovelo/videos/817748698242044/ |title=Tove Lo — Facebook |last1= |first1= |last2= |first2= |date= |website=Facebook |publisher= |access-date=12 December 2015 |quote=}}</ref> On 17 March 2014, the music video was released on Lo's [[VEVO]] channel on YouTube,<ref name="youtubesecondvideo">{{cite web |url=https://www.youtube.com/watch?v=oh2LWWORoiM |title=Tove Lo - Habits (Stay High) |last1= |first1= |last2= |first2= |date= |website=YouTube |publisher= |access-date=14 December 2015 |quote=}}</ref> and the next day, it was released on the iTunes Store.<ref>{{cite web |url=https://web.archive.org/web/20151216031139/https://itunes.apple.com/us/music-video/habits-stay-high/id854117460 |title=Habits (Stay High) |last1= |first1= |last2= |first2= |date= |website=iTunes Store |publisher= |access-date=15 November 2015 |quote=}}</ref>

The video begins with Lo waking up at a friend's house after a night of partying. Then, she returns home, where she recovers from her hangover and prepares for another night of partying while trying on numerous outfits. She meets with her friends and goes to a club, where she gets drunk and starts to make out with them. Then, she goes to the bathroom stall alone and starts to cry. After that, she returns home and collapses into her bed. Throughout the video, there are interspersed scenes of Lo staring into the camera, where she [[lip sync]]s the lyrics of the song.<ref name="youtubesecondvideo" /> Miles Raymer of ''Entertainment Weekly'' called it a "clever" video that "showcases Lo’s artfully complicated party-girl image as she recreates some of the debauchery in her lyrics, as well as some of its after-effects".<ref name="entertainmentweekly" /> Samantha Lizzio ranked it at number five on her list of the "20 Biggest Videos of 2014" on [[VH1]].<ref>{{cite web |url=http://www.vh1.com/music/tuner/2014-12-20/top-20-countdown-best-videos-of-2014/6/ |title='Top 20 Countdown' Presents The 20 Biggest Videos Of 2014 |last1=Lizzio |first1=Samantha |last2= |first2= |date= |website= |archive-url=https://web.archive.org/web/20141226131809/http://www.vh1.com/music/tuner/2014-12-20/top-20-countdown-best-videos-of-2014/6/ |archive-date=26 December 2014 |publisher=[[VH1]] |access-date=14 December 2015 |quote=}}</ref> It won the accolade for Best Alternative/Rock video at the [[Vevo|2014 VEVO Hot This Year Awards]].<ref>{{cite web |url=http://www.spotlightcountry.com/vevo-announces-hot-this-year-list/ |title=Vevo Announces "Hot This Year" List |last1=Wilderman |first1=Jill |last2= |first2= |date=8 December 2014 |website=Spotlight Country |publisher= |access-date=16 December 2015 |quote=}}</ref>

==Charts==
{{col-begin}}
{{col-2}}

===Weekly charts===
{| class="wikitable sortable plainrowheaders" style="text-align:center;"
! Chart (2014–15)
! Peak position
|-
{{singlechart|Austria|3|artist=Tove Lo|song=Habits|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|Billboardcanadianhot100|3|artist=Tove Lo|artistid=5870483|rowheader=true}}
|-
{{singlechart|Billboardcanadaac|46|artist=Tove Lo|artistid=5870483|rowheader=true|accessdate=February 3, 2015}}
|-
{{singlechart|Billboardcanadachrtop40|1|artist=Tove Lo|artistid=5870483|rowheader=true|accessdate=February 3, 2015}}
|-
{{singlechart|Billboardcanadahotac|9|artist=Tove Lo|artistid=5870483|rowheader=true|accessdate=February 3, 2015}}
|-
{{singlechart|Billboardcanadarock|42|artist=Tove Lo|artistid=5870483|rowheader=true|accessdate=February 3, 2015}}
|-
{{singlechart|Czech Republic|12|year=2014|week=47|accessdate=November 2, 2014|rowheader=true}}
|-
{{singlechart|Czechdigital|3|year=2014|week=46|accessdate=November 2, 2014|rowheader=true}}
|-
{{singlechart|Denmark|10|artist=Tove Lo|song=Habits|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|France|2|artist=Tove Lo|song=Habits|rowheader=true|accessdate=June 2, 2014}}
|-
! scope="row"|France Streaming Songs ([[Syndicat National de l'Édition Phonographique|SNEP]])<ref>{{cite web|url=http://www.chartsinfrance.net/charts/1441/titres-streaming.php|publisher =''Charts in France''|accessdate=18 February 2014|title=Titres les plus écoutés en streaming en France du 6 au 12 octobre 2014}}</ref>
| style="text-align:center;"|1
|-
{{singlechart|Germany2|14|artist=Tove Lo|song=Habits|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|Hungarytop10|9|year=2014|week=50|artist=Tove Lo|song=Habits|rowheader=true|accessdate=December 18, 2014}}
|-
! scope="row"| Ireland ([[Irish Singles Chart|IRMA]])<ref>{{cite web |url=http://www.chart-track.co.uk/index.jsp?c=p%2Fmusicvideo%2Fmusic%2Farchive%2Findex_test.jsp&ct=240001&arch=t&lyr=2014&year=2014&week=46 |title=Top 100 Singles, Week Ending 13 November 2014 |last1= |first1= |last2= |first2= |date= |website= |publisher=[[Irish Singles Chart]] |access-date=16 December 2015 |quote=}}</ref>
| style="text-align:center;"|80
|-
{{singlechart|Poland|1|year=2014|chartid=1476|note=|accessdate=December 1, 2014|rowheader=true}}
|-
! scope="row"| Scotland ([[Official Charts Company]])<ref>{{cite web |url=http://www.officialcharts.com/charts/scottish-singles-chart/20150322/41 |title=Official Scottish Singles Chart Top 100 22 March 2015 - 28 March 2015 |last1= |first1= |last2= |first2= |date= |website= |publisher=[[Official Charts Company]] |access-date=16 December 2015 |quote=}}</ref>
| style="text-align:center;"|71
|-
{{singlechart|Slovakia|8|artist=Tove Lo|song=Habits|year=2015|week=06|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|Slovakdigital|5|year=2014|week=45|accessdate=November 2, 2014|rowheader=true}}
|-
{{singlechart|Spain|13|artist=Tove Lo|song=Habits|rowheader=true|accessdate=November 2, 2014}}
|-
{{singlechart|Switzerland|3|artist=Tove Lo|song=Habits|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|Billboardhot100|3|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=October 1, 2014}}
|-
{{singlechart|Billboardrocksongs|1|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=July 10, 2014}}
|-
{{singlechart|Billboardrockairplay|16|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=October 2, 2014}}
|-
{{singlechart|Billboardadultpopsongs|2|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=October 2, 2014}}
|-
{{singlechart|Billboarddanceclubplay|30|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=January 4, 2015}}
|-
{{singlechart|Billboardlatinairplay|41|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=January 24, 2015}}
|-
{{singlechart|Billboardlatinpopsongs|34|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=January 24, 2015}}
|-
{{singlechart|Billboardpopsongs|1|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=October 2, 2014}}
|-
{{singlechart|Billboardrhythmic|8|artist=Tove Lo|song=Habits (Stay High)|rowheader=true|accessdate=July 10, 2014}}
|}
{{col-2}}

===Year-end charts===
{|class="wikitable plainrowheaders sortable" style="text-align:center;"
|-
!Chart (2014)
!Position
|-
! scope="row"| Austria (Ö3 Austria Top 40)<ref>{{cite web|url=http://austriancharts.at/year.asp?cat=s&id=2014|title=Jahreshitparade Singles 2014|work={{noitalic|[[Ö3 Austria Top 40]]}}|accessdate=23 September 2015}}</ref>
| 62
|-
! scope="row"|Canada (Canadian Hot 100)<ref>{{cite web|url=http://www.billboard.com/charts/year-end/2014/canadian-hot-100|title=Canadian Hot 100 - Year End 2014|publisher=Billboard.com|accessdate=9 December 2014}}</ref>
| 41
|-
! scope="row"|France (SNEP)<ref>{{cite web|url=http://www.chartsinfrance.net/actualite/news-95369.html|title=Les meilleures ventes de singles de l'année 2014 en France|publisher=Charts in France|language=French}}</ref>
| 13
|-
! scope="row"| Germany ([[GfK Entertainment|Official German Charts]])<ref>{{cite web |url=https://www.offiziellecharts.de/charts/single-jahr/for-date-2014 |title=Top 100 Single-Jahrescharts|language=German |work=[[GfK Entertainment]] |publisher=offiziellecharts.de |accessdate=10 August 2015}}</ref>
| style="text-align:center;"| 66
|-
! scope="row"|US ''Billboard'' Hot 100<ref>{{cite web|url=http://www.billboard.com/charts/year-end/2014/hot-100-songs|title=Hot 100 Songs – Year End 2014|publisher=Billboard.com|accessdate=9 December 2014}}</ref>
| 32
|-
! scope="row"|US Alternative Songs (''Billboard'')<ref>{{cite web |url=http://www.billboard.com/charts/year-end/2014/alternative-songs |title=Alternative Songs: Year End 2014 |work=[[Billboard (magazine)|Billboard]] |accessdate=21 December 2014}}</ref>
| 46
|-
!scope="col"| Chart (2015)
!scope="col"| Position
|-
!scope="row"| US ''Billboard'' Hot 100<ref>{{cite web|title=Hot 100: Year End 2015|url=http://www.billboard.com/charts/year-end/2015/hot-100-songs|website=Billboard|publisher=billboard.com|accessdate=9 December 2015}}</ref>
| 77
|-
|}
{{col-end}}

==Certifications==
{{Certification Table Top}}
{{Certification Table Entry|type=single|region=Austria|artist=Tove Lo|title=Habits|award=Gold|relyear=2014|certyear=2015|autocat=yes|accessdate=17 March 2015|digital=true}}
{{Certification Table Entry|type=single|region=Canada|artist=Tove Lo|title=Habits|award=Platinum|number=2|relyear=2014|certyear=2014|autocat=yes|accessdate=5 December 2014|digital=true}}
{{Certification Table Entry|region=Denmark|certyear=2014|relyear=2014|artist=Tove Lo|title=Habits|award=Platinum|certref=<ref>{{cite web|accessdate=29 October 2014 |title= Certificeringer – Tove Lo – Habits |url= http://www.ifpi.dk/?q=content/tove-lo-habits-0 |publisher= [[IFPI Denmark]]|language=Danish}}</ref>|type=single|autocat=true|certmonth=10|salesamount=2,600,000}}
{{Certification Table Entry|type=single|region=Germany|artist=Tove Lo|title=Habits|award=Platinum|relyear=2014|certyear=2015|autocat=yes|accessdate=3 September 2015|digital=true|salesamount=400,000}}
{{Certification Table Entry|type=single|region=Italy|artist=Tove Lo|title=Habits|award=Gold|relyear=2014|certyear=2014|autocat=yes|accessdate=19 December 2014|digital=true}}
{{Certification Table Entry|type=single|region=Switzerland|artist=Tove Lo|title=Habits|award=Gold|relyear=2014|certyear=2014|autocat=yes|accessdate=8 January 2015}}
{{Certification Table Entry|type=single|region=United States|digital=true|artist=Tove Lo|title=Habits (Stay High)|award=Platinum|number=3|salesamount=3,000,000|salesref=<ref name=us_sales/>|relyear=2014|certyear=2014|autocat=yes|accessdate=12 November 2014}}
{{Certification Table Bottom}}

== Hippie Sabotage remix ==
{{Infobox single 
| Name = Stay High
| Cover = Tove_Lo_Hippie_Sabotage_Stay_High_cover.jpg
| Border =
| Alt = Remix version featuring Hippie Sabotage
| Caption =
| Artist = Tove Lo featuring [[Hippie Sabotage]]
| Album = [[Truth Serum]]
| A-side =
| B-side =
| Released = {{Start date|2014|02|25|df=y}}
| Format = Digital Download
| Recorded =
| Genre = [[Chill-out music|Chill]], [[Trap music|Trap]]<ref>{{cite web |url=http://thissongissick.com/blog/2013/hippie-sabotage-stay-high-tove-lo-flip/ |title=Hippie Sabotage – Stay High (Tove Lo Flip) : Must Hear Melodic Indie / Chill Trap [Free Download] |last1= |first1= |last2= |first2= |date=24 November 2013 |website=This Song Is Sick |publisher= |access-date=16 December 2015 |quote=}}</ref>
| Length = {{Duration|m=4|s=18}}
| Label = [[Universal Music Group|Universal Music]]
| Writer = {{flatlist|
* Tove Lo
* Ludvig Söderberg
* Jakob Jerlström
}}
| Producer = {{flatlist|
* The Struts
* Hippie Sabotage (remix)
}}
| Certification =
| Chronology = Tove Lo singles
| Last single = "Not on Drugs" (2014)
| This single = "Stay High" (2014)
| Next single = "[[Heroes (We Could Be)]]" (2014)
| Misc =
}}
{{listen
| filename =Tove Lo Hippie Sabotage Stay High.ogg
| title ="Stay High"
| description = 23-seconds sample of "Stay High" by Hippie Sabotage, a remix version of "Habits (Stay High)".
| pos =right
}}
A remix of "Habits" by record production duo Hippie Sabotage, alternatively titled "Stay High", was released on 25 February 2014 as the third single from ''Truth Serum''.<ref name="stayhighgermanyrelease" /><ref name="stayhighnorwayrelease" /> "Stay High" peaked at number 13 on the [[Swedish Singles Chart]] and performed even more successfully elsewhere, peaking within the top 10 of the charts in Norway, the Netherlands, France, the United Kingdom, New Zealand and Australia.

=== Background and release ===
"Stay High" was digitally released on 25 February 2013 throughout Universal Music.<ref name="stayhighgermanyrelease" /><ref name="stayhighnorwayrelease" /> On 24 March 2014, it was sent to UK [[BBC Radio 1]].<ref name="stayhighukrelease" />

=== Charts ===
{{col-begin}}
{{col-2}}

==== Weekly charts ====
{| class="wikitable sortable plainrowheaders" style="text-align:center;"
! Chart (2014–15)
! Peak position
|-
{{singlechart|Australia|3|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Flanders|3|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 31, 2014}}
|-
{{singlechart|Wallonia|3|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
!scope="row"|Finland ([[The Official Finnish Charts|Official Finnish Airplay Chart]])<ref>{{cite web |url=http://www.ifpi.fi/tilastot/virallinen-lista/artistit/tove+lo+feat.+hippie+sabotage/stay+high+%28habits%29 |title=Tove Lo Feat. Hippie Sabotage: Stay High (Habits) |last1= |first1= |last2= |first2= |date= |website= |publisher=[[IFPI Finland]] |access-date=16 December 2015 |quote=}}</ref>
|<center> 25
|-
{{singlechart|Irish|49|year=2014|week=23|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Dutch40|1|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Dutch100|2|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|New Zealand|3|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Norway|7|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Scotland|8|date=2014-05-10|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|Sweden|13|song=Stay High|artist=Tove Lo feat. Hippie Sabotage|rowheader=true|note=|accessdate=July 10, 2014}}
|-
{{singlechart|UK|6|date=2014-04-26|rowheader=true|note=|accessdate=July 10, 2014}}
|}
{{col-2}}

==== Yeard-end charts ====
{|class="wikitable plainrowheaders sortable" style="text-align:center;"
|-
!Chart (2014)
!Position
|-
! scope="row"| Australia (ARIA)<ref>{{cite web|url=http://www.aria.com.au/pages/aria-charts-end-of-year-charts-top-100-singles-2014.htm|title=ARIA Charts – End Of Year Charts – Top 100 Singles 2014|publisher=[[Australian Recording Industry Association]]|accessdate=5 February 2015}}</ref>
| 38
|-
! scope="row"| New Zealand (Recorded Music NZ)<ref>{{cite web|url=http://nztop40.co.nz/chart/?chart=2629|title=Top Selling Singles of 2014|publisher=[[Recorded Music NZ]]|access-date=1 January 2015}}</ref>
| 29
|-
! scope="row"| Sweden (Sverigetopplistan) <ref>{{cite web |url=http://www.hitlistan.se/netdata/ghl002.mbr/lista?liid=43&dfom=20140001 |title=Årslista Singlar – År 2014 |language=Swedish |publisher=[[Sverigetopplistan]]. [[Swedish Recording Industry Association]] |accessdate=11 February 2015}}</ref>
| 11
|-
! scope="row"| UK Singles (Official Charts Company)<ref>http://www.officialcharts.com/charts/end-of-year-singles-chart</ref>
| 50
|-
|}
{{col-end}}

=== Certifications ===
{{Certification Table Top}}
{{Certification Table Entry|type=single|region=Australia|artist=Tove Lo|title=Stay High (Habits Remix)|award=Platinum|number=2|relyear=2014|certyear=2014|autocat=yes|accessdate=3 September 2014}}
{{Certification Table Entry|type=single|region=Belgium|artist=Tove Lo|title=Stay High|award=Gold|relyear=2014|certyear=2014|autocat=yes|accessdate=18 October 2014}}
{{Certification Table Entry|region=Denmark|certyear=2014|relyear=2014|artist=Tove Lo feat. Hippie Sabotage|title=Stay High|award=Gold|certref=<ref>{{cite web|accessdate=29 October 2014 |title= Certificeringer – Tove Lo feat. Hippie Sabotage – Stay High |url= http://www.ifpi.dk/?q=content/tove-lo-feat-hippie-sabotage-stay-high |publisher= IFPI Denmark|language=Danish}}</ref>|type=single|autocat=true|certmonth=8|salesamount=1,300,000| note=}}
{{Certification Table Entry|type=single|region=New Zealand|artist=Tove Lo feat. Hippie Sabotage|title=Habits (Stay High)|award=Platinum|relyear=2014|certyear=2014|id=2570|autocat=yes|recent=website|accessdate=19 September 2014}}
{{Certification Table Entry|type=single|region=Sweden|artist=Tove Lo|title=Habits|award=Platinum|number=3|relyear=2014|certyear=2014|autocat=yes|accessdate=16 April 2015|digital=true}}
{{Certification Table Entry|type=single|region=United Kingdom|artist=Tove Lo|title=Stay High|award=Gold|relyear=2014|certyear=2014|autocat=yes|accessdate=12 December 2014}}
{{Certification Table Bottom}}

==Cover versions==
In May 2015, [[Kygo]] performed a piano version with vocals by [[Parson James]] on [[BBC Radio 1]]'s [[Live Lounge]].<ref>{{cite web|last1=Medved|first1=Matt|title=Kygo Covers Tove Lo's 'Habits (Stay High)': Video and Exclusive Q&A|url=http://www.billboard.com/articles/news/dance/6554006/kygo-tove-lo-habits-stay-high-exclusive-qa|website=[[Billboard (magazine)|Billboard]]|accessdate=September 26, 2015|date=May 5, 2015}}</ref> Canadian rock band [[Theory of a Deadman]] released an acoustic cover version in April 2015,<ref>https://www.youtube.com/watch?v=qX4tS_GeTyU</ref> and German "modern metal" band Samsara Circle released a cover version with a reinterpretation of the music video in July 2015.<ref>https://www.youtube.com/watch?v=pNM6xqIc7ZA/</ref> [[Kelly Clarkson]] covered the song as part of her "Fan Requests" during her [[Piece by Piece Tour]] on 26 July 2015.

==Track listing==
{{tracklist
| headline = Digital download
| title1 = Habits
| length1 = 3:28
}}

{{tracklist
| headline = Remix version
| title1 = Stay High
| note1 = featuring Hippie Sabotage) (Habits Remix
| length1 = 4:17
}}

==Release history==
{|class="wikitable plainrowheaders sortable"
! scope="col"| Region
! scope="col"| Date
! scope="col"| Version
! scope="col"| Format
! scope="col"| Distributor
! scope="col" class="unsortable"| {{abbr|Ref.|Reference}}
|-
!scope="row"|Worldwide
| {{dts|2013|3|15|format=dmy}}
|rowspan="3"| Original version
|[[Streaming media]]
|Independent release
|<center><ref name="soundcloudrelease">{{cite web |url=https://soundcloud.com/tovelo/habits |title=Tove Lo - Habits (Stay High) |last1= |first1= |last2= |first2= |date= |website=[[SoundCloud]] |publisher= |access-date=20 December 2015 |quote=}}
</ref>
|-
!scope="row"| Sweden
| {{dts|2013|12|6|format=dmy}}
| rowspan="4"| [[Music download|Digital download]]
| [[Universal Music Group|Universal Music]]
| align="center"| <ref>{{cite web |url=https://itunes.apple.com/se/album/habits-single/id773139498?l=en |title=Habits (Stay High) – Single by Tove Lo |work={{noitalic|[[iTunes Store]]}} |location=Sweden |publisher=[[Apple Inc.|Apple]] |accessdate=16 August 2014}}{{dead link|date=May 2015}}</ref>
|-
!scope="row"| United States
| {{dts|2014|1|14|format=dmy}}
|{{flatlist|
* [[Island Records|Island]]
* Universal Music
}}
|<center> <ref name="usdigitalrelease"></ref>
|-
!scope="row"| Germany
|rowspan="2"| {{dts|2014|02|25|format=dmy}}
|rowspan="3"| Hippie Sabotage remix
| rowspan="2"| Universal Music
|align="center"|<ref name="stayhighgermanyrelease">{{cite web |url=http://www.universal-music.de/tove-lo/diskografie/detail/product:207858/stay-high |title=Stay High |last1= |first1= |last2= |first2= |date= |website= |archive-url=https://web.archive.org/web/20151217012651/http://www.universal-music.de/tove-lo/diskografie/detail/product:207858/stay-high |archive-date=16 December 2015 |publisher=Universal Music Germany |access-date=16 December 2015 |quote=}}</ref>
|-
!scope="row"| Norway
|align="center"|<ref name="stayhighnorwayrelease">{{cite web |url=http://www.universalmusic.no/Artister/tove-lo/musikk/moments/ |title=Moments |last1= |first1= |last2= |first2= |date= |website= |archive-url=http://web.archive.org/web/20151011051310/http://www.universalmusic.no/Artister/tove-lo/musikk/moments/ |archive-date=11 October 2015 |publisher=Universal Music Norway |access-date=16 December 2015 |quote=}}</ref>
|-
!scope="row"| United Kingdom
|{{dts|2014|03|24|format=dmy}}
|Mainstream Radio
|[[Polydor Records|Polydor]]
|align="center"|<ref name="stayhighukrelease">{{cite web |url=http://www.bbc.co.uk/radio1/playlist |title=Radio 1 Playlist |last1= |first1= |last2= |first2= |date= |website= |archive-url=http://web.archive.org/web/20140325171527/http://www.bbc.co.uk/radio1/playlist |archive-date=25 March 2014 |publisher=[[BBC Radio 1]] |access-date=16 December 2015 |quote=}}</ref>
|-
! scope="row" rowspan="4"| United States
| {{dts|2014|4|14|format=dmy}}
| rowspan="5"| Original version
| [[Adult album alternative]]
| Island
| align="center"| <ref>{{cite web |url=http://www.allaccess.com/triple-a/future-releases |title=Triple A > Future Releases |publisher=All Access Music Group |archiveurl=http://webcitation.org/6OWw8ynOZ |archivedate=2 April 2014}}</ref>
|-
| {{dts|2014|5|13|format=dmy}}
| [[Modern rock]]
| rowspan="3"| {{flatlist|
* Island
* [[Republic Records|Republic]]
}}
| align="center"| <ref>{{cite web |url=http://www.allaccess.com/alternative/future-releases |title=Alternative > Future Releases |publisher=All Access Music Group |archiveurl=http://webcitation.org/6PVv4Oqaw |archivedate=12 May 2014}}</ref>
|-
| {{dts|2014|6|17|format=dmy}}
| [[Contemporary hit radio]]
| align="center"| <ref name="chrrelease"></ref>
|-
| {{dts|2014|9|15|format=dmy}}
| [[Hot adult contemporary]]
| align="center"| <ref>{{cite web |url=http://www.republicplaybook.com/track/tove-lo-habits-3/ |title=Tove Lo 'Habits' |publisher=[[Republic Records]] |archiveurl=http://www.webcitation.org/6RrSlgUPD |archivedate=15 August 2014}}</ref>
|-
!scope="row"| Italy
| {{dts|2014|10|10|format=dmy}}
| Mainstream Radio
| Universal Music
| align="center"| <ref>{{cite web |url=http://radiodate.it/radio-date/tove-lo-habits-stay-high-62365-10-10-2014-radiodate/ |title=Habits (Stay High) |last1= |first1= |last2= |first2= |date= |website= |archive-url=https://web.archive.org/web/20151218182222/http://radiodate.it/radio-date/tove-lo-habits-stay-high-62365-10-10-2014-radiodate/ |archive-date=18 December 2015 |publisher=Radio Date |access-date=18 December 2015 |quote=}}</ref>
|}

== Notes ==
{{reflist|group=nb}}

==References==
{{reflist|30em}}

==External links==
* {{MetroLyrics song|tove-lo|habits}}
* {{MetroLyrics song|tove-lo|stay-high}}
* {{YouTube|oh2LWWORoiM|"Habits (Stay High)"}}
* {{YouTube|SYM-RJwSGQ8|"Habits (Stay High) (Hippie Sabotage Remix)"}}
* {{YouTube|JKSeVyww1gw|"Habits (Stay High) (First Version)"}}

{{Tove Lo}}

[[Category:2013 singles]]
[[Category:2013 songs]]
[[Category:2014 singles]]
[[Category:Tove Lo songs]]
[[Category:Universal Records singles]]
[[Category:Songs about alcohol]]
[[Category:Songs about cannabis]]
[[Category:Songs about loneliness]]
[[Category:Number-one singles in Poland]]
[[Category:Billboard Rock Songs number-one singles]]
[[Category:Billboard Mainstream Top 40 (Pop Songs) number-one singles]]
[[Category:Songs written by Tove Lo]]
[[Category:Songs with multiple music videos]]

Benutzer:Artikelstube/Glasgow Science Centre

2015-04-12T08:01:58Z

Robevans123: /* Science Mall */ copy edit

{{Infobox museum
|name = Glasgow Science Centre
|image = [[File:Glasgow Science Centre and Tower.jpg|right|thumb|270px|Glasgow Science Centre comprises a Science Mall, Glasgow Tower and IMAX cinema buildings]]

|latitude = 55.858542
|longitude = -4.293803
|established = 2001
|location = Glasgow, United Kingdom
|website = [http://www.glasgowsciencecentre.org www.glasgowsciencecentre.org]
}}

'''Glasgow Science Centre''' is a visitor attraction located in the [[Clyde Waterfront Regeneration]] area on the south bank of the [[River Clyde]] in [[Glasgow]], Scotland. [[Queen Elizabeth II]] opened Glasgow Science Centre on June 5, 2001. It is one of Britain's most popular places to visit and Europe's Best Science Centre. It is a purpose-built [[science centre]] composed of three principal buildings which are the ''Science Mall'', ''[[Glasgow Tower]]'' and an ''[[IMAX]] [[Movie theater|cinema]]''. The Scottish tourist board, [[VisitScotland]], awarded Glasgow Science Centre a five star rating in the visitor attraction category.<ref>{{cite web | title=Glasgow Science Centre on Visitscotland.com | url=http://guide.visitscotland.com/vs/guide/5,en,SCH1/objectId,SIG48295Svs,curr,GBP,season,at1,selectedEntry,home/home.html
|accessdate= 2007-07-24}}</ref> As well as its main location, Glasgow Science Centre also manages the visitor centre at [[Whitelee Wind Farm]], which opened to the public in 2009.

==Science Mall==

The largest of the three main, titanium-clad buildings takes a crescent shape structure and houses a Science Mall. In architectural terms it represents the canted hull of a ship, a reference to the adjacent 'canting basin', where vessels were brought to have the marine growth removed from their hulls. Internally, there are three floors of over 250 science-learning exhibits. As is usual for science centres, the exhibits aim to encourage interaction, and can be used or played with as part of the informal learning experience the centre aims to deliver.

On Floor 1, amongst the many interactive exhibits that demonstrate scientific principles, visitors can access a Science Show Theatre and the Glasgow Science Centre Planetarium.<ref>{{cite web | title=MERO Construction website on the Glasgow Science Centre| url=http://www.merouk.co.uk/structures/2001gsc.htm |accessdate= 2008-04-26}}</ref><ref>{{cite web | title=Glasgow Science Centre webpage on the Science Mall | url=http://www.glasgowsciencecentre.org/sciencemall_4.aspx |accessdate= 2008-04-26}}</ref> The [[planetarium]] contains a [[zeiss projector|Zeiss]] [[Planetarium#Traditional electromechanical.2Foptical projectors|optical-mechanical projector]] that projects images of the night sky onto a 15m diameter dome.<ref>{{cite web | title=Zeiss Press release| url=http://www.zeiss.com/c12567b00038cd75/Contents-Frame/ee1fd0d05bbcc39bc1256b6f003c7d01 |accessdate= 2008-04-26}} {{Dead link|date=October 2010|bot=H3llBot}}</ref><ref>{{cite web | title=Zeiss installation list| url=http://www.zeiss.com/c12567b00038cd75/Contents-Frame/cd498b133073712741256a76004e9e4b |accessdate= 2008-04-26}}</ref> There is an area specifically aimed at young children called, The Big Explorer.

On Floor 2, visitors can explore opportunities in STEM careers in the My World of Work Live interactive exhibition space. There is also The Lab, primarily used as an educational workshop space.

Floor 3 was refurbished in 2012 and reopened to the public on 28th March in 2013. It now houses an interactive exhibition about human health and wellbeing in the 21st century called, BodyWorks. Visitors are invited to consider their bodies, health and lifestyle from a new perspective through 115 interactive exhibits, research capsules and live laboratory experiences. <ref>{{cite web | title=What is BodyWorks?| url=http://www.glasgowsciencecentre.org/bodyworks-newsroom/what-is-bodyworks.html |accessdate= 2015-04-08}}</ref>

The Ground Floor of the Science Mall contains the Ticket desk, Cafes, Gift Shop, and a cloakroom. There are a number of flexible room spaces on the Ground Floor that are used for a variety of educational and corporate purposes: an education space called, The Egg; a lecture-theatre space called, The Auditorium; and The Clyde Suite. Access to Glasgow Tower for the public is also via the Ground Floor.

==Glasgow Tower==

{{main|Glasgow Tower}}
The Glasgow Tower was designed to be the tallest freely-rotating tower in the world. It missed its opening date in 2001 and has been plagued by problems ever since. It has been closed for over 80% of its life, and was closed from August 2010<ref>{{cite news|url=http://www.bbc.co.uk/news/uk-scotland-22509056|title=BBC News - Faulty tower: Glasgow's £10m white elephant|work=[[BBC Online]]|accessdate=3 June 2013|date=2013-06-03}}</ref> until July 2014.<ref>{{cite news|url=http://www.bbc.co.uk/news/uk-scotland-glasgow-west-28366052|title=BBC News - Glasgow Science Centre tower reopens|date=19 July 2014|work=[[BBC Online]]|accessdate=19 July 2014}}</ref>

==IMAX Cinema==

The IMAX cinema was the first IMAX cinema to be built in Scotland. The single auditorium seats 370 in front of a rectangular screen measuring 25 m by 18.9 m and has the capability to show [[3-D film|3D films]] as well as standard 2D films in IMAX format.<ref>{{cite web | title=Big Movie Zone | url=http://www.bigmoviezone.com/txshows/theaters/index.html?uniq=695|accessdate= 2008-09-17}}</ref> It opened to the public in October 2000, several months prior to the opening of the two other buildings.<ref>{{cite web | title=Millennium Commission News October 2000 | url=http://www.millennium.gov.uk/cgi-bin/item.cgi?id=1184&d=11&h=24&f=46&dateformat=%25o-%25B-%25Y|accessdate= 2007-07-24}}</ref> On 6 September 2013, [[Cineworld]] agreed a 10 year lease to operate the IMAX cinema and opened a [[Starbucks]] on site.{{citation needed|date=August 2014}}

==History==
[[File:Glasgow garden festival overhead.jpg|thumb|270px|right|View of the [[Glasgow Garden Festival]] site]]
Opened to the public in June 2001, Glasgow Science Centre is part of the ongoing redevelopment of [[Pacific Quay]], an area which was once a cargo port known as Prince's Dock.<ref>{{cite news | title=BBC News report on the opening of Glasgow Science Centre | url=http://news.bbc.co.uk/1/hi/sci/tech/1394637.stm |accessdate= 2008-04-26 | date=2001-06-19}}</ref><ref>{{cite web | title=Glasgow Architecture website on Pacific Quay | url=http://www.glasgowarchitecture.co.uk/pacific_quay.htm |accessdate= 2008-04-26}}</ref> The redevelopment started with the [[Glasgow Garden Festival]] in 1988. As with the other [[National Garden Festival]]s, the {{convert|100|acre|km2}} Glasgow site was intended to be sold off for housing development, but due to a housing slump in 1987, the developers were unable to develop the land as they intended, and the majority of the site remained derelict for years. Parts were finally redeveloped for the Science Centre and also [[Pacific Quay]], including new headquarters for [[BBC Scotland]] and [[Scottish Television]], opened in 2007. The Clydesdale Bank Tower was dismantled and re-erected in [[Rhyl]] in North [[Wales]], however its spiritual successor came in the form of the [[Glasgow Tower]] as part of Science Centre complex, which stands on approximately the same spot.

The architects of the Glasgow Science Centre were [[Building Design Partnership]], however the Glasgow Tower was originally designed by the architect Richard Horden with engineering design by [[Buro Happold]].<ref name="hcla.co.uk">{{cite web | title=Horden Cherry Lee Architects | url=http://www.hcla.co.uk/projects/?prorub1=ap&prorub2=5&pid=67
|accessdate= 2007-07-24}}</ref><ref>{{cite web | title=BDP Architects | url=http://www.bdp.co.uk|accessdate= 2007-07-24}}</ref> It was built at a cost of around [[£]]75 million, including £10 million for the Glasgow Tower, with over £37 million coming from the [[Millennium Commission]].<ref>{{cite web | title=HMie Review of the Contribution of the Scottish Science Centres Network | url=http://www.hmie.gov.uk/documents/publication/sscn.html |accessdate= 2008-05-05}}</ref><ref>{{cite web | title=Millennium Commission Awards | url=http://www.millennium.gov.uk/cgi-site/awards.cgi?action=detail&id=175|accessdate= 2008-05-05}}</ref>

==Funding issues==
In June 2004, it was announced that about a fifth of the workforce were to be made redundant following the creation of a funding deal with the [[Scottish Executive]].<ref>{{cite news | title=BBC News Report | url=http://news.bbc.co.uk/1/hi/scotland/3851349.stm|accessdate= 2008-07-02 | date=2004-06-29}}</ref> In June 2008, the leader of the [[Scottish Liberal Democrats]], [[Nicol Stephen]], stated that Glasgow Science Centre was facing a 40% cut in government funding.<ref>{{cite news | title=BBC News Report | url=http://news.bbc.co.uk/1/hi/scotland/glasgow_and_west/7437912.stm|accessdate= 2008-07-02 | date=2008-06-05}}</ref> [[Prime Minister]] [[Gordon Brown]] commented on this issue during Prime Minister's [[Question Time]] saying, "It's unfortunate in Glasgow that as a result of the [[Scottish National Party|SNP]], funding has been cut, and they will live to regret that".<ref>{{cite web | title=Evening Times News Report | url=http://www.eveningtimes.co.uk/news/display.var.2376867.0.0.php|accessdate= 2008-07-03}}</ref> Although funding for the Scottish Science Centres as a whole has actually increased, it is now being split between four centres using a formula based on visitor numbers, and Glasgow is the only centre to face a reduction in budget.<ref>{{cite web | title=SNP News Release | url=http://www.snp.org/node/14009|accessdate= 2008-07-03}}</ref> This led to the announcement in July 2008 that 28 full-time jobs were to be cut as a direct consequence of the cuts "in order to secure Glasgow Science Centre's future", according to the Chief Executive, Kirk Ramsay.<ref>{{cite news | title=BBC News Report | url=http://news.bbc.co.uk/1/hi/scotland/glasgow_and_west/7487335.stm|accessdate= 2008-07-03 | date=2008-07-03}}</ref>

==In the media==
Glasgow Science Centre is located in the [[Pacific Quay]] area, and as such, is surrounded by the media centres that form the Digital Media Quarter, a [[Scottish Enterprise]] development initiative,<ref>{{cite web | title=Digital Media Quarter webpage | url=http://www.pacificquaydmq.com/|accessdate= 2009-08-10}}</ref> With the opening of the new [[STV (TV network)|STV]] headquarters in June 2006 and the beginning of broadcast programming from [[BBC Pacific Quay]] in the summer of 2004, it can be expected that more programming will be filmed in the area.

In the [[CBeebies]] television programme ''[[Nina and the Neurons]]'', the title character Nina is a [[neuroscientist]] who works at Glasgow Science Centre.<ref>{{cite web | title=CBeebies Nina and the Neurons webpage | url=http://www.bbc.co.uk/cbeebies/grownups/about/programmes/ninaandtheneurons.shtml|accessdate= 2008-04-28}}</ref> In reality, Nina is played by the actress [[Katrina Bryan]] who is not a staff member at Glasgow Science Centre.

Several programmes including [[CBBC]]'s ''[[Do Something Different]]'' were filmed in and out of Glasgow Science Centre.{{Citation needed|date=April 2008}}

==See also==
* [[Our Dynamic Earth]] - Science Centre in [[Edinburgh]], Scotland.
* [[Satrosphere Science Centre]] - Science Centre in [[Aberdeen]], Scotland.
* [[Dundee Science Centre]] - Science Centre in [[Dundee]], Scotland.

==References==
{{reflist|2}}

==External links==
{{commons category|Glasgow Science Centre}}
* [http://www.glasgowsciencecentre.org Official website]
* [http://www.inglasgow.com/inglaig/gallery.asp?categoryid=25 Photos of the Science Centre]
* [http://www.merouk.co.uk/structures/2001gsc.htm Article on Construction of the Glasgow Science Centre]
* [http://www.inglasgow.com/inglaig/gallery.asp?categoryid=25 Photographs taken from the tower and of the tower]
* [http://www.scotlandontv.tv/scotland_on_tv/video.html?vxSiteId=60fdd544-9c52-4e17-be7e-57a2a2d76992&vxChannel=Visit%20Places&vxClipId=1380_SMG781 Online video of the view from the tower]
* [http://www.clydewaterfront.com/glasgowsciencecentre_1.aspx Glasgow Science Centre - Clyde Waterfront Regeneration]

{{Glasgow museums}}
{{Glasgow}}

[[Category:Museums in Glasgow]]
[[Category:Science museums in Scotland]]
[[Category:IMAX venues]]
[[Category:Planetaria in the United Kingdom]]
[[Category:Govan]]
[[Category:Skyscrapers in Glasgow]]
[[Category:Towers in Scotland]]
[[Category:2001 establishments in Scotland]]
[[Category:Buildings and structures completed in 2001]]
[[Category:Museums established in 2001]]
[[Category:Science centers]]
[[Category:Science and technology in Glasgow]]

The Dinner Party

2015-04-09T17:09:05Z

Robevans123: /* Race and Identity */clean up, replaced: Univeristy → University using AWB

{{Other uses|Dinner Party (disambiguation){{!}}Dinner Party}}
{{Infobox artwork
| image_file = The dinner party book cover.jpg
| painting_alignment =
| image_size = 200 px
| title = ''The Dinner Party''
| alt =
| artist = [[Judy Chicago]]
| year = {{Start date|1979}}
| type = Mixed media
| height_metric =
| width_metric =
| length_metric =
| height_imperial =
| width_imperial =
| length_imperial =
| metric_unit = cm
| imperial_unit = in
| city = [[Brooklyn]], [[New York]]
| museum = [[Brooklyn Museum]]
| coordinates =
| owner = Brooklyn Museum
}}
'''''The Dinner Party''''' is an [[installation art]]work by [[feminist art]]ist [[Judy Chicago]]. Widely regarded as the first epic feminist artwork, it functions as a symbolic history of women in Western civilization. There are 39 elaborate place settings arranged along a triangular table for 39 mythical and historical famous women. [[Virginia Woolf]], [[Susan B. Anthony]], [[Sojourner Truth]], [[Eleanor of Aquitaine]], and [[Theodora_(wife_of_Justinian_I)|Theodora of Byzantium]] are among the guests.

Each unique place-setting includes a hand-painted china plate, ceramic flatware and chalice, and a napkin with an embroidered gold edge. Each plate, except the one corresponding to Sojourner Truth, depicts a brightly-colored, elaborately styled vagina-esque form. The settings rest upon elaborately embroidered runners, executed in a variety of needlework styles and techniques. The dinner table stands on The Heritage Floor, made up of more than 2,000 white luster-glazed triangular-shaped tiles, each inscribed in gold scripts with the name of one of 999 women who have made a mark on history.

It was produced from 1974 to 1979 as a collaboration and was first exhibited in 1979. Subsequently, despite art world resistance, it toured to 16 venues in 6 countries on 3 continents to a viewing audience of 15 million. It was retired to storage for until 1996 since it was beginning to suffer from constant traveling.<ref>{{cite web|last1=Reilly|first1=Maura|title=founding curator|url=http://www.brooklynmuseum.org/eascfa/dinner_party/tour_and_home.php|website=http://www.brooklynmuseum.org/eascfa/dinner_party/tour_and_home.php|accessdate=16 December 2014}}</ref> Since 2007 it has been on permanent exhibition in [[Elizabeth_A._Sackler_Center_for_Feminist_Art|the Elizabeth A. Sackler Center for Feminist Art]] at the [[Brooklyn Museum]], New York.

==About the work==
[[File:Judy Chicago The Dinner Party.JPG|thumb| "The Dinner Party" at the [[Brooklyn Museum]]]]
''The Dinner Party'' was created by artist [[Judy Chicago]], with the assistance of numerous volunteers, with the goal to "end the ongoing cycle of omission in which women were written out of the historical record."<ref name="C10"/>

The table is triangular and measures 14.63 m (forty-eight feet) on each side.<ref name="C10">Chicago, 10.</ref> There are 13 place settings on each of the three sides of the table making 39 settings in all. Wing I honors women from Prehistory to the Roman Empire, Wing II honors women from the beginnings of Christianity to the Reformation and Wing III from the American Revolution to feminism.<ref name="C10"/>

Each place setting features a [[table runner]] embroidered with the woman's name and images or symbols relating to her accomplishments, with a napkin, utensils, a glass or goblet, and a plate. Many of the plates feature a butterfly- or flower-like sculpture as a [[vulva]] symbol. A collaborative effort of female and male artisans, ''The Dinner Party'' celebrates traditional female accomplishments such as [[textile arts]] (weaving, embroidery, sewing) and [[china painting]], which have been framed as [[craft]] or [[handicraft|domestic art]], as opposed to the more culturally valued, male-dominated [[fine arts]].<ref name="C10"/>

While this piece is composed of typical craft work such as needlepoint and china painting and normally considered low art, "Chicago made it clear that she wants ''The Dinner Party'' to be viewed as high art, that she still subscribes to this structure of value: 'I'm not willing to say a painting and a pot are the same thing,' she has stated. 'It has to do with intent. I want to make art.'" <ref>{{cite book|last1=Jones|first1=Amelia|title=The "Sexual Politics" of the Dinner Party|date=2005|publisher=University of California|location=Berkeley|pages=409-33}}</ref>

The white floor of triangular [[porcelain tile]]s, called the ''Heritage Floor'', is inscribed with [[List of women in the Heritage Floor|the names of a further 999 notable women]] each associated with one of the table place settings.<ref name="C10"/>

''The Dinner Party'' was donated by the [[Elizabeth A. Sackler Center for Feminist Art|Elizabeth A. Sackler Foundation]] to the [[Brooklyn Museum]], where it is now permanently housed within the [[Elizabeth A. Sackler Center for Feminist Art]], which opened in March 2007.<ref>[http://www.brooklynmuseum.org/eascfa/ Brooklyn Museum] Official website. Accessed Jan 2013</ref>

==Details of the Making==
The completed Dinner Party took six years and $250,000 to complete, not including volunteer labor.<ref name="one">Lippard, Lucy. "Judy Chicago's Dinner Party." ''Art in America'' 68 (April 1980): 114–126.</ref> The work began modestly as "Twenty-Five Women Who Were Eaten Alive", a way in which Chicago could use her "butterfly-vagina" imagery and interest in china painting in a high-art setting.<ref name="one" />

Chicago soon expanded it to include the thirty-nine final women arranged in three groups of thirteen. The triangular shape has significance because it has long been a symbol of the female. It is also an equilateral triangle to represent equality. The number thirteen represents the number of people who were present at the Last Supper, an important comparison for Chicago, as the only people involved there were men.<ref name="one" /> Chicago developed the work on her own for the first three years before bringing in others. Over the next three years, over 400 people contributed to the creation of the work, most of them volunteers. About 125 were called "members of the project", suggesting long-term efforts, and a small group was closely involved with the project for the final three years, including ceramicists, needle-workers, and researchers.<ref name="one" /> The project was organized according to what has been called "benevolent hierarchy" and "non-hierarchical leadership", as Chicago designed most aspects of the work and had the final control over decisions made.<ref name="one" />

The 39 plates themselves start flat and begin to emerge in higher relief towards the very end of the chronology, meant to represent modern woman's gradual independence and equality, though it is still not totally free of societal expectations.<ref name="two">Koplos, Janet. "''The Dinner Party'' Revisited." Art in America 91.5 (May 2003): 75–77.</ref> The work also uses supplementary written information such as banners, timelines, and a three-book exhibition publication to provide background information on each woman included and the process of making the work.<ref name="two" />

==Women represented in the place settings==
The first wing of the triangular table has place settings for female figures from the goddesses of [[prehistory]] through to [[Hypatia of Alexandria|Hypatia]] at the time of the [[Roman Empire]]. This section covers the emergence and decline of the [[Classical antiquity|Classical world]].

The second wing begins with [[Saint Marcella|Marcella]] and covers the rise of [[Christianity]]. It concludes with [[Anna van Schurman]] in the seventeenth century at the time of the [[Protestant Reformation|Reformation]].

The third wing represents the [[Age of Revolution]]. It begins with [[Anne Hutchinson]] and moves through the twentieth century to the final places paying tribute to [[Virginia Woolf]] and [[Georgia O'Keeffe]].

The 39 women with places at the table are:
{{Div col|cols=3}}
'''Wing I: From Prehistory to the Roman Empire''' 
1. [[Greek primordial deities|Primordial Goddess]] 
2. [[Fertility goddess|Fertile Goddess]] 
3. [[Ishtar]] 
4. [[Kali]] 
5. [[Snake Goddess]] 
6. [[Sophia (wisdom)|Sophia]] 
7. [[Amazons|Amazon]] 
8. [[Hatshepsut]] 
9. [[Judith]] 
10. [[Sappho]] 
11. [[Aspasia]] 
12. [[Boudica|Boadaceia]] 
13. [[Hypatia]]

'''Wing II: From the Beginnings of Christianity to the Reformation''' 
14. [[Saint Marcella|Marcella]] 
15. [[Brigit of Kildare|Saint Bridget]] 
16. [[Theodora (6th century)|Theodora]] 
17. [[Hrosvitha]] 
18. [[Trotula]] 
19. [[Eleanor of Aquitaine]] 
20. [[Hildegarde of Bingen]] 
21. [[Petronilla de Meath]] 
22. [[Christine de Pisan]] 
23. [[Isabella d'Este]] 
24. [[Elizabeth I of England|Elizabeth R.]] 
25. [[Artemisia Gentileschi]] 
26. [[Anna Maria van Schurman|Anna van Schurman]]

'''Wing III: From the American to the Women's Revolution''' 
27. [[Anne Hutchinson]] 
28. [[Sacajawea]] 
29. [[Caroline Herschel]] 
30. [[Mary Wollstonecraft]] 
31. [[Sojourner Truth]] 
32. [[Susan B. Anthony]] 
33. [[Elizabeth Blackwell (doctor)|Elizabeth Blackwell]] 
34. [[Emily Dickinson]] 
35. [[Ethel Smyth]] 
36. [[Margaret Sanger]] 
37. [[Natalie Barney]] 
38. [[Virginia Woolf]] 
39. [[Georgia O'Keeffe]]
{{Div col end}}

===Women represented in the Heritage Floor===
{{Main|List of women in the Heritage Floor}}
The ''Heritage Floor'', which sits underneath the table, features the names of [[List of women in the Heritage Floor|999 women]] inscribed on white handmade porcelain floor tilings. The tilings cover the full extent of the triangular table area, from the footings at each place setting, continues under the tables themselves and fills the full enclosed area within the three tables. There are 2304 tiles with names spread across more than one tile. The names are written in the [[Palmer Method|Palmer cursive script]], a twentieth century American form. Chicago states that the criteria for a woman's name being included in the floor were one or more of the following:<ref name="Chicago 2007"/>-
# She had made a worthwhile contribution to society
# She had tried to improve the lot of other women
# Her life and work had illuminated significant aspects of women's history
# She had provided a role model for a more egalitarian future.
Accompanying the installation are a series of wall panels which explain the role of each woman on the floor and associate her with one of the place settings.<ref name="Chicago 2007">Chicago, Judy. ''The Dinner Party: From Creation to Preservation''. London: Merrell (2007) , Heritage panels , page 289. ISBN 1-85894-370-1.</ref>

==Response==

===Immediate critical response (1980–1981)===
''The Dinner Party'' prompted many varied opinions. Feminist critic [[Lucy Lippard]] stated, "My own initial experience was strongly emotional... The longer I spent with the piece, the more I became addicted to its intricate detail and hidden meanings", and defended the work as an excellent example of the feminist effort.<ref name="one" /> These reactions are echoed by other critics, and the work was glorified by many.<ref name="three">Caldwell, Susan H. "Experiencing ''The Dinner Party''." ''Woman's Art Journal'' 1.2 (Autumn 1980-Winter 1981): 35–37.</ref>

Just as adamant, however, were the immediate criticisms of the work. [[Hilton Kramer]], for example, argued, "''The Dinner Party'' reiterates its theme with an insistence and vulgarity more appropriate, perhaps, to an advertising campaign than to a work of art".<ref name="four">Kramer, Hilton. "Art: Judy Chicago's Dinner Party Comes to Brooklyn Museum." ''The New York Times''. October 17, 1980.</ref> He called the work not only a kitsch object but also "crass and solemn and singleminded", "very bad art,... failed art,... art so mired in the pieties of a cause that it quite fails to acquire any independent artistic life of its own".<ref name="four" />

[[Maureen Mullarkey]] also criticized the work, calling it preachy and untrue to the women it claims to represent.<ref name="four" /> She especially disagreed with the sentiment she labels "turn ‘em upside down and they all look alike", an essentializing of all women which does not respect the feminist cause.<ref name="four" /> Mullarkey also called the hierarchical aspect of the work into question, claiming that Chicago took advantage of her female volunteers.<ref name="five">Mullarkey, Maureen. "''The Dinner Party'' is a Church Supper: Judy Chicago at the Brooklyn Museum." Commonweal Foundation, 1981.</ref>
Similarly, [[Roberta Smith]] stated that "its historical import and social significance may be greater than its aesthetic value".<ref name="six">Smith, Roberta. "Art Review: For a Paean to Heroic Women, a Place at History's Table." ''New York Times''. September 20, 2002.</ref>

Mullarkey focused on several particular plates in her critique of the work, specifically [[Emily Dickinson]], [[Virginia Woolf]], and [[Georgia O'Keeffe]], using these women as examples of why Chicago's work was disrespectful to the women it depicts. She states that Dickinson's "multi-tiered pink lace crotch" was opposite the woman it was meant to symbolize because of Dickinson's extreme privacy.<ref name="five" /> Woolf's inclusion ignores her frustration at the public's curiosity about the gender of writers, and O’Keeffe had similar thoughts, denying that her work had any gendered or sexual meaning.<ref name="five" />

"''The Dinner Party''" was satirized by artist [[Maria Manhattan]], whose counter-exhibit "''The Box Lunch''" at a SoHo gallery was billed as "a major art event honoring 39 women of dubious distinction", and ran in November and December of 1980.<ref>{{cite web|last1=Manhattan|first1=Maria|title=The Box Lunch|url=http://www.mariamanhattan.com/TheBoxLunch.htm|website=Maria Manhattan}}</ref><ref>{{cite web|last1=Wolf|first1=Bill|title="The Box Lunch" By Maria Manhattan July, 1979|url=http://www.billwolf.org/0128.htm|website=Bill Wolf Installations}}</ref><ref>{{cite web|last1=Wolf|first1=Bill|title="The Box Lunch Goes to New York!"|url=http://www.billwolf.org/0128T.htm|website=Bill Wolf Installations}}</ref><ref>{{cite book|last1=Newkirk|first1=Walter|title=MemoraBEALEia|date=2008|publisher=AuthorHouse|pages=40–41|url=http://books.google.com/books?id=tHsR3SuxtkYC&pg=PA40}}</ref>

In response to ''The Dinner Party'' being a collaborative work, Amelia Jones makes note that "Chicago never made exorbitant claims for the 'collaborative' or nonhierarchical nature of the project. She has insisted that it was never conceived or presented as a 'collaborative' project as this notion is generally understood . . . The ''Dinner Party'' project, she insisted throughout, was ''cooperative'', not collaborative, in the sense that it involved a clear hierarchy but cooperative effort to ensure its successful completion." <ref>{{cite book|last1=Jones|first1=Amelia|title=The "Sexual Politics" of the Dinner Party|date=2005|publisher=University of California Press|location=Berkeley|page=219}}</ref>

New York Times art reviewer Roberta Smith declares that all the details are not equal. She believes that "the runners tend to be livelier and more varied than the plates. In addition, the runner grow strong as the work progresses, while the plates become weaker, more monotonous and more overdone, which means the middle two-thirds of the piece is more successful." With the runners becoming more detailed as the work progresses, Smith notes that the backs of the runners are difficult to see and they "may be the best and boldest parts of all." <ref>{{cite news|last1=Smith|first1=Roberta|title=reporter|url=http://www.nytimes.com/2002/09/20/arts/art-review-for-a-paean-to-heroic-women-a-place-at-history-s-table.html|accessdate=16 December 2014|work=New York Times|publisher=New York Times|date=September 20, 2002}}</ref>

Regarding the place settings, Janet Koplos believes that the plates are meant to serve as canvases, and the goblets offer vertical punctuation. She feels, however, that the "standardized flatware is historically incorrect early on and culturally skewed. The settings would be stronger as plates and runners alone."<ref>{{cite journal|last1=Koplos|first1=Janet|title="The Dinner Party" Revisited|journal=Art in America|date=May 2003|page=75-77}}</ref>

=== Race and Identity ===
In 1984, Hortense J. Spillers published her critical article, "Interstices: A Small Drama of Words," wherein she critiques Judy Chicago and the ''"Dinner Party,"'' asserting that, as a White woman, Chicago recreates the erasure of the Black feminine sexual self. Spillers calls to her defense the place setting of Sojourner Truth, the only Black woman of color. After thorough review, it can be seen that all of the place settings depict uniquely designed vaginas, except for Sojourner Truth. The place setting of Sojourner Truth is depicted by three faces, rather than a vagina. Spillers writes, "The excision of the female genitalia here is a symbolic castration. By effacing the genitals, Chicago not only abrogates the disturbing sexuality of her subject, but also hopes to suggest that her sexual being did not exist to be denied in the first place..."<ref name="test">[http://books.google.com/books?id=7S29-ASD1HgC&pg=PA197&lpg=PA197&dq=hortense+spillers+interstices&source=bl&ots=fBshzkk0yb&sig=xXEFCx6_xUDZ6P3L6klNR6Xnhsg&hl=en&sa=X&ei=nEntUuToCOKQyQH7i4HQAw&ved=0CDsQ6AEwAg#v=onepage&q=hortense%20spillers%20interstices&f=false Routledge Press], Spillers, Hortense j, "Interstices: a small drama of words,' from Pleasure and Danger: Exploiting Female Sexuality, ed. Carole Vance (London: Pandora, 1992), pp. 74–80.</ref> Much like Spillers's critique, Alice Walker published her critical essay in ''Ms.'' magazine noting "Chicago's ignorance of women of color in history (specifically black women painters), focusing in particular on ''The Dinner Party'''s representation of black female subjectivity in Sojourner Truth's plate. Walker states, "It occurred to me that perhaps white women feminists, no less than white women generally, can not imagine black women have vaginas. Or if they can, where imagination leads them is too far to go."<ref>{{cite book|last1=Jones|first1=Amelia|title=The "Sexual Politics" of The Dinner Party|date=2005|publisher=University of California Press|location=Berkeley|page=215}}</ref>

===Larger retrospective response===
Critics such as Mullarkey have returned to ''The Dinner Party'' in later years and stated that their opinions have not changed. Many later responses to the work, however, have been more moderate or accepting, even if only by giving the work value based on its continued importance.

[[Amelia Jones]], for example, places the work in the context of both art history and the evolution of feminist ideas to explain critical responses of the work.<ref name="seven">Jones, Amelia. "The ‘Sexual Politics’ of ''The Dinner Party'': A Critical Context." Reclaiming Female Agency. Eds. Norma Broude and Mary D. Garrard. Berkeley: University of California Press, 2005. 409–433.</ref> She discusses Hilton Kramer's objection to the piece as an extension of Modernist ideas about art, stating, "the piece blatantly subverts modernist value systems, which privilege the ‘pure’ aesthetic object over the debased sentimentality of the domestic and popular arts" .<ref name="seven" /> Jones also addresses some critics’ argument that ''The Dinner Party'' is not high art because of its huge popularity and public appeal. Where Kramer saw the work's popularity as a sign that it was of a lesser quality, Lippard and Chicago herself thought that its capability of speaking to a larger audience should be considered a positive attribute.<ref name="seven" />

The "butterfly vagina" imagery continues to be both highly criticized and esteemed. Many conservatives criticized the work for reasons summed up by Congressman [[Robert K. Dornan]] in his statement that it was "ceramic 3-D pornography", but some feminists also found the imagery problematic because of its essentializing, passive nature.<ref name="seven" /> However, the work fits into the feminist movement of the 1970s which glorified and focused on the female body. Other feminists have disagreed with the main idea of this work because it shows a universal female experience, which many argue does not exist. For example, lesbians and women of ethnicities other than white and European are not well represented in the work.<ref name="seven" />

Jones presents the argument regarding the collaborative nature of the project. Many critics attacked Chicago for claiming that the work was a collaboration when instead she was in control of the work. Chicago, however, had never claimed that the work would be this kind of ideal collaboration and always took full responsibility for the piece.<ref name="seven" />

Artist [[Cornelia Parker]] nominated it as a work she would like to see "binned", saying, "Too many vaginas for my liking. I find it all about Judy Chicago's ego rather than the poor women she's supposed to be elevating – we're all reduced to vaginas, which is a bit depressing. It's almost like the biggest piece of victim art you've ever seen. And it takes up so much space! I quite like the idea of trying to fit it in some tiny bin – not a very feminist gesture but I don't think the piece is either."<ref>[http://www.guardian.co.uk/artanddesign/2010/jan/17/michael-landy-art-bin Michael Landy: modern art is rubbish...], Hermione Hoby, ''The Observer'', Sunday 17 January 2010</ref>

==Controversy at the University of the District of Columbia==
In 1990, ''The Dinner Party'' was considered for permanent housing at the [[University of the District of Columbia]]. It was part of a plan to bring in revenue for the school, as it had proved to be very successful.<ref name="eight">Lippard, Lucy R. "Uninvited Guests: How Washington Lost ''The Dinner Party''." Art in America 79 (Dec 1991): 39–49.</ref> The work was to be donated as a gift to the school, and it was to join an expanding collection of African-American art, including a large group of paintings by Washington abstractionist Sam Gilliam and works by Elizabeth Catlett, Romare Bearden, Alma Thomas, Hale Woodruff, Jacob Lawrence and Lois Mailou Jones, among others. These - along with works by a group of local white Color Field painters and some white UDC faculty members also in the university collections - were to become the core of what was presented in early 1990 as a ground-breaking multicultural art center, a hopeful coalition between artists of color, feminists and other artists depicting the struggle for freedom and human equality. <ref>{{cite book|last1=Lippard|first1=Lucy|title=Uninvited Guests: How Washington Lost "The Dinner Party"|date=December 1991|publisher=Art in America}}</ref>Judy Chicago donated the ''Dinner Party''with the understanding that one of the school's buildings would be repaired to house it. The money for these repairs had already been allocated and did not come from the school's working budget.<ref name="eight" /> On June 19th, 1990, UDC trustees formally accepted the gift of the ''Dinner Party'' by a unanimous vote. Soon, however, news reporters from ''Washington Times'' began writing stories that claimed that the ''Dinner Party'' "had been banned from several art galleries around the country because it depicts women's genitalia on plates" and that the "Board of Trustees will spend nearly $1.6 million to acquire and exhibit a piece of controversial art." <ref>{{cite book|last1=Lippard|first1=Lucy|title=Uninvited Guests: How Washington Lost "The Dinner Party"|date=December 1991|publisher=Art in America}}</ref>However, misunderstandings about the monetary situation were emphasized and perpetuated by media sources.<ref name="eight" /> Eventually, the plans were cancelled owing to threats to affect the school's working budget.<ref name="eight" />

==Further reading==

*Chicago, Judy. ''The Dinner Party: A Symbol of our Heritage.'' New York: Anchor (1979). ISBN 0-385-14567-5
*Chicago, Judy. ''Through The Flower: My Struggle as A Woman Artist.'' Lincoln: Authors Choice Press (2006). ISBN 0-595-38046-8
*Jones, Amelia. ''Sexual Politics: Judy Chicago's Dinner Party in Feminist Art History.'' Berkeley: University of California Press (1996). ISBN 0-520-20565-0

===Documentary films===
*''Right Out of History: Judy Chicago'', Phoenix Learning Group (2008) (DVD)

==See also==

* [[Great Wall of Vagina]] artwork by [[Jamie McCartney]], 2008

==References==
{{reflist}}

==Bibliography==
*Chicago, Judy. ''The Dinner Party: From Creation to Preservation''. London: Merrell (2007). ISBN 1-85894-370-1.

==External links==
*[http://www.brooklynmuseum.org/eascfa/dinner_party/index.php ''The Dinner Party''] exhibition website from the Brooklyn Museum, including a searchable database of all the women represented.
*[http://www.throughtheflower.org/page.php?p=10&n=2 ''The Dinner Party''] from Chicago's non-proift organization, Through the Flower.

===Videos===
*{{YouTube|3X6ZsumBiuA|CAFKA.TV's coverage of the opening of the Elizabeth A. Sackler Center for Feminist Art, the permanent home of Judy Chicago's Dinner Party}} 28 March 2007
* {{YouTube|O1jxdiuSkRk|Judy Chicago's ''The Dinner Party'' at the Brooklyn Museum}} Video tour of the work and part of the Elizabeth A. Sackler Center for Feminist Art by James Kalm . 28 March 2007. Accessed September 2009.
* {{YouTube|9yMtdWxAc60|''The Dinner Party'' – A Tour of The Exhibition}} 41-minute video where Judy Chicago personally takes viewers on a tour of The Dinner Party, with explanations of how the work was created, as well as special focus on certain place settings. 3 October 2012. Accessed 21 July 2013.

{{DEFAULTSORT:Dinner Party, The}}
[[Category:1979 works]]
[[Category:Installation art works]]
[[Category:Brooklyn Museum]]
[[Category:1996 books]]
[[Category:Books about visual art]]
[[Category:Feminism and the arts]]
[[Category:Feminism and history]]
[[Category:Yonic symbols]]

Anne Oldfield

2015-04-09T13:40:05Z

Robevans123: typo: Universty -> University

{{refimprove|date=January 2013}}
{{Use dmy dates|date=March 2012}}
{{Use British English|date=March 2012}}

{{Infobox person
| name = Anne Oldfield
| image = Anne Oldfield from NPG.jpg
| image_size = 200px
| alt =
| caption = Anne Oldfield, by an unknown artist, held by the [[National Portrait Gallery (London)|National Portrait Gallery]]
| birth_name =
| birth_date = 1683
| birth_place = [[London]], [[England]]
| death_date = {{Death date and age|1730|10|23|1683|01|01|df=y}}
| death_place = Grosvenor Street, London, England
| other_names =
| occupation = Actress
| years_active =
| spouse =
| partner =
| website =
}}

'''Anne Oldfield''' (1683 – 23 October 1730), [[England|English]] [[actress]], was born in [[London]], to Anne Gourlaw and William Oldfield, a soldier.

==Early Life and Discovery==
Despite her rough economic background, Oldfield must have had a basic education because her biographers recount that she read plays voraciously throughout her youth.<ref>Robert Gore-Browne, ''Gay was the Pit: the Life and Times of Anne Oldfield, Actress (1683-1730)'' (London: Max Reinhardt, 1957), p.16.</ref> In 1699, she attracted [[George Farquhar]]'s attention when he overheard her reciting lines from [[Francis Beaumont]] and [[John Fletcher (playwright)|John Fletcher]]’s play ''The Scornful Lady'' (1616) in a back room of her tavern. Soon after, she was hired by [[Christopher Rich (theatre manager)|Christopher Rich]] to join the cast of the [[Theatre Royal, Drury Lane]].<ref>Robert Gore-Browne, ''Gay was the Pit: the Life and Times of Anne Oldfield, Actress (1683-1730)'' (London: Max Reinhardt, 1957), 18-9.</ref>

==Career==
It took nearly a year before she landed her first small role as Candiope in [[John Dryden]]’s ''Secret Love; or, The Maiden Queen'' (1667). After her success in a minor role, she was given the lead in [[John Fletcher (playwright)|John Fletcher]]’s ''The Pilgrim'' (1647).<ref>Joanne Lafler, ''The Celebrated Mrs. Oldfield: the Life and Art of an Augustan Actress'' (Carbondale and Edwardsville: Southern Illinois University Press, 1989), 16-7.</ref> However, Oldfield wasn't truly noticed until the summer of 1703 when [[Susanna Verbruggen]]'s contract was terminated before the company traveled to [[Bath, Somerset|Bath]] to perform for [[Anne, Queen of Great Britain|Queen Anne]] and her court.<ref>Joanne Lafler, ''The Celebrated Mrs. Oldfield: the Life and Art of an Augustan Actress'' (Carbondale and Edwardsville: Southern Illinois University Press, 1989), 25.</ref>

Oldfield became one of Drury Lane's leading actresses. [[Colley Cibber]] acknowledged that she had as much as he to do with the success of his ''The Careless Husband'' (1704), in which she created the part of Lady Modish. Of her portrayal of Lady Townly in his ''The Provok'd Husband'' (1728), Cibber was to say, "that here she outdid her usual Outdoing." She also played the title role in [[Ben Jonson]]'s ''[[Epicoene, or the Silent Woman|Epicoene]]'', and Celia in his ''[[Volpone]]''. In tragedy, too, she won laurels, and the list of her parts, many of them original, is a long and varied one.

London gossip believed there to be rivalries between Oldfield, [[Anne Bracegirdle]], Jane Rogers and [[Susannah Centlivre]], all of whom were supposedly vying for the best roles.<ref>Lewis Melville, ''Stage Favourites of the Eighteenth Century'' (Garden City, N.Y.: Doubleday Doran & Company, Inc., 1929), 19-21</ref> In 1706 Oldfield entered a conflict with the Drury Lane's management over benefits and salary she believed she had been promised, but which the theater refused to provide. Oldfield left and joined the competing acting company at [[Haymarket Theatre]] before returning to Drury Lane shortly after with a fresh contract and a new position as joint-sharer of the Drury Lane Theater.<ref>Felicity Nussbaum, ''Rival Queens: Actresses, Performance, and the Eighteenth-Century British Theater'' (Philadelphia: University of Pennsylvania Press, 2010), 51.</ref>

==Personal life==
Anne Oldfield began a decade-long relationship with Whig politician [[Arthur Maynwaring]] sometime around 1700. Despite the fact that previous generations of actresses relied heavily on the patronage of their lovers, Oldfield remained financially independent from Maynwaring.<ref>Joanne Lafler, ''The Celebrated Mrs. Oldfield: the Life and Art of an Augustan Actress'' (Carbondale and Edwardsville: Southern Illinois University Press, 1989), 27-31.</ref> He supported her career by helping her work through new roles and by writing more than a dozen prologues and epilogues for her to perform.<ref>Nicola Parsons, “Mrs. Oldfield," Mary Hays, ''Female Biography; or, Memoirs of Illustrious and Celebrated Women, of All Ages and Countries'' (1803). ''Chawton House Library Series: Women’s Memoirs'', ed. Gina Luria Walker, ''Memoirs of Women Writers Part III.'' Pickering & Chatto: London, 2013, vol. 10, vol. 10, 30-3, editorial notes, 548-51, on 550.</ref> When she became pregnant with their son, Arthur, Oldfield kept acting until she was physically unable, an unusual decision in a time when most actresses were pressured to take a leave of absence throughout the duration of their pregnancy. She went back to work just three months after the birth.<ref>Laura Engel and Elaine M. McGirr, eds, ''Stage Mothers: Women, Work, and the Theater, 1660-1830'' (Lenham, Maryland: Bucknell University Press, 2014), p. 45-6.</ref>

When Maynwaring died in 1712, Oldfield was tortured with rumors that he had died from a venereal disease that she had given to him. In order to clear both their names, she ordered an official autopsy to be performed on her former lover's body, which revealed that he had, in fact, died of tuberculosis.<ref>Laura Engel and Elaine M. McGirr, eds, ''Stage Mothers: Women, Work, and the Theater, 1660-1830'' (Lenham, Maryland: Bucknell University Press, 2014), p. 48.</ref> Oldfield was three months pregnant at the time, but her child is not believed to have survived the birth.<ref>Nicola Parsons, “Mrs. Oldfield," Mary Hays, ''Female Biography; or, Memoirs of Illustrious and Celebrated Women, of All Ages and Countries'' (1803). ''Chawton House Library Series: Women’s Memoirs'', ed. Gina Luria Walker, ''Memoirs of Women Writers Part III.'' Pickering & Chatto: London, 2013, vol. 10, vol. 10, 30-3, editorial notes, 548-51, on 550.</ref>

Several years after Maynwaring's death, Oldfield began a relationship with [[Charles Churchill (British Army lieutenant-general)|Charles Churchill]]. The two lived together for many years and had a son, [[Charles Churchill (of Chalfont)|Charles]]. However, during this pregnancy, Olfield had many negative side effects and was forced to leave the theater for several months. She never fully recovered her health.<ref>Laura Engel and Elaine M. McGirr, eds, ''Stage Mothers: Women, Work, and the Theater, 1660-1830'' (Lenham, Maryland: Bucknell University Press, 2014), p. 53-4.</ref>

Throughout her last theatrical season she suffered from chronic pain in her abdomen. She retired from the stage in April of 1730 and died from cancer in her reproductive organs a few months later.<ref>Joanne Lafler, ''The Celebrated Mrs. Oldfield: the Life and Art of an Augustan Actress'' (Carbondale and Edwardsville: Southern Illinois University Press, 1989), p. 162.</ref>

==Memorial==
Anne Oldfield was the theatrical idol of her day. Her exquisite acting and ladylike carriage were the delight of her contemporaries, and her beauty and generosity found innumerable eulogists, as well as sneering detractors. [[Alexander Pope]], in his ''Sober Advice from Horace'', wrote of her "Engaging Oldfield, who, with grace and ease, Could join the arts to ruin and to please." It was to her that he alluded as the lady who detested being buried in woollen, who said to her maid "No, let a charming chintz and Brussels lace Wrap my cold limbs and shade my lifeless face; One would not, sure, be frightful when one's dead, And Betty give this cheek a little red."<ref>{{cite DNB|wstitle=Oldfield, Anne}}</ref>

Oldfield was forty-seven when she died on 23 October 1730 at 60 Grosvenor Street, London.<ref>[http://www.plaquesoflondon.co.uk/page1286.html English Heritage plaque for Oldfield at plaquesoflondon.co.uk]</ref> She divided her property, for that time a large one, between her two sons. Oldfield was buried in [[Westminster Abbey]], beneath the monument to [[William Congreve (playwright)|Congreve]]. Her partner, Churchill, applied for permission to erect a monument there to her memory, but the dean of Westminster refused it.<ref>Nicola Parsons, “Mrs. Oldfield," Mary Hays, ''Female Biography; or, Memoirs of Illustrious and Celebrated Women, of All Ages and Countries'' (1803). ''Chawton House Library Series: Women’s Memoirs'', ed. Gina Luria Walker, ''Memoirs of Women Writers Part III''. Pickering & Chatto: London, 2013, vol. 10, vol. 10, 30-3, editorial notes, 548-51, on 551.</ref>

==References==
*{{cite DNB|wstitle=Oldfield, Anne}}

==Notes==
{{reflist}}

==Further reading==
*Anonymous. ''Authentick Memoirs of the Life of that Celebrated Actress, Mrs. Ann Oldfield, Containing a Genuine Account of Her Transactions from Her Infancy to the Time of Her Decease,'' 4th edition. London: no publisher, 1730.
*Egerton, William. ''Faithful Memoirs of the Life, Amours and Performances of that justly Celebrated, and most Eminent Actress of her Time, Mrs. Anne Oldfield. Interspersed with Several Other Dramatic Memoirs''. London: no publisher, 1731.
*Engel, Laura and Elaine M. McGirr, eds. ''Stage Mothers: Women, Work, and the Theater, 1660-1830''. Lenham, Maryland: Bucknell University Press, 2014.
*Gore-Browne, Robert. ''Gay was the Pit: the Life and Times of Anne Oldfield, Actress (1683-1730).'' London: Max Reinhardt, 1957.
*Hays, Mary. “Mrs. Oldfield.” ''Female Biography; or Memoirs of Illustrious and Celebrated Women of all Ages and Countries'' (6 volumes). London: R. Phillips, 1803, vol. 6, 28-31.
*Lafler, Joanne. ''The Celebrated Mrs. Oldfield: the Life and Art of an Augustan Actress''. Carbondale and Edwardsville: Southern Illinois University Press, 1989.
*Melville, Lewis. ''Stage Favourites of the Eighteenth Century.'' Garden City, N.Y.: Doubleday Doran & Company, Inc., 1929.
*Nussbaum, Felicity. ''Rival Queens: Actresses, Performance, and the Eighteenth-Century British Theater.'' Philadelphia: University of Pennsylvania Press, 2010.
*Parsons, Nicola. “Mrs. Oldfield." Mary Hays, ''Female Biography; or, Memoirs of Illustrious and Celebrated Women, of All Ages and Countries'' (1803). ''Chawton House Library Series: Women’s Memoirs'', ed. Gina Luria Walker, ''Memoirs of Women Writers Part III. P''ickering & Chatto: London, 2013, vol. 10, 30-3, editorial notes, 548-51.
*[http://www.projectcontinua.org/ Project Continua] - at ProjectContinua.org
*Ritchie, Fiona. ''Women and Shakespeare in the Eighteenth Century''. New York: Cambridge University Press, 2014.

;Attribution
*{{EB1911}}

{{Authority control|VIAF=59883348}}

{{Persondata 
| NAME = Oldfield, Anne
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = British actor
| DATE OF BIRTH = 1 January 1683
| PLACE OF BIRTH = [[London]], [[England]]
| DATE OF DEATH = 23 October 1730
| PLACE OF DEATH = Grosvenor Street, London, England
}}
{{DEFAULTSORT:Oldfield, Anne}}
[[Category:1683 births]]
[[Category:1730 deaths]]
[[Category:English stage actresses]]
[[Category:18th-century English actresses]]
[[Category:Tailors]]
[[Category:Actresses from London]]
[[Category:Burials at Westminster Abbey]]

Siva Samoa

2015-04-06T22:46:04Z

Robevans123: /* top */ replaced: throught-> throughout

'''Siva Samoa''' is the [[Samoa]]n term for a Samoan [[dance]].

Traditional Samoan dancing is one area of the culture that has been the least affected by
western civilisation. It requires the dancer to retain grace; movement of the arms and hands are
done so in a subtle but delicate manner.In earlier times, high chiefs or ''matais'' performed this special dance but modern day it is performed by a taupou. A version of Siva Samoa, called [[Mak Sa'moa]], is a popular traditional dance style in [[Western Samoa]].

Other forms of traditional Samoan dancing include the [[taualuga]], [[siva afi]], and [[Sasa (dance)|sasa]]. There is also the māuluulu, Laumei, and Tautasi.

The Siva Samoa is very popular at Lūʻau throughout the Hawaiian Islands. The most popular is the Siva Afi in which the dancer dances with fire on Samoan Knives, one, two, and even up to four knives can be used.

==External links==
*For more information see [http://www.samoa.co.uk/dance.html http://www.samoa.co.uk/dance.html]

[[Category:Samoan dances]]
[[Category:Samoan words and phrases]]
{{dance-stub}}

Rajouri (Distrikt)

2015-04-02T09:42:43Z

Robevans123: clean up, replaced: muncipal → municipal using AWB

'''Rajouri''' is a district of [[Jammu]] region in [[India]]n administered [[States and territories of India|state]] of [[Jammu and Kashmir]]. The [[Line of Control]] lies to its west it and [[Poonch district, Jammu and Kashmir|Poonch]] to its north and [[Nowshehra|Naushera]] and Chhamb to its south.

