Battersea Power Station

Battersea Power Station is a decommissioned coal-fired power station, located on the south bank of the River Thames, in Nine Elms, Battersea, in the London Borough of Wandsworth. It was built by the London Power Company (LPC) to the design of Leonard Pearce, Engineer in Chief to the LPC, and CS Allott & Son Engineers. The architects were J Theo Halliday and Giles Gilbert Scott. The station is one of the world's largest brick buildings and notable for its original, Art Deco interior fittings and decor.
The building comprises two power stations, built in two stages in a single building. Battersea A Power Station was built between 1929–35 and Battersea B Power Station to its east, between 1937 and 1941, when construction was paused owing to the worsening effects of the Second World War. The building was completed in 1955. "Battersea B" was built to a near identical design to "Battersea A" which provided the iconic four-chimney structure.
"Battersea A" was decommissioned in 1975. In 1980 the whole structure was given Grade II listed status; "Battersea B" shut three years later. In 2007 its listed status was upgraded to Grade II*. The building remained empty until 2014, during which time it fell into near ruin. Various plans were made to make use of the building, but none were successful. In 2012, administrators Ernst & Young entered into an exclusivity agreement with Malaysia's SP Setia and Sime Darby to develop the site to include 250 residential units, bars, restaurants, office space (occupied by Apple and No.18 business members club), shops and entertainment spaces. The plans were approved and redevelopment started a few years later. As of 2019, the building is owned by a consortium of Malaysian investors.
History.
Located on the south bank of the River Thames, in Nine Elms, Battersea, an inner-city district of South West London, the building comprises two power stations, built in two stages in a single building. Battersea A Power Station was built in the 1930s and Battersea B Power Station, to its east, in the 1950s. They were built to a near-identical design, providing the four-chimney structure.
The Power Station was decommissioned between 1975 and 1983 and remained empty until 2014. It was designated as a Grade II listed building in 1980. In 2007 its listed status was upgraded to Grade II*.
The station is one of the world's largest brick buildings and notable for its original, lavish Art Deco interior fittings and decor. The structure remained largely unused for more than 30 years after its closure; in 2008 its condition was described as "very bad" by English Heritage, which included it in its Heritage at Risk Register. The site was also listed on the 2004 World Monuments Watch by the World Monuments Fund.
Since the station's closure, redevelopment plans have been drawn up by successive site owners. In 2004, when a redevelopment project by Parkview International stalled, the site was sold to the administrators of Irish company Real Estate Opportunities (REO), who bought it for £400 million in November 2006 with plans to refurbish the station for public use and build 3,400 homes on the site. This plan fell through due to REO's debt being called in by the state-owned banks of the UK and Ireland. The site was again put up for sale in December 2011 through commercial estate agent Knight Frank. The combination of an existing debt burden of some £750 million, the need to make a £200 million contribution to an extension to the London Underground, requirements to fund conservation of the derelict power station shell, and the presence of a waste transfer station and cement plant on the river frontage made commercial development of the site a significant challenge.
Until the late 1930s, electricity was supplied by municipal undertakings. These were small power companies that built power stations dedicated to a single industry or group of factories, and sold any excess electricity to the public. These companies used widely differing standards of voltage and frequency. In 1925 Parliament decided that the power grid should be a single system with uniform standards and under public ownership. Several of the private power companies reacted to the proposal by forming the London Power Company (LPC). They planned to heed parliament's recommendations and build a small number of very large stations.
The London Power Company's first of these super power stations was planned for the Battersea area, on the south bank of the River Thames in London. The proposal was made in 1927, for a station built in two stages and capable of generating 400 megawatts (MW) of electricity when complete. The site chosen was a plot of land which had been the site of the reservoirs for the former Southwark and Vauxhall Waterworks Company. The site was chosen for its proximity to the River Thames for cooling water and coal delivery, and because it was in the heart of London, the station's immediate supply area.
The proposal sparked protests from those who felt that the building would be too large and would be an eyesore, as well as worries about the pollution damaging local buildings, parks and even paintings in the nearby Tate Gallery. The company addressed the former concern by hiring Sir Giles Gilbert Scott to design the building's exterior. He was a distinguished architect and industrial designer, famous for his designs for the red telephone box and Liverpool Anglican Cathedral. He subsequently designed another London power station, Bankside, which now houses Tate Modern art gallery. The pollution issue was resolved by granting permission for the station on the condition that its emissions were to be treated, to ensure they were "clean and smokeless".
Construction of the first phase (the A Station) began in March 1929. The main building work was carried out by John Mowlem & Co, and the structural steelwork erection carried out by Sir William Arrol & Co. Other contractors were employed for specialist tasks. Most of the electrical equipment, including the steam turbine turbo generators, was produced by Metropolitan-Vickers in Trafford Park, Manchester. The building of the steel frame began in October 1930. Once completed, the construction of the brick cladding began, in March 1931. Until the construction of the B Station, the eastern wall of the boiler house was clad in corrugated metal sheeting as a temporary enclosure. The A Station first generated electricity in 1933, but was not completed until 1935. The total cost of its construction was £2,141,550. Between construction beginning in 1929 and 1933, there were six fatal and 121 non-fatal accidents on the site.
After the end of the Second World War, construction began on the second phase, the B Station. The station came into operation gradually between 1953 and 1955. It was nearly identical to the A Station from the outside and was constructed directly to its east as a mirror to it, which gave the power station its now familiar four-chimney layout. The construction of the B Station brought the site's generating capacity up to 509 megawatts (MW), making it the third largest generating site in the UK at the time, providing a fifth of London's electricity needs (with the remainder supplied by 28 smaller stations). It was also the most thermally efficient power station in the world when it opened.
The A Station had been operated by the London Power Company, but by the time the B Station was completed, the UK's electric supply industry had been nationalised, and ownership of the two stations had passed into the hands of the British Electricity Authority in 1948.