The district comprises six [[tehsil]]s (boroughs). The land is mostly fertile and mountainous. Maize and rice are the main crops of the area and the main source of the irrigation is the river Tawi that originates from the mountains of [[Pir Panjal]]. Though Urdu and English are the main mediums of instruction, the other dialects such as Gujri, Pahari and Dogri are much spoken at the informal level. Gujri is mainly spoken by the [[Gujjar]] and [[Bakarwal]] tribes who are known for herding goats, sheep and horses. However, the fine line between Gujjar and Bakarwal tribes is that the former are farmers as they own land while the latter are nomads who herd cattle. The population is officially divided along the religious lines – though religiously diverse masses normally live in peace and harmony. The total population therefore, in accordance with the 2001 census, is 50% Muslim, 48% Hindu, 2% Sikhs and others. The main problem in rajouri is its municipal coporation itself which is not responsible for garbage
{{clarify|reason=1% missing somewhere|date=October 2011}}

==History==
Rajouri, earlier known as Rajapura, was an area of importance in ancient times. Based on the [[Mahabharata]] evidence,<ref>MBH 7.4.5; 7/91/39-40.</ref> and evidence from 7th-century [[China|Chinese]] traveler [[Hiuen Tsang|Yuan Chawang]],<ref>Watters, Yuan Chawang, Vol I, p 284.</ref> the districts of Rajouri, [[Poonch]] and [[Abhisara]] had been under the sway of [[Republic]]an [[Kambojas]] during [[Indian epic poetry|epic]] times.<ref>See: Political History of Ancient India, 1996, pp 133, 219/220, Dr H. C. Raychaudhury, Dr B. N. Mukerjee; A History of India, pp 269-71, N. R. Ray, N. K. Sinha.</ref> The epic name of Rajauri was ''Rajapuram'' and it was the [[metropolis]] of [[Republic]]an Kambojas e.g. Karna-Rajapuram-gatva-Kambojah-nirjitastava.<ref>Mahabharata 7.4.5.</ref>

== Organisation==
The district comprises the tehsils of Rajouri, Darhal,sunderbani, Koteranka, Nowshera, Thannamandi, and Kalakot.{{citation needed|date=October 2011}}

There are nine blocks: [[Rajouri]], Darhal, [[Sunderbani]], Doongi, [[Nowshehra|Nowshera]], Kalakote, Manjakote, [[Thanamandi]] and [[Budhal Tehsil]].<ref>[http://jkrd.nic.in/listAllDistricts.pdf Statement showing the number of blocks in respect of 22 Districts of Jammu and Kashmir State including newly Created Districts] dated 2008-03-13, accessed 2008-08-30</ref> Each block consists of a number of [[panchayat]]s.

==Politics==
Rajouri district has four assembly constituencies: Nowshera, Darhal, Rajouri and Kalakote.<ref>{{cite web| url=http://ceojammukashmir.nic.in/ERos_AERos.html | title=ERO's and AERO's | publisher=Chief Electoral Officer, Jammu and Kashmir | accessdate=28 August 2008}}</ref>

==Demographics==
According to the [[2011 census of India|2011 census]] Rajouri district has a [[Demographics of India|population]] of 642,415,<ref name=districtcensus>{{cite web | url = http://www.census2011.co.in/district.php | title = District Census 2011 | accessdate = 30 September 2011 | year = 2011 | publisher = Census2011.co.in}}</ref> roughly equal to the nation of [[Solomon Islands]]<ref name="cia">{{cite web | author = US Directorate of Intelligence | title = Country Comparison:Population | url = https://www.cia.gov/library/publications/the-world-factbook/rankorder/2119rank.html | accessdate = 1 October 2011 | quote =
Solomon Islands
571,890
July 2011 est.
}}</ref> or the US state of [[Vermont]].<ref>{{cite web|url=http://2010.census.gov/2010census/data/apportionment-pop-text.php|title=2010 Resident Population Data|publisher=U. S. Census Bureau|accessdate=30 September 2011| quote =
Vermont
625,741
}}</ref> This gives it a ranking of 518th in India (out of a total of [[districts of India|640]]).<ref name=districtcensus/>
The district has a population density of {{convert| 235 |PD/sqkm|PD/sqmi}}.<ref name=districtcensus/> Its [[Family planning in India|population growth rate]] over the decade 2001-2011 was 28.14%.<ref name=districtcensus/> Rajouri has a [[sex ratio]] of 863 [[Women in India|females]] for every 1000 males,<ref name=districtcensus/> and a [[Literacy in India|literacy rate]] of 68.54% Rajouri is famous for its kalari( made from milk).<ref name=districtcensus/> The total population, in accordance with the 2001 census, is 50% Muslim, 48% Hindu, 2% Sikhs and others.

==References==
{{reflist}}



{{Geographic location
|Centre = Rajouri district
|North = [[Poonch district, Jammu and Kashmir|Poonch district]]
|Northeast = [[Kulgam district]]
|East = [[Reasi district]]
|Southeast =
|South = [[Jammu district]]
|Southwest =
|West = ''[[Kashmir conflict|Disputed region]]''
|Northwest =
}}

{{Jammu and Kashmir topics}}

{{Coord|33|15|N|74|15|E|region:IN_type:adm2nd|display=title}}

{{Use dmy dates|date=November 2010}}

{{DEFAULTSORT:Rajouri District}}
[[Category:Districts of Jammu and Kashmir]]
[[Category:Rajouri district| ]]
[[Category:Districts in India]]

J. B. van Heutsz

2015-03-31T21:16:02Z

Robevans123: /* Early life and education */ replaced: millitary -> military

{{Infobox military person
| honorific_prefix =
| name = Joannes Benedictus van Heutsz
| honorific_suffix =
| native_name =
| native_name_lang =
| image = [[File:Johannes Benedictus van Heutsz (1851-1924). Gouverneur-generaal (1904-09) Rijksmuseum SK-A-3814.jpeg|200px]]
| image_size =
| alt =
| caption = Portrait of J. B. van Heutsz by Hannké (1908)
| birth_date = {{birth date|df=yes|1851|02|03}}
| death_date = {{Death date and age|df=yes|1924|07|11|1851|02|03}}
| birth_place = [[Coevorden]], [[Drenthe]], [[Netherlands]]
| death_place = [[Montreux]], [[Switzerland]]
| placeofburial =
| placeofburial_label =
| placeofburial_coordinates = 
| nickname = "Pacificator of Aceh"
| birth_name =
| allegiance = [[Netherlands|Dutch]]
| branch =
| serviceyears =
| rank =
| servicenumber = 
| unit =
| commands = Governor-general of the [[Dutch East Indies]]
| battles = [[Aceh War]]
| battles_label =
| awards =
| spouse = 
| relations =
| laterwork =
| signature =
| website = 
}}
'''Joannes Benedictus van Heutsz''' (3 February 1851 – 11 July 1924) was a [[Dutch people|Dutch]] military officer who was appointed [[governor general]] of the [[Dutch East Indies]] in 1904. He had become famous years before by bringing to an end to the long [[Aceh War]].

== Early life and education ==
Joannes Benedictus van Heutsz was born on 3 February 1851 in [[Coevorden]] in the [[Netherlands]]. He was the second son of Joannes Franciscus van Heutsz and Maria Lucilla Kocken. Both his father and grandfather were artillery officers.<ref name="bwn">{{nl icon}} F. G. P. Jaquet, [http://resources.huygens.knaw.nl/bwn1880-2000/lemmata/bwn1/heutsz Heutsz, Joannes Benedictus van (1851-1924)], ''[[Biografisch Woordenboek van Nederland]]'', 2013. Retrieved on 18 January 2015.</ref><ref name="hn">{{nl icon}} Maurice Blessing, [http://www.historischnieuwsblad.nl/nl/artikel/6775/jo-van-heutsz-1851-1924.html Jo van Heutsz (1851-1924)], ''Historisch Nieuwsblad'', 2006. Retrieved on 18 January 2015.</ref>

Van Heutsz, who was a difficult and talkative student, went to school in [[Breda]]. His family could not afford to send him to the [[Koninklijke Militaire Academie|Royal Military Academy]] in Breda, so he later went to the Instruction Battalion in [[Kampen, Overijssel|Kampen]] from 1867 to 1872.<ref name="bwn"/><ref name="hn"/>

==Aceh War==
{{main|Aceh War}}
[[File:COLLECTIE TROPENMUSEUM Studioportret van Luitenant-Generaal J.B. van Heutsz TMnr 60039070.jpg|thumb|right|150px|[[Lieutenant general|Lieutenant-General]] Van Heutsz in {{circa}} 1900]]

Following twenty-five years of protracted warfare, Van Heutsz was appointed as Military Governor of Aceh.<ref name="Ibrahim133">Ibrahim (2001), p. 133</ref> In consort with the Islamic scholar [[Christiaan Snouck Hurgronje]], Van Heutsz succeeded in weakening the Acehnese resistance by exploiting tensions between the Acehnese aristocracy and the religious [[ulama]]. He also solicited the support of the Acehnese ruling classes while isolating the rebels from their rural bases. At the advice of an Acehnese noble, he also altered the tactics of the [[Royal Dutch East Indies Army]] by introducing small mobile forces which were successful against the guerrilla tactics of the Achenese.<ref name="Vickers13">Vickers (2005), p. 13</ref>

Van Heutsz commissioned Colonel [[Gotfried Coenraad Ernst van Daalen|Van Daalen]] with the challenge of breaking any remaining resistance. Van Daalen destroyed several villages, killing at least 2,900 Acehnese, among which were 1,150 women and children. Dutch losses numbered just 26, and Van Daalen was promoted. By today's standards, these actions would be considered war crimes.<ref>{{Cite book
| publisher = MIT Press
| isbn = 978-0-262-62179-3
| editor-last = Lennon
| editor-first = Alexander T.
| title = The battle for hearts and minds: using soft power to undermine terrorist networks
| year = 2003
| last = de Wijk
| first = Rob
| contribution = The limits of military power
| pages= 5–6
}}</ref><ref>{{Cite book
| publisher = I.B. Tauris
| isbn = 978-1-84511-057-4
| last = Levene
| first = Mark
| title = Genocide in the Age of the Nation State: The rise of the West and the coming of genocide
| year = 2005
| page = 260
}}</ref> By 1903, Van Heutsz tactics had succeeded in convincing several secular Acehnese resistance leaders including Sultan [[Muhammad Daud]], Tuanku Raja Keumala, Tuanku Mahmud and Teuku Panglima Polem Muda Perkasa to surrender to the colonial authorities.<ref name="Ibrahim133"/> Having overcome the secular elements of the resistance, Aceh was declared by the Dutch to be officially pacified by 1903.<ref name="Vickers13" /> Despite this, resistance from the ulama continued until 1913.<ref name="Ibrahim133"/>

[[Hendrikus Colijn]], future Prime Minister of the [[Netherlands]], was the adjutant of Van Heutsz. In the Netherlands at the time, Van Heutsz was considered a hero, named the 'Pacificator of Aceh' and was promoted to the position of Governor-General in 1904.<ref name="Vickers13" /> His efforts boosted support for imperialism in Dutch society and government while weakening the position of anti-imperialists.<ref name="Vickers13" />

== Return to Europe ==
[[File:Grafmonument van Heutsz.JPG|thumb|Grave of Van Heutsz in Amsterdam]]

Van Heutsz moved to [[Amsterdam]] in 1909. After his wife died in 1919, he moved to [[Bussum]]. He lived in [[Montreux]] in [[Switzerland]] and [[Merano]] in [[Italy]] from 1922. He died in Montreux on 11 July 1924, at the age of 73. On 9 June 1929, he was reburied in Amsterdam.<ref name="bwn"/><ref name="hn"/>

== Legacy ==
=== Monument ===
[[File:COLLECTIE TROPENMUSEUM Het monument voor J.B. van Heutsz in Koetaradja TMnr 10015592.jpg|thumb|Monument in Koetaradja.]]
During the 1920s and 1930s, monuments to Van Heutsz were erected throughout the major cities of the Netherlands and the Dutch East Indies including [[Amsterdam]], [[Banda Aceh]] and [[Jakarta|Batavia]].<ref name="Vickers13" /> On 15 June 1935, The Van Heutsz Monument in South [[Amsterdam]] (Amsterdam-Zuid) was inaugurated by [[Wilhelmina of the Netherlands|Queen Wilhelmina]]. The monument underwent many defacements several times during various protests from 1965 to 2004. The municipality of Amsterdam changed its name and purpose in 2004. The monument is now known as the Dutch East India – Netherlands Monument ([[Monument Indië-Nederland]]), and all references to Van Heutsz have been removed.

=== Regiment van Heutsz ===
After the departure of the Dutch from independent [[Indonesia]] in 1949, the [[Regiment van Heutsz]] of the Dutch Army was created with the specific aim of being "the bearer of the traditions of [[KNIL]]" (the former [[Dutch Indies]] colonial army which had carried out the [[Aceh War]]).

==Awards and decorations==
* [[Kraton Medal]]
* Knight First Class of the [[Military Order of William]] (1876)
* Honorary Sabre participants for their bravery (26 June 1890)
* Commander of the Military Order of William (1899)
* Knight of the [[Order of the Dutch Lion]] (1899)
* Grand Officer of the Military Order of William (1901)
* Grand Cross of the Military Order of William (1903)
* Grand Officer of the [[Order of Orange-Nassau]]
* Grand Cross of the [[Order of the Dutch Lion]] (4 December 1919)
* [[Expedition Cross]] with two clasps
* Long Service Medal for Officers
* Grand Cross of the [[Order of the Red Eagle]]

==Notes==
<references/>

==References==
*{{YouTube|fXcBjZO4kqo|J.B. van Heutsz - "The Pacifier of Aceh" 1851-1924}}
*{{YouTube|1WFPITMkIiQ|The Aceh War 1873-1914}}
* Ibrahim, Alfian. "Aceh and the Perang Sabil." ''Indonesian Heritage: Early Modern History''. Vol. 3, ed. [[Anthony Reid]], Sian Jay and T. Durairajoo. Singapore: Editions Didier Millet, 2001. 132-133
* {{cite book | last =Reid | first =Anthony | authorlink = | coauthors = | title =An Indonesian Frontier: Acehnese & Other Histories of Sumatra | publisher =Singapore University Press | year = 2005 | location = [[Singapore]] | pages = | isbn = 9971-69-298-8 }}
* {{Cite book
| last =Vickers | first =Adrian | authorlink = | coauthors = | title =A History of Modern Indonesia | publisher =Cambridge University Press| year =2005 | location =New York | pages =10–13 | url = | doi = | isbn = 0-521-54262-6 }}
{{Use dmy dates|date=September 2010}}

== External links ==
* {{Commons category-inline|Joannes Benedictus van Heutsz}}

{{S-start}}
{{S-off}}
{{S-bef|before=[[Willem Rooseboom]]}}
{{S-ttl|title=[[Governor-General of the Dutch East Indies]]|years=1904–1909}}
{{S-aft|after=[[Alexander Willem Frederik Idenburg]]}}
{{S-end}}

{{VOC Governors}}
{{Authority control|VIAF=67663393}}
{{Persondata 
| NAME = Heutsz, J.B. van
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = Dutch general
| DATE OF BIRTH = 3 February 1851
| PLACE OF BIRTH = [[Coevorden]], [[Drenthe]], [[Netherlands]]
| DATE OF DEATH = 11 July 1924
| PLACE OF DEATH = [[Montreux]], [[Switzerland]]
}}
{{DEFAULTSORT:Heutsz, J.B. Van}}
[[Category:1851 births]]
[[Category:1924 deaths]]
[[Category:People from Coevorden]]
[[Category:Aceh War]]
[[Category:Governors-General of the Dutch East Indies]]
[[Category:Royal Netherlands East Indies Army generals]]
[[Category:Royal Netherlands East Indies Army personnel]]
[[Category:Knights Grand Cross of the Military William Order]]
[[Category:Grand Officers of the Order of Orange-Nassau]]
[[Category:Knights Grand Cross of the Order of the Netherlands Lion]]
[[Category:Grand Crosses of the Order of the Red Eagle]]

Ethan Gutmann

2015-03-28T17:56:17Z

Robevans123: /* Organ Harvesting in China */ typo: practioner -> practitioner

'''Ethan Gutmann''' is an award winning investigative journalist, human rights defender, author, and a former adjunct fellow at the [[Foundation for Defense of Democracies]].

Gutmann’s writing on China is widely published.<ref name=Tstar/><ref>
[http://www.weeklystandard.com/author/ethan-gutmann "Ethan Gutmann"], The Weekly Standard</ref>
He has contributed to online publications at least as far back as 1999,<ref>Ethan Gutmann (24 May 1999) [http://www.weeklystandard.com/Content/Protected/Articles/000/000/010/226eszxn.asp "A Tale of the New China"], Weekly Standard</ref> and wrote 2 books about China.

He testified before the U.S. Congress,<ref name=CCEC2010>Ethan Gutmann [http://www.cecc.gov/sites/chinacommission.house.gov/files/documents/roundtables/2010/CECC%20Roundtable%20Testimony%20-%20Ethan%20Gutmann%20-%206.18.10.pdf "China's Policies Toward Spiritual Movements"] Congressional-Executive Commission on China Roundtable discussion cecc.gov 18 June 2010</ref> the U.S. House Committee on Foreign Affairs,<ref name=HCFA>Ethan Gutmann [http://archives.republicans.foreignaffairs.house.gov/112/HHRG-112-FA17-WState-GutmannE-20120912.pdf "Organ Harvesting of Religious and Political Dissidents by the Chinese Communist Party"] Hearing before House Committee on Foreign Affairs archives.republicans.foreignaffairs.house.gov 12 September 2012</ref> the European Parliament and the United Nations.<ref name=Tstar/>

==Losing the New China: A Story of American Commerce, Desire and Betrayal==
[[Jay Nordlinger]] wrote that Gutmann's 2004 book "was about the sordid relationship between the American business community and the Chinese Communist Party (CCP). Our businessmen accommodate themselves to the CCP, and turn a blind eye to persecution. Sometimes they even abet this persecution: as when Cisco and other technology companies devised special ways to monitor and arrest [[Falun Gong]] practitioners".<ref name=Jay>[[Jay Nordlinger]] (25 August 2014) [http://www.nationalreview.com/sites/default/files/nordlinger_gutmann08-25-14.html "Face The Slaughter: The Slaughter: Mass Killings, Organ Harvesting, and China’s Secret Solution to Its Dissident Problem, by Ethan Gutmann"], National Review</ref>

Evidence of [[Cisco]]’s activities in China became public in Gutmann's book.<ref>[http://www.nytimes.com/2011/05/23/technology/23cisco.html "Suit Claims Cisco Helped China Pursue Falun Gong"], New York Times, 22 May 2011</ref>

==Gutmann's explanation of the Golden Shield's surveillance==
Before 1999, Falun Gong practitioners hadn’t systematically used the Internet as an organizing tool. But now that they were isolated, fragmented, and searching for a way to organize and change government policy, they jumped online, employing code words, avoiding specifics, communicating in short bursts. But like a cat listening to mice squeak in a pitch-black house, the “Internet Spying” section of the [[6-10 Office]] could find their exact location, having developed the ability to search and spy as a result of what Hao Fengjun describes as a joint venture between the Shandong Province public security bureau and Cisco Systems. What emerged was a comprehensive database of people’s personal information—including 6-10’s Falun Gong lists—and a wraparound surveillance system that was quickly distributed to other provinces. The Chinese authorities called it the Golden Shield, and Hao used it on a daily basis. “As far as following practitioners,” he says, “the [[Golden Shield]] includes the ability to monitor online chatting services and mail, identifying IPs and all of the person’s previous communication, and then being able to lock in on the person’s location—because a person will usually use the computer at home or at work. And then the arrest is carried out.”<ref>Ethan Gutmann (May/June 2010) [http://www.worldaffairsjournal.org/article/hacker-nation-chinas-cyber-assault "Hacker Nation: China's Cyber Assault"], World Affairs Journal</ref>

In 2011, two separate lawsuits were filed in U.S. federal courts against Cisco Systems alleging that its technology enabled the government of China to monitor, capture, and kill Chinese citizens for their views and beliefs.<ref>[http://advocacy.globalvoicesonline.org/2013/04/24/human-rights-verdict-could-affect-cisco-in-china "Human Rights Verdict Could Affect Cisco in China"], [[Global Voices Online]], 24 April 2013</ref>

==Organ Harvesting in China==
{{Main|Persecution of Falun Gong#Organ harvesting|Kilgour–Matas report}}

In 2006, allegations emerged that a large number of [[Falun Gong]] practitioners had been killed to supply China's organ transplant industry. The allegations prompted an investigation by [[David Kilgour]] and [[David Matas]]. The [[Kilgour–Matas report]]<ref name=orgharv/> stated, "the source of 41,500 transplants for the six year period 2000 to 2005 is unexplained" and "we believe that there has been and continues today to be large scale organ seizures from unwilling Falun Gong practitioners."<ref name=orgharv>[[David Kilgour]], [[David Matas]] (6 July 2006, revised 31 January 2007) [http://organharvestinvestigation.net An Independent Investigation into Allegations of Organ Harvesting of Falun Gong Practitioners in China] (in 22 languages) organharvestinvestigation.net</ref>

From 2006, Gutmann wrote articles about organ harvesting.<ref>Ethan Gutmann (8 May 2006) [http://www.weeklystandard.com/Content/Public/Articles/000/000/012/160ymogj.asp? "Why Wang Wenyi Was Shouting"] Weekly Standard</ref><ref>Ethan Gutmann (24 November 2008) [http://www.weeklystandard.com/Content/Public/Articles/000/000/015/824qbcjr.asp "China’s Gruesome Organ Harvest"] The Weekly Standard</ref><ref>[http://www.worldaffairsjournal.org/article/bitter-harvest-china%E2%80%99s-%E2%80%98organ-donation%E2%80%99-nightmare "Bitter Harvest: China’s ‘Organ Donation’ Nightmare"] World Affairs Journal July/August 2012</ref> In 2012, ''"State Organs: Transplant Abuse in China"'', was published with essays from six medical professionals,<ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Danovitch+G G Danovitch articles], US National Library of Medicine</ref><ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Caplan+AL AL Caplan articles], US National Library of Medicine</ref><ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Lavee+J J Lavee articles], US National Library of Medicine</ref><ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Ahmad+G G Ahmad articles], US National Library of Medicine</ref><ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Trey+T T Trey articles], US National Library of Medicine</ref><ref>[http://www.ncbi.nlm.nih.gov/pubmed/?term=Fiatarone+Singh+M M Fiatarone Singh articles], US National Library of Medicine</ref> [[David Matas]] and Gutmann.<ref>[http://www.seraphimeditions.com/pdfs/Introduction-State-Organs "State Organs: Introduction"] seraphimeditions.com</ref><ref>Rebeca Kuropatwa (19 September 2012) [http://www.jewishtribune.ca/arts-and-culture/2012/09/19/new-matas-book-reveals-transplant-abuse "New Matas book reveals transplant abuse"], Jewish Tribune</ref><ref>[[Mark Colvin]] (27 November 2012) [http://www.abc.net.au/pm/content/2012/s3642188.htm "Parliament to hear evidence of transplant abuse in China"], [[Australian Broadcasting Corporation]]</ref><ref> Matthew Robertson (31 August 2012) [http://www.theepochtimes.com/n3/22976-book-exposes-organized-killing-for-organs-in-china "Book Exposes Organized Killing for Organs in China"] The Epoch Times</ref><ref> David Matas, Dr. Torsten Trey (2012) [http://www.seraphimeditions.com/state-organs.html State Organs, Transplant Abuse in China] seraphimeditions.com p. 144 </ref>

Gutmann interviewed over 100 witnesses including Falun Gong survivors, doctors, policemen, and camp administrators. He estimated that 65,000 Falun Gong practitioners were killed for their organs from 2000 to 2008,<ref name=Jay>[[Jay Nordlinger]] (25 August 2014) [http://www.nationalreview.com/sites/default/files/nordlinger_gutmann08-25-14.html "Face The Slaughter: The Slaughter: Mass Killings, Organ Harvesting, and China’s Secret Solution to Its Dissident Problem, by Ethan Gutmann"], National Review</ref><ref>Viv Young (11 August 2014) [http://www.nyjournalofbooks.com/book-review/slaughter-mass-killings-organ-harvesting "The Slaughter: Mass Killings, Organ Harvesting, and China’s Secret Solution to Its Dissident Problem"] New York Journal of Books</ref><ref name=Tstar>Barbara Turnbull (21 October 2014) [http://www.thestar.com/life/2014/10/21/qa_author_and_analyst_ethan_gutmann_discusses_chinas_illegal_organ_trade.html "Q&A: Author and analyst Ethan Gutmann discusses China’s illegal organ trade"] The Toronto Star</ref> and that between 450,000 to 1 million Falun Gong practitioners were detained at any given time.<ref name=washingtontimes> Julia Duin (27 April 2010) [http://www.washingtontimes.com/news/2010/apr/27/chinese-accused-of-vast-trade-in-organs/? "Chinese accused of vast trade in organs"], [[The Washington Times]]</ref><ref>Ethan Gutmann [http://www.jewishpolicycenter.org/2135/china-conundrum "The China Conundrum"] The Jewish Policy Center inFocus, Winter 2010</ref><ref name=HMH>Ethan Gutmann (10 March 2011) [http://eastofethan.com/2011/03/10/how-many-harvested-revisited "How many harvested?" revisited] eastofethan.com</ref><ref name=Slaughter>Ethan Gutmann (August 2014) [http://www.amazon.com/The-Slaughter-Killings-Harvesting-Dissident/dp/161614940X The Slaughter: Mass Killings, Organ Harvesting and China’s Secret Solution to Its Dissident Problem] "Average number of Falun Gong in Laogai System at any given time" Low estimate 450,000, High estimate 1,000,000 p 320. "Best estimate of Falun Gong harvested 2000 to 2008" 65,000 p 322. amazon.com</ref>

==2014 Taipei City mayoral election controversy==
During the 2014 Taipei City mayoral election there was controversy about what Gutmann’s book, ''The Slaughter: Mass Killings, Organ Harvesting, and China’s Secret Solution to Its Dissident Problem'', published in August 2014, said about mayoral candidate [[Ko Wen-je]]. Gutmann stated he had not said that Ko was involved in the organ trade and that he might have been misinterpreted.<ref>[http://www.taipeitimes.com/News/taiwan/archives/2014/10/29/2003603180 "Ko denies organ buying allegations"] 29 October 2014, Taipei Times</ref> On 27 November, Gutmann released a legal response with lawyer Clive Ansley, stating that "no English-speaking reader to date has understood for one moment that Dr. Ko was acting as an organ broker" and "Mr. Gutmann believes, and we think his book demonstrates, that Dr. Ko has acted honourably".<ref>[http://newtalk.tw/news/2014/11/27/54119.html 葛特曼律師回函澄清柯P沒參與器官仲介] 27 November 2014, newtalk.tw</ref>

On 29 November, Ko won the election. A full explanation was provided by Gutmann in December.<ref>Ethan Gutmann (19 Dec 2014) [https://vimeo.com/114999261 "Setting the Record Straight: The Dr. Ko Interview"] (9 minutes), vimeo.com, International Coalition to End Organ Pillaging in China</ref>

==Articles==
[http://www.weeklystandard.com/Content/Public/Articles/000/000/015/824qbcjr.asp China's Gruesome Organ Harvest: The whole world isn't watching. Why not?] Weekly Standard, 24 November 2008

[http://www.david-kilgour.com/2009/Jul_05_2009_04.php "An Occurrence on Fuyou Street"] National Review 20 July 2009 david-kilgour.com

[http://www.jewishpolicycenter.org/2135/china-conundrum "The China Conundrum"] The Jewish Policy Center inFocus, Winter 2010

[http://www.worldaffairsjournal.org/article/hacker-nation-chinas-cyber-assault "Hacker Nation: China's Cyber Assault"] World Affairs Journal May/June 2010

[http://www.weeklystandard.com/articles/thin-airwaves_519589.html?nopager=1 "Into Thin Airwaves"] The Weekly Standard, 6 December 2010

[http://www.weeklystandard.com/articles/xinjiang-procedure_610145.html "The Xinjiang Procedure"] The Weekly Standard, 5 December 2011

[http://www.worldaffairsjournal.org/article/bitter-harvest-china%E2%80%99s-%E2%80%98organ-donation%E2%80%99-nightmare "Bitter Harvest: China’s ‘Organ Donation’ Nightmare"] World Affairs Journal July/August 2012

==Books==
*[http://www.amazon.com/Losing-New-China-American-Commerce/dp/189355483X/ref=asap_bc?ie=UTF8 Losing the New China: A Story of American Commerce, Desire, and Betrayal] (2004)

*[http://www.amazon.com/The-Slaughter-Killings-Harvesting-Dissident/dp/161614940X The Slaughter: Mass Killings, Organ Harvesting and China’s Secret Solution to Its Dissident Problem] (2014)

==Awards==
His first book ''Losing the New China'' won the “Spirit of Tiananmen” award,<ref>[http://www.visiontimes.com/2014/07/26/new-book-exposes-how-china-murders-its-citizens-to-profit-from-the-sale-of-their-organs.html "New Book Exposes how China Murders its Citizens to Profit from the Sale of their Organs"], Vision Times, 26 July 2014</ref> was listed as one of New York Sun’s "Books of the year"<ref>[http://www.nysun.com/arts/books-of-the-year/7055 "Books of the Year"] The New York Sun, 31 December 2004</ref> and the “Chan’s Journalism Award” for outstanding writing.<ref name=EGtalks>[http://www.theepochtimes.com/n3/1116493-china-expert-ethan-gutmann-talks-about-his-new-book-the-slaughter-mass-killings-organ-harvesting-and-chinas-secret-solution-to-its-dissident-problem China Expert Ethan Gutmann Talks About His New Book "The Slaughter: Mass Killings, Organ Harvesting, and China’s Secret Solution to its Dissident Problem"], The Epoch Times, 2 December 2014</ref>

==Documentaries==
He appeared in ''Transmission 6-10'' (2009),<ref>[https://www.youtube.com/watch?v=RWCMW19VHlk "Transmission 6-10: 1st Half"], (52 minutes) youtube, 20 February 2011</ref> ''Red Reign: The Bloody Harvest of China's Prisoners'' (2013),<ref>[https://www.youtube.com/watch?v=Rwe_jxzomiw "Red Reign trailer"], (4 minutes) youtube, 30 July 2013</ref> and was interviewed in ''[[Free China: The Courage to Believe]]''.

==See also==
*[[Persecution of Falun Gong]]
*[[David Matas]]
*[[Edward McMillan-Scott]]

==References==
{{Reflist|2}}

==External links==
*[http://eastofethan.com/about-me About Ethan Gutmann] eastofethan.com
*[http://ethan-gutmann.com/posts Ethan Gutmann's articles] ethan-gutmann.com
*[https://www.youtube.com/watch?v=bvAOOwvJMZs Killed for Organs: China's Secret State Transplant Business] (2012) YouTube video, 8 minutes

[[Category:Living people]]

Madrasas in Pakistan

2015-03-26T22:26:45Z

Robevans123: /* top */ typo: Philosphy -> Philosophy

{{Islam in Pakistan}}
'''Madrassas of Pakistan''' are [[Islamic]] [[seminaries]] in [[Pakistan]], known as ''Madaris-e-Deeniya'' in Urdu, that teach mostly Islamic subjects such as ''Tafseer'' (Interpretation of Holy Quran), ''Hadith''(thousands of sayings of Prophet Muhammad), ''usul ul hadith''( rules of hadith), ''Fiqh'' (Islamic Law), ''Sarf and Nahw'' (branches of Arabic grammar), Arabic Language, Usool ul fiqh(Jurisprudence), Islamic Finance, ''Mantiq'' (Logic), Philosophy, classic Arabic literature and eloquence, leading to graduation as a scholar or cleric (''maulvi''or''maulana''). The students are admitted after matriculation or high schooling and after 8 years of intense study, acquire a degree of Shahadat ul Aalymiya which is equivalent to a masters degree by the HEC Pakistan. Their number grew dramatically during and after the reign of General Zia al-Haq, and are used especially by Pakistan’s poorest families in part because they feed and house their students.<ref name=nyt050309>{{cite news|last1=TAVERNISE|first1=SABRINA|title=Pakistan’s Islamic Schools Fill Void, but Fuel Militancy|url=http://www.nytimes.com/2009/05/04/world/asia/04schools.html?pagewanted=all&_r=0|accessdate=8 December 2014|agency=New York Times|date=May 3, 2009}}</ref> {{As of|2009}}, there more than 12,000 registered madrasas and more unregistered ones in Pakistan. In some areas of Pakistan they outnumber the underfunded public schools.<ref name=nyt050309/>

Most madrassas in Pakistan are [[Sunni Islam|Sunni]], with an estimated 4-10% madrassas serving the minority [[Shia Islam|Shia]] population. Most Sunni madrassas follow the doctrine of the [[Deobandi]] sect. Additionally there are a number of [[Quran]] academies offering diplomas in Islamic courses. Critics have complained that the madrassas offer almost no instruction beyond the memorizing of the Koran, and that analysis of the profiles of suicide bombers who have struck in at least one region of Pakistan have found most attended madrasas.<ref name=nyt050309/>

==History==
The ''[[madrasah|madaris]]'' rose as colleges of learning in the [[Islamic world]] in the 11th century, though there were institutions of learning earlier.<ref>George Makdisi, ''The Rise of Colleges: Institutions of Learning in Islam and the West'', 1981: Edinburgh Univ. Press. pp. 10-24</ref> They catered not only to the religious establishment, though that was the dominant influence over them, but also the secular one. To the latter they supplied physicians, administrative officials, judges and teachers.

In 1947 there were only 189 madrassas in Pakistan,<ref name="TheNews">{{Cite news|first= Kamila |last= Hyat |title= No room for doubt and division |url= http://thenews.jang.com.pk/daily_detail.asp?id=137784 |work= [[The News International]] |date=2008-09-25 |accessdate=2008-09-25 }}</ref> but there number expanded greatly during the rule of President General [[Muhammad Zia-ul-Haq|Zia-ul-Haq]] (1977–1988).<ref>http://books.google.com/books?id=b9QqOMnCAq0C&pg=PA162&dq=Muhammad+Zia-ul-Haq+madrassa+2,801&hl=en&sa=X&ei=m5WdUMDwPMSy0AGg0oC4Dg&ved=0CC0Q6AEwAA#v=onepage&q&f=false</ref>

In 2002 the country had 10,000-13,000 unregistered madrassas with an estimated 1.7 to 1.9 million students.<ref>Christopher Candland, "Pakistan’s Recent Experience in Reforming Islamic Education" in ''Education Reform in Pakistan: Building for the Future'', (Robert M. Hathaway, ed.), 2005: Washington, D.C: pp. 151-153</ref> A 2008 estimate puts this figure at "over 40,000".<ref name="TheNews"/>

The expansion was due both to the growth of Pakistan's population and active government programmes geared towards promoting a specific culture and ideology. Major elements sought to promote the indigenous culture originally taught in the madaris in Pakistan. During the Soviet occupation of Afghanistan, Afghan government officials often supported jihad activities (freedom fighters) in various madrassa schools in northern Pakistan{{Citation needed|date=September 2010}}.

Total number of Deeni Madariss in Pakistan according to PAKISTAN ECONOMIC SURVEY 2009-10 is 288 between which salaries are distributed of their teachers under Madrassa Reforms Project.<ref>http://finance.gov.pk/survey/chapter_10/10_Education.pdf</ref>

After the [[September 11, 2001 attacks]] on the [[United States]], American television commentators widely associated ''madrassas'' with violence or fundamentalism. Former Pakistani president [[Pervez Musharraf|Gen. Musharraf]] tried to introduce an element of nominal control as an overture to American pressure, which have by and large been considered a failure.

==Conservative fundamentalism==
{{Rquote|right|"No one thought to ask about what would happen next...nearly an entire generation came of age in a peculiar all-male world where the only concern was the Koran, sharia law and the glorification of jihad"|Dina Temple-Raston, 2007<ref name="lack">{{Cite book
| url=http://books.google.ca/books?id=aK02wJ_6dEcC&pg=PA68#v=onepage&q&f=false
| title=The Jihad Next Door: the Lackawanna six and rough justice in an age of terror
| year=2007
| author=Dina Temple-Raston
| isbn=978-1-58648-403-3
| publisher=[[Perseus Books Group]]
| archiveurl=
| archivedate=
}}</ref>}}

After the [[September 11, 2001 attacks]] on the [[United States]], the US government encouraged former Pakistani president [[Pervez Musharraf|Gen. Musharraf]] to do something about Madrassas. Musharraf tried to introduce an element of nominal control. Two laws were passed: one to create state-controlled ''madrassas'' (model: ''Dini Madaris'', 2001); the other to register and control them (2002). The first had moderate success, as some religious institutions registered in 2003 with the [[Pakistan Madrasah Education Board]] created by this law. However, the three alternative institutions it created suffer from organizational difficulties. The second measure proved unpopular with the ''madrassas'', but the government has restricted some access of foreign students to the madaris education system.

Madrassas in Pakistan have been used to recruit [[jihadists]] and as a pretext to finance militancy. For example, officials with the [[Lashkar-e-Taiba]]'s charity wing, [[Jamaat-ud-Dawa]], travelled to Saudi Arabia seeking donations for new schools, vastly inflating the schools costs to the donors – then siphoned off the excess money to fund militant operations.<ref name=guardian051210>{{cite news| url=http://www.guardian.co.uk/world/2010/dec/05/wikileaks-cables-saudi-terrorist-funding | location=London | work=The Guardian | first=Declan | last=Walsh | title=WikiLeaks cables portray Saudi Arabia as a cash machine for terrorists | date=2010-12-05}}</ref>

==Overseeing bodies==
The ''Ittehad Tanzimat Madaris-e-Deeniya'', a federation of the five [[Waqf]]s (seminary boards) in Pakistan, represents
[[Deobandi|AhleSunnat Wal Jammal Deoband]], [[AhleSunnat Barelwi]], [[Ahle Hadith|Ahl-e Hadith]], [[Shia Islam|Shia]] and [[Jamaat-e-Islami Pakistan|Jamaat-e-Islami]] schools of thought. Maulana Saleem Ullah Khan is the president of Ittehad Tanzimat Madaris-e-Deeniya Pakistan.<ref>[http://www.ziaulummahfoundation.com/ Jamia Mohammadia Ghausia]</ref>

==Comparative studies==
In addition to the South Asian [[Dars-i-Nizami]] curriculum, the students read books in [[Urdu]] as part of [[comparative religion]] or [[Apologetics#Apologetics in other religions|training in the beliefs of the sub-sect]] (''maslak'').{{fact|date=December 2014}} These texts are taught in a manner in order to promote understanding of differences and similarities as they exist, with the stated goal of respect for human diversity.{{fact|date=December 2014}} Subjects such as Western ideologies — capitalism, individualism, freedom, feminism, socialism, democracy, human rights are discussed in the context of how they relate to the Muslim thought and identity prevalent in the schools.{{fact|date=December 2014}}

==See also==

*[[Jamia Binoria|Jamia Binoria Al Aalamia,Karachi]], [[Karachi]]
*[[Jamia Uloom ul Islamia]] ([[Binori Town]]), [[Karachi]]
*[[Darul Uloom Haqqania]], [[Akora Khattak]]
*[[Jamia Ashrafia]], [[Lahore]]
*[[Darul 'Uloom Karachi]], [[Karachi]]

==References==
{{Reflist}}

==Additional reading==
* Ali, Saleem H. 2009. "Islam and Education: Conflict and Conformity in Pakistan's Madrassas." Oxford University Press.
* Candland, Christopher. 2005. ‘Pakistan’s Recent Experience in Reforming Islamic Education’. In Hathaway, Robert. M (ed). 2005. ''Education Reform in Pakistan: Building for the Future Washington'' D.C: Woodrow Wilson International Center for Scholars. pp. 151–165.
* Hartung, Jan-Peter and Reifeld, Helmut. 2006. ''Islamic Education, Diversity and National Identity'' New Delhi: Sage.
* Makdisi, George. 1981. ''The Rise of Colleges: Institutions of Learning in Islam and the West'' Edinburgh: Edinburgh University Press.
* Malik, Jamal, ed. 2008. ''Madrasas in South Asia: Teaching Terror?''. London and New York: Routledge.
* Rahman, Tariq. 2004. ''Denizens of Alien Worlds: A Study of Education, Inequality and Polarization in Pakistan'' Karachi: Oxford University Press. Chapter 5.
* Robinson, Francis. 2002. ''The Ulama of Farangi Mahal and Islamic Culture in South Asia'' Lahore: Ferozsons.

{{Education in Pakistan}}

{{DEFAULTSORT:Madrassas In Pakistan}}
[[Category:Madrasas in Pakistan]]

Insektizidseife

2015-03-24T19:49:22Z

Robevans123: /* Use */ typo: particularily -> particularly

'''Insecticidal soap''' is defined as any of the [[potassium]] [[fatty acid]] soaps used to control many plant pests. Because insecticidal soap only works on direct contact with the pests, it is sprayed on plants in way such that the entire plant is wetted. Soaps have a low [[mammal]]ian toxicity and are therefore considered safe to be used around children and pets. It may be used in [[organic farming]].

== Composition ==
Insecticidal soap should be based on long-chain [[fatty acid]]s (10–18 carbon atoms),<ref name="rose"/> because shorter-chain fatty acids tend to be damaging for the plant ([[phytotoxicity]]). Short (8-carbon) fatty-acid chains occur for example in [[coconut oil]] and [[palm oil]] and soaps based on those oils. Recommended concentrations are typically in the range 1–2 percent.<ref name="CSU"/><ref name="UCD"/><ref name="Clemson"/> One manufacturer recommends a concentration of 0.06% to 0.25% (pure soap equivalent) for most agricultural applications.;<ref name="label-super"/><ref name="label-super-conc"/> another one<ref name="label-mpede"/> recommends concentrations of 0.5 to 1% pure soap equivalent.

Insectidal soap is most effective if it is dissolved in soft water, since the fatty acids in soap tend to precipitate in [[hard water]], thereby reducing the effectivity.<ref name="rose"/><ref name="label-super"/>

Insecticidal soap is sold commercially for aphid control; these may not always use the word soap, but they will list "potassium salts of [[fatty acid]]s" or "potassium [[lauric acid|laurate]]" as the active ingredient. Certain types of household soaps (not synthetic [[detergent]]s) are also suitable,<ref name="rose"/> but it may be difficult to tell from the label. [[soap#Effect of the alkali|Potassium-based soaps]] are typically soft or liquid.

== Mechanism of action ==
The mechanism of action is not exactly understood.<ref name="rose"/> Possible mechanisms are:<ref name="rose"/><ref name="keeley-youtube"/>
* Soap, which enters via the insect's [[trachea]], may disrupt [[cell membrane]]s, resulting in the cell contents leaking from the damaged cells ([[cytolysis]]).
* Soap may dissolve the wax layer on the [[arthropod cuticle|cuticle]] ("skin"), which leads to water loss by evaporation.
* Soap may block [[spiracle|breathing openings]] or trachea, which leads to suffocation.
* Soap may interfere with growth hormones.
* Soap may affect insect [[metabolism]].

== Affected organisms ==
Insecticidal soap works best on soft-bodied insects and [[arthropod]]s such as<ref name="CSU"/><ref name="label-super"/> [[aphids]], [[Adelgidae|adelgids]],
[[mealybugs]], [[spider mite]]s, [[thrips]], [[Jumping plant louse|jumping plant lice]], [[scale insect]]s, [[whitefly|whiteflies]], and [[sawfly]] larvae. It can also be used for [[caterpillar]]s and [[leafhopper]]s, but these large-bodied insects can be more difficult to control with soaps alone. Many pollinators and predatory insects such as [[coccinellidae|lady beetles]], [[bumblebee]]s, and [[hoverfly|hoverflies]] are relatively unaffected. However, soap will kill predatory mites that may help control spider mites.<ref name="CSU"/><ref name="raudonis"/> Also, the soft-bodied aphid-eating larvae of lady beetles, [[Neuroptera|lacewing]], and hoverflies may be affected negatively. According to one study<ref name="raudonis"/> a single soap application killed about 15% of lacewing and lady-beetle larvae, and about 65% of predatory mites ([[Amblyseius]] andersoni).

Manufacturers<ref name="label-super"/><ref name="label-mpede"/> state that their insecticidal soaps are only suitable for controlling [[myzus persicae|green peach aphids]] if used in combination with another insecticide, whereas the soaps can control other aphids on their own. A study showed that a 2% soap solution applied to green peach aphids will kill around 95% of the adults and 98% of [[nymph (biology)|nymphs]] within 48 hours.<ref name="tremblay-2009"/> At 0.75% concentration, the kill rates are reduced to 75% and 90%, respectively.

Since 2011, insecticidal soap is also approved in the US for use against [[powdery mildew]].<ref name="label-super"/><ref name="label-mpede"/>

== Use ==
Insecticidal soap solution will only kill pests on contact; it has no residual action against aphids that arrive after it has dried. Therefore, the infested plants must be thoroughly wetted. Repeated applications may be necessary to adequately control high populations of pests.

Soap spray may damage plants, especially at higher concentrations or at temperatures above 32 °C (90 °F).<ref name="UCD"/><ref name="Clemson"/> Plant injury may not be apparent until two days after application. Some plant species are particularly sensitive to soap sprays. Highly sensitive plants include:<ref name="label-super"/> [[horse chestnut]], [[Acer palmatum|Japanese maple (Acer)]], [[Sorbus aucuparia]] (mountain ash), [[cherimoya|Cherimoya fruit]], [[Lamprocapnos]] (bleeding heart), and [[sweet pea]]. Other sensitive plants are, for example:<ref name="Clemson"/><ref name="label-super"/> [[Portulaca]], some tomato varieties, [[Crataegus]] (hawthorn), [[cherry|cherries]], [[plum]], [[Adiantum]] (maidenhair fern), [[Euphorbia milii]] (crown of thorns), [[Lantana camara]], [[Tropaeolum]] (nasturtium), [[Gardenia jasminoides]], [[Lilium longiflorum]] (Easter lily). [[Conifer]]s under (drought) stress or with tender new growth are sensitive as well.

Damage may occur as yellow or brown spotting on the leaves, burned tips, or leaf scorch. Plants under [[drought]] stress, young transplants, unrooted [[cutting (plant)|cutting]]s and plants with soft young growth tend to be more sensitive. Sensitivity may be tested on a small portion of a plant or plot before a full-scale application.

One manufacturer recommends that applications are done with 7 to 14 day intervals, with a maximum of three applications,<ref name="label-super"/> as repeated applications may aggravate phytotoxicity. In addition, water conditioning agents can increase phytotoxicity.{{citation needed|date=March 2015}}

Thanks to its low mammalian toxicity, application of insecticidal soap is typically allowed up to the day of harvest.<ref name="label-super"/><ref name="label-mpede"/>

== References ==
{{reflist|refs=
<ref name="rose">[http://www.rose.org/soaps-and-detergents-should-they-be-used-on-roses/ “Soaps” and Detergents: Should They Be Used on Roses?] R.A. Cloyd, American Rose Society (2013).</ref>
<ref name="UCD">[http://www.ipm.ucdavis.edu/PMG/PESTNOTES/pn7404.html Aphids: Integrated Pest Management for Home Gardeners and Landscape Professionals]. M.L. Flint, University of California Davis, July 2013.</ref>
<ref name="CSU">[http://www.ext.colostate.edu/pubs/insect/05547.html Insect Control: Soaps and Detergents]. W.S. Cranshaw, University of Colorado. March 2008.</ref>
<ref name="Clemson">[http://www.clemson.edu/extension/hgic/pests/pesticide/hgic2771.html Insecticidal Soaps for Garden Pest Control]. J. D. Ubl, Clemson University, July 2009.</ref>
<ref name="keeley-youtube">[https://www.youtube.com/watch?v=-qS6nt1zuq8 Insecticidal Soaps - Modes of Action] (video). L.L. Keeley (20 Aug 2013).</ref>
<ref name="raudonis">[http://www.lzi.lt/tomai/97(1)tomas/97_1_tomas_str6.pdf Toxicity of biopesticides to green apple aphid, predatory insects and mite in an apple-tree orchard]. L. Raudonis et al., Zemdirbyste-Agriculture, vol. 97, No. 1 (2010), p. 49–54.</ref>
<ref name="label-super">[http://www.epa.gov/opp00001/chem_search/ppls/048222-00005-20110721.pdf Pesticide product label for Super insecticidal soap concentrate]. US Environmental protection agency, July 2011.</ref>
<ref name="label-super-conc">In the pesticide product label elsewhere in this reference list: 0.5 pint of a 25% concentrate per 25 gallons = 0.06%.</ref>
<ref name="tremblay-2009">[https://www.mysciencework.com/publication/file/1970822/toxicity-effects-of-an-insecticidal-soap-on-the-green-peach-aphid-homoptera-aphididae Toxicity effects of an insecticidal soap on the green peach aphid]. E. Tremblay et al., Phytoprotection 90: 35-39 (2009).</ref>
<ref name="label-mpede">[http://www.epa.gov/opp00001/chem_search/ppls/010163-00324-20110726.pdf Pesticide product label for M-Pede insecticide miticide fungicide]. US Environmental protection agency, July 2011.</ref>
}}

== See also==
* [[Biological pest control]]
* [[Green pesticide]]
* [[Insect trap]]
* [[List of beneficial weeds]]
* [[List of pest-repelling plants]]
* [[Organic farming]]

[[Category:Insecticides]]
[[Category:Sustainable agriculture]]

Stephen Crabb

2015-03-23T22:33:53Z

Robevans123: /* Political career */ typo: parliment -> parliament

{{BLP sources|date=July 2014}}
{{Use dmy dates|date=August 2014}}
{{Infobox MP
|honorific-prefix = [[The Right Honourable]]
|name = Stephen Crabb
|honorific-suffix = [[Member of Parliament|MP]]
|image = Stephen_Crabb_MP.jpg
|office = [[Secretary of State for Wales]]
|primeminister = [[David Cameron]]
|term_start = 15 July 2014
|term_end =
|predecessor = [[David Jones (MP for Clwyd West)|David Jones]]
|successor =
|office1 = [[Wales Office|Minister of State for Wales]]
|term_start1 = 4 September 2012
|term_end1 = 15 July 2014
|primeminister1 = [[David Cameron]]
|predecessor1 = [[David Jones (MP for Clwyd West)|David Jones]]
|successor1 = [[Alun Cairns]]
|office2 = [[Member of Parliament]] for [[Preseli Pembrokeshire (UK Parliament constituency)|Preseli Pembrokeshire]]
|majority2 = 4,605 (11.6%)
|term_start2 = 5 May 2005
|term_end2 =
|predecessor2 = [[Jackie Lawrence (politician)|Jackie Lawrence]]
|successor2 =
|birth_date = {{birth date and age|1973|1|20|df=y}}
|birth_place = [[Inverness]], Scotland
|death_date =
|death_place =
|party = [[Conservative Party (UK)|Conservative]]
|spouse = Béatrice Monnier
|children = 2
|alma_mater = [[University of Bristol]] [[London Business School|University of London]]
|website = [http://www.stephencrabb.com Official website]
}}
'''Stephen Crabb''' (born 20 January 1973) is a Welsh [[Conservative Party (UK)|Conservative Party]] [[politician]]. He has been the [[Member of Parliament]] for [[Preseli Pembrokeshire (UK Parliament constituency)|Preseli Pembrokeshire]] since [[United Kingdom general election, 2005|2005]] and [[Secretary of State for Wales]] since July 2014.<ref>{{cite news| url=http://www.bbc.co.uk/news/uk-wales-politics-19495871 | work=BBC News | title=MP Stephen Crabb wins Wales Office promotion | date=5 September 2012}}</ref> He had previously been a [[Government Whip]] and Wales Minister.<ref>{{cite news| url=http://www.bbc.co.uk/news/uk-wales-politics-19495797 | work=BBC News | title=The reshuffle: twist in the tail | date=5 September 2012}}</ref> The BBC described his then-dual role as both a whip and a minister as unusual.<ref>{{cite news| url=http://www.bbc.co.uk/news/uk-wales-politics-19497621 | work=BBC News | title=The unexpected Wales Office call for Baroness Randerson | date=5 September 2012}}</ref><ref>{{cite news| url=http://www.bbc.co.uk/news/uk-wales-19499236 | work=BBC News | title=Stephen Crabb MP on his new job in Wales Office | date=6 September 2012}}</ref>

==Early life==
Crabb was born in [[Inverness]], [[Scotland]] <ref name="Stephen Crabb to be Welsh secretary">{{cite news|title=Stephen Crabb to be Welsh secretary|url=http://www.theguardian.com/politics/2014/jul/15/stephen-crabb-new-welsh-secretary|accessdate=15 July 2014|publisher=The Guardian|date=15 July 2014}}</ref> to Scottish and Welsh parents. He and his two brothers were raised by a single mother in [[council housing]] in [[Pembrokeshire]].<ref name="Stephen Crabb to be Welsh secretary" />

==Education==
Crabb was educated at local state schools the Fenton Infants School, Barn Street Junior School (now both called Fenton Community Primary School) on Portfield{{citation needed|date=July 2014}} and [[Tasker Milward V.C. School]], a [[voluntary controlled school|voluntary controlled]] state maintained school in the [[market town]] of [[Haverfordwest]], in [[Pembrokeshire]], from 1984–91,<ref name="About Stephen">{{cite web|title=About Stephen|url=http://www.stephencrabb.com/About-Stephen/About-Stephen.aspx|website=stephencrabb.com|accessdate=15 July 2014}}</ref><ref name="Stephen Crabb Secretary of State for Wales" /> followed by the [[University of Bristol]], graduating in 1995 with a [[Bachelor of Science|BSc]] in Politics.<ref name="About Stephen" /><ref name="Stephen Crabb Secretary of State for Wales" />

As a student, Crabb spent his summers working on building sites in different locations in England and Wales. For one job at a site on [[Newport Docks]] he reportedly lived in a tent during the week, returning to Pembrokeshire at weekends.<ref name="mail">{{cite news|last1=Crabb|first1=Stephen|title=Tory Minister for Wales: I foiled my dad's knife attack... on my mother|url=http://www.dailymail.co.uk/news/article-2808023/Tory-Minister-Wales-foiled-dad-s-knife-attack-mother.html|accessdate=20 March 2015|publisher=Daily Mail|date=25 October 2014}}</ref>

He met his future wife Béatrice whilst studying at [[Bristol University]].<ref name="mail" />

Crabb then went to the [[London Business School]],<ref name="About Stephen" /><ref name="Stephen Crabb Secretary of State for Wales" /> where he gained an [[Master of Business Administration|MBA]], and learnt French through the [[Open University]].

==Life and career==

===Professional career===
Crabb started his career in the youth and charity sector with the [[NCVYS|National Council for Voluntary Youth Services]] while working part-time as a youth worker in inner city south London. In 1998, Crabb started work at the [[London Chamber of Commerce & Industry|London Chamber of Commerce]] and in 2002 he went on to become a marketing [[consultant]].<ref name="Stephen Crabb Secretary of State for Wales" />

In 2004, Crabb returned to Pembrokeshire and in 2005 he was elected as the local Member of Parliament. He was the youngest member of the 2005 Conservative intake.<ref name="Stephen Crabb Secretary of State for Wales">{{cite web|title=Stephen Crabb MP appointed Secretary of State for Wales|url=https://www.gov.uk/government/news/stephen-crabb-mp-appointed-secretary-of-state-for-wales|website=www.gov.uk|publisher=UK Government|accessdate=15 July 2014}}</ref>

In December 2012, Crabb was named ITV Wales 'Member to Watch' in the Welsh Political Awards 2012.<ref>{{cite web|url=http://www.itv.com/news/wales/2012-12-04/education-minister-named-politician-of-the-year/|title=Education Minister named Politician of the Year|work=ITV News|accessdate=22 October 2014}}</ref>

Crabb was trustee of Pembrokeshire foodbank charity, [[Pembrokeshire Action To Combat Hardship]], based in his parliamentary constituency.<ref>{{cite web|url=http://www.companiesintheuk.co.uk/director/2454228/stephen-crabb|title=Stephen Crabb|author=Comdevelopment Ltd|publisher=|accessdate=22 October 2014}}</ref> In early 2014 This connection to PATCH caused some controversy and raised questions over Crabb's sincerity towards foodbank users when on 18 December 2013, at a parliamentary debate he voted against the publication of a 2013 investigation into foodbanks use and UK hunger and in the same motion voted against the call for the government to implement measures to reduce UK foodbank dependency.<ref>{{cite news|title=Crabb's Foodbank Hypocrisy |url=http://www.westerntelegraph.co.uk/letters/10954233.Foodbank_hypocrisy/ |accessdate= 22 January 2014}}</ref>

===Political career===
From 1995 to 1996, Crabb was a [[Christian Action Research and Education]] parliamentary intern.<ref name="Tele1">{{cite news|url=http://www.telegraph.co.uk/news/uknews/1975933/Christian-fundamentalists-fighting-spiritual-battle-in-Parliament.html|title=Christian fundamentalists fighting spiritual battle in Parliament|last=Modell|first=David|date=18 May 2008|work=Telegraph.co.uk|publisher=Telegraph Media Group|accessdate=20 May 2009|location=London}}</ref><ref name="CARE">{{cite web|url=http://www.care.org.uk/Publisher/File.aspx?ID=27796|title=CARE Leadership Programme 2010–11|format=PDF|work=www.care.org.uk|publisher=CARE|accessdate=20 May 2009}}</ref>

In 1998, Crabb was elected as the chairman of the [[North Southwark and Bermondsey (UK Parliament constituency)|Southwark North and Bermondsey]] Conservative Association for two years and in the same year was an [[election monitoring|election monitor]] in [[Bosnia and Herzegovina]].

In 2004, Crabb returned to Pembrokeshire and in 2005 he was elected as the MP for the seat where he grew up – Preseli Pembrokeshire. He took the seat from Labour as one of only three Welsh Conservative MPs to end the ‘Tory free zone’ that had existed in Wales since 1997. He made his [[maiden speech]] on 25 May 2005.<ref name="Maiden">{{cite journal|title=Oral Answers to Questions (25 May 2005)|journal=Hansard|volume=434|issue=79|url=http://www.publications.parliament.uk/pa/cm200506/cmhansrd/vo050525/debtext/50525-21.htm#50525-21_spnew0|format=}} {{dead link|date=March 2010}}</ref>

In the [[House of Commons (UK)|House of Commons]], Crabb served on the [[Welsh Affairs Select Committee]], [[International Development Select Committee]] and [[Treasury Select Committee]]. In 2009 he was appointed to the Conservative frontbench as Junior Whip (a post which only exists in the Conservative Party). In 2010, Crabb became Assistant Government Whip in the Coalition Government.

Crabb takes an interest in international development, believing in the importance of UK aid.<ref name="Stephen Crabb - Conservative">{{cite web|title=Stephen Crabb|url=http://www.conservatives.com/OurTeam/Members_of_Parliament/Crabb_Stephen.aspx|website=http://www.conservatives.com|publisher=The Conservative Party|accessdate=15 July 2014}}</ref> In 2006 he chaired the Conservative Party’s Human Rights Commission and from 2007-2009 he sat on the International Development Committee. In July 2008, he was the only MP to break ranks with the Committee over its calls for direct talks with the terrorist group [[Hamas]].{{citation needed|date=July 2014}} From 2010 to 2012 he led Project Umubano, the [[Conservative Party (UK)|Conservative Party]]’s project which works in [[Rwanda]] and [[Sierra Leone]].<ref name="Stephen Crabb - Conservative" /> He took a team of over 100 Party volunteers to Africa each year.

In 2012, Crabb was appointed as a Lord Commissioner of HM Treasury and [[Parliamentary Under-Secretary of State]] for Wales. At the [[Wales Office]], Crabb has led the work on maintaining the competitiveness of Wales’ energy intensive industries. Crabb is a passionate supporter of [[welfare reform]] and [[social mobility]].{{citation needed|date=July 2014}}

Crabb is a former patron of the [[Burma Campaign UK]], the London based group campaigning for human rights and democracy in [[Burma]].

In May 2009, [[Disclosure of expenses of British Members of Parliament|it was revealed]] that Crabb claimed £8,049 on his second home expenses in order to refurbish a flat in London. After selling the flat for a profit, he "flipped" his expenses to cover a house that was being purchased for his family in Pembrokeshire. A room in another flat was then designated as his main home.<ref name="Tele2">{{cite news|url=http://www.telegraph.co.uk/news/newstopics/mps-expenses/5318954/Stephen-Crabb-nominates-fellow-MPs-flat-as-main-home-MPs-expenses.html|title=Stephen Crabb nominates fellow MP's flat as main home: MPs' expenses|last=Swaine|first=Jon|date=14 May 2009|work=Telegraph.co.uk|publisher=Telegraph Media Group|accessdate=20 May 2009|location=London}}</ref> At the time he said, “I haven’t claimed for things like plasma TVs, even though the rules allow it. My claims were always within the letter and the spirit of the rules.”

In the [[United Kingdom general election, 2010|2010 elections]] on 6 May, Crabb retained his seat with a majority of 4,605 and 42.79% of the vote.<ref name="Stephen Crabb UK Parliament">{{cite web|title=Stephen Crabb MP|url=http://www.parliament.uk/biographies/commons/stephen-crabb/1554|website=http://www.parliament.uk/|publisher=UK Parliament|accessdate=15 July 2014}}</ref>

In the government [[Cabinet (government)|cabinet]] reshuffle in July 2014, Crabb was appointed [[Secretary of State for Wales]]<ref name="Stephen Crabb UK Parliament" /> He became the first [[beard]]ed Conservative cabinet minister since 1905.<ref name="guardianjuly14">{{cite news|url=http://www.theguardian.com/politics/2014/jul/15/stephen-crabb-new-welsh-secretary |title=Stephen Crabb to be Welsh secretary|last=Mason|first=Rowena|date=15 July 2014|work=theguardian.com|publisher=Guardian News and Media Ltd|accessdate=16 July 2014|location=London}}</ref>

====Work on Energy Intensive Industries====

Since becoming a Wales Office minister in 2012, Crabb has led the work calling for relief for Wales' energy intensive industries. In December 2013 he brought together some of Wales' biggest high energy use companies including Tata Steel, Celsa and Valero to focus on the impact of energy costs on the competitiveness of Welsh businesses and agree a course of action.{{citation needed|date=July 2014}} In the 2014 Spring Budget, [[The Chancellor of the Exchequer]] announced that the UK Government would compensate energy intensive industries being hit hard by high energy costs. This was described as a 'feather in the cap' for Crabb.<ref>{{cite news| author=Graham Henry |url=http://www.walesonline.co.uk/news/wales-news/budget-2014-what-george-osbornes-6851158 | work=Wales Online | title=Budget 2014: What will George Osborne's Budget statement mean for Wales? | date=19 March 2014}}</ref> Reportedly, one of his first acts as Welsh Secretary was to abandon his taxpayer subidised car, in favour of public transport.<ref>{{cite news| author=Steffan Rhys |url=http://www.walesonline.co.uk/news/wales-news/welsh-secretary-stephen-crabb-scraps-7461404 | work=Wales Online | title=No Jags: New Welsh Secretary Stephen Crabb scraps Jaguar on first day | date=20 July 2014}}</ref>

==Personal life==
Crabb is married to Béatrice Monnier and they have two children.<ref name="Stephen Crabb - Conservative" /> He is vice-captain of the Commons and Lords RFC rugby team,<ref name="Stephen Crabb - Conservative" /> and has run the London Marathon three times. Stephen learnt to play the guitar as a teenager, practising with his band on the housing estate.<ref name="mail" />

==References==
{{reflist}}

==External links==
* [http://www.stephencrabb.com Stephen Crabb MP] ''official constituency website''
* [http://www.conservatives.com/People/Members_of_Parliament/Crabb_Stephen.aspx Stephen Crabb MP] Conservative Party profile
* [http://www.ceidwadwyr.com/portal-en/our-mps/55-stephen-crabb-mp.html Stephen Crabb MP] Welsh Conservative Party profile
* [http://www.pembrokeshireconservatives.com Preseli Pembrokeshire Conservatives]
*{{MPLinksUK | parliament = stephen-crabb/31575 | hansard = mr-stephen-crabb | hansardcurr = 4763 | guardian = 11009/stephen-crabb | publicwhip = Stephen_Crabb | theywork = stephen_crabb | record = Stephen-Crabb/Preseli-Pembrokeshire/359 | bbc = 31575.stm | journalisted = }}
*[http://news.bbc.co.uk/2/hi/uk_news/politics/4087526.stm Meet the MP: Stephen Crabb] ''[[BBC News]]'', 20 December 2005

{{s-start}}
{{s-par|uk}}
{{s-bef|before=[[Jackie Lawrence (politician)|Jackie Lawrence]]}}
{{s-ttl|title=[[Member of Parliament]] for [[Preseli Pembrokeshire (UK Parliament constituency)|Preseli Pembrokeshire]]|years=[[United Kingdom general election, 2005|2005]]–present}}
{{s-inc}}
|-
{{s-off}}
{{s-bef|before=[[David Jones (MP for Clwyd West)|David Jones]]}}
{{s-ttl|title=[[Secretary of State for Wales]]|years=2014–present}}
{{s-inc}}
{{s-end}}

{{Cameron Cabinet}}
{{Cabinet of David Cameron}}
{{Secretaries of State for Wales}}
{{Wales Office}}

{{Persondata 
| NAME =Crabb, Stephen
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = British politician
| DATE OF BIRTH =20 January 1973
| PLACE OF BIRTH =[[Inverness]]
| DATE OF DEATH =
| PLACE OF DEATH =
}}
{{DEFAULTSORT:Crabb, Stephen}}
[[Category:1973 births]]
[[Category:Living people]]
[[Category:People educated at Tasker-Milward V.C. School]]
[[Category:People from Inverness]]
[[Category:Alumni of the London Business School]]
[[Category:Alumni of the University of Bristol]]
[[Category:Conservative Party (UK) MPs]]
[[Category:Members of the Parliament of the United Kingdom for Welsh constituencies]]
[[Category:UK MPs 2005–10]]
[[Category:UK MPs 2010–15]]
[[Category:Members of the Privy Council of the United Kingdom]]
[[Category:Welsh politicians]]

Edgerrin James

2015-03-12T11:30:04Z

Robevans123: typo:carrer -> career

{{Infobox NFL player
|name=Edgerrin James
|image=Edgerrin James 2009.jpg
|image_size=
|alt=
|caption=Edgerrin James in 2009
|number=32
|position=[[Running back]]
|birth_date={{Birth date and age|1978|8|1|mf=y}}
|birth_place=[[Immokalee, Florida]]
|death_date=
|death_place=
|heightft=6
|heightin=0
|weight=219
|highschool=[[Immokalee High School|Immokalee (FL)]]
|college=[[Miami Hurricanes football|Miami (FL)]]
|draftyear=1999
|draftround=1
|draftpick=4
|debutyear=1999
|debutteam=Indianapolis Colts
|finalyear=2009
|finalteam=Seattle Seahawks
|pastteams=
* [[Indianapolis Colts]] ({{NFL Year|1999}}–{{NFL Year|2005}})
* [[Arizona Cardinals]] ({{NFL Year|2006}}–{{NFL Year|2008}})
* [[Seattle Seahawks]] ({{NFL Year|2009}})
|highlights=
'''NFL'''
* {{nowrap|4× [[Pro Bowl]] ([[2000 Pro Bowl|1999]], [[2001 Pro Bowl|2000]], [[2005 Pro Bowl|2004]], [[2006 Pro Bowl|2005]])}}
* First-team [[All-Pro]] ([[1999 All-Pro Team|1999]])
* 2× Second-team All-Pro ([[2000 All-Pro Team|2000]], [[2004 All-Pro Team|2004]])
* 2× [[List of NFL rushing champions|NFL Rushing champion]] ([[1999 NFL season|1999]], [[2000 NFL season|2000]])
* 2× [[American Football Conference|AFC]] rushing yards leader (1999, 2000)
* 4× [[Pro Football Weekly|''PFW'']] First-Team [[All-Pro|All-AFC]] ([[1999 All-Pro Team|1999]], [[2000 All-Pro Team|2000]], [[2004 All-Pro Team|2004]], [[2005 All-Pro Team|2005]])
* [[NFC Championship Game|NFC champion]] (2008)
* [[Indianapolis Colts Ring of Honor|Colts Ring of Honor]] inductee (2012)
* [[National Football League Rookie of the Year Award|NFL Offensive Rookie of the Year]] (AP, PFWA, 1999)
* [[National Football League 2000s All-Decade Team|NFL 2000s All-Decade Team]]
* [[List of National Football League rushing yards leaders|10,000 Rushing Yards Club]]
* [[List of National Football League rushing yards leaders|Eleventh-leading rusher of All-Time]]
* [[#NFL Records|NFL records]]
* Indianapolis Colts all-time career leader (Rushing attempts, Rushing yards, Rushing touchdowns)
'''NCAA'''
* First-team All-[[Big East Conference (1979–2013)|Big East]] (1998)
|statlabel1=Rushes
|statvalue1=3,028
|statlabel2=Rushing yards
|statvalue2=12,246
|statlabel3=[[Touchdown]]s
|statvalue3=80
|nfl=JAM177189
}}
'''Edgerrin Tyree James''' ({{IPAc-en|ˈ|ɛ|dʒ|ər|ɪ|n|_|ˈ|dʒ|eɪ|m|z}}; born August 1, 1978) is a former [[American football]] [[running back]] who played in the [[National Football League]] (NFL) for eleven seasons. He played [[college football]] for the [[Miami Hurricanes football|University of Miami]]. He was drafted by the [[Indianapolis Colts]] fourth overall in the [[1999 NFL Draft]]. James also played for the [[Arizona Cardinals]] and [[Seattle Seahawks]]. The [[National Football League Rookie of the Year Award|AP NFL Offensive Rookie of the Year]] in 1999, he earned four [[Pro Bowl]] selections and four [[All-Pro]] selections.

==College career==
James was recruited out of Florida's [[Immokalee High School]] by the [[University of Miami]]. He proved to be one of the most successful [[running backs]] in the school's history.

James ranks third in all-time [[University of Miami]] rushing yards. He was the only running back in the university's history to post two consecutive seasons with 1,000-plus rushing yards, and he ranks first in school history with the most 100-plus rushing games (14). All single season records held by James have since been broken by former [[Cleveland Browns]] running back [[Willis McGahee]].

Edgerrin was inducted into the University of Miami Sports Hall of Fame on April 23, 2009 at its 41st Annual Induction Banquet at Jungle Island in Miami.

==Professional career==
===1999 NFL Draft===
The [[Indianapolis Colts]] selected James in the first round of the [[1999 NFL Draft]] with the fourth overall pick. James signed a seven-year, $49 million rookie contract. Some critics believed that the Colts made a mistake by choosing James over the reigning [[Heisman Trophy]] winner [[Ricky Williams]], but he proved to be the right choice for the Colts offense.<ref>{{cite web | url = http://msn.foxsports.com/other/story/5457028 | title = 1999 NFL draft re-visited | publisher = Fox Sports | date = 2007-04-24 | accessdate = 2007-10-02 }}</ref>

{{NFL predraft
| height ft = 6
| height in = 0
| weight = 216
| dash = 4.38
| ten split = 1.49
| twenty split = 2.54
| shuttle = 3.88
| cone drill = 6.87
| vertical =
| broad ft =
| broad in =
| bench =
| wonderlic = 19
| arm span =
| hand span =
| note = All values from [[NFL Combine]]'')<ref>[http://www.nfldraftscout.com/ratings/profile.php?pyid=61021 *Edgerrin James, RB, Miami - 1999 NFL Draft Scout Profile, Powered by The SportsXchange]</ref>
}}

===Indianapolis Colts===
James quieted the critics and was an immediate success, and was named the 1999 [[NFL Rookie of the Year Award|NFL Offensive Rookie of the Year]] by the [[Associated Press]]. James won the NFL rushing title in his first two seasons. He's the most recent player to win the NFL rushing title in his rookie season. Six games into the 2001 season, he tore his [[Anterior cruciate ligament|ACL]]. After the 2002 season, where James failed to regain his form of 1999 and 2000, many believed that James would never recover from his knee injury.{{Citation needed|date=March 2007}}

However, James rebounded well in 2003, and re-established his place as one of the top running backs in the NFL in 2004 and 2005, with over 1,500 rushing yards in both seasons.

James left Indianapolis as their all time leading rusher with 9,226 yards. James was given a Super Bowl ring from the Colts after he left the team in 2006, when they won [[Super Bowl XLI]].<ref>{{cite web | url = http://sportsillustrated.cnn.com/2009/football/nfl/super-bowl/01/26/edgewillie/index.html | title = Willie Parker vs. Edgerrin James: Tale of the Tape | publisher = Sports Illustrated | date = 2009-01-27 | accessdate = 2009-05-21 }}</ref>

On September 23, 2012, James was inducted into the [[Indianapolis Colts Ring of Honor]] during the week 3 game against the [[Jacksonville Jaguars]].

===Arizona Cardinals===
James signed a four-year, $30 million deal with the [[Arizona Cardinals]] on March 23, 2006.<ref>[http://sports.espn.go.com/espn/print?id=3654112&type=story ESPN.com]</ref> James went through a stretch of 10 games out of the 2008 season where he carried the ball only 20 times. Through this time, [[Ken Whisenhunt]] brought him in strictly as a pass protector. In Week 17 against the Seattle Seahawks, James carried the ball 14 times for 100 yards. James said he would not come back to Arizona following the 2009 NFL playoffs, despite a year left on his contract.<ref>[http://sports.espn.go.com/nfl/playoffs2008/news/story?id=3805610&campaign=rss&source=ESPNHeadlines James expecting to leave Cardinals]</ref> In the Cardinals' first playoff game since 1998, James averaged 4.7 yards per carry and ran for 100 yards. In the Divisional round of the playoffs, James rushed for 57 yards and a touchdown in the Cardinals' upset victory over the heavily favored Carolina Panthers. James rushed for 73 yards in the Cardinals' 32-25 win over the [[Philadelphia Eagles]] in the NFC Championship game. James rushed 9 times for 33 yards in the Cardinals' 27-23 loss to the [[Pittsburgh Steelers]] in [[Super Bowl XLIII]].

His long-time girlfriend, the mother of his children, died of cancer in April 2009.<ref name="Edgerrin James eyes return to playing">{{cite web|url=http://www.news-press.com/apps/pbcs.dll/article?AID=20101060351 |title=Edgerrin James eyes return to playing |author=Dorsey, David |publisher=The News-Press |date=January 6, 2010 |accessdate=2010-02-03}} {{Dead link|date=September 2010|bot=H3llBot}}</ref> After this, he asked for his release from the team, and the Cardinals honored his request on April 28.

===Seattle Seahawks===
After spending the 2009 offseason grieving with his four children and declining NFL offers,<ref name="Edgerrin James eyes return to playing"/> James finally agreed to a one-year, $2 million contract with the [[Seattle Seahawks]] on August 24, 2009, missing the team's training camp.<ref>{{cite web|url=http://profootballtalk.nbcsports.com/2009/08/24/edgerrin-james-lands-in-seattle/ |title=Edgerrin James lands in Seattle | ProFootballTalk |publisher=Profootballtalk.nbcsports.com |date= |accessdate=2011-09-20}}</ref> The team released [[running back]] [[T. J. Duckett]] to make room for James on the roster.<ref>{{cite web|url=http://profootballtalk.nbcsports.com/2009/08/24/seahawks-dump-duckett/ |title=Seahawks dump Duckett | ProFootballTalk |publisher=Profootballtalk.nbcsports.com |date= |accessdate=2011-09-20}}</ref> However, James rushed for only 125 yards on a career-low 46 carries. He played in only seven games, and on November 3, 2009, Seattle cut him from the team.<ref name="Edgerrin James eyes return to playing"/>

On July 26, 2011, James announced his retirement from football.<ref>{{cite web|url=http://www.procanes.com/files/3978abd2c56af2011eac5ed4c0523cc0-9339.html |title=:: Edgerrin James announces retirement from NFL | Edgerrin James |publisher=Procanes.com |date= |accessdate=2011-09-20}}</ref>

===Colts franchise records===
* Most career rushing yards (9,226)<ref name="pro-football-reference.com">http://www.pro-football-reference.com/teams/clt/career-rushing.htm</ref>
* Most career rushing touchdowns (64)<ref name="pro-football-reference.com"/>
* Best career rushing yards per game average: 96.1<ref name="pro-football-reference.com"/>
* Most rushing yards in a single season: 1,709 (2000)<ref name="ReferenceA">http://www.pro-football-reference.com/teams/clt/single-season-rushing.htm</ref>
* Most seasons with 1,000 rushing yards (5)<ref name="ReferenceA"/>

===NFL Records===
*Fastest player to gain 3,000 yards from scrimmage (22 GP)
*Fastest player to gain 4,000 yards from scrimmage (30 GP)- tied with [[Eric Dickerson]]
*Fastest player to gain 5,000 yards from scrimmage (36 GP)
*Fastest player to gain 6,000 yards from scrimmage (44 GP)
*Fastest player to gain 9,000 yards from scrimmage (72 GP)- tied with [[LaDainian Tomlinson]]
*Fastest player to gain 10,000 yards from scrimmage (78 GP)
*Fastest player to gain 11,000 yards from scrimmage (87 GP)
*Fastest player to gain 12,000 yards from scrimmage (95 GP)- tied with [[LaDainian Tomlinson]]
*Youngest player to gain 2,000 yards from scrimmage- 21 years, 147 days
*Youngest player to gain 3,000 yards from scrimmage- 22 years, 75 days
*Youngest player to gain 4,000 yards from scrimmage- 22 years, 132 days
*Youngest player to gain 5,000 yards from scrimmage- 23 years, 74 days
*Youngest player to gain 10,000 yards from scrimmage- 26 years, 133 days
*Youngest player to gain 11,000 yards from scrimmage- 27 years, 77 days
*Youngest player to gain 12,000 yards from scrimmage- 27 years, 139 days

<ref>http://www.pro-football-reference.com/players/J/JameEd00.htm</ref>

==Professional statistics==
''Accurate as of October 3, 2009''
{| class="wikitable"
|- align=center
|Year ||Team ||G ||ATT ||Yards ||AVG ||LG ||TD
|- align=center
|[[1999 NFL season|1999]] ||[[Indianapolis Colts|IND]] ||16 ||369 ||1,553 ||4.2 ||72 ||13
|- align=center
|[[2000 NFL season|2000]] ||IND ||16 ||387 ||1,709 ||4.4 ||30 ||13
|- align=center
|[[2001 NFL season|2001]] ||IND ||6 ||151 ||662 ||4.4 ||29 ||3
|- align=center
|[[2002 NFL season|2002]] ||IND ||14 ||277 ||989 ||3.6 ||20 ||2
|- align=center
|[[2003 NFL season|2003]] ||IND ||13 ||310 ||1,259 ||4.1 ||43 ||11
|- align=center
|[[2004 NFL season|2004]] ||IND ||16 ||334 ||1,548 ||4.6 ||40 ||9
|- align=center
|[[2005 NFL season|2005]] ||IND ||15 ||360 ||1,506 ||4.2 ||33 ||13
|- align=center
|[[2006 NFL season|2006]] ||[[Arizona Cardinals|ARI]] ||16 ||337 ||1,159 ||3.4 ||18 ||6
|- align=center
|[[2007 NFL season|2007]] ||ARI ||16 ||324 ||1,222 ||3.8 ||27 ||7
|- align=center
|[[2008 NFL season|2008]] ||ARI ||13 ||133 ||514 ||3.9 ||35 ||3
|- align=center
|[[2009 NFL season|2009]] ||[[Seattle Seahawks|SEA]] ||6 ||46 ||125 ||2.7 ||10 ||0
|- align=center
|Tot. ||N/A ||148 ||3,028 ||12,246||4.0 ||72 ||80
|}

==Personal==
James currently resides in [[Miami, Florida]]. He has four children, Edquisha, Ehyanna, Edgerrin Jr., and Euro. On April 14, 2009, Andia Wilson, James' long-time girlfriend and the mother of his four children, died from [[leukemia]] at the age of 30.<ref>{{cite news|title=Edgerrin James' girlfriend, mother of his 4 kids, dies of leukemia|url=http://www.naplesnews.com/news/2009/apr/19/nfl-edgerrin-james-spouse-dies-leukemia/|accessdate=25 February 2012|newspaper=Naples Daily News|date=19 April 2009}}</ref>

In 2000, James donated $250,000 to the University of Miami, the largest donation ever made to the university by one of its former athletes. The university responded by naming the football meeting room after him.

James appeared in the music video for [[Trick Daddy]]'s songs ''Nann,'' ''Take It To Da House,'' and ''Shut Up''. He was also the spokesman and cover athlete for the football video game ''ESPN NFL Primetime 2002''.

Edgerrin James and former teammate [[Matt Leinart]] are co-owners of one of the largest indoor go-cart tracks in Arizona. James and Leinart are both race fans, and attended the 2007 [[Daytona 500]] together.

He is the cousin of NFL running backs [[Javarris James]] and [[Mike_James_(American_football)|Mike James]].

==References==
{{Reflist|2}}

==External links==
{{Footballstats |nfl=JAM177189 |espn=1755 |cbs= |yahoo=4652 |si=4652 |pfr=J/JameEd00 |rotoworld=1541}}
*[http://www.seahawks.com/team/roster/Edgerrin-James/87e74c5a-421e-4fff-8725-d2b6d7e722eb Seattle Seahawks bio]

{{1999 NFL Draft}}
{{ColtsFirstPick}}
{{Colts1999DraftPicks}}
{{AP Offensive Rookies of the Year}}
{{NFL rushing yards leaders}}
{{10,000 rushing yards club}}
{{NFL2000s}}
{{Indianapolis Colts}}
{{Indianapolis Colts Ring of Honor}}

{{Persondata 
| NAME = James, Edgerrin
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = American football player, running back
| DATE OF BIRTH = August 1, 1978
| PLACE OF BIRTH = Immokalee, Florida, United States
| DATE OF DEATH =
| PLACE OF DEATH =
}}
{{DEFAULTSORT:James, Edgerrin}}
[[Category:1978 births]]
[[Category:Living people]]
[[Category:Sportspeople from Miami, Florida]]
[[Category:Players of American football from Florida]]
[[Category:American football running backs]]
[[Category:National Football League Offensive Rookie of the Year Award winners]]
[[Category:National Football League players with multiple rushing titles]]
[[Category:American Conference Pro Bowl players]]
[[Category:Miami Hurricanes football players]]
[[Category:Indianapolis Colts players]]
[[Category:Arizona Cardinals players]]
[[Category:Seattle Seahawks players]]

LNER A3 4472 Flying Scotsman

2015-02-19T10:06:57Z

Robevans123: Reverted 1 edit by 86.7.27.23 (talk): Restoration took a few years.... (TW)

{{Use dmy dates|date=November 2014}}
{{Use British English|date=August 2014}}
{{about|the preserved locomotive|the daily train service between London and Edinburgh|Flying Scotsman (train)|other uses|Flying Scotsman (disambiguation)}}
{{italic title prefixed|18}}
{{Good article}}
{{Infobox Locomotive
| name=''Flying Scotsman''
| powertype=Steam
| image=Flying_Scotsman_in_Doncaster.JPG
| caption=''Flying Scotsman'' in 2003. Despite the LNER livery, the prominent German-style [[smoke deflector]]s and double chimney are BR-era features.
| gauge={{RailGauge|ussg}}
| designer=[[Sir Nigel Gresley]]
| cylindercount=3
| locoweight=96.25 [[long tons|tons]] (97.54 tonnes)
| length=70 feet (21.6 m)
| height=13 feet (4.0 m)
| driverdiameter=80 inches (2.03 m) diameter
| maxspeed=100 mph (161 km/h)
| tractiveeffort=29,385 [[lbf]] (13,329 [[kgf]], 130.7 [[kilonewton|kN]])
| operator=[[London and North Eastern Railway]]
| operatorclass=[[LNER Class A3|A3]]
| whytetype=[[4-6-2]]
| fleetnumbers=1472, renumbered 4472, renumbered 502, renumbered 103, renumbered 60103
| officialname=''Flying Scotsman''
| builddate=1923
| builder=[[Doncaster railway works]]
| retiredate=1963
| restoredate=1968, 2015
| currentowner=[[National Railway Museum]]
}}

The [[London and North Eastern Railway|LNER]] [[LNER Gresley Classes A1 and A3|Class A3]] [[4-6-2|Pacific]] [[steam locomotive]] No. '''4472 ''Flying Scotsman''''' (originally No. 1472) was built in 1923 for the [[London and North Eastern Railway]] (LNER) at [[Doncaster Works]] to a design of [[Nigel Gresley|H.N. Gresley]]. It was employed on long-distance express trains on the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the 10am London to Edinburgh [[Flying Scotsman (train)|Flying Scotsman train service]] after which it was named.

The locomotive set two world records for steam traction; becoming the first steam locomotive to be officially authenticated at reaching {{convert|100|mph|sigfig=4}} on 30 November 1934,<ref name=heritagetrail>{{cite web |title=British Railway Heritage - 4472 The Flying Scotsman| url=http://www.theheritagetrail.co.uk/industrial/flying%20scotsman.htm| publisher=theheritagetrail.co.uk |accessdate=6 December 2012}}</ref> and then setting a record for the longest non-stop run by a steam locomotive when it ran {{convert|422|mi|km}} on 8 August 1989 while in Australia.<ref>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|pages=112, 121}}</ref>

Retired from regular service in 1963 after covering {{convert|2076000|mi}},<ref name=heritagetrail/><ref>{{cite web|title=Hornby Direct Hormby Railroad R3086 Flying Scotsman|url=http://www.hornby-direct.com/hornby-railroad-r3086.html|accessdate=31 October 2012}}</ref><ref name=flyingscotsmancoin>{{cite web|title=The Flying Scotsman|url=http://www.royalmint.com/en/olympic-games/explore-your-coin/flying-scotsman|publisher=[[The Royal Mint]]|accessdate=31 October 2012}}</ref> ''Flying Scotsman'' gained considerable fame in preservation under the ownership of [[Alan Pegler]], [[Sir William McAlpine, 6th Baronet|William McAlpine]], [[Tony Marchington]] and finally the [[National Railway Museum]] (NRM). As well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States (from 1969 to 1973)<ref>The 1969 tour attracted great publicity. Bassett-Lowke, the famed model makers, issued a Limited Edition volume (5000 copies) in celebration. "Bassett-Lowke Railways: A Commemorative Edition" (1969).</ref> and Australia (from 1988 to 1989). ''Flying Scotsman'' has been described as the world's most famous steam locomotive.<ref name=vintage>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|page=97}}</ref><ref>{{cite book|author=David Clifford|title=The World's Most Famous Steam Locomotive - Flying Scotsman|publisher=Finial Publishing|location=Swanage|year=1997|isbn=1-900467-02-X}}</ref>

==History==
The locomotive was completed in 1923, construction having been started under the auspices of the [[Great Northern Railway (Great Britain)|Great Northern Railway]] (GNR). It was built as an [[LNER Gresley Classes A1 and A3|A1]], initially carrying the GNR number 1472, because the LNER had not yet decided on a system-wide numbering scheme.<ref name=RCTS2A9ibc>{{cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |authorlink3=Willie Yeadon |editor-last=Fry |editor-first=E.V. |title=Part 2A: Tender Engines – Classes A1 to A10 |series=Locomotives of the L.N.E.R. |date=August 1986 |origyear=1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 |page=9, inside back cover |ref=harv }}</ref>

''Flying Scotsman'' was something of a flagship locomotive for the LNER. It represented the company at the [[British Empire Exhibition]] at [[Wembley]] in 1924 and 1925. Before this event, in February 1924 it acquired its name and the new number of '''4472'''.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=9, 73, inside back cover}}</ref> From then on it was commonly used for promotional purposes.

With suitably modified [[valve gear]], this locomotive was one of five Gresley Pacifics selected to haul the prestigious non-stop [[Flying Scotsman (train)|Flying Scotsman]] train service from [[London]] to [[Edinburgh]], hauling the inaugural train on 1 May 1928. For this the locomotives ran with a new version of the large eight-wheel tender which held 9 [[long ton]]s of coal. This and the usual facility for water replenishment from the [[Track pan|water trough]] system enabled them to travel the {{convert|392|mi|km}} from London to Edinburgh in eight hours non-stop.
The tender included a [[corridor connection]] and tunnel through the water tank giving access to the locomotive cab from the train to permit replacement of the driver and fireman without stopping the train.

The following year the locomotive appeared in the film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]''. On 30 November 1934, driven by Bill Sparshatt and running a light test train, 4472 became the first steam locomotive to be ''officially'' recorded at {{convert|100|mi/h|km/h|abbr=on|sigfig=4}} and earned a place in the [[land speed record for rail vehicles|land speed record for railed vehicles]]; the publicity-conscious LNER made much of the fact.<ref name=heritagetrail/><ref>{{cite news | title = National Rail Museum appeal on Flying Scotsman | newspaper = Nottingham Post | location = Nottingham | date = 22 January 2009 | url = http://www.nottinghampost.com/SOS-appeal-Flying-Scotsman-renovation/story-12272002-detail/story.html | accessdate = 22 December 2013}}</ref>

On 22 August 1928, there appeared an improved version of this Pacific type classified A3; older A1 locomotives were later rebuilt to conform. On 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 to make way for newer [[LNER Thompson Class A1/1|Thompson]] and [[LNER Peppercorn Class A1|Peppercorn Pacifics]]. ''Flying Scotsman'' emerged from Doncaster works on 4 January 1947 as an A3, having received a boiler with the long "banjo" dome of the type it carries today. By this time it had been renumbered twice: under [[Edward Thompson (engineer)|Edward Thompson's]] comprehensive renumbering scheme for the LNER, it became No. 502 in January 1946; but in May the same year, under an amendment to that plan, it become No. 103.<ref name=RCTS2A9ibc /> Following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000, and No. 103 duly became 60103 in December 1948.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|loc=inside back cover}}</ref>

[[File:Berwyn No 60103 Flying Scotsman.jpg|thumb|right|''Flying Scotsman'' wearing its British Railways livery and numbering, equipped with double chimney and smoke deflectors]]
Between 5 June 1950 and 4 July 1954, and between 26 December 1954 and 1 September 1957, under [[British Rail]]ways ownership, it was allocated to Leicester Central shed on the Great Central, running [[Nottingham Victoria railway station|Nottingham Victoria]] to [[Marylebone station|London Marylebone]] services via [[Leicester Central railway station|Leicester Central]].

All A3 Pacifics were subsequently fitted with a double [[Kylchap]] chimney to improve performance and economy. This caused soft exhaust and smoke drift that tended to obscure the driver's forward vision; the remedy was found in the German-type [[smoke deflector]]s fitted from 1960, which somewhat changed the locomotives' appearance but solved the problem.<ref>Reed Brian "LNER non-streamlined Pacifics" Profile Publications, Windsor, UK. Undated – 1960s: p. 22</ref>

==Preservation==
[[File:LNER 4472 on Jefferson March 1972xRP - Flickr - drewj1946.jpg|thumb|left|''Flying Scotsman'' at San Francisco's Fisherman's Wharf, March 1972]]
In 1962, [[British Railways]] announced that they would scrap ''Flying Scotsman''.<ref name=Herring>{{Cite book
|last=Herring |first=Peter
|title=Yesterday's Railways
|publisher=David & Charles
|year=2002
|page=130
}}</ref> Number 60103 ended service with its last scheduled run on 14 January 1963.<ref>{{cite news|title=Anniversaries of 2013|url=http://www.telegraph.co.uk/history/9770133/Anniversaries-of-2013.html|newspaper=Daily Telegraph|date=28 December 2012}}</ref>

Proposed to be saved by a group called "Save Our Scotsman", they were unable to raise the required £3,000, the scrap value of the locomotive. Having first seen the locomotive at the [[British Empire Exhibition]] in 1924,<ref name=TimesObit/> in 1961 [[Alan Pegler]] had received £70,000 for his share holding when Northern Rubber was sold to Pegler's Valves, a company started by his grandfather.<ref name=GuardObit/> Pegler stepped in and bought the locomotive outright, with the political support of [[Harold Wilson]].<ref name=TelgObit/> He spent the next few years spending large amounts of money having the locomotive restored at [[Doncaster Works]] as closely as possible to its LNER condition: the smoke deflectors were removed; the double chimney was replaced by a single chimney; and the [[tender locomotive|tender]] was replaced by one of the [[Corridor tender|corridor type]] with which the locomotive had run between 1928 and 1936. It was also repainted into LNER livery, although the cylinder sides were painted green, whereas in LNER days they were always black. Pegler then persuaded the [[British Railways Board]] to let him run enthusiasts specials, then the only steam locomotive running on mainline British Railways.<ref name=TelgObit/> It worked a number of rail tours, including a non-stop London–Edinburgh run in 1968 – the year steam traction officially ended on BR. In the meantime, the watering facilities for locomotives were disappearing, so in September 1966 Pegler purchased a second corridor tender, and adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=68–69, 70, 88}}</ref>
[[File:4472 FLYING SCOTSMAN at Steamtown Railway Museum.jpg|thumb|right|''Flying Scotsman'' at [[Carnforth]] in 1982 with original single chimney and without the later German-style smoke deflectors]]
Pegler had a contract permitting him to run his locomotive on BR until 1972, but following overhaul in the winter of 1968–69 then [[Prime Minister]] Wilson agreed to support Pegler via the [[Trade Department]] running the locomotive in the [[United States]] and [[Canada]] to support British exports. To comply with local railway regulations, it was fitted with: a [[cowcatcher]]; bell; [[buckeye coupling]]s; American-style whistle;<ref>{{harvnb|Boddy|Neve|Yeadon|1986|p=88}}</ref> air brakes; and high-intensity headlamp. Starting in [[Boston, Massachusetts]],<ref name=GuardObit/> the tour ran into immediate problems, with some states seeing the locomotive as a fire-hazard, and there-by raising costs through the need for diesel-headed-haulage through them. However, the train ran from Boston to [[New York]], [[Washington, D.C.|Washington]] and [[Dallas]] in 1969; from [[Texas]] to [[Wisconsin]] and finishing in [[Montreal]] in 1970; and from [[Toronto]] to [[San Francisco]] in 1971 — a total of {{convert|15400|mi}}.<ref name=TimesObit/>

However, in 1970 [[Ted Heath]]'s Conservatives ousted Wilson's Labour Party, and withdrew financial support from the tour; but Pegler decided to return for the 1970 season. By the end of that season's tour, the money had run out and Pegler was £132,000 in debt, with the locomotive in storage at the [[US Army]] [[French Camp, California|Sharpe Depot]] to keep it away from unpaid creditors.<ref name=TimesObit/> Pegler worked his passage home from San Francisco to England on a [[P&O Cruises|P&O]] cruise ship in 1971, giving lectures about trains and travel; he was declared [[bankrupt]] in the [[High Court]] 1972.<ref name=TimesObit>{{cite web|url=http://www.whrsoc.org.uk/WHRProject/2012/AlanPeglerTheTimesObituary.pdf|title=Obituary - Alan Pegler|work=[[The Times]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref name=GuardObit>{{cite news|last=Johnson|first=Peter|title=Alan Pegler obituary|url=http://www.guardian.co.uk/theguardian/2012/mar/25/alan-pegler-obituary|newspaper=The Guardian|date=25 March 2012}}</ref><ref name=TelgObit>{{cite news|url=http://www.telegraph.co.uk/news/obituaries/9156363/Alan-Pegler.html|title=Obituary - Alan Pegler|newspaper=[[Daily Telegraph]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref>[http://www.festrail.co.uk/content/publish/news/Alan_Francis_Pegler_OBE.shtml Ffestiniog & Welsh Highland Railways - Alan Francis Pegler OBE]</ref>
[[File:Flying Scotsman ready for US tour c1969.png|thumb|''Flying Scotsman'' ready for US tour c1969]]
Fears then arose for the engine's future, the speculation being that it could take up permanent residence in America or even be cut up. After [[Alan Bloom (plantsman)|Alan Bloom]] made a personal phone call to him in January 1973, [[Sir William McAlpine, 6th Baronet|William McAlpine]] stepped in and bought the locomotive for £25,000 direct from the finance company in [[San Francisco]] docks. After its return to the UK via the [[Panama Canal]] in February 1973, McAlpine paid for the locomotive's restoration at [[Derby Works]]. Trial runs took place on the [[Dartmouth Steam Railway|Paignton and Dartmouth Steam Railway]] in summer 1973, after which it was transferred to [[Steamtown (Carnforth)]], from where it steamed on various tours.<ref name="RailPep">{{cite web|url=http://www.railwaypeople.com/rail-news-articles/sir-william-mcalpine-talks-to-andy-milne-1087.html|title=Sir William McAlpine talks to Andy Milne|publisher=Railway people|date=20 June 2006}}</ref>
[[File:LNER 4472 Seymour 1989.jpg|thumb|left|''Flying Scotsman'' at [[Seymour railway station]], Victoria in 1989, equipped with electric lighting and air brakes for operation on Australian railways<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 98}}</ref>]]
In 1988 the organizers of the Aus Steam 88 event were interested in having [[LNER Class A4 4468 Mallard|LNER A4 No 4468 ''Mallard'']] visit Australia for Australia's bicentennial celebrations that year. Unfortunately due to 4468's 50th anniversary of her world record breaking run she was unavailable and 4472 was recommended as her worthy replacement. In October 1988 ''Flying Scotsman'' arrived in [[Australia]]<ref>{{cite journal|title=Flying Scotsman's Australian Visit: 20 Years on|author=O'Neil, Shane|journal=[[Australian Railway History]]|date=August 2008|pages=265–272}}</ref> to take part in that country's [[Australian Bicentenary|bicentenary]] celebrations as a central attraction in the [[Aus Steam '88]] festival. During the course of the next year it travelled more than {{convert|45000|km|mi}} over Australian rails, concluding with a return transcontinental run from [[Sydney]] to [[Perth, Western Australia|Perth]] via [[Alice Springs]] in which it became the first steam locomotive to travel on the recently built standard gauge [[Central Australia Railway]].<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 59}}</ref> Other highlights included ''Flying Scotsman'' [[double-heading]] with [[New South Wales Government Railways|NSWGR]] Pacific locomotive [[3801]], a triple-parallel run alongside [[Irish gauge|broad gauge]] [[Victorian Railways R class]] locomotives, and parallel runs alongside [[South Australian Railways]] locomotives [[South Australian Railways 520 class|520]] and [[South Australian Railways 620 class|621]]. Its visit to Perth saw a reunion with [[GWR 4073 Class]] [[GWR 4073 Class 4079 Pendennis Castle|''Pendennis Castle'']], which had been exhibited alongside ''Flying Scotsman'' at the 1924 British Empire Exhibition.<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |pages=64, 66 }}</ref> On 8 August 1989 ''Flying Scotsman'' set another record en route to Alice Springs from Melbourne, travelling {{convert|679|km|mi}} from [[Parkes, New South Wales|Parkes]] to [[Broken Hill, New South Wales|Broken Hill]] non-stop, the longest such run by a steam locomotive ever recorded.<ref name=vintage /> The same journey also saw ''Flying Scotsman'' set its own haulage record when it took a 735 ton train over the {{convert|490|mi|adj=on}} leg between [[Tarcoola, South Australia|Tarcoola]] and Alice Springs.<ref>{{citation | last = Batchelder | first = Alf | title = Memories of the Flying Scotsman in 1988: Farewell | journal = Branchline | pages = 7 | publisher = Castlemaine and Maldon Railway Preservation Society | date = June 2013}}</ref>

''Flying Scotsman'' returned to Britain in 1990 and continued working on the mainline until her mainline certificate expired in 1993. 4472 then toured preserved railways and to raise funds for her upcoming overhaul was returned to BR condition with the refitting of the German style smoke deflectors, refitting of the double chimney and repainting of the locomotive into BR Brunswick green. By 1995 it was in pieces at [[Southall Railway Centre]] in West London, owned by a consortium that included McAlpine as well as music guru and well-known railway enthusiast [[Pete Waterman]]. Facing an uncertain future owing to the cost of restoration and refurbishment necessary to meet the stringent engineering standards required for main line operation, salvation came in 1996 when [[Tony Marchington|Dr Tony Marchington]], already well known in the vintage movement, bought the locomotive, and had it restored over three years to running condition at a cost of £1 million,<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/uk/318968.stm|title=Scotsman flying high|publisher=BBC News|date=14 April 1999|accessdate=16 January 2011}}</ref> a restoration which is still recognised as the most extensive in the locomotive's history. Marchington's time with the ''Flying Scotsman'' was documented in a documentary, the [[Channel 4]] programme ''A Steamy Affair: The Story of Flying Scotsman.''<ref name=integra>{{cite web|url=http://kb.integracommunications.co.uk/article.php?id=0000000336|title=Dr Tony Marchington confirmed as Dinner speaker|publisher=Integra Communications|accessdate=16 January 2011}}{{dead link|date=November 2012}}</ref>
[[File:Flying Scotsman 2005.jpg|thumb|right|''Flying Scotsman'' at Leamington Spa, Warwickshire UK. October 2005]]
With ''Flying Scotsman's'' regular use both on the [[Venice-Simplon Orient Express#Orient Express in Britain|VSOE Pullman]] and with other events on the main line, in 2002, Marchington proposed a business plan, which included the construction of a "Flying Scotsman Village" in [[Edinburgh]], to create revenue from associated branding. After floating on [[PLUS Markets Group|OFEX]] as '''Flying Scotsman plc''' in the same year,<ref name=integra/> in 2003 Edinburgh City Council turned down the village plans, and in September 2003 Marchington was declared [[bankrupt]].<ref name=Indp569244>{{cite news|url=http://www.independent.co.uk/news/uk/home-news/flying-scotsman-may-be-sold-abroad-569244.html|title=Flying Scotsman may be sold abroad|author=Michael Williams|newspaper=The Independent|date=8 February 2004|accessdate=16 January 2011}}</ref> At the company's AGM in October 2003, CEO [[Peter Butler (politician)|Peter Butler]] announced losses of £474,619, and with a £1.5 million overdraft at [[Barclays Bank]] and stated that the company only had enough cash to trade until April 2004. The company's shares were suspended from OFEX on 3 November 2003 after it had failed to declare interim results.<ref name=Indp569244/>

With the locomotive effectively placed up for sale, after a high-profile national campaign it was bought in April 2004 by the [[National Railway Museum]] in [[York]],<ref>{{cite journal|author=Scott, Andrew|title=How we saved the ''Flying Scotsman''|journal=Railway Magazine|volume=150|issue=1238|pages=14–19|date=June 2004}}</ref> and it is now part of the National Collection. After 12 months of interim running repairs, it ran for a while to raise funds for its forthcoming 10-year major overhaul.

[[File:Flying Scotsman under repair.JPG|thumb|In the Museum's workshops in 2012 for restoration]]
In January 2006, ''Flying Scotsman'' entered the Museum's workshops for a major overhaul to return it to Gresley's original specification and to renew its boiler certificate; originally planned to be completed by mid 2010 if sufficient funds were raised,<ref>{{cite web|url=http://www.flyingscotsman.org.uk/ |title=NRM – Keep Scotsman Steaming Appeal! |publisher=Flyingscotsman.org.uk |accessdate=21 December 2012}}</ref><ref>{{cite journal|author=Courtney, Geoff|title=NRM in £250K Flying Scotsman boiler SOS|journal=Heritage Railway|volume=120|pages=8–10|date=January–February 2009}}</ref><ref>{{cite journal|author=Streeter, Tony|title=Flying Scotsman – the real story|journal=Steam Railway|volume=359|pages=60–2|date=February–March 2009}}</ref> but late discovery of additional problems meant it would not be completed on time.<ref>{{cite web|title=Flying Scotsman due to return late spring 2012|publisher=[[National Railway Museum]]|date=30 September 2011|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2011/September/scotsmansept11.aspx|archiveurl=http://www.webcitation.org/62cuHASQq|archivedate=22 October 2011}}</ref><ref>{{cite journal|first=Gary|last=Boyd-Hope|title=''Flying Scotsman'' will not return until late spring, says NRM|journal=Steam Railway|volume=394|date=14 October – 10 November 2011|pages=6–7}}</ref><ref>{{cite journal|first=Robin|last=Jones|title=''Flying Scotsman'': repair bill to hit £2.6 million|journal=Heritage Railway|volume=156|date=27 October – 23 November 2011|pages=36–7}}</ref> In October 2012, the Museum published a report examining the reasons for the delay and additional cost.<ref name=NRM2012-10-26>{{cite web |last= Meanley |first= Robert |title= A report for the Trustees of the Science Museum Group into the restoration of A3 Class Pacific Flying Scotsman and associated engineering project management |publisher= [[National Railway Museum]] |date= 26 November 2012 |url= http://www.nrm.org.uk/AboutUs/~/media/Files/NRM/PDF/Scotsman.pdf |archiveurl= http://www.webcitation.org/6C4X3YBx3 |archivedate= 10 November 2012}}</ref> The locomotive was moved in October 2013 to [[Bury]] for work to return it to running condition in 2015.<ref>{{cite web|last=National Railway Museum|title=Flying Scotsman restoration update
|date=29 October 2013|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2013/October/scotsman-update-Oct2013.aspx|accessdate=4 November 2013}}</ref>

The bay in which the locomotive was being refurbished was on view to visitors to the NRM but the engine was rapidly dismantled to such an extent that the running plate was the only component recognisable to the casual observer. Early in 2009 it emerged that the overhaul would see the loco reunited with the last remaining genuine A3 boiler (acquired at the same time as the locomotive as a spare). The A4 boiler that the loco had used since the early 1980s was sold to [[Jeremy Hosking]] for potential use on his locomotive, [[LNER Class A4 4464 Bittern|LNER Class A4 4464 ''Bittern'']].<ref>{{cite journal|author=Courtney, Geoff|title=NRM sells Scotsman boiler in hush-hush deal|journal=Heritage Railway|volume=121 |page=6 |date=February–March 2009}}</ref>

===Debate over restoration===
[[File:Flying Scotsman 2007.jpg|thumb|right|In the NRM Workshop (18 November 2007)]]
Choice of livery is an emotive subject amongst some of those involved in the preservation of historic rolling stock, and ''Flying Scotsman'' has attracted more than its fair share{{Citation needed|date=December 2008}} due to 40 years continuous service, during which the locomotive underwent several changes to its livery.

Alan Pegler's preferred option was evidently to return the locomotive as far as possible to the general appearance and distinctive colour it carried at the height of its fame in the 1930s. A later option was to re-install the double [[Kylchap]] chimney and German [[smoke deflector]]s that it carried at the end of its career in the 1960s, which encouraged more complete combustion, a factor in dealing with smoke pollution and fires caused by spark throwing.

More recently, until its current overhaul it was running in a hybrid form, retaining the modernised exhaust arrangements while carrying the LNER 'Apple Green' livery of the 1930s. Some believe that the more famous LNER colour scheme should remain, while others take the view that, to be authentic, only BR livery should be used when the loco is carrying these later additions. The subject is further complicated by the fact that, while she was in Brunswick Green in BR service, the locomotive never ran with its corridor tender.

The National Railway Museum announced on 15 February 2011 that ''Flying Scotsman'' will be painted in LNER Wartime Black livery when it undergoes its steam tests and commissioning runs. The letters 'NE' appear on the sides of the tender, along with the number '103' on one side of the cab and '502' on the other – the numbers it was given under the LNER's renumbering system. ''Flying Scotsman'' will be repainted in its familiar-look Apple Green livery in the summer, but remained in black for the NRM's Flying Scotsman Preview Weekend which took place on 28–30 May 2011. Furthermore, during the [[National Railway Museum]]'s 'railfest' event on 2–10 June 2012, ''Flying Scotsman'' was in attendance, being kept in front of Mallard in a siding, still in its Wartime Black livery.<ref>{{cite web |url=http://rail-news.com/2011/02/15/wartime-black-livery-for-flying-scotsman/ |title=Wartime black livery for Flying Scotsman |date=15 February 2011 |accessdate=11 March 2011 }}</ref> A report on the restoration was published, in redacted form, on 7 March 2013.<ref>http://www.nrm.org.uk/aboutus/~/media/Files/NRM/PDF/NRM%20Flying%20Scotsman%20Final%20Report.pdf</ref> On 23 January 2015, the NRM announced that as it will retain its smoke deflectors and double chimney and they wish to keep it as historically accurate as possible, ''Flying Scotsman'' will be painted in BR Green as No. 60103.<ref>{{cite press release |url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2015/January/flying-scotsman-2015.aspx |title=Return of Flying Scotsman still on track for 2015 |date=23 January 2015 |accessdate=31 January 2015 }}</ref>

==In popular culture==
Because of the LNER's emphasis on using the locomotive for publicity purposes, and then its eventful preservation history, including two international forays, it is one of the UK's most recognised locomotives. One of its first film appearances was in the 1929 film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]'', which featured an entire sequence set aboard the locomotive.<ref name=theartsdesk>{{cite web|last=Fuller|first=Graham|title=DVD: The Flying Scotsman (1929) {{!}} Film reviews, news & interviews | url=http://www.theartsdesk.com/film/dvd-flying-scotsman-1929|publisher=The Arts Desk|accessdate=31 October 2012|date=March 2011}}</ref>

In 1986, ''Flying Scotsman'' appeared in a ''[[British Rail]]'' TV advert.

''Flying Scotsman'' was featured in [[The Railway Series]] books by the [[Wilbert Awdry|Rev. W. Awdry]]. The locomotive visited the fictional [[Sodor (fictional island)|Island of Sodor]] in the book ''[[Enterprising Engines]]'' to visit its only remaining brother: Gordon. At this time it had two tenders, and this was a key feature of the plot of one of the stories, "Tenders for Henry". When the story was filmed for the television series [[Thomas & Friends]], renamed as "Tender Engines" only ''Flying Scotsman's'' two tenders were seen outside a shed.<ref name=S02E21>{{cite episode
| title = [[Thomas and Friends - Season 3|Tender Engines]]
| series = Thomas and Friends
| serieslink = Thomas and Friends
| credits = [[Wilbert Awdry|Rev. W. Awdry]] (author, [[Enterprising Engines]]), [[Britt Allcroft]] (producer), [[David Mitton]] (director)
| network = [[ITV Network|ITV]]
| airdate = 17 February 1992
| seriesno = 3
| number = 20
| minutes =
}}</ref> He originally was intended to have a larger role in this episode, but because of budgetary constraints, the modelling crew could not afford to build the entire engine.<ref>{{cite web |url=http://www.sodor-island.net/steveasquithinterview.html |title=Steve Asquith – 25 Years On The Model Unit |accessdate=8 July 2010 }}</ref> 

"Flying Scotsman" appeared in the 2000 film ''[[102 Dalmatians]]'' preparing to haul the [[Orient Express]].

The locomotive was the first choice for the [[Top Gear Race to the North|"''Top Gear'' Race to the North]]", though due to an overhaul was unable to attend, so the position went to [[LNER Peppercorn Class A1 60163 Tornado|LNER Peppercorn Class A1 60163 ''Tornado'']] instead.<ref>{{cite journal |journal=Steam Railway Magazine
|volume=[http://www.greatmagazines.co.uk/store/displayitem.asp?sid=92&id=29957&custid=19@06@20098730@8753555719# Issue 363]
|publisher=[[Bauer Media Group]]
|date=29 May – 25 June 2009
}}</ref>

A model of the ''Flying Scotsman'' appeared in Episode 6 and ''The Great Train Race'' episodes of [[James May's Toy Stories]]. It was [[James May]]'s personal childhood model and was chosen by him to complete a world record for the longest model railway.<ref name=hornby>{{cite web|title=BBC Two- James May's Toy Stories, Series 1, Hornby|url=http://www.bbc.co.uk/programmes/b00pl8lw|publisher=BBC|accessdate=31 October 2012}}</ref> The train was meant to travel 7 miles from [[Barnstaple]] to [[Bideford]], in [[North Devon]] and it failed early in the trip in Episode 6<ref name=hornby /> but managed to complete it in ''The Great Train Race'' which took place on 16 April 2011.<ref>{{cite web|title=BBC Two - James May's Toy Stories, The Great Train Race|url=http://www.bbc.co.uk/programmes/b0120z75|publisher=BBC|accessdate=31 October 2012}}</ref>

One of the specially produced [[Five pounds (British coin)|£5 coin]]s for the [[2012 Summer Olympics]] featured an engraving of the ''Flying Scotsman'' on the back.<ref name=flyingscotsmancoin />

"Flying Scotsman" is included as a locomotive in the PC simulation game [[Microsoft Train Simulator]].<ref name=Deafgamers>{{cite web|title=Microsoft Train Simulator|url=http://www.deafgamers.com/oldreviews/mstrainsimulator.htm|publisher=Deafgamers|accessdate=27 December 2012}}</ref>

==References==
{{Reflist}}

==Further reading==
* {{cite book|author=Clifford, David (comp.)|title=The world's most famous steam locomotive: Flying Scotsman|publisher=Finial|location=Swanage|year=1997|isbn=1-900467-02-X}}
* {{cite book|author=Harris, Nigel (ed.)|title=Flying Scotsman: a locomotive legend|publisher=Silver Link Publishing|location=St Michaels on Wyre|year=1988}}
* {{cite book|author=Hughes, Geoffrey|title=Flying Scotsman: the people’s engine|publisher=Friends of the National Railway Museum Enterprises|location=York|year=2004|isbn=0-9546685-3-7}}
* {{cite book|author=Nicholson, Peter|title=Flying Scotsman: the world's most travelled steam locomotive|publisher=Ian Allan|location=Shepperton|year=1999|isbn=0-7110-2744-7}}
* {{cite book|author=Pegler, Alan, et al.|title=Flying Scotsman|publisher=Ian Allan|location=Shepperton|edition=3rd|year=1976|isbn=0-7110-0663-6}}
* {{cite book|author=Roden, Andrew|title=Flying Scotsman: The extraordinary story of the world's most famous train|location=London|publisher=Aurum|year=2007|isbn=978-1-84513-241-5}}
* {{cite book|author=Sharpe, Brian|title=Flying Scotsman: the legend lives on|publisher=Mortons Media|location=Horncastle|year=2005}}

==External links==
{{Commons category|LNER Class A3 4472 Flying Scotsman}}
*[http://www.flyingscotsman.org.uk/ National Railway Museum's site] about Flying Scotsman [[Flying Scotsman (train)|train]] and locomotive
*[http://www.ssplprints.com/search.php?keywords=flying+scotsman&page=1&numperpage=8&idx=4&ref=wiki&ad=sspl02 The official National Railway Museum print website] containing many Flying Scotsman prints and posters
*[http://www.bbc.co.uk/nationonfilm/topics/railways/background_rise.shtml BBC "Nation on Film"] article with historic films of Flying Scotsman in steam.
*[http://www.lner.info/locos/A/a1a3a10.shtml The LNER Encyclopedia page for the Gresley A1/A3s including Flying Scotsman]
*[http://www.southernsteamtrains.com/flyingscotsman.htm History of the Flying Scotsman by Southern Steam Trains]

{{LNER Locomotives|state=collapsed}}
{{Authority control|VIAF=127126797|LCCN=nr/98/005100}}
{{Portalbar|Trains|UK Railways}}

[[Category:4-6-2 locomotives]]
[[Category:Companies formerly listed on the London Stock Exchange]]
[[Category:Individual locomotives of Great Britain|Flying Scotsman]]
[[Category:Preserved London and North Eastern Railway steam locomotives]]
[[Category:Railway locomotives introduced in 1923]]

GWR-Klasse 5600

2015-02-18T13:31:47Z

Robevans123: /* External links */ Added link

{{Infobox Locomotive
|name=Great Western Railway 5600 class<ref name="Obs1960" >{{cite book
| last = Casserley
| first = H. C.
| authorlink = H. C. Casserley
| title = The Observer's Book of Railway Locomotives of Britain
| publisher = [[Frederick Warne & Co|Frederick Warne]]
| date = 1955 (Revised ed. 1960)
| page = 56
}}</ref>
|powertype=Steam
|image=6606 0-6-2T.jpg
|caption=No. 6606 at Swindon in 1963
|builder=GWR [[Swindon Works]] (150); [[Armstrong Whitworth]] (50)
|serialnumber=
|builddate=1924–1928
|whytetype=[[0-6-2T]]
|uicclass=C1'ht
|gauge={{track gauge|ussg}}
|driverdiameter={{convert|4|ft|7+1/2|in|3|abbr=on}}
|trailingdiameter=
|fueltype=[[Coal]]
|fuelcap= {{convert|3.75|LT|abbr=on}}
|watercap={{convert|1900|impgal|abbr=on}}
|boilerpressure={{convert|200|psi|MPa|2|abbr=on}}
|firearea=
|superheatertype=Yes
|valvegear=[[Stephenson valve gear|Stephenson's]]
|valvetype=Piston valves
|cylindercount=Two, inside
|cylindersize={{convert|18|x|26|in|abbr=on}}
|tractiveeffort={{convert|25800|lbf|kN|abbr=on}}
|factorofadhesion=
|operator=[[Great Western Railway]]; [[British Railways]]
|operatorclass=5600
|powerclass=GWR: D BR: 5MT
|axleloadclass=Red
|fleetnumbers=5600–5699, 6600–6699
|retiredate=1962–1965
|disposition=9 preserved, remainder scrapped
}}
[[File:5637 east somerset railway 050507 d.adkins.jpg|thumb|No. 5637 awaiting its next duty on the [[East Somerset Railway]] on 5 May 2007]]
[[File:5600 class 5643 at Berwyn station Llangollen railway.JPG|right|thumb|5643 arriving at Berwyn]]
[[File:6664 at Slough, October 1955.jpg|right|thumb|No. 6664 at [[Slough]], October 1955]]

The [[Great Western Railway|GWR]] '''5600 Class''' is a class of [[0-6-2T]] [[steam locomotive]] built between 1924 and 1928. They were designed by [[Charles Collett|C.B Collett]] for the [[Great Western Railway]] (GWR), and were introduced into traffic in 1924. After the 1923 grouping, Swindon inherited a large and variable collection of locomotives from historic Welsh railway companies, which did not fit into their standardisation programme. GWR boiler inspectors arrived en masse and condemned many of the original locomotives. The systematic destruction of many examples of locomotives, most still in serviceable condition, followed. Of the Taff Vale Railway, many engines continued to operate up to the 1950s, but today only two locomotives survived, [[Taff Vale Railway O1 class|TVR 'O1']] No.28, the last-surviving Welsh-built engine, and [[Taff Vale Railway O2 class|TVR 'O2']] No.85.

Two hundred GWR 5600 class replacement locomotives were built and remained in service until withdrawn by [[British Railways]] between 1962 and 1965. Nine of the class have survived into preservation.

==Background: Welsh 0-6-2T types==
The railways of [[South Wales]] seem to have had a particular liking for the 0-6-2T type. This was because the nature of the work they undertook demanded high adhesive weight, plenty of power with good braking ability, but no need for outright speed, nor large tanks or bunker as the distances from pit to port were short. The 0-6-2 configuration was discovered to confidently handle the sharp curves so prevalent in the area. These Welsh locomotives were taken over by the GWR at [[Railways Act 1921|The Grouping]] in 1923 and some were [[Remanufacturing|rebuilt]] with GWR [[taper boiler]]s. A number of them passed into [[British Railways]] (BR) ownership in 1948, including (with some gaps in numbering):
* [[Brecon and Merthyr Railway]], BR numbers 431-436
* [[Cardiff Railway]], BR number 155
* [[Rhymney Railway]], BR numbers 35-83
* [[Taff Vale Railway]], BR numbers 204-399

For further information on these pre-grouping locomotives see [[Locomotives of the Great Western Railway]].

==Origins==
When the GWR took over the Welsh valley lines, they discovered that the Welsh locomotive crews liked their 0-6-2T locomotives. Rather than a new design the 5600 Class was a "Swindonised" version of the [[Rhymney Railway M class]] and [[Rhymney Railway R class|R class]] locomotives. The 1904 M class (and the similar 1909 R class) were successful designs ideally suited to hauling heavy coal trains a relatively short distance.

The 5600 Class was specially designed for work in [[South Wales]], replacing the elderly, worn-out locomotives that had been 'inherited' in 1923, when the smaller railway companies were forcibly merged into the GWR at The Grouping. Contrary to this trend, the Rhymney Railway's more modern 0-6-2s were in generally good order and had proved successful. Thus they became the blueprint for the 56xx.

The first of five R class locos was re-boilered by the GWR in 1926 and a single M class was upgraded in 1930. In this form, both were visually almost indistinguishable from the 56 Class.

==Design==
The design of the 5600 Class followed Great Western Railway practice as far as possible, by utilising many [[standardisation|standardised]] parts. Included in Collett's innovations was a Standard Number 2 [[boiler]] which was suitable for the 5600 Class, and the M and R class Rhymney locomotives, complete with the traditional brass GWR safety valve casing and copper-capped chimney.

They were substantial sized [[tank engine]]s, 37 ft 6ins in length and weighing 62 tons. The side tanks were capable of holding 1900 [[gallons]] of water. The high domed cab, bunker and tanks were closely related to the 31xx and 42xx classes. One hundred of the class were built at the GWR workshops in [[Swindon Works|Swindon]] from 1924-1927.

In 1927 another 100 similar engines were constructed – these were slightly heavier and numbered in the 66xx series. Nos 6600-6649 were Swindon-built in 1927-1928, but due to the pressure of work 6650-6699 were built by [[Armstrong Whitworth]] in 1928. This resulted in some minor design differences from the Swindon locomotives.

While they were powerful machines, the 5600s were very unpopular with footplate crews at the time. They were beset by numerous failures, the most common of which was hot axle boxes. They lacked the wider tolerances in their boxes that the original Welsh company locomotives had. They also had the tendency to derail, so those driving them preferred them in reverse, where the pony truck was able to guide them around tight bends. When the Welsh railwaymen discovered that the new [[GWR 5700 Class]] 0-6-0 [[GWR 0-6-0PT|pannier tank]] (introduced 1929) was even more suitable for the same work – being shorter and lighter, with roughly the same (slightly lower) tractive effort – no further Class 56xx/66xx were built.<ref>http://cdn.steampowered.com/Manuals/65222/56xx%20Locomotive%20Addon.pdf</ref>

The 5600 Class had the distinction of being the only locomotive of [[0-6-2]] wheel arrangement built new by the GWR. Nevertheless, there were just over 400 of the type in service from 1940–1945, demonstrating the large number acquired in 1923.

==Dimensions==
* Locomotive weight:
** All locos, 68 tons 12 cwt<ref>{{cite book |last=le Fleming |first=H.M. |editor-last=White |editor-first=D.E. |title=Part 5: Six-coupled Tank Engines |series=The Locomotives of the Great Western Railway |date=April 1958 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |page=E75 |ref=harv }}</ref>
** 5600 Class, 68 tons 12 cwt{{Citation needed|date=August 2010}}
** 6600 Class, 69 tons 7 cwt{{Citation needed|date=January 2010}}
** 5600 Class, 62 tons 18 cwt<ref name="Obs1960"/>
** 6600 Class, 15 cwt more than 5600<ref name="Obs1960"/>

==Service==
A fall in the South Wales coal trade in the 1930s saw many of the class re-allocated to other parts of the system. Due to the stability of the design, many drivers would typically operate the 56xx class down the Welsh valleys in reverse (bunker first). The placement of the trailing wheels helped the engine enter the curves better than if operated in the other direction. Typically, during operation, when pulling a heavy load the tanks were operated bunker first, and then smokebox first on the return trips up the valleys.<ref>{{cite book |last=Haresnape |first=Brian |title=Collett & Hawksworth Locomotives: A Pictorial History |year=1978 |publisher=[[Ian Allan]] |location=Shepperton |isbn=0-7110-0869-8 |page=38 |ref=harv }}</ref>

All the 56xx/66xx locomotives passed into [[British Railways]] ownership at [[nationalisation]] in 1948, and all remained in service until 1962, at which time they were withdrawn from service quite rapidly, with the onset of [[diesel locomotive|diesel]] traction on BR gaining momentum. All had been retired by 1965.

== Preservation ==
[[File:GWR 6619 in BR Black - geograph.org.uk - 1479727.jpg|right|thumb| 6619 in BR Black, Weybourne]]
Several ended up in [[Woodham Brothers]]' [[scrapyard]] in [[Barry, South Wales]], with eight of the nine preserved engines saved from Barry.

As the locomotives were operated mainly in South Wales, some [[railfan]]s know the Class by the nickname "Taffy Tank";<ref>{{cite web
| last = Morgan
| first = Keith
| authorlink =
| coauthors =
| title = Latest progress on GWR Taffy Tank No. 6695 at Herston Works, Swanage
| work = (Swanage Railway News Gallery - Page 118)
| publisher = [[Swanage Railway]]
| date = 2002-02-17
| accessdate = 10 January 2010
}}</ref><ref>{{cite news
| title = Saved loco pulls passengers again
| journal= [[BBC News online]]
| date = 13 February 2006
| url = http://news.bbc.co.uk/1/hi/england/dorset/4707756.stm
| accessdate = 10 January 2010
}}</ref> 'Taffy' being a [[Taffy was a Welshman|derogatory term]] for someone of [[Welsh people|Welsh]] descent. However, the 56xx class never had this title officially, whereas the more typical examples of the Rhymney Railway's M and R classes they replaced, were arguably the original 'Taffy Tanks' of fame.

The following table lists the Preserved locomotives:

{| class="wikitable" style="text-align:center"
!Number
!Current Location
!Current Status
!Notes
|-
|5619
|{{nowrap|The Flour Mill, [[Lydney]]}}
|Under Repair
|align="left"|In BR unlined Green, owned by the [[Telford Steam Railway]]
|-
|5637
|[[East Somerset Railway]]
|In Service
|align="left"|In BR lined Green, owned by the 5637 Steam Loco Group
|-
|5643
|[[Ribble Steam Railway]]
|In Service
|align="left"|In BR lined Green, owned by the [[Furness Railway Trust]]
|-
|5668
|[[Kent & East Sussex Railway]]
|Awaiting Restoration
|align="left"|Privately owned. Asbestos stripped in readiness for a boiler lift
|-
|6619
|[[Kent & East Sussex Railway]]
|In Service
|align="left"|In BR unlined Black. Owned by 6619 Ltd
|-
|6634
|[[Severn Valley Railway]]
|Under Restoration
|align="left"|Owned by [[Pete Waterman]]. Restoration to be completed by the [[Severn Valley Railway|SVR]]
|-
|6686
|[[Barry Tourist Railway]]
|{{nowrap|Awaiting Restoration}}
|align="left"|Owned by the Vale of Glamorgan Council as part of the [[Barry Ten]]
|-
|6695
|[[Swanage Railway]]
|In service
|align="left"|In BR lined Green
|-
|6697
|[[Didcot Railway Centre]]
|On Static Display
|align="left"|In GWR unlined Green, only member of the Class not to go through Woodham Brothers' scrapyard
|-
|}

==References==
{{Reflist}}

== External links ==
{{Commons category|GWR 5600 Class}}
* [http://www.greatwestern.org.uk/m_in_062.htm 5600 class] (Great Western Archive)
* [http://www.5637.co.uk/ No. 5637] (5637 Steam Locomotive Group)
* [http://www.furnessrailwaytrust.org.uk/other5643.htm No. 5643] (Furness Railway Trust)
* [http://www.kesr.org.uk/stock-register/steam-locomotives/gwr-0-6-2t-6619 No. 6619] (Kent & East Sussex Railway)
* [http://www.swanagerailway.co.uk/stock/detail/gwr-0-6-2t-5600-class-no-6695 No. 6695] (Swanage Railway)

{{GWR Locomotives}}

[[Category:Great Western Railway locomotives|5600 Class]]
[[Category:0-6-2T locomotives]]
[[Category:Armstrong Whitworth locomotives]]
[[Category:Railway locomotives introduced in 1924]]
[[Category:Freight locomotives]]
[[Category:Standard gauge railway locomotives]]

GWR-Klasse 5600

2015-02-18T13:24:22Z

Robevans123: /* External links */ Fixed dead link and added detail

{{Infobox Locomotive
|name=Great Western Railway 5600 class<ref name="Obs1960" >{{cite book
| last = Casserley
| first = H. C.
| authorlink = H. C. Casserley
| title = The Observer's Book of Railway Locomotives of Britain
| publisher = [[Frederick Warne & Co|Frederick Warne]]
| date = 1955 (Revised ed. 1960)
| page = 56
}}</ref>
|powertype=Steam
|image=6606 0-6-2T.jpg
|caption=No. 6606 at Swindon in 1963
|builder=GWR [[Swindon Works]] (150); [[Armstrong Whitworth]] (50)
|serialnumber=
|builddate=1924–1928
|whytetype=[[0-6-2T]]
|uicclass=C1'ht
|gauge={{track gauge|ussg}}
|driverdiameter={{convert|4|ft|7+1/2|in|3|abbr=on}}
|trailingdiameter=
|fueltype=[[Coal]]
|fuelcap= {{convert|3.75|LT|abbr=on}}
|watercap={{convert|1900|impgal|abbr=on}}
|boilerpressure={{convert|200|psi|MPa|2|abbr=on}}
|firearea=
|superheatertype=Yes
|valvegear=[[Stephenson valve gear|Stephenson's]]
|valvetype=Piston valves
|cylindercount=Two, inside
|cylindersize={{convert|18|x|26|in|abbr=on}}
|tractiveeffort={{convert|25800|lbf|kN|abbr=on}}
|factorofadhesion=
|operator=[[Great Western Railway]]; [[British Railways]]
|operatorclass=5600
|powerclass=GWR: D BR: 5MT
|axleloadclass=Red
|fleetnumbers=5600–5699, 6600–6699
|retiredate=1962–1965
|disposition=9 preserved, remainder scrapped
}}
[[File:5637 east somerset railway 050507 d.adkins.jpg|thumb|No. 5637 awaiting its next duty on the [[East Somerset Railway]] on 5 May 2007]]
[[File:5600 class 5643 at Berwyn station Llangollen railway.JPG|right|thumb|5643 arriving at Berwyn]]
[[File:6664 at Slough, October 1955.jpg|right|thumb|No. 6664 at [[Slough]], October 1955]]

The [[Great Western Railway|GWR]] '''5600 Class''' is a class of [[0-6-2T]] [[steam locomotive]] built between 1924 and 1928. They were designed by [[Charles Collett|C.B Collett]] for the [[Great Western Railway]] (GWR), and were introduced into traffic in 1924. After the 1923 grouping, Swindon inherited a large and variable collection of locomotives from historic Welsh railway companies, which did not fit into their standardisation programme. GWR boiler inspectors arrived en masse and condemned many of the original locomotives. The systematic destruction of many examples of locomotives, most still in serviceable condition, followed. Of the Taff Vale Railway, many engines continued to operate up to the 1950s, but today only two locomotives survived, [[Taff Vale Railway O1 class|TVR 'O1']] No.28, the last-surviving Welsh-built engine, and [[Taff Vale Railway O2 class|TVR 'O2']] No.85.

Two hundred GWR 5600 class replacement locomotives were built and remained in service until withdrawn by [[British Railways]] between 1962 and 1965. Nine of the class have survived into preservation.

==Background: Welsh 0-6-2T types==
The railways of [[South Wales]] seem to have had a particular liking for the 0-6-2T type. This was because the nature of the work they undertook demanded high adhesive weight, plenty of power with good braking ability, but no need for outright speed, nor large tanks or bunker as the distances from pit to port were short. The 0-6-2 configuration was discovered to confidently handle the sharp curves so prevalent in the area. These Welsh locomotives were taken over by the GWR at [[Railways Act 1921|The Grouping]] in 1923 and some were [[Remanufacturing|rebuilt]] with GWR [[taper boiler]]s. A number of them passed into [[British Railways]] (BR) ownership in 1948, including (with some gaps in numbering):
* [[Brecon and Merthyr Railway]], BR numbers 431-436
* [[Cardiff Railway]], BR number 155
* [[Rhymney Railway]], BR numbers 35-83
* [[Taff Vale Railway]], BR numbers 204-399

For further information on these pre-grouping locomotives see [[Locomotives of the Great Western Railway]].

==Origins==
When the GWR took over the Welsh valley lines, they discovered that the Welsh locomotive crews liked their 0-6-2T locomotives. Rather than a new design the 5600 Class was a "Swindonised" version of the [[Rhymney Railway M class]] and [[Rhymney Railway R class|R class]] locomotives. The 1904 M class (and the similar 1909 R class) were successful designs ideally suited to hauling heavy coal trains a relatively short distance.

The 5600 Class was specially designed for work in [[South Wales]], replacing the elderly, worn-out locomotives that had been 'inherited' in 1923, when the smaller railway companies were forcibly merged into the GWR at The Grouping. Contrary to this trend, the Rhymney Railway's more modern 0-6-2s were in generally good order and had proved successful. Thus they became the blueprint for the 56xx.

The first of five R class locos was re-boilered by the GWR in 1926 and a single M class was upgraded in 1930. In this form, both were visually almost indistinguishable from the 56 Class.

==Design==
The design of the 5600 Class followed Great Western Railway practice as far as possible, by utilising many [[standardisation|standardised]] parts. Included in Collett's innovations was a Standard Number 2 [[boiler]] which was suitable for the 5600 Class, and the M and R class Rhymney locomotives, complete with the traditional brass GWR safety valve casing and copper-capped chimney.

They were substantial sized [[tank engine]]s, 37 ft 6ins in length and weighing 62 tons. The side tanks were capable of holding 1900 [[gallons]] of water. The high domed cab, bunker and tanks were closely related to the 31xx and 42xx classes. One hundred of the class were built at the GWR workshops in [[Swindon Works|Swindon]] from 1924-1927.

In 1927 another 100 similar engines were constructed – these were slightly heavier and numbered in the 66xx series. Nos 6600-6649 were Swindon-built in 1927-1928, but due to the pressure of work 6650-6699 were built by [[Armstrong Whitworth]] in 1928. This resulted in some minor design differences from the Swindon locomotives.

While they were powerful machines, the 5600s were very unpopular with footplate crews at the time. They were beset by numerous failures, the most common of which was hot axle boxes. They lacked the wider tolerances in their boxes that the original Welsh company locomotives had. They also had the tendency to derail, so those driving them preferred them in reverse, where the pony truck was able to guide them around tight bends. When the Welsh railwaymen discovered that the new [[GWR 5700 Class]] 0-6-0 [[GWR 0-6-0PT|pannier tank]] (introduced 1929) was even more suitable for the same work – being shorter and lighter, with roughly the same (slightly lower) tractive effort – no further Class 56xx/66xx were built.<ref>http://cdn.steampowered.com/Manuals/65222/56xx%20Locomotive%20Addon.pdf</ref>

The 5600 Class had the distinction of being the only locomotive of [[0-6-2]] wheel arrangement built new by the GWR. Nevertheless, there were just over 400 of the type in service from 1940–1945, demonstrating the large number acquired in 1923.

==Dimensions==
* Locomotive weight:
** All locos, 68 tons 12 cwt<ref>{{cite book |last=le Fleming |first=H.M. |editor-last=White |editor-first=D.E. |title=Part 5: Six-coupled Tank Engines |series=The Locomotives of the Great Western Railway |date=April 1958 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |page=E75 |ref=harv }}</ref>
** 5600 Class, 68 tons 12 cwt{{Citation needed|date=August 2010}}
** 6600 Class, 69 tons 7 cwt{{Citation needed|date=January 2010}}
** 5600 Class, 62 tons 18 cwt<ref name="Obs1960"/>
** 6600 Class, 15 cwt more than 5600<ref name="Obs1960"/>

==Service==
A fall in the South Wales coal trade in the 1930s saw many of the class re-allocated to other parts of the system. Due to the stability of the design, many drivers would typically operate the 56xx class down the Welsh valleys in reverse (bunker first). The placement of the trailing wheels helped the engine enter the curves better than if operated in the other direction. Typically, during operation, when pulling a heavy load the tanks were operated bunker first, and then smokebox first on the return trips up the valleys.<ref>{{cite book |last=Haresnape |first=Brian |title=Collett & Hawksworth Locomotives: A Pictorial History |year=1978 |publisher=[[Ian Allan]] |location=Shepperton |isbn=0-7110-0869-8 |page=38 |ref=harv }}</ref>

All the 56xx/66xx locomotives passed into [[British Railways]] ownership at [[nationalisation]] in 1948, and all remained in service until 1962, at which time they were withdrawn from service quite rapidly, with the onset of [[diesel locomotive|diesel]] traction on BR gaining momentum. All had been retired by 1965.

== Preservation ==
[[File:GWR 6619 in BR Black - geograph.org.uk - 1479727.jpg|right|thumb| 6619 in BR Black, Weybourne]]
Several ended up in [[Woodham Brothers]]' [[scrapyard]] in [[Barry, South Wales]], with eight of the nine preserved engines saved from Barry.

As the locomotives were operated mainly in South Wales, some [[railfan]]s know the Class by the nickname "Taffy Tank";<ref>{{cite web
| last = Morgan
| first = Keith
| authorlink =
| coauthors =
| title = Latest progress on GWR Taffy Tank No. 6695 at Herston Works, Swanage
| work = (Swanage Railway News Gallery - Page 118)
| publisher = [[Swanage Railway]]
| date = 2002-02-17
| accessdate = 10 January 2010
}}</ref><ref>{{cite news
| title = Saved loco pulls passengers again
| journal= [[BBC News online]]
| date = 13 February 2006
| url = http://news.bbc.co.uk/1/hi/england/dorset/4707756.stm
| accessdate = 10 January 2010
}}</ref> 'Taffy' being a [[Taffy was a Welshman|derogatory term]] for someone of [[Welsh people|Welsh]] descent. However, the 56xx class never had this title officially, whereas the more typical examples of the Rhymney Railway's M and R classes they replaced, were arguably the original 'Taffy Tanks' of fame.

The following table lists the Preserved locomotives:

{| class="wikitable" style="text-align:center"
!Number
!Current Location
!Current Status
!Notes
|-
|5619
|{{nowrap|The Flour Mill, [[Lydney]]}}
|Under Repair
|align="left"|In BR unlined Green, owned by the [[Telford Steam Railway]]
|-
|5637
|[[East Somerset Railway]]
|In Service
|align="left"|In BR lined Green, owned by the 5637 Steam Loco Group
|-
|5643
|[[Ribble Steam Railway]]
|In Service
|align="left"|In BR lined Green, owned by the [[Furness Railway Trust]]
|-
|5668
|[[Kent & East Sussex Railway]]
|Awaiting Restoration
|align="left"|Privately owned. Asbestos stripped in readiness for a boiler lift
|-
|6619
|[[Kent & East Sussex Railway]]
|In Service
|align="left"|In BR unlined Black. Owned by 6619 Ltd
|-
|6634
|[[Severn Valley Railway]]
|Under Restoration
|align="left"|Owned by [[Pete Waterman]]. Restoration to be completed by the [[Severn Valley Railway|SVR]]
|-
|6686
|[[Barry Tourist Railway]]
|{{nowrap|Awaiting Restoration}}
|align="left"|Owned by the Vale of Glamorgan Council as part of the [[Barry Ten]]
|-
|6695
|[[Swanage Railway]]
|In service
|align="left"|In BR lined Green
|-
|6697
|[[Didcot Railway Centre]]
|On Static Display
|align="left"|In GWR unlined Green, only member of the Class not to go through Woodham Brothers' scrapyard
|-
|}

==References==
{{Reflist}}

== External links ==
{{Commons category|GWR 5600 Class}}
* [http://www.greatwestern.org.uk/m_in_062.htm 5600 class] (Great Western Archive)
* [http://www.5637.co.uk/ No. 5637] (5637 Steam Locomotive Group)
* [http://www.furnessrailwaytrust.org.uk/other5643.htm No. 5643] (Furness Railway Trust)
* [http://www.swanagerailway.co.uk/stock/detail/gwr-0-6-2t-5600-class-no-6695 No. 6695] (Swanage Railway)

{{GWR Locomotives}}

[[Category:Great Western Railway locomotives|5600 Class]]
[[Category:0-6-2T locomotives]]
[[Category:Armstrong Whitworth locomotives]]
[[Category:Railway locomotives introduced in 1924]]
[[Category:Freight locomotives]]
[[Category:Standard gauge railway locomotives]]

Table Top Racing

2015-02-13T18:57:39Z

Robevans123: copy edit

{{use mdy dates|date=July 2013}}
{{Infobox video game
|title=Table Top Racing
|image = [[File:Table Top Racing.jpg|250px]]
|caption =
|developer=Playrise Digital
|publisher=Playrise Digital
|released= '''iOS'''{{vgrelease|WW=January 31, 2013<ref name="Release">{{cite web|url=http://www.ign.com/games/table-top-racing/iphone-159332 |title=Table Top Racing - iPhone |publisher=[[IGN]] |date= |accessdate=June 11, 2013}}</ref>}}'''Android'''{{vgrelease|WW=January 23, 2014<ref name="AndRelease">{{cite web|url=http://www.androidpolice.com/2014/01/22/new-game-table-top-racing-from-the-creator-of-wipeout-skids-into-the-play-store-like-an-open-pack-of-micro-machines/ |title=[New Game] Table Top Racing, From The Creator Of Wipeout, Skids Into The Play Store Like An Open Pack Of Micro Machines |publisher=Android Police |date= January 22, 2014|last=King, Jr.|first=Bertel |accessdate=January 23, 2014}}</ref>}}'''PlayStation Vita'''{{vgrelease|WW=August 5, 2014<ref name="VitaRelease">{{cite web|url=http://blog.us.playstation.com/2014/07/22/table-top-racing-coming-to-ps-vita-on-august-5th/#sf3804462 |last=Burcombe|first=Nick|title=Table Top Racing Coming to PS Vita on August 5th |publisher=PlayStation |date= July 22, 2014|accessdate=July 23, 2014}}</ref>}}
|genre= [[Racing video game|Racing]]
|modes=[[Single-player video game|Single-player]], [[Multiplayer online game|online multiplayer]]
|platforms=[[iOS]], [[Android (operating system)|Android]], [[PlayStation Vita]]
|media=[[digital distribution|Download]]
}}

'''''Table Top Racing''''' is a {{vgy|2013}} [[racing video game]] developed and published by Playrise Digital Ltd. The game was originally developed for the [[iOS]] platform on January 31, 2013, and later released for [[Android (operating system)|Android]] devices on January 23, 2014. A [[PlayStation Vita]] version was released on August 5, 2014.

A second game in the series, ''Table Top Racing: World Tour'' was announced in October 2014 for release on PC, consoles and mobile platforms.<ref>{{cite web|url=http://www.ign.com/articles/2014/10/27/table-top-racing-world-tour-announced-launching-on-ps4|title=Table Top Racing: World Tour announced, launching on PS4|work=[[IGN]]|last=Campbell|first=Evan|date=October 27, 2014|accessdate=January 27, 2015}}</ref>

==Gameplay==
[[File:Table Top Racing gameplay.png|thumb|220px|left|Gameplay in ''Table Top Racing'' showing the control scheme and [[Head-up display|HUD]].]]
''Table Top Racing'' uses settings and environments similar to the ''[[Micro Machines (video game series)|Micro Machines]]'' series,<ref>{{cite web|url=http://www.ign.com/articles/2013/06/07/app-store-update-june-7 |title=App Store Update: June 7 |publisher=[[IGN]] |date=June 7, 2013|first=Lucas M. |last=Thomas |accessdate=June 11, 2013}}</ref><ref name="PGR">{{cite web|url=http://www.pocketgamer.co.uk/r/iPad/Table+Top+Racing/review.asp?c=48219 |title=Table Top Racing review|publisher=[[Pocket Gamer]] |date=January 31, 2013|first=Harry|last= Slater |accessdate=June 11, 2013}}</ref> with its basic gameplay similar to the ''[[Mario Kart]]'' series.<ref name="gamezebo1">{{cite web|url=http://www.gamezebo.com/games/table-top-racing/review |title=Table Top Racing Review |publisher=[[Gamezebo]] |date=February 4, 2013|first=Joe|last= Jasko|accessdate=June 11, 2013}}</ref> Much like ''Micro Machines'', the player controls a miniature [[Model car|toy car]], with tracks comprising various elements of a larger structure, such as a kitchen table, a garage workbench, a Japanese restaurant, and a picnic table.<ref name="toucharcade1">{{cite web|url=http://toucharcade.com/2013/02/06/table-top-racing-review-small-time-theme-big-time-style/ |title='Table Top Racing' Review - Small-time Theme, Big-time Style (Review) |publisher=Touch Arcade |first=Eric|last= Ford|date=February 6, 2013|accessdate=June 11, 2013}}</ref> Much like ''Mario Kart'', cars have simple, [[Arcade game|arcade]]-like controls.

The player has two options as to how to control the cars; "Tilt" features [[accelerometer]] steering (tilting the physical device to the left to turn left and to the right to turn right) and "Simple" features touch to steer (where the play touches the left side of the [[touchscreen]] to turn left, and the right side to turn right). Both modes use auto-accelerate and auto-brake.<ref name="toucharcade1"/> Within most races, the player can collect items which can then be used during the race, such as "speed boosts" or "projectile attacks".<ref name="gamezebo1"/>

Generally, the goal of each race is to compete against multiple other cars, with the aim of finishing first. However, there are also several other modes of play; such as catching up to another car who is given a head start, elimination-style races where the last car every twenty seconds is eliminated, and time trials.<ref name="toucharcade1"/> At the end of each race, the player is given a zero to three star rating based on how well they performed, with better scores awarded with higher amounts of in-game currency, which can subsequently be used to upgrade and customize the player's vehicle, or buy new vehicles.<ref name="toucharcade1"/> The game also features [[Virtual economy|in-app purchases]], allowing the player to use real money to purchase in-game currency.<ref name="PGR" />

==Development==
The game's development staff consisted of members who had previously worked on and co-created the ''[[Wipeout (series)|Wipeout]]'' series.<ref>{{cite web|url=http://www.dailyecho.co.uk/leisure/games/gamesreviews/10240975.Table_Top_Racing___Review/ |title=Table Top Racing - Review |publisher=''[[Southern Daily Echo]]''|date= |accessdate=June 11, 2013}}</ref>

The game was originally for the [[iOS]] platform on January 31, 2013,<ref name="Release" /> and almost a year later released on [[Android (operating system)|Android]] devices on January 23, 2014.<ref name="AndRelease" /> At [[Gamescom]] 2013, it was announced that a version for the [[PlayStation Vita]] is in development and will be released sometime in 2014 as well.<ref>{{cite web|url=http://www.gamnesia.com/news/a-slew-of-indie-titles-coming-to-playstation-guns-of-icarus-rogue-legacy-vo |title=A Slew of Indie Titles Coming to PlayStation: Guns of Icarus, Rogue Legacy, Volume, and More!|publisher=Gamnesia |date=August 20, 2013|last=Herbers|first=Barry |accessdate=June 11, 2013}}</ref>

==Reception==
{{Video game reviews
| GR = 70.62%<ref name="GR" />
| MC = 72/100<ref name="MC" />
| rev1 = AppSpy
| rev1Score = {{rating|5|5}}<ref name="AppSpy" />
| rev2 = ''[[Computer and Video Games]]''
| rev2Score = 6/10<ref name ="CVG"/>
| rev3 = [[Gamezebo]]
| rev3Score = 3.5/5<ref name="gamezebo1" />
| rev4 = ''[[MacLife]]''
| rev4Score = {{Rating|2|5}}<ref name="macrev" />
| rev5 = Modojo
| rev5Score = 4/5<ref name="Modojo" />
| rev6 = [[Pocket Gamer]]
| rev6Score = 7/10<ref name="PGR" />
| rev7 = Slide to Play
| rev7Score = 4/4<ref name="s2p" />
| rev8 = ''[[The Sun (United Kingdom)|The Sun]]''
| rev8Score = {{Rating|9|10}}<ref name="TheSun" />
| rev9 = ''[[The Sunday Times]]''
| rev9Score = {{Rating|4|5}}<ref name="TheSundayTimes" />
| rev10 = TouchArcade
| rev10Score = {{Rating|3.5|5}}<ref name="toucharcade1" />
| rev11 = AndroidShock
| rev11Score = {{Rating|3.5|5}}<ref name="androidshock">{{cite web | url=http://www.androidshock.com/reviews/table-top-racing-racing-on-tables-is-good-but-not-quite-top/ | title=Racing on Tables is Good, But Not Quite Top | publisher=AndroidShock | first=David | last=Oxford | date=February 3, 2014 | accessdate=February 10, 2014}}</ref>
}}
The game was generally well-received, with a score of 72 out of 100 on [[Metacritic]], based on seventeen reviews,<ref name="MC">{{cite web|url=http://www.metacritic.com/game/ios/table-top-racing |title=Table Top Racing |publisher=[[Metacritic]] |date= |accessdate=June 11, 2013}}</ref> and 70.62% on [[GameRankings]], based on thirteen reviews.<ref name="GR">{{cite web| url=http://www.gamerankings.com/iphone/702422-table-top-racing/index.html|title=Table Top Racing |publisher=[[GameRankings]] |date=|accessdate=July 3, 2013}}</ref>

Slide to Play's Jason D'Aprile praised the game, calling it "one of the most polished and entertaining arcade racers in the [[App Store (iOS)|App Store]]. With its great variety and mix of single and multiplayer game modes, it's an incredibly well-rounded release that's recommendable for casual and hardcore driving fans."<ref name="s2p">{{cite web|first=Jason|last= D'Aprile |url=http://www.slidetoplay.com/review/table-top-racing-review/ |title=Table Top Racing Review |publisher=Slide To Play |date=February 12, 2013|accessdate=June 11, 2013}}</ref> AppSpy's Andrew Nesvadba also praised the presentation and graphics, stating "where ''Table Top'' lacks in conceptual innovation, it makes up for in the sheer level of polishing that has gone in to the execution. Handling for each vehicle is silky smooth; the stage designs pop out at you and load up almost instantly; and upgrading never feels like a chore."<ref name="AppSpy">{{cite web|url=http://www.appspy.com/review/6677/table-top-racing|title=Table Top Racing Review|publisher=AppSpy|first=Andrew|last= Nesvadba|date=January 31, 2013|accessdate=July 3, 2013}}</ref> Touchgen's Merijn De Boer scored the game 4 out of 5, stating "''Table Top Racing'' presents some of the juiciest steaks I have ever seen in video games, a finger lickin' good distraction. Bad table manners are advised."<ref name="TouchGen">{{cite web|url=http://www.touchgen.net/table-top-racing-review|title=Table Top Racing Review|last=De Boer|first=Merijn|publisher=TouchGen|date=February 6, 2013|accessdate=January 28, 2014}}</ref> Chris Buffa of Modojo felt the game had "imaginative tracks," and argued that "Playrise did a wonderful job bringing familiar locations to life, such as a children's toy room, an instrument-covered workbench and BBQ."<ref name="Modojo">{{cite web|url=http://www.modojo.com/reviews/2013-01-31-table-top-racing|title=Table Top Racing iPad Review|last=Buffa|first=Chris|publisher=Modojo|accessdate=January 28, 2014}}</ref> Also reviewing the game for [[GameTrailers]], Buffa stated "We have to hand it to the developers, who dreamed up some intriguing locations [...] It's a welcome change from the real world courses that usually make up simulation-heavy racing games."<ref name="GameTrailers">{{cite web|url=http://www.gametrailers.com/mobile-apps/46040/review-table-top-racing|title=Table Top Racing Review|last=Buffa|first=Chris|publisher=[[GameTrailers]]|date=February 1, 2013|accessdate=January 28, 2014}}</ref>

[[Pocket Gamer]]'s Harry Slater gave the game a "Bronze Award", stating, it "isn't perfect, and some might find that it lacks a little depth, but this is a polished and instantly playable arcade racer with enough tracks and challenges to keep anyone with even a passing interest in vrooming little cars around a table entertained for a while."<ref name="PGR"/> [[Gamezebo]]'s Joe Jasko praised the game's "fun household environments. Beautiful graphics. Tons of replay value over multiple game modes." However, he was unimpressed with the controls, which he felt were somewhat awkward, arguing that the sensors on the touchscreen for item activation and steering are too close together.<ref name="gamezebo1"/> Campbell Bird of 148Apps argued that "''Table Top Racing'' is a high quality package that delivers a satisfying and varied combat racing experience."<ref name="148Apps">{{cite web|url=http://www.148apps.com/reviews/table-top-racing-review/ |title=Table Top Racing Review|publisher=148Apps|first=Campbell|last= Bird |date=February 4, 2013|accessdate=July 3, 2013}}</ref> TouchArcade's Eric Ford argued that "''Table Top''{{'}}s environments and overall visual flair are pretty top notch. Unfortunately, a relatively generic gameplay outing and its emphasis on auto-acceleration controls keep the game from reaching loftier heights."<ref name="toucharcade1"/> On the other hand, Pocket Lint's Mike Lowe argued "The game's controls are wonderfully simple. There's no accelerator, instead your vehicle just goes and goes all by itself, much like a wind-up toy. All you need to do is tap the left or right turn buttons to the corresponding side of the screen, which means eyes can be fixed on to the action without fingers getting all in the way. None of this tilt-to-turn faff, although that is also an option within the menus if it's your personal preference."<ref name="Lint">{{cite web|url=http://www.pocket-lint.com/news/119249-table-top-racing-iphone-ipad-racing-game-app-review-app-of-the-day|title=Table Top Racing Review|last=Lowe|first=Mike|date=January 31, 2013|publisher=Pocket Lint|accessdate=January 28, 2014}}</ref>

Some critics were less impressed by the game. [[Kotaku]]'s Evan Narcisse was far more negative, stating that "the gameplay doesn't feel like racing. It feels more like a bunch of clowns stumbling all over each other. ''Table Top Racing'' is a clumsy but good-looking effort at trying to recreate the appeal of ''Mario Kart'' on an [[iDevice]]."<ref name="kreview">{{cite web|url=http://kotaku.com/5982141/table-top-racing-just-isnt-fast-enough-to-meet-my-toy-car-driving-needs |title=Table Top Racing Just Isn't Fast Enough to Meet My Toy Car Driving Needs |publisher=[[Kotaku]]|first=Evan|last= Narcisse |date=February 11, 2013|accessdate=June 11, 2013}}</ref> ''[[MacLife]]''{{'}}s Matt Clark was also critical, scoring the game 2 out of 5, referring to it as "mundane" and "vanilla", and criticizing it for lack of originality, and a difficulty in finding players for online play.<ref name="macrev">{{cite web|url=http://www.maclife.com/article/reviews/table_top_racing_review |title=Table Top Racing Review |publisher=''[[MacLife]]''|first=Matt|last= Clark |date=February 4, 2013|accessdate=June 11, 2013}}</ref> Andy Hartup of ''[[Computer and Video Games]]'' praised the multiplayer gameplay, but criticized the game's lack customization and weaponry options.<ref name ="CVG">{{cite web|url=http://www.computerandvideogames.com/388886/reviews/table-top-racers-review-review/|last=Hartup|first=Andy|title=Table Top Racers Review|publisher=''[[Computer and Video Games]]''|date=January 31, 2013|accessdate=January 29, 2014}}</ref> A common complaint amongst reviewers was that the game didn't feel as fast as it should.<ref name="macrev"/><ref name="s2p"/><ref name="kreview"/>

The game received a positive reception in mainstream press; ''[[The Sun (United Kingdom)|The Sun]]'' scored it 9 out of 10,<ref name="TheSun">{{cite web|url=http://www.thesun.co.uk/sol/homepage/fun/gaming/gamingreviews/4797279/review-table-top-racing-iOS.html|title=Table Top Of The Pops! Table Top Racing draws you in – for just £2|last=Price|first=Lee|date=February 15, 2013|publisher=''[[The Sun (United Kingdom)|The Sun]]''|accessdate=January 28, 2014}}{{subscription}}</ref> and ''[[The Sunday Times]]'' scored it 4 out of 5.<ref name="TheSundayTimes">{{cite web|url=http://www.thesundaytimes.co.uk/sto/ingear/Tech___Games/Games___Apps/article1213839.ece|title=Table Top Racing review|last=Dredge|first=Stuart |date=February 17, 2013|publisher=''[[The Sunday Times]]''|accessdate=January 28, 2014}}{{subscription}}</ref> ''Table Top Racing'' also featured in ''[[The Guardian]]''{{'}}s "App Blog" as one of the best Apps of the Week.<ref name="Guardian">{{cite web|url=http://www.theguardian.com/technology/appsblog/2013/feb/01/best-ios-apps-table-top-racing-star-trek|title=30 best iPhone and iPad apps this week|last=Dredge|first=Stuart |date=February 1, 2013|publisher=''[[The Guardian]]''|accessdate=January 28, 2014}}</ref>

===Awards===
The game has received multiple awards. It was awarded "iOS or Android Game of the Week" by Pocket Gamer,<ref>{{cite web|url=http://www.pocketgamer.co.uk/r/iPhone/Game+of+the+Week/news.asp?c=48287|title=Your iOS or Android Game of the Week - Table Top Racing|last=Gilmour|first=James|date=February 4, 2013|publisher=[[Pocket Gamer]]|accessdate=January 28, 2014}}</ref> "App of the Day" by Pocket Lint,<ref name="Lint" /> "Game of the Month" by Slide To Play,<ref>{{cite web|url=http://www.slidetoplay.com/news/game-of-the-month-february-2013-table-top-racing/|title=Game of the Month, February 2013: Table Top Racing|last=Reed|first=Chris|date=March 5, 2013|publisher=Slide to Play|accessdate=January 28, 2014}}</ref> and "Game of the Month" by What Mobile.<ref>{{cite web|url=http://www.whatmobile.net/2013/02/07/table-top-racing-is-our-game-of-the-month-january-game-reviews/|title=Table Top Racing is our game of the month – January Game Reviews|last=Swann|first=Allan|date=February 7, 2013|publisher=What Mobile|accessdate=January 28, 2014}}</ref> It was nominated for "Best Game" at the 2013 TIGA Awards,<ref name="TIGA">{{cite web|url=http://www.mcvuk.com/press-releases/read/playrise-digital-wins-best-start-up-at-the-2013-tiga-awards-as-debut-title-lsquo-table-top-racing-rsquo-surpasses-2-million-down/0123911|title=Playrise Digital Wins 'Best Start-Up' At The 2013 Tiga Awards As Debut Title ''Table Top Racing'' Surpasses 2 Million Downloads|date=November 7, 2013|publisher=[[Market for Home Computing and Video Games|MCVUK]]|accessdate=January 28, 2014}}</ref> and for "Best Use Of Gaming" at the 2013 Big Chip Awards.<ref>{{cite web|url=http://www.bigchipawards.com/BUOG2013|title=Best Use of Gaming|publisher=Big Chip Awards|accessdate=January 28, 2014}}</ref> Playrise Digital was nominated for Best Publisher at the 2013 Mobile Entertainment Awards,<ref>{{cite web|url=http://www.mobile-ent.biz/brands/entertainment/finalists-confirmed-for-the-me-awards-2013/041058|title=Finalists confirmed for the ME Awards 2013|last=Terrelonge|first=Zen|date=June 6, 2013|publisher=Mobile Entertainment|accessdate=January 28, 2014}}</ref> and The Appsters Awards,<ref>{{cite web|url=http://greatpreneurs.com/appsters-awards-2013/|title=Finalists confirmed for the ME Awards 2013|last=Moreni|first=Edoardo|date=October 22, 2013|publisher=GreatPreneurs|accessdate=January 28, 2014}}</ref> and won the "Best Startup" category at the 2013 TIGA Awards.<ref name="TIGA" /> It also featured in AndroidShock's "Best of January 2014" as one of the best games of the month.<ref>{{cite web | url=http://www.androidshock.com/lists/best-of-january-2014/ | title=Best of January 2014 | publisher=AndroidShock | date=February 5, 2014 | accessdate=February 10, 2014}}</ref>

==References==
{{reflist|40em}}

[[Category:2013 video games]]
[[Category:IOS games]]
[[Category:Android games]]
[[Category:PlayStation Vita games]]
[[Category:Racing video games]]
[[Category:Multiplayer and single-player video games]]

Bicton (Devon)

2015-02-09T12:05:40Z

Robevans123: copy edit

[[File:BictonChurchDevon.JPG|thumb|200px|Bicton Parish Church of St Mary, built in 1850. Viewed from south]]
'''Bicton''' is a [[civil parish]] and former [[manor]] in the [[East Devon]] district of [[Devon]], [[England]], near the town of [[Budleigh Salterton]]. According to the 2001 census it had a population of 280. The parish includes the village of [[Yettington]].