On 20 April 1964, the power station was the site of a fire that caused power failures throughout London, including at the BBC Television Centre, which was due to launch BBC Two that night. The launch was delayed until the following day at 11 am.
Design and specification.
Both of the stations were designed by a team of architects and engineers. The team was headed by Dr. Leonard Pearce, the chief engineer of the London Power Company, but a number of other notable engineers were also involved, including Henry Newmarch Allott, and T. P. O'Sullivan who was later responsible for the Assembly Hall at Filton. J. Theo Halliday was employed as architect, with Halliday & Agate Co. employed as a sub-consultant. Halliday was responsible for the supervision and execution of the appearance of the exterior and interior of the building. Architect Sir Giles Gilbert Scott was involved in the project much later on, consulted to appease public reaction, and referred to in the press as "architect of the exterior". The station was designed in the "brick-cathedral" style of power station design, which was popular at the time. Battersea is one of a very small number of examples of this style of power station design still in existence in the UK, others being Uskmouth and Bankside. The station's design proved popular straightaway, and was described as a "temple of power", which ranked equal with St Paul's Cathedral as a London landmark. In a 1939 survey by "The Architectural Review" a panel of celebrities ranked it as their second favourite modern building.
The A Station's control room was given many Art Deco fittings by architect Halliday. Italian marble was used in the turbine hall, and polished parquet floors and wrought-iron staircases were used throughout. Owing to a lack of available money following the Second World War, the interior of the B Station was not given the same treatment, and instead the fittings were made from stainless steel.
Each of the two connected stations consists of a long boiler house with a chimney at each end and an adjacent turbine hall. This makes a single main building which is of steel frame construction with brick cladding, similar to the skyscrapers built in the United States around the same time. The station is the largest brick structure in Europe. The building's gross dimensions measure by , with the roof of the boiler house standing at over . Each of the four chimneys is made from concrete and stands tall with a base diameter of tapering to at the top. The station also had jetty facilities for unloading coal, a coal sorting and storage area, control rooms and an administration block.
The A Station generated electricity using three turbo alternators; two 69 megawatt (MW) Metropolitan-Vickers British Thomson-Houston sets, and one 105 MW Metropolitan-Vickers set, totalling 243 MW. At the time of its commissioning, the 105 MW generating set was the largest in Europe. The B Station also had three turbo alternators, all made by Metropolitan-Vickers. This consisted of two units which used 16 MW high-pressure units exhausting to a 78 MW and associated with a 6 MW house alternator, giving these units a total rating of 100 MW. The third unit consisted of a 66 MW machine associated with a 6 MW house alternator, giving the unit a rating of 72 MW. Combined, these gave the B station a generating capacity of 260 MW, making the site's generating capacity 503 MW. All of the station's boilers were made by Babcock & Wilcox, fuelled by pulverised coal from pulverisers also built by Babcock & Wilcox. There were nine boilers in the A station and six in the B station. The B station's boilers were the largest ever built in the UK at that time. The B station also had the highest thermal efficiency of any power station in the country for the first twelve years of its operation.
Operations.
Coal transportation.
The power station consumed over 1,000,000 tonnes of coal annually, mostly from pits in South Wales and North East England, delivered by coastal collier ships. They were "flat-irons" with a low-profile superstructure and fold-down funnels and masts to fit under the Thames' bridges above the Pool of London. The LPC and its nationalised successors owned and operated several "flat-irons" for the service.
Coal was usually delivered to the jetty where two cranes, capable of unloading two ships at a time at a rate of 480 tonnes an hour, offloaded coal. Some coal was delivered by rail to the east of the station from the Brighton Main Line which passes nearby. A conveyor belt system moved the coal to a storage area or directly to the station's boiler rooms. The conveyor belt system consisted of a series of bridges connected by towers. The storage area was a large concrete box capable of holding 75,000 tonnes of coal. It had an overhead gantry and a conveyor belt attached to the conveyor belt system for moving coal to the boiler rooms.
Water system.
Water, essential to a thermal power station, is used to condense steam from the steam turbines before it is returned to the boiler. Water cycled through the power station's systems was taken from the Thames. The station could extract an average of of water from the river each day.
After the end of World War II, the London Power Company used the waste heat to supply the Pimlico District Heating Undertaking.
Scrubbers.
The reduction of sulphur emissions was an important factor from when the station was in the design stages, as it was one of the main concerns of the protesters. The London Power Company developed an experimental technique for washing flue gases in 1925. It used water and alkaline sprays over scrubbers of steel and timber in flue ducts. The gases were subject to continuous washing, as to the principal acid pollutant by using catalyst iron oxide, the sulphur dioxide was converted into sulphuric acid. The plant was one of the world's first commercial applications of this technique. This process was stopped in the B Station in the 1960s, when it was discovered that the discharge of these products into the Thames was more harmful than sulphur dioxide would be to the atmosphere.
Electricity output.
Electricity output from Battersea A & B power stations over the period 1964-1983 was as follows.
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Closure and redevelopment.
Closure.
The station's demise was caused by its output falling with age, coupled with increased operating costs, such as flue gas cleaning. On 17 March 1975, the A Station was closed after being in operation for 40 years. By this time the A Station was co-firing oil and its generating capacity had declined to 228 MW.
Three years after the closure of the A Station, rumours began to circulate that the B Station would soon follow. A campaign was then launched to try to save the building as part of the national heritage. As a result, the station was declared a heritage site in 1980, when the Secretary of State for the Environment, Michael Heseltine, awarded the building Grade II listed status. (This was upgraded to Grade II* listed in 2007.) On 31 October 1983 production of electricity at Station B also ended, after nearly 30 years of operation. By then the B Station's generating capacity had fallen to 146 MW. The closure of the two stations was put down largely to the generating equipment becoming outdated, and the preferred choice of fuel for electricity generation shifting from coal toward oil, gas and nuclear power.
Theme park proposal.
Following the station's closure, the Central Electricity Generating Board had planned to demolish the station and sell the land for housing, but because of the building's then Grade II listed status, they had to pay the high cost of preserving the building. In 1983 they held a competition for ideas on the redevelopment of the site. It was won by a consortium led by developer David Roche and which included John Broome, owner of Alton Towers Ltd. This consortium proposed an indoor theme park, with shops and restaurants. At an estimated cost of £35 million, the scheme was risky and would require over 2 million visitors a year to make any profit. The scheme received planning approval in May 1986 and the site was purchased by John Broome for £1.5 million in 1987. Work on converting the site began the same year.
The project was halted in March 1989, for lack of funding, after costs had quickly escalated that January, from £35 million to £230 million. By this point huge sections of the building's roof had been removed, so that machinery could be taken out. Without a roof, the building's steel framework has been left exposed and its foundations have been prone to flooding.
In March 1990, the proposal was changed to a mixture of offices, shops and a hotel. This proposal was granted planning permission in August 1990, despite opposition from 14 independent organisations, including English Heritage. Despite permission being granted, no further work took place on the site between 1990 and 1993.
Parkview proposal.
In 1993, the site and its outstanding debt of £70 million were bought from the Bank of America by Hong Kong-based development company, Parkview International, for £10 million. Following resolution of creditors' claims, it acquired the freehold title in May 1996. In November 1996 plans for the redevelopment of the site were submitted and outline consent was received in May 1997. Detailed consent for much of the site was granted in August 2000, and the rest in May 2001. The company received full possession of the site in 2003. Having purchased the site, Parkview started work on a £1.1 billion project to restore the building and to redevelop the site into a retail, housing and leisure complex.
During the Parkview era several masterplans for the site were developed by various architects and subsequently discarded. One notable plan, called simply "The Power Station", was masterminded by architect Nicholas Grimshaw. The scheme proposed a shopping mall, with 40 to 50 restaurants, cafés and bars, 180 shops, as well as nightclubs, comedy venues and a cinema. Cosmopolitan shops would have been sited in the A Station's turbine hall, and label name shops in the B Station's turbine hall. The boiler house would have been glazed over and used as a public space for installations and exhibitions. A riverside walkway would also be created, running continuously along the riverside from Vauxhall to Battersea Park.
Parkview claimed that 3,000 jobs would be created during the construction of the project, and 9,000 would be employed once completed, with an emphasis on local recruitment. The Battersea Power Station Community Group campaigned against the Parkview plan and argued for an alternative community-based scheme to be drawn up. The group described the plans as "a deeply unattractive project that has no affordable housing anywhere on the site, no decent jobs for local people and no credible public transport strategy". They also criticised how appropriate the project was in its location, and proposal of other large buildings on the site. Keith Garner of the group said "I feel that there's a real problem of appropriateness. They need a completely different kind of scheme, not this airport-lounge treatment. What you see now is a majestic building looming up from the river. If you surround it with buildings 15 storeys high, you don’t have a landmark any more."
In 2005 Parkview, English Heritage and the London Borough of Wandsworth claimed that the reinforcement inside the chimneys was corroded and irreparable. Wandsworth Council granted permission for them to be demolished and rebuilt. However, the Twentieth Century Society, the World Monuments Fund and the Battersea Power Station Company Ltd commissioned an alternative engineers' report that claimed that the existing chimneys could be repaired. In response, Parkview claimed to have given a legally binding undertaking to the council to provide certainty that the chimneys will be replaced "like for like", in accordance with the requirements of English Heritage and the planning authorities.
REO proposal.
On 30 November 2006, it was announced that Real Estate Opportunities, led by Irish businessmen Richard Barrett and Johnny Ronan of Treasury Holdings, had purchased Battersea Power Station and the surrounding land for €532 million (£400 million). REO subsequently announced that the previous plan by Parkview had been dropped and that it had appointed the practice of the Uruguayan-born architect Rafael Viñoly of New York as the new master planner for the site. The centrepiece of this masterplan was a 980-foot-high "eco tower" that dwarfed the power station and was described by London's then mayor Boris Johnson as an "inverted toilet-roll holder". The tower was quickly dropped from the scheme. Jersey law firms, Ogier, Carey Olsen and Mourant Oxannes helped REO to raise funds for the new Battersea Power Station redevelopment.
London Underground extension
A proposed part of the regeneration is an extension of the London Underground to serve the area. Although the site is close to Battersea Park and Queenstown Road stations, trains from these stations to Victoria and Waterloo respectively are already heavily loaded. The proposed 2-mile tunnelled extension would branch from the Northern line at Kennington and travel west to Nine Elms and Battersea. The proposed extension would cost at least £500 million in 2008 terms.
Biomass power station
They include reusing part of the station building as a power station, fuelled by biomass and waste. The station's existing chimneys would be utilised for venting steam. The former turbine halls would be converted to shopping spaces, and the roofless boiler house used as a park. An energy museum would also be housed inside the former station building. The restoration of the power station building would cost £150 million.
Eco-dome
A plastic built "eco-dome" was to be built to the east of the power station. This building was originally planned to have a large chimney, but this has now been abandoned in favour of a series of smaller towers. The eco-dome would house offices, and aim to reduce energy consumption in the buildings by 67% compared to conventional office buildings, by using the towers to draw cool air through the building. 3,200 new homes would also be built on the site to house 7,000 people.
Consultation process
In June 2008 a consultation process was launched, which revealed that 66% of the general public were in favour of the plans. At an event at the station on 23 March 2009, it was announced that REO were to submit the planning application for their proposal to Wandsworth Council.
Planning consent
The Council gave planning consent on 11 November 2010. REO hoped for construction to begin in 2011, but this has now been cancelled. The station structure itself was expected to be repaired and secure by 2016, with completion of the whole project by 2020. Plans now include the construction of 3,400 apartments and of office space. Approximately 28,000 inhabitants and 25,000 workers are expected to occupy the space once complete.