==Descent of the manor==

===Porter===
In the Exchequer version of the [[Domesday Book]] of 1086, the manor of ''Bechetone'' was listed as the 1st of the 16 holdings unded the heading ''Terrae Servientium Regis'' ("Lands of the King's servants"). It was held [[tenant-in-chief|in-chief]] from the king (by [[feudal land tenure|service]] unknown) by ''Wills Porto'', that is "William the [[Porter (doorkeeper)|Porter]]", meaning "gatekeeper"<ref>Thorn, Caroline & Frank, (eds.) Domesday Book, (Morris, John, gen.ed.) Vol. 9, Devon, Parts 1 & 2, Phillimore Press, Chichester, 1985, part 2, 51:1.</ref> (from the Latin ''porta'' a gate<ref>Cassell's Latin Dictionary, 1931, p.426</ref>). In the Exon version of Domesday Book however this manor is listed with the same tenant, but under the heading ''Terra Nicolai Balistarii'' ("Land of Nicholas the Bowman"), thus William held not as a tenant-in-chief but as a mesne tenant from Nicholas. Nicholas also held the manors of Webbery, Greenslinch, Stoketeignhead, Rocombe, Ogwell, Holbeam, Bagtor, Ideford, Staplehill, Buckland-in-the-Moor, Aller and possibly Northleigh.<ref>Thorn, part 1, chapter 48: 1-12</ref> It appears that the Exchequer version of Domesday Book corrected the Exon positioning to show William the Porter as a servant and tenant-in-chief of the king.<ref>Thorn, part 2, 51,1 (note)</ref>

===Janitor===
In the reign of [[Henry I of England|King Henry I]] (1100–1135) the [[manor]] of Bicton was granted by the king to John ''Janitor'',<ref>[[William Pole (antiquary)|Pole, Sir William]] (d.1635), Collections Towards a Description of the County of Devon, Sir John-William de la Pole (ed.), London, 1791, p.163</ref> who held the manor by the [[feudal land tenure|feudal tenure]] of [[grand serjeanty]] requiring him to provide a county jail,<ref>[[Tristram Risdon|Risdon, Tristram]] (d.1640), Survey of Devon, 1811 edition, London, 1811, with 1810 Additions, p.50; Pole, p.163</ref> which was an honourable position of trust. The Latin noun ''Janitor'' means "door-keeper", generally understood in the sense ''janitor carceris'', "door-keeper of a jail".<ref>Cassell's Latin Dictionary</ref> Thus the tenant took his surname from his form of tenure.<ref>Swete, p.142</ref> The prison was later transferred to a building beneath<ref>Pole, p.163</ref> [[Exeter Castle]]<ref>Risdon, p.51</ref> in the county capital [[Exeter]], (see [[Exeter Prison]]), but the feudal tenant of Bicton was nevertheless for many centuries required to meet part of the repair and maintenance costs of the newly sited jail. The Devon topographer [[John Swete]] (d.1821) stated that Dennis Rolle Esq. (d.1797), the proprietor of Bicton at the time of his visit, had paid the sum of £1,000 to the [[Treasury]] to be released in perpetuity from his vestigial feudal liabilities.<ref>Swete, Rev. John, Illustrated Journals of, published as Travels in Georgian Devon, The Illustrated Journals of the Reverend John Swete, 1789–1800, Gray, Todd & Rowe, Margery (Eds.),4 vols., Tiverton, Devon, 1998, Vol.2, pp. 140–145</ref> The release was effected by an [[Act of Parliament]] in 1787, ''Public Act, 27 George III, c. 59'' summarised as:<ref>[http://www.portcullis.parliament.uk/dserve/dserve.exe?dsqIni=Dserve.ini&dsqApp=Archive&dsqCmd=Show.tcl&dsqDb=Catalog&dsqPos=1&dsqSearch=%28%28text%29%3D%27Denys%20Rolle%20and%20John%20Rolle%20Esquires%27%29 Parliamentary Archives, catalogue entry. HL/PO/PU/1/1787/27G3n99 1787]</ref>
<blockquote>
"An Act for making and declaring the Gaol for the County of Devon, called the High Gaol, a Public and Common Gaol; and for discharging Denys Rolle and [[John Rolle, 1st Baron Rolle|John Rolle]] Esquires, and their respective Heirs and Assigns, from the Office of Keeper of the said Gaol; and for improving and enlarging the same or building a new one; and also for taking down the Chapel in the Castle of Exeter; and for other Purposes therein mentioned".</blockquote>
John Janitor was followed by his son Roger and then Roger's sons William and John.<ref>Pole, p.163</ref>

===Alabaster===
[[File:AlabasterOfBictonDevonArms.PNG|thumb|200px|[[Canting arms]] of Alabaster of Bicton: ''Azure, three cross-bows bent or''<ref>Pole, p.468</ref>]]
During the reign of King [[Edward I of England|Edward I]] (1272-1307) the manor of Bicton passed to Galfride la Balister, (''alias'' Alabaster, Arblaster and the [[List of Latinized names|Latinised]] form ''Balistarius'', meaning "the Bowman", as in the case of the Domesday Book tenant Nicholas the Bowman)<ref>Pole, p.163</ref> the husband of the daughter of the last in the male line of the Janitor family of Bicton.<ref>Risdon, p.50</ref> The [[canting arms]] of the family of Alabaster of Bicton were: ''Azure, three cross-bows bent or''.<ref>Pole, p.468; [[Tristram Risdon|Risdon, Tristram]] (d.1640), "Tristram Risdon's Notebook"; Not to be confused with the possibly later and apparently unconnected family of Alabaster/Arblaster of East Anglia/Essex whose arms were ''Ermine, a cross-bow bent in pale gules'' (Heraldic Visitation of Essex, 1634, p.485: William Scot of Chigwell, co. Essex, will was dated 20 November 1597, married Prudence daughter and coheir of Edmund Alabaster of Bretts Hall in Tendring, Essex. The Arms of Scot include as eighth quartering the Arms of Alabaster, namely ''Ermine, a crossbow palewise gules''[http://www.mocavo.com/The-Visitations-of-Essex-by-Hawley-1552-Hervey-1558-Cooke-1570-Raven-1612-and-Owen-and-Lilly-1634-to-Which-Are-Added-Miscellaneous-Essex-Pedigrees-From-Various-Harleian-Manuscripts-and-an-Appendix-Containing-Berrys-Essex-Pedigrees-Volume-13-14/906780/505])</ref> He held by the same tenure and held elsewhere by the grand-sergeanty, as suggested by his name, to "attend the king with his cross-bow and arrows in hunting".<ref>Risdon, p.50</ref> Raph la Balister was the tenant in 1229 and was followed by Galfride, Reginald, Galfride, Richard (died 1318<ref>Pole, p.163, [[regnal year]] 12 Edward II</ref>) whose son was Walter. Walter la Balister left three children:
*Raph Alabaster (d.1351<ref>Pole, p.163, [[regnal year]] 25 Edward III</ref>), died without progeny
*Alis Alabaster, died without progeny
*Agnes Alabaster, who married husband unknown and left a daughter and heiress named Joan, who married Raph Sachevill (d.1395<ref>Pole, p.163, [[regnal year]] 18 Richard II</ref>)

===Sachvill===
Raph Sachevill (d.1395<ref>Pole, p.163, [[regnal year]] 18 Richard II</ref>) married Joan, the heiress of Bicton. His son and heir was John Sachvill, whose grandson was the last in the male line and left daughters as his co-heiresses. One of the daughters, Johanna Sachville, married John Copleston (d.1497).<ref>Vivian, Lt.Col. J.L., (Ed.) The Visitation of the County of Devon: Comprising the Heralds' Visitations of 1531, 1564 & 1620, Exeter, 1895, p.233, pedigree of Copleston of Eggesford; Husband of the Sachville heiress of Bicton given by Pole, p.163 as Henry Copleston, corrected by Vivian, p.233, which states Johanna was named in the [[inquisition post mortem]] of her husband John Coplestone (d. 31 July 1497)</ref>

===Coppleston===
[[File:CoplestonArmsEggesford.JPG|thumb|200px|Arms of Copleston: ''Argent, a chevron engrailed gules between three leopard's faces azure''<ref>Vivian, p.224; as seen in Eggesford Church</ref>]]
Henry Copleston (born 1473), "of Bicton",<ref>Vivian, p.233, mis-spelled as "Bricton"</ref> son and heir of John Copleston (d.1497) inherited Bicton from his mother Johanna Sachville.<ref>Vivian, p.233</ref>
The Coplestone family took its name from the Devon manor of [[Copplestone]]. [[William Pole (antiquary)|Pole]] (d.1635) states that the earliest record of this family he was able to find was in a deed dated during the reign of King [[Edward II of England|Edward II]] (1307-1327).<ref>Pole, p.225; [[William George Hoskins|Hoskins, W.G.]], A New Survey of England: Devon, London, 1959 (first published 1954), p.76, states, without exact source, possibly erroneously, that Pole found the deed dated earlier, in reign of King Henry II (1154-1189)</ref> The great antiquity of this family thus seems somewhat overstated in the traditional Devon rhyme, dismissed by Hoskins as containing "not a word of truth":<ref>Hoskins, p.76: "the hackneyed jingle has not a word of truth in it"</ref> 
:"Crocker, Cruwys and Copplestone,
:When [[William the Conqueror|The Conqueror]] came were all at home".
The exact relationship of the Bicton family to the several Copleston branches of Copleston, Bowden, Instow Upton Pyne, Kingdon and Woodland is not known.<ref>No connecting details given in Vivian, p.233</ref> Henry's son was Charles Copleston, who married Anne Reigny, the daughter and sole-heiress of Richard Reigny of [[Eggesford]].<ref>Vivian, p.233</ref> The family thenceforth made their seat at Eggesford and Charles sold the manor of Bicton to Sir Robert Denys<ref>Pole, p.163; Risdon, p.50 states otherwise, that Henry Copleston's grandson sold it to Sir Thomas Denys</ref> (1525–1592) of [[Holcombe Burnell]]

===Denys===
[[File:ArmsOfDenysOfBicton.PNG|thumb|200px|Arms of Denys of [[Holcombe Burnell]] & Bicton, Devon: ''Ermine, three battle-axes gules''. These arms may be seen at the [[Livery Dole]] Almshouses & Chapel, Heavitree Road, Exeter. They are [[Difference (heraldry)|differenced]] from the arms of the 12th-century Danish Denys family of [[Orleigh Court]], near [[Bideford]], Devon, (''Azure, three Danish battle-axes or'') from which the family of Holcombe Burnell was descended]]
Bicton was purchased from the Copplestones by Sir Robert Denys (1525–1592), MP, who built a mansion house near the site of the present [[Orangery]], now within the Bicton Botanical Gardens. He was the son of Sir Thomas Denys (d.1561) of [[Holcombe Burnell]], Sheriff Of Devon, Privy Councillor and Chancellor to [[Anne of Cleves]]. He received a royal licence to empark, and stocked his new park with deer. He added formal gardens with slopes, terraces and parallelogram ponds.<ref>Swete, p.142</ref> His son Sir Thomas Denys (1559–1613) married Anne Paulet, daughter of [[William Paulet, 3rd Marquis of Winchester]] and had issue two daughters, co-heiresses. The eldest was Anne Denys, who by her marriage to Sir Henry Rolle (d.1616) of [[Stevenstone]], brought Bicton to the Rolle family. The younger daughter Margaret Denys (d.1649) married [[Sir Arthur Mainwaring]] of Ightfield, Shropshire, carver to Prince Henry, eldest son of King James I.

===Rolle===
[[File:RolleArmorials.jpg|thumb|200px|Arms of Rolle: ''Or, on a fesse dancetté between three billets azure each charged with a [[Lions in heraldry|lion rampant]] of the first three [[bezant]]s'']]
[[Denys I Rolle (1614–38)|Dennis I Rolle]] (1614–38)]] was the son and heir of Sir Henry Rolle and Anne Denys, and was buried at Bicton. His elaborate tomb monument <ref>[http://www.flickr.com/photos/stiffleaf/4830837496/ Image of monument to Denys Rolle (d.1638)]</ref> with heraldic [[achievement (heraldry)|achievement]]<ref>
[http://www.flickr.com/photos/stiffleaf/4830227801/ Image of heraldic achievement of Denys Rolle (d.1638), Bicton Mausoleum]</ref> is contained within the Rolle Mausoleum, the remnant of the former Parish Church of Bicton to the immediate east of which stands the new church of St Mary built in 1850. The Mausoleum is the private property of Lord Clinton and is not open to the public. The inscription on his monument is as follows:<ref>Quoted by Swete, p.142</ref>
<blockquote>
"The remains of Dennis Rolle Esq. 
His earthly part within this tombe doth reste 
Who kept a court of honour in his breast 
Birth, beauty, wit and wisdom sat as Peeres 
Till Death mistook his virtues for his yeares 
Or else Heaven envy'd Earth so rich a treasure 
Wherein too fine the ware too scant the measure 
His mournefull wife her love to shew in part 
This tombe built here a better in her heart 
Sweet babe his hopful heyre (Heav'n grant this boon) 
Live but so well but oh! dye not so soon. 
''Obiit anno D(omi)ni 1638 Aetatis 24 Reliquit filium unum aes quinque'' ("He died in the year of Our Lord 1638 of his age 24. He left one son, age 5")</blockquote>

His widow's wish was not met and the couple's son Dennis died soon after his father, leaving only daughters who were excluded from the inheritance by [[entail]]. The manor of Bicton, together with all the other Rolle estates including [[Stevenstone]] then passed to Henry Rolle (1605–47) of [[Beam, Great Torrington|Beam]], near [[Great Torrington|Torrington]], the elder son of John Rolle (1563-post 1628), MP, the uncle of Sir Henry Rolle (d.1617). He himself died without progeny and the Rolle estates, now increased by the addition of Beam, devolved following his death in 1647 upon his closest male cousin, 21 year-old Sir [[John Rolle (died 1706)|John Rolle]] (1626–1706), MP, of Marrais in the parish of [[St Mary Week]], Cornwall. He was immediately thereupon married to his young cousin Florence Rolle of Bicton, one of the surviving daughters of Denys I Rolle. Thus his claim to the Inheritance of Rolle of Stevenstone and Bicton was strengthened and consolidated. The estates stayed in the hands of his descendants until the death of his great-great-grandson [[John Rolle, 1st Baron Rolle]] (1750–1842), who as a young man lived at nearby Tidwell House, East Budleigh,<ref>Swete, vol. 2, p.145</ref> and who died at Bicton House aged 86.
His elaborate monument <ref>[http://www.flickr.com/photos/stiffleaf/4830844344/ Image of monument top Baron Rolle (d.1842)]
</ref> designed by Pugin exists in the Rolle Mausoleum next to the Victorian parish church.

===Trefusis, Barons Clinton===
[[File:ArmsOfTrefusis.JPG|thumb|200px|Arms of Trefusis: ''Argent, a chevron between three spindles sable'']]
[[File:RolleArmsOnBictonGates.JPG|thumb|200px|Heraldic achievement of Baron Rolle (d.1842) on top of main gates to Bicton House. The escutcheon shows Rolle [[Impalement (heraldry)|impaling]] Trefusis (''Argent, a chevron between three spindles sable''), the family of his second wife. The [[Dexter and sinister|sinister]] supporter, a greyhound, is that of Trefusis. The motto commences ''Nec Rege..'' ("Not with the King") and therefore dates before 1837, the accession of Queen Victoria]]
{{double image|right|BaronRolleGargoyleBictonChurch.JPG|150|BaronessRolleGargoyleBictonChurch.JPG |150|Dripstone sculpted heads depicting Baron Rolle (left) and his second wife Louisa Trefusis (right) either side of external porch of (north) private entrance to Rolle pews, in the church at Bicton erected by Louisa in 1850. The sculpted heads in the same positions at the public (south) entrance are those of Queen Victoria and Prince Albert<ref>Church pamphlet-guide "Saint Mary's Church, Bicton: A Brief History"</ref>}}
In 1822 at the age of 66 the childless Baron Rolle married, as his second wife, his very distant cousin the 28 year-old Louisa Trefusis (d.1885). Whilst Rolle himself was descended from George Rolle (d.1573), the second son of the founder of the family, George Rolle of [[Stevenstone]] (d.1552), MP for [[Barnstaple]], Louisa was descended from his 4th son Henry Rolle, who had married Margaret Yeo, the heiress of [[Heanton Satchville, Petrockstowe|Heanton Satchville]], [[Petrockstowe]], Devon. Henry Rolle's great-grandson Robert Rolle (d.1660), MP, of Heanton Satchville, had married Lady Arabella Clinton, one of the two co-heiresses of their nephew Edward Clinton, 13th Baron Clinton and 5th Earl of Lincoln. On the extinction of the senior line of the Rolle-Clinton union on the death of George Walpole (d.1791), 16th Baron Clinton, their heir became the descendants of their daughter Bridget Rolle (1648–1721) who had married in 1672 Francis Trefusis of the manor of Trefusis in Cornwall. Louisa Trefusis, the second wife of Baron Rolle, was 5th in descent from Francis Trefusis and Bridget Rolle, being the daughter of Robert George William Trefusis (1764–1797), 17th Baron Clinton, of Trefusis, Cornwall. A marble bust of Louisa exists in the [[Orangery]] at Bicton. Louisa and Rolle shared a love of gardening and created the grand landscaped garden at Bicton, now open to the public as Bicton Park Botanical Gardens. An American traveller Elihu Burritt visited Bicton in 1864 and described her hostess in terms of great praise:<ref>Lister, Simon & Valerie, Brochure, Bicton Park Botanical Gardens, 2001, p.6</ref>
<blockquote>
"This lady is a remarkable woman, without equal or like in England...she is a female rival of [[Alexander the Great]]. The world that the Grecian conqueror subjugated was a small affair in space compared with the two hemispheres which this English lady has taken by the hair of the head and bound to her chair of state. It seems to have been her ambition for nearly half a century to do what was never done before by man or woman in filling her great park and gardens with a collection of trees and shrubs that should be to them what the [[British Museum]] is to the relics of antiquity and the literature of all ages".</blockquote>

====Adopted heir====
[[File:HonMarkRolleByJohnCollier.jpg|thumb|200px|Hon. [[Mark Rolle]] (1836-1907), by Sir [[John Collier (artist)|John Collier]] (d.1934). Collection of Lord Clinton]]
Rolle's second marriage also produced no progeny, and at his death in 1842 Rolle decided to appoint as his heir Louisa's younger nephew, the six-year-old Hon. [[Mark Rolle|Mark George Kerr Trefusis]] (1836–1907), the younger brother of Charles Trefusis (1834–1904) 20th Baron Clinton. Whether his marriage to Louise had been by chance or design, in fact the Trefusis Barons Clinton would have had an excellent claim to be his closest kin and legal heirs. Thus Rolle had followed his family's ancient practice of keeping the estates "in the family". His will required his young heir to change his name to Rolle, which he duly performed, and to adopt the Rolle arms in lieu of those of Trefusis. However, his design to revive the Rolle family was ultimately unsuccessful as Mark Rolle produced only two daughters and no son, and the Rolle inheritance passed to his male heir, his nephew, Charles John Robert Trefusis (1863–1957), 21st Baron Clinton.

==Obelisk==
Bicton [[Obelisk]] on the edge of the park was built in 1742 by [[Henry Rolle, 1st Baron Rolle]] (1708–1750)<ref>[[Todd Gray (Devon Historian)|Gray, Todd]] & Rowe, Margery (Eds.), Travels in Georgian Devon: The Illustrated Journals of The Reverend John Swete, 1789-1800, 4 vols., Tiverton, 1999, vol.2, p.145</ref> as a visual attraction for the gardens.

==Pillar==
Henry Rolle, 1st Baron Rolle in 1743 also built the four-sided pillar in the centre of the four-cross-ways between Bicton and Otterton.<ref>Swete, vol 2, p.145</ref> As well as serving as a signpost for the various places to which the four roads lead, it incorporates biblical inscriptions, such as "Her ways are ways of pleasantness", etc.<ref>Swete, vol 2, p.145</ref>

==Current ownership==
The mansion house was sold by Lord Clinton to Devon County Council and is now [[Bicton College]] of Agriculture. The Botanical Gardens were restored by Lord Clinton to their pre-war splendour and opened to the public in 1963. In 1986 he gave them to a charitable trust which sold the gardens to Simon and Valerie Lister, a Devon couple from a farming background who have turned it into a commercial visitor attraction named Bicton Park Botanical Gardens, claimed to be "Devon's most magnificent historic gardens".<ref>Guidebook, Bicton Park Botanical Gardens, 2001, cover & p.7</ref> However, as for the rest of the land comprising the former manor of Bicton, this remains in the ownership of Clinton Devon Estates, owned by [[Baron Clinton]]. Part is operated as an equestrian venue known as '''Bicton Arena''' ({{coord|50.6664|-3.3171|type:landmark_region:GB|display=inline|name=Bicton Arena, Devon}}).

==Bicton Old Church==
[[File:BictonOldChurchBySwete.jpg|thumb|200px|Old Bicton Church, Devon, 1795, viewed from south. Watercolour by Rev. [[John Swete]] (1752-1821) with caption: "Bicton Church, 31 March 1795". Devon Record Office, 564M/F8/26. The road can be seen between the two stone walls and behind the "paling" fence. No such view exists today as a high earth bank has been built up on the far side of the road as part of the 19th-century landscaping.]]
[[File:BictonChurchesFromSouth.JPG|thumb|200px|Church of St Mary (1850), Bicton, Devon, viewed from SE. Visible behind (to the west) is the "Rolle Mausoleum" housed in the ruins of the Old Parish Church, demolished in 1850]]
[[File:OldBictonChurchDevonFromNorthEast.JPG|thumb|200px|Bicton Old Church viewed from NE. Only the chancel and tower of the former building survive. The tower retains the roof shape described and painted by Swete. The chancel is now the "Rolle Mausoleum" containing monuments to Dennis Rolle (d.1638), ''in situ'' and to [[John Rolle, 1st Baron Rolle]] (d.1842)]]
[[File:BictonChurchDevonWithOrangeryBehind.JPG|thumb|200px|View of St Mary's Church (1850), Bicton, chancel end, looking northwards to the [[Orangery]], apparently built on or near the site of the former manor house. The tops of the [[monkey-puzzle tree]]s lining the main entry drive to the Georgian Bicton House, situated to the left (west) can be seen behind. The land between the Monkey-Puzzle trees and the church is the site of the Bicton Park Botanical Gardens, which includes the Orangery]]
The Georgian topographer Rev. [[John Swete]] in 1795 made a watercolour painting of the now demolished old church, and wrote of in his journal as follows:
<blockquote>
"Contiguous to where the old mansion stood and where are even now the terraces and the ponds which were perchance its quondam boast - deep in a dell
and nearly encompast by groves of tall growth, stands the Parish Church. A scenery more picturesque than this cannot well be conceived or one better adapted to contemplation - 'tis the [[Elegy in a Country Churchyard|Churchyard of Grey]]! From the solemnity that broods over it occasion'd by the enclosing groves and the stillness that reigns rarely interrupted by an intrusive step, it would be hardly possible for any mind not to become associated as it were, with the spot and its accompaniments, not to feel its sensibility awaken'd..."</blockquote>
His prose that follows descends into the truly purple sphere, and leaves the reader in no doubt that this was one of the favourite spots of the well-travelled Devon topographer. No doubt he would be truly horrified to learn that his beloved church in the grove was largely demolished in 1850 to make room for a Victorian replacement. Only part of its shell remains, as the housing for the "Rolle Mausoleum".
He returns later to a more sober description:
<blockquote>
"But to return to the scene from which I have permitted my imagination thus far to lead me astray! In addition to the sequester'd situation of Bicton Churchyard and its encircling groves, a veteran yew-tree growing at the eastern end of the chancel and the tall slender tower capp'd with a sloping roof and border'd with margins of flat stones over which rises a square pinnacle with a cross of singular architecture. These all conspire to the general effect, they all remarkably harmonized together, and by the accession of some paling and a noble beech gained as a foreground to the picture by getting into an opposite field southward, in the line of landscape the scenery acquired a considerable heightening".</blockquote>

==Bicton Park Botanical Gardens==
[[Image:Bicton Woodland Railway 285.jpg|thumb|right|250px|Railway at the Bicton Park Botanical Gardens]]
Between Bicton House and the Parish Church are the Bicton Park Botanical Gardens which are open to the public. [[Bicton Woodland Railway]] operates through the grounds. Spanning nearly 300 years of horticultural history, these magnificent grade 1 listed gardens are set in East Devon's picturesque [[River Otter|Otter]] Valley, between the city of [[Exeter]] and southwest England's [[Jurassic Coast]] [[World Heritage Site]]. The superbly landscaped park is said to combine 18th century tranquillity with modern amenities to provide all year round enjoyment for everyone of all ages including historic glasshouses, a countryside museum, the Bicton Woodland Railway train ride, nature trail, maze, mini golf, indoor and outdoor children’s play complexes, restaurant and shop.

===Glasshouses===
The four glasshouses at Bicton Gardens have been designed to re-create the natural environment of plants from different continents:

====The Palm House====
One of the world's most attractive garden buildings, the Palm House was built in the 1820s to a daring curvilinear design, using 18,000 small glass panes in thin iron glazing bars. It contains many rare and beautiful palms, which make a romantic setting for the civil marriage ceremonies which may be arranged within this historic building.

====The Tropical House====
Lush foliage and exotic blooms abound in the Tropical House, home of the Bicton orchid ([[Flora of Colombia|Lemboglossum bictoniense]]), named after the Park where it first bloomed in 1836.

====The Arid House====
The Arid House features some of the world's strangest plants, among the cacti and other succulents growing in a naturalistic desert landscape.

==References==
{{reflist}}

==Sources==
*Swete, Rev. John, Illustrated Journals of, published as Travels in Georgian Devon, The Illustrated Journals of the Reverend John Swete, 1789–1800, Gray, Todd & Rowe, Margery (Eds.), Vol.2, pp. 140–145, Tiverton, Devon, 1998

==External links==
{{Commons category|Bicton, Devon}}
* [http://www.bictongardens.co.uk/ Bicton Park Botanical Gardens]
*[http://www.bicton-arena.co.uk/ Bicton Arena]
*[http://www.bicton.ac.uk/ Bicton College]

[[Category:Villages in Devon]]
[[Category:Former manors in Devon]]

Patons Country Narrow Gauge Railway

2015-02-02T09:44:06Z

Robevans123: copy edit

{{refimprove|date=November 2011}}
The '''Patons Country Narrow Gauge Railway''' (PCNGR) is a {{RailGauge|2ft|lk=on}} [[Narrow gauge railway|narrow gauge]] [[heritage railway]] in [[KwaZulu-Natal]], [[South Africa]].<ref>http://www.futurenet.co.za/pcngr/</ref>

In 2000,<ref>http://www.2fpt.com/css/SA%20Steam%20Railways/SA%20Steam%20Railways%20Paton.html</ref> the PCNGR was reconstructed from [[Ixopo]] to Umzinkulu, a former branch of the [[Umzinto - Donnybrook narrow gauge railway|Umzintu - Donnybrook railway]], closed around 1985.

As the line was partially lifted after closure in the 1980s, the line was in need for a complete rebuild.

Gradually, a fleet of locomotives and rolling stock was acquired from various closed railways in [[KwaZulu-Natal|Natal]].

Patons Narrow gauge was also involved in operating the [[Banana Express]], which ceased operations in 2006.

Locomotives used: [[South African Class NG G11 2-6-0+0-6-2|NG G11]] No. 55, two Avonside sugar cane locomotives and two 4 Cylinder Diesel Hunslet shunters.<ref>http://www.futurenet.co.za/pcngr/locostoday.htm</ref><ref>http://www.futurenet.co.za/pcngr/broch2.htm</ref>

==See also==
* [[Alfred County Railway]]
* [[Two foot gauge railways in South Africa]]

==References==
{{Reflist}}

==External links==
* [http://www.futurenet.co.za/pcngr/ Patons Country Narrow Gauge Railway Official website]
* [http://www.geoffs-trains.com/SouthAfrica/NGG11.html NGG11 article with photographs from the PCNGR]

[[Category:2 ft gauge railways in South Africa]]
[[Category:Railway lines in South Africa]]

Johnnetta Cole

2015-01-10T09:26:24Z

Robevans123: /* Service */ copy edit

{{BLP sources|date=July 2009}}
{{Infobox scientist
|name = Johnnetta B. Cole
|image =
|image_size = 150px
|caption = Johnnetta B. Cole
|birth_date = October 19, 1936
|birth_place = [[Jacksonville, Florida|Jacksonville]], [[Florida]]
|death_date =
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|residence =
|citizenship =
|nationality = [[United States|American]]
|ethnicity =
|field = [[Anthropology]]
|work_institutions = [[National Museum of African Art]] [[Spelman College]] [[Bennett College]]
|alma_mater = [[Oberlin College]] ([[Bachelor of Arts|B.A]]) [[Northwestern University]] ([[Master of Arts (postgraduate)|M.A.]]) ([[Doctor of Philosophy|PhD]])
|doctoral_advisor =
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|author_abbrev_bot =
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}}
'''Johnnetta Betsch Cole''' (born October 19, 1936)<ref name="academy">[http://www.achievement.org/autodoc/page/col0bio-1 "Johnnetta B. Cole, PhD"] at the ''[[Academy of Achievement]]''</ref> is an [[United States|American]] anthropologist, educator and museum director. Cole was the first [[African-American]] female president of [[Spelman College]], a [[historically black college]], serving from 1987 to 1997. She was president of [[Bennett College]] from 2002 to 2007.

Since 2009, she has been Director of the [[Smithsonian Institution]]’s [[National Museum of African Art]], located in [[Washington, DC]].<ref>Trescott, Jacqueline (February 10, 2009). [http://www.washingtonpost.com/wp-dyn/content/article/2009/02/09/AR2009020902446.html "Johnnetta Cole Named New Director of the National Museum of African Art"]. ''[[The Washington Post]]''; accessed October 5, 2011.</ref> In 2013, the ''Winston-Salem Chronicle'' described Cole as a distinguished educator, cultural anthropologist, and humanitarian.<ref name=gala2013 />

==Background==
Johnnetta Betsch was born in [[Jacksonville, Florida]], in 1936. She is a granddaughter of Florida's first black millionaire [[Abraham Lincoln Lewis]] and Mary Kingsley Sammis. Sammis' great-grandparents were [[Zephaniah Kingsley]], a slave trader and slave owner, and his wife and former slave [[Anna Kingsley|Anna Madgigine Jai]], originally from present-day [[Senegal]]. Her [[Fort George Island]] home is protected as [[Kingsley Plantation]], a [[National Historic Landmark]].<ref>Jackson, Antoinette; Burns, Allan (January 2006). ''[http://www.nps.gov/history/history/online_books/timu/timu_ethno.pdf Ethnohistorical Study of the Kingsley Plantation Community]'', [[National Park Service]], p. 24.</ref>

Cole enrolled at age 15 in [[Fisk University]], a historically black college. She transferred to [[Oberlin College]] in Ohio, where she completed a B.A. in [[anthropology]] in 1957. She did field research in [[Liberia]], West Africa, in 1960-61. She attended graduate school at [[Northwestern University]], earning her master's (1959) and Ph.D. (1967) in [[anthropology]].

==Teaching==
Cole taught briefly at [[University of California, Los Angeles|UCLA]] (1964) and directed the [[Black Studies]] program at [[Washington State University]] at Pullman (1969–70). She started in 1970 in the Department of Anthropology at the [[University of Massachusetts Amherst]], were she served until 1983. She also was [[Provost (education)|provost]] of undergraduate education from 1981 to 1983. While at the University of Massachusetts, she played a pivotal role in the development of the university's W.E.B. Du Bois Department of African-American Studies.

In 1983, Cole joined the faculty of [[Hunter College]], where she directed the Latin American and Caribbean Studies program. Beginning in 1997, Cole also taught in the Anthropology department of [[Emory University]], where she is now Presidential Distinguished Professor Emerita.

==Administration==
In 1987, Cole was selected as the first black female president of Spelman College, a prestigious [[historically black college]] for women. She served until 1997, building up their endowment through a $113 million capital campaign, attracting significantly higher enrollment as students increased, and overall raising the ranking of the school among the best liberal arts schools went up. [[Bill Cosby|Bill]] and [[Camille Cosby]] contributed $20 million to the capital campaign.<ref name="post">Jacqueline Trescott, [http://www.washingtonpost.com/wp-dyn/content/article/2009/02/09/AR2009020902446.html "Johnnetta Cole Named New Director of the National Museum of African Art"], ''[[Washington Post]]'', February 10, 2009.</ref>

After teaching at Emory University, she was recruited as president of [[Bennett College for Women]], also a historically black college for women. There she led another successful capital campaign. In addition, she founded an art gallery to contribute to the college's culture.<ref name="post"/> Cole is currently the Chair of the The Johnnetta B. Cole Global Diversity & Inclusion Institute founded at [[Bennett College for Women]]. She is a member of [[Delta Sigma Theta]] sorority.

In 2009 Cole was named as Director of the [[National Museum of African Art]], part of the [[Smithsonian Institution]] in Washington, DC.<ref name="post"/>

==Service==
Cole has also served in major corporations; she has been a director of [[Merck & Co.]] since 1994. She is the first woman elected to the board of [[Coca Cola]].<ref>Mezger, Roger (September 05, 2008). [http://blog.cleveland.com/business/2008/09/as_a_child_growing_up.html "Workplace diversity: Numbers aren't enough, speaker says"], ''[[The Plain Dealer]]''; accessed October 5, 2011.</ref> From 2004 to 2006, Cole was the Chair of the Board of Trustees of [[United Way of America]]<ref>[http://conferences.unitedway.org/wls_2011/biographies/johnnetta_cole "Dr. Johnnetta Cole"]. ''[[United Way of America]]''; accessed October 07, 2011.</ref> and is on the Board of Directors of the United Way of Greater Greensboro.<ref>[http://odi.osu.edu/administrative-offices/special-programs/national-conference/speakers/2011-keynote.php "Shifting Paradigms: Progressive Pathways to Diversity, Equity & Inclusion?"], ''Ohio State University''; accessed October 7, 2011.</ref> in the year of 2002.

==Legacy and honors==
*In 2013, Cole received the highest citation of the [[International Civil Rights Center and Museum|International Civil Rights Center & Museum]], the Alston-Jones International Civil and Human Rights Award.<ref name=gala2013>{{cite news |url= http://www.wschronicle.com/2013/02/sit-in-museum-to-present-awards/ |title= Sit-in museum to present awards |date=February 1, 2013 |work= The Winston-Salem Chronicle |accessdate=April 11, 2013 }}</ref>
*Cole has received honorary degrees from [[Williams College]] and [[Bates College]] in 1989, [[Oberlin College]] in 1995, [[Mount Holyoke College]] in 1998, [[Mills College]] in 1999, and [[Howard University]] and [[North Carolina A&T State University]] in 2009.

==Quotes==
{{copy section to wikiquote}}
{{Quote|I pose that question to myself, why, in the 107 years of the history of this historically Black college for women, there has not been an African-American woman president.|Johnnetta B. Cole<ref name="academy"/>}}
{{Quote|This is a nation whose spoken and written vision is chillingly beautiful.|Johnnetta B. Cole<ref name=AA2>{{cite web| url=http://www.achievement.org/autodoc/steps/amd?target=col1-001|title=Keys to Success - The American Dream|work=Academy of Achievement|accessdate =November 24, 2007}}</ref>}}
{{Quote|The more we pull together toward a new day, the less it matters what pushed us apart in the past|Johnnetta B. Cole<ref name=AO>{{cite web|url=http://www.atlantaga.gov/media/speech_socaddress_010504.aspx|
title=State of the City Address, Mayor Shirley Franklin|work=City of Atlanta Online|accessdate =November 24, 2007 |date =January 5, 2004}}</ref>}}
{{Quote|We are for difference: for respecting difference for allowing difference, for encouraging difference, until difference no longer makes a difference.|Johnnetta B. Cole<ref name="AO"/>}}
{{Quote|The ultimate expression of generosity is not in giving of what you have, but in giving of who you are.|Johnnetta B. Cole<ref>[http://www.sandiego.gov/park-and-recreation/general-info/volunteer.shtml "Volunteer Opportunities"]. ''Sandiego.gov''; accessed October 5, 2011.</ref>}}

==References==
{{Reflist|30em}}

== External links ==
*[http://www.gale.com/free_resources/whm/bio/cole_j.htm Gale biography]
*[http://voices.cla.umn.edu/vg/Bios/entries/cole_johnetta_b.html Voices from the Gaps biography]`
*[http://www.mtholyoke.edu/offices/comm/press/releases/speech/drcole.shtml 1998 commencement speech, Mount Holyoke College]
*[http://new.oberlin.edu/events-activities/commencement/krislov-speech-2009address.dot 2009 State-of-the-College Address, Oberlin College]
*[http://www.makers.com/johnnetta-cole Johnnetta Cole] Video produced by ''[[Makers: Women Who Make America]]''

{{Authority control|VIAF=193833272}}

{{Persondata 
| NAME = Cole, Johnetta
| ALTERNATIVE NAMES =
| SHORT DESCRIPTION = American anthropologist
| DATE OF BIRTH = 1936-10-19
| PLACE OF BIRTH =jacksonville
| DATE OF DEATH =alive
| PLACE OF DEATH =
}}

{{DEFAULTSORT:Cole, Johnetta}}

[[Category:1936 births]]
[[Category:Living people]]
[[Category:American people of Senegalese descent]]
[[Category:American educators]]
[[Category:African-American academics]]
[[Category:African-American social scientists]]
[[Category:Bennett College]]
[[Category:Presidents of Spellman College]]
[[Category:American academics]]
[[Category:Women anthropologists]]
[[Category:Fisk University alumni]]
[[Category:Northwestern University alumni]]
[[Category:Oberlin College alumni]]
[[Category:University of California, Los Angeles faculty]]
[[Category:University of Massachusetts Amherst faculty]]
[[Category:Delta Sigma Theta members]]

TFR-Klasse 43

2014-12-20T13:50:56Z

Robevans123: spelling: lenght => length

{{Use dmy dates|date=November 2012}}
{{Use South African English|date=November 2012}}
{{Infobox locomotive
| name = South African Class 43-000
| powertype = [[Diesel-electric]]
| image = Class 43-000 43-121.JPG
| alt =
| imagesize =
| caption = No. 43-121 at Pyramid South, Pretoria, 14 May 2013
| hatnote =
| designer = [[GE Transportation Systems|General Electric]]
| builder = General Electric Transnet Engineering <ref>[http://www.railwaysafrica.com/blog/2010/02/new-ge-diesels-for-south-africa/ Railways Africa, 12 Feb 2010: New GE Diesels for South Africa]</ref>
| ordernumber =
| serialnumber = '''GE built:''' 58851-58855/2010 58856-58860/2011 <ref name="Middleton">{{Middleton-SA Loco Guide}}</ref>
| buildmodel = GE C30ACi
| builddate = 2010-2013
| totalproduction = 250
| rebuilder =
| rebuilddate =
| numberrebuilt =
| whytetype =
| aarwheels = [[AAR wheel arrangement#C-C|C-C]]
| uicclass = [[Co'Co']] (Co-Co interlinked bogies)
| gauge = {{Track gauge|Cape|allk=on}}
| trucks =
| bogies =
| leadingdiameter =
| driverdiameter =
| wheeldiameter = {{convert|1041|mm|in|1|abbr=on}} new {{convert|965|mm|in|abbr=on}} worn
| trailingdiameter =
| minimumcurve =
| wheelbase =
| length =
| width =
| height =
| framesize =
| axleload =
| weightondrivers =
| locoweight = {{convert|126|t|LT ST|1|abbr=on}}
| tenderweight =
| locotenderweight =
| tendertype =
| fueltype = [[Fuel oil]]
| fuelcap = {{convert|7000|L|impgal USgal}}
| lubecap =
| coolantcap =
| watercap =
| tendercap =
| sandcap =
| consumption =
| watercons =
| electricsystem =
| collectionmethod =
| primemover =
| rpmrange =
| enginetype = [[Diesel engine]]
| aspiration = [[Fuel injection#Electronic injection|Electronic fuel-injection system]]
| displacement =
| alternator =
| generator =
| tractionmotors = Six GE 3-phase [[Alternating current|AC]] induction
| boiler =
| boilerpressure =
| feedwaterheater =
| firearea =
| tubearea =
| fluearea =
| tubesandflues =
| fireboxarea =
| totalsurface =
| superheatertype =
| superheaterarea =
| cylindercount =
| cylindersize =
| transmission =
| multipleworking =
| maxspeed = {{convert|100|km/h|mph|abbr=on}}
| poweroutput = {{convert|3300|hp|kW|abbr=on}} GHP {{convert|3000|hp|kW|abbr=on}} THP
| tractiveeffort = {{convert|548|kN|lbf|abbr=on}} starting {{convert|460|kN|lbf|abbr=on}} continuous at {{convert|14.8|km/h|mph|abbr=on}}
| factorofadhesion =
| trainheating =
| locobrakes = Air & [[Dynamic braking (locomotive)|Dynamic braking]]
| locobrakeforce = Peak effort {{convert|288|kN|lbf|abbr=on}}
| trainbrakes = Air & Vacuum
| safety = Loco-cam <ref name="Railways Africa"/>
| operator = [[Transnet Freight Rail]] Kumba Iron Ore [[Caminhos de Ferro de Moçambique]]
| operatorclass = Class 43-000
| powerclass =
| numinclass = TFR 234, CFM 10, Kumba 6
| fleetnumbers = TFR 43-001 to 43-143 CFM D701 to D710 Kumba F123-0100 to F123-0600
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 2011-2013
| firstrundate = 2011
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 43-000''' of 2011 is a South African diesel-electric locomotive from the [[Transnet Freight Rail]] era.

In January 2011 [[Transnet Rail Engineering|Transnet Engineering]] at Koedoespoort in Pretoria took delivery of the first two of 234 '''Class {{nowrap|43-000}}''' General Electric type C30ACi diesel-electric locomotives for [[Transnet Freight Rail]]. A further eight were shipped from the United States of America in April 2011. In July 2011 the first of the 224 locally built locomotives for Transnet Freight Rail was rolled out at the Koedoespoort shops in Pretoria.<ref name="Railways Africa">[http://www.railwaysafrica.com/blog/2011/01/new-diesels-for-south-africa/ Railways Africa, 12 Jan 2011: New Diesels for South Africa]</ref>

In late 2013 the first locomotives of this Class were also delivered to Kumba Iron Ore at [[Sishen]] and [[Caminhos de Ferro de Moçambique]], the Mozambican railways.<ref name="IRJ"/><ref name="CFM">[http://www.cfm.co.mz/cfm-adquire-10-locomotivas-para-o-sistema-ferroviario-sul-2/ CFM adquire 10 Locomotivas para o Sistema Ferroviário Sul]</ref>

==Manufacturers==

===Tendering process===
A tendering process in 2006 and 2007 had selected Electro-Motive Sibanye, a joint venture between [[Electro-Motive Diesel]] (EMD) and Sibanye Trade and Services, as preferred bidder to supply two hundred and twelve locomotives for Transnet Freight Rail (TFR). Sibanye was a South African [[Black Economic Empowerment]] (BEE) company dealing with locomotives and spare parts. However, this agreement was cancelled amid reports and then confirmation of tender irregularities.<ref>[http://www.railwaysafrica.com/blog/2009/04/why-transnet-discontinued-that-diesel-order/ Railways Africa, 2 Apr 2009: Why Transnet Discontinued That Diesel Order]</ref><ref>[http://www.railwaysafrica.com/blog/2009/03/transnet-tender-to-high-court/ Railways Africa, 12 Mar 2009: Transnet Tender to High Court]</ref>

A new tendering process was initiated, which invited three locomotive manufacturers, EMD, [[General Electric]] (GE) and [[Siemens]], to bid for a contract to build one hundred new diesel-electric locomotives. In 2009 GE was announced as being the successful bidder.<ref>[http://www.engineeringnews.co.za/article/transnet-signs-ge-transportation-deal-for-100-locomotives-2009-12-18 Engineering News, 18 Dec 2009: Transnet Signs GE Transportation Deal for 100 Locomotives]</ref>

===Construction===
The '''Class 43-000''' GE type C30ACi [[diesel-electric locomotive]] was designed by [[GE Transportation Systems]], a division of GE. The first ten locomotives were built by GE in [[Erie, Pennsylvania]] and imported. They were delivered in January and April 2011 and were numbered in the range from 43-001 to {{nowrap|43-010}}.<ref>[http://www.railpictures.net/viewphoto.php?id=349791 Enola Yard, 28 December 2010]</ref>

The rest were built by Transnet Engineering (TE) and GE South African Technologies (GESAT) at the Koedoespoort shops of TE in [[Pretoria]] and were numbered in the range from 43-011 to 43-100. The first of these, no. {{nowrap|43-011}}, was rolled out in July 2011.<ref name="Celebration"/>

At the beginning of 2012 the contract was extended for the construction of a further forty-three locomotives, to be numbered in the range from 43-101 to {{nowrap|43-143}}. On 27 June 2012 TE and GESAT celebrated the roll-out of no. 43-060, the fiftieth Class 43-000 locomotive produced at Koedoespoort, marking the completion of 60% of the first contract for the supply of one hundred locomotives.<ref name="Celebration">[http://www.railwaysafrica.com/blog/2012/07/class-43-loco-celebration/ Railways Africa, 10 Jul 2012: Class 43 Loco Celebration]</ref>

Upon completion of the first two TFR orders, the TE production line at Koedoespoort continued to manufacture C30ACi diesel-electric locomotives for customers elsewhere on the African continent. Since the C30ACi is the latest state-of-the-art GE locomotive, specifically designed and built for [[Cape gauge]] which is widely used in West and Southern Africa, potential customers may include Ghana, Nigeria, Congo-Brazzaville, Democratic Republic of the Congo, Angola, Mozambique, Malawi, Zambia, Botswana, Namibia, South-western Tanzania and Zimbabwe.<ref name="Locos for Africa">[http://www.railwaysafrica.com/blog/2013/09/koedoespoort-locos-for-africa/?utm_source=Railways+Africa&utm_campaign=437557ae14-RSS_EMAIL_CAMPAIGN&utm_medium=email&utm_term=0_a785c99d84-437557ae14-381613565 Railways Africa, 17 Sep 2013: Koedoespoort: Locos for Africa]</ref> The first customers other than TFR were Kumba Iron Ore and Caminhos de Ferro de Moçambique.

In 2014 TFR placed a third order for a further 91 class 43-000 locomotives from TE to increase its fleet to 234 units.<ref name="RA 28 Oct 2014">[http://www.railwaysafrica.com/blog/2014/10/28/transnet-builds-class-43/ Transnet builds more class 43s]</ref>

==Features==

===Crew comfort===
The locomotives were constructed with both safety and crew comfort in mind. The cab is equipped with a "Loco-cam", an air conditioner, a refrigerator located adjacent to the cab front door and a toilet in the form of a "Porta Pottie" with a floor drain to wayside.<ref name="Railways Africa"/>

===Fuel-efficiency===
The GE type C30ACi was the first AC diesel-electric locomotive to be introduced in Sub-Saharan Africa and also the first to meet with the [[Emission standard|emission standard]] of the [[International Union of Railways]] ({{lang|fr|''Union Internationale des Chemins de fer''}}, UIC). It met with the emission standards for brake-specific nitrogen oxides, unburned hydrocarbons, carbon monoxide and particulate matter. The locomotives were expected to be more fuel-efficient and to produce lower emissions than typical diesel-electric locomotives operating in South Africa until then.<ref name="Celebration"/><ref>[http://www.dieselnet.com/standards/inter/uic_loco.php International: UIC Locomotive Emission Standards]</ref>

===Traction and brakes===
Compared to the, on average, thirty-year-old existing TFR diesel-electric locomotive fleet at the time, the Class 43-000 also offered a greater continuous tractive effort and a higher adhesion capability, allowing the same amount of freight to be hauled with fewer locomotives by replacing four of the older locomotives with three of the new models.<ref>[http://www.ecomagination.com/technologies/c30-aci-south-african-locomotive Ecomagination – Progress for 2011: C30-ACi (South African) Locomotive]</ref><ref>[http://www.railwaysafrica.com/blog/2012/07/about-the-new-class-43/ Railways Africa, 10 Jul 2012: About the New Class 43]</ref>

Should a locomotive lose a traction motor, the same power is redistributed to the remaining five traction motors. The Class {{nowrap|43-000}} is the first South African diesel-electric locomotive to have dynamic braking all the way down to crawling speed at 1 km/h.<ref name="Driver’s comment">[[:Talk:South African Class 43-000#A driver's comment on the Class 43-000|A driver's comment on the Class 43-000]]</ref>

==Service==

===Transnet Freight Rail===
Transnet Freight Rail's Class 43-000 was initially placed in service on the line from the [[Mpumalanga]] Lowveld via [[Swaziland]] to [[Richards Bay]], and during 2012 also on the Sishen-Saldanha iron ore export (Orex) line.<ref>[http://www.railwaysafrica.com/blog/2010/03/more-locos-for-tfr/ Railways Africa, 26 Mar 2010: More Locos for TFR]</ref> In May 2013 new Class 43-000s were also observed at the Pyramid South locomotive depot north of Pretoria.

===Kumba Iron Ore===
In November 2013 six of these C30ACi diesel-electric locomotives, also built at Transnet Engineering's Koedoespoort shops, were delivered to Kumba Iron Ore to be used to shunt iron ore trains at its [[Sishen]] mine in the [[Northern Cape]]. The locomotives, numbered in the range from F123-0100 to F123-0600, were painted in a dark blue livery with yellow sills and handrails and replaced ten older locomotives which were hired from Transnet and used in pairs for loading operations. A single C30ACi can be used to load trains of 114 ore wagons each, which earlier required two locomotives.<ref name="IRJ">[http://www.railjournal.com/index.php/africa/kumba-iron-ore-receives-ge-locomotives.html International Railway Journal, 28 November 2013: Kumba Iron Ore receives GE locomotives]</ref>

===Caminhos de Ferro de Moçambique===
In December 2013 the first four of ten of these C30ACi locomotives were delivered from Transnet Engineering to [[Caminhos de Ferro de Moçambique]], the Mozambican railways, for use on its southern network out of [[Maputo]]. The locomotives, numbered in the range from D701 to D710, were acquired to make the railway less dependent on hired locomotives from South Africa and India.<ref name="CFM"/>

==Mixed power working==
On the [[Sishen–Saldanha Orex line]] GE Class 34 series and Class 43-000 diesel-electric locomotives run consisted to [[South African Class 9E, Series 1|Class 9E]] and [[South African Class 15E|Class 15E]] electric locomotives to haul the 342-wagon iron ore trains. Each wagon has a 100 ton capacity and the trains are at least {{convert|3.72|km|mi|abbr=off}} in length, powered by mixed consists of Class 9E and Class 15E electric, GE type U26C [[South African Class 34-000|Classes 34-000]], [[South African Class 34-400|{{nowrap|34-400}}]], [[South African Class 34-500|34-500]] and [[South African Class 34-900|34-900]] and, from 2012, GE type C30ACi Class 43-000 diesel-electric locomotives. In South Africa mixed electric and diesel-electric consists are unique to the Orex line, necessitated by the huge voltage drops that can occur as a result of the long distance between some of the sub-stations along the route.<ref name="Orex">Information supplied by Orex train crew members</ref><ref name="Actom">[http://www.actom.co.za/pages/Actom-Divisions/news.asp?ID=5&DivisionID=4&BusinessUnitID=20&NewsID=45 Actom Divisions News, 22 July 2010]</ref><ref name="RRPictureArchives">[http://grela.rrpicturearchives.net/archivethumbs.aspx?id=88175 Picture essay: Sishen-Saldanha Iron Ore Export Line (OREX)]</ref>

{{wide image|Sishen-Saldanha Iron Ore Train.jpg|1800px|alt=Ore train about {{convert|100|km|mi|0|abbr=off}} north of Lamberts Bay|Ore train about {{convert|100|km|mi|0|abbr=off}} north of Lamberts Bay (''Scroll the bar above from left to right to see the full train's length'')}}
A Class 9E or Class 15E electric locomotive serves as the master of each mixed electric and diesel-electric consist, with a total of between eight and twelve locomotives per train, depending on the locomotive types involved and with twelve being the maximum number allowed. Motive power usually consists of three sets of locomotives and a lone electric locomotive pushing at the rear end of the train. Each locomotive set usually consists of one Class 9E or 15E electric and one or two Class 34 or 43-000 diesel-electric locomotives, with each set’s electric locomotive controlling its respective diesel-electric companions by means of a {{lang|af|Slimkabel}} (smart cable). In effect each ore train is therefore made up of three separate 114-wagon trains consisted together, with the locomotives of all three trains and the pusher locomotive at the rear end all controlled by means of a [[Locotrol]] radio distributed power control system by one crew in the leading electric locomotive. A typical train would therefore be made up of locomotive set A, 114 wagons, locomotive set B, 114 wagons, locomotive set C, 114 wagons, and the pusher locomotive.<ref name="Orex"/><ref name="Actom"/><ref name="RRPictureArchives"/><ref>[http://www.getransportation.com/rail/rail-products/locomotives/on-board-systems/l.html Locotrol Distributed Power]</ref>

==Works numbers==
The GE-built Class 43-000 [[Builder's plate|builder’s works numbers]] are shown in the table.<ref name="Middleton"/> While the TE-built locomotives were delivered without any builder’s [[works plate]]s, their approximate years of construction are shown.
{|class="wikitable collapsible sortable collapsed" style="margin:0.5em auto; font-size:100%;"
|+'''Class 43-000, GE type C30ACi'''
|-
! Loco no.
!Builder
!Works no.
!Operator
!Year
|-
|43-001
|GE
|58851
|TFR
|2010
|-
|43-002
|GE
|58852
|TFR
|2010
|-
|43-003
|GE
|58853
|TFR
|2010
|-
|43-004
|GE
|58854
|TFR
|2010
|-
|43-005
|GE
|58855
|TFR
|2010
|-
|43-006
|GE
|58856
|TFR
|2011
|-
|43-007
|GE
|58857
|TFR
|2011
|-
|43-008
|GE
|58858
|TFR
|2011
|-
|43-009
|GE
|58859
|TFR
|2011
|-
|43-010
|GE
|58860
|TFR
|2011
|-
|43-011
|TE/GESAT
|
|TFR
|2011
|-
|43-012
|TE/GESAT
|
|TFR
|2011-12
|-
|43-013
|TE/GESAT
|
|TFR
|2011-12
|-
|43-014
|TE/GESAT
|
|TFR
|2011-12
|-
|43-015
|TE/GESAT
|
|TFR
|2011-12
|-
|43-016
|TE/GESAT
|
|TFR
|2011-12
|-
|43-017
|TE/GESAT
|
|TFR
|2011-12
|-
|43-018
|TE/GESAT
|
|TFR
|2011-12
|-
|43-019
|TE/GESAT
|
|TFR
|2011-12
|-
|43-020
|TE/GESAT
|
|TFR
|2011-12
|-
|43-021
|TE/GESAT
|
|TFR
|2011-12
|-
|43-022
|TE/GESAT
|
|TFR
|2011-12
|-
|43-023
|TE/GESAT
|
|TFR
|2011-12
|-
|43-024
|TE/GESAT
|
|TFR
|2011-12
|-
|43-025
|TE/GESAT
|
|TFR
|2011-12
|-
|43-026
|TE/GESAT
|
|TFR
|2011-12
|-
|43-027
|TE/GESAT
|
|TFR
|2011-12
|-
|43-028
|TE/GESAT
|
|TFR
|2011-12
|-
|43-029
|TE/GESAT
|
|TFR
|2011-12
|-
|43-030
|TE/GESAT
|
|TFR
|2011-12
|-
|43-031
|TE/GESAT
|
|TFR
|2011-12
|-
|43-032
|TE/GESAT
|
|TFR
|2011-12
|-
|43-033
|TE/GESAT
|
|TFR
|2011-12
|-
|43-034
|TE/GESAT
|
|TFR
|2011-12
|-
|43-035
|TE/GESAT
|
|TFR
|2011-12
|-
|43-036
|TE/GESAT
|
|TFR
|2011-12
|-
|43-037
|TE/GESAT
|
|TFR
|2011-12
|-
|43-038
|TE/GESAT
|
|TFR
|2011-12
|-
|43-039
|TE/GESAT
|
|TFR
|2011-12
|-
|43-040
|TE/GESAT
|
|TFR
|2011-12
|-
|43-041
|TE/GESAT
|
|TFR
|2011-12
|-
|43-042
|TE/GESAT
|
|TFR
|2011-12
|-
|43-043
|TE/GESAT
|
|TFR
|2011-12
|-
|43-044
|TE/GESAT
|
|TFR
|2011-12
|-
|43-045
|TE/GESAT
|
|TFR
|2011-12
|-
|43-046
|TE/GESAT
|
|TFR
|2011-12
|-
|43-047
|TE/GESAT
|
|TFR
|2011-12
|-
|43-048
|TE/GESAT
|
|TFR
|2011-12
|-
|43-049
|TE/GESAT
|
|TFR
|2011-12
|-
|43-050
|TE/GESAT
|
|TFR
|2011-12
|-
|43-051
|TE/GESAT
|
|TFR
|2011-12
|-
|43-052
|TE/GESAT
|
|TFR
|2011-12
|-
|43-053
|TE/GESAT
|
|TFR
|2011-12
|-
|43-054
|TE/GESAT
|
|TFR
|2011-12
|-
|43-055
|TE/GESAT
|
|TFR
|2011-12
|-
|43-056
|TE/GESAT
|
|TFR
|2011-12
|-
|43-057
|TE/GESAT
|
|TFR
|2011-12
|-
|43-058
|TE/GESAT
|
|TFR
|2011-12
|-
|43-059
|TE/GESAT
|
|TFR
|2011-12
|-
|43-060
|TE/GESAT
|
|TFR
|2012
|-
|43-061
|TE/GESAT
|
|TFR
|2012-13
|-
|43-062
|TE/GESAT
|
|TFR
|2012-13
|-
|43-063
|TE/GESAT
|
|TFR
|2012-13
|-
|43-064
|TE/GESAT
|
|TFR
|2012-13
|-
|43-065
|TE/GESAT
|
|TFR
|2012-13
|-
|43-066
|TE/GESAT
|
|TFR
|2012-13
|-
|43-067
|TE/GESAT
|
|TFR
|2012-13
|-
|43-068
|TE/GESAT
|
|TFR
|2012-13
|-
|43-069
|TE/GESAT
|
|TFR
|2012-13
|-
|43-070
|TE/GESAT
|
|TFR
|2012-13
|-
|43-071
|TE/GESAT
|
|TFR
|2012-13
|-
|43-072
|TE/GESAT
|
|TFR
|2012-13
|-
|43-073
|TE/GESAT
|
|TFR
|2012-13
|-
|43-074
|TE/GESAT
|
|TFR
|2012-13
|-
|43-075
|TE/GESAT
|
|TFR
|2012-13
|-
|43-076
|TE/GESAT
|
|TFR
|2012-13
|-
|43-077
|TE/GESAT
|
|TFR
|2012-13
|-
|43-078
|TE/GESAT
|
|TFR
|2012-13
|-
|43-079
|TE/GESAT
|
|TFR
|2012-13
|-
|43-080
|TE/GESAT
|
|TFR
|2012-13
|-
|43-081
|TE/GESAT
|
|TFR
|2012-13
|-
|43-082
|TE/GESAT
|
|TFR
|2012-13
|-
|43-083
|TE/GESAT
|
|TFR
|2012-13
|-
|43-084
|TE/GESAT
|
|TFR
|2012-13
|-
|43-085
|TE/GESAT
|
|TFR
|2012-13
|-
|43-086
|TE/GESAT
|
|TFR
|2012-13
|-
|43-087
|TE/GESAT
|
|TFR
|2012-13
|-
|43-088
|TE/GESAT
|
|TFR
|2012-13
|-
|43-089
|TE/GESAT
|
|TFR
|2012-13
|-
|43-090
|TE/GESAT
|
|TFR
|2012-13
|-
|43-091
|TE/GESAT
|
|TFR
|2012-13
|-
|43-092
|TE/GESAT
|
|TFR
|2012-13
|-
|43-093
|TE/GESAT
|
|TFR
|2012-13
|-
|43-094
|TE/GESAT
|
|TFR
|2012-13
|-
|43-095
|TE/GESAT
|
|TFR
|2012-13
|-
|43-096
|TE/GESAT
|
|TFR
|2012-13
|-
|43-097
|TE/GESAT
|
|TFR
|2012-13
|-
|43-098
|TE/GESAT
|
|TFR
|2012-13
|-
|43-099
|TE/GESAT
|
|TFR
|2012-13
|-
|43-100
|TE/GESAT
|
|TFR
|2012-13
|-
|43-101
|TE/GESAT
|
|TFR
|2012-13
|-
|43-102
|TE/GESAT
|
|TFR
|2012-13
|-
|43-103
|TE/GESAT
|
|TFR
|2012-13
|-
|43-104
|TE/GESAT
|
|TFR
|2012-13
|-
|43-105
|TE/GESAT
|
|TFR
|2012-13
|-
|43-106
|TE/GESAT
|
|TFR
|2012-13
|-
|43-107
|TE/GESAT
|
|TFR
|2012-13
|-
|43-108
|TE/GESAT
|
|TFR
|2012-13
|-
|43-109
|TE/GESAT
|
|TFR
|2012-13
|-
|43-110
|TE/GESAT
|
|TFR
|2012-13
|-
|43-111
|TE/GESAT
|
|TFR
|2012-13
|-
|43-112
|TE/GESAT
|
|TFR
|2012-13
|-
|43-113
|TE/GESAT
|
|TFR
|2012-13
|-
|43-114
|TE/GESAT
|
|TFR
|2012-13
|-
|43-115
|TE/GESAT
|
|TFR
|2012-13
|-
|43-116
|TE/GESAT
|
|TFR
|2012-13
|-
|43-117
|TE/GESAT
|
|TFR
|2012-13
|-
|43-118
|TE/GESAT
|
|TFR
|2012-13
|-
|43-119
|TE/GESAT
|
|TFR
|2012-13
|-
|43-120
|TE/GESAT
|
|TFR
|2012-13
|-
|43-121
|TE/GESAT
|
|TFR
|2012-13
|-
|43-122
|TE/GESAT
|
|TFR
|2012-13
|-
|43-123
|TE/GESAT
|
|TFR
|2012-13
|-
|43-124
|TE/GESAT
|
|TFR
|2012-13
|-
|43-125
|TE/GESAT
|
|TFR
|2012-13
|-
|43-126
|TE/GESAT
|
|TFR
|2012-13
|-
|43-127
|TE/GESAT
|
|TFR
|2012-13
|-
|43-128
|TE/GESAT
|
|TFR
|2012-13
|-
|43-129
|TE/GESAT
|
|TFR
|2012-13
|-
|43-130
|TE/GESAT
|
|TFR
|2012-13
|-
|43-131
|TE/GESAT
|
|TFR
|2012-13
|-
|43-132
|TE/GESAT
|
|TFR
|2012-13
|-
|43-133
|TE/GESAT
|
|TFR
|2012-13
|-
|43-134
|TE/GESAT
|
|TFR
|2012-13
|-
|43-135
|TE/GESAT
|
|TFR
|2012-13
|-
|43-136
|TE/GESAT
|
|TFR
|2012-13
|-
|43-137
|TE/GESAT
|
|TFR
|2012-13
|-
|43-138
|TE/GESAT
|
|TFR
|2012-13
|-
|43-139
|TE/GESAT
|
|TFR
|2012-13
|-
|43-140
|TE/GESAT
|
|TFR
|2012-13
|-
|43-141
|TE/GESAT
|
|TFR
|2012-13
|-
|43-142
|TE/GESAT
|
|TFR
|2012-13
|-
|43-143
|TE/GESAT
|
|TFR
|2012-13
|-
|F123-0100
|TE/GESAT
|
|Kumba
|2013
|-
|F123-0200
|TE/GESAT
|
|Kumba
|2013
|-
|F123-0300
|TE/GESAT
|
|Kumba
|2013
|-
|F123-0400
|TE/GESAT
|
|Kumba
|2013
|-
|F123-0500
|TE/GESAT
|
|Kumba
|2013
|-
|F123-0600
|TE/GESAT
|
|Kumba
|2013
|-
|D701
|TE/GESAT
|
|CFM
|2013
|-
|D702
|TE/GESAT
|
|CFM
|2013
|-
|D703
|TE/GESAT
|
|CFM
|2013
|-
|D704
|TE/GESAT
|
|CFM
|2013
|-
|D705
|TE/GESAT
|
|CFM
|2014
|-
|D706
|TE/GESAT
|
|CFM
|2014
|-
|D707
|TE/GESAT
|
|CFM
|2014
|-
|D708
|TE/GESAT
|
|CFM
|2014
|-
|D709
|TE/GESAT
|
|CFM
|2014
|-
|D710
|TE/GESAT
|
|CFM
|2014
|-
|43-144
|TE/GESAT
|
|TFR
|2014-15
|-
|43-145
|TE/GESAT
|
|TFR
|2014-15
|-
|43-146
|TE/GESAT
|
|TFR
|2014-15
|-
|43-147
|TE/GESAT
|
|TFR
|2014-15
|-
|43-148
|TE/GESAT
|
|TFR
|2014-15
|-
|43-149
|TE/GESAT
|
|TFR
|2014-15
|-
|43-150
|TE/GESAT
|
|TFR
|2014-15
|-
|43-151
|TE/GESAT
|
|TFR
|2014-15
|-
|43-152
|TE/GESAT
|
|TFR
|2014-15
|-
|43-153
|TE/GESAT
|
|TFR
|2014-15
|-
|43-154
|TE/GESAT
|
|TFR
|2014-15
|-
|43-155
|TE/GESAT
|
|TFR
|2014-15
|-
|43-156
|TE/GESAT
|
|TFR
|2014-15
|-
|43-157
|TE/GESAT
|
|TFR
|2014-15
|-
|43-158
|TE/GESAT
|
|TFR
|2014-15
|-
|43-159
|TE/GESAT
|
|TFR
|2014-15
|-
|43-160
|TE/GESAT
|
|TFR
|2014-15
|-
|43-161
|TE/GESAT
|
|TFR
|2014-15
|-
|43-162
|TE/GESAT
|
|TFR
|2014-15
|-
|43-163
|TE/GESAT
|
|TFR
|2014-15
|-
|43-164
|TE/GESAT
|
|TFR
|2014-15
|-
|43-165
|TE/GESAT
|
|TFR
|2014-15
|-
|43-166
|TE/GESAT
|
|TFR
|2014-15
|-
|43-167
|TE/GESAT
|
|TFR
|2014-15
|-
|43-168
|TE/GESAT
|
|TFR
|2014-15
|-
|43-169
|TE/GESAT
|
|TFR
|2014-15
|-
|43-170
|TE/GESAT
|
|TFR
|2014-15
|-
|43-171
|TE/GESAT
|
|TFR
|2014-15
|-
|43-172
|TE/GESAT
|
|TFR
|2014-15
|-
|43-173
|TE/GESAT
|
|TFR
|2014-15
|-
|43-174
|TE/GESAT
|
|TFR
|2014-15
|-
|43-175
|TE/GESAT
|
|TFR
|2014-15
|-
|43-176
|TE/GESAT
|
|TFR
|2014-15
|-
|43-177
|TE/GESAT
|
|TFR
|2014-15
|-
|43-178
|TE/GESAT
|
|TFR
|2014-15
|-
|43-179
|TE/GESAT
|
|TFR
|2014-15
|-
|43-180
|TE/GESAT
|
|TFR
|2014-15
|-
|43-181
|TE/GESAT
|
|TFR
|2014-15
|-
|43-182
|TE/GESAT
|
|TFR
|2014-15
|-
|43-183
|TE/GESAT
|
|TFR
|2014-15
|-
|43-184
|TE/GESAT
|
|TFR
|2014-15
|-
|43-185
|TE/GESAT
|
|TFR
|2014-15
|-
|43-186
|TE/GESAT
|
|TFR
|2014-15
|-
|43-187
|TE/GESAT
|
|TFR
|2014-15
|-
|43-188
|TE/GESAT
|
|TFR
|2014-15
|-
|43-189
|TE/GESAT
|
|TFR
|2014-15
|-
|43-190
|TE/GESAT
|
|TFR
|2014-15
|-
|43-191
|TE/GESAT
|
|TFR
|2014-15
|-
|43-192
|TE/GESAT
|
|TFR
|2014-15
|-
|43-193
|TE/GESAT
|
|TFR
|2014-15
|-
|43-194
|TE/GESAT
|
|TFR
|2014-15
|-
|43-195
|TE/GESAT
|
|TFR
|2014-15
|-
|43-196
|TE/GESAT
|
|TFR
|2014-15
|-
|43-197
|TE/GESAT
|
|TFR
|2014-15
|-
|43-198
|TE/GESAT
|
|TFR
|2014-15
|-
|43-199
|TE/GESAT
|
|TFR
|2014-15
|-
|43-200
|TE/GESAT
|
|TFR
|2014-15
|-
|43-201
|TE/GESAT
|
|TFR
|2014-15
|-
|43-202
|TE/GESAT
|
|TFR
|2014-15
|-
|43-203
|TE/GESAT
|
|TFR
|2014-15
|-
|43-204
|TE/GESAT
|
|TFR
|2014-15
|-
|43-205
|TE/GESAT
|
|TFR
|2014-15
|-
|43-206
|TE/GESAT
|
|TFR
|2014-15
|-
|43-207
|TE/GESAT
|
|TFR
|2014-15
|-
|43-208
|TE/GESAT
|
|TFR
|2014-15
|-
|43-209
|TE/GESAT
|
|TFR
|2014-15
|-
|43-210
|TE/GESAT
|
|TFR
|2014-15
|-
|43-211
|TE/GESAT
|
|TFR
|2014-15
|-
|43-212
|TE/GESAT
|
|TFR
|2014-15
|-
|43-213
|TE/GESAT
|
|TFR
|2014-15
|-
|43-214
|TE/GESAT
|
|TFR
|2014-15
|-
|43-215
|TE/GESAT
|
|TFR
|2014-15
|-
|43-216
|TE/GESAT
|
|TFR
|2014-15
|-
|43-217
|TE/GESAT
|
|TFR
|2014-15
|-
|43-218
|TE/GESAT
|
|TFR
|2014-15
|-
|43-219
|TE/GESAT
|
|TFR
|2014-15
|-
|43-220
|TE/GESAT
|
|TFR
|2014-15
|-
|43-221
|TE/GESAT
|
|TFR
|2014-15
|-
|43-222
|TE/GESAT
|
|TFR
|2014-15
|-
|43-223
|TE/GESAT
|
|TFR
|2014-15
|-
|43-224
|TE/GESAT
|
|TFR
|2014-15
|-
|43-225
|TE/GESAT
|
|TFR
|2014-15
|-
|43-226
|TE/GESAT
|
|TFR
|2014-15
|-
|43-227
|TE/GESAT
|
|TFR
|2014-15
|-
|43-228
|TE/GESAT
|
|TFR
|2014-15
|-
|43-229
|TE/GESAT
|
|TFR
|2014-15
|-
|43-230
|TE/GESAT
|
|TFR
|2014-15
|-
|43-231
|TE/GESAT
|
|TFR
|2014-15
|-
|43-232
|TE/GESAT
|
|TFR
|2014-15
|-
|43-233
|TE/GESAT
|
|TFR
|2014-15
|-
|43-234
|TE/GESAT
|
|TFR
|2014-15
|-
|}

==Sides illustrated==
All the Class 43-000 locomotives were delivered in red TFR livery. The first picture below shows no. 43-001 on its delivery run, being hauled dead-in-tow from Durban to Koedoespoort after being brought ashore at Durban harbour. The rest of the pictures serve to illustrate the locomotive from all sides. Some slight visible differences between the General Electric-built and Transnet Engineering-built locomotives are:
* The yellow sill of the imported locomotives compared to the dark gray sill of the local-builts.
* The absence of works plates on the local-builts.
* The additional horizontal bar on the side railing on the local-builts.
<gallery mode=packed heights="190px">
File:Class 43 Diesel 43-001.JPG|No. 43-001 at Balgowan, [[KwaZulu-Natal]], 28 January 2011
File:Class 43-000 43-116.JPG|No. 43-116 at Pyramid South, Pretoria, 14 May 2013
File:Class 43-000 43-124.JPG|No. 43-124 at Pyramid South, Pretoria, 14 May 2013
File:Class 43-000 43-064.JPG|No. 43-064 at the Orex yard, Saldanha, 10 February 2013
File:Class 43-000 43-071.JPG|No. 43-071 at the Orex train assembly yard, Saldanha, 10 February 2013
</gallery>

==See also==
* [[South African locomotive numbering and classification#Diesel-electric and diesel-hydraulic locomotives|Diesel-electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]
* [[South African locomotive history#The 2010s|South African locomotive history]]

==References==
{{Commons category multi|South African Class 43-000|TFR Class 43-000}}
{{reflist}}
{{Locomotives of South Africa|state=collapsed}}
{{GE diesels|state=collapsed }}

{{DEFAULTSORT:South African Diesel 43-000}}
[[Category:Diesel-electric locomotives of South Africa]]
[[Category:General Electric locomotives]]
[[Category:Transnet Rail Engineering locomotives]]
[[Category:Co+Co locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 2011]]
[[Category:2011 in South Africa]]

LNER A3 4472 Flying Scotsman

2014-11-30T17:11:50Z

Robevans123: typos Peglar=>Pegler

{{Use dmy dates|date=November 2014}}
{{Use British English|date=August 2014}}
{{about|the preserved locomotive|the daily train service between London and Edinburgh|Flying Scotsman (train)|other uses|Flying Scotsman (disambiguation)}}
{{italic title prefixed|18}}
{{Good article}}
{{Infobox Locomotive
| name=''Flying Scotsman''
| powertype=Steam
| image=Flying_Scotsman_in_Doncaster.JPG
| caption=''Flying Scotsman'' in 2003. Despite the LNER livery, the prominent German-style [[smoke deflector]]s and double chimney are BR-era features.
| gauge={{RailGauge|ussg}}
| designer=[[Sir Nigel Gresley]]
| cylindercount=3
| locoweight=96.25 [[long tons|tons]] (97.54 tonnes)
| length=70 feet (21.6 m)
| height=13 feet (4.0 m)
| driverdiameter=80 inches (2.03 m) diameter
| maxspeed=100 mph (161 km/h)
| tractiveeffort=29,385 [[lbf]] (13,329 [[kgf]], 130.7 [[kilonewton|kN]])
| operator=[[London and North Eastern Railway]]
| operatorclass=[[LNER Class A3|A3]]
| whytetype=[[4-6-2]]
| fleetnumbers=1472, renumbered 4472, renumbered 502, renumbered 103, renumbered 60103
| officialname=''Flying Scotsman''
| builddate=1923
| builder=[[Doncaster railway works]]
| retiredate=1963
| restoredate=1968, 2015
| currentowner=[[National Railway Museum]]
}}

The [[London and North Eastern Railway|LNER]] [[LNER Gresley Classes A1 and A3|Class A3]] [[4-6-2|Pacific]] [[steam locomotive]] No. '''4472 ''Flying Scotsman''''' (originally No. 1472) was built in 1923 for the [[London and North Eastern Railway]] (LNER) at [[Doncaster Works]] to a design of [[Nigel Gresley|H.N. Gresley]]. It was employed on long-distance express trains on the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the 10am London to Edinburgh [[Flying Scotsman (train)|Flying Scotsman train service]] after which it was named.