Lenders allow more time
Reuters reported on 1 September 2011 that lenders would allow more time for a new equity partner to be found:
"Lenders to the owner of Battersea Power Station in London waived a debt maturity deadline yesterday while talks with potential new equity partners for its redevelopment continued, a source close to the process told Reuters. AIM-listed Real Estate Opportunities is seeking a partner for the 5.5 billion pound ($9 billion) development, and its senior lenders Lloyds and Ireland's National Asset Management Agency have already extended a deadline once relating to the 400 million pounds REO paid for the site in 2006. 'The banks have nothing to gain by calling the debt in. Talks with new equity partners continue, and an announcement may come in the next few weeks,' the source said".
 However, in November 2011, Lloyds and NAMA called in the debt and the REO scheme collapsed into administration.
Farrell and Partners Urban Park proposal.
In February 2012, Sir Terry Farrell's architectural firm put forward a proposal to convert the power station site into an "urban park" with an option to develop housing at a later date. In this vision, Farrells propose to demolish all but the central boiler hall and chimneys and display the switching equipment from the control rooms in 'pods'. However, this plan was always unlikely to bear fruit due to the Grade II listing status of the building.
Chelsea F.C. Interest.
On 9 November 2008, Chelsea F.C. was reported to be considering moving to a new purpose built stadium at Battersea Power Station. The proposed stadium was to hold between 65,000 and 75,000 fans and feature a retractable roof. The proposals were designed by HOK Sport, the same company who designed Wembley Stadium. However, the Chelsea F.C. scheme was seriously in doubt due to concerns for the preservation of the site and the collapse of the REO scheme in late November 2011.
2012 redevelopment plans.
Following the failure of the REO bid to develop the site, in February 2012, Battersea Power Station was put up for sale on the open market for the first time in its history. The sale was conducted by the commercial estate agent, Knight Frank, on behalf of the site's creditors. In May 2012, several bids were received for the landmark site, which was put on the market after Nama and Lloyds Banking Group called in loans held by Treasury Holdings' Real Estate Opportunities (REO). Bids were received from Chelsea F.C. with other interested parties including a Malaysian interest, SP Setia, London & Regional, a company owned by the London-based Livingstone brothers, and housebuilder Berkeley. The net price was £400 million which would discharge the £325 million to cover the debts held by Nama and Lloyds "plus" a £100 million contribution to the Northern line extension. If the sale was unsuccessful, the administrator or its agent(s) would have kept the landowner's duty to maintain and preserve the site per its listed status.
On 7 June 2012, Knight Frank announced that administrators Ernst & Young had entered into an exclusive agreement with Malaysian developers SP Setia and Sime Darby, who were given 28 days to conduct due diligence and agree the final terms of the deal. Completion of the sale to the Malaysian consortium took place in September 2012. The redevelopment of the site will use the existing Vinoly master plan which intends to position the Power Station as the central focus of the regenerated 40-acre site, housing a blend of shops, cafes, restaurants, art and leisure facilities, office space and residential accommodation. The plan includes the restoration of the historic Power Station itself, the creation of a new riverside park to the north of the Power Station and the creation of a new High Street which is designed to link the future entrance to Battersea Power Station tube station with the Power Station. The redevelopment is hoped to bring about the extension of the existing riverside walk and facilitate access directly from the Power Station to Battersea Park and Chelsea Bridge.
Restoration of the Grade II* listed Power Station is an early priority in the development. WilkinsonEyre was appointed in 2013 to complete the detailed design of the power station. Work commenced in 2013 and plans include the restoration of the art deco structure internally and externally, reconstruction of the chimneys, and refurbishment of the historic cranes and jetty as a new river taxi stop. The plan includes over 800 homes of varying sizes. Construction work on Phase 1, called Circus West, designed by architects SimpsonHaugh and dRMM, is being undertaken by Carillion and commenced in 2013 alongside work on the Power Station. The full redevelopment consists of seven main phases, some of which are planned to run concurrently. Phase 1 is due to complete in 2016/17 with the Northern line extension and requisite new Battersea Power Station terminal anticipated to complete in 2020.
In October 2013, Frank Gehry was appointed joint architect with Foster + Partners to design "Phase 3" of the scheme, which will provide "the gateway to the entire development and the new Northern line extension".
Apple.
In September 2016, Apple announced plans to renovate and eventually house 1,400 employees at the station by 2021, occupying around 500,000 square feet of the space. Apple and other firms will share the site with over 4,000 homes.
In popular culture.
Battersea Power Station has become an iconic structure, being featured in or used as a shooting location for many films, television programmes, music videos and video games. One of the station's earliest appearances on film was in Alfred Hitchcock's 1936 film "Sabotage", which shows the station before the construction of the B station. The interior of the A station's control room was used for the "Find The Fish" segment of Monty Python's 1983 film, "The Meaning of Life".
The station makes a brief appearance in The Beatles' second film, "Help!", in 1965.
It also appears during the first daylight attack on London sequence in the 1969 movie "Battle of Britain", in the movie as in real life used as a navigational landmark by the attacking Luftwaffe bombers. More recently, in October 2007, the power station was used as a filming location for the Batman movie "The Dark Knight". The station's stripped, empty interior was used as a setting for a burnt-out warehouse. The station's ruined interior was also used for the climactic battle of the 1995 Richard Loncraine/Ian McKellen film of Shakespeare's Richard III, reimagined in 1930s England.
A close-up of the station can be seen as stand-in for the exterior of a London railway station in Michael Radford's 1984 film, "Nineteen Eighty-Four".
The station has appeared numerous times in the long-running British science fiction series "Doctor Who". It appeared briefly in the story "The Dalek Invasion of Earth" in 1964, which saw the station in the 22nd century with two chimneys demolished, and a nearby nuclear reactor dome. Another notable appearance in the show was in the 2006 two-parter Rise of the Cybermen and The Age of Steel in which it served as the factory of Cybus Industries, producing Cybermen, one of the shows most iconic villains.
One of the likely reasons for the power station's worldwide recognition is its appearance on the cover of Pink Floyd's 1977 album, "Animals", which sold millions of copies worldwide. The cover photograph showed the power station with the group's inflatable pink pig floating above it. The photographs were taken in early December 1976 and the inflatable pig was made by the German company Ballon Fabrik and Australian artist Jeffrey Shaw. The inflatable pig was tethered to one of the power station's southern chimneys, but broke loose from its moorings and, to the astonishment of pilots in approaching planes, drifted into the flight path of Heathrow Airport. Police helicopters tracked its course, until it landed in Kent. Video footage of the photoshoot was used in the promotional video for the song "Pigs on the Wing". The album was officially launched at an event at the power station.
The opening sequence of the "Agatha Christie's Poirot" television series, set in 1936 England, features a stylized rendering of the A Station, accentuating its iconic Art Deco architecture.
In recent years, the power station has been used for various sporting, cultural and political events. Since 22 August 2009, the station has been used as a venue on the Red Bull X-Fighters season. On 13 April 2010 the station was used as the venue for the launch of the Conservative Party's 2010 general election manifesto. Between 6 and 7 May 2010, the station site was used by Sky News in their coverage of the election.
Recently, Spanish poet Eduardo Moga has written about the building; and a picture of it by Joel P. has been used as the cover for another Spanish writer's short tale: David Ferrer's "La verdad sobre Mr. Henry Baker (cuento de Navidad)".
The building appears in the 2020 video game, . In the game, set in the near future, the power station has been converted into a shopping complex, named The Battersea, similar to the proposals made for the real site.
References.
Footnotes
Bibliography


Ludila Dam

The Ludila Dam(鲁地拉水电站 in Chinese) is a gravity dam on the Jinsha River near Lijiang in Yunnan province, China. The primary purpose of the dam is hydroelectric power generation and it will support a 2,160 MW power station. Construction on the dam began in 2007 and was briefly halted in June 2009 by the Ministry of Environmental Protection after it was being constructed without approval. On 13 June 2013 the dam's first generator became operational. In May 2014 reports surfaced that the dam and been damaged or was structurally unsound, forcing engineers to draw down the reservoir level and leaving the power station inoperable. An estimated 16,900 people were relocated after its construction.


Hermann Noack

Hermann Noack is a German art foundry (German: Bildgießerei) in Berlin, named after its original proprietor and his three direct descendants, all with the same name, who have run the business. Most of its works are cast in bronze.
The company was founded by Hermann Noack in 1897, with early support from the sculptors August Gaul and Fritz Klimsch. Noack was born in Oberlausitz and educated in Lauchhammer. He learned his craft at the Gladenbeck foundry before setting up his own business. He had worked on the National Kaiser Wilhelm Monument by Reinhold Begas.
The business moved to Fehlerstraße in Friedenau, then a small settlement near Berlin. The premises were rebuilt after the Second World War, and the foundry remained in Friedenau until 2009. It moved to a new, larger building in Charlottenburg in 2010, on near the River Spree.
The foundry has been run by four generations of the same family, all with the same name:
The company was involved with the restoration of Johann Gottfried Schadow's copper quadriga on the Brandenburg Gate in the 1950s, and the restoration of Friedrich Drake's gilded statue of Victory on the Berlin Victory Column. It has made 600 casts of the Berliner Bär by Renée Sintenis, used as the statuette for the Golden Bear award. Noack also cast the "Mother with her Dead Son" by Käthe Kollwitz in the Neue Wache, and has made many other works for dozens of artists, including Henry Moore, Hans Arp, Ernst Barlach, Georg Baselitz, Joseph Beuys, Rainer Fetting, Georg Kolbe, Wilhelm Lehmbruck, and Jonathan Meese. Other items made by the foundry included medals made for the National Socialist (Nazi) regime, and war memorials for the Soviet Union.
Herman Noack III won the Admiral's Cup in 1983, with his yacht "Sabina".


Sentinel Waggon Works

Sentinel Waggon Works Ltd was a British company based in Shrewsbury, Shropshire that made steam-powered lorries, railway locomotives, and later, diesel engined lorries, buses and locomotives.
History.
Alley & MacLellan, Sentinel Works, Jessie Street Glasgow.
Alley & MacLellan was founded in 1875 and was based in Polmadie, Glasgow. This company continued in operation until the 1950s. Initially manufacturing valves and compressors for steam engines, and later whole steamships, Alley & MacLellan acquired Simpson and Bibby of Horsehay, manufacturer of steam powered road vehicles, in 1903. They began producing steam road vehicles in 1905 and in 1906 introduced a 5 ton vertical-boiler wagon, which featured a 2-cylinder undertype engine and chain drive.
Around 1915 Alley & McLellan moved the steam wagon production to a new factory in England and it continued under a separate company (see below), and in 1918 the company also opened a third factory in Worcester specialising in valve manufacture. Both factory buildings were prefabricated in Glasgow for local assembly and in both cases core Scottish employees transferred to the new sites.
Alley & MacLellan continued to operate in the original Sentinel Works in Jessie Street, Glasgow until the 1950s. They produced a wide range of engineering products including compressors, valves, etc. The 'Sentinel' name continued to be used for the products of the original Glasgow works until the mid 20th Century.
Move to Shrewsbury.
A new company "Sentinel Waggon Works Ltd" was formed when steam wagon production was switched to a new factory, opened at Shrewsbury in 1915. There were several other slight changes to the name over the company's lifetime when further infusions of working capital were required to obviate financial problems.
Alley & MacLellan's early wagon was so successful that it remained in production with relatively few updates until the launch of Sentinel's famous Super in 1923. The company also produced steam railway locomotives and railcars, for railway companies and industrial customers.
In 1917, the company was bought by William Beardmore & Co., Ltd.
Sentinel Waggon Works (1920) Ltd.