The locomotive is notable for having set two world records for steam traction; becoming the first steam locomotive to be officially authenticated at reaching {{convert|100|mph|sigfig=4}} on 30 November 1934,<ref name=heritagetrail>{{cite web |title=British Railway Heritage - 4472 The Flying Scotsman| url=http://www.theheritagetrail.co.uk/industrial/flying%20scotsman.htm| publisher=theheritagetrail.co.uk |accessdate=6 December 2012}}</ref> and then setting a record for the longest non-stop run by a steam locomotive when it ran {{convert|422|mi|km}} on 8 August 1989 while in Australia.<ref>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|pages=112, 121}}</ref>

Retired from regular service in 1963 after covering {{convert|2076000|mi}},<ref name=heritagetrail/><ref>{{cite web|title=Hornby Direct Hormby Railroad R3086 Flying Scotsman|url=http://www.hornby-direct.com/hornby-railroad-r3086.html|accessdate=31 October 2012}}</ref><ref name=flyingscotsmancoin>{{cite web|title=The Flying Scotsman|url=http://www.royalmint.com/en/olympic-games/explore-your-coin/flying-scotsman|publisher=[[The Royal Mint]]|accessdate=31 October 2012}}</ref> ''Flying Scotsman'' gained considerable fame in preservation under the ownership of [[Alan Pegler]], [[Sir William McAlpine, 6th Baronet|William McAlpine]], [[Tony Marchington]] and finally the [[National Railway Museum]]. As well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States (from 1969 to 1973)<ref>The 1969 tour attracted great publicity. Bassett-Lowke, the famed model makers, issued a Limited Edition volume (5000 copies) in celebration. "Bassett-Lowke Railways: A Commemorative Edition" (1969).</ref> and Australia (from 1988 to 1989). ''Flying Scotsman'' has been described as the world's most famous steam locomotive.<ref name=vintage>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|page=97}}</ref><ref>{{cite book|author=David Clifford|title=The World's Most Famous Steam Locomotive - Flying Scotsman|publisher=Finial Publishing|location=Swanage|year=1997|isbn=1-900467-02-X}}</ref>

==History==
The locomotive was completed in 1923, construction having been started under the auspices of the [[Great Northern Railway (Great Britain)|Great Northern Railway]] (GNR). It was built as an [[LNER Gresley Classes A1 and A3|A1]], initially carrying the GNR number 1472, because the LNER had not yet decided on a system-wide numbering scheme.<ref name=RCTS2A9ibc>{{cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |authorlink3=Willie Yeadon |editor-last=Fry |editor-first=E.V. |title=Part 2A: Tender Engines – Classes A1 to A10 |series=Locomotives of the L.N.E.R. |date=August 1986 |origyear=1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 |page=9, inside back cover |ref=harv }}</ref>

''Flying Scotsman'' was something of a flagship locomotive for the LNER. It represented the company at the [[British Empire Exhibition]] at [[Wembley]] in 1924 and 1925. Before this event, in February 1924 it acquired its name and the new number of '''4472'''.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=9, 73, inside back cover}}</ref> From then on it was commonly used for promotional purposes.

With suitably modified [[valve gear]], this locomotive was one of five Gresley Pacifics selected to haul the prestigious non-stop [[Flying Scotsman (train)|Flying Scotsman]] train service from [[London]] to [[Edinburgh]], hauling the inaugural train on 1 May 1928. For this the locomotives ran with a new version of the large eight-wheel tender which held 9 [[long ton]]s of coal. This and the usual facility for water replenishment from the [[Track pan|water trough]] system enabled them to travel the {{convert|392|mi|km}} from London to Edinburgh in eight hours non-stop.
The tender included a [[corridor connection]] and tunnel through the water tank giving access to the locomotive cab from the train to permit replacement of the driver and fireman without stopping the train.

The following year the locomotive appeared in the film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]''. On 30 November 1934, driven by Bill Sparshatt and running a light test train, 4472 became the first steam locomotive to be ''officially'' recorded at {{convert|100|mi/h|km/h|abbr=on|sigfig=4}} and earned a place in the [[land speed record for rail vehicles|land speed record for railed vehicles]]; the publicity-conscious LNER made much of the fact.<ref name=heritagetrail/><ref>{{cite news | title = National Rail Museum appeal on Flying Scotsman | newspaper = Nottingham Post | location = Nottingham | date = 22 January 2009 | url = http://www.nottinghampost.com/SOS-appeal-Flying-Scotsman-renovation/story-12272002-detail/story.html | accessdate = 22 December 2013}}</ref>

On 22 August 1928, there appeared an improved version of this Pacific type classified A3; older A1 locomotives were later rebuilt to conform. On 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 to make way for newer [[LNER Thompson Class A1/1|Thompson]] and [[LNER Peppercorn Class A1|Peppercorn Pacifics]]. ''Flying Scotsman'' emerged from Doncaster works on 4 January 1947 as an A3, having received a boiler with the long "banjo" dome of the type it carries today. By this time it had been renumbered twice: under [[Edward Thompson (engineer)|Edward Thompson's]] comprehensive renumbering scheme for the LNER, it became No. 502 in January 1946; but in May the same year, under an amendment to that plan, it become No. 103.<ref name=RCTS2A9ibc /> Following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000, and No. 103 duly became 60103 in December 1948.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|loc=inside back cover}}</ref>

[[File:Berwyn No 60103 Flying Scotsman.jpg|thumb|right|''Flying Scotsman'' wearing its British Railways livery and numbering, equipped with double chimney and smoke deflectors]]
Between 5 June 1950 and 4 July 1954, and between 26 December 1954 and 1 September 1957, under [[British Rail]]ways ownership, it was allocated to Leicester Central shed on the Great Central, running [[Nottingham Victoria railway station|Nottingham Victoria]] to [[Marylebone station|London Marylebone]] services via [[Leicester Central railway station|Leicester Central]].

All A3 Pacifics were subsequently fitted with a double [[Kylchap]] chimney to improve performance and economy. This caused soft exhaust and smoke drift that tended to obscure the driver's forward vision; the remedy was found in the German-type [[smoke deflector]]s fitted from 1960, which somewhat changed the locomotives' appearance but solved the problem.<ref>Reed Brian "LNER non-streamlined Pacifics" Profile Publications, Windsor, UK. Undated – 1960s: p. 22</ref>

==Preservation==
[[File:LNER 4472 on Jefferson March 1972xRP - Flickr - drewj1946.jpg|thumb|left|''Flying Scotsman'' at San Francisco's Fisherman's Wharf, March 1972]]
In 1962, [[British Railways]] announced that they would scrap ''Flying Scotsman''.<ref name=Herring>{{Cite book
|last=Herring |first=Peter
|title=Yesterday's Railways
|publisher=David & Charles
|year=2002
|page=130
}}</ref> Number 60103 ended service with its last scheduled run on 14 January 1963.<ref>{{cite news|title=Anniversaries of 2013|url=http://www.telegraph.co.uk/history/9770133/Anniversaries-of-2013.html|newspaper=Daily Telegraph|date=28 December 2012}}</ref>

Proposed to be saved by a group called "Save Our Scotsman", they were unable to raise the required £3,000, the scrap value of the locomotive. Having first seen the locomotive at the [[British Empire Exhibition]] in 1924,<ref name=TimesObit/> in 1961 [[Alan Pegler]] had received £70,000 for his share holding when Northern Rubber was sold to Pegler's Valves, a company started by his grandfather.<ref name=GuardObit/> Pegler stepped in and bought the locomotive outright, with the political support of [[Harold Wilson]].<ref name=TelgObit/> He spent the next few years spending large amounts of money having the locomotive restored at [[Doncaster Works]] as closely as possible to its LNER condition: the smoke deflectors were removed; the double chimney was replaced by a single chimney; and the [[tender locomotive|tender]] was replaced by one of the [[Corridor tender|corridor type]] with which the locomotive had run between 1928 and 1936. It was also repainted into LNER livery, although the cylinder sides were painted green, whereas in LNER days they were always black. Pegler then persuaded the [[British Railways Board]] to let him run enthusiasts specials, then the only steam locomotive running on mainline British Railways.<ref name=TelgObit/> It worked a number of rail tours, including a non-stop London–Edinburgh run in 1968 – the year steam traction officially ended on BR. In the meantime, the watering facilities for locomotives were disappearing, so in September 1966 Pegler purchased a second corridor tender, and adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=68–69, 70, 88}}</ref>
[[File:4472 FLYING SCOTSMAN at Steamtown Railway Museum.jpg|thumb|right|''Flying Scotsman'' at [[Carnforth]] in 1982 with original single chimney and without the later German-style smoke deflectors]]
Pegler had a contract permitting him to run his locomotive on BR until 1972, but following overhaul in the winter of 1968–69 then [[Prime Minister]] Wilson agreed to support Pegler via the [[Trade Department]] running the locomotive in the [[United States]] and [[Canada]] to support British exports. To comply with local railway regulations, it was fitted with: a [[cowcatcher]]; bell; [[buckeye coupling]]s; American-style whistle;<ref>{{harvnb|Boddy|Neve|Yeadon|1986|p=88}}</ref> air brakes; and high-intensity headlamp. Starting in [[Boston, Massachusetts]],<ref name=GuardObit/> the tour ran into immediate problems, with some states seeing the locomotive as a fire-hazard, and there-by raising costs through the need for diesel-headed-haulage through them. However, the train ran from Boston to [[New York]], [[Washington, D.C.|Washington]] and [[Dallas]] in 1969; from [[Texas]] to [[Wisconsin]] and finishing in [[Montreal]] in 1970; and from [[Toronto]] to [[San Francisco]] in 1971 — a total of {{convert|15400|mi}}.<ref name=TimesObit/>

However, in 1970 [[Ted Heath]]'s Conservatives ousted Wilson's Labour Party, and withdrew financial support from the tour; but Pegler decided to return for the 1970 season. By the end of that season's tour, the money had run out and Pegler was £132,000 in debt, with the locomotive in storage at the [[US Army]] [[French Camp, California|Sharpe Depot]] to keep it away from unpaid creditors.<ref name=TimesObit/> Pegler worked his passage home from San Francisco to England on a [[P&O Cruises|P&O]] cruise ship in 1971, giving lectures about trains and travel; he was declared [[bankrupt]] in the [[High Court]] 1972.<ref name=TimesObit>{{cite web|url=http://www.whrsoc.org.uk/WHRProject/2012/AlanPeglerTheTimesObituary.pdf|title=Obituary - Alan Pegler|work=[[The Times]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref name=GuardObit>{{cite news|last=Johnson|first=Peter|title=Alan Pegler obituary|url=http://www.guardian.co.uk/theguardian/2012/mar/25/alan-pegler-obituary|newspaper=The Guardian|date=25 March 2012}}</ref><ref name=TelgObit>{{cite news|url=http://www.telegraph.co.uk/news/obituaries/9156363/Alan-Pegler.html|title=Obituary - Alan Pegler|newspaper=[[Daily Telegraph]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref>[http://www.festrail.co.uk/content/publish/news/Alan_Francis_Pegler_OBE.shtml Ffestiniog & Welsh Highland Railways - Alan Francis Pegler OBE]</ref>
[[File:Flying Scotsman ready for US tour c1969.png|thumb|''Flying Scotsman'' ready for US tour c1969]]
Fears then arose for the engine's future, the speculation being that it could take up permanent residence in America or even be cut up. After [[Alan Bloom (plantsman)|Alan Bloom]] made a personal phone call to him in January 1973, [[Sir William McAlpine, 6th Baronet|William McAlpine]] stepped in and bought the locomotive for £25,000 direct from the finance company in [[San Francisco]] docks. After its return to the UK via the [[Panama Canal]] in February 1973, McAlpine paid for the locomotive's restoration at [[Derby Works]]. Trial runs took place on the [[Dartmouth Steam Railway|Paignton and Dartmouth Steam Railway]] in summer 1973, after which it was transferred to [[Steamtown (Carnforth)]], from where it steamed on various tours.<ref name="RailPep">{{cite web|url=http://www.railwaypeople.com/rail-news-articles/sir-william-mcalpine-talks-to-andy-milne-1087.html|title=Sir William McAlpine talks to Andy Milne|publisher=Railway people|date=20 June 2006}}</ref>
[[File:LNER 4472 Seymour 1989.jpg|thumb|left|''Flying Scotsman'' at [[Seymour railway station]], Victoria in 1989, equipped with electric lighting and air brakes for operation on Australian railways<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 98}}</ref>]]
In 1988 the organizers of the Aus Steam 88 event were interested in having [[LNER Class A4 4468 Mallard|LNER A4 No 4468 ''Mallard'']] visit Australia for Australia's bicentennial celebrations that year. Unfortunately due to 4468's 50th anniversary of her world record breaking run she was unavailable and 4472 was recommended as her worthy replacement. In October 1988 ''Flying Scotsman'' arrived in [[Australia]]<ref>{{cite journal|title=Flying Scotsman's Australian Visit: 20 Years on|author=O'Neil, Shane|journal=[[Australian Railway History]]|date=August 2008|pages=265–272}}</ref> to take part in that country's [[Australian Bicentenary|bicentenary]] celebrations as a central attraction in the [[Aus Steam '88]] festival. During the course of the next year it travelled more than {{convert|45000|km|mi}} over Australian rails, concluding with a return transcontinental run from [[Sydney]] to [[Perth, Western Australia|Perth]] via [[Alice Springs]] in which it became the first steam locomotive to travel on the recently built standard gauge [[Central Australia Railway]].<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 59}}</ref> Other highlights included ''Flying Scotsman'' [[double-heading]] with [[New South Wales Government Railways|NSWGR]] Pacific locomotive [[3801]], a triple-parallel run alongside [[Irish gauge|broad gauge]] [[Victorian Railways R class]] locomotives, and parallel runs alongside [[South Australian Railways]] locomotives [[South Australian Railways 520 class|520]] and [[South Australian Railways 620 class|621]]. Its visit to Perth saw a reunion with [[GWR 4073 Class]] [[GWR 4073 Class 4079 Pendennis Castle|''Pendennis Castle'']], which had been exhibited alongside ''Flying Scotsman'' at the 1924 British Empire Exhibition.<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |pages=64, 66 }}</ref> On 8 August 1989 ''Flying Scotsman'' set another record en route to Alice Springs from Melbourne, travelling {{convert|679|km|mi}} from [[Parkes, New South Wales|Parkes]] to [[Broken Hill, New South Wales|Broken Hill]] non-stop, the longest such run by a steam locomotive ever recorded.<ref name=vintage /> The same journey also saw ''Flying Scotsman'' set its own haulage record when it took a 735 ton train over the {{convert|490|mi|adj=on}} leg between [[Tarcoola, South Australia|Tarcoola]] and Alice Springs.<ref>{{citation | last = Batchelder | first = Alf | title = Memories of the Flying Scotsman in 1988: Farewell | journal = Branchline | pages = 7 | publisher = Castlemaine and Maldon Railway Preservation Society | date = June 2013}}</ref>

''Flying Scotsman'' returned to Britain in 1990 and continued working on the mainline until her mainline certificate expired in 1993. 4472 then toured preserved railways and to raise funds for her upcoming overhaul was returned to BR condition with the refitting of the German style smoke deflectors, refitting of the double chimney and repainting of the locomotive into BR Brunswick green. By 1995 it was in pieces at [[Southall Railway Centre]] in West London, owned by a consortium that included McAlpine as well as music guru and well-known railway enthusiast [[Pete Waterman]]. Facing an uncertain future owing to the cost of restoration and refurbishment necessary to meet the stringent engineering standards required for main line operation, salvation came in 1996 when [[Tony Marchington|Dr Tony Marchington]], already well known in the vintage movement, bought the locomotive, and had it restored over three years to running condition at a cost of £1 million,<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/uk/318968.stm|title=Scotsman flying high|publisher=BBC News|date=14 April 1999|accessdate=16 January 2011}}</ref> a restoration which is still recognised as the most extensive in the locomotive's history. Marchington's time with the ''Flying Scotsman'' was documented in a documentary, the [[Channel 4]] programme ''A Steamy Affair: The Story of Flying Scotsman.''<ref name=integra>{{cite web|url=http://kb.integracommunications.co.uk/article.php?id=0000000336|title=Dr Tony Marchington confirmed as Dinner speaker|publisher=Integra Communications|accessdate=16 January 2011}}{{dead link|date=November 2012}}</ref>
[[File:Flying Scotsman 2005.jpg|thumb|right|''Flying Scotsman'' at Leamington Spa, Warwickshire UK. October 2005]]
With ''Flying Scotsman's'' regular use both on the [[Venice-Simplon Orient Express#Orient Express in Britain|VSOE Pullman]] and with other events on the main line, in 2002, Marchington proposed a business plan, which included the construction of a "Flying Scotsman Village" in [[Edinburgh]], to create revenue from associated branding. After floating on [[PLUS Markets Group|OFEX]] as '''Flying Scotsman plc''' in the same year,<ref name=integra/> in 2003 Edinburgh City Council turned down the village plans, and in September 2003 Marchington was declared [[bankrupt]].<ref name=Indp569244>{{cite news|url=http://www.independent.co.uk/news/uk/home-news/flying-scotsman-may-be-sold-abroad-569244.html|title=Flying Scotsman may be sold abroad|author=Michael Williams|newspaper=The Independent|date=8 February 2004|accessdate=16 January 2011}}</ref> At the company's AGM in October 2003, CEO [[Peter Butler (politician)|Peter Butler]] announced losses of £474,619, and with a £1.5 million overdraft at [[Barclays Bank]] and stated that the company only had enough cash to trade until April 2004. The company's shares were suspended from OFEX on 3 November 2003 after it had failed to declare interim results.<ref name=Indp569244/>

With the locomotive effectively placed up for sale, after a high-profile national campaign it was bought in April 2004 by the [[National Railway Museum]] in [[York]],<ref>{{cite journal|author=Scott, Andrew|title=How we saved the ''Flying Scotsman''|journal=Railway Magazine|volume=150|issue=1238|pages=14–19|date=June 2004}}</ref> and it is now part of the National Collection. After 12 months of interim running repairs, it ran for a while to raise funds for its forthcoming 10-year major overhaul.

[[File:Flying Scotsman under repair.JPG|thumb|In the Museum's workshops in 2012 for restoration]]
In January 2006, ''Flying Scotsman'' entered the Museum's workshops for a major overhaul to return it to Gresley's original specification and to renew its boiler certificate; originally planned to be completed by mid 2010 if sufficient funds were raised,<ref>{{cite web|url=http://www.flyingscotsman.org.uk/ |title=NRM – Keep Scotsman Steaming Appeal! |publisher=Flyingscotsman.org.uk |accessdate=21 December 2012}}</ref><ref>{{cite journal|author=Courtney, Geoff|title=NRM in £250K Flying Scotsman boiler SOS|journal=Heritage Railway|volume=120|pages=8–10|date=January–February 2009}}</ref><ref>{{cite journal|author=Streeter, Tony|title=Flying Scotsman – the real story|journal=Steam Railway|volume=359|pages=60–2|date=February–March 2009}}</ref> but late discovery of additional problems meant it would not be completed on time.<ref>{{cite web|title=Flying Scotsman due to return late spring 2012|publisher=[[National Railway Museum]]|date=30 September 2011|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2011/September/scotsmansept11.aspx|archiveurl=http://www.webcitation.org/62cuHASQq|archivedate=22 October 2011}}</ref><ref>{{cite journal|first=Gary|last=Boyd-Hope|title=''Flying Scotsman'' will not return until late spring, says NRM|journal=Steam Railway|volume=394|date=14 October – 10 November 2011|pages=6–7}}</ref><ref>{{cite journal|first=Robin|last=Jones|title=''Flying Scotsman'': repair bill to hit £2.6 million|journal=Heritage Railway|volume=156|date=27 October – 23 November 2011|pages=36–7}}</ref> In October 2012, the Museum published a report examining the reasons for the delay and additional cost.<ref name=NRM2012-10-26>{{cite web |last= Meanley |first= Robert |title= A report for the Trustees of the Science Museum Group into the restoration of A3 Class Pacific Flying Scotsman and associated engineering project management |publisher= [[National Railway Museum]] |date= 26 November 2012 |url= http://www.nrm.org.uk/AboutUs/~/media/Files/NRM/PDF/Scotsman.pdf |archiveurl= http://www.webcitation.org/6C4X3YBx3 |archivedate= 10 November 2012}}</ref> The locomotive was moved in October 2013 to [[Bury]] for work to return it to running condition in 2015.<ref>{{cite web|last=National Railway Museum|title=Flying Scotsman restoration update
|date=29 October 2013|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2013/October/scotsman-update-Oct2013.aspx|accessdate=4 November 2013}}</ref>

The bay in which the locomotive was being refurbished was on view to visitors to the NRM but the engine was rapidly dismantled to such an extent that the running plate was the only component recognisable to the casual observer. Early in 2009 it emerged that the overhaul would see the loco reunited with the last remaining genuine A3 boiler (acquired at the same time as the locomotive as a spare). The A4 boiler that the loco had used since the early 1980s was sold to [[Jeremy Hosking]] for potential use on his locomotive, [[LNER Class A4 4464 Bittern|LNER Class A4 4464 ''Bittern'']].<ref>{{cite journal|author=Courtney, Geoff|title=NRM sells Scotsman boiler in hush-hush deal|journal=Heritage Railway|volume=121 |page=6 |date=February–March 2009}}</ref>

===Debate over restoration===
[[File:Flying Scotsman 2007.jpg|thumb|right|In the NRM Workshop (18 November 2007)]]
Choice of livery is an emotive subject amongst some of those involved in the preservation of historic rolling stock, and ''Flying Scotsman'' has attracted more than its fair share{{Citation needed|date=December 2008}} due to 40 years continuous service, during which the locomotive underwent several changes to its livery.

Alan Pegler's preferred option was evidently to return the locomotive as far as possible to the general appearance and distinctive colour it carried at the height of its fame in the 1930s. A later option was to re-install the double [[Kylchap]] chimney and German [[smoke deflector]]s that it carried at the end of its career in the 1960s, which encouraged more complete combustion, a factor in dealing with smoke pollution and fires caused by spark throwing.

More recently, until its current overhaul it was running in a hybrid form, retaining the modernised exhaust arrangements while carrying the LNER 'Apple Green' livery of the 1930s. Some believe that the more famous LNER colour scheme should remain, while others take the view that, to be authentic, only BR livery should be used when the loco is carrying these later additions. The subject is further complicated by the fact that, while she was in Brunswick Green in BR service, the locomotive never ran with its corridor tender.

The National Railway Museum (NRM) announced on 15 February 2011 that ''Flying Scotsman'' will be painted in LNER Wartime Black livery when it undergoes its steam tests and commissioning runs. The letters 'NE' appear on the sides of the tender, along with the number '103' on one side of the cab and '502' on the other – the numbers it was given under the LNER's renumbering system. ''Flying Scotsman'' will be repainted in its familiar-look Apple Green livery in the summer, but remained in black for the NRM's Flying Scotsman Preview Weekend which took place on 28–30 May 2011. Furthermore, during the [[National Railway Museum]]'s 'railfest' event on 2–10 June 2012, ''Flying Scotsman'' was in attendance, being kept in front of Mallard in a siding, still in its Wartime Black livery.<ref>{{cite web |url=http://rail-news.com/2011/02/15/wartime-black-livery-for-flying-scotsman/ |title=Wartime black livery for Flying Scotsman |date=15 February 2011 |accessdate=11 March 2011 }}</ref> A report on the restoration was published, in redacted form, on 7 March 2013.<ref>http://www.nrm.org.uk/aboutus/~/media/Files/NRM/PDF/NRM%20Flying%20Scotsman%20Final%20Report.pdf</ref>

==In popular culture==
Because of the LNER's emphasis on using the locomotive for publicity purposes, and then its eventful preservation history, including two international forays, it is arguably one of the most famous locomotives in the world today,{{citation needed|date=November 2012}} and no doubt among the most famous in the UK. One of its first film appearances was in the 1929 film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]'', which featured an entire sequence set aboard the locomotive.<ref name=theartsdesk>{{cite web|last=Fuller|first=Graham|title=DVD: The Flying Scotsman (1929) {{!}} Film reviews, news & interviews | url=http://www.theartsdesk.com/film/dvd-flying-scotsman-1929|publisher=The Arts Desk|accessdate=31 October 2012|date=March 2011}}</ref>

In 1986, ''Flying Scotsman'' appeared in a ''[[British Rail]]'' TV advert.

''Flying Scotsman'' was featured in [[The Railway Series]] books by the [[Wilbert Awdry|Rev. W. Awdry]]. The locomotive visited the fictional [[Sodor (fictional island)|Island of Sodor]] in the book ''[[Enterprising Engines]]'' to visit its only remaining brother: Gordon. At this time it had two tenders, and this was a key feature of the plot of one of the stories, "Tenders for Henry". When the story was filmed for the television series [[Thomas & Friends]], renamed as "Tender Engines" only ''Flying Scotsman's'' two tenders were seen outside a shed.<ref name=S02E21>{{cite episode
| title = [[Thomas and Friends - Season 3|Tender Engines]]
| series = Thomas and Friends
| serieslink = Thomas and Friends
| credits = [[Wilbert Awdry|Rev. W. Awdry]] (author, [[Enterprising Engines]]), [[Britt Allcroft]] (producer), [[David Mitton]] (director)
| network = [[ITV Network|ITV]]
| airdate = 17 February 1992
| seriesno = 3
| number = 20
| minutes =
}}</ref> He originally was intended to have a larger role in this episode, but because of budgetary constraints, the modelling crew could not afford to build the entire engine.<ref>{{cite web |url=http://www.sodor-island.net/steveasquithinterview.html |title=Steve Asquith – 25 Years On The Model Unit |accessdate=8 July 2010 }}</ref> 

"Flying Scotsman" appeared in the 2000 film ''[[102 Dalmatians]]'' preparing to haul the [[Orient Express]].

The locomotive was the first choice for the [[Top Gear Race to the North|"''Top Gear'' Race to the North]]", though due to an overhaul was unable to attend, so the position went to [[LNER Peppercorn Class A1 60163 Tornado|LNER Peppercorn Class A1 60163 ''Tornado'']] instead.<ref>{{cite journal |journal=Steam Railway Magazine
|volume=[http://www.greatmagazines.co.uk/store/displayitem.asp?sid=92&id=29957&custid=19@06@20098730@8753555719# Issue 363]
|publisher=[[Bauer Media Group]]
|date=29 May – 25 June 2009
}}</ref>

A model of the ''Flying Scotsman'' appeared in Episode 6 and ''The Great Train Race'' episodes of [[James May's Toy Stories]]. It was [[James May]]'s personal childhood model and was chosen by him to complete a world record for the longest model railway.<ref name=hornby>{{cite web|title=BBC Two- James May's Toy Stories, Series 1, Hornby|url=http://www.bbc.co.uk/programmes/b00pl8lw|publisher=BBC|accessdate=31 October 2012}}</ref> The train was meant to travel 7 miles from [[Barnstaple]] to [[Bideford]], in [[North Devon]] and it failed early in the trip in Episode 6<ref name=hornby /> but managed to complete it in ''The Great Train Race'' which took place on 16 April 2011.<ref>{{cite web|title=BBC Two - James May's Toy Stories, The Great Train Race|url=http://www.bbc.co.uk/programmes/b0120z75|publisher=BBC|accessdate=31 October 2012}}</ref>

One of the specially produced [[Five pounds (British coin)|£5 coin]]s for the [[2012 Summer Olympics]] featured an engraving of the ''Flying Scotsman'' on the back.<ref name=flyingscotsmancoin />

"Flying Scotsman" is included as a locomotive in the PC simulation game [[Microsoft Train Simulator]].<ref name=Deafgamers>{{cite web|title=Microsoft Train Simulator|url=http://www.deafgamers.com/oldreviews/mstrainsimulator.htm|publisher=Deafgamers|accessdate=27 December 2012}}</ref>

==References==
{{Reflist}}

==Further reading==
* {{cite book|author=Clifford, David (comp.)|title=The world's most famous steam locomotive: Flying Scotsman|publisher=Finial|location=Swanage|year=1997|isbn=1-900467-02-X}}
* {{cite book|author=Harris, Nigel (ed.)|title=Flying Scotsman: a locomotive legend|publisher=Silver Link Publishing|location=St Michaels on Wyre|year=1988}}
* {{cite book|author=Hughes, Geoffrey|title=Flying Scotsman: the people’s engine|publisher=Friends of the National Railway Museum Enterprises|location=York|year=2004|isbn=0-9546685-3-7}}
* {{cite book|author=Nicholson, Peter|title=Flying Scotsman: the world's most travelled steam locomotive|publisher=Ian Allan|location=Shepperton|year=1999|isbn=0-7110-2744-7}}
* {{cite book|author=Pegler, Alan, et al.|title=Flying Scotsman|publisher=Ian Allan|location=Shepperton|edition=3rd|year=1976|isbn=0-7110-0663-6}}
* {{cite book|author=Roden, Andrew|title=Flying Scotsman: The extraordinary story of the world's most famous train|location=London|publisher=Aurum|year=2007|isbn=978-1-84513-241-5}}
* {{cite book|author=Sharpe, Brian|title=Flying Scotsman: the legend lives on|publisher=Mortons Media|location=Horncastle|year=2005}}

==External links==
{{Commons category|LNER Class A3 4472 Flying Scotsman}}
*[http://www.flyingscotsman.org.uk/ National Railway Museum's site] about Flying Scotsman [[Flying Scotsman (train)|train]] and locomotive
*[http://www.ssplprints.com/search.php?keywords=flying+scotsman&page=1&numperpage=8&idx=4&ref=wiki&ad=sspl02 The official National Railway Museum print website] containing many Flying Scotsman prints and posters
*[http://www.bbc.co.uk/nationonfilm/topics/railways/background_rise.shtml BBC "Nation on Film"] article with historic films of Flying Scotsman in steam.
*[http://www.lner.info/locos/A/a1a3a10.shtml The LNER Encyclopedia page for the Gresley A1/A3s including Flying Scotsman]
*[http://www.southernsteamtrains.com/flyingscotsman.htm History of the Flying Scotsman by Southern Steam Trains]

{{LNER Locomotives|state=collapsed}}
{{Authority control|VIAF=127126797|LCCN=nr/98/005100}}
{{Portalbar|Trains|UK Railways}}

[[Category:4-6-2 locomotives]]
[[Category:Companies formerly listed on the London Stock Exchange]]
[[Category:Individual locomotives of Great Britain|Flying Scotsman]]
[[Category:Preserved London and North Eastern Railway steam locomotives]]
[[Category:Railway locomotives introduced in 1923]]

Benutzer:Sarkana/Waveya

2014-10-20T17:57:49Z

Robevans123: Added category

{{Multiple issues|{{unreferenced|date=July 2014}}{{cleanup|date=July 2014|reason=Spelling, Grammar and accuracy issues}}
{{Dead end|date=August 2014}}
{{Orphan|date=August 2014}}
}}

{{Unreviewed|date=July 2014}}

'''Waveya''', is a Korean Dance Group/School lead by dance choreographer Ari Jang and her sister, Miu.

Present members: Ari Jang, MiU Jang, Jin and Hai

Past members: Hyang, Yuna, Doori, YuJi, Cansu, Yess, Rumi and Mirae.

There have been several changes in the lineup since the group began. The reasons are unknown as to why the original members left. Waveya's popularity started to increase since they uploaded the YouTube video, PSY- GANGNAM STYLE: WAVEYA. Ever since then, Waveya has been successful on YouTube, attended concerts and even a made commercials.

Waveya is originally from Korea and can speak minimal English. The girl group is incredibly famous internationally. The group preformed concerts in various countries such as Korea, the United States, the United Kingdom, Canada, France, Spain, Poland, Italy, Turkey, Germany and Sweden.

==References==
<references />

*
*
*
*



[[Category:Dance in Korea]]

Benutzer:Mario Di-Moser/Empresses in the Palace

2014-10-19T21:02:59Z

Robevans123: Added category

{{Expand Chinese|後宮甄嬛傳 (電視劇)|date=July 2013}}
{{Contains Chinese text}}
{{Infobox television
|show_name = The Legend of Zhen Huan
|image = [[File:The Legend of Zhen Huan tv poster.jpg|250px]]
|caption =
|show_name_2 =''Empresses in the Palace'' ''Hou Gong Zhen Huan Zhuan''
|genre = Romance, historical fiction
|format = [[Serial (radio and television)|Serial]]
|creator =
|developer =
|writer = Liu Lianzi, Wang Xiaoping
|director = Zheng Xiaolong
|creative_director =
|presenter =
|starring = [[Betty Sun|Sun Li]] [[Chen Jianbin]] [[Ada Choi]] [[Jiang Xin]] Li Dong Xue Tao Xin Ran Lan Xi Zhang Xiao Long [[Leanne Liu]] Sun Xi Li Tian Zhu
|theme_music_composer =
|opentheme =
|endtheme =
|composer =
|country = China
|language = Mandarin
|num_seasons =
|num_episodes = 76
|list_episodes =
|executive_producer =
|producer =
|editor =
|location = China
|cinematography =
|camera =
|runtime = 45 minutes per episode
|company = Beijing TV Art Center
|distributor =
|channel = [[Dragon Television]]
|picture_format =
|audio_format =
|first_run =
|first_aired = 26 March 2012
|last_aired = 2 May 2012
|status =
|preceded_by =
|followed_by =
|related =
|website =
|production_website =
}}
'''''The Legend of Zhen Huan''''', also known as '''''Hou Gong Zhen Huan Zhuan''''' ({{zh|t=後宮甄嬛傳 |s=后宫甄嬛传}}), is a Chinese television series based on the [[:zh:后宫甄嬛传|Internet novel of the same name]]. It first aired in China on 17 November 2011.

It was announced in 2013 that the drama will be exported to the U.S and re-edited into six TV movies and broadcast on mainstream TV channels in the U.S.<ref>{{cite web|title=Will Americans be fans of Chinese TV drama?|url=http://english.peopledaily.com.cn/90782/8105066.html|publisher=peopledaily.com.cn|accessdate=16 July 2013}}</ref>

==Plot==
In the first year of [[Emperor Yongzheng]]'s ([[Chen Jianbin]]) rule, in order to balance different powers in both the royal harem and the Imperial court, the [[Empress Xiaogongren|Empress Dowager Xiaogongren]] ([[Leanne Liu]]) orders a selection of all daughters of government officials for the royal harem.

Zhen Huan ([[Betty Sun|Sun Li]]), born into a family of government officials, is intelligent, beautiful, and wise. The 17-year-old Zhen Huan is shortlisted for the palace selection. Zhen Huan is reluctant to become an imperial concubine. Nevertheless, her resemblance to the Emperor's deceased primary spouse (posthumously granted the title of Empress Chun Yuan), her poise, intelligence and eloquence attract the Emperor's attention. Zhen Huan is selected as a concubine and the Emperor wishes to grant her the Third Class rank of 贵人（guiren, lit. Noble Lady). However, the Empress demurs on the grounds that Zhen Huan's father is of a lower official rank than Shen Meizhuang's father. Shen Meizhuang, Zhen Huan's childhood friend, has also been selected as an imperial concubine and has been conferred the title of 贵人（pinyin: guiren, lit. Noble Lady.) In deference to court protocol, the Emperor confers Zhen Huan the rank of Second Class rank of 常在 (pinyin: changzai, lit. First Class Female Attendant). As a mark of his favour, he grants her the honorific name Wan (莞, an allusion to her beauty) to her title, thus making Zhen Huan 莞常在 (pinyin: wan changzai, lit. First Class Female Attendant Wan). In addition to Zhen Huan, several notable characters have also been selected to be imperial concubines. They are:

(1) Shen Meizhuang, Zhen Huan's childhood best friend. Since Meizhuang has caught the Emperor's attention for her poise and comportment, and since her father (the Governor of Jizhou) outranks Zhen Huan's father (a law officer at the Supreme Court, 大理寺少卿), Meizhuang is conferred the Third Class rank of 贵人（pinyin: guiren, lit.Noble Lady). Upon her entry into the Palace, she is known at court as Noble Lady Shen (沈贵人 pinyin:shen guiren）

(2) An Lingrong, who Zhen Huan saves from being publicly humiliated at the Imperial Garden reception held prior to the selection of the concubines. Lingrong's father is a low ranking official from a small province. In accordance to court protocol, Lingrong is granted the First Class title of 答应（pinyin: daying, lit. Second Class Female Attendant)，making her Second Class Female Attendant An (安答应, pinyin:an daying), the lowest title granted to concubines descended from court officials' families.

Zhen Huan is accompanied by two of her servants from her family home, Huanbi and Liu Zhu. She grew up with her servants and treats them like her family. Zhen Yuandao had earlier on revealed to Zhen Huan that she and Huanbi are half-sisters. He was unable to marry Huanbi's mother as she came from a disgraced family. In order to care for his illegitimate child without causing any suspicion, he had Huanbi taken in as a servant girl for Zhen Huan so that they could grow up together. Zhen Yuandao makes her promise to arrange suitable marriages for both girls when they are of marriageable age. Zhen Huan's friendship with her servants, as well as Meizhuang and Lingrong, allow her to adjust to the strict confines of the imperial court.

Zhen Huan is favoured and loved by the Emperor, and is quickly promoted to Noble Lady Wan (莞贵人,pinyin: wan guiren). This contravenes court protocol, since a promotion in a concubine's rank usually comes after the birth of an imperial child. The Emperor also contravenes court protocol by consulting the astute Zhen Huan on matters of governance.The Emperor's respect and favour towards Zhen Huan causes jealousy among the other concubines in the imperial harem. Zhen Huan finds herself caught between the long-standing conflict between the Empress, and the highest ranking imperial concubine Consort Hua (华妃,pinyin: hua fei). The simmering conflicts in the imperial harem are complicated by their families' standing and influence in the Imperial Court. The Empress hails from the influential Ulanara noble clan, while Consort Hua (Nian Shilan) is the sister of the prominent general Nian Gengyao. The malicious Consort Hua is determined to eliminate any rival claimant on the Emperor's love, and by implication, any threat to her family's standing at court, which spells trouble for Zhen Huan and Shen Meizhuang, who have both won the Emperor's love and respect.Consort Hua attempts to have Meizhuang assassinated. When this fails, Consort Hua frames Meizhuang by making it seem as if Meizhuang has staged a fake pregnancy in order to gain more influence in the harem. Meizhuang is placed under house arrest and is demoted to the low rank of Second Class Female Attendant Shen (沈答应 , pinyin: shen daying). A eunuch in Consort Hua's attendance contracts smallpox. Consort Hua has his utensils collected and sent to an unknowing Meizhuang for her to use. Meizhuang contracts smallpox, but due to a concurrent outbreak of smallpox in the palace, Consort Hua's tracks are erased. Meizhuang totters on the brink of death until Zhen Huan's childhood friend, Imperial Physician Wen, finally succeeds in developing a cure.

Despite Zhen Huan's precautions, Consort Hua also causes Zhen Huan to miscarry during her first pregnancy. With each passing trial and tribulation,the altruistic Zhen Huan grows increasingly aware of the dynamics of realpolitik in the harem.However, she does not realise that Lingrong has also played a part in causing Zhen Huan's miscarriage. When the Emperor realizes the insidious plot by Nian Gengyao to usurp the throne, he orders Zhen Huan's father, Zhen Yuandao, to bring the Nian clan to justice. Zhen Yuandao and his colleagues at the Supreme Court (大理寺) discover the depths of Nian Gengyao's corruption.Nian Shilan/Consort Hua's numerous nefarious deeds against the concubines are exposed, which include several murders and sabotaged pregnancies.A bribery scheme she and her brother had set up are also exposed. This incurs the ire of the Emperor on two counts, since he only has a few children, and he is keen to stamp out graft during his reign. Nian Shilan is stripped of her honorific name Hua (华), and her prestigious title of Consort (妃).However, she retains her arrogance and behaves with impunity, refusing to greet concubines of higher rank. Despite her misdeeds, the Emperor spares her life because of their long and loving marriage.She continues to orchestrate attempts on Zhen Huan's life. After one such attempt, Zhen Huan finally decides to retaliate.Zhen Huan, colluding with Meizhuang, finally discovers a way to eliminate Nian Shilan (the former Consort Hua, who has now been demoted to Second Class Female Attendant Nian, 年答应) for good.

With her most powerful and ruthless rival out of the way, the seemingly benevolent Empress reveals her true colours and seeks to eliminate Zhen Huan, to whom she has consistently shown care and concern. The Emperor chooses to honour a Manchu official, Guwalgiya E'min, who had taken a key role in the investigations against Nian Gengyao, by marrying his daughter and instating her as an imperial concubine. E'min's daughter, Guwalgiya Wenyuan(瓜爾佳文鴛, pinyin: guaerjia wenyuan), is granted the title of Noble Lady Qi (祺贵人, pinyin: qi guiren).With Noble Lady Qi's assistance, the Empress orchestrates an elaborate plot by which to remove Zhen Yuandao from court and Zhen Huan from the harem. Zhen Huan becomes pregnant with her second child and is to be granted the title of Consort Wan (莞妃,pinyin: wan fei). However, Zhen Huan is framed and accused of disrespecting the late Empress Chun Yuan, who had been the Emperor's favourite spouse until her death. In one fell swoop, Zhen Huan and her family fall from grace. Zhen Huan loses hope and love in her marriage. She bears out her pregnancy under house arrest. Having given birth to her daughter, Princess Long Yue (龙月公主), Zhen Huan is deposed and asks to be sent into exile as a nun. Out of anger and spite, the Emperor agrees to send her into exile as a nun. Zhen Huan is to reside at Ganlu Temple (甘露寺, pinyin:ganlusi), which receives imperial patronage.

Due to her status as an outcast, Zhen Huan is bullied and humiliated in the nunnery. Zhen Huan develops a friendship with a Taoist nun from a neighbouring abbey. The nun comports herself with courtly protocol, and Zhen Huan eventually discovers that she is Dowager Consort Shu (舒太妃 shutaifei), mother of the 17th Prince Yunli, and a former concubine of the late Emperor Kangxi. After Emperor Kangxi's death, Dowager Consort Shu chose to leave the palace for a life of monastic seclusion and mourning for her departed husband. Zhen Huan grows frail as she has not received adequate postpartum care, and she is not used to the arduous physical labour assigned to her at the nunnery. Out of affection for Zhen Huan, the Empress Dowager sidesteps court protocol and discreetly sends one of her trusted servants to visit Zhen Huan occasionally and enquire about her welfare. Imperial Physician Wen, Zhen Huan's childhood friend and former suitor, remains steadfast in his love and visits her to ensure her well-being.However, when the aged Empress Dowager falls chronically ill, the visits stop. Zhen Huan develops a chronic cough, which the nuns fear to be tuberculosis. The nuns send Zhen Huan and her two servants into exile once again. Zhen Huan is sent to Lingyun Peak (凌云峰, pinyin: lingyunfeng), a secluded monastic retreat in the mountains. Zhen Huan collapses on the journey. Fearing for Zhen Huan's life, her servant Jinxi frantically seeks the help of Zhen Huan's admirer, Yunli. The 17th Prince, Yunli, has long admired and loved her upon their first meeting at an imperial banquet.

Zhen Huan is cared for by her loyal servants and Yunli. Zhen Huan resists Yunli's displays of love. However, Zhen Huan gradually grows convinced of his love for her. Coupled with the fact that the Emperor has deposed her and sent her into exile (a de facto divorce), Zhen Huan realises she is unlikely to be summoned back to the palace, and is thus a woman free to love whomever she wishes. Zhen Huan and Yunli fall deeply in love, due to their similarities in personality and temperament, and their interest in the literary arts. They spend their days walking in the countryside and composing poetry. On one of their walks, they save a man who has been bitten by a snake. The man's servants reappear in search of their master. It appears the man is a foreign dignitary from the Dzungar Khanate, with whom the Qing Empire is at war.He expresses his attraction to Zhen Huan. Zhen Huan and Yunli reproach him for his advances.

To demonstrate his sincerity and to keep Zhen Huan's honour, Yunli proposes that they sign a marriage contract, formalising their relationship and cementing his promise that he would take no other spouse but Zhen Huan (an unusual practice in that era, and doubly so for a man of his privileged status). Deeply in love, they sign a matrimonial contract.They hope to lead simple lives as commoners. Their plans are foiled when Yunli, in his capacity as an imperial prince, is sent to the restive outskirts near Tibet on a surveying mission. They arrange to reunite after 40 days, by which Yunli expects to have completed his mission. In his absence, Zhen Huan discovers that she is pregnant. News breaks out that his entourage has been ambushed by rebel forces, and that Yunli has died in the skirmish. Zhen Huan mourns his death. Imperial Physician Wen concocts an abortifacient,which he offers to Zhen Huan. He also offers to take her as his wife and raise the child as his own. She refuses both offers and reiterates that she has always only seen him as her brother. Zhen Huan is resolved to avenge Yunli and preserve his child, thus also preserving his princely bloodline.Zhen Huan's resolve is further strengthened when Meizhuang sends her news of her father's dire condition in prison. She realizes that the only way to avenge Yunli and her family is to become an imperial concubine once more. Zhen Huan asks Imperial Physician Wen to keep her secret and to attend to her pregnancy, to which he agrees. Thanks to Zhen Huan's benevolence when she was in a position of power, Zhen Huan retains contact with influential servants in the palace, including the Emperor's right-hand man, the Chief Eunuch Su Peisheng. Imperial Physician Wen becomes an emissary between Zhen Huan and Meizhuang.Believing Zhen Huan desirous of a reconciliation with the Emperor, and knowing the Emperor to retain some affection for his former favourite, Meizhuang and Su Peisheng orchestrate an encounter between the Emperor and Zhen Huan. While the Emperor, in keeping with imperial custom, had taken new concubines in Zhen Huan's absence, he continued to long for Zhen Huan. Subsequently, the Emperor and Zhen Huan reconcile, recalling the depth of their affection for each other before. After several meetings, Zhen Huan divulges her pregnancy to the Emperor. To formalise their reconciliation and to ensure the safe delivery of the child, the Emperor decides to reinstate Zhen Huan as an imperial concubine.

Despite the Empress Dowager's regard for Zhen Huan, she is doubtful of the unborn child's paternity. Nevertheless, to avoid scandal and to counterbalance the Empress' despotic rule over the harem, the Empress Dowager grants permission for Zhen Huan's return. The Empress makes an attempt on the life of Hongli, the 4th Prince, to pave the way for her adopted son, the 3rd Prince Hongshi. The Empress Dowager, long aware of the Empress' manipulative nature, is aware that it is the Empress who has attempted to kill her grandson.Since both the Empress Dowager and the Empress are descended from the noble Manchu Ulanara clan, the Empress Dowager chooses not to pursue the matter in order to keep the Empress on the throne. Instead, the Empress Dowager decides that it is better for Hongli, who is motherless, to be adopted by another concubine to guarantee his safety. The Emperor wishes to make Zhen Huan Hongli's adoptive mother. Officially, he wants to declare her Hongli's birth mother, and her absence from the palace is to be explained thus: "after his birth, she left the palace to become a nun and to pray for the welfare of the empire". However, since they are less than a decade apart in age, the Emperor adds ten years to her age, making her official age 32 years old.

The Emperor is anxious to restore Zhen Huan to her former honoured status as an imperial concubine, and to redress the humiliation she endured in exile. Since Zhen Yuandao remains in prison, the Emperor wishes Zhen Huan to avoid the taint of her disgraced family name. In an unprecedented move, Zhen Huan has her status raised from a Han Chinese Bannerwoman to a Manchu Bannerwoman. In addition, the Emperor grants Zhen Huan the exalted Manchu clan name of Niuhuru (鈕祜祿氏). The Empress, who belongs to the noble Manchu clan of Ulanara (乌拉那拉氏), and Noble Lady Qi, who belongs to the powerful Manchu clan of Guwalgiya(瓜爾佳氏), disapprove to no avail.The Emperor also grants Zhen Huan the new honorific name and Fifth-Class title of Consort Xi (熹妃, pinyin: xifei). The Emperor specially picks the character 熹 (xi, lit. 'brightness'/'dawn') to denote her bright future as a Consort.

Prior to her Zhen Huan's reinstatement in the palace, Yunli returns unscathed. Zhen Huan realises the implications of resuming their relationship. In order to safeguard Yunli's life, their unborn child and her family, Zhen Huan distances herself from him. To spare him further heartache, she feigns callousness and tells him that she prefers the material comfort of life as an imperial concubine, rather than life as a simple commoner. Dowager Consort Shu, to whom Zhen Huan has confided her worries, tells Yunli that he would eventually understand Zhen Huan's struggles. The Emperor, in his attempts to restore Zhen Huan to her privileged status, decides to send a high-ranking official to deliver the imperial edict summoning Zhen Huan back to the palace. The Emperor decides that no less than an imperial prince should deliver the edict, and charges Yunli with delivering the edict to Zhen Huan. Before she leaves for the palace, Zhen Huan thanks the abbess Jing An（静安) for the kindness she showed Zhen Huan and presents her with two Buddhist texts Zhen Huan personally copied by hand. She orders the leader of the abusive nuns, Jingbai (静白) to be punished. Abbess Jing An requests that Zhen Huan spare Jingbai's life. Zhen Huan accedes to her request and spares Jingbai's life. However, she points out that Jing An is too kind hearted to run the abbey, and appoints the brusque but kind-hearted nun Moyan（莫言) as abbess. Zhen Huan departs from the nunnery. She arrives back at the palace with a grand entourage granted to her by the Emperor, accompanied by the 17th Prince as the Emperor's emissary. She is received warmly by the Emperor and the concubines, who have assembled to welcome her. Zhen Huan returns to find that she has been granted sole use of Yongshou Palace as her living quarters. The Emperor has also presented her with the gift of perfumed walls, an honour no other concubine has ever received.

Zhen Huan's return to the palace is fraught with the same challenges as before. Noble Lady Qi attempts to cause a miscarriage by causing Zhen Huan's sedan attendants to slip. Rumours of the unborn child's paternity spread like wildfire. Noble Lady Ye, who has been in love with the 17th Prince for years, overhears a confrontation between Zhen Huan and Yunli. She attempts to kill Zhen Huan for her betrayal of Yunli. Zhen Huan's life is spared when Noble Lady Ye spots a coral bracelet on Zhen Huan's arm, which Noble Lady Ye recognizes as a prized object belonging to Yunli. Realizing the love Yunli has for Zhen Huan, Noble Lady Ye spares her life. Nevertheless, she subsequently sets her cats on Zhen Huan's sedan. Zhen Huan's sedan-bearers drop the sedan, causing Zhen Huan to fall, and induces Zhen Huan's premature delivery. Zhen Huan gives safely birth to twins, a boy and a girl. The boy is named Hongyan, 6th Prince. The girl is named Lingxi and is conferred the title of Princess. The Emperor and Empress Dowager are delighted, their joy at the babies' arrival heightened by the auspicious symbolism of fraternal twins (龙凤胎，pinyin:longfengtai, lit. Dragon-Phoenix twins). Zhen Huan is conferred the Sixth Class title of Noble Consort Xi (熹贵妃，pinyin: xiguifei).

Rumours of the twins' paternity persist. Noble Lady Qi attempts to frame Imperial Physician Wen as Zhen Huan's illicit lover, even though he has silently fallen in love with Meizhuang. Noble Lady Qi summons the nun Jingbai as witness. Jingbai testifies that Imperial Physician Wen often visited Zhen Huan while she lived in seclusion as a nun. Noble Lady Qi summons a second witness, Bin'er, who had been a servant in the Zhen household. She testifies that prior to the imperial concubine selection, Imperial Physician Wen had proposed marriage to Zhen Huan.The Emperor orders a paternity test to be done.A pinprick of blood from the 6th Prince's toe was collected in a bowl of water. However, since the law prohibited inflicting any injury upon the Emperor, it was decided that only Imperial Physician Wen's blood would be tested with the 6th prince's blood. A drop of Imperial Physician Wen's blood was sprinkled into the bowl. The two droplets of blood combined, seemingly confirming Imperial Physician Wen's paternity. The Empress seizes her chance and orders Zhen Huan to be dragged away into the torture chamber along with her "illegitimate son". Zhen Huan resists arrest, asserts that Imperial Physician Wen could not have been the father, and declares that the water must have been tainted. She frantically pricks a drop of Chief Eunuch Su's blood. The blood combined with that of the 6th Prince's and Imperial Physician Wen's within the water bowl. Zhen Huan's servant Jinxi also pricks her finger, letting the blood fall into the bowl. The blood combines once more. Eunuch Su informs the Emperor that the water must be tainted, since the test results would indicate that he was Jinxi and Imperial Physician Wen's father, a physiological impossibility since he had been castrated. Imperial Physician Wen tastes the water and identifies the addition of potassium aluminium sulphate. He argues that the addition of the compound would allow any two drops of blood to mix and allow a positive result for the paternity test. He also argues that the addition of oil to the water would separate any two drops of blood, even if the blood came from a biological father/son pair. The Emperor recalls that the Empress is well-versed in medicine and suspects her of contaminating the water. The Empress pleads innocence and one of her servants comes forward to take the fall. The Emperor orders Eunuch Su to fetch a new bowl of pure water. The blood of the 6th Prince and Imperial Physician Wen are tested once more and the test results are negative. However, due to Jingbai's and Bin'er's testimony, Zhen Huan's relationship with Imperial Physician Wen is still doubted by the Emperor. Zhen Huan's name is only cleared when Moyan, the current abbess, arrives to testify. She recounts the physical hardship Zhen Huan underwent as a nun, and how Zhen Huan could have simply eloped with Imperial Physician Wen if they were indeed together.

The Emperor is moved by her account. Jingbai is also exposed as a biased witness, having colluded with Noble Lady Qi to sabotage Zhen Huan for their own personal interests. Bin'er begs for mercy, revealing that she had been forced to testify by Noble Lady Qi. She reveals the bruises and wounds she has received from Noble Lady Qi's beatings. She tells the Emperor that Imperial Physician Wen did indeed propose to Zhen Huan, but Zhen Huan did not accept his offer and had always only treated him as a friend. The Emperor apologises to Zhen Huan for having doubted her and allows her to dispense punishment as she saw fit. She sends Bin'er and Moyan back. Zhen Huan has Jingbai's tongue cut out for telling lies. Noble Lady Qi refuses to reveal who put her up to sabotaging Zhen Huan. The Emperor orders Noble Lady Qi to be exiled to the Cold Palace. It is later revealed that to prove his innocence, Imperial Physician Wen castrates himself and nearly dies in the process. Lingrong sends a maid to inform Meizhuang of the situation. The pregnant Meizhuang is agitated when she receives news of the turmoil, inducing premature labour. Meizhuang undergoes a difficult delivery, but ultimately gives birth to a girl, naming her Jinghe. She entrusts the child to Zhen Huan and the child's father, Imperial Physician Wen. Meizhuang dies of childbirth complications. Zhen Huan cares for the child like her own. Zhen Huan urges the Emperor to investigate Noble Lady Qi's family, professing her father's innocence. The Emperor accedes to her request. Fresh investigations reveal that Zhen Yuandao was framed by his colleague and erstwhile friend Guwalgiya E'min, the father of Noble Lady Qi. In accordance with imperial law, the Guwalgiya clan was put to death for deceiving the Emperor. Noble Lady Qi/Guwalgiya Wenyuan is deposed and stripped of her titles. She escaped from the Cold Palace to beg for her family's life to be spared. The Emperor refused, but spared her life on account of their marriage. He chose to merely demote her to a commoner. Guwalgiya Wenyuan is beaten to death by the palace guards at the order of Chief Eunuch Su, who she had always humiliated for being a castrated man.

Yunli becomes drunk at an imperial banquet and drops a pouch he carries by his side at all times. The Emperor picks it up and sees a paper cutting of Zhen Huan's likeness. Zhen Huan's devoted servant, Huanbi, proclaims herself to be the girl in the paper cutting. She does so to prevent an expose of Zhen Huan and Yunli's relationship, and to allow her to marry the 17th Prince, whom she loved. Due to their resemblance, the Emperor comes to believe that Huanbi is the girl in the paper cutting. The Emperor's suspicion of Zhen Huan and Yunli is diminished when Huanbi correctly guesses the other contents of the pouch. The Emperor recalls how Huanbi had gone to Yunli's manor to care for him when he was ill. Zhen Huan and Huanbi give the Emperor the impression that Yunli and Huanbi have secretly been in love for a long time. Since Yunli and Huanbi's social statuses are far too disparate, Zhen Huan requests for Huanbi to be included in the Niuhuru family register, listing her as Zhen Huan's adoptive sister.The Emperor grants Zhen Huan's request and decides to arrange a marriage between Huanbi and Yunli. Yunli declines on the grounds that he was unable to marry the lady he truly loved (妻子,pinyin: qizi, lit. 'wife'), the only lady he would ever grant the status of primary spouse/princess consort (福晋, pinyin: fujin). The Emperor dismisses this as an excuse and says he can make Huanbi a secondary spouse/secondary princess consort (侧福晋, pinyin: cefujin）or a concubine (妾, pinyin: qie)，as long as Yunli does not let Huanbi down. The Emperor decides that Huanbi will be married to Yunli. For her long years of service to Zhen Huan and as an adopted member of the noble Niuhuru clan, Huanbi will be conferred the name of Yuying (玉隐) and upon her marriage to Yunli, the status of Yunli's secondary spouse/secondary princess consort (侧福晋). Deferring to the wishes of the aged courtier,Imperial Duke Pei, the Emperor also arranges another marriage for Yunli, this time to the Grand Duke's daughter, Meng Jingxian. Meng Jingxian, like many ladies at court, had wished to be married to the eligible Yunli, only to be turned down for many years, since Yunli only wanted to marry for love. Yunli is made to comply with the arranged marriage, but before doing so, he asks for the Emperor's guarantee that no more marriages will be arranged for him. Yunli marries two secondary spouses, Yuying (玉福晋，Secondary Princess Consort Yu) and Jingxian (贤福晋, Secondary Princess Consort Xian). Noble Lady Ye, who has loved him for a long time and is aware of his feelings for Zhen Huan, laments that while he has to marry two spouses, he would not be happy as he does not love either of them.

The Emperor's brother Yunxi, the 21st Prince/Prince Shen of the Third Rank (慎贝勒, pinyin: shen beile), falls in love with Zhen Huan's sister, Yurao. The feisty and independent Yurao announces that she will only marry for love, and only to a monogamous man. Yunxi is enamoured of her beauty, character and their common interests in the arts. He professes his love for her and promises to contradict social convention for a man of his rank by only marrying the woman he loves. The Emperor and Zhen Huan quickly arrange a marriage for the both of them, since the Empress Dowager is on her deathbed. If she died before they were married, they would have had to observe a 3-year mourning period before they would be allowed to marry. Yurao marries Yunxi and is conferred the title of princess consort (福晋, pinyin: fujin). The Empress Dowager passes away soon after. Prior to her death, she foresees that the Empress' many crimes would be uncovered one day. In anticipation, she leaves behind a posthumous decree, in which she states that under no circumstances is the reigning Empress to be deposed. She entrusts it to her devoted servant Zhuxi, who promises to deliver the decree if the need ever arises.

An Lingrong's father is implicated in a corruption scandal. The Emperor, who pushed anti-corruption reforms, sentences him to death. An Lingrong pleads for his life, to no avail. She begs for the Empress' help. The Empress suggests that Lingrong become pregnant in order to win the Emperor's favour, which would likely make him extend clemency to Lingrong's father. Lingrong flouts imperial household laws. She uses aphrodisiacs to attract the Emperor and increase her chances of conception. Lingrong conceives but has an unstable pregnancy. This is due to her prolonged use of contraceptives, which the Empress ordered to ensure that the imperial succession would fall in her adopted son's (the 3rd Prince's) favour. As a result of her pregnancy, Lingrong is conferred the title Consort Li (鹂妃, pinyin: lifei). Zhen Huan recalls Lingrong's role in her father's downfall and how Lingrong triggered Meizhuang's premature labour by breaking the news of Zhen Huan's trial to her. Zhen Huan exposes Lingrong's use of aphrodisiacs after Lingrong suffers a miscarriage. Zhen Huan subsequently realizes that like Consort Hua, Lingrong might have caused her first miscarriage. Imperial Physician Wen discovers that a salve that Lingrong has been giving Zhen Huan for years contains musk, a contraceptive and an abortifacient if used during pregnancy. Her role in Meizhuang's death, her attempts at sabotaging Zhen Huan, her use of aphrodisiacs and her father's criminal acts cause her to be deposed as Consort Li. The Emperor spares her life in favour of a harsher punishment. He places her under house arrest and orders her to be slapped by her servants every day in retribution for the innocent lives she harmed.

During her imprisonment, Lingrong requests for a meeting with Zhen Huan and explains why she chose to harm Zhen Huan all these years. Lingrong requests for (toxic) bitter almonds, and Zhen Huan tells Chief Eunuch Su that Lingrong is to want for nothing. Lingrong consumes the bitter almonds while explaining herself to Zhen Huan, asking Zhen Huan for her understanding. Zhen Huan replies that she will neither hate nor forgive Lingrong for her actions, because Lingrong is not worth either emotion. Before Lingrong dies, she gasps "Empress! Kill the Empress!" (皇后！杀了皇后!）Zhen Huan believes that Lingrong wants her to kill the Empress to avenge the wrongs the Empress did to the both of them. The line takes on new significance when she overhears her children playing and a child utters: "Elder sister is chasing elder sister!" (姐姐追着姐姐!) Since Zhen Huan has 2 daughters, both who could be referred to by the other imperial children as "elder sister", Zhen Huan realises that Lingrong's statement could refer to 2 empresses. Instead of "Empress!Kill the Empress!", the line could mean "the empress killed the empress". (This is because Mandarin does not have any tenses in its grammar). Zhen Huan confers with the most senior consorts, Imperial Noble Consort Duan（端皇贵妃, pinyin: duan huangguifei) and Noble Consort Jing (敬贵妃, pinyin: jingguifei), who knew Empress Chun Yuan personally. Both consorts agree that there were suspicious circumstances surrounding Empress Chun Yuan's death. Empress Chun Yuan died in childbirth and had given birth to a stillborn child marked with green bruises. These had originally been thought to be a result of stressful events during her pregnancy. All the three consorts agree that there is a lack of evidence beyond what they know, and cease to speculate. However,they remain suspicious of the Empress due to three factors. First, the Empress had extensive medical knowledge and thus assisted the presiding Imperial Physicians during her sister Chun Yuan's pregnancy. Second, the Empress was known to be merciless. Third, Lingrong had been the Empress' confidante against Zhen Huan for many years and thus her statement could not be easily dismissed.

The Empress continues to pave the way for her adoptive son, the 3rd Prince Hongshi, to be the future emperor. She attempts to discredit and humiliate Zhen Huan's adoptive son, Hongli, the 4th Prince, who she sees as the likeliest rival for the throne. The Empress does so in order to ensure that in the event of her son's succession, the Empress would be the only reigning Empress Dowager. If Hongli became Emperor, the Empress would become the Empress Dowager (母后皇太后）while Zhen Huan would become the Sacred Mother Empress Dowager (圣母皇太后).

The Empress' plans fail when Hongshi attempts to court one of the imperial concubines, Noble Lady Ying. He is caught writing her a love letter. Despite the Emperor's favour towards her, Noble Lady Ying is sentenced to death in order to preserve the reputation of the 3rd Prince and the imperial family. The Empress pins the blame on Noble Lady Ying for seducing the Prince, even though Noble Lady Ying is innocent. Noble Lady Ying had been a servant girl from the 17th Prince's household, so the 17th Prince Yunli and his family are suspected of sabotaging Hongshi's path to the throne. The Emperor punishes his son by slapping him twice, the first for daring to covet the sovereign's concubine and the second for coveting his father's concubine.

Zhen Huan discovers she is pregnant once more, but she is told by her personal physician,Imperial Physician Wei,that she will not be able to carry the baby to term, and she would miscarry the child by her fifth month. She seeks a second opinion from her old friend Imperial Physician Wen, who confirms Imperial Physician Wei's original diagnosis. She asks Imperial Physician Wen to concoct an abortifacient for her. She tells Imperial Physician Wen that if she is to lose the baby, she would use the loss of her advantage. Zhen Huan feigns that the pregnancy is smooth-sailing. At her fifth gestational month, Zhen Huan consumes the brew Imperial Physician Wen has prepared for her. The Emperor, believing her pregnancy to be proceeding as normal, believes the brew to be the usual prenatal tonic soup prescribed to pregnant imperial concubines. Zhen Huan proceeds to confront the Empress about her past misdeeds. The two women get into a heated argument and the Empress pushes Zhen Huan when Zhen Huan seizes her hand. Zhen Huan crashes into the altar of Buddha in her room and passes out. When she awakes, she is surrounded by the Emperor and the other concubines. She is told that she has lost the baby. The Empress tells her that she is young and she will have more children in the future. Zhen Huan weeps at the Empress' callousness and recounts their physical struggle. The Empress accuses her of deliberate sabotage. Imperial Physician Wen points out that Zhen Huan's stomach showed deep red marks, an indication that she had been pushed violently towards a hard surface.The Emperor and the concubines, who had been in an adjoining room during their struggle, argue that only the Empress could have pushed Zhen Huan since only the two of them were in Zhen Huan's chamber. The Empress' guilt is further ascertained when the six-year-old Princess Longyue starts to cry in fear and recounts how the Empress had pushed Zhen Huan. The Empress is placed under house arrest in Jingren Palace.

Her adoptive son, the 3rd Prince Hongshi, complicates their fall from grace by pleading for her release and pleading mercy for his uncles, the former 8th and 14th Princes, who had previously been imprisoned for their conspiracy to seize the throne. The succession dispute over the throne was especially vicious between the Emperor and his two brothers, who maligned him and spread unfounded rumours of his illegitimate succession. Hongshi's pleas angers the Emperor and the Emperor disowns him, stating that if he wanted to plead for the former 8th Prince so badly, he ought to be the former 8th Prince's son. Since the former 8th Prince had been stripped of his imperial titles, his new adoptive son Hongshi accordingly no longer held any imperial titles. The news reaches the Empress, who despairs. She becomes even more determined to kill Zhen Huan so that she could adopt Hongli, the 4th Prince. This is because Hongli is now the Emperor's eldest son and the likeliest candidate to be the next emperor, considering that Zhen Huan's son, the 6th Prince Hongyan, is only a little boy. The Empress' loyal servant, Jianqiu, decides to avenge her mistress and obtains red arsenic (鹤顶红). Jianqiu poisons the food that is to be served to Zhen Huan at an imperial banquet. At the banquet, the young 6th Prince Hongyan wanders around the banquet room and is fascinated by his aunt, Secondary Princess Consort Xian's pregnant belly. He asks to be fed by Secondary Princess Consort Xian, instead of his mother, Zhen Huan. Zhen Huan ladles his portion from her soup bowl and passes it to her servant, who in turn passes it to Secondary Princess Consort Xian. Secondary Princess Consort Xian sips the soup to see if it is cool enough to let the boy drink. She vomits blood almost immediately. The entire imperial family is startled and it is initially believed to be an assassination attempt on the Emperor. Yunli carries Secondary Princess Consort Xian into an adjacent chamber and frantically summons the imperial physicians. The Emperor refuses to retreat to his quarters at Yangxin Hall, insisting that he will stay until the perpetrator is found. The Imperial Physicians arrive and administer medical aid to Secondary Princess Consort Xian. The poison has caused her to vomit blood and sent her into premature labour. The imperial family recalls that the last item Secondary Princess Consort Xian ate consumed was soup from Hongyan's bowl.Imperial Physician Wei inserts silver cutlery into the soup. The silver turns black, indicating the presence of poison. Zhen Huan realises that the soup in Hongyan's bowl was ladled from her bowl. She asks Imperial Physician Wei to test her soup bowl. The silver turns black once more, confirming the presence of poison. The Emperor is outraged at the attempt on Zhen Huan/Noble Consort Xi's life, and the harm done to Secondary Princess Consort Xian. The Emperor asks for the perpetrator to be found. Questioning of the Imperial Kitchen maids reveal that Jianqiu was the only one to come into contact with Zhen Huan's food. Jianqiu is hauled in for interrogation in the presence of the imperial family. She does not deny her guilt and says she did it of her own volition to avenge her mistress. Jianqiu is sent away to the torture chamber for further question. The Emperor also orders the Empress' right-hand man, Eunuch Jiang, to be tortured and interrogated. Secondary Princess Consort Xian gives birth to a son, but dies of haemorrhage and the effects of the poison. The boy is named Yuanche.

Jianqiu and Eunuch Jiang are unable to withstand the torture they receive at the hands of their interrogators. They reveal a comprehensive list of crimes the Empress has committed, including the sabotaging of concubines' pregnancies, attempting to assassinate the 4th Prince, and murdering her own sister, Empress Chun Yuan. The Emperor is crestfallen, since Chun Yuan had been his one true love. He summons the Empress to hear her confession personally. The Empress readily confesses to her crimes, blaming her sister for usurping the Emperor's attention and love away from her. The Empress (Ulanara Yixiu) had married the Emperor (Yinzhen, 4th Prince) before he was crowned. She was born of a secondary spouse and thus conferred the title of Secondary Princess Consort. She would only be conferred the title of Princess Consort after giving birth to her first son. During her pregnancy, her sister Chun Yuan, born of their father's primary spouse, arrived at their manor to accompany her. Yinzhen, the 4th Prince fell in love with her intelligence, beauty, comportment, elegance, kindness and artistic talent. He married Chun Yuan and made her his primary spouse. Yixiu and her son were inadvertently neglected. He died of an undiagnosed illness as an infant just as Chun Yuan fell pregnant. Yixiu resolved to kill Chun Yuan and her baby for what she saw as an exchange for her son's life. Yixiu also wanted to establish herself as the primary spouse after Chun Yuan's death. Yixiu slowly poisoned Chun Yuan over the course of her pregnancy, thus leading to Chun Yuan dying in childbirth and giving birth to a stillborn child. The Emperor flies into a rage as he tells her how Chun Yuan, on her deathbed, made him promise to always be kind to her sister. The Emperor decides to depose the Empress. Zhuxi, the late Empress Dowager's servant, arrives with the Empress Dowager's posthumous decree. The decree reads: "under no circumstances is the Empress to be deposed." The Emperor refuses to obey the decree and says he must get rid of the villainess Lady Ulanara. Zhuxi, as instructed by the Empress Dowager prior to her death, reminds the Emperor that Ulanara blood flows through his veins since his mother had also belonged to the Ulanara clan, that Chun Yuan herself had belonged to the Ulanara clan, and that he had promised Chun Yuan to always treat her sister well. The Emperor relents and allows Yixiu to remain Empress. However, he strips her of her royal regalia, and rescinds the decree proclaiming her as Empress. He orders her to be held under house arrest for life, and that in life and in death, they are never to see each other again.

The Emperor is beset by challenges over the lacklustre campaign against the invading Dzungar forces. The Emperor discovers that the Dzungar army is currently facing an outbreak of smallpox. The Emperor recalls that Imperial Physician Wen developed a cure for smallpox some years back after the outbreak in the palace. The Khan of Dzungar is invited for a state banquet in order to negotiate a potential truce. The Khan sees Noble Consort Xi and remembers her as the lady who saved his life. He threatens to expose her former relationship with Yunli. Noble Consort Xi retains her composure and denies his allegations. They are overheard by the Emperor's personal spy, Xia Yi, who has been tasked to trail the Khan.