In 1920, after financial problems, the company was reorganised as Sentinel Waggon Works (1920) Ltd. The Sentinel 'Super' model that followed in 1923 was assembled in a radical new plant at Shrewsbury, with a flow line based on Henry Ford's Model T factory at Highland Park, Michigan, with 1,550 vehicles produced.
Sentinel, along with Foden, dominated the steam market, but the 1930s saw the demise of both companies' ranges as new legislation forced the development of lighter lorries, Sentinel surviving the longest.
In 1934 Sentinel launched a new and advanced steamer – the S type which had a single-acting 4-cylinder underfloor engine with longitudinal crankshaft and an overhead worm-drive axle. Their Sentinel Waggon Works' design of 1935 led to the production of 3,750 Sentinel 'Standards' in the seventeen years that followed, the biggest selling steam lorry ever. It was lighter and featured a modernised driver's cab with a set-back boiler and was available in four, six and eight-wheel form, designated S4, S6 and S8. In spite of its sophisticated design, however, it could not compete with contemporary diesel trucks for all-round convenience and payload capacity, and was phased out in the late 1930s. It was not the end of Sentinel's involvement with steam, however; the company built about 100 "S" type vehicles for export to Argentina as late as 1950, for use by the Río Turbio coal mine. It has been stated that Sentinel were never paid for the last batch of the Río Turbio production run. At least two of the Río Turbio waggons survive in Argentina to this day.
In 1946 Thomas Hill's signed an agency agreement with Sentinel for repair and maintenance of diesel vehicles. In 1947 Sentinel offered to extend the agreement for diesel vehicles to include the steam locomotives and an agency was accepted by Thomas Hill for sales and servicing.
Sentinel (Shrewsbury) Ltd.
In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite Sentinel's superbly engineered vehicles, sales diminished throughout the 1950s, and by 1956 the company was forced to cease lorry production. The factory was acquired by Rolls-Royce for diesel engine production, and the remaining stock of parts and vehicles was taken over by Sentinel's chief dealer, North Cheshire Motors Ltd of Warrington, who formed a new company, Transport Vehicles (Warrington) Ltd, in 1957 to produce Sentinel-based designs under the TVW name.
In 1963 Thomas Hill's decided to renew the loco agreement and relinquish the diesel vehicle agency, concentrating all efforts on the steam locomotive work.
Rolls-Royce agree to build diesel locomotives.
Despite the various interesting developments, Rolls Royce did not consider railway locomotives to be part of their core business. They had agreed to complete all steam locos on order, and four steam receiver locos ordered by Dorman Long in 1956, but only after much consideration did Rolls-Royce finally agree at the end of 1957 to design and build a diesel locomotive of similar weight and power to the steam loco that had sold so well. Thomas Hill's would assist in the design and development of these diesel machines and would be the sole distributor.
Last steam locomotives.
In 1958 the last two Sentinel steam locos were delivered marking the end of an era. Two of the newly developed steam receiver locos were delivered and proved very satisfactory in service, but Dorman Long were not happy. There had been a change of heart among their engineers as well as a change of circumstances, and they were now favouring diesel locomotives. The last two steam receiver locos were built but never delivered and ultimately all four were converted to diesel hydraulic.
Diesel production commences.
The prototype Sentinel diesel locomotive was built and ready to commence trials on the former Shropshire & Montgomeryshire Railway (then under military control) early in 1959. It met with the approval and enthusiasm of the Company's prospective customers and before the end of the year 17 locomotives had been sold and delivered. The company was ready to produce a maximum of four locomotives a month.
By 1963 four different Sentinel diesel models were being produced, commencing with the 34 ton chain drive 0-4-0 powered by the Rolls-Royce C6SFL six-cylinder engine of (gross) (later uprated to ). This was followed within a year by a 48-ton 0-6-0 rod coupled machine, fitted with a Rolls-Royce C8SFL eight-cylinder engine of (gross) (later uprated to ). Between 1963 and 1966 a fleet of these diesel locomotives, eventually numbering five 0-6-0s and 18 0-4-0s, was supplied to the Manchester Ship Canal Company for use on the navigation's private railway network.
These Sentinels demonstrated their suitability for heavy work, but heavier and more powerful locos were called for, particularly by the steel industry, and before the end of 1963 a 74ton 0-8-0 powered by paired C8SFL engines and a 40-ton 0-4-0 fitted with a C8SFL engine had been added to the range.
Sentinel Steelman.
A shaft drive 0-6-0 machine was now being developed at Shrewsbury using the new DV8T engine. Considerable interest in this loco was expressed by Stewart and Lloyds mineral division at Corby who were operating more than 20 steam locos, mainly of the Austerity type. This new locomotive "Steelman" was eventually delivered to Corby in late 1967, about two years overdue. The prototype locomotive proved satisfactory and three more were ordered by Stewart and Lloyds and one by Richard Thomas and Baldwins, Scunthorpe. Stewart and Lloyds' programme to replace more than 20 steam locos over the next few years the future for Steelman looked good.
British Railways offered Stewart and Llords 26 second-hand Swindon-built class 14 diesel hydraulic locomotives. The rod-coupled Class 14 were powered by a Paxman engine with Voith Transmission and were capable of doing the work required at a fraction of the price of new Steelman locomotives. No further "Steelman" locos were built at Shrewsbury.
In 1979, ICI Billingham wanted two heavy locomotives to replace their ageing Yorkshire Janus locomotives. Their engineers visited many industrial sites, and steelworks in particular, to evaluate available locomotives. Their requirements were discussed with various UK locomotive manufacturers, and they ordered an updated version of the Sentinel Steelman design. Two machines were delivered toward the end of 1981.
UK sales of Sentinel locos were now fewer than 10 per year, their only overseas success had been to license the assembly of 36 0-6-0 locomotives by Sorefame for the Portuguese Railways in 1965/66. These locomotives became the CP Class 1150.
Road vehicles.
Diesel lorries.
 HSG (1938)
Railway vehicles.
The locomotives and railcars (with a few exceptions) used the standard steam lorry boilers and engine units.
CE Class.
Centre Engine
BE Class.
Balanced Engine
DE Class.
Double Engine
Specials.
The Double Locomotive.
A special locomotive was produced at Sentinel, for Dorman Long and named "Princess". It consisted of 2 x 0-6-0 chassis coupled together to articulate. One unit carried the cab, a 5 drum oil-fired Woolnough boiler and two engines. The other unit housed the water and fuel tanks and also two more engines providing a total of . It was considered a magnificent machine by the staff but unfortunately was the only one of its kind ever built.
The Gyro locomotive.
Another special was the NCB Gyro or Electrogyro Locomotive. Based on a 4-wheeled 0-4-0 frame fitted with two "gyro units" (see Flywheel energy storage) made by Maschinenfabrik Oerlikon of Switzerland. The gyros were principally a 3ton horizontal flywheel enclosed in a vessel filled with low pressure hydrogen. A vertically mounted three-phase squirrel-cage electric motor/generator was directly coupled to each flywheel shaft. The motor took its power from a side-mounted supply at static posts via a four-contact swinging arm extended or retracted pneumatically by the driver. Power could only be taken whilst the loco was stationary alongside one of these posts. When the gyros had reached the required speed, the driver would retract the contact arm, switch the motor to generation and controlled the locomotive in a similar way to a diesel-electric loco. Charging posts had to be strategically placed around the site. A contact arm was provided on each side of the locomotive, although it is not clear if posts were installed on one or both sides of the track. Each gyro operated between 3,000rpm when fully 'charged;' and 1,800rpm before recharging. Recharging took 2minutes and the locomotive could work for around 30 minutes before recharging. It weighed 34tons and had a maximum speed of .
This machine was specially built for the National Coal Board (NCB) at Seaton Delaval. The intention was to investigate the use of gyroscopic storage as a potential method for a flameproof and emissions-free underground locomotive. It operated from 1958, very satisfactorily, but was eventually taken out of service because of site development and its restricted field of operation. In April 1965 it was converted for the NCB to a diesel hydraulic machine.
The Receiver Locomotives.
The Receiver Locomotives were another special type built just for Dorman Long and were based on the idea of a Fireless locomotive.
Preservation.
Road vehicles.
A number of Sentinel steam wagons and tractors exist in preservation in the UK—about 117 as of 2008.
They are often shown at steam fairs in the UK. For more information see the Sentinel Drivers Club website. A number also exist in Australia and other countries.
Railway locomotives United Kingdom.
There are several surviving steam locomotives located at various heritage railways around the UK, including: the Elsecar Heritage Railway, the Middleton Railway, the Foxfield Light Railway and the Chasewater Railway.
Three Sentinel steam locos were used at Amsted Maxion's railway equipment plant in Cruzeiro, SP (Brazil). All three were 0-4-0T locomotives built in 1931 to gauge. Two of them worked until 2014. They were the last commercially operating steam locomotives in Brazil until then. After they were shut down, they were bought by ABPF (Associação Brasileira de Preservação Ferroviária) after a long negotiation that took more than one year. Now they are preserved at ABPF shops in Cruzeiro, near Amsted Maxion's plant:


Ofoten Line

The Ofoten Line () is a railway line in Narvik, Norway. It runs from the Port of Narvik to Riksgränsen on the Norway–Sweden border, where the line continues as the Ore Line via Kiruna and Gällivare to Luleå. The Ofoten Line is single track, electrified at and has seven stations. The line only connects to the rest of the Norwegian railway network via Sweden. The main traffic is up to 12 daily freight trains operated by Malmtrafik that haul iron ore from Sweden to Narvik. In addition, CargoNet operates container trains, branded as the Arctic Rail Express (ARE), and SJ operates passenger trains, including a night train to Stockholm.
Construction of the Ofoten Line started in 1898 along with the Ore Line from Riksgränsen to Kiruna. They were completed in 1902, allowing LKAB to haul ore from their mines in Kiruna to the ice-free Port of Narvik. Operation and ownership of the line was held by the Norwegian State Railways. The line was electrified in 1915 and Norwegian State Railways (NSB) started using El 3 and El 4 locomotives. During World War II, the ore traffic stopped because of the Battles of Narvik and the bombing of the town. In the following decades, NSB introduced El 12 and El 15 locomotives. In 1996, operation of the ore trains was taken over by Malmtrafik, which was controlled by and now is a subsidiary of the mining company LKAB. The same year, ownership of the railway line was transferred to the newly created Norwegian National Rail Administration. The line has been upgraded to axle loads, allowing the new Iore locomotives to haul trains.
Operations.
Malmtrafik operates iron ore trains from the mines in Kiruna, Svappavaara and Malmberget to the Port of Narvik, where LKAB operates an ore port with a capacity of 25 million tonnes per year. Daily there operate 11 to 13 trains in each direction. The trains hauled by Iore have 68 cars, are long and weigh . The full ore trains operate at , while the empty return trains operate at . In 2006, the company hauled 15 million tonnes of ore, constituting the majority of train cargo in Norway, measured in tonnes, although not in tonne-kilometers.
CargoNet operates two daily container trains from Alnabru Terminal in Oslo, Norway, named the Arctic Rail Express (ARE). The trains operate via Sweden and take 27 hours. The trains haul mostly food northbound and fish southbound along a distance of . DB Schenker launched a competing freight service, between Oslo and Narvik, in January 2010. There is about 0.5 million tonnes of non-ore freight transport on the Ofoten Line each year.
SJ operates three daily trains from Narvik to Kiruna Central Station, of which two continue onwards, either to Luleå Central Station or Stockholm Central Station. Trains to Stockholm are night trains. Travel time from Narvik to Kiruna is 3 hours and 1 minute, travel time to Luleå is 7 hours and 4 minutes, and travel time to Stockholm is 18 hours and 25 minutes.