The Khan of Dzungar asks for Zhen Huan's hand in marriage in exchange for 2 provinces controlled by Dzungar. The Emperor refuses to trade Zhen Huan and instead offers the Khan the cure for smallpox instead. The Khan agrees to these terms. The Emperor keeps the result of the negotiations secret. He uses the opportunity to test Zhen Huan's loyalty to him, and her relationship with Yunli. He summons Zhen Huan and Yunli. The Emperor tells Chief Eunuch Su that Yunli is not to be allowed into the chambers until the Emperor asks for him. The Emperor tells Zhen Huan that the Khan has asked for her hand in marriage in order to sign a peace treaty with the Qing dynasty. Zhen Huan removes a hair ornament and points the sharp end towards her face, telling the Emperor she would rather disfigure herself and lose the Khan's favour than undergo such humiliation. Yunli arrives at the outer courtyard and is distressed at what he hears. Zhen Huan, grateful for the Emperor's favour and love, agrees to sacrifice herself for the sake of the Emperor's peace of mind and the truce between the warring states.Yunli is unable to control himself and barges into the Emperor's chambers. He objects to her remarriage on the grounds that his brother would become a laughingstock. The Emperor, testing how Yunli would react, insists on the benefits the empire would reap if Zhen Huan were to marry the Khan. Yunli argues that Zhen Huan is the mother of three imperial children, and is therefore of a dignified status, worthy of better treatment than being married off to the Khan. Yunli also asks how the Emperor would reply if Zhen Huan's children were to look for their mother in future. Yunli reminds the Emperor that Dzungar is thousands of miles away; if he were to miss her or regret marrying Zhen Huan off to the Khan, there would be no chance of seeing her ever again. The Emperor remains insistent on marrying Zhen Huan off. Yunli continues to object to her remarriage, arguing that this would set a bad precedent for future political negotiations with Dzungar. Yunli argues that the Qing dynasty would lose its dignity, especially if Dzungar starts to demand trading Qing imperial brides in exchange for political benefits. The Emperor retorts that he is reluctant to marry Zhen Huan off. However, his hand has been forced because the Qing army cannot continue fighting given the rates of wartime attrition. Yunli offers to set off with a battalion of his men, vowing never to return until Dzungar has been subdued. The Emperor asks if his offer is for the sake of the Qing dynasty, or for the sake of Zhen Huan. The Emperor notes that Yunli has never been an impulsive or emotional man, but upon hearing the possibility of Zhen Huan's remarriage, Yunli barged into the royal presence. The Emperor also notes that Yunli has never been interested in politics or governance, but now he has offered to fight battles on her behalf. The Emperor reproaches himself for having been blind to their romance and for turning a deaf ear to rumours of their relationship. Yunli denies any romantic involvement and exclaims that he has spoken in the capacity of a patriotic Qing subject unwilling to see the empire humiliated by Dzungar. Zhen Huan tells the Emperor that she does not fear humiliation on behalf of the empire, but she fears her husband doubting her fidelity. The Emperor says he cannot help but be cautious, since rumours of Yunli's loveless marriage to Yuying have persisted at court. He recalls that the paper cutout resembled Yuying, but it also resembled Zhen Huan. The Emperor says he is hesitant to probe further. The Emperor declares that his final decision is to marry Zhen Huan off to the Khan of Dzungar. Yunli begs him to reconsider. Zhen Huan, not wishing to aggravate the Emperor and to protect Yunli, agrees to the marriage.She expresses her gratitude to the emperor for restoring her to the status of Consort after she had been deposed, and affirms that marrying the Khan is the least she can do to repay the Emperor's grace. The Emperor dismisses Yunli. The Emperor asks Zhen Huan what she intends to do after the marriage ceremony. Zhen Huan says that she is unwilling to be humiliated and to besmirch the Emperor's reputation, implying that she will commit suicide after the marriage ceremony. The Emperor reveals that even if Yunli did fall in love with Zhen Huan, he would not be angry, since it is easy to fall in love with the beautiful Zhen Huan. Zhen Huan is placed in seclusion with a retinue of her servants. To continue the ruse of Zhen Huan's remarriage to test Yunli, the Emperor announces that to the Court that Noble Consort Xi has taken ill and has been placed under quarantine. Yunli foresees that to preserve her dignity and the dignity of the imperial family, she would be announced as dead while a secret entourage conveyed her to Dzungar as the new wife of the Khan. In order to prevent Zhen Huan's remarriage, Yunli assembles his private forces.

When news of an imperial bridal carriage emerging from the Forbidden City breaks in the dead of night, Yunli and his forces give chase. Unbeknownst to Yunli, the carriage only bears the prescription for the cure to smallpox. The Emperor thus ascertains that Yunli is in love with Zhen Huan. The Emperor summons Zhen Huan and informs her of the news. Zhen Huan surmises that Yunli must have done what he did to preserve the dignity of the Qing. Nevertheless, she acknowledges that his reasons for doing so may have arisen for her sake. She asks the Emperor to dole out any punishment he deems fit. The Emperor says he wishes to punish her, but he has no specific reason for doing so. He sees that she has become frail as a result of her house arrest, and believes that she has spent many hours brooding over the issue. To her surprise, the Emperor releases her from her house arrest without any other consequence. He tells her that her children have missed her, and tells her to visit her children. The Emperor wonders if he has let her off too easily. Chief Eunuch Su opines that fundamentally, the issue has nothing to do with Noble Consort Xi. The Emperor agrees, stating that it is Yunli's fault for coveting his sister-in-law. He also reveals that Yunli has pleaded guilty to leading his forces beyond the city gates in pursuit of the bridal carriage, and in atonement for his offence, he has offered to lead his men to the frontline and guard the borders for 3 years.To avoid speculation over why Yunli has chosen to set off for the borders, the Emperor declares Yunli's act one of patriotism and Emperor promotes Yunli to Prince Guo of the First Rank (果亲王) for his military service. The Emperor orders that Yunli is not to return to the capital without an imperial decree. Throughout Yunli's military service at the border, the Emperor receives reports of Yunli's successful military expeditions and his popularity among the soldiers. The Emperor is wary of the military threat his brother can pose to him if Yunli ever decides to seize the throne. The Emperor also recalls how Yunli was their late father's favourite son, and that he very well could have been the reigning Emperor.The Emperor orders Yunli back to the capital after 3 years to better keep an eye on him.

At a banquet he holds in honour of Yunli, both brothers become drunk and the Emperor asks Yunli who he missed the most in his absence. Yunli replies, "my mother". Unbeknownst to Yunli, the Emperor has intercepted letters between Yuying and Yunli. Every letter ends with Yunli enquiring after Noble Consort Xi's welfare. The Emperor realizes that Yunli has not ceased loving Zhen Huan. He arranges to have Yunli poisoned by Zhen Huan. Zhen Huan refuses, but the Emperor manipulates Zhen Huan into complying. The Emperor promises Zhen Huan that upon successful completion of the task, he would invest the 6th Prince, Hongyan, as Crown Prince and the undisputed successor to the throne. The Emperor arranges for Zhen Huan to have dinner with Yunli, where she would serve him poisoned wine from a special flask with two compartments (one with poisoned wine, one without). Yunli and Zhen Huan profess their love for each other. Zhen Huan serves Yunli wine from the compartment without poison. She pours wine for herself from the poisoned compartment. Yunli distracts Zhen Huan and switches the wine glasses.They drink to each other's health and long for their simple life in the countryside. Yunli starts to succumb to the poison and vomits blood. He tells Zhen Huan that he has seen such contraptions before, and that her decision to serve herself the poisoned wine just confirms his choice to save her life. He tells her that even if she had decided to serve him the poisoned wine, he would have willingly drunken it because she made the choice to protect herself. He tells her that he will no longer be around to protect her, and she must learn to protect herself. Yunli dies after letting her know she always will be his only wife. Zhen Huan weeps and laments that she never got the chance to tell him that Lingxi and Hongyan are his children.

Zhen Huan eventually emerges from the chamber. She is received by Xia Yi, who informs her of the Emperor's secret decree: that if anyone other than Noble Consort Xi emerged from the chamber, both Noble Consort Xi and the individual were to be killed without question; and that if only Noble Consort Xi emerged from the chamber, Noble Consort Xi is to be conferred the title of Vice-Empress, with the power to rule the Inner Palaces. Zhen Huan receives the decree and listlessly makes her way from the pavilion. She falls from a flight of steps and shatters her kneecap. Yuying commits suicide at her husband's funeral, wishing to follow him in death. Yuanche is now an orphan and is adopted by his uncle, the 21st Prince and his aunt Yurao. Zhen Huan and the Emperor drift apart after Yunli's death; this is due to the Emperor realizing that Zhen Huan can be brutal, and Zhen Huan's cynicism at the Emperor's ruthlessness.

The Emperor, long noted to be a workaholic, becomes sickly and frail in the years since the death of Yunli, who had been his closest brother. Zhen Huan is informed by Imperial Physician Wei that Noble Lady Ye has consistently requested for cinnabar(朱砂). The Imperial Physicians have not agreed to her request because it is a toxic substance. Zhen Huan, knowing that Noble Lady Ye is slowly poisoning the Emperor, tells Imperial Physician Wei to agree to her request. Noble Lady Ye mixes the cinnabar into the Emperor's tonic pills, which he takes to rejuvenate his health. The Emperor grows weaker and sicker despite his consumption of tonics. The Emperor faints when he observes that Yuanche and Hongyan bear an uncanny resemblance, a resemblance far too similar for boys who were supposed to be cousins. He is confined to bed rest.The Emperor orders Xia Yi to obtain a blood sample from Hongyan once more. Noble Lady Ye is in the vicinity of the princes' chambers when she notices something amiss. She enters Hongyan's chambers to find everyone slumped on the floor. Fearing everyone dead, she goes to Hongyan to check his body for signs of life. She notices a drop of blood from his toe and conveys the children from their chambers to Yongshou Palace. Zhen Huan returns with her trusted servants and has them send the children back to their beds. Zhen Huan thanks Noble Lady Ye for saving "Yunli's children". Noble Lady Ye is overjoyed to find out that she has saved Yunli's children, since she has long carried a torch for Yunli. However, she quickly realises that Zhen Huan must be under investigation and Hongyan is undergoing a paternity test once more. Noble Lady Ye tells Zhen Huan to give her a wide berth as she does not wish to be implicated in Zhen Huan's downfall. Zhen Huan has Xia Yi murdered. The Emperor's condition deteriorates upon a series of discoveries: a low-ranking concubine is discovered to be having an affair with one of her guards, Zhen Huan informs the Emperor that she has had Xia Yi murdered, and that she has only loved Yunli ever since she was exiled. The Emperor confronts her about Hongyan's paternity; Zhen Huan sidesteps the question. The Emperor asks why he and Zhen Huan have grown distant, considering their affectionate marriage in the beginning. Zhen Huan answers that Zhen Huan is no more, having been murdered by the Emperor's cruelty, and in her place is Niuhuru Zhen Huan. Zhen Huan reveals that Jinghe (Meizhuang's daughter) was fathered by Imperial Physician Wen, and Zhen Huan has helped to raise the child all these years. The Emperor dies in a fit of rage. Zhen Huan mourns him privately, remembering the start of their marriage. She announces his death. Her adopted son, the 4th Prince Hongli, ascends the throne as per the Emperor's secret decree proclaiming him the successor to the throne.

Zhen Huan is crowned Sacred Mother Empress Dowager (圣母皇太后), while Empress Chun Yuan is posthumously crowned the Empress Dowager (母后皇太后). Hongli/Emperor Qianlong completely sidesteps the titular Empress Yixiu, who he despises for her schemes against his adoptive mother. Empress Yixiu discovers that she has not been crowned Empress Dowager, as the principal consort of the deceased Emperor, and realises that upon her death, she will not be granted the privilege of being entombed with the deceased Emperor in the Imperial Mausoleum. She will not be buried with the burial honours due an Empress, but only that of a concubine. She discovers that Empress Chun Yuan has been exhumed and buried alongside the Emperor, honouring the Emperor's everlasting love for Chun Yuan. Empress Yixiu loses the only hope she has clung to and commits suicide.

Yuanche is formally listed in the 21st Prince's (Yunxi's) family register, making him his heir, and thus formally ending Yunli's bloodline. The Emperor Qianlong wonders if his adoptive mother (Zhen Huan) will have him deposed once her biological son, the 6th Prince, comes of age. Zhen Huan has no desire for her son to be Emperor. To put the Emperor at ease, and to legitimately continue Yunli's bloodline, she has her son listed in the 17th Prince's family register, making him Yunli's legal heir.
==References==
{{Reflist}}

[[Category:2012 Chinese television series debuts]]

LNER A3 4472 Flying Scotsman

2014-10-02T18:52:53Z

Robevans123: Put some occurrences of Flying Scotsman into italics for consistency

{{EngvarB|date=August 2014}}
{{about|the preserved locomotive|the daily train service between London and Edinburgh|Flying Scotsman (train)|other uses|Flying Scotsman (disambiguation)}}
{{italic title prefixed|18}}
{{Good article}}
{{Infobox Locomotive
| name=''Flying Scotsman''
| powertype=Steam
| image=Flying_Scotsman_in_Doncaster.JPG
| caption=''Flying Scotsman'' in 2003. Despite the LNER livery, the prominent German-style [[smoke deflector]]s and double chimney are BR-era features.
| gauge={{RailGauge|ussg}}
| designer=[[Sir Nigel Gresley]]
| cylindercount=3
| locoweight=96.25 [[long tons|tons]] (97.54 tonnes)
| length=70 feet (21.6 m)
| height=13 feet (4.0 m)
| driverdiameter=80 inches (2.03 m) diameter
| maxspeed=100 mph (161 km/h)
| tractiveeffort=29,385 [[lbf]] (13,329 [[kgf]], 130.7 [[kilonewton|kN]])
| operator=[[London and North Eastern Railway]]
| operatorclass=[[LNER Class A3|A3]]
| whytetype=[[4-6-2]]
| fleetnumbers=1472, renumbered 4472, renumbered 502, renumbered 103, renumbered 60103
| officialname=''Flying Scotsman''
| builddate=1923
| builder=[[Doncaster railway works]]
| retiredate=1963
| restoredate=1968, 2015
| currentowner=[[National Railway Museum]]
}}

The [[London and North Eastern Railway|LNER]] [[LNER Gresley Classes A1 and A3|Class A3]] [[4-6-2|Pacific]] [[steam locomotive]] No. '''4472 ''Flying Scotsman''''' (originally No. 1472) was built in 1923 for the [[London and North Eastern Railway]] (LNER) at [[Doncaster Works]] to a design of [[Nigel Gresley|H.N. Gresley]]. It was employed on long-distance express trains on the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the 10am London to Edinburgh [[Flying Scotsman (train)|Flying Scotsman train service]] after which it was named.

The locomotive is notable for having set two world records for steam traction; becoming the first steam locomotive to be officially authenticated at reaching {{convert|100|mph|sigfig=4}} on 30 November 1934,<ref name=heritagetrail>{{cite web |title=British Railway Heritage - 4472 The Flying Scotsman| url=http://www.theheritagetrail.co.uk/industrial/flying%20scotsman.htm| publisher=theheritagetrail.co.uk |accessdate=6 December 2012}}</ref> and then setting a record for the longest non-stop run by a steam locomotive when it ran {{convert|422|mi|km}} on 8 August 1989 while in Australia.<ref>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|pages=112, 121}}</ref>

Retired from regular service in 1963 after covering {{convert|2076000|mi}},<ref name=heritagetrail/><ref>{{cite web|title=Hornby Direct Hormby Railroad R3086 Flying Scotsman|url=http://www.hornby-direct.com/hornby-railroad-r3086.html|accessdate=31 October 2012}}</ref><ref name=flyingscotsmancoin>{{cite web|title=The Flying Scotsman|url=http://www.royalmint.com/en/olympic-games/explore-your-coin/flying-scotsman|publisher=[[The Royal Mint]]|accessdate=31 October 2012}}</ref> ''Flying Scotsman'' gained considerable fame in preservation under the ownership of [[Alan Pegler]], [[Sir William McAlpine, 6th Baronet|William McAlpine]], [[Tony Marchington]] and finally the [[National Railway Museum]]. As well as hauling enthusiast specials in the United Kingdom, the locomotive toured extensively in the United States (from 1969 to 1973)<ref>The 1969 tour attracted great publicity. Bassett-Lowke, the famed model makers, issued a Limited Edition volume (5000 copies) in celebration. "Bassett-Lowke Railways: A Commemorative Edition" (1969).</ref> and Australia (from 1988 to 1989). ''Flying Scotsman'' has been described as the world's most famous steam locomotive.<ref name=vintage>{{cite book|author=Malpass, Dare & Jenkins|title=A Vintage Year for Steam|publisher=[[Australian Railway Historical Society]]|location=Melbourne|year=1992|page=97}}</ref><ref>{{cite book|author=David Clifford|title=The World's Most Famous Steam Locomotive - Flying Scotsman|publisher=Finial Publishing|location=Swanage|year=1997|isbn=1-900467-02-X}}</ref>

==History==
The locomotive was completed in 1923, construction having been started under the auspices of the [[Great Northern Railway (Great Britain)|Great Northern Railway]] (GNR). It was built as an [[LNER Gresley Classes A1 and A3|A1]], initially carrying the GNR number 1472, because the LNER had not yet decided on a system-wide numbering scheme.<ref name=RCTS2A9ibc>{{cite book |last1=Boddy |first1=M.G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.B. |authorlink3=Willie Yeadon |editor-last=Fry |editor-first=E.V. |title=Part 2A: Tender Engines – Classes A1 to A10 |series=Locomotives of the L.N.E.R. |date=August 1986 |origyear=1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 |page=9, inside back cover |ref=harv }}</ref>

''Flying Scotsman'' was something of a flagship locomotive for the LNER. It represented the company at the [[British Empire Exhibition]] at [[Wembley]] in 1924 and 1925. Before this event, in February 1924 it acquired its name and the new number of '''4472'''.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=9, 73, inside back cover}}</ref> From then on it was commonly used for promotional purposes.

With suitably modified [[valve gear]], this locomotive was one of five Gresley Pacifics selected to haul the prestigious non-stop [[Flying Scotsman (train)|Flying Scotsman]] train service from [[London]] to [[Edinburgh]], hauling the inaugural train on 1 May 1928. For this the locomotives ran with a new version of the large eight-wheel tender which held 9 [[long ton|tons]] of coal. This and the usual facility for water replenishment from the [[Track pan|water trough]] system enabled them to travel the {{convert|392|mi|km}} from London to Edinburgh in eight hours non-stop. The tender included a [[corridor connection]] and tunnel through the water tank giving access to the locomotive cab from the train to permit replacement of the driver and fireman without stopping the train. The following year the locomotive appeared in the film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]''. On 30 November 1934, driven by Bill Sparshatt and running a light test train, 4472 became the first steam locomotive to be ''officially'' recorded at {{convert|100|mi/h|km/h|abbr=on|sigfig=4}} and earned a place in the [[land speed record for rail vehicles|land speed record for railed vehicles]]; the publicity-conscious LNER made much of the fact.<ref name=heritagetrail/><ref>{{cite news | title = National Rail Museum appeal on Flying Scotsman | newspaper = Nottingham Post | location = Nottingham | date = 22 January 2009 | url = http://www.nottinghampost.com/SOS-appeal-Flying-Scotsman-renovation/story-12272002-detail/story.html | accessdate = 22 December 2013}}</ref>

On 22 August 1928, there appeared an improved version of this Pacific type classified A3; older A1 locomotives were later rebuilt to conform. On 25 April 1945, A1-class locomotives not yet rebuilt were reclassified A10 to make way for newer [[LNER Thompson Class A1/1|Thompson]] and [[LNER Peppercorn Class A1|Peppercorn Pacifics]]. ''Flying Scotsman'' emerged from Doncaster works on 4 January 1947 as an A3, having received a boiler with the long "banjo" dome of the type it carries today. By this time it had been renumbered twice: under [[Edward Thompson (engineer)|Edward Thompson's]] comprehensive renumbering scheme for the LNER, it became No. 502 in January 1946; but in May the same year, under an amendment to that plan, it become No. 103.<ref name=RCTS2A9ibc /> Following nationalisation of the railways on 1 January 1948, almost all of the LNER locomotive numbers were increased by 60000, and No. 103 duly became 60103 in December 1948.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|loc=inside back cover}}</ref>

[[File:Berwyn No 60103 Flying Scotsman.jpg|thumb|right|''Flying Scotsman'' wearing its British Railways livery and numbering, equipped with double chimney and smoke deflectors]]
Between 5 June 1950 and 4 July 1954, and between 26 December 1954 and 1 September 1957, under [[British Rail]]ways ownership, it was allocated to Leicester Central shed on the Great Central, running [[Nottingham Victoria railway station|Nottingham Victoria]] to [[Marylebone station|London Marylebone]] services via [[Leicester Central railway station|Leicester Central]].

All A3 Pacifics were subsequently fitted with a double [[Kylchap]] chimney to improve performance and economy. This caused soft exhaust and smoke drift that tended to obscure the driver's forward vision; the remedy was found in the German-type [[smoke deflector]]s fitted from 1960, which somewhat changed the locomotives' appearance but solved the problem.<ref>Reed Brian "LNER non-streamlined Pacifics" Profile Publications, Windsor, UK. Undated – 1960s: p. 22</ref>

==Preservation==
[[File:LNER 4472 on Jefferson March 1972xRP - Flickr - drewj1946.jpg|thumb|left|''Flying Scotsman'' at San Francisco's Fisherman's Wharf, March 1972]]
In 1962, [[British Railways]] announced that they would scrap ''Flying Scotsman''.<ref name=Herring>{{Cite book
|last=Herring |first=Peter
|title=Yesterday's Railways
|publisher=David & Charles
|year=2002
|page=130
}}</ref> Number 60103 ended service with its last scheduled run on 14 January 1963.<ref>{{cite news|title=Anniversaries of 2013|url=http://www.telegraph.co.uk/history/9770133/Anniversaries-of-2013.html|newspaper=Daily Telegraph|date=28 December 2012}}</ref>

Proposed to be saved by a group called "Save Our Scotsman", they were unable to raise the required £3,000, the scrap value of the locomotive. Having first seen the locomotive at the [[British Empire Exhibition]] in 1924,<ref name=TimesObit/> in 1961 [[Alan Pegler]] had received £70,000 for his share holding when Northern Rubber was sold to Pegler's Valves, a company started by his grandfather.<ref name=GuardObit/> Pegler stepped in and bought the locomotive outright, with the political support of [[Harold Wilson]].<ref name=TelgObit/> He spent the next few years spending large amounts of money having the locomotive restored at [[Doncaster Works]] as closely as possible to its LNER condition: the smoke deflectors were removed; the double chimney was replaced by a single chimney; and the [[tender locomotive|tender]] was replaced by one of the [[Corridor tender|corridor type]] with which the locomotive had run between 1928 and 1936. It was also repainted into LNER livery, although the cylinder sides were painted green, whereas in LNER days they were always black. Pegler then persuaded the [[British Railways Board]] to let him run enthusiasts specials, then the only steam locomotive running on mainline British Railways.<ref name=TelgObit/> It worked a number of rail tours, including a non-stop London–Edinburgh run in 1968 – the year steam traction officially ended on BR. In the meantime, the watering facilities for locomotives were disappearing, so in September 1966 Pegler purchased a second corridor tender, and adapted as an auxiliary water tank; retaining its through gangway, this was coupled behind the normal tender.<ref>{{harvnb|Boddy|Neve|Yeadon|1986|pp=68–69, 70, 88}}</ref>
[[File:4472 FLYING SCOTSMAN at Steamtown Railway Museum.jpg|thumb|right|''Flying Scotsman'' at [[Carnforth]] in 1982 with original single chimney and without the later German-style smoke deflectors]]
Pegler had a contract permitting him to run his locomotive on BR until 1972, but following overhaul in the winter of 1968–69 then [[Prime Minister]] Wilson agreed to support Pegler via the [[Trade Department]] running the locomotive in the [[United States]] and [[Canada]] to support British exports. To comply with local railway regulations, it was fitted with: a [[cowcatcher]]; bell; [[buckeye coupling]]s; American-style whistle;<ref>{{harvnb|Boddy|Neve|Yeadon|1986|p=88}}</ref> air brakes; and high-intensity headlamp. Starting in [[Boston, Massachusetts]],<ref name=GuardObit/> the tour ran into immediate problems, with some states seeing the locomotive as a fire-hazard, and there-by raising costs through the need for diesel-headed-haulage through them. However, the train ran from Boston to [[New York]], [[Washington, D.C.|Washington]] and [[Dallas]] in 1969; from [[Texas]] to [[Wisconsin]] and finishing in [[Montreal]] in 1970; and from [[Toronto]] to [[San Francisco]] in 1971 — a total of {{convert|15400|mi}}.<ref name=TimesObit/>

However, in 1970 [[Ted Heath]]'s Conservatives ousted Wilson's Labour Party, and withdrew financial support from the tour; but Pegler decided to return for the 1970 season. By the end of that season's tour, the money had run out and Pegler was £132,000 in debt, with the locomotive in storage at the [[US Army]] [[French Camp, California|Sharpe Depot]] to keep it away from unpaid creditors.<ref name=TimesObit/> Pegler worked his passage home from San Francisco to England on a [[P&O Cruises|P&O]] cruise ship in 1971, giving lectures about trains and travel; he was declared [[bankrupt]] in the [[High Court]] 1972.<ref name=TimesObit>{{cite web|url=http://www.whrsoc.org.uk/WHRProject/2012/AlanPeglerTheTimesObituary.pdf|title=Obituary - Alan Peglar|publisher=[[The Times]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref name=GuardObit>{{cite news|last=Johnson|first=Peter|title=Alan Pegler obituary|url=http://www.guardian.co.uk/theguardian/2012/mar/25/alan-pegler-obituary|newspaper=The Guardian|date=25 March 2012}}</ref><ref name=TelgObit>{{cite web|url=http://www.telegraph.co.uk/news/obituaries/9156363/Alan-Pegler.html|title=Obituary - Alan Peglar|publisher=[[Daily Telegraph]]|date=25 March 2012|accessdate=25 May 2013}}</ref><ref>[http://www.festrail.co.uk/content/publish/news/Alan_Francis_Pegler_OBE.shtml Ffestiniog & Welsh Highland Railways - Alan Francis Pegler OBE]</ref>
[[File:Flying Scotsman ready for US tour c1969.png|thumb|''Flying Scotsman'' ready for US tour c1969]]
Fears then arose for the engine's future, the speculation being that it could take up permanent residence in America or even be cut up. After [[Alan Bloom (plantsman)|Alan Bloom]] made a personal phone call to him in January 1973, [[Sir William McAlpine, 6th Baronet|William McAlpine]] stepped in and bought the locomotive for £25,000 direct from the finance company in [[San Francisco]] docks. After its return to the UK via the [[Panama Canal]] in February 1973, McAlpine paid for the locomotive's restoration at [[Derby Works]]. Trial runs took place on the [[Dartmouth Steam Railway|Paignton and Dartmouth Steam Railway]] in summer 1973, after which it was transferred to [[Steamtown (Carnforth)]], from where it steamed on various tours.<ref name="RailPep">{{cite web|url=http://www.railwaypeople.com/rail-news-articles/sir-william-mcalpine-talks-to-andy-milne-1087.html|title=Sir William McAlpine talks to Andy Milne|publisher=Railway people|date=20 June 2006}}</ref>
[[File:LNER 4472 Seymour 1989.jpg|thumb|left|''Flying Scotsman'' at [[Seymour railway station]], Victoria in 1989, equipped with electric lighting and air brakes for operation on Australian railways<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 98}}</ref>]]
In 1988 the organizers of the Aus Steam 88 event were interested in having LNER A4 No 4468 Mallard visit Australia for Australia's bicentennial celebrations that year. Unfortunately due to 4468's 50th anniversary of her world record breaking run she was unavailable and 4472 was recommended as her worthy replacement. In October 1988 ''Flying Scotsman'' arrived in [[Australia]]<ref>{{cite journal|title=Flying Scotsman's Australian Visit: 20 Years on|author=O'Neil, Shane|journal=[[Australian Railway History]]|date=August 2008|pages=265–272}}</ref> to take part in that country's [[Australian Bicentenary|bicentenary]] celebrations as a central attraction in the [[Aus Steam '88]] festival. During the course of the next year it travelled more than {{convert|45000|km|mi}} over Australian rails, concluding with a return transcontinental run from [[Sydney]] to [[Perth, Western Australia|Perth]] via [[Alice Springs]] in which it became the first steam locomotive to travel on the recently built standard gauge [[Central Australia Railway]].<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |page = 59}}</ref> Other highlights included ''Flying Scotsman'' [[double-heading]] with [[New South Wales Government Railways|NSWGR]] Pacific locomotive [[3801]], a triple-parallel run alongside [[Irish gauge|broad gauge]] [[Victorian Railways R class]] locomotives, and parallel runs alongside [[South Australian Railways]] locomotives [[South Australian Railways 520 class|520]] and [[South Australian Railways 620 class|621]]. Its visit to Perth saw a reunion with [[GWR 4073 Class]] [[GWR 4073 Class 4079 Pendennis Castle|''Pendennis Castle'']], which had been exhibited alongside ''Flying Scotsman'' at the 1924 British Empire Exhibition.<ref>{{cite book|author=Malpass, Dare & Jenkins| title=A Vintage Year for Steam | publisher=[[Australian Railway Historical Society]] | location=Melbourne |year=1992 |pages=64, 66 }}</ref> On 8 August 1989 ''Flying Scotsman'' set another record en route to Alice Springs from Melbourne, travelling {{convert|679|km|mi}} from [[Parkes, New South Wales|Parkes]] to [[Broken Hill, New South Wales|Broken Hill]] non-stop, the longest such run by a steam locomotive ever recorded.<ref name=vintage /> The same journey also saw ''Flying Scotsman'' set its own haulage record when it took a 735 ton train over the {{convert|490|mi|adj=on}} leg between [[Tarcoola, South Australia|Tarcoola]] and Alice Springs.<ref>{{citation | last = Batchelder | first = Alf | title = Memories of the Flying Scotsman in 1988: Farewell | journal = Branchline | pages = 7 | publisher = Castlemaine and Maldon Railway Preservation Society | date = June 2013}}</ref>

''Flying Scotsman'' returned to Britain in 1990 and continued working on the mainline until her mainline certificate expired in 1993. 4472 then toured preserved railways and to raise funds for her upcoming overhaul was returned to BR condition with the refitting of the German style smoke deflectors, refitting of the double chimney and repainting of the locomotive into BR Brunswick green. By 1995 it was in pieces at [[Southall Railway Centre]] in West London, owned by a consortium that included McAlpine as well as music guru and well-known railway enthusiast [[Pete Waterman]]. Facing an uncertain future owing to the cost of restoration and refurbishment necessary to meet the stringent engineering standards required for main line operation, salvation came in 1996 when [[Tony Marchington|Dr Tony Marchington]], already well known in the vintage movement, bought the locomotive, and had it restored over three years to running condition at a cost of £1 million,<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/uk/318968.stm|title=Scotsman flying high|publisher=BBC News|date=14 April 1999|accessdate=16 January 2011}}</ref> a restoration which is still recognised as the most extensive in the locomotive's history. Marchington's time with the ''Flying Scotsman'' was documented in a documentary, the [[Channel 4]] programme ''A Steamy Affair: The Story of Flying Scotsman.''<ref name=integra>{{cite web|url=http://kb.integracommunications.co.uk/article.php?id=0000000336|title=Dr Tony Marchington confirmed as Dinner speaker|publisher=Integra Communications|accessdate=16 January 2011}}{{dead link|date=November 2012}}</ref>
[[File:Flying Scotsman 2005.jpg|thumb|right|''Flying Scotsman'' at Leamington Spa, Warwickshire UK. October 2005]]
With ''Flying Scotsman's'' regular use both on the [[Venice-Simplon Orient Express#Orient Express in Britain|VSOE Pullman]] and with other events on the main line, in 2002, Marchington proposed a business plan, which included the construction of a "Flying Scotsman Village" in [[Edinburgh]], to create revenue from associated branding. After floating on [[PLUS Markets Group|OFEX]] as '''Flying Scotsman plc''' in the same year,<ref name=integra/> in 2003 Edinburgh City Council turned down the village plans, and in September 2003 Marchington was declared [[bankrupt]].<ref name=Indp569244>{{cite news|url=http://www.independent.co.uk/news/uk/home-news/flying-scotsman-may-be-sold-abroad-569244.html|title=Flying Scotsman may be sold abroad|author=Michael Williams|publisher=The Independent|date=8 February 2004|accessdate=16 January 2011}}</ref> At the company's AGM in October 2003, CEO [[Peter Butler (politician)|Peter Butler]] announced losses of £474,619, and with a £1.5 million overdraft at [[Barclays Bank]] and stated that the company only had enough cash to trade until April 2004. The company's shares were suspended from OFEX on 3 November 2003 after it had failed to declare interim results.<ref name=Indp569244/>

With the locomotive effectively placed up for sale, after a high-profile national campaign it was bought in April 2004 by the [[National Railway Museum]] in [[York]],<ref>{{cite journal|author=Scott, Andrew|title=How we saved the ''Flying Scotsman''|journal=Railway Magazine|volume=150|issue=1238|pages=14–19|date=June 2004}}</ref> and it is now part of the National Collection. After 12 months of interim running repairs, it ran for a while to raise funds for its forthcoming 10-year major overhaul.

[[File:Flying Scotsman under repair.JPG|thumb|In the Museum's workshops in 2012 for restoration]]
In January 2006, ''Flying Scotsman'' entered the Museum's workshops for a major overhaul to return it to Gresley's original specification and to renew its boiler certificate; originally planned to be completed by mid 2010 if sufficient funds were raised,<ref>{{cite web|url=http://www.flyingscotsman.org.uk/ |title=NRM – Keep Scotsman Steaming Appeal! |publisher=Flyingscotsman.org.uk |accessdate=21 December 2012}}</ref><ref>{{cite journal|author=Courtney, Geoff|title=NRM in £250K Flying Scotsman boiler SOS|journal=Heritage Railway|volume=120|pages=8–10|date=January–February 2009}}</ref><ref>{{cite journal|author=Streeter, Tony|title=Flying Scotsman – the real story|journal=Steam Railway|volume=359|pages=60–2|date=February–March 2009}}</ref> but late discovery of additional problems meant it would not be completed on time.<ref>{{cite web|title=Flying Scotsman due to return late spring 2012|publisher=[[National Railway Museum]]|date=30 September 2011|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2011/September/scotsmansept11.aspx|archiveurl=http://www.webcitation.org/62cuHASQq|archivedate=22 October 2011}}</ref><ref>{{cite journal|first=Gary|last=Boyd-Hope|title=''Flying Scotsman'' will not return until late spring, says NRM|journal=Steam Railway|volume=394|date=14 October – 10 November 2011|pages=6–7}}</ref><ref>{{cite journal|first=Robin|last=Jones|title=''Flying Scotsman'': repair bill to hit £2.6 million|journal=Heritage Railway|volume=156|date=27 October – 23 November 2011|pages=36–7}}</ref> In October 2012, the Museum published a report examining the reasons for the delay and additional cost.<ref name=NRM2012-10-26>{{cite web |last= Meanley |first= Robert |title= A report for the Trustees of the Science Museum Group into the restoration of A3 Class Pacific Flying Scotsman and associated engineering project management |publisher= [[National Railway Museum]] |date= 26 November 2012 |url= http://www.nrm.org.uk/AboutUs/~/media/Files/NRM/PDF/Scotsman.pdf |archiveurl= http://www.webcitation.org/6C4X3YBx3 |archivedate= 10 November 2012}}</ref> The locomotive was moved in October 2013 to [[Bury]] for work to return it to running condition in 2015.<ref>{{cite web|last=National Railway Museum|title=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2013/October/scotsman-update-Oct2013.aspx|url=http://www.nrm.org.uk/AboutUs/PressOffice/PressReleases/2013/October/scotsman-update-Oct2013.aspx|accessdate=4 November 2013}}</ref>

The bay in which the locomotive was being refurbished was on view to visitors to the NRM but the engine was rapidly dismantled to such an extent that the running plate was the only component recognisable to the casual observer. Early in 2009 it emerged that the overhaul would see the loco reunited with the last remaining genuine A3 boiler (acquired at the same time as the locomotive as a spare). The A4 boiler that the loco had used since the early 1980s was sold to [[Jeremy Hosking]] for potential use on his locomotive, [[LNER Class A4 4464 Bittern|LNER Class A4 4464 ''Bittern'']].<ref>{{cite journal|author=Courtney, Geoff|title=NRM sells Scotsman boiler in hush-hush deal|journal=Heritage Railway|volume=121 |page=6 |date=February–March 2009}}</ref>

===Debate over restoration===
[[File:Flying Scotsman 2007.jpg|thumb|right|In the NRM Workshop (18 November 2007)]]
Choice of livery is an emotive subject amongst some of those involved in the preservation of historic rolling stock, and ''Flying Scotsman'' has attracted more than its fair share{{Citation needed|date=December 2008}} due to 40 years continuous service, during which the locomotive underwent several changes to its livery.

Alan Pegler's preferred option was evidently to return the locomotive as far as possible to the general appearance and distinctive colour it carried at the height of its fame in the 1930s. A later option was to re-install the double [[Kylchap]] chimney and German [[smoke deflector]]s that it carried at the end of its career in the 1960s, which encouraged more complete combustion, a factor in dealing with smoke pollution and fires caused by spark throwing.

More recently, until its current overhaul it was running in a hybrid form, retaining the modernised exhaust arrangements while carrying the LNER 'Apple Green' livery of the 1930s. Some believe that the more famous LNER colour scheme should remain, while others take the view that, to be authentic, only BR livery should be used when the loco is carrying these later additions. The subject is further complicated by the fact that, while she was in Brunswick Green in BR service, the locomotive never ran with its corridor tender.

The National Railway Museum (NRM) announced on 15 February 2011 that ''Flying Scotsman'' will be painted in LNER Wartime Black livery when it undergoes its steam tests and commissioning runs. The letters 'NE' appear on the sides of the tender, along with the number '103' on one side of the cab and '502' on the other – the numbers it was given under the LNER's renumbering system. ''Flying Scotsman'' will be repainted in its familiar-look Apple Green livery in the summer, but remained in black for the NRM's Flying Scotsman Preview Weekend which took place on 28–30 May 2011. Furthermore, during the [[National Railway Museum]]'s 'railfest' event on 2–10 June 2012, ''Flying Scotsman'' was in attendance, being kept in front of Mallard in a siding, still in its Wartime Black livery.<ref>{{cite web |url=http://rail-news.com/2011/02/15/wartime-black-livery-for-flying-scotsman/ |title=Wartime black livery for Flying Scotsman |date=15 February 2011 |accessdate=11 March 2011 }}</ref> A report on the restoration was published, in redacted form, on 7 March 2013.<ref>http://www.nrm.org.uk/aboutus/~/media/Files/NRM/PDF/NRM%20Flying%20Scotsman%20Final%20Report.pdf</ref>

==In popular culture==
Because of the LNER's emphasis on using the locomotive for publicity purposes, and then its eventful preservation history, including two international forays, it is arguably one of the most famous locomotives in the world today,{{citation needed|date=November 2012}} and no doubt among the most famous in the UK. One of its first film appearances was in the 1929 film ''[[The Flying Scotsman (1929 film)|The Flying Scotsman]]'', which featured an entire sequence set aboard the locomotive.<ref name=theartsdesk>{{cite web|last=Fuller|first=Graham|title=DVD: The Flying Scotsman (1929) {{!}} Film reviews, news & interviews | url=http://www.theartsdesk.com/film/dvd-flying-scotsman-1929|publisher=The Arts Desk|accessdate=31 October 2012|date=March 2011}}</ref>

In 1986, ''Flying Scotsman'' appeared in a ''[[British Rail]]'' TV advert.

''Flying Scotsman'' was featured in [[The Railway Series]] books by the [[Wilbert Awdry|Rev. W. Awdry]]. The locomotive visited the fictional [[Sodor (fictional island)|Island of Sodor]] in the book ''[[Enterprising Engines]]'' to visit its only remaining brother: Gordon. At this time it had two tenders, and this was a key feature of the plot of one of the stories, "Tenders for Henry". When the story was filmed for the television series [[Thomas & Friends]], renamed as "Tender Engines" only ''Flying Scotsman's'' two tenders were seen outside a shed.<ref name=S02E21>{{cite episode
| title = [[Thomas and Friends - Season 3|Tender Engines]]
| series = Thomas and Friends
| serieslink = Thomas and Friends
| credits = [[Wilbert Awdry|Rev. W. Awdry]] (author, [[Enterprising Engines]]), [[Britt Allcroft]] (producer), [[David Mitton]] (director)
| network = [[ITV Network|ITV]]
| airdate = 1992-02-17
| seriesno = 3
| number = 20
| minutes =
}}</ref> He originally was intended to have a larger role in this episode, but because of budgetary constraints, the modelling crew could not afford to build the entire engine.<ref>{{cite web |url=http://www.sodor-island.net/steveasquithinterview.html |title=Steve Asquith – 25 Years On The Model Unit |accessdate=8 July 2010 }}</ref> 

"Flying Scotsman" appeared in the 2000 film ''[[102 Dalmatians]]'' preparing to haul the [[Orient Express]].

The locomotive was the first choice for the [[Top Gear Race to the North|"''Top Gear'' Race to the North]]", though due to an overhaul was unable to attend, so the position went to [[LNER Peppercorn Class A1 60163 Tornado|LNER Peppercorn Class A1 60163 ''Tornado'']] instead.<ref>{{cite journal |journal=Steam Railway Magazine
|volume=[http://www.greatmagazines.co.uk/store/displayitem.asp?sid=92&id=29957&custid=19@06@20098730@8753555719# Issue 363]
|publisher=[[Bauer Media Group]]
|date=29 May – 25 June 2009
}}</ref>

A model of the ''Flying Scotsman'' appeared in Episode 6 and ''The Great Train Race'' episodes of [[James May's Toy Stories]]. It was [[James May]]'s personal childhood model and was chosen by him to complete a world record for the longest model railway.<ref name=hornby>{{cite web|title=BBC Two- James May's Toy Stories, Series 1, Hornby|url=http://www.bbc.co.uk/programmes/b00pl8lw|publisher=BBC|accessdate=31 October 2012}}</ref> The train was meant to travel 7 miles from [[Barnstaple]] to [[Bideford]], in [[North Devon]] and it failed early in the trip in Episode 6<ref name=hornby /> but managed to complete it in ''The Great Train Race'' which took place on 16 April 2011.<ref>{{cite web|title=BBC Two - James May's Toy Stories, The Great Train Race|url=http://www.bbc.co.uk/programmes/b0120z75|publisher=BBC|accessdate=31 October 2012}}</ref>

One of the specially produced [[Five pounds (British coin)|£5 coin]]s for the [[2012 Summer Olympics]] featured an engraving of the ''Flying Scotsman'' on the back.<ref name=flyingscotsmancoin />

"Flying Scotsman" is included as a locomotive in the PC simulation game [[Microsoft Train Simulator]].<ref name=Deafgamers>{{cite web|title=Microsoft Train Simulator|url=http://www.deafgamers.com/oldreviews/mstrainsimulator.htm|publisher=Deafgamers|accessdate=27 December 2012}}</ref>

==References==
{{Portal|Trains|UK Railways}}
{{Reflist}}
{{Authority control|VIAF=127126797|LCCN=nr/98/005100}}

==Further reading==
* {{cite book|author=Clifford, David (comp.)|title=The world's most famous steam locomotive: Flying Scotsman|publisher=Finial|location=Swanage|year=1997|isbn=1-900467-02-X}}
* {{cite book|author=Harris, Nigel (ed.)|title=Flying Scotsman – a locomotive legend|publisher=Silver Link Publishing|location=St Michaels on Wyre|year=1988}}
* {{cite book|author=Hughes, Geoffrey|title=Flying Scotsman: the people’s engine|publisher=Friends of the National Railway Museum Enterprises|location=York|year=2004|isbn=0-9546685-3-7}}
* {{cite book|author=Nicholson, Peter|title=Flying Scotsman – the world's most travelled steam locomotive|publisher=Ian Allan|location=Shepperton|year=1999|isbn=0-7110-2744-7}}
* {{cite book|author=Pegler, Alan, et al.|title=Flying Scotsman|publisher=Ian Allan|location=Shepperton|edition=3rd|year=1976|isbn=0-7110-0663-6}}
* {{cite book|author=Roden, Andrew|title=Flying Scotsman|location=London|publisher=Aurum|year=2007|isbn=978-1-84513-241-5}}
* {{cite book|author=Sharpe, Brian|title=Flying Scotsman: the legend lives on|publisher=Mortons Media|location=Horncastle|year=2005}}

==External links==
{{Commons category|LNER Class A3 4472 Flying Scotsman}}
*[http://www.flyingscotsman.org.uk/ National Railway Museum's site] about Flying Scotsman [[Flying Scotsman (train)|train]] and locomotive
*[http://www.ssplprints.com/search.php?keywords=flying+scotsman&page=1&numperpage=8&idx=4&ref=wiki&ad=sspl02 The official National Railway Museum print website] containing many Flying Scotsman prints and posters
*[http://www.hornbyrailways.com/prodimg/lrg6148.jpg Photo: from Gresley Society]{{dead link|date=November 2012}}
*[http://www.bbc.co.uk/nationonfilm/topics/railways/background_rise.shtml BBC "Nation on Film"] article with historic films of Flying Scotsman in steam.
*[http://www.lner.info/locos/A/a1a3a10.shtml The LNER Encyclopedia page for the Gresley A1/A3s including Flying Scotsman]
*[http://www.southernsteamtrains.com/flyingscotsman.htm History of the Flying Scotsman by Southern Steam Trains]

{{LNER Locomotives|state=collapsed}}

[[Category:Individual locomotives of Great Britain|Flying Scotsman]]
[[Category:4-6-2 locomotives]]
[[Category:Preserved London and North Eastern Railway steam locomotives]]
[[Category:Railway locomotives introduced in 1923]]
[[Category:Companies formerly listed on the London Stock Exchange]]

GWR-Klasse 4900

2014-10-01T15:43:06Z

Robevans123: /* Accidents and incidents */ copyedit

{{Infobox Locomotive
|powertype= Steam
|name = GWR 4900 Class
|image = GWR 4900 Class 4953 Pitchford Hall.jpg
|caption = Preserved 4953 ''Pitchford Hall''
|designer = [[Charles Collett]]
|builder = GWR [[Swindon Works]]
|builddate = 1928–1943
|totalproduction = 259
|whytetype = [[4-6-0]]
|gauge = {{RailGauge|sg}}
|leadingdiameter = {{convert|3|ft|0|in|abbr=on}}
|driverdiameter = {{convert|6|ft|0|in|abbr=on}}
|minimumcurve = {{convert|8|chain}} normal, {{convert|7|chain}} slow
|length = {{convert|63|ft|0+1/4|in|m|2|abbr=on}} over buffers
|width = {{convert|8|ft|11+1/4|in|m|2|abbr=on}}
|height = {{convert|13|ft|3+1/4|in|m|2|abbr=on}}
|axleload = {{TonCwt to t|18|19}}
|weightondrivers = {{TonCwt to t|57|0}}
|locoweight = {{TonCwt to t|75|0}}
|tenderweight = {{TonCwt to t|46|14}}
|fueltype = Coal
|fuelcap =
|watercap = {{convert|4000|impgal|abbr=on}}
|boilerpressure = {{convert|225|lbf/in2|abbr=on}}
|firearea = {{convert|27.07|sqft}}
|tubesandflues = {{convert|1686.60|sqft}}
|fireboxarea = {{convert|154.78|sqft}}
|superheaterarea = {{convert|262.62|sqft}}
|cylindercount = Two, outside
|cylindersize = {{convert|18.5|x|30|in|abbr=on}}
|tractiveeffort = {{convert|27275|lbf|abbr=on}}
|operator = [[Great Western Railway|GWR]] » [[British Railways|BR]]
|powerclass= ''GWR:'' D, ''BR:'' 5MT
|fleetnumbers = 4900–4999, 5900–5999, 6900–6958
|officialname = Hall
|axleloadclass = ''GWR:'' Red
|withdrawndate = 1960–1965
|preservedunits = [[GWR 4900 Class 4920 Dumbleton Hall|4920]], [[GWR 4900 Class 4930 Hagley Hall|4930]], [[GWR 4900 Class 4936 Kinlet Hall|4936]], [[GWR 4900 Class 4942 Maindy Hall|4942]], [[GWR 4900 Class 4953 Pitchford Hall|4953]], [[GWR 4900 Class 4965 Rood Ashton Hall|4965]], [[GWR 4900 Class 4979 Wootton Hall|4979]], [[GWR 4900 Class 5900 Hinderton Hall|5900]], [[GWR 4900 Class 5952 Cogan Hall|5952]], [[GWR 4900 Class 5967 Bickmarsh Hall|5967]], [[GWR 4900 Class 5972 Olton Hall|5972]]
|disposition = 11 preserved or extant, remainder scrapped
}}

The [[Great Western Railway]] (GWR) '''4900 Class''' or '''Hall Class''' is a class of [[4-6-0]] [[mixed traffic]] [[steam locomotive]]s designed by [[Charles Collett]]. A total of 259 were built, numbered 4900–4999, 5900–5999 and 6900–6958. The [[LMS Stanier Class 5 4-6-0]] and [[LNER Thompson Class B1]] both drew heavily on design features of the Hall Class. After nationalisation in 1948, [[British Railways]] gave them the [[power classification]] 5MT.

== Overview ==
===Prototype===
The prototype was rebuilt from [[GWR 2900 Class|GWR Saint Class]] number 2925 ''Saint Martin'' in 1924 with smaller driving wheels. Additionally the cylinders were realigned in relation to the driving axle and a more modern 'Castle'-type cab was fitted. The rebuilt ''Saint Martin'' emerged from Swindon in 1924 and, renumbered 4900, embarked on three years of trials. During this period Collett introduced other modifications. The pitch of the taper boiler was altered and outside steam pipes were added.

===Production===
Satisfied with no.4900's performance Collett placed an order with Swindon works and the first of the new two-cylinder Halls entered service in 1928. They differed little from the prototype; the bogie wheel diameter had been reduced by two inches from {{convert|3|ft|2|in|m|3|abbr=on}} to {{convert|3|ft|0|in|m|3|abbr=on}} and the valve setting amended to give an increased travel of {{convert|7.5|in|mm|0|abbr=on}}. The overall weight of the locomotive had increased by {{TonCwt to t|2|10}} to {{TonCwt to t|75|0}} but a tractive effort of {{convert|27275|lbf|kN|abbr=on}} compared favourably with the {{convert|24935|lbf|kN|abbr=on}} of the 'Saint'.

In what amounted to a trial run the first 14 were despatched to the arduous proving grounds of the Cornish main line. However they were so successful here and elsewhere on the GWR system that by the time the first production batch of 80 had been completed in 1930 a further 178 were on order. By 1935, 150 were in service and the 259th and last Hall, No. 6958 ''Oxburgh Hall'', was delivered in 1943.

==Accidents and incidents==
*On 30 April 1941, Locomotive No. 4911 ''Bowden Hall'' took a direct hit during a bombing raid on the Keyham area of Plymouth and was later broken up.<ref name=GWA>{{cite book
|last = Riley
|first = R.C.
|title = Great Western Album
|publisher = Ian Allan
|location = Shepperton
|year = 1966
|page = 90
|isbn = 0 7110 0073 5
}}</ref> The locomotive had stopped at a signal box because of an air raid, and the crew survived by sheltering under the steps of the signal box.<ref name=GWRatWar>{{cite book
| title = The Great Western at War 1939-1945
| first = Tim
| last = Bryan
| publisher = Patrick Stephens
| place = Yeovil, Somerset, UK
| date = 1995
| edition = 1
| isbn = 1-85260-479-4
| oclc = 60238810
| page = 94
}}</ref> No. 4911 was one of two GWR locomotives damaged beyond repair in Britain during World War II. The other was [[GWR 1854 Class]] No. 1729.<ref name=RailwayMagazine>{{cite journal
| last1 = Stewart-David
| first1 = David
| last2 = Wood
| first2 = Peter
| date = 2 July 2014
| title = The role of railways in the Second World War
| journal = [[The Railway Magazine]]
| location = Horncastle, Lincs, UK
| publisher = Mortons Media
| volume = 160
| number = 1,360
| issn = 0033-8923
| page = 50
}}</ref>
*On 13 February 1961, Locomotive No. 6949 ''Haberfield Hall'' was in collision with a freight train that was being shunted at {{rws|Baschurch}}, [[Shropshire]] due to a signalman's error. Three people were killed and two were injured.<ref name=Earnshaw7>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 7 |year=1991 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-50-8 |page=39 }}</ref>
*On 25 August 1962, a passenger train stopped at [[Torquay]], [[Devon]] due to the failure of the locomotive hauling it. Locomotive No. 4932 ''Hatherton Hall'' was hauling a passenger train that overran signals and was in a rear-end collision with it. Twenty-three people were injured.<ref name=Earnshaw8>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 8 |year=1993 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-52-4 |pages=Front cover, 3 }}</ref>

==Modified Hall==
Collett had been replaced by [[Frederick Hawksworth|F.W. Hawksworth]] in 1941 and Hawksworth created a modified version known as the [[GWR 6959 Class|Modified Hall Class]] which remained in production until 1950. One of Hawksworth's modifications in changing the design was to equip it better to cope with the low quality coal available during the war. If anything the situation worsened after the war, leading to serious consideration being given to oil firing. Beginning in 1946 with No. 5955 ''Garth Hall'' the GWR converted 11 of the class to burn oil. Within four years, however, they had all reverted to coal.

==British Railways==
All but one of the original Collett Halls entered [[British Railways]] service in 1948, the exception being No. 4911 ''Bowden Hall''. Official withdrawals began in 1959 with the prototype ''Saint Martin''. Its accumulated mileage, both in its original form and rebuilt form, was a remarkable 2,092,500 miles.

== Operation in Preservation ==
By 1965 the last Hall had been withdrawn from the Western Region without a single one entering the National Collection. Eleven examples of the Hall class have survived to preservation and No. 4942 ''Maindy Hall'' is being back-converted into a [[GWR 2900 Class|GWR Saint Class]] locomotive at [[Didcot Railway Centre|Didcot]]. The other ten locomotives were purchased directly from [[Woodham Brothers]] scrapyard at Barry.

The first "Hall" to leave Barry was 4965 ''Rood Ashton Hall'', then thought to be 4983 ''Albert Hall'', which was purchased in 1970 by 7029 Clun Castle Ltd. It was then followed by 5900 ''Hinderton Hall'' in 1971 and 4930 ''Hagley Hall'' in 1972, purchased by the Great Western Society and [[Severn Valley Railway]] respectively. Both were restored to working order in 1976 and 1979 respectively, and both were certified for main line operation. They were followed by 4942 ''Maindy Hall'' in 1974, which had been purchased by the GWS as the basis for a recreated "Saint" class 4-6-0, 2999 ''Lady of Legend''.

Three more "Halls" were rescued from Barry in 1981 - 4936 ''Kinlet Hall'' for the Kinlet Hall Locomotive Society, 5952 ''Cogan Hall'' for the Cambrian Railway Trust, and 5972 ''Olton Hall'' for Procor (UK) Ltd. After this, no further "Halls" were rescued until 1984 when 4953 ''Pitchford Hall'' was purchased by Dr John Kennedy and began a nomadic existence including a period of store at Thingley Junction until 2003 when it was moved to [[Tyseley Locomotive Works|Tyseley]] for restoration. The last two "Halls" rescued were 4979 ''Wootton Hall'' in 1986 for the Fleetwood Locomotive Centre and 5967 ''Bickmarsh Hall'' in 1987 for the [[Northampton & Lamport Railway]].

In Preservation out of the 11 Halls to be preserved 6 have seen Mainline action: [[GWR 4900 Class 4930 Hagley Hall|4930 Hagley Hall]], [[GWR 4900 Class 4936 Kinlet Hall|4936 Kinlet Hall]], [[GWR 4900 Class 4953 Pitchford Hall|4953 Pitchford Hall]], [[GWR 4900 Class 4965 Rood Ashton Hall|4965 Rood Ashton Hall]], [[GWR 4900 Class 5900 Hinderton Hall|5900 Hinderton Hall]] & [[GWR 4900 Class 5972 Olton Hall|5972 Olton Hall]].

As of 2014, two "Halls" are certified for mainline operation; 4936 ''Kinlet Hall'' and 4965 ''Rood Ashton Hall'' are currently based at Tyseley & Minehead, 5972 ''Olton Hall'' was the third engine to in recent years carry a mainline certificate but this expired in August 2014 with the soon to follow boiler certificate and is now awaiting an overhaul.

Other members of the class, 4930 ''Hagley Hall'', 4953 ''Pitchford Hall'' and 5967 ''Bickmarsh Hall'' are being restored at [[Severn Valley Railway|Bridgnorth]], [[Epping Ongar Railway|North Weald]], and Northampton respectively; 4979 ''Wootton Hall'' and 5952 ''Cogan Hall'' are both in ex-Barry condition; 4942 is owned by the [[Cambrian Railway Trust]] and stored at the Appleby Heritage Centre, while 5952 is owned by the [[GWR 6800 Class|6880 Betton Grange Project]] and is stored at [[Llangollen Railway|Llangollen]], initially for use as a parts donor for 6880 before being restored to working order at a later date. The other two engines, 4920 ''Dumbleton Hall'' and 5900 ''Hinderton Hall'' are stored at [[South Devon Railway|Buckfastleigh]] & Didcot respectively awaiting overhauls.

More latterly, 5972 ''Olton Hall'' has gained fame as the locomotive used in the [[Harry Potter]] film series. Owned by David Smith and painted red following its restoration to working order, the locomotive was selected for use as the engine for the 'Hogwarts Express' in 2001 and subsequently used in filming at Leavesden Studios, [[London King's Cross railway station|Kings Cross]] and also on the [[West Highland Line]] between [[Mallaig]] and [[Fort William]] between 2001 and 2010, painted in the fictitious 'Hogwarts Railway' livery and renamed as ''Hogwarts Castle''. It currently carries a 10A (Carnforth) shedplate in recognition of its current home at Carnforth, although it often appears elsewhere in service or on display. 5972's boiler certificate is due to expire in 2014.

== Locos in Preservation ==

{{clear}}
{| class="wikitable"
!Number
!Name
!Built
!Withdrawn
!Base
!Status
!Notes
|-
|align=center|[[GWR 4900 Class 4920 Dumbleton Hall|4920]]
|''[[GWR 4900 Class 4920 Dumbleton Hall|Dumbleton Hall]]''
|March 1929
|align=center|December 1965
|[[South Devon Railway Trust|South Devon Railway]]
|Static display, awaiting overhaul.
|
|-
|align=center|[[GWR 4900 Class 4930 Hagley Hall|4930]]
|''[[GWR 4900 Class 4930 Hagley Hall|Hagley Hall]]''
|align=center|May 1929
|align=center|December 1963
|[[Severn Valley Railway]]
|Undergoing overhaul.
|
|-
|align=center|[[GWR 4900 Class 4936 Kinlet Hall|4936]]
|''[[GWR 4900 Class 4936 Kinlet Hall|Kinlet Hall]]''
|align=center|June 1929
|align=center|January 1964
|[[Tyseley Locomotive Works]]
|Operational, mainline certified.
|Currently on-loan to [[West Somerset Railway]]
|-
|align=center|[[GWR 4900 Class 4942 Maindy Hall|4942]]
|''[[GWR 4900 Class 4942 Maindy Hall|Maindy Hall]]''
|align=center|July 1929
|align=center|December 1963
|[[Didcot Railway Centre]]
|Undergoing Reconfiguration
|currently being 'regressed' back to a [[GWR 2900 Class|GWR Saint Class]].
|-
|align=center|[[GWR 4900 Class 4953 Pitchford Hall|4953]]
|''[[GWR 4900 Class 4953 Pitchford Hall|Pitchford Hall]]''
|align=center|August 1929
|align=center|May 1963
|[[Epping Ongar Railway]].
|Awaiting Overhaul
|Boiler ticket expired August 2013
|-
|align=center|[[GWR 4900 Class 4965 Rood Ashton Hall|4965]]
|''[[GWR 4900 Class 4965 Rood Ashton Hall|Rood Ashton Hall]]''
|align=center|November 1930
|align=center|March 1962
|[[Tyseley Locomotive Works]].
|Operational, mainline certified.
|
|-
|align=center|[[GWR 4900 Class 4979 Wootton Hall|4979]]
|''[[GWR 4900 Class 4979 Wootton Hall|Wootton Hall]]''
|align=center|February 1930
|align=center|December 1963
|[[Ribble Steam Railway]]
|Stored at Appleby, awaiting restoration.
|Owned by Furness Railway Trust and awaiting movement to [[Preston]].
|-
|align=center|[[GWR 4900 Class 5900 Hinderton Hall|5900]]
|''[[GWR 4900 Class 5900 Hinderton Hall|Hinderton Hall]]''
|align=center|March 1931
|align=center|December 1963
|[[Didcot Railway Centre]],
|Static display, awaiting overhaul.
|
|-
|align=center|[[GWR 4900 Class 5952 Cogan Hall|5952]]
|''[[GWR 4900 Class 5952 Cogan Hall|Cogan Hall]]''
|align=center|December 1935
|align=center|June 1964
|[[Llangollen Railway]],
|Spares Donor.
|Some parts being used for [[GWR 6800 Class 6880 Betton Grange|6880 Betton Grange]], but will hopefully be restored to working order.
|-
|align=center|[[GWR 4900 Class 5967 Bickmarsh Hall|5967]]
|''[[GWR 4900 Class 5967 Bickmarsh Hall|Bickmarsh Hall]]''
|align=center|March 1937
|align=center|June 1964
|[[Northampton & Lamport Railway]]
|Undergoing restoration.
|
|-
|align=center|[[GWR 4900 Class 5972 Olton Hall|5972]]
|''[[GWR 4900 Class 5972 Olton Hall|Olton Hall]]''
|align=center|April 1937
|align=center|December 1963
|[[West Coast Railway Company|Carnforth MPD]],
|Stored (Due to go Static Display)
|Mainline Certificate Expired Aug 29th and is due to receive a brush up before moving to Warner Bros Studio's in Watford for 2 years display. Famed for hauling the [[Hogwarts Express|The Hogwarts Express]] in the [[Harry Potter]] films & Carried [[Hogwarts Castle]] nameplates.
|-
|}
[[Image:GWR 'Hall' 5972 'Olton Hall' at Doncaster Works.JPG|thumb|right|5972 ''Olton Hall'' in fictitious red livery for the filming of the [[Harry Potter]] films.]]

== List of locomotives ==

*[[List of GWR 4900 Class locomotives]]

== In fiction ==

In the [[Harry Potter]] films, No. 5972 ''Olton Hall'' was used to pull the [[Hogwarts Express]].

==References==
{{Reflist}}
*{{cite book |title=Collett & Hawksworth Locomotives, A Pictorial History |first=Brian |last=Haresnape |publisher=Ian Allan Ltd |year=1978 |isbn=0-7110-0869-8}}
*{{0-902888-21-8|pages=42–44, 53–55, 62–63. 103, 144}}

== External links ==
{{commons category|GWR 4900 Class}}
*[http://www.greatwestern.org.uk/m_in_hal.htm Great Western archives - Hall class]
*[http://www.4930hagleyhall.co.uk Friends of Locomotive 4930 Hagley Hall]
*[http://gwrkinlethallgroup.moonfruit.com/ 4936 Kinlet Hall Group]
*[http://www.furnessrailwaytrust.org.uk/4979.htm The Furness Railway Trust's Wooton Hall webpage]

{{GWR Hall Class}}
{{GWR Locomotives}}

[[Category:GWR 4900 Class| ]]
[[Category:Great Western Railway locomotives|4900]]
[[Category:4-6-0 locomotives]]
[[Category:Railway locomotives introduced in 1928]]

GWR-Klasse 4900

2014-10-01T14:48:19Z

Robevans123: Expanded/moved info on loco destroyed by bombing. Minor typos. Abbrev expansion - GWR

{{Infobox Locomotive
|powertype= Steam
|name = GWR 4900 Class
|image = GWR 4900 Class 4953 Pitchford Hall.jpg
|caption = Preserved 4953 ''Pitchford Hall''
|designer = [[Charles Collett]]
|builder = GWR [[Swindon Works]]
|builddate = 1928–1943
|totalproduction = 259
|whytetype = [[4-6-0]]
|gauge = {{RailGauge|sg}}
|leadingdiameter = {{convert|3|ft|0|in|abbr=on}}
|driverdiameter = {{convert|6|ft|0|in|abbr=on}}
|minimumcurve = {{convert|8|chain}} normal, {{convert|7|chain}} slow
|length = {{convert|63|ft|0+1/4|in|m|2|abbr=on}} over buffers
|width = {{convert|8|ft|11+1/4|in|m|2|abbr=on}}
|height = {{convert|13|ft|3+1/4|in|m|2|abbr=on}}
|axleload = {{TonCwt to t|18|19}}
|weightondrivers = {{TonCwt to t|57|0}}
|locoweight = {{TonCwt to t|75|0}}
|tenderweight = {{TonCwt to t|46|14}}
|fueltype = Coal
|fuelcap =
|watercap = {{convert|4000|impgal|abbr=on}}
|boilerpressure = {{convert|225|lbf/in2|abbr=on}}
|firearea = {{convert|27.07|sqft}}
|tubesandflues = {{convert|1686.60|sqft}}
|fireboxarea = {{convert|154.78|sqft}}
|superheaterarea = {{convert|262.62|sqft}}
|cylindercount = Two, outside
|cylindersize = {{convert|18.5|x|30|in|abbr=on}}
|tractiveeffort = {{convert|27275|lbf|abbr=on}}
|operator = [[Great Western Railway|GWR]] » [[British Railways|BR]]
|powerclass= ''GWR:'' D, ''BR:'' 5MT
|fleetnumbers = 4900–4999, 5900–5999, 6900–6958
|officialname = Hall
|axleloadclass = ''GWR:'' Red
|withdrawndate = 1960–1965
|preservedunits = [[GWR 4900 Class 4920 Dumbleton Hall|4920]], [[GWR 4900 Class 4930 Hagley Hall|4930]], [[GWR 4900 Class 4936 Kinlet Hall|4936]], [[GWR 4900 Class 4942 Maindy Hall|4942]], [[GWR 4900 Class 4953 Pitchford Hall|4953]], [[GWR 4900 Class 4965 Rood Ashton Hall|4965]], [[GWR 4900 Class 4979 Wootton Hall|4979]], [[GWR 4900 Class 5900 Hinderton Hall|5900]], [[GWR 4900 Class 5952 Cogan Hall|5952]], [[GWR 4900 Class 5967 Bickmarsh Hall|5967]], [[GWR 4900 Class 5972 Olton Hall|5972]]
|disposition = 11 preserved or extant, remainder scrapped
}}

The [[Great Western Railway]] (GWR) '''4900 Class''' or '''Hall Class''' is a class of [[4-6-0]] [[mixed traffic]] [[steam locomotive]]s designed by [[Charles Collett]]. A total of 259 were built, numbered 4900–4999, 5900–5999 and 6900–6958. The [[LMS Stanier Class 5 4-6-0]] and [[LNER Thompson Class B1]] both drew heavily on design features of the Hall Class. After nationalisation in 1948, [[British Railways]] gave them the [[power classification]] 5MT.

== Overview ==
===Prototype===
The prototype was rebuilt from [[GWR 2900 Class|GWR Saint Class]] number 2925 ''Saint Martin'' in 1924 with smaller driving wheels. Additionally the cylinders were realigned in relation to the driving axle and a more modern 'Castle'-type cab was fitted. The rebuilt ''Saint Martin'' emerged from Swindon in 1924 and, renumbered 4900, embarked on three years of trials. During this period Collett introduced other modifications. The pitch of the taper boiler was altered and outside steam pipes were added.

===Production===
Satisfied with no.4900's performance Collett placed an order with Swindon works and the first of the new two-cylinder Halls entered service in 1928. They differed little from the prototype; the bogie wheel diameter had been reduced by two inches from {{convert|3|ft|2|in|m|3|abbr=on}} to {{convert|3|ft|0|in|m|3|abbr=on}} and the valve setting amended to give an increased travel of {{convert|7.5|in|mm|0|abbr=on}}. The overall weight of the locomotive had increased by {{TonCwt to t|2|10}} to {{TonCwt to t|75|0}} but a tractive effort of {{convert|27275|lbf|kN|abbr=on}} compared favourably with the {{convert|24935|lbf|kN|abbr=on}} of the 'Saint'.

In what amounted to a trial run the first 14 were despatched to the arduous proving grounds of the Cornish main line. However they were so successful here and elsewhere on the GWR system that by the time the first production batch of 80 had been completed in 1930 a further 178 were on order. By 1935, 150 were in service and the 259th and last Hall, No. 6958 ''Oxburgh Hall'', was delivered in 1943.

==Accidents and incidents==
*On 30 April 1941, Locomotive No. 4911 ''Bowden Hall'' took a direct hit during a bombing raid on the Keyham area of Plymouth and was broken up.<ref name=GWA>{{cite book
|last = Riley
|first = R.C.
|title = Great Western Album
|publisher = Ian Allan
|location = Shepperton
|year = 1966
|page = 90
|isbn = 0 7110 0073 5
}}</ref> The locomotive had stopped at a signal box because of an air raid, and the crew survived by sheltering under the steps of the signal box.<ref name=GWRatWar>{{cite book
| title = The Great Western at War 1939-1945
| first = Tim
| last = Bryan
| publisher = Patrick Stephens
| place = Yeovil, Somerset, UK
| date = 1995
| edition = 1
| isbn = 1-85260-479-4
| oclc = 60238810
| page = 94
}}</ref> No. 4911 was one of two GWR locomotives damaged beyond repair in Britain during World War II. The other was [[GWR 1854 Class]] No. 1729.<ref name=RailwayMagazine>{{cite journal
| last1 = Stewart-David
| first1 = David
| last2 = Wood
| first2 = Peter
| date = 2 July 2014
| title = The role of railways in the Second World War
| journal = [[The Railway Magazine]]
| location = Horncastle, Lincs, UK
| publisher = Mortons Media
| volume = 160
| number = 1,360
| issn = 0033-8923
| page = 50
}}</ref>
*On 13 February 1961, Locomotive No. 6949 ''Haberfield Hall'' was in collision with a freight train that was being shunted at {{rws|Baschurch}}, [[Shropshire]] due to a signalman's error. Three people were killed and two were injured.<ref name=Earnshaw7>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 7 |year=1991 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-50-8 |page=39 }}</ref>
*On 25 August 1962, a passenger train stopped at [[Torquay]], [[Devon]] due to the failure of the locomotive hauling it. Locomotive No. 4932 ''Hatherton Hall'' was hauling a passenger train that overran signals and was in a rear-end collision with it. Twenty-three people were injured.<ref name=Earnshaw8>{{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 8 |year=1993 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-52-4 |pages=Front cover, 3 }}</ref>

==Modified Hall==
Collett had been replaced by [[Frederick Hawksworth|F.W. Hawksworth]] in 1941 and Hawksworth created a modified version known as the [[GWR 6959 Class|Modified Hall Class]] which remained in production until 1950. One of Hawksworth's modifications in changing the design was to equip it better to cope with the low quality coal available during the war. If anything the situation worsened after the war, leading to serious consideration being given to oil firing. Beginning in 1946 with No. 5955 ''Garth Hall'' the GWR converted 11 of the class to burn oil. Within four years, however, they had all reverted to coal.

==British Railways==
All but one of the original Collett Halls entered [[British Railways]] service in 1948, the exception being No. 4911 ''Bowden Hall''. Official withdrawals began in 1959 with the prototype ''Saint Martin''. Its accumulated mileage, both in its original form and rebuilt form, was a remarkable 2,092,500 miles.

== Operation in Preservation ==
By 1965 the last Hall had been withdrawn from the Western Region without a single one entering the National Collection. Eleven examples of the Hall class have survived to preservation and No. 4942 ''Maindy Hall'' is being back-converted into a [[GWR 2900 Class|GWR Saint Class]] locomotive at [[Didcot Railway Centre|Didcot]]. The other ten locomotives were purchased directly from [[Woodham Brothers]] scrapyard at Barry.

The first "Hall" to leave Barry was 4965 ''Rood Ashton Hall'', then thought to be 4983 ''Albert Hall'', which was purchased in 1970 by 7029 Clun Castle Ltd. It was then followed by 5900 ''Hinderton Hall'' in 1971 and 4930 ''Hagley Hall'' in 1972, purchased by the Great Western Society and [[Severn Valley Railway]] respectively. Both were restored to working order in 1976 and 1979 respectively, and both were certified for main line operation. They were followed by 4942 ''Maindy Hall'' in 1974, which had been purchased by the GWS as the basis for a recreated "Saint" class 4-6-0, 2999 ''Lady of Legend''.

Three more "Halls" were rescued from Barry in 1981 - 4936 ''Kinlet Hall'' for the Kinlet Hall Locomotive Society, 5952 ''Cogan Hall'' for the Cambrian Railway Trust, and 5972 ''Olton Hall'' for Procor (UK) Ltd. After this, no further "Halls" were rescued until 1984 when 4953 ''Pitchford Hall'' was purchased by Dr John Kennedy and began a nomadic existence including a period of store at Thingley Junction until 2003 when it was moved to [[Tyseley Locomotive Works|Tyseley]] for restoration. The last two "Halls" rescued were 4979 ''Wootton Hall'' in 1986 for the Fleetwood Locomotive Centre and 5967 ''Bickmarsh Hall'' in 1987 for the [[Northampton & Lamport Railway]].

In Preservation out of the 11 Halls to be preserved 6 have seen Mainline action: [[GWR 4900 Class 4930 Hagley Hall|4930 Hagley Hall]], [[GWR 4900 Class 4936 Kinlet Hall|4936 Kinlet Hall]], [[GWR 4900 Class 4953 Pitchford Hall|4953 Pitchford Hall]], [[GWR 4900 Class 4965 Rood Ashton Hall|4965 Rood Ashton Hall]], [[GWR 4900 Class 5900 Hinderton Hall|5900 Hinderton Hall]] & [[GWR 4900 Class 5972 Olton Hall|5972 Olton Hall]].

As of 2014, two "Halls" are certified for mainline operation; 4936 ''Kinlet Hall'' and 4965 ''Rood Ashton Hall'' are currently based at Tyseley & Minehead, 5972 ''Olton Hall'' was the third engine to in recent years carry a mainline certificate but this expired in August 2014 with the soon to follow boiler certificate and is now awaiting an overhaul.

Other members of the class, 4930 ''Hagley Hall'', 4953 ''Pitchford Hall'' and 5967 ''Bickmarsh Hall'' are being restored at [[Severn Valley Railway|Bridgnorth]], [[Epping Ongar Railway|North Weald]], and Northampton respectively; 4979 ''Wootton Hall'' and 5952 ''Cogan Hall'' are both in ex-Barry condition; 4942 is owned by the [[Cambrian Railway Trust]] and stored at the Appleby Heritage Centre, while 5952 is owned by the [[GWR 6800 Class|6880 Betton Grange Project]] and is stored at [[Llangollen Railway|Llangollen]], initially for use as a parts donor for 6880 before being restored to working order at a later date. The other two engines, 4920 ''Dumbleton Hall'' and 5900 ''Hinderton Hall'' are stored at [[South Devon Railway|Buckfastleigh]] & Didcot respectively awaiting overhauls.

More latterly, 5972 ''Olton Hall'' has gained fame as the locomotive used in the [[Harry Potter]] film series. Owned by David Smith and painted red following its restoration to working order, the locomotive was selected for use as the engine for the 'Hogwarts Express' in 2001 and subsequently used in filming at Leavesden Studios, [[London King's Cross railway station|Kings Cross]] and also on the [[West Highland Line]] between [[Mallaig]] and [[Fort William]] between 2001 and 2010, painted in the fictitious 'Hogwarts Railway' livery and renamed as ''Hogwarts Castle''. It currently carries a 10A (Carnforth) shedplate in recognition of its current home at Carnforth, although it often appears elsewhere in service or on display. 5972's boiler certificate is due to expire in 2014.

== Locos in Preservation ==

{{clear}}
{| class="wikitable"
!Number
!Name
!Built
!Withdrawn
!Base
!Status
!Notes
|-
|align=center|[[GWR 4900 Class 4920 Dumbleton Hall|4920]]
|''[[GWR 4900 Class 4920 Dumbleton Hall|Dumbleton Hall]]''
|March 1929
|align=center|December 1965
|[[South Devon Railway Trust|South Devon Railway]]
|Static display, awaiting overhaul.
|
|-
|align=center|[[GWR 4900 Class 4930 Hagley Hall|4930]]
|''[[GWR 4900 Class 4930 Hagley Hall|Hagley Hall]]''
|align=center|May 1929
|align=center|December 1963
|[[Severn Valley Railway]]
|Undergoing overhaul.
|
|-
|align=center|[[GWR 4900 Class 4936 Kinlet Hall|4936]]
|''[[GWR 4900 Class 4936 Kinlet Hall|Kinlet Hall]]''
|align=center|June 1929
|align=center|January 1964
|[[Tyseley Locomotive Works]]
|Operational, mainline certified.
|Currently on-loan to [[West Somerset Railway]]
|-
|align=center|[[GWR 4900 Class 4942 Maindy Hall|4942]]
|''[[GWR 4900 Class 4942 Maindy Hall|Maindy Hall]]''
|align=center|July 1929
|align=center|December 1963
|[[Didcot Railway Centre]]
|Undergoing Reconfiguration
|currently being 'regressed' back to a [[GWR 2900 Class|GWR Saint Class]].
|-
|align=center|[[GWR 4900 Class 4953 Pitchford Hall|4953]]
|''[[GWR 4900 Class 4953 Pitchford Hall|Pitchford Hall]]''
|align=center|August 1929
|align=center|May 1963
|[[Epping Ongar Railway]].
|Awaiting Overhaul
|Boiler ticket expired August 2013
|-
|align=center|[[GWR 4900 Class 4965 Rood Ashton Hall|4965]]
|''[[GWR 4900 Class 4965 Rood Ashton Hall|Rood Ashton Hall]]''
|align=center|November 1930
|align=center|March 1962
|[[Tyseley Locomotive Works]].
|Operational, mainline certified.
|
|-
|align=center|[[GWR 4900 Class 4979 Wootton Hall|4979]]
|''[[GWR 4900 Class 4979 Wootton Hall|Wootton Hall]]''
|align=center|February 1930
|align=center|December 1963
|[[Ribble Steam Railway]]
|Stored at Appleby, awaiting restoration.
|Owned by Furness Railway Trust and awaiting movement to [[Preston]].
|-
|align=center|[[GWR 4900 Class 5900 Hinderton Hall|5900]]
|''[[GWR 4900 Class 5900 Hinderton Hall|Hinderton Hall]]''
|align=center|March 1931
|align=center|December 1963
|[[Didcot Railway Centre]],
|Static display, awaiting overhaul.
|
|-
|align=center|[[GWR 4900 Class 5952 Cogan Hall|5952]]
|''[[GWR 4900 Class 5952 Cogan Hall|Cogan Hall]]''
|align=center|December 1935
|align=center|June 1964
|[[Llangollen Railway]],
|Spares Donor.
|Some parts being used for [[GWR 6800 Class 6880 Betton Grange|6880 Betton Grange]], but will hopefully be restored to working order.
|-
|align=center|[[GWR 4900 Class 5967 Bickmarsh Hall|5967]]
|''[[GWR 4900 Class 5967 Bickmarsh Hall|Bickmarsh Hall]]''
|align=center|March 1937
|align=center|June 1964
|[[Northampton & Lamport Railway]]
|Undergoing restoration.
|
|-
|align=center|[[GWR 4900 Class 5972 Olton Hall|5972]]
|''[[GWR 4900 Class 5972 Olton Hall|Olton Hall]]''
|align=center|April 1937
|align=center|December 1963
|[[West Coast Railway Company|Carnforth MPD]],
|Stored (Due to go Static Display)
|Mainline Certificate Expired Aug 29th and is due to receive a brush up before moving to Warner Bros Studio's in Watford for 2 years display. Famed for hauling the [[Hogwarts Express|The Hogwarts Express]] in the [[Harry Potter]] films & Carried [[Hogwarts Castle]] nameplates.
|-
|}
[[Image:GWR 'Hall' 5972 'Olton Hall' at Doncaster Works.JPG|thumb|right|5972 ''Olton Hall'' in fictitious red livery for the filming of the [[Harry Potter]] films.]]

== List of locomotives ==

*[[List of GWR 4900 Class locomotives]]

== In fiction ==

In the [[Harry Potter]] films, No. 5972 ''Olton Hall'' was used to pull the [[Hogwarts Express]].

==References==
{{Reflist}}
*{{cite book |title=Collett & Hawksworth Locomotives, A Pictorial History |first=Brian |last=Haresnape |publisher=Ian Allan Ltd |year=1978 |isbn=0-7110-0869-8}}
*{{0-902888-21-8|pages=42–44, 53–55, 62–63. 103, 144}}

== External links ==
{{commons category|GWR 4900 Class}}
*[http://www.greatwestern.org.uk/m_in_hal.htm Great Western archives - Hall class]
*[http://www.4930hagleyhall.co.uk Friends of Locomotive 4930 Hagley Hall]
*[http://gwrkinlethallgroup.moonfruit.com/ 4936 Kinlet Hall Group]
*[http://www.furnessrailwaytrust.org.uk/4979.htm The Furness Railway Trust's Wooton Hall webpage]

{{GWR Hall Class}}
{{GWR Locomotives}}

[[Category:GWR 4900 Class| ]]
[[Category:Great Western Railway locomotives|4900]]
[[Category:4-6-0 locomotives]]
[[Category:Railway locomotives introduced in 1928]]

Museum der Moskauer Eisenbahn (Pawelezer Bahnhof)

2014-09-29T08:28:13Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Infobox locomotive
| name = Locomotive U-127
| powertype = Steam
| image = Russian_Class_U_locomotive_Number_U127.JPG
| alt =
| caption = Locomotive U-127 [[4-6-0]]
| designer =
| builder = Putilov factory / [[Kirov Plant]]
| ordernumber = 1960
| serialnumber =
| buildmodel =
| builddate = 1910
| totalproduction = 62
| rebuilder =
| rebuilddate =
| numberrebuilt =
| whytetype = [[4-6-0]]
| uicclass =
| gauge = {{RailGauge|1524mm|lk=on}}
| leadingdiameter =
| driverdiameter = {{convert|1.73|m}}
| trailingdiameter =
| minimumcurve =
| wheelbase =
| length =
| width =
| height =
| axleload =
| weightondrivers = {{convert|45,4|t}}
| locoweight = {{convert|72,1|t}}
| fueltype = Oil
| fuelcap =
| watercap =
| tendercap =
| sandcap =
| boiler =
| boilerpressure = 14kg/m2
| feedwaterheater =
| firearea = {{convert|2,72|m2|sqft|abbr=on}}
| tubearea =
| fluearea =
| tubesandflues =
| fireboxarea =
| totalsurface = {{convert|182|m2|sqft|abbr=on}}
| cylindercount =
| cylindersize = 370mm / 580mm
| frontcylindersize=
| rearcylindersize =
| hpcylindersize =
| lpcylindersize =
| valvegear =
| valvetype =
| valvetravel =
| valvelap =
| valvelead =
| transmission =
| maxspeed = {{convert|115 |km/h|mph|0|abbr=on}}
| poweroutput =
| tractiveeffort =
| factorofadhesion =
| trainheating =
| locobrakes =
| locobrakeforce =
| trainbrakes =
| safety =
| operator =
| operatorclass =
| powerclass =
| numinclass =
| fleetnumbers = 127
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate =
| firstrundate =
| lastrundate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner = Museum of the Moscow Railway
| disposition = static display
| notes =
}}
Russian [[steam locomotive]] '''U-127''' is a 4-6-0 locomotive of type [[Russian locomotive class U]], preserved at [[The Museum of the Moscow Railway]] next to [[Paveletsky Rail Terminal]] in Moscow. The locomotive was the first Russian steam locomotive preserved; forming part of a museum commemorating the funeral train of [[Vladimir Lenin]].

==Background and history==
The [[Russian locomotive class U]] was a four-cylinder De Glehn [[Compound locomotive#De Glehn|Compound locomotive]], which first appeared in 1906.<ref name=Rakov>{{cite book| author=V. А. Rakov| title=Locomotives of Domestic Railways 1845-1955| edition=2nd, revised and enlarged| publisher=Transport| year=1995| isbn=5-277-00821-7}}</ref> 62 class Us were built between 1906 and 1916 at the Putilov factory (later the [[Kirov Plant]].<ref name=Rakov /> By the beginning of 1940 the inventory still listed 47 class U locomotives.<ref name=Rakov /> The last locomotives were withdrawn in 1952.<ref name=Rakov/> U-127 is famous for being Lenin's locomotive, hence its preservation. It was used to bring his body back to Moscow for his funeral. For this reason it has escaped the ravages of time and, much like Lenin himself, it was preserved in perfect condition. It has not moved since 1948,<ref name=SovietLocos>{{cite book| author=A.J. Heywood and I.D.C. Button| title=Soviet Locomotive Types: the Union Legacy}}</ref> but it is still oiled and cleaned regularly.

U-127 was the Soviet Union's first and, until the 1980s, only preserved Russian locomotive. The only other preserved locomotive was H2.293 at Finland Station in Leningrad/St. Petersburg, which brought Lenin back from exile.<ref name=SovietLocos /> However, H2.293 was built by [[Richmond Locomotive Works]] in the USA for the [[:en:Finnish State Railways|Finnish State Railways]], and thus technically not a Russian locomotive.<ref name=SovietLocos />

U-127 was built in 1910 with builder's number 1960, and was destined for the Tashkent railway.<ref name=Rakov /> The [[builder's plate]] is on the smoke dome. During the Civil War the locomotive was being used on front-line areas near Aktyubinsk, Orenburg Mertvye Soli station, where it was badly damaged. After that the locomotive was taken to Moscow and dismantled. In May 1923 the locomotive was restored at a "subbotnik" organized in Moscow depot of the Ryazan-Urals Railway. A "subbotnik" is a Soviet tradition when workers volunteer their labour free of charge on a Saturday (subbota). Once reassembled U-127 was painted in Soviet red and its tender adorned with revolutionary slogans. Lenin was elected the honorary engine driver. It was therefore seen as having a personal attachment to Lenin, which explains its role in his funeral.

[[Image:Pogrzeb Lenina1924.jpg| thumb|left|Pallbearers Carrying Lenin's Coffin during his funeral, from Paveletsky Station to the Labor Temple. [[Felix Dzerzhinsky]] at the front with [[Timofei Sapronov]] behind him and [[Lev Kamenev]] on the left]]

On 23 January 1924 the locomotive U-127 hauled Lenin's [[funeral train]] from Gerasimovskaya platform up to Paveletsky Railway Station. After that it was used to haul passenger trains in [[Paveletsky Railway Station]] direction for another 13 years. It was Moscow train depot property. The locomotive was taken out of service in 1937. Then it was decided to preserve it for future generations. It was then completely overhauled and thoroughly restored. At the start of the Second World War the locomotive was evacuated to Ulyanovsk city and only in October 1945 did it return to Moscow. A special museum pavilion was built in 1948 next to Paveletsky Railway Station to shelter to the locomotive together with the van number 1691 in which the body of Lenin had been transported. The pavilion was rebuilt in 1980. As of 2011 it houses the Museum of the Moscow Railway.
{{-}}
=== Gallery ===
{{gallery
|title= Locomotive U-127 and funeral train exhibit at the Museum of the Moscow Railway
|File:Russian locomotive У127 (1923).png| U-127 in 1923 after repair
|File:Russian locomotive У127 (1937).png| U-127 in 1937 after restoration
|File:Paveletsky 13.JPG|
|File:Lenin Funeral Train, Moscow.JPG|
|File:Lenin Funeral Train, Paveletsky Rail Terminal.JPG|
|File:Paveletsky 9.JPG|Cab
|File:Paveletsky 12.JPG|Inscription plaque
|File:Paveletsky 10.JPG|Tender with inscription
|File:Paveletsky 8.JPG|[[Builder's plate]], steam dome and whistle
|Image:Paveletsky 15.JPG|Van 1691
}}

==See also==
*[[Restored trains]]
* [[Finland Station]], St.Petersburg: arrival point of Lenin from exile

==References==
{{reflist}}

==External links==
{{commons category|Locomotive U-127}}
*[http://www.internationalsteam.co.uk/trains/russia06.htm Lenin's Funeral Train Photographs]

[[Category:Vladimir Lenin]]
[[Category:Preserved steam locomotives]]
[[Category:Steam locomotives of the Soviet Union]]

ERR-Baureihe 4211

2014-09-28T09:25:53Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Infobox locomotive
|name = Egyptian Republic Railways 4211 class
|image =
|caption =
|powertype = diesel
|designer =
|builder = [[Arnold Jung Lokomotivfabrik]]<ref name=Hughes26>Hughes, 1981, page 26</ref>
|serialnumber = 1955–56 batch 12161–12187<ref name=Hughes26/>
|buildmodel =
|builddate = 1953; 1955–56<ref name=Hughes26/>
|totalproduction = 42<ref name=Hughes26/>
|whytetype = [[0-6-0]]<ref name=Hughes26/>
|uicclass =
|gauge = {{RailGauge|sg}}
|trucks =
|bogies =
|leadingdiameter =
|driverdiameter =
|trailingdiameter =
|wheelbase =
|length =
|width =
|height =
|framesize =
|axleload =
|weightondrivers =
|locoweight = {{convert|66.2|LT|t ST}}<ref name=Cotterell137>Cotterell, 1984, page 137</ref>
|fuelcap =
|lubecap =
|sandcap =
|consumption =
|cylindercount = 8<ref name=Cotterell137/>
|cylindersize = {{convert|8.5|x|10|in|mm|0|abbr=on}}<ref name=Cotterell137/>
|boilerpressure =
|maxspeed =
|poweroutput = 360 [[Horsepower#Brake horsepower|bhp]]
|tractiveeffort =
|factorofadhesion =
|safety =
|operator = [[Egyptian State Railways]];<ref name=Hughes26/> [[Israel Railways]]<ref name=Cotterell137/><ref name=Cotterell100>Cotterell, 1984, page 100</ref>
|operatorclass = 4211
|numinclass = 42
|fleetnumbers = 4211 – 4252<ref name=Hughes26/>
|nicknames = ''"[[Gamal Abdel Nasser|Abdel Nasser]]"'' (in Israel)<ref name=Cotterell100/>
|locale = Egypt;<ref name=Hughes26/> after 1956 one in Israel<ref name=Cotterell137/><ref name=Cotterell100/>
|deliverydate = 1953; 1955–56<ref name=Hughes26/>
|firstrundate = 1953
|lastrundate =
|retiredate =
|scrapdate =
|disposition = one captured by Israel in 1956<ref name=Cotterell137/> and scrapped 1970<ref name=Cotterell100/>
}}

The '''Egyptian Republic Railways 4211 class''' was a class of [[0-6-0]] diesel [[Switcher|shunter]] introduced on Egyptian Republic Railways (now [[Egyptian National Railways]]) in the 1950s. [[Arnold Jung Lokomotivfabrik]] in [[Kirchen|Jungenthal]], [[Rhineland-Palatinate|Rheinland-Pfalz]], Germany built the first batch of 15 in 1953 and the second batch of 27 in 1955–56.<ref name=Hughes26/>

During the [[Suez Crisis|1956 Israeli invasion of Sinai]] number 4239 (Jung works number 21646) was captured in Sinai<ref name=Cotterell100/> on the former [[Palestine Railways]] line between [[Al Qantarah El Sharqiyya|El Kantara East]] and [[Gaza City|Gaza]]. It was taken into [[Israel Railways]] and renumbered 251.<ref name=Cotterell137/> It was little used and in about 1970 it was scrapped.<ref name=Cotterell100/>

==References==
{{reflist}}

==Sources==
*{{cite book|last=Cotterell |first=Paul |year=1984 |title=The Railways of Palestine and Israel |location=Abingdon |publisher=Tourret Publishing |isbn=0-905878-04-3}}
*{{cite book|last=Hughes |first=Hugh |isbn=0-9503469-7-7 |year=1981 |title=Middle East Railways |location=Harrow |publisher=Continental Railway Circle}}

[[Category:0-6-0 locomotives]]
[[Category:Railway locomotives introduced in 1953]]
[[Category:1950s in transport]]
[[Category:Diesel locomotives of Egypt]]
[[Category:Diesel locomotives of Israel]]
[[Category:Suez Crisis]]
[[Category:Arnold Jung locomotives]]

PRR-Klasse DD1

2014-09-23T10:34:29Z

Robevans123: /* top */ Renamed deprecated infobox parameter

{{Infobox locomotive
| name = PRR DD1
| powertype = Electric
| image = PRR DD1.jpg
| imagesize = 280px
| caption =
| builder = [[Altoona Works]]
| builddate = 1911
| totalproduction = 66 (in 33 [[married pair]]s)
| aarwheels = 2-B+B-2
| uicclass = 2′B+B2′
| gauge = {{RailGauge|ussg}}
| leadingdiameter = {{convert|36|in|mm|0|abbr=on}}
| driverdiameter = {{convert|72|in|mm|0|abbr=on}}
| wheelbase = {{convert|7|ft|5|in|m|2|abbr=on}} between driving axles
| length = {{convert|64|ft|11|in|m|2|abbr=on}}
| width = {{convert|9|ft|1|in|m|2|abbr=on}}
| height = {{convert|14|ft|8|in|m|2|abbr=on}}
| locoweight = {{convert|313000|lb|t|1|abbr=in}}
| weightondrivers = {{convert|199000|lb|t|1|abbr=in}}
| electricsystem = 650 [[volt|V]] [[direct current|DC]]
| collectionmethod = [[Third rail]]
| transmission = [[Resistor#Grid_resistor|Resistance]] controlled DC current supplied to DC motors connected to the axles through [[Jackshaft (locomotive)|Jackshaft]] and [[coupling rod|side rods]]
| tractionmotors = 2 × 315-A {{convert|2000|hp|abbr=on}}
| maxspeed = {{convert|85|mph|km/h|abbr=on}}
| poweroutput = {{convert|1580|hp|kW|lk=on|abbr=on}} continuous
| tractiveeffort = {{convert|55500|lbf|kN|lk=on|abbr=on}}
}}

The [[Pennsylvania Railroad]]'s class '''DD1''' were semi-permanently coupled pairs of [[third rail]] [[direct current]] [[electric locomotive]]s built for the railroad's initial [[New York]]-area [[electrification]]. They operated between [[Manhattan Transfer (PRR station)|Manhattan Transfer]] and [[Pennsylvania Station (New York City)|Pennsylvania Station]] in New York City, and from there to the coach yards at [[Sunnyside Yard]] in [[Queens, New York]]. Some also operated on the PRR-owned [[Long Island Rail Road]]'s extensive third rail network. They had a wheel arrangement of 4-4-0+0-4-4 in the [[Whyte notation]]; in other words, two [[4-4-0]] locomotives coupled back-to-back. In the [[AAR wheel arrangement]] notation, this is described as 2B+B2. Each half-locomotive contained one large [[electric motor]] mounted in the body and driving via a [[jackshaft (locomotive)|jackshaft]] and [[side rod]]s. Those electric motors gave the DD1 a potential top speed of 85 mph, though PRR/LIRR timetables never allowed more than 65 mph. The simplicity and reliability of these locomotives allowed it to outlast its potential replacement model, the [[PRR L5]].

One pair, [[PRR 3936 and 3937|Nos. 3936 and 3937]], is in the [[Railroad Museum of Pennsylvania]] and was listed on the [[National Register of Historic Places]].

<gallery>
Image:PRR DD1 running gear.jpg|Running gear and electrical equipment
Image:PRR DD1 side drawing.jpg|Side-view drawing
</gallery>

==See also==
* [[PRR locomotive classification]]

==References==
{{reflist}}
* {{cite book
|author = Staufer, Alvin
|title = Pennsy Power
|id = LOC 62-20878
|year = 1962
|publisher = Staufer
|pages = 248–253
}}

{{National Register of Historic Places}}
{{PRR locomotives}}

[[Category:2-Bo-Bo-2 locomotives]]
[[Category:Pennsylvania Railroad locomotives|DD1]]
[[Category:600V DC third rail locomotives]]
[[Category:Electric locomotives of the United States]]

{{electric-loco-stub}}

SAR-Klasse 7E

2014-09-10T20:19:25Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=October 2013}}
{{Use South African English|date=October 2013}}
{{Infobox locomotive
| name = South African Class 7E
| powertype = Electric
| image = SAR Class 7E E7067.JPG
| alt =
| imagesize =
| caption = No. E7067 at [[Beaufort West]], [[Western Cape]], 2 August 2007
| designer = 50 c/s Group
| builder = [[Union Carriage & Wagon|Union Carriage and Wagon]]
| ordernumber =
| serialnumber =
| buildmodel = 50 c/s Group 7E
| builddate = 1978-1979
| totalproduction = 100
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[Co-Co locomotives|Co-Co]]
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies = {{convert|4.400|m|ftin|abbr=on}} wheelbase
| leadingdiameter =
| wheeldiameter = {{convert|1220|mm|in|0|abbr=on}}
| trailingdiameter =
| minimumcurve =
| wheelbase = {{convert|13.800|m|ftin|abbr=on}}
| length = {{convert|18.465|m|ftin|0|abbr=on}}
| width = {{convert|2.896|m|ftin|0|abbr=on}}
| height = {{convert|4.200|m|ftin|abbr=on}} pantographs down
| framesize =
| axleload = {{convert|21000|kg|LT|1|abbr=on}}
| weightondrivers =
| locoweight = {{convert|123500|kg|LT|1|abbr=on}}
| sandcap =
| electricsystem =
| collectionmethod = [[pantograph (rail)|Pantographs]]
| alternator =
| generator =
| tractionmotors = Six MG 680
| transmission = 20/117 gear ratio
| multipleworking =
| maxspeed = {{convert|100|km/h|mph|0|abbr=on}}
| poweroutput = '''Per motor:''' {{convert|540|kW|hp|abbr=on}} 1 hour {{convert|500|kW|hp|abbr=on}} continuous '''Total:''' {{convert|3240|kW|hp|abbr=on}} 1 hour {{convert|3000|kW|hp|abbr=on}} continuous
| tractiveeffort = {{convert|450|kN|lbf|abbr=on}} starting {{convert|319|kN|lbf|abbr=on}} 1 hour {{convert|300|kN|lbf|abbr=on}} continuous <ref name="E&D diagram-book"/>
| factorofadhesion =
| trainheating =
| locobrakes = [[Dynamic braking#Rheostatic braking|Rheostatic]] <ref name="Paxton-Bourne">{{Paxton-Bourne|pages=129-131}}</ref>
| locobrakeforce = {{convert|210|kN|lbf|abbr=on}} <ref name="Class 7E">Class 7E – Principle (sic) Dimensions and Technical Data (TFR leaflet used in driver training, circa 2010)</ref>
| trainbrakes = Air & Vacuum
| safety =
| operator = South African Railways Spoornet [[Transnet Freight Rail]] PRASA
| operatorclass = Class 7E
| powerclass = 25 kV 50 Hz AC
| numinclass = 100
| fleetnumbers = E7001-E7100
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 1978-1979 <ref name="E&D diagram-book">South African Railways Index and Diagrams Electric and Diesel Locomotives, 610mm and 1065mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended</ref>
| firstrundate = 1978
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 7E''' of 1978 is a [[South Africa]]n electric locomotive from the [[South African Railways]] era.

In 1978 and 1979 the South African Railways placed one hundred '''Class 7E''' electric locomotives with a Co-Co wheel arrangement in mainline service. They were the first 25 kV AC locomotives to enter service in [[South Africa]].<ref name="E&D diagram-book"/>

==Manufacturer==
The 25 kV AC '''Class 7E''' electric locomotive was designed for the South African Railways (SAR) by the 50 c/s Group, consisting of [[SA Ateliers de Constructions Electriques de Charleroi|ACEC]] of Belgium, [[AEG-Telefunken]] and [[Siemens]] of Germany, [[Alsthom|Alsthom-Atlantique]] and Société MTE of France, and [[Brown Boveri]] of Switzerland. They were built by Union Carriage and Wagon (UCW) in Nigel, Transvaal, who was the sub-contractor for mechanical components and assembly.<ref name="Paxton-Bourne"/><ref>{{cite web|title=UCW - Electric locomotives|url=http://www.ucw.co.za/pdf/electric_loco.pdf |publisher=The UCW Partnership|accessdate=30 September 2010 |archiveurl = http://web.archive.org/web/20071012023401/http://www.ucw.co.za/pdf/electric_loco.pdf |archivedate = 12 October 2007}}</ref>

[[File:Class 7E E7058 BPB.JPG|thumb|left|x100px|E7058 builder’s plate]]
One hundred Class 7E locomotives were delivered in 1978 and 1979, numbered in the range from E7001 to E7100. Beginning with the Class 7E, the SAR numbering practice for electric locomotives was changed to make the class number a part of the locomotive’s running number. From the Class 1E up to the last of the Class 6E1 series of locomotives, all electric locomotives were numbered sequentially from number E1 up.<ref name="E&D diagram-book"/>

UCW did not allocate builder’s numbers to the locomotives it built for the SAR, but used the SAR running numbers for their record keeping.<ref name="E&D diagram-book"/>

==Features==
On the Class 7E control of traction and rheostatic braking is by stepless solid-state electronics. The electrical equipment was designed for high power factor operation, obtained by a sector control method. These were the first South African AC electric locomotives with thyristor technology from the 50 c/s Group.<ref name="Paxton-Bourne"/><ref>Jane's World Railways 1980-81</ref>

==Orientation==
These dual cab locomotives have a roof access ladder on one side only, just to the right of the cab access door. The roof access ladder end is marked as the number 2 end. Judging from early photographs of Class 7E locomotives, the distinctive "eyebrow" rainwater beadings above the cab windscreens were added post-delivery.<ref name="E&D diagram-book"/>

==Service==
The Class 7E was designed primarily for goods train service on South Africa’s 25 kV {{nowrap|50 Hz AC}} electrified lines. Until 1978 all electrified mainline routes in South Africa used 3 kV DC, but from that year all new mainline electrification projects bar one used 25 kV AC. The one exception is the 50 kV AC [[Sishen]]-[[Saldanha Bay|Saldanha]] line. There are four isolated 25 kV routes.<ref name="E&D diagram-book"/><ref name="Paxton-Bourne"/><ref name="Middleton">{{Middleton-SA Loco Guide|pages=50, 60}}</ref>
* From Pyramid South to [[Pietersburg]] and via Brits and [[Rustenburg]] to [[Thabazimbi]].
* From Ermelo to the [[Richards Bay Coal Terminal]] at [[Richards Bay]].
* From Port Elizabeth to De Aar and from there northward to [[Kimberley, Northern Cape|Kimberley]] and southward to [[Beaufort West]].
* From [[East London, Eastern Cape|East London]] to [[Springfontein]] in the Free State.

[[File:Class 7E E7058 IDL.JPG|thumb|left|x100px]]
When it was electrified, the well known double line "racetrack" between Kimberley and De Aar was single lined and the section was signalled for single-track [[Centralized traffic control|centralised traffic control]] (CTC) with long crossing loops. Here the Class 7E finally replaced South Africa’s last big [[South African Class 25NC 4-8-4|Class 25NC]] steam locomotives. The second set of tracks were left in place, but unelectrified and isolated from the electrified track. However, in anticipation of increased ore traffic to the Eastern Cape from the Sishen branch north-west of Kimberley, work on wiring the second track was to commence in July 2008.<ref name="Paxton-Bourne"/><ref name="Middleton"/><ref name="Kimberley-De Aar">[http://www.railwaysafrica.com/blog/2007/08/kimberley-de-aar-electrification/ Railways Africa, 5 Aug 2007: Kimberley-De Aar Electrification]</ref>

The Class 7E was placed in service on the coal line from Ermelo to Richards Bay. When later model {{nowrap|25 kV}} locomotives were introduced, a few Class 7E locomotives went to the Pyramid South and East London lines, but the majority were transferred to the Cape Midlands system to work goods and passenger traffic from Kimberley via De Aar to either Port Elizabeth or Beaufort West.<ref name="Paxton-Bourne"/>

==Regional co-operation==
A 30c postage stamp depicting a pair of Class 7E locomotives hauling an ore train was one of a set of four commemorative [[postage stamps]] that were issued by the South African Post Office on 15 February 1990. The theme illustrated interdependence and regional co-operation in Southern Africa and, in this case, the integrated railway systems that stretched from [[Cape Town]] in the south to as far north as Dar es Salaam in [[Tanzania]]. The artwork and stamp design was by the noted stamp designer and artist A.H. Barrett.<ref name="Philbullet">Philatelic Bulletin 207, issued by Philatelic Services and INTERSAPA, 1990</ref>

==The Blue Train==
In the SAR and Spoornet eras, when the official liveries were Gulf Red and yellow whiskers for the SAR, and initially orange and later maroon for Spoornet, many selected electric locomotives and some diesel-electrics were painted blue for use with the [[Blue Train (South Africa)|Blue Train]], but without altering the layout of the various paint schemes. Blue Train locomotives were therefore blue with yellow whiskers in the SAR era, blue with the Spoornet logo and "SPOORNET" in Spoornet’s orange era, and blue with the Spoornet logo but without "SPOORNET" in Spoornet’s maroon era. Later, in Spoornet’s blue era, there was no need for a separate Blue Train livery, while in the Transnet Freight Rail (TFR) era one [[South African Class 14E|Class 14E]] and the surviving [[South African Class 14E1|Class 14E1]] electric locomotives were eventually repainted in blue during 2012 for use with the Blue Train.<ref name="Middleton"/><ref name="E1973">[http://grela.rrpicturearchives.net/showPicture.aspx?id=1513351 E1973 in blue based on orange livery]</ref><ref name="E1951">[http://grela.rrpicturearchives.net/showPicture.aspx?id=595691 E1951 in blue based on maroon livery]</ref>

When the section from Kimberley to Beaufort West was electrified, six Class 7E locomotives, numbers E7004 to E7009, were painted blue with yellow whiskers for use with the Blue Train on that section.<ref name="Middleton"/>

==Liveries illustrated==
All the Class 7E locomotives were delivered new in the SAR Gulf Red and yellow whiskers livery. The main picture shows number E7067 in Spoornet orange livery. Illustrated below are some of the other liveries that Class 7 locomotives served in.
<gallery mode=packed heights="170px" perrow="3">
File:Class 7E E7058.JPG|No. E7058 in SAR Gulf Red and whiskers livery at Swartkops, Port Elizabeth, 22 April 2013
File:SAR Class 7E E7008 BT.jpg|No. E7008 in SAR Blue Train livery on a goods train near Die Put, about {{convert|16|km|mi|0|abbr=off}} south of De Aar, Cape Province, 2 May 1985
File:SAR Class 7E E7061.JPG|No. E7061 in Spoornet maroon livery at [[Beaufort West]], [[Western Cape]], 16 September 2009
File:SAR Class 7E E7047.JPG|No. E7047 in Spoornet blue livery with solid numbers at Beaufort West, Western Cape, 1 May 2006
File:SAR Class 7E E7100.JPG|No. E7100 in Spoornet blue livery with outline numbers at [[De Aar]], [[Northern Cape]], 26 August 2007
File:E7010 - Shosholoza Meyl Livery.JPG|No. E7010 in PRASA’s Shosholoza Meyl livery at Edwin Swales shops, [[Durban]], [[KwaZulu-Natal]], 4 June 2010
</gallery>

==See also==
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]

==References==
{{Commons category multi|South African Class 7E}}
{{reflist}}
{{Locomotives of South Africa|state=collapsed}}

{{DEFAULTSORT:South African Electric 07E0}}

[[Category:Electric locomotives of South Africa]]
[[Category:Union Carriage & Wagon locomotives]]
[[Category:50 c/s Group locomotives]]
[[Category:Co-Co locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 1978]]
[[Category:1978 in South Africa]]

TFR-Klasse 43

2014-09-09T18:16:19Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=November 2012}}
{{Use South African English|date=November 2012}}
{{Infobox locomotive
| name = South African Class 43-000
| powertype = [[Diesel-electric]]
| image = Class 43-000 43-121.JPG
| alt =
| imagesize =
| caption = No. 43-121 at Pyramid South, Pretoria, 14 May 2013
| hatnote =
| designer = [[GE Transportation Systems|General Electric]]
| builder = General Electric Transnet Engineering <ref>[http://www.railwaysafrica.com/blog/2010/02/new-ge-diesels-for-south-africa/ Railways Africa, 12 Feb 2010: New GE Diesels for South Africa]</ref>
| ordernumber =
| serialnumber = '''GE built:''' 58851-58855/2010 58856-58860/2011 <ref name="Middleton">{{Middleton-SA Loco Guide}}</ref>
| buildmodel = GE C30ACi
| builddate = 2010-2013
| totalproduction = 153
| rebuilder =
| rebuilddate =
| numberrebuilt =
| whytetype =
| aarwheels = [[AAR wheel arrangement#C-C|C-C]]
| uicclass = [[Co'Co']] (Co-Co interlinked bogies)
| gauge = {{nowrap|{{RailGauge|3ft6in|allk=on|wrap=y}}}}
| trucks =
| bogies =
| leadingdiameter =
| driverdiameter =
| wheeldiameter = {{convert|1041|mm|in|1|abbr=on}} new {{convert|965|mm|in|abbr=on}} worn
| trailingdiameter =
| minimumcurve =
| wheelbase =
| length =
| width =
| height =
| framesize =
| axleload =
| weightondrivers =
| locoweight = {{convert|126|t|LT ST|1|abbr=on}}
| tenderweight =
| locotenderweight =
| tendertype =
| fueltype = [[Fuel oil]]
| fuelcap = {{convert|7000|L|impgal USgal}}
| lubecap =
| coolantcap =
| watercap =
| tendercap =
| sandcap =
| consumption =
| watercons =
| electricsystem =
| collectionmethod =
| primemover =
| rpmrange =
| enginetype = [[Diesel engine]]
| aspiration = [[Fuel injection#Electronic injection|Electronic fuel-injection system]]
| displacement =
| alternator =
| generator =
| tractionmotors = Six GE 3-phase [[Alternating current|AC]] induction
| boiler =
| boilerpressure =
| feedwaterheater =
| firearea =
| tubearea =
| fluearea =
| tubesandflues =
| fireboxarea =
| totalsurface =
| superheatertype =
| superheaterarea =
| cylindercount =
| cylindersize =
| transmission =
| multipleworking =
| maxspeed = {{convert|100|km/h|mph|abbr=on}}
| poweroutput = {{convert|3300|hp|kW|abbr=on}} GHP {{convert|3000|hp|kW|abbr=on}} THP
| tractiveeffort = {{convert|548|kN|lbf|abbr=on}} starting {{convert|460|kN|lbf|abbr=on}} continuous at {{convert|14.8|km/h|mph|abbr=on}}
| factorofadhesion =
| trainheating =
| locobrakes = [[Dynamic braking (locomotive)|Dynamic braking]]
| locobrakeforce = Peak effort {{convert|288|kN|lbf|abbr=on}}
| trainbrakes =
| safety = Loco-cam <ref name="Railways Africa"/>
| operator = [[Transnet Freight Rail]] Kumba Iron Ore [[Caminhos de Ferro de Moçambique]]
| operatorclass = Class 43-000
| powerclass =
| numinclass = TFR 143, CFM 10
| fleetnumbers = TFR 43-001 to 43-143 CFM D701 to D710
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 2011-2013
| firstrundate = 2011
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 43-000''' of 2011 is a [[South Africa]]n diesel-electric locomotive from the [[Transnet Freight Rail]] era.

In January 2011 [[Transnet Rail Engineering|Transnet Engineering]] at Koedoespoort in Pretoria took delivery of the first two of one hundred and forty-three '''Class {{nowrap|43-000}}''' General Electric type C30ACi diesel-electric locomotives for [[Transnet Freight Rail]]. A further eight were shipped from the United States of America in April 2011. In July 2011 the first of the one hundred and thirty-three locally built locomotives was rolled out at the Koedoespoort shops in Pretoria.<ref name="Railways Africa">[http://www.railwaysafrica.com/blog/2011/01/new-diesels-for-south-africa/ Railways Africa, 12 Jan 2011: New Diesels for South Africa]</ref>

In late 2013 the first of these locomotives were also delivered to Kumba Iron Ore at [[Sishen]] and [[Caminhos de Ferro de Moçambique]], the Mozambican railways.<ref name="IRJ"/><ref name="CFM">[http://www.cfm.co.mz/cfm-adquire-10-locomotivas-para-o-sistema-ferroviario-sul-2/ CFM adquire 10 Locomotivas para o Sistema Ferroviário Sul]</ref>

==Manufacturers==

===Tendering process===
A tendering process in 2006 and 2007 had selected Electro-Motive Sibanye, a joint venture between [[Electro-Motive Diesel]] (EMD) and Sibanye Trade and Services, as preferred bidder to supply two hundred and twelve locomotives for Transnet Freight Rail (TFR). Sibanye was a South African [[Black Economic Empowerment]] (BEE) company dealing with locomotives and spare parts. However, this agreement was cancelled amid reports and then confirmation of tender irregularities.<ref>[http://www.railwaysafrica.com/blog/2009/04/why-transnet-discontinued-that-diesel-order/ Railways Africa, 2 Apr 2009: Why Transnet Discontinued That Diesel Order]</ref><ref>[http://www.railwaysafrica.com/blog/2009/03/transnet-tender-to-high-court/ Railways Africa, 12 Mar 2009: Transnet Tender to High Court]</ref>

A new tendering process was initiated, which invited three locomotive manufacturers, EMD, [[General Electric]] (GE) and [[Siemens]], to bid for a contract to build one hundred new diesel-electric locomotives. In 2009 GE was announced as being the successful bidder.<ref>[http://www.engineeringnews.co.za/article/transnet-signs-ge-transportation-deal-for-100-locomotives-2009-12-18 Engineering News, 18 Dec 2009: Transnet Signs GE Transportation Deal for 100 Locomotives]</ref>

===Construction===
The '''Class 43-000''' GE type C30ACi [[diesel-electric locomotive]] was designed by [[GE Transportation Systems]], a division of GE. The first ten locomotives were built by GE in [[Erie, Pennsylvania]] and imported. They were delivered in January and April 2011 and were numbered in the range from 43-001 to 43-010.<ref>[http://www.railpictures.net/viewphoto.php?id=349791 Enola Yard, 28 December 2010]</ref>

The rest were built by Transnet Engineering (TE) and GE South African Technologies (GESAT) at the Koedoespoort shops of TRE in [[Pretoria]] and were numbered in the range from 43-011 to 43-100. The first of these, 43-011, was rolled out in July 2011.<ref name="Celebration"/>

At the beginning of 2012 the contract was extended for the construction of a further forty-three locomotives, to be numbered in the range from 43-101 to {{nowrap|43-143}}. On 27 June 2012 TRE and GESAT celebrated the roll-out of the fiftieth Class 43-000 locomotive produced at Koedoespoort, marking the completion of 60% of the first contract for the supply of one hundred locomotives.<ref name="Celebration">[http://www.railwaysafrica.com/blog/2012/07/class-43-loco-celebration/ Railways Africa, 10 Jul 2012: Class 43 Loco Celebration]</ref>

Upon completion of the TFR order, the TE production line at Koedoespoort continued to manufacture C30ACi diesel-electric locomotives for customers elsewhere on the African continent. Since the C30ACi is the latest state-of-the-art GE locomotive, specifically designed and built for [[Cape gauge]] which is widely used in West and Southern Africa, potential customers may include Ghana, Nigeria, Congo-Brazzaville, Democratic Republic of the Conco, Angola, Mozambique, Malawi, Zambia, Botswana, Namibia, south-western Tanzania and Zimbabwe.<ref name="Locos for Africa">[http://www.railwaysafrica.com/blog/2013/09/koedoespoort-locos-for-africa/?utm_source=Railways+Africa&utm_campaign=437557ae14-RSS_EMAIL_CAMPAIGN&utm_medium=email&utm_term=0_a785c99d84-437557ae14-381613565 Railways Africa, 17 Sep 2013: Koedoespoort: Locos for Africa]</ref>

==Features==

===Crew comfort===
The locomotives were constructed with both safety and crew comfort in mind. The cab is equipped with a "Loco-cam", an air conditioner, a refrigerator located adjacent to the cab front door and a toilet in the form of a "Porta Pottie" with a floor drain to wayside.<ref name="Railways Africa"/>

===Fuel-efficiency===
The GE type C30ACi was the first AC diesel-electric locomotive to be introduced in Sub-Saharan Africa and also the first to meet with the UIC II [[Emission standard|emissions standards]] of the [[International Union of Railways]] ({{lang|fr|''Union Internationale des Chemins de fer''}}, UIC). It met with the emissions standards for brake-specific nitrogen oxides, unburned hydrocarbons, carbon monoxide and particulate matter. The locomotives were expected to be more fuel-efficient and to produce lower emissions than typical diesel-electric locomotives operating in South Africa until then.<ref name="Celebration"/><ref>[http://www.dieselnet.com/standards/inter/uic_loco.php International: UIC Locomotive Emission Standards]</ref>

===Traction and brakes===
Compared to the, on average, thirty-year-old existing TFR diesel-electric locomotive fleet at the time, the Class 43-000 also offered a greater continuous tractive effort and a higher adhesion capability, allowing the same amount of freight to be hauled with fewer locomotives by replacing four of the older locomotives with three of the new models.<ref>[http://www.ecomagination.com/technologies/c30-aci-south-african-locomotive Ecomagination – Progress for 2011: C30-ACi (South African) Locomotive]</ref><ref>[http://www.railwaysafrica.com/blog/2012/07/about-the-new-class-43/ Railways Africa, 10 Jul 2012: About the New Class 43]</ref>

Should a locomotive lose a traction motor, the same power is redistributed to the remaining five traction motors. The Class 43-000 is the first South African diesel-electric locomotive to have dynamic braking all the way down to crawling speed at 1 km/h.<ref name="Driver’s comment">[[:Talk:South African Class 43-000#A driver's comment on the Class 43-000|A driver's comment on the Class 43-000]]</ref>

==Service==

===Transnet Freight Rail===
Transnet Freight Rail's Class 43-000 was initially placed in service on the line from the [[Mpumalanga]] Lowveld via [[Swaziland]] to [[Richards Bay]], and during 2012 also on the Sishen-Saldanha iron ore export line.<ref>[http://www.railwaysafrica.com/blog/2010/03/more-locos-for-tfr/ Railways Africa, 26 Mar 2010: More Locos for TFR]</ref> In May 2013 new Class 43-000s were also observed at the Pyramid South locomotive depot north of Pretoria.

===Kumba Iron Ore===
In November 2013 six of these C30ACi diesel-electric locomotives, also built at Transnet Engineering's Koedoespoort shops, were delivered to Kumba Iron Ore, who will employ them to shunt iron ore trains at its [[Sishen]] mine in the [[Northern Cape]]. The locomotives, painted in a dark blue livery with yellow sills and handrails, replaced ten older locomotives which were hired from Transnet and used in pairs for loading operations. A single C30ACi will be used to load trains of 114 ore wagons each, which earlier required two locomotives.<ref name="IRJ">[http://www.railjournal.com/index.php/africa/kumba-iron-ore-receives-ge-locomotives.html International Railway Journal, 28 November 2013: Kumba Iron Ore receives GE locomotives]</ref>

===Caminhos de Ferro de Moçambique===
In December 2013 the first four of ten of these C30ACi locomotives were delivered from Transnet Engineering to [[Caminhos de Ferro de Moçambique]], the Mozambican railways, for use on its southern network out of [[Maputo]]. The locomotives were acquired to make the railway less dependent on hired locomotives from South Africa and India.<ref name="CFM"/>

==Mixed power working==
On the [[Sishen–Saldanha Orex line]] GE Class 34 series and Class 43-000 diesel-electric locomotives run consisted to [[South African Class 9E, Series 1|Class 9E]] and [[South African Class 15E|Class 15E]] electric locomotives to haul the 342 wagon iron ore trains. Each wagon has a 100 ton capacity and the trains are at least {{convert|3.72|km|mi|abbr=off}} in length, powered by mixed consists of Class 9E and Class 15E electric, GE type U26C [[South African Class 34-000|Classes 34-000]], [[South African Class 34-400|{{nowrap|34-400}}]], [[South African Class 34-500|34-500]] and [[South African Class 34-900|34-900]] and, from 2012, GE type C30ACi Class 43-000 diesel-electric locomotives. In South Africa mixed electric and diesel-electric consists are unique to the Orex line.<ref name="Orex">Information supplied by Orex train crew members</ref><ref name="Actom">[http://www.actom.co.za/pages/Actom-Divisions/news.asp?ID=5&DivisionID=4&BusinessUnitID=20&NewsID=45 Actom Divisions News, 22 July 2010]</ref><ref name="RRPictureArchives">[http://grela.rrpicturearchives.net/archivethumbs.aspx?id=88175 Picture essay: Sishen-Saldanha Iron Ore Export Line (OREX)]</ref>

{{wide image|Sishen-Saldanha Iron Ore Train.jpg|1800px|alt=Ore train about {{convert|100|km|mi|0|abbr=off}} north of Lamberts Bay|Ore train about {{convert|100|km|mi|0|abbr=off}} north of Lamberts Bay}}
A Class 9E or Class 15E electric locomotive serves as the master of each mixed electric and diesel-electric consist, with a total of between eight and twelve locomotives per train, depending on the locomotive types involved and with twelve being the maximum number allowed. Motive power usually consists of three sets of locomotives and a lone electric locomotive pushing at the rear end of the train. Each locomotive set usually consists of one Class 9E or 15E electric and one or two Class 34 or 43-000 diesel-electric locomotives, with each set’s electric locomotive controlling its respective diesel-electric companions by means of a {{lang|af|Slimkabel}} (smart cable). In effect each ore train is therefore made up of three separate 114 wagon trains consisted together, with the locomotives of all three trains and the pusher locomotive at the rear end all controlled by means of a [[Locotrol]] radio distributed power control system by one crew in the leading electric locomotive. A typical train would therefore be made up of locomotive set A, 114 wagons, locomotive set B, 114 wagons, locomotive set C, 114 wagons, and the pusher locomotive.<ref name="Orex"/><ref name="Actom"/><ref name="RRPictureArchives"/><ref>[http://www.getransportation.com/rail/rail-products/locomotives/on-board-systems/l.html Locotrol Distributed Power]</ref>

==Works numbers==
The GE-built Class 43-000 [[Builder's plate|builder’s works numbers]]<ref name="Middleton"/> and approximate years of construction are shown in the table. It is not known whether GE works numbers were also allocated to the TRE-built locomotives. They were delivered without any builder’s [[works plate]]s.
{|class="wikitable collapsible sortable collapsed" style="margin:0.5em auto; font-size:100%;"
|+'''Class 43-000, GE type C30ACi'''
|-
! Loco no.
!Builder
!Works no.
!Year 
|-
|43-001
|GE
|58851
|2010
|-
|43-002
|GE
|58852
|2010
|-
|43-003
|GE
|58853
|2010
|-
|43-004
|GE
|58854
|2010
|-
|43-005
|GE
|58855
|2010
|-
|43-006
|GE
|58856
|2011
|-
|43-007
|GE
|58857
|2011
|-
|43-008
|GE
|58858
|2011
|-
|43-009
|GE
|58859
|2011
|-
|43-010
|GE
|58860
|2011
|-
|43-011
|TRE/TE
|
|2011
|-
|43-012
|TRE/TE
|
|2011-12
|-
|43-013
|TRE/TE
|
|2011-12
|-
|43-014
|TRE/TE
|
|2011-12
|-
|43-015
|TRE/TE
|
|2011-12
|-
|43-016
|TRE/TE
|
|2011-12
|-
|43-017
|TRE/TE
|
|2011-12
|-
|43-018
|TRE/TE
|
|2011-12
|-
|43-019
|TRE/TE
|
|2011-12
|-
|43-020
|TRE/TE
|
|2011-12
|-
|43-021
|TRE/TE
|
|2011-12
|-
|43-022
|TRE/TE
|
|2011-12
|-
|43-023
|TRE/TE
|
|2011-12
|-
|43-024
|TRE/TE
|
|2011-12
|-
|43-025
|TRE/TE
|
|2011-12
|-
|43-026
|TRE/TE
|
|2011-12
|-
|43-027
|TRE/TE
|
|2011-12
|-
|43-028
|TRE/TE
|
|2011-12
|-
|43-029
|TRE/TE
|
|2011-12
|-
|43-030
|TRE/TE
|
|2011-12
|-
|43-031
|TRE/TE
|
|2011-12
|-
|43-032
|TRE/TE
|
|2011-12
|-
|43-033
|TRE/TE
|
|2011-12
|-
|43-034
|TRE/TE
|
|2011-12
|-
|43-035
|TRE/TE
|
|2011-12
|-
|43-036
|TRE/TE
|
|2011-12
|-
|43-037
|TRE/TE
|
|2011-12
|-
|43-038
|TRE/TE
|
|2011-12
|-
|43-039
|TRE/TE
|
|2011-12
|-
|43-040
|TRE/TE
|
|2011-12
|-
|43-041
|TRE/TE
|
|2011-12
|-
|43-042
|TRE/TE
|
|2011-12
|-
|43-043
|TRE/TE
|
|2011-12
|-
|43-044
|TRE/TE
|
|2011-12
|-
|43-045
|TRE/TE
|
|2011-12
|-
|43-046
|TRE/TE
|
|2011-12
|-
|43-047
|TRE/TE
|
|2011-12
|-
|43-048
|TRE/TE
|
|2011-12
|-
|43-049
|TRE/TE
|
|2011-12
|-
|43-050
|TRE/TE
|
|2011-12
|-
|43-051
|TRE/TE
|
|2011-12
|-
|43-052
|TRE/TE
|
|2011-12
|-
|43-053
|TRE/TE
|
|2011-12
|-
|43-054
|TRE/TE
|
|2011-12
|-
|43-055
|TRE/TE
|
|2011-12
|-
|43-056
|TRE/TE
|
|2011-12
|-
|43-057
|TRE/TE
|
|2011-12
|-
|43-058
|TRE/TE
|
|2011-12
|-
|43-059
|TRE/TE
|
|2011-12
|-
|43-060
|TRE/TE
|
|2012
|-
|43-061
|TRE/TE
|
|2012-13
|-
|43-062
|TRE/TE
|
|2012-13
|-
|43-063
|TRE/TE
|
|2012-13
|-
|43-064
|TRE/TE
|
|2012-13
|-
|43-065
|TRE/TE
|
|2012-13
|-
|43-066
|TRE/TE
|
|2012-13
|-
|43-067
|TRE/TE
|
|2012-13
|-
|43-068
|TRE/TE
|
|2012-13
|-
|43-069
|TRE/TE
|
|2012-13
|-
|43-070
|TRE/TE
|
|2012-13
|-
|43-071
|TRE/TE
|
|2012-13
|-
|43-072
|TRE/TE
|
|2012-13
|-
|43-073
|TRE/TE
|
|2012-13
|-
|43-074
|TRE/TE
|
|2012-13
|-
|43-075
|TRE/TE
|
|2012-13
|-
|43-076
|TRE/TE
|
|2012-13
|-
|43-077
|TRE/TE
|
|2012-13
|-
|43-078
|TRE/TE
|
|2012-13
|-
|43-079
|TRE/TE
|
|2012-13
|-
|43-080
|TRE/TE
|
|2012-13
|-
|43-081
|TRE/TE
|
|2012-13
|-
|43-082
|TRE/TE
|
|2012-13
|-
|43-083
|TRE/TE
|
|2012-13
|-
|43-084
|TRE/TE
|
|2012-13
|-
|43-085
|TRE/TE
|
|2012-13
|-
|43-086
|TRE/TE
|
|2012-13
|-
|43-087
|TRE/TE
|
|2012-13
|-
|43-088
|TRE/TE
|
|2012-13
|-
|43-089
|TRE/TE
|
|2012-13
|-
|43-090
|TRE/TE
|
|2012-13
|-
|43-091
|TRE/TE
|
|2012-13
|-
|43-092
|TRE/TE
|
|2012-13
|-
|43-093
|TRE/TE
|
|2012-13
|-
|43-094
|TRE/TE
|
|2012-13
|-
|43-095
|TRE/TE
|
|2012-13
|-
|43-096
|TRE/TE
|
|2012-13
|-
|43-097
|TRE/TE
|
|2012-13
|-
|43-098
|TRE/TE
|
|2012-13
|-
|43-099
|TRE/TE
|
|2012-13
|-
|43-100
|TRE/TE
|
|2012-13
|-
|43-101
|TRE/TE
|
|2012-13
|-
|43-102
|TRE/TE
|
|2012-13
|-
|43-103
|TRE/TE
|
|2012-13
|-
|43-104
|TRE/TE
|
|2012-13
|-
|43-105
|TRE/TE
|
|2012-13
|-
|43-106
|TRE/TE
|
|2012-13
|-
|43-107
|TRE/TE
|
|2012-13
|-
|43-108
|TRE/TE
|
|2012-13
|-
|43-109
|TRE/TE
|
|2012-13
|-
|43-110
|TRE/TE
|
|2012-13
|-
|43-111
|TRE/TE
|
|2012-13
|-
|43-112
|TRE/TE
|
|2012-13
|-
|43-113
|TRE/TE
|
|2012-13
|-
|43-114
|TRE/TE
|
|2012-13
|-
|43-115
|TRE/TE
|
|2012-13
|-
|43-116
|TRE/TE
|
|2012-13
|-
|43-117
|TRE/TE
|
|2012-13
|-
|43-118
|TRE/TE
|
|2012-13
|-
|43-119
|TRE/TE
|
|2012-13
|-
|43-120
|TRE/TE
|
|2012-13
|-
|43-121
|TRE/TE
|
|2012-13
|-
|43-122
|TRE/TE
|
|2012-13
|-
|43-123
|TRE/TE
|
|2012-13
|-
|43-124
|TRE/TE
|
|2012-13
|-
|43-125
|TRE/TE
|
|2012-13
|-
|43-126
|TRE/TE
|
|2012-13
|-
|43-127
|TRE/TE
|
|2012-13
|-
|43-128
|TRE/TE
|
|2012-13
|-
|43-129
|TRE/TE
|
|2012-13
|-
|43-130
|TRE/TE
|
|2012-13
|-
|43-131
|TRE/TE
|
|2012-13
|-
|43-132
|TRE/TE
|
|2012-13
|-
|43-133
|TRE/TE
|
|2012-13
|-
|43-134
|TRE/TE
|
|2012-13
|-
|43-135
|TRE/TE
|
|2012-13
|-
|43-136
|TRE/TE
|
|2012-13
|-
|43-137
|TRE/TE
|
|2012-13
|-
|43-138
|TRE/TE
|
|2012-13
|-
|43-139
|TRE/TE
|
|2012-13
|-
|43-140
|TRE/TE
|
|2012-13
|-
|43-141
|TRE/TE
|
|2012-13
|-
|43-142
|TRE/TE
|
|2012-13
|-
|43-143
|TRE/TE
|
|2012-13
|-
|}

==Sides illustrated==
All the Class 43-000 locomotives were delivered in red TFR livery. The first picture below shows no. 43-001 on its delivery run, being hauled dead-in-tow from Durban to Koedoespoort after being brought ashore at Durban harbour. The rest serve to illustrate the locomotive from all sides.
<gallery mode=packed heights="170px" perrow="3">
File:Class 43 Diesel 43-001.JPG|No. 43-001 at Balgowan, [[KwaZulu-Natal]], 28 January 2011
File:Class 43-000 43-116.JPG|No. 43-116 at Pyramid South, Pretoria, 14 May 2013
File:Class 43-000 43-124.JPG|No. 43-124 at Pyramid South, Pretoria, 14 May 2013
File:Class 43-000 43-064.JPG|No. 43-064 at the Orex yard, Saldanha, 10 February 2013
File:Class 43-000 43-071.JPG|No. 43-071 at the train assembly yard, Saldanha, 10 February 2013
</gallery>

==See also==
* [[South African Class 34-000]]
* [[South African Class 34-400]]
* [[South African Class 34-500]]
* [[South African Class 34-900]]
* [[South African Class 9E, Series 1]]
* [[South African Class 9E, Series 2]]
* [[South African Class 15E]]
* [[South African locomotive numbering and classification#Diesel-electric and diesel-hydraulic locomotives|Diesel-electric locomotive numbering and classification]]
* [[South African locomotive history#The 2010s|South African locomotive history]]
* [[List of South African locomotive classes]]

==References==
{{Commons category|South African Class 43-000|TFR Class 43-000}}
{{reflist}}
{{Locomotives of South Africa|state=collapsed}}
{{GE diesels|state=collapsed }}

{{DEFAULTSORT:South African Diesel 43-000}}
[[Category:Diesel-electric locomotives of South Africa]]
[[Category:General Electric locomotives]]
[[Category:Transnet Rail Engineering locomotives]]
[[Category:Co+Co locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 2011]]
[[Category:2011 in South Africa]]

SAR-Klasse 4E

2014-09-07T20:10:46Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=August 2013}}
{{Use South African English|date=August 2013}}
{{Infobox locomotive
| name = South African Class 4E
| powertype = Electric
| image = SAR Class 4E E238.jpg
| alt =
| imagesize =
| caption = No. E238 at rest at the Salt River Depot, [[Cape Town]], 7 January 1966
| designer = [[General Electric Company plc|General Electric Company]]
| builder = [[North British Locomotive Company]]
| ordernumber =
| serialnumber = 26859-26898 <ref name="NBL">North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard Schmeiser</ref>
| buildmodel = GEC 4E
| builddate = 1952-1953
| totalproduction = 40
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[1Co+Co1]] interlinked bogies
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies = {{convert|6.833|m|ftin|0|abbr=on}} wheelbase
| leadingdiameter = {{convert|792|mm|in|1|abbr=on}}
| wheeldiameter = {{convert|1295|mm|in|0|abbr=on}}
| trailingdiameter =
| minimumcurve =
| wheelbase = {{convert|18.390|m|ftin|0|abbr=on}}
| length = {{convert|21.844|m|ftin|0|abbr=on}}
| width =
| height = {{convert|3.924|m|ftin|abbr=on}} pantographs down
| framesize =
| axleload = {{convert|13209|kg|LT|0|abbr=on}} per pony axle {{convert|21845|kg|LT|1|abbr=on}} per traction axle
| weightondrivers =
| locoweight = {{convert|157488|kg|LT|0|abbr=on}}
| sandcap =
| electricsystem =
| collectionmethod = [[pantograph (rail)|Pantographs]]
| alternator =
| generator =
| tractionmotors = Six GEC WT580
| transmission = 21/75 Gear ratio
| multipleworking =
| maxspeed = {{convert|97|km/h|mph|abbr=on}}
| poweroutput = '''Per motor:''' {{convert|377|kW|hp|abbr=on}} 1 hour {{convert|313|kW|hp|abbr=on}} continuous '''Total:''' {{convert|2262|kW|hp|abbr=on}} 1 hour {{convert|1878|kW|hp|abbr=on}} continuous
| tractiveeffort = {{convert|322|kN|lbf|abbr=on}} starting {{convert|185|kN|lbf|abbr=on}} 1 hour {{convert|141|kN|lbf|abbr=on}} continuous
| factorofadhesion =
| trainheating =
| locobrakes = [[Regenerative brake|Regenerative]]
| locobrakeforce =
| trainbrakes = Air & Vacuum
| safety =
| operator = [[South African Railways]]
| operatorclass = Class 4E
| powerclass = 3 kV DC
| numinclass = 40
| fleetnumbers = E219-E258 <ref name="E&D diagram-book"/>
| officialname =
| nicknames = {{lang|af|Groen Mamba}} (Green Mamba) {{lang|af|Groot Mamba}} (Large Mamba)
| axleloadclass =
| locale =
| deliverydate = 1952-1954
| firstrundate = 1952
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 4E''' of 1952 is a [[South Africa]]n electric locomotive from the [[South African Railways]] era.

Between 1952 and 1954 the South African Railways placed forty '''Class 4E''' electric locomotives with a 1Co+Co1 wheel arrangement in service on the mainline from Cape Town across the Hex River rail pass to Touws River in the [[Karoo]].<ref name="Paxton-Bourne"/>

==Manufacturer==
[[File:SAR Class 4E E258 BPF.JPG|thumb|left|x100px|GEC and NBL logos on the end doors]]
The 3 kV DC '''Class 4E''' electric locomotive was designed for the South African Railways (SAR) by the [[General Electric Company plc|General Electric Company]] (GEC) and built by the [[North British Locomotive Company]] (NBL) between 1952 and 1953. They were delivered between 1952 and 1954 and were numbered in the range from E219 to E258. The Class 4E was amongst the most powerful electric locomotives in the world at that time.<ref name="E&D diagram-book"/><ref name="Paxton-Bourne"/>

==Orientation==
[[File:Plate NBL 4E (E258).JPG|thumb|left|x70px|NBL [[works plate]], no. E258]]
These dual cab locomotives have two large grilles on one side and a passage linking the cabs on the opposite side. When observing the locomotive from the side with the grilles, the number 1 end would be on the right. Like the [[South African Class 1E|Classes 1E]], [[South African Class 2E|2E]] and [[South African Class 3E|3E]], the Class 4E has bogie mounted [[draft gear]] and an articulated inter-bogie linkage, therefore no train forces are transmitted to the locomotive body.<ref name="E&D diagram-book">South African Railways Index and Diagrams Electric and Diesel Locomotives, 610mm and 1065mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended</ref>

The Class 4E has a 1Co+Co1 wheel arrangement, with an additional [[bissel truck]] (pony truck) at the outer end of each of the two three-axle powered bogies. While the [[South African Class 32-000|Classes 32-000]] and [[South African Class 32-200|32-200]] diesel-electric locomotive types also used this wheel arrangement, it made the Class 4E unique amongst South African electric locomotives.<ref name="Paxton-Bourne">Locomotives of the South African Railways (Leith Paxton & David Bourne, 1985), pp126-127, ISBN 0-86977-211-2</ref>

==Service==
[[File:SAR Class 4E E258 ID.JPG|thumb|left|x100px]]The Class 4E was specifically built for use on the mainline from [[Cape Town]] across the Hex River rail pass to [[Touws River (town)|Touws River]], from where [[South African Class 25 4-8-4|Class 25]] and [[South African Class 25NC 4-8-4|Class 25NC]] steam locomotives took over across the stretch of unelectrified mainline to [[De Aar]] and from there to either [[Kimberley, Northern Cape|Kimberley]] or [[Bloemfontein]].<ref name="Paxton-Bourne"/>

The first locomotives to be delivered were placed in service on the Natal mainline while electrification from Worcester to Touws River was being completed, but they eventually had to be withdrawn from Natal because the severe curvature of the Natal mainline caused their frames to crack.<ref name="Pivnic"/>

Number E219 was the first Class 4E locomotive to be relocated to [[Cape Town]], where it initially ran on the 1.5 kV DC power that was at that stage still being used for the Cape Town suburban trains, until the upgrading of the lines to 3 kV DC was completed in November 1954. This restricted its load capacity and mobility.<ref name="Pivnic">South African Railways & Harbours Photo Journal, Vol. 6, p15, by Les Pivnic</ref>

One Class 4E locomotive even briefly served on the Western Transvaal system while being relocated from Natal to the Cape in 1957, when that system was granted permission to use number E247 for between four and six weeks before the locomotive was forwarded on to Cape Town.<ref>South African Railways & Harbours Photo Journal, Vol. 19, p9, by Les Pivnic</ref>

==Hex River tunnel scheme==
The Class 4E purchase was part of a scheme to eliminate the 1 in 40 (2½%) gradients and severe curves of the [[Hex River Tunnels#The Hex River rail pass|Hex River rail pass]], that entailed the construction of a series of four tunnels through the Hex River Mountains. The tunnel system would have enabled a single Class 4E locomotive to haul 1,000 ton trains up the resulting 1 in 66 (1½%) gradients.<ref name="Paxton-Bourne"/>

[[File:Tunnel Hexrivier A 07.JPG|thumb|Rockface in the abandoned Hexton eastern portal (coordinates {{coord|-33.405814|19.9008|display=inline}})]]
The [[Hex River Tunnels]] scheme (Hexton) was initially started in 1945, but was deferred indefinitely in 1950 as a result of financial constraints. The tunnel scheme was briefly resuscitated in 1965 but was deferred once again in 1966. Work was eventually resumed in 1974 and included the remodelling of the lower section of the deviation between De Doorns and Osplaas stations as well as the construction of the short twin tunnels. This was completed in 1976, at which point financial constraints resulted in yet another postponement. Authority to proceed was only given once again in late 1979.<ref>[[Hex River Tunnels]]</ref><ref name="Construction World Jul 1990">South African Construction World, July 1990, pp. 60-61</ref>

When the project was resumed, the eastern portal of the longest tunnel was relocated a short distance to the southeast of the original site, while the location of the western portal remained as originally planned during the first attempt. The tunnel system was opened on 27 November 1989, by which time the Class 4Es were already retired after having spent their entire careers double heading trains up the Hex River rail pass.<ref name="Paxton-Bourne"/>

==Liveries ==
The Class 4E was delivered in a bottle green livery all over with red buffers. The colour and the almost {{convert|22|m|ft|0|abbr=off}} length of the Class 4E quickly earned it the nickname {{lang|af|Groen Mamba}} (Green [[Mamba]]). This changed to {{lang|af|Groot Mamba}} (Large Mamba) when the much shorter Class 5E was introduced in 1955 and nicknamed {{lang|af|Klein Mamba}} (Little Mamba).<ref name="Middleton">Railways of Southern Africa Locomotive Guide, 2002 Edition, (Compiled by John N. Middleton), 4E photograph, as amended by Combined Amendment List 4, January 2009</ref>

Soon after they entered service, however, [[Hex River Valley]] farmers complained that the bottle green all over colour scheme made the locomotives difficult to see when they were approaching through the vineyards. Yellow lines were then added all around the locomotive to improve its visibility, with various line patterns being used before eventually settling on the V shaped whiskers on the ends that extended onto the sides, and multiple lines around the number plates on the sides. The attractive whiskers livery was eventually adopted for all the electric locomotives of the SAR.<ref>South African Railways & Harbours Photo Journal, Vol. 7, pp16-17, by Les Pivnic</ref>

Beginning in 1960, a Gulf Red and yellow whiskers livery gradually replaced the green and yellow.<ref name="Paxton-Bourne"/>

==Works numbers==
The NBL works numbers of the Class 4E are shown in the table.<ref name="Middleton"/>
{| class="wikitable collapsible collapsed sortable" style="margin:0.5em auto; font-size:100%;"
|+'''Class 4E'''
|-
! Loco no.
!Works no.
|-
|E219
|26859
|-
|E220
|26860
|-
|E221
|26861
|-
|E222
|26862
|-
|E223
|26863
|-
|E224
|26864
|-
|E225
|26865
|-
|E226
|26866
|-
|E227
|26867
|-
|E228
|26868
|-
|E229
|26869
|-
|E230
|26870
|-
|E231
|26871
|-
|E232
|26872
|-
|E233
|26873
|-
|E234
|26874
|-
|E235
|26875
|-
|E236
|26876
|-
|E237
|26877
|-
|E238
|26878
|-
|E239
|26879
|-
|E240
|26880
|-
|E241
|26881
|-
|E242
|26882
|-
|E243
|26883
|-
|E244
|26884
|-
|E245
|26885
|-
|E246
|26886
|-
|E247
|26887
|-
|E248
|26888
|-
|E249
|26889
|-
|E250
|26890
|-
|E251
|26891
|-
|E252
|26892
|-
|E253
|26893
|-
|E254
|26894
|-
|E255
|26895
|-
|E256
|26896
|-
|E257
|26897
|-
|E258
|26898
|-
|}
==Liveries illustrated==
The main picture shows number E238 at rest at the Salt River Depot in Cape Town on 7 January 1966 while the following pictures serve to illustrate some of the liveries used on the Class 4E during its service lifetime.
<gallery mode=packed heights="170px" perrow="3">
File:SAR Class 4E E237.jpg|No. E237 at the Salt River Depot, Cape Town, 7 January 1966
File:SAR Class 4E E258.JPG|No. E258 in bottle green under a shelter at Bellville Depot, 25 October 2007
File:Class4E-E219.jpg|No. E219 in Gulf Red and whiskers at Millsite Depot, 14 December 2010
</gallery>

==See also==
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[Hex River Tunnels]]
* [[List of South African locomotive classes]]

==References==
{{Commons category multi|South African Class 4E}}
{{reflist}}
{{Locomotives of South Africa|state=collapsed}}
{{General Electric Company plc|state=collapsed}}

{{DEFAULTSORT:South African Electric 04E}}

[[Category:Electric locomotives of South Africa]]
[[Category:GEC locomotives]]
[[Category:NBL locomotives]]
[[Category:1Co+Co1 locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 1952]]
[[Category:1952 in South Africa]]

TFR-Klasse 20E

2014-09-07T14:47:09Z

Robevans123: /* top */ Renamed deprecated infobox parameter

{{Use dmy dates|date=August 2013}}
{{Use South African English|date=August 2013}}
{{Infobox locomotive
| name = South African Class 20E
| powertype = Electric
| image = Class 20E (20 002).jpg
| alt =
| imagesize =
| caption = No. 20-002 & 20-003 being moved from the Point in Durban to Umbilo Electric Locomotive Depot, 14 November 2013
| designer = [[Zhuzhou Electric Locomotive Co., Ltd.|Zhuzhou Electric Locomotive Co.]]
| builder = Zhuzhou Electric Locomotive Co. CSR Zhuzhou-Matsetse Basadi
| ordernumber =
| serialnumber =
| buildmodel = ZELC 20E
| builddate = 2013-
| totalproduction = 95
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[Bo-Bo]]
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies =
| wheeldiameter =
| trailingdiameter =
| minimumcurve =
| wheelbase =
| length =
| width =
| height =
| framesize =
| axleload = {{convert|21870|kg|LT|1|abbr=on}}
| weightondrivers =
| locoweight = {{convert|86368|kg|LT|1|abbr=on}}
| sandcap =
| electricsystem =
| collectionmethod = [[pantograph (rail)|Pantograph]]
| alternator =
| generator =
| tractionmotors =
| transmission =
| multipleworking =
| maxspeed = {{convert|100|km/h|mph||abbr=on}}
| poweroutput =
| tractiveeffort =
| factorofadhesion =
| trainheating =
| locobrakes = Regenerative
| locobrakeforce =
| trainbrakes = Air
| safety =
| operator = [[Transnet Freight Rail]]
| operatorclass = 20E
| powerclass = Dual 3 kV DC & 25 kV AC
| numinclass = 95
| fleetnumbers = 20-001 to 20-095
| officialname = Class 20E
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 2013-
| firstrundate = 2013
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 20E''' of 2013 is a [[South Africa]]n electric locomotive from the [[Transnet Freight Rail]] era.

In early August 2013 the first of ninety-five Class 20E dual-voltage electric locomotives for [[Transnet Freight Rail]] was lowered onto its bogies for the first time.<ref name="Railways Africa 2013-08-20">[http://www.railwaysafrica.com/blog/2013/08/class-20e-loco-debuts-at-csr/ Railways Africa, 20 Aug 2013: Class 20E Loco Debuts at CSR]</ref> Ten of these locomotives were built by the Zhuzhou Electric Locomotive Company in China.<ref name="Xinhuanet 2013-08-20">[http://news.xinhuanet.com/english/photo/2013-08/20/c_132647510_2.htm Xinhuanet English News 2013-08-20 - First electric locomotive to be exported to Africa]</ref>

==Manufacturer==
The first ten of ninety-five 3 kV DC and 25 kV AC dual voltage Class 20E electric locomotives for Transnet Freight Rail were built in China by [[Zhuzhou Electric Locomotive Co., Ltd.|Zhuzhou Electric Locomotive Co.]], a subsidiary of the China South Locomotive and Rolling Stock Corporation (CSR), China's leading train manufacturer.<ref name="Railways Africa 2013-08-20"/> The first two of these locomotives, no. 20-002 and 20-003, were landed at Durban Harbour on 14 November 2013. Three more, no. 20-001, 20-004 and 20-005 were landed on 18 December 2013.

The contract marked Zhuzhou’s largest single foreign order of electric locomotives to date and made provision for the company to export electric locomotive manufacturing technologies to South Africa to enable a local production ratio of more than 60 percent.<ref name=" Xinhuanet 2012-10-24">[http://news.xinhuanet.com/english/china/2012-10/24/c_131927913.htm Xinhuanet English News 2012-10-24 - CSR signs locomotive deal with South Africa's Transnet]</ref>

[[File:Class 20E Makers Plate (2).jpg|thumb|left|x100px]]
The roll-out ceremony of the first locomotive, no. 20-001, took place at the factory in Changsha in central China's Hunan Province on 20 August 2013.<ref name="Xinhuanet 2013-08-20"/>

The remaining eighty-five locomotives are to be built in South Africa by a consortium composed of CSR Zhuzhou and the South African [[Black Economic Empowerment]] company Matsetse Basadi.<ref name="Railways Africa 2013-08-20"/>

==Service==
The class 20E has regenerative braking, a maximum speed of 100km/h, and is equipped with low-speed controls. The units, with radio frequency distributed power (RFDP) technology, will be able to work mid-train in lengthy wagon consists.<ref name="Railways Africa 2013-11-26">[http://www.railwaysafrica.com/blog/2013/11/class-20e-locos-arrive/ Railways Africa, 26 Nov 2013: Class 20E Locos Arrive]</ref>

Following testing, the ten Chinese-built lococomotives are expected to enter service in March 2014. The Class 20E is destined for the ore line between Sishen and Port Elizabeth.<ref name="Railways Africa 2013-08-20"/>

==Sides illustrated==
The following pictures were all taken while the second batch of locomotives to arrive were being offloaded from the floating crane "Indlovu" at O Shed in Durban Harbour on 18 December 2013.
<gallery mode=packed heights="170px" perrow="3">
File:Class 20E (20 004).jpg|No. 20-004 and 20-005
File:Class 20E (20 001).jpg|No. 20-001
File:Class 20E (20 004) - Tail.jpg|No. 20-004
</gallery>
==See also==
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]

==References==
{{Commons category multi|South African Class 20E}}
{{Reflist}}
{{Locomotives of South Africa|state=collapsed}}

{{DEFAULTSORT:South African Electric 20E}}

[[Category:Electric locomotives of South Africa]]
[[Category:Zhuzhou locomotives]]
[[Category:Bo-Bo locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 2013]]
[[Category:2013 in South Africa]]

TFR-Klasse 20E

2014-09-07T14:44:13Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=August 2013}}
{{Use South African English|date=August 2013}}
{{Infobox locomotive
| name = South African Class 20E
| powertype = Electric
| image = Class 20E (20 002).jpg
| alt =
| imagesize =
| caption = No. 20-002 & 20-003 being moved from the Point in Durban to Umbilo Electric Locomotive Depot, 14 November 2013
| designer = [[Zhuzhou Electric Locomotive Co., Ltd.|Zhuzhou Electric Locomotive Co.]]
| builder = Zhuzhou Electric Locomotive Co. CSR Zhuzhou-Matsetse Basadi
| ordernumber =
| serialnumber =
| buildmodel = ZELC 20E
| builddate = 2013-
| totalproduction = 95
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[Bo-Bo]]
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies =
| wheeldiameter =
| trailingdiameter =
| minimumcurve =
| wheelbase =
| length =
| width =
| height =
| framesize =
| axleload = {{convert|21870|kg|LT|1|abbr=on}}
| weightondrivers =
| locoweight = {{convert|86368|kg|LT|1|abbr=on}}
| sandcap =
| electricsystem =
| collectionmethod = [[pantograph (rail)|Pantograph]]
| alternator =
| generator =
| tractionmotors =
| transmission =
| multipleworking =
| maxspeed = {{convert|100|km/h|mph||abbr=on}}
| poweroutput =
| tractiveeffort =
| factorofadhesion =
| trainheating =
| locobrakes = Regenerative
| locobrakeforce =
| trainbrakes = Air
| safety =
| railroad = [[Transnet Freight Rail]]
| operatorclass = 20E
| powerclass = Dual 3 kV DC & 25 kV AC
| numinclass = 95
| fleetnumbers = 20-001 to 20-095
| officialname = Class 20E
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 2013-
| firstrundate = 2013
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 20E''' of 2013 is a [[South Africa]]n electric locomotive from the [[Transnet Freight Rail]] era.

In early August 2013 the first of ninety-five Class 20E dual-voltage electric locomotives for [[Transnet Freight Rail]] was lowered onto its bogies for the first time.<ref name="Railways Africa 2013-08-20">[http://www.railwaysafrica.com/blog/2013/08/class-20e-loco-debuts-at-csr/ Railways Africa, 20 Aug 2013: Class 20E Loco Debuts at CSR]</ref> Ten of these locomotives were built by the Zhuzhou Electric Locomotive Company in China.<ref name="Xinhuanet 2013-08-20">[http://news.xinhuanet.com/english/photo/2013-08/20/c_132647510_2.htm Xinhuanet English News 2013-08-20 - First electric locomotive to be exported to Africa]</ref>

==Manufacturer==
The first ten of ninety-five 3 kV DC and 25 kV AC dual voltage Class 20E electric locomotives for Transnet Freight Rail were built in China by [[Zhuzhou Electric Locomotive Co., Ltd.|Zhuzhou Electric Locomotive Co.]], a subsidiary of the China South Locomotive and Rolling Stock Corporation (CSR), China's leading train manufacturer.<ref name="Railways Africa 2013-08-20"/> The first two of these locomotives, no. 20-002 and 20-003, were landed at Durban Harbour on 14 November 2013. Three more, no. 20-001, 20-004 and 20-005 were landed on 18 December 2013.

The contract marked Zhuzhou’s largest single foreign order of electric locomotives to date and made provision for the company to export electric locomotive manufacturing technologies to South Africa to enable a local production ratio of more than 60 percent.<ref name=" Xinhuanet 2012-10-24">[http://news.xinhuanet.com/english/china/2012-10/24/c_131927913.htm Xinhuanet English News 2012-10-24 - CSR signs locomotive deal with South Africa's Transnet]</ref>

[[File:Class 20E Makers Plate (2).jpg|thumb|left|x100px]]
The roll-out ceremony of the first locomotive, no. 20-001, took place at the factory in Changsha in central China's Hunan Province on 20 August 2013.<ref name="Xinhuanet 2013-08-20"/>

The remaining eighty-five locomotives are to be built in South Africa by a consortium composed of CSR Zhuzhou and the South African [[Black Economic Empowerment]] company Matsetse Basadi.<ref name="Railways Africa 2013-08-20"/>

==Service==
The class 20E has regenerative braking, a maximum speed of 100km/h, and is equipped with low-speed controls. The units, with radio frequency distributed power (RFDP) technology, will be able to work mid-train in lengthy wagon consists.<ref name="Railways Africa 2013-11-26">[http://www.railwaysafrica.com/blog/2013/11/class-20e-locos-arrive/ Railways Africa, 26 Nov 2013: Class 20E Locos Arrive]</ref>

Following testing, the ten Chinese-built lococomotives are expected to enter service in March 2014. The Class 20E is destined for the ore line between Sishen and Port Elizabeth.<ref name="Railways Africa 2013-08-20"/>

==Sides illustrated==
The following pictures were all taken while the second batch of locomotives to arrive were being offloaded from the floating crane "Indlovu" at O Shed in Durban Harbour on 18 December 2013.
<gallery mode=packed heights="170px" perrow="3">
File:Class 20E (20 004).jpg|No. 20-004 and 20-005
File:Class 20E (20 001).jpg|No. 20-001
File:Class 20E (20 004) - Tail.jpg|No. 20-004
</gallery>
==See also==
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]

==References==
{{Commons category multi|South African Class 20E}}
{{Reflist}}
{{Locomotives of South Africa|state=collapsed}}

{{DEFAULTSORT:South African Electric 20E}}

[[Category:Electric locomotives of South Africa]]
[[Category:Zhuzhou locomotives]]
[[Category:Bo-Bo locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 2013]]
[[Category:2013 in South Africa]]

SAR-Klasse 1E

2014-09-07T14:43:43Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=August 2013}}
{{Use South African English|date=August 2013}}
{{Infobox locomotive
| name = South African Class 1E & South African Class 1ES
| powertype = Electric
| image = SAR Class 1ES E145.jpg
| alt =
| imagesize =
| caption = Class 1ES no. E145 at Salt River, Cape Town, January 1975
| designer = [[Metropolitan-Vickers]]
| builder = [[Swiss Locomotive and Machine Works]] Metropolitan-Vickers Werkspoor [[Robert Stephenson and Hawthorns]]
| ordernumber =
| serialnumber = SLM 2875-2934 (E1-E60, Series 1) MV unknown (E61-E78, Series 1) MV unknown (E79-E95, Series 2) MV unknown (E98-E102, Series 3) MV unknown (E103-E122, Series 4) SLM 3655-3676 (E139-E160, Series 5) WS 747-766 (E161-E180, Series 6) RSH 7181-7190 (E181-E190, Series 7) <ref name="Middleton">{{Middleton-SA Loco Guide|pages=4, 50}}</ref>
| buildmodel = Metrovick 1E
| builddate = 1923-1944
| totalproduction = 78 Series 1, 1923-1925 17 Series 2, 1925-1926 5 Series 3, 1936 20 Series 4, 1936 22 Series 5, 1938 20 Series 6, 1938 10 Series 7, 1944
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[Bo+Bo]] Interlinked bogies
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies =
| wheeldiameter = {{convert|1219|mm|in|0|abbr=on}}
| trailingdiameter =
| minimumcurve = {{convert|91.45|m|ft|0|abbr=on}}
| wheelbase = {{convert|2.819|m|ftin|0|abbr=on}}, [[bogie]]s {{convert|9.423|m|ftin|0|abbr=on}}, ''overall''
| length = {{convert|13.310|m|ftin|0|abbr=on}}
| width = {{convert|2.800|m|ftin|abbr=on}}
| height = {{convert|3.962|m|ft|0|abbr=on}} pantographs down
| framesize =
| axleload = {{convert|17+6/20|t|LT ST|abbr=on}}
| weightondrivers =
| locoweight = {{convert|69|t|LT ST|abbr=on}}
| sandcap =
| electricsystem = 3 [[Volt|kV]] [[Direct current|DC]] [[Overhead line|catenary]]
| collectionmethod = [[pantograph (rail)|Pantographs]]
| alternator =
| generator =
| tractionmotors = Four MV 182R
| transmission = 17/75 Gear ratio at traction motors
| multipleworking = 4 maximum
| maxspeed = {{convert|72|km/h|mph|abbr=on}}
| poweroutput = {{convert|224|kW|hp|abbr=on}} 1 hour per motor {{convert|896|kW|hp|abbr=on}} 1 hour total
| tractiveeffort = {{convert|176|kN|lbf|abbr=on}} starting {{convert|95|kN|lbf|abbr=on}} 1 hour {{convert|73|kN|lbf|abbr=on}} continuous
| factorofadhesion =
| trainheating =
| locobrakes = Four brakes as built <ref name="Journal"/> * [[Dynamic braking#Rheostatic braking|Rheostatic]] * Westinghouse automatic * Westinghouse straight * Hand [[Regenerative brake|Regenerative]] (Modification on early & as-built on later models) <ref name="SETS"/>
| locobrakeforce =
| trainbrakes = [[Railway air brake|Air]] & [[Vacuum brake|Vacuum]]
| safety =
| operator = [[South African Railways]]
| operatorclass = Class 1E, Class 1ES
| powerclass = 3 kV DC
| numinclass = 172
| fleetnumbers = Series 1 E1-E78 Series 2 E79-E95 Series 3 E98-E102 Series 4 E103-E122 Series 5 E139-E160 Series 6 E161-E180 Series 7 E181-E190
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 1925-1945
| firstrundate = 1925 <ref name="E&D diagram-book">South African Railways Index and Diagrams Electric and Diesel Locomotives, 610 mm and 1065 mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended</ref>
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 1E''' of 1925 is a [[South Africa]]n electric locomotive from the [[South African Railways]] era.

Between 1925 and 1945 the South African Railways placed altogether one hundred and seventy-two '''Class 1E''' electric locomotives in service, spread over seven orders. They were the first mainline electric locomotives to be introduced in South Africa.<ref name="E&D diagram-book"/>

==Electrification in Natal==
South Africa's first electric locomotive, the '''Class 1E''', entered South African Railways (SAR) service in Natal in 1925. It was ordered and designed for the electrification of the Glencoe to Pietermaritzburg section, a mountainous single track line that carried heavy mineral traffic towards the port of Durban on an alignment with severe gradients and tight curves. When the existing working by steam locomotives became too slow and inefficient to keep up with increased traffic, electrification of this {{convert|171|mi|km|abbr=off}} section was decided upon to increase the capacity of the line.<ref name="SETS"/>

===Benefits of electrification===
An important consideration in deciding upon the economics of electrification was the potential saving in wage-bills. Electrification would reduce the required crew roster from three hundred drivers and firemen to one hundred and seventy drivers and assistants. In addition it was expected that a large reduction in overtime would be accomplished by increasing the average train speeds from steam traction’s {{convert|8|mph|km/h|abbr=off}} to electric traction’s {{convert|21|mph|km/h|abbr=off}} on the Glencoe to Pietermaritzburg section, with slightly higher future speeds anticipated. It was further estimated that the total capacity of the line would be increased by sixty per cent.<ref name="Mike">[http://mikes.railhistory.railfan.net/r025.html Mike’s Railway History – A Look at Railways in 1935 & Before: South African Electrification]</ref>

At the time there were two routes between Pietermaritzburg and Durban. The newer route with its 1 in 66 gradients was chosen for electrification over the older route with its 1 in 33 gradients. Between Cato Ridge and Durban electrification necessitated the doubling of the track and the construction of ten tunnels, as well as the construction of long stretches of cutting and embankment across difficult terrain.<ref name="Mike"/>

===Colenso power station===
The [[Colenso Power Station|Colenso power station]] was built by the SAR specifically to power this line. The power that was generated at Colenso was distributed at 88 kV to twelve substations along the route, where it was converted to 6.6 kV and then to 3 kV DC by [[synchronous motor]] generators, for use by the Railways.<ref>{{cite journal|title=South African Railways Power Plant|journal=Electric Railway Journal|date=9 December 1922|volume=60|issue=24|pages=914|url=http://www.archive.org/stream/electricrailwayj60mcgrrich#page/914/mode/1up|accessdate=15 September 2010}}</ref><ref name="Brazil-110">{{cite book|last=Brazil|first=H|title=Electrical Substations|publisher=Edward Arnold & Co|year=1928|pages=110|chapter=The South African Railways Electrification|url=http://www.archive.org/stream/electricalsubsta017168mbp#page/n115/mode/1up|accessdate=2010-01-12}}</ref><ref>{{cite book|last=Brazil|first=H|title=Electrical Substations|year=1928|publisher=Edward Arnold and Co|pages=110|url=http://www.archive.org/stream/electricalsubsta017168mbp#page/n115/mode/1up|accessdate=15 September 2010|chapter=IX - Traction Substations}}</ref>

==Manufacturers==
[[File:Class 1E Series 2 BP.JPG|thumb|left|x100px|Class 1E Series 2 builder’s plate]]
At the time, the first batch of seventy-eight Series 1 locomotives constituted the largest order for a single type of electric locomotive to have been placed anywhere in the world.<ref name="Journal">{{cite journal|title=Natal Contract to British|journal=Electric Railway Journal|date=13 January 1923|volume=61|pages=107|url=http://www.archive.org/stream/electricrailwayj611mcgrrich#page/107/mode/1up|accessdate=15 September 2010}}</ref>

Designed by [[Metropolitan-Vickers]] (Metrovick), they were built for the SAR in seven series by four manufacturers over a period of twenty years. A total of one hundred and seventy-two Class 1E locomotives were delivered between 1925 and 1945.<ref name="Paxton-Bourne"/>
* '''Series 1.''' The first sixty locomotives, numbered in the range from E1 to E60, were built by the [[Swiss Locomotive and Machine Works]] (SLM) in 1923 and 1924. The remaining eighteen Series 1 locomotives, numbered in the range from E61 to E78, were built by Metrovick in 1925.<ref name="Middleton"/>
* '''Series 2.''' All seventeen locomotives, numbered in the range from E79 to E95, were built by Metrovick in 1925 and 1926.<ref name="Middleton"/>
* '''Series 3.''' Five locomotives, numbered in the range from E98 to E102, were built by Metrovick in 1936. The skipped numbers E96 and E97 were allocated to [[South African Class ES|Class ES]] locomotives.<ref name="Middleton"/>
* '''Series 4.''' Twenty locomotives, numbered in the range from E103 to E122, were built by Metrovick in 1936.<ref name="Middleton"/>
* '''Series 5.''' Twenty-two locomotives, numbered in the range from E139 to E160, were built by SLM in 1938. The skipped numbers in the range from E123 to E138 were allocated to Classes [[South African Class ES1|ES1]], ES, [[South African Class 2E|2E]], [[South African Class DS|DS]] and [[South African Class DS1|DS1]] locomotives.<ref name="Middleton"/>
* '''Series 6.''' Twenty locomotives, numbered in the range from E161 to E180, were built by the [[Nederlandsche Fabriek van Werktuigen en Spoorwegmaterieel]] (Werkspoor) in 1938.<ref name="Middleton"/>
* '''Series 7.''' Ten locomotives, numbered in the range from E181 to E190, were built by [[Robert Stephenson and Hawthorns]] (RSH) in 1944.<ref name="Middleton"/>

==Characteristics==
Like the subsequent Classes 2E, [[South African Class 3E|3E]] and [[South African Class 4E|4E]], the Class 1E had bogie mounted [[draft gear]]. It had a Bo+Bo wheel arrangement with an articulated inter-bogie linkage, therefore no train forces were transmitted directly to the locomotive body.<ref name="Paxton-Bourne">{{Paxton-Bourne|page=125}}</ref>

The batteries were mounted in cases hung underneath the locomotive body, while sections of the roof above the three compartments were removable to enable heavy machinery or control gear to be lifted out for repair.<ref name="Mike"/>

===Power supply===
The chosen overhead power supply was 3 kV DC, the highest direct current overhead voltage in use at the time, while the traction motors operated at 1.5 kV. The four traction motors were electrically coupled in pairs, two in series across the {{nowrap|3 kV}} supply line.<ref name="Mike"/>

===Orientation===
These dual cab locomotives have four grilles below the four windows on one side, and only two grilles below the centre two windows on the other side. The number 1 end will be at the front when the side with four grilles is to the left.<ref name="E&D diagram-book"/>

===Interior layout===
The interior layout consisted of five compartments, a driving cab at each end with a connecting corridor along one side of the locomotive, the high tension compartment in the middle of the locomotive, and a machinery compartment behind each cab. The latter two compartments housed auxiliary gear such as two motor generator sets, one {{convert|16|kW|hp|abbr=off}} and the other {{convert|28|kW|hp|abbr=off}}, each with a blower fan on its shaft for ventilating the main motors. In addition it contained the vacuum exhauster, air compressor, air reservoirs for the brakes, low-tension control apparatus for the auxiliaries and battery, together with contactor gear for controlling the field of the larger motor generator.<ref name="Mike"/><ref name="Zurnamer">Steam, Oil & Wires, vol 1, (Bernard Zurnamer), pp69-71</ref>

===Regenerative braking===
The later series locomotives made use of regenerative braking that enabled higher speeds to be allowed on down grades, while reducing the dependence on the ordinary braking system and with the collateral benefit of savings in electricity consumption. It was reportedly the first extensive use in regular traffic of electric locomotives equipped for [[multiple unit]] operation with [[regenerative braking]]. Early series locomotives were subsequently modified to also include regenerative braking.<ref name="SETS">[http://www.sets.org.au/library/index.php?id=sar1e SETS - SAR Class 1E Electric Locomotives]</ref><ref name="Mike"/><ref name="Paxton-Bourne"/>

==Service==
[[Image:SAR Class 1E E23 ID.JPG|thumb|x100px]][[File:1E Number Plate E155.jpg|thumb|x100px]]Early models bore number plates inscribed in English only. By 1938, when the Series 5 locomotives were placed in service, Afrikaans had been accepted as South Africa’s second official language and new locomotives bore bilingual number plates. While they were employed mainly in Natal, some later also worked on the [[Witwatersrand]] and eventually also in the [[Western Cape]]. Some of them covered more than {{convert|8000000|km|mi|0|abbr=off}} during their service lives.<ref>December 1922 and March 1925 issues of the Metropolitan-Vickers Gazette</ref><ref>Electric Traction by A.T. Dover (1929)</ref>

===Modification===
They served in both goods and passenger service. Since their top speed of {{convert|72|km/h|mph|0|abbr=off}} was considered too slow for passenger service, two Class 1Es were modified in 1936 by changing their gear ratio to enable them to run at speeds of up to {{convert|90|km/h|mph|0|abbr=off}}.<ref name="Zurnamer"/>

Altogether thirty-five of the Class 1E locomotives were eventually withdrawn from mainline service, modified and reclassified to '''Class 1ES''' for use as shunting locomotives. The modifications included alteration of the resistance grids in the electrical circuit and enlarged and widened cabs, but the gear ratios were not altered. Apart from the wider cabs, the modified Class 1ES locomotives were visually identifiable by their front windows with slanted upper edges, compared to the rectangular shaped front windows of the Class 1E.<ref name="Paxton-Bourne"/>

In 1964 two of these Class 1ES locomotives were rebuilt to centre cab [[South African Class ES|Class ES]] shunting locomotives.<ref name="Paxton-Bourne"/>

===Retirement===
All the Class 1E and Class 1ES locomotives were retired by 1990.<ref name="E&D diagram-book"/>

==Works numbers==
The Class 1E builders, works numbers, years of construction and modifications to Classes ES and 1ES are shown in the table.<ref name="Middleton"/><ref>SLM Lokomotiven 1871-1894 by Verein Rollmaterialverzeichnis Schweiz</ref>
{| class="wikitable collapsible collapsed sortable" style="margin:0.5em auto; font-size:100%;"
|+'''Classes 1E and Class 1ES, Series 1 to 7'''
|-
! Class
!Series 
!Loco no.
!Builder 
!Works no.
!Year 
!Modification 
|-
|1E
|1
|E1
|SLM
|2875
|1923
|
|-
|1E
|1
|E2
|SLM
|2876
|1923
|
|-
|1E
|1
|E3
|SLM
|2877
|1923
|
|-
|1E
|1
|E4
|SLM
|2878
|1923
|
|-
|1E
|1
|E5
|SLM
|2879
|1923
|
|-
|1E
|1
|E6
|SLM
|2880
|1923
|
|-
|1E
|1
|E7
|SLM
|2881
|1923
|
|-
|1E
|1
|E8
|SLM
|2882
|1923
|
|-
|1E
|1
|E9
|SLM
|2883
|1923
|
|-
|1E
|1
|E10
|SLM
|2884
|1923
|
|-
|1E
|1
|E11
|SLM
|2885
|1923
|
|-
|1E
|1
|E12
|SLM
|2886
|1923
|
|-
|1E
|1
|E13
|SLM
|2887
|1923
|
|-
|1E
|1
|E14
|SLM
|2888
|1923
|
|-
|1E
|1
|E15
|SLM
|2889
|1923
|
|-
|1E
|1
|E16
|SLM
|2890
|1923
|
|-
|1E
|1
|E17
|SLM
|2891
|1923
|
|-
|1E
|1
|E18
|SLM
|2892
|1923
|
|-
|1E
|1
|E19
|SLM
|2893
|1923
|
|-
|1E
|1
|E20
|SLM
|2894
|1923
|
|-
|1E
|1
|E21
|SLM
|2895
|1923
|
|-
|1E
|1
|E22
|SLM
|2896
|1923
|
|-
|1E
|1
|E23
|SLM
|2897
|1923
|
|-
|1E
|1
|E24
|SLM
|2898
|1923
|
|-
|1E
|1
|E25
|SLM
|2899
|1923
|
|-
|1E
|1
|E26
|SLM
|2900
|1923
|
|-
|1E
|1
|E27
|SLM
|2901
|1923
|
|-
|1E
|1
|E28
|SLM
|2902
|1923
|
|-
|1E
|1
|E29
|SLM
|2903
|1923
|
|-
|1E
|1
|E30
|SLM
|2904
|1923
|
|-
|1E
|1
|E31
|SLM
|2905
|1923
|
|-
|1E
|1
|E32
|SLM
|2906
|1923
|
|-
|1E
|1
|E33
|SLM
|2907
|1923
|
|-
|1E
|1
|E34
|SLM
|2908
|1923
|
|-
|1E
|1
|E35
|SLM
|2909
|1923
|
|-
|1E
|1
|E36
|SLM
|2910
|1923
|
|-
|1E
|1
|E37
|SLM
|2911
|1923
|
|-
|1E
|1
|E38
|SLM
|2912
|1923
|
|-
|1E
|1
|E39
|SLM
|2913
|1923
|
|-
|1E
|1
|E40
|SLM
|2914
|1923
|
|-
|1E
|1
|E41
|SLM
|2915
|1923
|
|-
|1E
|1
|E42
|SLM
|2916
|1923
|
|-
|1E
|1
|E43
|SLM
|2917
|1923
|
|-
|1E
|1
|E44
|SLM
|2918
|1923
|
|-
|1E
|1
|E45
|SLM
|2919
|1923
|
|-
|1E
|1
|E46
|SLM
|2920
|1923
|
|-
|1E
|1
|E47
|SLM
|2921
|1923
|
|-
|1E
|1
|E48
|SLM
|2922
|1923
|
|-
|1E
|1
|E49
|SLM
|2923
|1923
|
|-
|1E
|1
|E50
|SLM
|2924
|1923
|
|-
|1E
|1
|E51
|SLM
|2925
|1923
|
|-
|1E
|1
|E52
|SLM
|2926
|1923
|
|-
|1E
|1
|E53
|SLM
|2927
|1923
|
|-
|1E
|1
|E54
|SLM
|2928
|1923
|
|-
|1E
|1
|E55
|SLM
|2929
|1923
|
|-
|1E
|1
|E56
|SLM
|2930
|1923
|
|-
|1E
|1
|E57
|SLM
|2931
|1923
|
|-
|1E
|1
|E58
|SLM
|2932
|1923
|
|-
|1E
|1
|E59
|SLM
|2933
|1923
|
|-
|1E
|1
|E60
|SLM
|2934
|1923
|
|-
|1E
|1
|E61
|Metrovick
|
|1925
|
|-
|1E
|1
|E62
|Metrovick
|
|1925
|
|-
|1E
|1
|E63
|Metrovick
|
|1925
|
|-
|1E
|1
|E64
|Metrovick
|
|1925
|
|-
|1E
|1
|E65
|Metrovick
|
|1925
|
|-
|1E
|1
|E66
|Metrovick
|
|1925
|
|-
|1E
|1
|E67
|Metrovick
|
|1925
|
|-
|1E
|1
|E68
|Metrovick
|
|1925
|
|-
|1E
|1
|E69
|Metrovick
|
|1925
|
|-
|1E
|1
|E70
|Metrovick
|
|1925
|
|-
|1E
|1
|E71
|Metrovick
|
|1925
|
|-
|1E
|1
|E72
|Metrovick
|
|1925
|
|-
|1E
|1
|E73
|Metrovick
|
|1925
|
|-
|1E
|1
|E74
|Metrovick
|
|1925
|
|-
|1E
|1
|E75
|Metrovick
|
|1925
|
|-
|1E
|1
|E76
|Metrovick
|
|1925
|
|-
|1E
|1
|E77
|Metrovick
|
|1925
|
|-
|1E
|1
|E78
|Metrovick
|
|1925
|
|-
|1E
|2
|E79
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E80
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E81
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E82
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E83
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E84
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E85
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E86
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E87
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E88
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E89
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E90
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E91
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E92
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E93
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E94
|Metrovick
|
|1925-26
|
|-
|1E
|2
|E95
|Metrovick
|
|1925-26
|
|-
|1E
|3
|E98
|Metrovick
|
|1936
|
|-
|1E
|3
|E99
|Metrovick
|
|1936
|
|-
|1E
|3
|E100
|Metrovick
|
|1936
|
|-
|1ES
|3
|E101
|Metrovick
|
|1936
|Mod to 1ES
|-
|1E
|3
|E102
|Metrovick
|
|1936
|
|-
|1E
|4
|E103
|Metrovick
|
|1936
|
|-
|1ES
|4
|E104
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E105
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E106
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E107
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E108
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E109
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E110
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E111
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E112
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E113
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E114
|Metrovick
|
|1936
|Rebuilt ES E525
|-
|1ES
|4
|E115
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E116
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E117
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E118
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E119
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E120
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E121
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|4
|E122
|Metrovick
|
|1936
|Mod to 1ES
|-
|1ES
|5
|E139
|SLM
|3655
|1938
|Mod to 1ES
|-
|1ES
|5
|E140
|SLM
|3656
|1938
|Mod to 1ES
|-
|1ES
|5
|E141
|SLM
|3657
|1938
|Mod to 1ES
|-
|1ES
|5
|E142
|SLM
|3658
|1938
|Mod to 1ES
|-
|1ES
|5
|E143
|SLM
|3659
|1938
|Mod to 1ES
|-
|1ES
|5
|E144
|SLM
|3660
|1938
|Mod to 1ES
|-
|1ES
|5
|E145
|SLM
|3661
|1938
|Mod to 1ES
|-
|1ES
|5
|E146
|SLM
|3662
|1938
|Rebuilt ES E526
|-
|1ES
|5
|E147
|SLM
|3663
|1938
|Mod to 1ES
|-
|1ES
|5
|E148
|SLM
|3664
|1938
|Mod to 1ES
|-
|1ES
|5
|E149
|SLM
|3665
|1938
|Mod to 1ES
|-
|1ES
|5
|E150
|SLM
|3666
|1938
|Mod to 1ES
|-
|1ES
|5
|E151
|SLM
|3667
|1938
|Mod to 1ES
|-
|1E
|5
|E152
|SLM
|3668
|1938
|
|-
|1ES
|5
|E153
|SLM
|3669
|1938
|Mod to 1ES
|-
|1E
|5
|E154
|SLM
|3670
|1938
|
|-
|1E
|5
|E155
|SLM
|3671
|1938
|
|-
|1E
|5
|E156
|SLM
|3672
|1938
|
|-
|1ES
|5
|E157
|SLM
|3673
|1938
|Mod to 1ES
|-
|1E
|5
|E158
|SLM
|3674
|1938
|
|-
|1E
|5
|E159
|SLM
|3675
|1938
|
|-
|1E
|5
|E160
|SLM
|3676
|1938
|
|-
|1E
|6
|E161
|Werkspoor
|747
|1938
|
|-
|1E
|6
|E162
|Werkspoor
|748
|1938
|
|-
|1E
|6
|E163
|Werkspoor
|749
|1938
|
|-
|1E
|6
|E164
|Werkspoor
|750
|1938
|
|-
|1E
|6
|E165
|Werkspoor
|751
|1938
|
|-
|1E
|6
|E166
|Werkspoor
|752
|1938
|
|-
|1E
|6
|E167
|Werkspoor
|753
|1938
|
|-
|1E
|6
|E168
|Werkspoor
|754
|1938
|
|-
|1E
|6
|E169
|Werkspoor
|755
|1938
|
|-
|1E
|6
|E170
|Werkspoor
|756
|1938
|
|-
|1E
|6
|E171
|Werkspoor
|757
|1938
|
|-
|1E
|6
|E172
|Werkspoor
|758
|1938
|
|-
|1E
|6
|E173
|Werkspoor
|759
|1938
|
|-
|1E
|6
|E174
|Werkspoor
|760
|1938
|
|-
|1E
|6
|E175
|Werkspoor
|761
|1938
|
|-
|1E
|6
|E176
|Werkspoor
|762
|1938
|
|-
|1E
|6
|E177
|Werkspoor
|763
|1938
|
|-
|1E
|6
|E178
|Werkspoor
|764
|1938
|
|-
|1E
|6
|E179
|Werkspoor
|765
|1938
|
|-
|1E
|6
|E180
|Werkspoor
|766
|1938
|
|-
|1E
|7
|E181
|RSH
|7181
|1944
|
|-
|1E
|7
|E182
|RSH
|7182
|1944
|
|-
|1E
|7
|E183
|RSH
|7183
|1944
|
|-
|1E
|7
|E184
|RSH
|7184
|1944
|
|-
|1E
|7
|E185
|RSH
|7185
|1944
|
|-
|1E
|7
|E186
|RSH
|7186
|1944
|
|-
|1E
|7
|E187
|RSH
|7187
|1944
|
|-
|1E
|7
|E188
|RSH
|7188
|1944
|
|-
|1E
|7
|E189
|RSH
|7189
|1944
|
|-
|1E
|7
|E190
|RSH
|7190
|1944
|
|-
|}

==Liveries illustrated==
The main picture shows a Class 1ES locomotive with its enlarged cab and slanted upper edge front windows, while the following pictures illustrate some of the liveries that Class 1E locomotives served in.
<gallery mode=packed heights="170px" perrow="3">
File:Class 1E.jpg|A pair of Class 1E locomotives on a passenger train in Natal, c. 1930
File:Class 1E E23.JPG|No. E23 plinthed at [[Union Carriage & Wagon]], Nigel, 24 September 2009
File:E25.JPG|No. E25 in black, at Danskraal, [[Ladysmith, KwaZulu-Natal|Ladysmith]], 5 December 2010
</gallery>

==See also==
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]
* [[South African Class ES]]
* [[South African Class 2E]]
* [[South African locomotive history#The 1920s|South African locomotive history]]

==References==
{{Commons category multi|South African Class 1E}}
{{reflist}}
{{Locomotives of South Africa|state=collapsed}}

{{DEFAULTSORT:South African Electric 01E}}

[[Category:Electric locomotives of South Africa]]
[[Category:Metropolitan-Vickers locomotives]]
[[Category:SLM locomotives]]
[[Category:Werkspoor locomotives]]
[[Category:Robert Stephenson and Hawthorns locomotives]]
[[Category:Bo+Bo locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 1925]]
[[Category:1925 in South Africa]]

Spoornet-Klasse 14E

2014-09-05T12:14:22Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Use dmy dates|date=October 2013}}
{{Use South African English|date=October 2013}}
{{Infobox locomotive
| name = South African Class 14E
| powertype = Electric
| image = SAR Class 14E Series 1 14-002.JPG
| alt =
| imagesize =
| caption = No. 14-002 at Stikland, [[Cape Town]], 15 August 2006
| designer = 50 c/s Group
| builder = [[Swiss Locomotive and Machine Works]]
| ordernumber =
| serialnumber = 50 c/s 16657-1-1/1988 to 16657-1-3/1988 SLM 5415-5417
| buildmodel = 50 c/s Group 14E
| builddate = 1988
| totalproduction = 3
| rebuilder =
| rebuilddate =
| numberrebuilt =
| aarwheels =
| uicclass = [[Bo-Bo]]
| gauge = {{RailGauge|cape|al=on}}
| trucks =
| bogies = {{convert|3.1|m|ftin|0|abbr=on}} wheelbase {{convert|18|t|LT|1|abbr=on}} mass
| leadingdiameter =
| wheeldiameter = {{convert|1250|mm|in|1|abbr=on}} new {{convert|1170|mm|in|1|abbr=on}} worn
| trailingdiameter =
| minimumcurve = {{convert|85|m|ft|0|abbr=on}} radius
| wheelbase = {{convert|12.4|m|ftin|1|abbr=on}}
| length = {{convert|18.5|m|ftin|1|abbr=on}}
| width = {{convert|2.973|m|ftin|0|abbr=on}}
| height = {{convert|4.12|m|ftin|1|abbr=on}} pantographs down
| framesize =
| axleload = {{convert|23125|kg|LT|1|abbr=on}}
| weightondrivers =
| locoweight = Body {{convert|18|t|LT|1|abbr=on}} Total {{convert|92500|kg|LT|1|abbr=on}}
| sandcap =
| electricsystem =
| collectionmethod = [[pantograph (rail)|Pantographs]]
| alternator =
| generator =
| tractionmotors = Four Siemens ITB2 820-OGA03 <ref name="Class 14E1">Class 14E1 – Principal Dimensions and Technical Data (TFR leaflet used in driver training, circa 2010)</ref>
| transmission = 20/103 gear ratio
| multipleworking =
| maxspeed = {{convert|140|km/h|mph|0|abbr=on}}
| poweroutput = '''Per motor:''' {{convert|1020|kW|hp|abbr=on}} continuous '''Total:''' {{convert|4080|kW|hp|abbr=on}} continuous
| tractiveeffort = {{convert|300|kN|lbf|abbr=on}} starting {{convert|198|kN|lbf|abbr=on}} 1 hour {{convert|194|kN|lbf|abbr=on}} continuous at {{convert|72|km/h|mph|0|abbr=on}}
| factorofadhesion =
| trainheating =
| locobrakes = [[Dynamic braking#Rheostatic braking|Rheostatic]]
| locobrakeforce =
| trainbrakes = Air
| safety =
| operator = Spoornet [[Transnet Freight Rail]]
| operatorclass = Class 14E <ref name="E&D diagram-book"/>
| powerclass = Dual 3 kV DC & 25 kV AC
| numinclass = 3
| fleetnumbers = 14-001 to 14-003
| officialname =
| nicknames =
| axleloadclass =
| locale =
| deliverydate = 1990
| firstrundate = 1991
| lastrundate =
| retiredate =
| withdrawndate =
| preservedunits =
| restoredate =
| scrapdate =
| currentowner =
| disposition =
| notes =
}}

The '''South African Class 14E''' of 1991 is a [[South Africa]]n electric locomotive from the [[Spoornet]] era.

In 1990 Spoornet took delivery of three prototype '''Class 14E''' dual voltage electric mainline locomotives with a Bo-Bo wheel arrangement. They were the first dual voltage 3 kV DC and 25 kV AC locomotives to see service on South African rails when they were placed in service in 1991, and were followed in 1994 by ten locally manufactured Class 14E1 locomotives.<ref name="E&D diagram-book">South African Railways Index and Diagrams Electric and Diesel Locomotives, 610mm and 1065mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended</ref>

==Manufacturer==
In January 1984 the South African Railways (SAR) invited tenders for six prototype Class 14E locomotives. These were intended to be dual voltage 3 kV DC and 25 kV AC locomotives with self steering bogies and fully suspended AC traction motors, with a {{convert|3800|kW|hp|abbr=off}} power output plus some {{convert|400|kW|hp|abbr=off}} to be available for train services such as heating. The maximum speed was to be at least {{convert|160|km/h|mph|0|abbr=off}} with a {{convert|22|t|LT|1|abbr=off}} maximum axle loading.<ref name="Paxton-Bourne">{{Paxton-Bourne|page=134}}</ref>

[[File:50 c-s Group 14E (14-001).JPG|thumb|left|x60px|Builder’s plates on no. 14-001]]
Only three prototype locomotives were eventually built and delivered in 1990. The 3 kV DC and 25 kV AC dual voltage '''{{nowrap|Class 14E}}''' electric locomotive was designed by the {{nowrap|50 c/s}} Group consisting of [[SA Ateliers de Constructions Electriques de Charleroi]] (ACEC) of Belgium, [[AEG-Telefunken]] and [[Siemens]] of Germany, [[Alsthom|Alsthom-Atlantique]] of France, and [[Brown Boveri]] of Switzerland. They were built by [[Swiss Locomotive and Machine Works]] (SLM) in [[Winterthur]].

==Characteristics==
[[Image:SAR Class 14E Series 1 Wheelset.JPG|thumb|left|x120px|Class 14E wheelset with herringbone gear]]
These dual cab locomotives have a roof access ladder on one side only, just to the right of the cab access door. The roof access ladder end is designated the number 1 end. A passage along the centre of the locomotive connects the cabs.<ref name="E&D diagram-book"/>

Amongst South African electric locomotives the Class 14E was the first to have solid wheels using [[Gear#Double helical|double helical]] or [[herringbone gear]]s. All earlier South African electric locomotives, with the exception of the Orex Line Class 9E, ran on spoked wheels using [[spur gear]]s. The locally built [[South African Class 14E1|Class 14E1]], on the other hand, ran on spoked wheels using [[Gear#Helical|helical gears]].<ref name="E&D diagram-book"/>

Upon their introduction in 1990 these were some of the most powerful electric locomotives on the Spoornet roster. They featured 3-phase AC motors (induction motors) made by Siemens. In addition they incorporated Siemens' sophisticated train communication network system.<ref name="Middleton"/>

==Works numbers==
On the Class 14E the 50 c/s Group’s works numbers are engraved on a plate depicting the circuit diagram of the locomotive, mounted below the sill and halfway between the bogies on the roof access ladder side of the locomotive. The numbers do not follow the locomotive number sequence.<ref>Thr numbers were visually and photogaphically confirmed on individual locomotives by contributor during 2009 and 2010</ref>

In addition to these, locomotive builder SLM allocated its own works numbers to these three locomotives. The respective works numbers, dates of delivery to Spoornet for testing and the date placed in stock service are set out in the table.<ref name="Middleton">{{Middleton-SA Loco Guide|pages=49-52, 60}}</ref>
{| class="wikitable sortable" style="margin:0.5em auto; font-size:100%;"
|+'''Class 14E works numbers & dates in servive'''
|-
! Loco No.
! SLM no.
! 50 c/s Group no.
! Delivered 
! In service 
|-
| 14-001
| 5415
| 16657-1-3/1988
| {{dts|26 Jun 1990}}
| {{dts|26 Nov 1991}}
|-
| 14-002
| 5416
| 16657-1-1/1988
| {{dts|9 Sep 1990}}
| {{dts|26 Nov 1991}}
|-
| 14-003
| 5417
| 16657-1-2/1988
| {{dts|21 Sep 1990}}
| {{dts|26 Nov 1991}}
|-
|}

==Service==
Class 14E locomotives are [[Bellville, Western Cape|Bellville]] based and are mainly employed in freight service on the route between [[Cape Town]] and [[Beaufort West]] in the [[Western Cape]]. Since they are dual voltage 3 kV DC and 25 kV AC locomotives, they can work on any electrified line country-wide with the exception of the 50 kV AC Sishen Saldanha iron ore line. On many occasions the Class 14E locomotives are employed to haul the [[Blue Train (South Africa)|Blue Train]] all the way along the Cape Town-Pretoria route across the 25 kV AC stretch between Beaufort West and Kimberley, but this task is usually performed by selected Class 14E1 locomotives.

In 1998 a number of Spoornet’s electric locomotives and most of their Class 38-000 electro-diesel locomotives were sold to Maquarie-GETX (General Electric Financing) and leased back to Spoornet for a ten-year period that was to expire in 2008. Of the Class 14E, numbers 14-002 and 14-003 were subsequently also included in this leasing deal.<ref name="Middleton"/>

==Liveries illustrated==
Class 14E locomotives were all painted in an orange, gray and red livery unique to them. The Spoornet emblem on the sides with "SPOORNET" below the emblem, as displayed in the main picture, was only applied on number 14-002, probably during repairs or a service at the same time that its red lower sides were repainted to orange lower sides and dark gray sills. Only no 14-001 survived long enough to receive the Blue Train livery in 2012.
<gallery mode=packed heights="170px" perrow="3">
File:SAR Class 14E Series 1 14-001.JPG|No. 14-001 still in its original livery at Bellville, Cape Town, 6 June 2010
File:SAR Class 14E Series 1 14-003 Bogie R1.JPG|No. 14-003 being cannibalised for her bogies at Bellville on 27 June 2009
File:SAR Class 14E Series 1 14-003 Bogie F.JPG|Class 14E bogie, Bellville, Cape Town, 27 June 2009
File:SAR Class 14E Series 1 14-003.JPG|No. 14-003 without udercarriage parked on sleepers at Bellville Depot, 18 July 2009
File:Class 14E 14-001.JPG|No. 14-001 in Blue Train livery at Beaufort West, Western Cape, 9 May 2013
</gallery>

==See also==
* [[South African Class 14E1]]
* [[South African locomotive numbering and classification#Electric locomotives|Electric locomotive numbering and classification]]
* [[List of South African locomotive classes]]

==References==
{{Commons category multi|South African Class 14E}}
{{reflist}}
{{Locomotives of South Africa}}

{{DEFAULTSORT:South African Electric 14E}}
[[Category:Electric locomotives of South Africa]]
[[Category:SLM locomotives]]
[[Category:50 c/s Group locomotives]]
[[Category:Bo-Bo locomotives]]
[[Category:Multi-system locomotives]]
[[Category:Cape gauge railway locomotives]]
[[Category:Railway locomotives introduced in 1991]]
[[Category:1991 in South Africa]]

GWR-Klasse 4073

2014-09-03T19:56:10Z

Robevans123: /* External links */ typo sp

{{Use dmy dates|date=May 2013}}
{{Use British English|date=May 2013}}
{{Infobox locomotive
|name = GWR 4073 ''Castle'' class
|powertype=Steam
|image=5034 Corfe Castle fresh from the works.jpg
|caption=5034 ''Corfe Castle'' fresh from [[Swindon Works]], 1954.
|designer=[[Charles Collett]]
|builder=GWR / BR [[Swindon Works]]
|builddate=1923–1950
|totalproduction = 171
|gauge={{RailGauge|ussg}}
|whytetype = [[4-6-0]]
|uicclass = 2'C h4
|leadingdiameter = {{convert|3|ft|2|in|m|3|abbr=on}}
|driverdiameter = {{convert|6|ft|8+1/2|in|m|3|abbr=on}}
|minimumcurve = {{convert|8|chain}} normal, {{convert|7|chain}} slow
|length = {{convert|65|ft|2|in|m|2|abbr=on}} over buffers
|width = {{convert|8|ft|11|in|m|2|abbr=on}}
|height = {{convert|13|ft|4+1/2|in|m|2|abbr=on}}
|axleload = {{TonCwt to t|19|14}} full
|weightondrivers = {{TonCwt to t|58|17}} full
|locoweight = {{TonCwt to t|79|17}} full
|tenderweight = {{TonCwt to t|47|6}} full
|fueltype = Coal
|fuelcap = {{TonCwt to t|6|0}}
|watercap = {{convert|4000|impgal|abbr=on}}
|boilerpressure = {{convert|225|lbf/in2|MPa|2|abbr=on}}
|firearea = {{convert|29.36|sqft|m2|abbr=on}}
|tubearea = {{convert|1857.7|sqft|m2|abbr=on}}(Collett) {{convert|1799.5|sqft|m2|abbr=on}}(Hawksworth)
|fireboxarea = {{convert|162.7|sqft|m2|abbr=on}}(Collett) {{convert|163.5|sqft|m2|abbr=on}}(Hawksworth)
|superheatertype = 14-element "Swindon" (Collett) 21-element (Hawksworth)
|superheaterarea = {{convert|262.6|sqft|m2|abbr=on}}(Collett) {{convert|295.0|sqft|m2|abbr=on}}(Hawksworth)
|cylindercount=Four (two inside, two outside)
|cylindersize = {{convert|16|x|26|in|mm|0|abbr=on}}
|valvegear = Inside cylinders: [[Walschaerts valve gear|Walschaerts]] Outside cylinders: derived from inside cylinders via rocking bars.
|valvetype = Piston valves
|tractiveeffort = {{convert|31625|lbf|kN|2|abbr=on|lk=on}}
|operator = [[Great Western Railway]] [[British Railways]]
|fleetnumbers = 4073–4099; 5000–5099; 7000–7037.
|powerclass = [[Great Western Railway Power Classification|GWR: D]] BR: 7P
|axleloadclass = [[Great Western Railway Weight Classification|GWR: Red]]
|withdrawndate=May 1950 to December 1965
|disposition=Eight preserved, remainder scrapped
}}

The '''GWR 4073 Class''' or '''Castle class''' locomotives are a group of 171 [[4-6-0]] [[steam locomotive]]s of the [[Great Western Railway]].<ref name=ABC>{{cite book| pages=21| title=The ABC of Great Western Locomotives|date=March 1944| author=Ian Allan, compiler| publisher=Ian Allan| location=Staines, Middlesex }}</ref> They were originally designed by the railway's Chief Mechanical Engineer, [[Charles Benjamin Collett|Charles Collett]], for working the company's express passenger trains.

==Background==
The origins of this highly successful design date back to the [[GWR 4000 Class|Star Class]] of 1907 which introduced the basic 4-cylinder 4-6-0 layout with long-travel valves and Belpaire firebox that was to become synonymous with the GWR. The Star class were built to take the top express trains on the GWR with 61 in service by 1914, but after World War 1 there was a need for an improved design of express locomotive, and to meet this need Chief Mechanical Engineer [[George Jackson Churchward|GJ Churchward]] had in mind an enlarged Star class design with a standard No.7 boiler.<ref name=SIAC>{{cite book |last = Waters |first = Laurence |title = Steam In Action 'Castles' |publisher = Ian Allan |location = Shepperton |year = 1991 |isbn = 0 7110 2006 X }}</ref> However, the combination would have taken the axle load of such a design over the 20 ton limit set by the civil engineers, and in the end nothing came of the idea.

==History==
[[Charles Collett|C.B. Collett]] succeeded Churchward as Chief Mechanical Engineer of the GWR in 1922 and immediately set about meeting the needs for a new locomotive design that would both supplement the Stars and replace them on the heaviest expresses. Collett's solution was to take the basic layout of the Star and add the larger but lighter No.8 boiler, the increased amount of steam that this produced allowing an increase in the cylinder diameter from 15" to 16". Along with an increased grate area, the result was an increase in tractive effort to 31,625 lb, and a locomotive that looked attractive and well proportioned while remaining within the 20 ton axle limit.

The first 10 locomotives were built in 1923, and numbered 4073 - 4082; the number series continuing unbroken from the Star class. The last 12 Star class locomotives, which were built in 1922-23, had been given names of Abbeys in the western area served by the GWR, and the new locomotives were named after castles also in the west.

When introduced they were heralded as Britain’s most powerful express passenger locomotive, being some 10% more powerful than the Stars. The first, No. 4073 ''Caerphilly Castle'', made its debut at Paddington station on 23 August 1923. The choice of 4082 as Windsor Castle proved fortuitous as this locomotive was used to haul the royal train when [[George V|King George V]] and [[Mary of Teck|Queen Mary]] visited [[Swindon Works]] in 1924, and much publicity was gained when the king was permitted to drive the engine back from the works to the station before the return journey, with the Queen and several high-ranking GWR officers also on the footplate.<ref name=KCGWR>{{cite book |last = Nock |first = O.S. |authorlink = OS Nock |title = Kings & Castles of the G.W.R. |publisher = Ian Allan |location = Shepperton |year = 1969 |edition = 2nd |isbn = 0 7110 0071 9}}</ref>
[[File:GWR 4079 Pendennis Castle at Chester General.jpg|thumb|left|alt=Pendennis Castle at Chester|GWR 4079 Pendennis Castle at Chester General station before hauling the return Birkenhead Flyer to Birmingham, 4 March 1967]]
During 1924 4073 ''Caerphilly Castle'' was exhibited at the [[British Empire Exhibition]] at Wembley, alongside [[Nigel Gresley|Sir Nigel Gresley’s]] ''[[LNER Class A3 4472 Flying Scotsman|Flying Scotsman]]''. The Great Western declared their engine to be more powerful than its bigger [[London and North Eastern Railway|LNER]] rival, and in terms of tractive effort alone they were entitled to do so. As a result of this GWR General Manager [[Felix Pole|Sir Felix Pole]] proposed to LNER Southern Area General Manager Alexander Wilson that a trial of the two types should take place via an exchange arrangement.<ref name=STTGW>{{cite book|last =Allen |first =Cecil J|authorlink =Cecil J. Allen|title =Salute to the Great Western|publisher =Ian Allan|location =Shepperton|year =1970|isbn =0 7110 0181 2}}</ref> The resulting trials commenced in April 1925 with 4079 ''Pendennis Castle'' representing the GWR on the Great Northern main line and 4474 ''Victor Wild'' representing the LNER on Great Western tracks. On the first morning ''Pendennis Castle'' was to work a 480 ton train from [[London King's Cross railway station|King's Cross]] to Doncaster, and LNER officials fully expected the smaller, lighter engine to encounter problems climbing Holloway Bank. However railway writer [[Cecil J. Allen]] records that the GWR locomotive made a faster start from King's Cross to [[Finsbury Park station|Finsbury Park]] than any LNER pacific he had recorded up to that time<ref name=STTGW/> and over the trial ''Pendennis Castle'' kept well within the scheduled time and used less coal, considerably denting LNER pride. For the LNER ''Victor Wild'' was compared on the [[Cornish Riviera Express]] to 4074 ''Caldicot Castle'' and although it kept to time the longer wheelbase of the pacific proved unsuited to the many curves on the Route. Again the GWR took the honours with ''Caldicot Castle'' burning less fuel and always ahead of time, this being illustrated on the last 2 days of the trial by gaining 15 minutes on the schedule in both directions.<ref name=STTGW/>

In 1926, number 5000 ''Launceston Castle'' was loaned to the [[London, Midland and Scottish Railway]] where it ran trials between London and [[Carlisle, Cumbria|Carlisle]]. The locomotive fulfilled the LMS requirements so well that the latter first requested the GWR to build a batch of Castles for use on the West Coast Main Line, and, failing that, a full set of construction drawings. Both proposals were rejected by the GWR Board of Directors. The LMS eventually succeeded in gaining access to the design by recruiting [[William Stanier]], the GWR's Works Manager at their main [[Swindon railway works]] to become the new [[Chief Mechanical Engineer]] for the LMS.<ref name=Cook>{{cite book| page=52| title=Swindon Steam 1921–1951| year=1974| author=Kenneth J. Cook| publisher=Ian Allan| location=Staines, Middlesex }}</ref>
[[File:Steaming through Dorchester West.ogv|thumb|Nunney Castle steam special passing through Dorchester West on its return from Weymouth to Bath 14 August 2011]]
So successful was the Castles' design that construction continued at intervals until 1950, by which time 171 had been built. This included 15 converted from the Star class, plus the rebuilding of ''The Great Bear'', the Great Western’s only Pacific locomotive.

In 1946 [[Frederick Hawksworth]], Collett’s successor, introduced a higher degree of superheat to the Castle boiler with resulting increased economy in water consumption. From 1956 the fitting of double chimneys to selected engines, combined with larger superheaters, further enhanced their capacity for sustained high-speed performance. In 1958 No. 7018 ''Drysllwyn Castle'', fitted with a double chimney and a four-row superheater, hauled ‘The Bristolian’ express at 100 mph at Little Somerford.

==Accidents and incidents==
*On 12 November 1958, a freight train overran signals and was derailed at Highworth Junction, [[Swindon]], [[Wiltshire]]. Locomotive No. 5009 ''Shrewsbury Castle'' was hauling a newspaper train which collided with the wreckage.<ref name=Trevena>{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble |volume= Vol. 1 |year=1980 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-01-X |page=47 }}</ref>

==Production==
171 Castles were built or converted over a 27-year span from August 1923 to August 1950 occupying the GWR number series: 4073–4099; 5000–5099; 7000–7037; plus 7 odd numbers of converted or rebuilt locos:
*Batch1: 4073 - 4082<ref name=KCGWR/> were delivered between June 1923 and April 1924.<ref name=SIAC/>
*Batch2: 4083 - 4092<ref name=KCGWR/> with deliveries from May to August 1925.<ref name=SIAC/> Between the first two batches, the only Great Western pacific No.111 [[GWR 111 The Great Bear|The Great Bear]] was converted to a castle, although only the frames and some ancillary items were retained; the new loco being renamed ''Viscount Churchill''. Also included during the second production batch was the conversion of 4009 ''Shooting Star'', this again being renamed, this time as 100 A1 ''Lloyds''. Following on from the second batch, towards the end on 1925, a second Star class was also converted to a Castle although 4016 ''The Somerset Light Infantry (Prince Albert's)'' retained its name.<ref name=SIAC/>
*Batch3: 4093-4099 and 5000 to 5012,<ref name=KCGWR/> although deliveries continued at the rate of 10 per year through to the end of 1927, with two further conversions of Stars also being done in 1926; 4032 ''Queen Alexandra'' and 4037 ''The South Wales Borderers''.<ref name=SIAC/>

After this there was a pause in the construction programme, and with the conversion of 4000 ''North Star'' in 1929, the decade finished with a total of 46 Castles in service, of which 5 were rebuilt Star Class locomotives and one the rebuild of the Great Western Railway's sole [[4-6-2]]. The next 10 years saw the addition of 85 Castles, with minimal changes to the original design of 1923. From 5013 ''Abergavenny Castle'' there was an alteration to the shape of the front-end casing over the inside cylinders, and from 5043 ''Earl of Mount Edgcumbe'' a shorter chimney was fitted.<ref name=KCGWR/> This brought the number series up to 5097, although numbers 5083 to 5092 were rebuilds of the "Abbey" series of Star class locomotives.<ref name=SIAC/>

After World War 2, a batch of 10 more Castles, 5998-9 and 7000-7007 were built in 1946 incorporating a new 4-row superheater, the last of the class built by the GWR. The first years of the nationalised Western Region of British Railways saw Castle production continue at the rate of 10 per year until the last Castle, 7037 ''Swindon'' was completed in August 1950 making a total of 171 Castle Class locomotives.

==Performance==
The Castles handled all but the heaviest loads, these being entrusted to the 30-strong [[GWR 6000 Class|King Class]], themselves a development of the Castles with an even larger boiler and smaller wheels (6'0" diameter) for both increased tractive effort and to allow for loading gauge clearance.

The Castle class was noted for superb performance overall, and notably on the [[Cheltenham Spa Express|Cheltenham Flyer]] during the 1930s: for example, on 6 June 1932 the train, pulled by 5006 ''Tregenna Castle'', covered the 77.25 miles from [[Swindon]] to [[Paddington]] at an average speed of 81.68 mph start-to-stop (124.3 km at an average speed of 131.4 km/h). This world record for steam traction was widely regarded as an astonishing feat.<ref name=KCGWR/>

The lowest mileage of a Castle was the 580,346 miles run by 7035 ''Ogmore Castle'' between August 1950 and June 1964, the highest mileage of any Castle class was run by 4080 ''Powderham Castle'' which totalled 1,974,461 miles in 40 years and 5 months.

==Withdrawal==
Withdrawal started in the 1950s, with the first 100 A1 ''Lloyds'' withdrawn from [[Old Oak Common TMD|Old Oak Common]] in March 1950. The first "new build" Castle, number 4091 ''Dudley Castle'' was withdrawn from Old Oak Common, nearly 10 years later in January 1959.

The last three castles to be withdrawn were all allocated to Gloucester shed,<ref name=SIAC/> with 5042 ''Winchester Castle'' and 7022 ''Hereford Castle'' withdrawn in June 1965. The last to be withdrawn was [[GWR 4073 Class 7029 Clun Castle|''Clun Castle'']] in December 1965, which worked the last steam train out of Paddington on 27 November 1965.<ref>{{cite book|last =Riley|first =R.C.|title =Great Western Album|publisher =Ian Allan|location =Shepperton|year =1966|isbn =0 7110 0073 5}}</ref>

==List of locomotives==
See [[List of GWR 4073 Class locomotives]]
{{clear}}

==Preservation==
On 4 March 1967 ''Clun Castle'' and No. 4079 ''Pendennis Castle'' hauled specials from Banbury and Oxford respectively to Chester, to mark the end of through trains between Paddington and Birkenhead. Eight Castles survive in preservation.
{| class="wikitable collapsible"
|-
!Number
!Image
!Name
!Owner
!Current location
!Current status
|-
|<center>4073</center>
|[[File:GWR Caerphilly Castle 2 db.jpg|120px]]
|<center>[[GWR 4073 Class 4073 Caerphilly Castle|Caerphilly Castle]]</center>
|<center>[[National Railway Museum]]</center>
|<center>[[Swindon Steam Railway Museum]]</center>
|On static display
|-
|<center>4079</center>
|[[File:Dscn4066-pendennis-dark-in-shed crop 1200x600.jpg|120px]]
|<center>[[GWR 4073 Class 4079 Pendennis Castle|Pendennis Castle]]</center>
|<center>[[Great Western Society]]</center>
|<center>[[Didcot Railway Centre]]</center>
|Under rebuild
|-
|<center>5029</center>
|[[File:5029 Nunney Castle Didcot old slide.jpg|120px]]
|<center>[[GWR 4073 Class 5029 Nunney Castle|Nunney Castle]]</center>
|<center>[[Jeremy Hosking]]</center>
|<center>[[Tyseley Locomotive Works]]</center>
|Operational, main line certified
|-
|<center>5043</center>
|[[File:5043 Earl of Mount Edgcumbe Tyseley (2).jpg|120px]]
|<center>[[GWR 4073 Class 5043 Earl of Mount Edgcumbe|Earl of Mount Edgcumbe]] (Barbury Castle)</center>
|<center>[[Birmingham Railway Museum]]</center>
|<center>[[Tyseley Locomotive Works]]</center>
|Operational, main line certified
|-
|<center>5051</center>
|[[File:DSCN2101-earl-bathurst crop 1200x600.JPG|120px]]
|<center>[[GWR 4073 Class 5051 Earl Bathurst|Earl Bathurst]] (Drysllwyn Castle)</center>
|<center>[[Great Western Society]]</center>
|<center>[[Didcot Railway Centre]]</center>
|On static display
|-
|<center>5080</center>
|[[File:GWR Castle Class 5080 Defiant.jpg|120px]]
|<center>[[GWR 4073 Class 5080 Defiant|Defiant]] (Ogmore Castle)</center>
|<center>[[Birmingham Railway Museum]]</center>
|<center>[[Buckinghamshire Railway Centre]]</center>
|On static display
|-
|<center>7027</center>
|[[File:Thornbury Castle GWR.jpg|120px]]
|<center>[[GWR 4073 Class 7027 Thornbury Castle|Thornbury Castle]]</center>
|<center>[[Jeremy Hosking]]</center>
|<center>[[Crewe Heritage Centre]]</center>
|Stored awaiting restoration
|-
|<center>7029</center>
|[[File:7029 Clun Castle Tyseley.jpg|120px]]
|<center>[[GWR 4073 Class 7029 Clun Castle|Clun Castle]]</center>
|<center>[[Birmingham Railway Museum]]</center>
|<center>[[Tyseley Locomotive Works]]</center>
|Under overhaul
|}

==Models==
[[Hornby Railways]] currently manufacture a model of the 4073 in [[OO gauge]]. The Hornby Dublo brand, then owned by [[Meccano Ltd]], also built "Bristol Castle" (released 1957) for their three-rail system and "Cardiff Castle" for the two-rail system two years later; Wrenn continued the Hornby Dublo model when they took over the range. Airfix/GMR (and later Dapol) also produced an OO model; Tri-ang released a TT gauge model; and Graham Farish (later Bachmann) released N gauge models. Many different prototype examples have been depicted by the various manufacturers.

==References==
{{Reflist}}
* {{cite book| title=Collett & Hawksworth Locomotives—A Pictorial History| author=Brian Haresnape| publisher=Ian Allan Ltd| year=1978| isbn=0-7110-0869-8 }}
*{{0-902888-21-8|pages=36–37, 44–46, 64, 103, 143}}
===Literature===
*{{citation|first = O.S.|last = Nock| journal = The Engineer| title = British Locomotive Working in Wartime - The G.W.R. "Castle Class"| year = 1945| volume = 180}}, in two parts: [http://www.gracesguide.co.uk/images/e/e9/Er19450817.pdf No.I, 17 Aug., pp.122-125] ; [http://www.gracesguide.co.uk/images/9/9a/Er19450824.pdf No.II, 24 Aug. 1945., pp.144-146]

==External links==
{{commons category|GWR 4073 Class}}
* {{cite web| url=http://www.greatwestern.org.uk/m_in_cas.htm| title=4073 'Castle' class introduction| work=Great Western steam locomotives| author=Daniel, John}}
*[http://www.llantiliocastle.co.uk 5028 Llantilio Castle Home Page] The "life story" of this GWR locomotive.

{{GWR Castle Class}}
{{GWR Locomotives |state=collapsed}}

[[Category:Great Western Railway locomotives|4073]]
[[Category:4-6-0 locomotives]]
[[Category:GWR 4073 Class| 4073]]
[[Category:Railway locomotives introduced in 1923]]

VR-Baureihe K5

2014-09-03T19:29:49Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Infobox Locomotive
| name=VR Class Tk3
| image = Tk3 1170 Karjaalla.JPG
| caption = Tk3 with wood chimney
| powertype=Steam
| builddate=1927-1953
| builder= [[Tampella]], [[Lokomo]] and Frichs
| totalproduction = 161
| aarwheels = [[2-8-0]]
| gauge = {{RailGauge|1524mm|lk=on}}
| driverdiameter={{convert|1270|mm|ftin|0|abbr=on}}
| wheelbase=
| length={{convert|16|m|ftin|0|abbr=on}}
| width=
| height=
| locoweight={{convert|51.8|t}}
| boilerpressure = 14 bar
| cylindercount = Two, outside
| maxspeed={{convert|60|km/h|mph|0|abbr=on}}
| tractiveeffort = {{convert|94|kN|lbf|-1|abbr=on}}
| operator=[[VR Yhtymä Oy|VR]]
| firstrundate=1927
| withdrawndate = 1975
| disposition=five restored, many others preserved
}}

The Finnish '''VR Class Tk3''' (original classification 'K5') was a [[2-8-0]] light freight locomotive. It was the most numerous steam locomotive class in Finland with 161 built. 100 locomotives were constructed between 1927 and 1930,<ref name="Katajisto, Juhani 1985 p. 42">Katajisto, Juhani. (1985). ''Eilispäivän kulkuneuvoja''. p. 42. Hämeenlinna:Tietoteos. ISBN 951-9035-79-6.</ref> with a further 61 ordered and constructed 1943 - 1953.<ref name="Höyryveturikirja">Sakari K. Salo:Höyryveturikirja, ISBN 978-952-5805-12-3</ref> They were numbered 800-899,1100-1118,1129-1170.

They were designed for a low axle load of just 10.7 tonnes. This allowed them to operate on lightly laid secondary lines, but during their many years of service, up to the end of the steam era, they were also widely used on main lines hauling slow passenger trains that had frequent stops.

They were affectionately called "Pikku-Jumbo" (The Little Jumbo) because of their good performance despite their low weight. They had a low fuel consumption (usually Tk3s used birch wood) and good riding characteristics. They also had good steaming characteristics and were very popular among locomotive crews.

The livery of Tk3 was the same as other VR steam locomotives: dark locomotive green with a black smokebox. When new some locos were lined with thin gold decoration. The gold decorations were not repainted during maintenance, so they were seldom seen.

Two Tk3-type engines were originally supplied by Tampella to Rauma Rautatie as Nos. 9 and 10 (ex-No.8) in 1935 and 1927 respectively. These engines became Tk3 1117 and 1118 after the private railway was absorbed by the State network in 1950.<ref name="Katajisto, Juhani 1985 p. 42"/>

==Preservation==
The following are preserved
*852 [[Pieksämäki]]
*859 [[Kouvola]]
*1100
*1103 [[Retallack Leisure Centre & Holiday Park]], Cornwall, UK.<ref name="BLN 1183.MR78">{{cite journal|journal=Branch Line News|date=27 April 2013|volume=1183|page=MR78|accessdate=7 May 2013|publisher=Branch Line Society|language=en|issn=1354-0947}}</ref>
*1104 [[Haapamäki]]
*1105 [[Varshavsky Rail Terminal]] Museum [[St.Petersburg]]
*1106 [[Parola]]
*1108 [[Turku]]
*1110
*1111 [[Haapamäki]]
*1112 [[Vaala]]
*1129
*1130 [[Haapamäki]]
*1132 [[Porvoo]],
*1134 [[Acton, Suffolk]], England,
*1135 [[Haapamäki]],
*1136 [[Haapamäki]],
*1137,
*1138 [[Suolahti]],
*1139 [[Haapamäki]],
*1140 Tampere
*1141,
*1142 [[Haapamäki]],
*1144 [[Acton, Suffolk]], England,
*1146 [[Haapamäki]],
*1147 [[Rovaniemi]],
*1148 [[Rovaniemi]],
*1150 [[Suolahti]],
*1151 [[England]]
*1152 Ämmänsaari, [[Suomussalmi]],
*1154 [[Haapamäki]],
*1157 [[Acton, Suffolk]], England,
*1159 [[Kokkola]],
*1163 [[Pasila]],
*1165 [[Seinäjoki]],
*1167 [[Rauma, Finland]],
*1168 [[Porvoo]],
*1170 [[Karjaa]].

==Gallery==
<gallery perrow="6">

Image:Tk3 steam locomotive.jpg|Tk3 no. 1136 steam locomotive running as special service from [[Kouvola]] to [[Kotka]]
Image:Tk3 in Helsinki.jpg|Tk3 steam locomotive in Helsinki
Image: Finnish 2-8-0.jpg| Tk 3 -class locomotive (largest steam locomotive class in Finland), in a commercial livery for the Sinebrychoff brewery (normal livery was black/forest green)
File:Tk3 1147 in Rovaniemi 20120210 01.jpg| preserved VR Class Tk3 steam locomotive (no. 1147) covered with snow at [[Rovaniemi]] railway station in Rovaniemi, Finland
Image:Грузовой паровоз ТкЗ 1105 (1).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (2).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (3).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (4).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (5).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (6).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (7).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (8).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (9).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (10).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (11).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (12).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (13).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (14).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (16).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia
Image:Грузовой паровоз ТкЗ 1105 (17).jpg|Tk3 1105 at [[Varshavsky Rail Terminal]] Museum, [[St.Petersburg]], Russia

</gallery>

[[I]]

== See also ==
* [[Finnish Railway Museum]]
* [[VR Group]]
* [[List of Finnish locomotives]]
* [[List of railway museums]] Worldwide
* [[Heritage railways]]
* [[List of heritage railways]]
* [[Restored trains]]
* [[Jokioinen Museum Railway]]
* [[History of rail transport in Finland]]
* [[VR Class Pr1]]
* [[VR Class Hr1]]
* [[VR Class Hr11]]

==References==
{{reflist|1}}

== Literature ==
Valtionrautatiet 1937-1962, Helsinki 1962

{{Finnish locomotives}}

[[Category:VR locomotives]]
[[Category:2-8-0 locomotives]]
[[Category:Railway locomotives introduced in 1927]]
[[Category:Steam locomotives of Finland]]

VR-Baureihe Dr16

2014-09-03T19:09:22Z

Robevans123: /* top */ Renamed deprecated infobox parameters

{{Infobox locomotive
|name = Class Dr16
|powertype = [[Diesel-electric]]
|image = Taconite train 5053 at Hangas Oulu Finland.jpg
|caption = Three Dr16s heading a freight train at Hangas, near [[Pikkarala]], northern Finland, 2001
|builder = [[Valmet]] Oy, [[Tampere]] (numbers 2801-2809) [[Transtech Oy]], [[Otanmäki]] and [[Taivalkoski]] (numbers 2810-2823) Oy Strömberg Ab, inverters, generator and motors
|serialnumber =
|buildmodel =
|builddate = 1985 - 1992
|totalproduction = 23
|aarwheels =
|uicclass = Bo′Bo′
|gauge = {{RailGauge|1524mm|lk=on}}
|wheeldiameter = {{convert|1250|mm|ftin|0|abbr=on}}
|wheelbase =
|length = {{convert|17.60|m|ftin|0|abbr=on}}
|width = {{convert|3.2|m|ftin|0|abbr=on}}
|height = {{convert|4.73|m|ftin|0|abbr=on}}
|axleload = 20.5 t/21 t
|locoweight = 82 t/84 t
|locotenderweight =
|fueltype = [[Diesel fuel|Diesel]]
|fuelcap =
|primemover = Pielstick 12PA4-V-200VG Wärtsilä Vaasa 8V22 (2803/2804)
|enginetype =
|aspiration =
|displacement =
|cylindercount =
|cylindersize =
|transmission = [[Diesel locomotive#Diesel-electric|Inverter-driven three-phase AC induction motors]]
|maxspeed = {{convert|140|km/h|mph|abbr=on|sigfig=2}}
|poweroutput = 1677 kW (1500 kW 2803/2804)
|tractiveeffort = {{convert|270|kN|lbf|abbr=on}}
|locobrakes =
|trainbrakes =
|operator = [[VR Group|VR]]
|operatorclass = Dr16
|numinclass = 18
|fleetnumbers = 2805-2813, 2815-2823
|officialname =
|nicknames = Iso Vaalee (the Big Blonde)
|locale = northern and eastern Finland
|deliverydate =
|firstrundate =
|lastrundate =
|retiredate =
|restoredate =
|scrapdate =
|currentowner = VR
|disposition = In Service
}}
The '''Dr16''' is a class of [[diesel-electric]] locomotives used by [[VR Group|VR]] (Finnish Railways). The 23 locomotives have a single, off-centre cab and are currently VR's most powerful [[diesel locomotive]]s. Their nickname is ''"Iso Vaalee"'' (Big Blonde). They are presently mainly used on heavy freight services in northern [[Finland]]; their main passenger duty is the haulage of trains on the non-electrified line between [[Kemi railway station|Kemi]] and [[Kolari railway station|Kolari]] in [[Lapland (Finland)|Lapland]].{{sfn|Pentikäinen|2006|pp=115–134}} Dr16 locomotives were also used extensively on the line between [[Oulu railway station|Oulu]] and [[Rovaniemi railway station|Rovaniemi]], prior to the completion of the [[electrification]] of the line in 2004.{{sfn|Pentikäinen|2006|pp=130–131}}

== History ==
[[File:VR Dr16 locomotive in Oulu Jul2009 001.jpg|thumb|left|A Dr16 class locomotive at Oulu in 2009.]]
In the beginning of the 1980s, Valtionrautatiet needed new locomotives to replace its aging [[VR Class Dr12|Dr12]] and [[VR Class Dv12|Dv12]] class diesel locomotives.{{sfn|Eonsuu|Honkanen|Pölhö|1995}} The company had installed a bigger engine on a Dr12 (which became the [[VR Class Dr15|Dr15]]) and modified one Dv12 to [[VR Class Sv1|run on electricity]] instead of diesel.{{sfn|Pentikäinen|2006|p=16}} However, the company wanted a totally new locomotive, and finally chose Valmet's type M in 1983, with Strömberg providing the electrical components.{{sfn|Pentikäinen|2006|p=19}} VR originally ordered 23 locomotives,{{sfn|Pentikäinen|2006|p=20}} with an option of 20 more when the first series were delivered.{{sfn|Pentikäinen|2006|p=54}}

=== Four prototypes ===
It was originally planned that two locomotives would be first built as prototypes,{{sfn|Pentikäinen|2006|p=20}} the first of them being fitted with a Wärtsilä engine and the second one with the Pielstick.{{sfn|Pentikäinen|2006|p=30}} When the first prototype ran on its own on {{date|1985-04-22}} for the first time,{{sfn|Pentikäinen|2006|p=40}} there was a Pielstick engine under its engine cover, because the Wärtsilä one had proved three tons too heavy.{{sfn|Pentikäinen|2006|p=30}} When completion of the Wärtsilä engine was delayed a second time, the second prototype was also fitted with a Pielstick. {{sfn|Pentikäinen|2006|p=50}} Due to these engine problems, the number of prototypes was extended to four on January 1986.{{sfn|Pentikäinen|2006|p=50}} The locomotives, numbered 2801-2804, were taken into service in 1985-1987:{{sfn|Pentikäinen|2006|pp=49–80}} the first two had a Pielstick engine, the latter two a Wärtsilä.{{sfn|Pentikäinen|2006|p=50}} On {{date|1989-03-13}} VR confirmed that Pielstick engines would be fitted on all the upcoming locomotives.{{sfn|Pentikäinen|2006|p=74}} The Wärtsilä engines were kept on the two prototypes, as refitting them would have been too costly.{{sfn|Pentikäinen|2006|pp=74–75}}

=== The main series ===
After an extensive testing programme, the 19 series locomotives were delivered between 1990 and 1992.{{sfn|Pentikäinen|2006|p=100}} The manufacturer had anticipated a larger series to be ordered to replace old heavy line diesels (Dr12 and Dr13); however, the rapid progress of the electrification of Finnish main lines decreased the need for new heavy diesel locomotives and thus no further orders materialized.{{sfn|Pentikäinen|2006|p=74}} The locomotives were designed and assembled in Finland, either by [[Valmet]] Oy at [[Tampere]] (numbers 2801-2809) or by [[Transtech Oy]] at [[Otanmäki]] and [[Taivalkoski]] (numbers 2810-2823).{{sfn|Pentikäinen|2006|p=99}}

== Technical information ==
Originally the engines were planned to be of Finnish design (Wärtsilä Vaasa 8R22), but after tests with two prototype locos, the engine type was changed into [[France|French]] [[Pielstick]] 12PA4-V-200VG.{{sfn|Pentikäinen|2006|pp=30–31, 74}} The Pielsticks produced originally 1660 kW, but in 1997 they were limited to an output of 1500 kW to increase durability.{{sfn|Pentikäinen|2006|p=127}}

The locomotive was very modern at its time and it was among the first{{sfn|Pentikäinen|2006|p=20}} to use microprocessor-controlled GTO thyristor inverter-driven three-phase asychronous AC motors.{{sfn|Pentikäinen|2006|pp=104, 111}} The construction is modular,{{sfn|Pentikäinen|2006|p=106}} and data is transmitted via optical fiber cables between modules.{{citation needed|date=May 2011}} The maximum speed is 140 km/h.{{sfn|Pentikäinen|2006|p=108}} The maximum frequency of the inverters corresponds to 156 km/h, and the locomotive has reached that in test runs.{{Citation needed|date=May 2011}} The locomotive provides 400 kW 1500V electricity for heating of passenger cars.<ref name="Resiina">{{cite journal | title = Dr16-veturi maailman huipulta | journal = Resiina | year = February 1989 | pages = 67–71 | language = Finnish }}</ref>

== Livery ==
The first two prototypes were painted in a white/red livery to go with VR's recent InterCity brand, showcasing the VR logo next to the cab.<ref>{{cite web | url = http://vaunut.org/kuva/55588 | title = Vaunut.org - Kuva | first = Esko | last = Maasalo | date = {{date|1986-06-12}} | accessdate = {{date|2011-06-15}} }}</ref><ref>{{cite web | url = http://vaunut.org/kuva/21839 | title = Vaunut.org - Kuva | first = Tapio | last = Muurinen | date = April 1988 | accessdate = {{date|2011-06-15}} }}</ref> The final livery (starting from number 2803) added some grey on the side of the engine covers.{{sfn|Pentikäinen|2006|p=59}} Two of the locomotives (numbers 2816<ref>{{cite web | url = http://www.isovaalee.info/ | title = 2816 vihrein kuvioin liikenteessä | first = Petri P | last = Pentikäinen | publisher = Petrin Viestintä | date = {{date|2011-02-28}} | accessdate = {{date|2011-05-10}} | language = Finnish }}</ref> and 2819<ref>{{cite web | url = http://www.isovaalee.info/ | title = 2819 valmis | first = Petri P | last = Pentikäinen | publisher = Petrin Viestintä | date = {{date|2010-08-22}} | accessdate = {{date|2011-05-10}} | language = Finnish }}</ref>) have been repainted in a new white/green livery in 2010 and 2011. These have been called ''Iso Kalpee'' (Finnish for "Big Pale") by railroad enthusiasts.{{citation needed|date=May 2011}}

== Fleet details ==
[[File:Iin junaonnettomuus, ilmakuva onnettomuuspaikalta.jpg|thumb|right|An aerial view on the scene of the level crossing accident at [[Ii, Finland|Ii]].]]
[[File:Shunting accident in Vartius, Finland 2006-08-22 2.jpg|thumb|right|Six locomotives were involved in a shunting accident in [[Vartius]] in 2006. All were returned to service.]]
Of a total of 23 built locomotives, five Dr16:s have been withdrawn from service and/or scrapped. This includes all of the prototype locomotives (numbers 2801–2804), which were withdrawn between 2004 and 2009.{{sfn|Pentikäinen|2006|p=128}}<ref>{{cite web | url = http://www.isovaalee.info/veturi2802.html | title = 2802 | first = Petri P | last = Pentikäinen | publisher = Petrin Viestintä | accessdate = {{date|2011-05-10}} | language = Finnish }}</ref>

In addition to the prototypes, one series locomotive, number 2814, was scrapped in 2000 after sustaining serious damage in a level crossing accident near the municipality of [[Ii, Finland|Ii]].{{sfn|Pentikäinen|2006|p=128}}<ref name="ii-accident">{{cite web | url = http://www.onnettomuustutkinta.fi/Etusivu/Tutkintaselostukset/Raideliikenne/Raideliikenne2000/1210772744729 | title = B1/2000R Onnettomuus Iissä Akolan vartioimattomassa tasoristeyksessä 9.2.2000 | publisher = Accident investigation board of Finland | date = {{date|2000-09-11}} | accessdate = {{date|2011-05-12}} }}</ref> After the accident, the obstruction clearing device of the Dr16 was redesigned and strengthened according to the recommendation of the accident investigation board.{{sfn|Pentikäinen|2006|p=128}}<ref name="ii-accident" />

{| class="wikitable"
|+ Prototype locomotives
! !! Built !! First test runs !! Official delivery !! Withdrawn !! Notes
|-
! 2801
| {{date|1985-04-22}} || {{date|1986-06-25}} || {{date|1989-06-28}} || {{date|2004-01-20}} || Pielstick engine.
|-
! 2802
| {{date|1986-02-16}} || {{date|1987-03-16}} || {{date|1989-06-28}} || July 2009 || Pielstick engine. Closest to the series locomotives.
|-
! 2803
| {{date|1986-10-31}} || {{date|1986-12-30}} || {{date|1989-06-28}} || {{date|2004-01-20}} || Wärtsilä engine.
|-
! 2804
| {{date|1987-01-23}} || {{date|1987-09-30}} || {{date|1989-06-28}} || {{date|2004-11-30}} || Wärtsilä engine.
|}

{| class="wikitable"
|+ Series locomotives
! !! Delivered !! Withdrawn
|-
! 2805
| {{date|1990-12-28}}
|-
! 2806
| {{date|1990-12-28}}
|-
! 2807
| {{date|1990-12-28}}
|-
! 2808
| {{date|1990-12-28}}
|-
! 2809
| {{date|1991-02-11}}
|-
! 2810
| {{date|1991-03-04}}
|-
! 2811
| {{date|1991-04-10}}
|-
! 2812
| {{date|1991-05-20}}
|-
! 2813
| {{date|1991-06-25}}
|-
! 2814
| {{date|1991-08-30}} || {{date|2000-02-09}}
|-
! 2815
| {{date|1991-09-27}}
|-
! 2816
| {{date|1991-10-25}}
|-
! 2817
| {{date|1991-11-22}}
|-
! 2818
| {{date|1991-12-20}}
|-
! 2819
| {{date|1992-01-23}}
|-
! 2820
| {{date|1992-02-21}}
|-
! 2821
| {{date|1992-03-26}}
|-
! 2822
| {{date|1992-04-24}}
|-
! 2823
| {{date|1992-06-30}}
|}
Sources: {{harvnb|Pentikäinen|2006|pp=40, 50, 60, 100, 128}}; [http://www.isovaalee.info Isovaalee.info]

== Variants ==

=== Ttm1 ===
[[File:Ttm1 N-veturi.jpg|thumb|right|The Ttm1 at [[Valtimo]].]]
Also known as '''type N locomotive''' ({{lang-fi|N-veturi}}) or '''Dv13'''. It is a smaller [[work train|work locomotive]] that implements some of the components of the Dr16.{{sfn|Pentikäinen|2006|p=112}} The two locomotives share also the same computer system.{{sfn|Pentikäinen|2006|p=112}} It is owned nowadays by [[Maansiirto Veli Hyyryläinen Oy]] (part of [[Destia]] group).{{citation needed|date=May 2011}}

=== Sx prototype ===
Valmet originally prepared the Dr12 to be modified as a full electric locomotive while building it, designing it for speeds up to {{convert|180|km/h|abbr=on}}.{{sfn|Pentikäinen|2006|p=27}} It was estimated that the electric and diesel variants would share 80% of their parts.{{sfn|Pentikäinen|2006|p=29}} However, VR finally ordered the [[VR Class Sr2|Sr2 locomotives]] from [[Swiss Locomotive and Machine Works|SLM]] and [[Asea Brown Boveri|ABB]].

== References ==
{{Reflist|30em}}

===Literature===
{{refbegin}}
* {{cite book | ref = harv | first1 = Tapio | last1 = Eonsuu | first2 = Pekka | last2 = Honkanen | first3 = Eljas | last3 = Pölhö | title = Suomen veturit osa 2. Moottorikalusto | pages = 38–39 | publisher = Elokuvan Maailma | year = 1995 | isbn = 952-5060-02-0 }}
* {{cite book | ref = harv | first = Petri P. | last = Pentikäinen | title = Iso Vaalee | publisher = Petrin Viestintä | year = 2006 | isbn = 952-92-0413-2 | url = http://www.isovaalee.info }}
{{refend}}

==External links==
{{Commons category-inline|VR Class Dr16}}
*{{cite web|url=http://4rail.net/reference_finland_locos_diesel1.php#dr16|title=Finnish Diesel Locomotives|at=Dr16|work=4rail.net}}

{{Finnish locomotives}}
{{VR Group}}

{{DEFAULTSORT:Vr Class Dr16}}
[[Category:Valmet|Dr16]]
[[Category:Bo-Bo locomotives]]
[[Category:VR locomotives|Dr16]]
[[Category:Diesel locomotives of Finland]]
[[Category:Railway locomotives introduced in 1985]]