The railway operation (as distinct from the train operation) is handled by Bane NOR, the Norwegian railway agency. Rules and laws are like other railways in Norway, meaning that train operators must have Norwegian permission and follow Norwegian railway rules even if this railway is short and isolated from other Norwegian railways.
History.
In 1884, LKAB's predecessor Gellivare Aktiebolag is granted concession for mining in Malmberget. Four years later, the first part of the Ore Line, from Malmberget to Luleå, was completed. In 1889, the mining company filed for bankruptcy, and the Government of Sweden bought the line for 8 million Swedish krona (SEK), half the investment cost. Construction of the Ore Line and Ofoten Line from Gällevare to Narvik started in 1898 and was completed in 1902. A bridge, Norddalsbron, was built along the Ofoten Line, extra long for military reasons, to be able to cut the line in case of war. In 1940, during the war, the bridge was blown up. However, because of lack of explosives, the demolition was not well done, and the bridge could be repaired by the Germans.
On 19 January 1915, the Ore Line between Riksgränsen and Kiruna was electrified. A plan for electrification of the Ofoten Line had been made in 1911, but not until 1920 did parliament approve the plans. Operations with electrical traction started on 15 May 1923, and was officially opened on 10 July. Until 1925, Swedish Oe locomotives were used. NSB decided to order two types of electric locomotive for the line: El 3 and El 4. El 3 was nearly identical to Oe and was a twin unit locomotive with a combined power output of . Four twin units were delivered in 1925, and a fifth in 1929. The El 4 locomotives were longer and more powerful, and operated as singles. Each single El 4 had the same power output as a twin El 3. Two units were delivered in 1926, two in 1928 and one in 1929. NSB operated the trains using their rolling stock from Narvik to Abisko, where there was a change of locomotive and operating company.
In 1940, the Port of Narvik suffered extensive war damage, and all export for the remainder of World War II went via Luleå. In 1957, the Government of Sweden bought LKAB. Two of the El 4s were damaged beyond repair during the war.
In 1949, pooling of the locomotives started, whereby NSB and SJ would alternate operating trains and their respective locomotives used on the whole section from Kiruna to Narvik. The following year, LKAB decided to increase annual transport from 8–10, to 12–15 million tonnes. This involved increasing the train weight to . To provide sufficient hauling power, the El 3 units were rebuilt from twins to triplets, and two of the El 4 units were made a twin unit. The upgrades were completed by 1953.
At the same time, SJ decided to order a new type of locomotive, the Dm. NSB followed suit, and took order of six locomotives, each with a power output of . They were designated El 12 and were delivered in 1954, with another two delivered three years later. The locomotives were at first used as four twin units, but later six were rebuilt to make two triplets.
During the 1960s, LKAB again decided to increase the need for transport, and NSB ordered six El 15, with a power output of . Although never permanently coupled together, the units normally operated in pairs when hauling ore trains. The El 4 was used until 1964, and El 3 until 1967. Neither the El 3, El 4 or Oe has been preserved.
In the 1980s, LKAB started to push for lower transport costs. At the time, NSB had a 50% profit margin on the operations, or about NOK 60 to 70 million per year. A committee was established by both countries' transport ministries to find areas of improvement. During the 1970s and 1980s, the number of employees working on the ore logistics had been halved, and NSB stated that they did not believe there was much more room for higher efficiency. El 12 were retired in 1989 and 1990, and one twin unit has been preserved by Ofoten Museum.
In December 1991, LKAB stated that they wanted to take over the operation of the ore trains from NSB and SJ. At the time, they were paying 0.15 Swedish krona (SEK) per tonne kilometer in Sweden and 0.30 Norwegian krone (NOK) per tonne kilometer in Norway, while comparable rates abroad were between SEK 0.03 and 0.10 per tonne kilometer. While SJ had several times during the 1980s agreed to reduce their rates, NSB had not offered the same, and was making a profit of NOK 60 to 70 million per year. LKAB stated that they, by taking over operations themselves, could save SEK 200 million per year. In addition, they stated that they could save between SEK 50 to 100 million in auxiliary fields. LKAB had sent an application to Swedish authorities for permission to take over operations, and had received positive feedback from SJ. NSB, on the other hand, did not support a solution where they did not operate the trains themselves. LKAB stated that if an agreement with NSB could not be reached, they would shift all their transport to the Port of Luleå.
In February 1992, a report ordered by Kiruna Municipality recommended that LKAB, SJ and NSB create a common company to operate the ore trains. At the same time, SJ stated that the consequence of LKAB taking over operation could be that passenger trains on the lines would be terminated. In April 1992, LKAB was awarded traffic rights by the Swedish Rail Administration. The rights also did not affect the Ofoten Line.
The following day, SJ and NSB stated that they were considering establishing a joint venture that would take over the operations of the ore trains. In May, LKAB stated that Norway would, through its membership in the European Economic Area, be required to allow any train operator to run trains on a line, while this was rejected by NSB who stated that this only applied within the European Union, of which Norway was not a member. In late May, NSB stated that they were able to cut costs by 25% and that they would reduce the price to LKAB more than this. LKAB rejected the proposal, and stated that NSB had shown their ability of restructuring too late. By August, SJ and NSB had offered to reduce the price from SEK 650 million to 450 million, but LKAB stated that they believed it was possible to reduce the costs further.
In September, Norwegian Minister of Transport and Communications Kjell Opseth from the Labour Party, stated that it would be "unfortunate" if LKAB should take over the operations. On 18 September, 3,000 people in Narvik held a general strike against LKAB's plans. At the time it was not possible for NSB to fire redundant employees, at that the state agency would have to continue to pay their Narvik employees who would not be hired by LKAB, should the latter take over operations.
In October the Swedish Ministry of Communications gave the final permission for LKAB to take over operations in their own right. On 26 October, SJ and NSB signed a new five-year contract with LKAB where the latter would purchase transport services from the two state railway. The annual price had then been reduced from SEK 650 to 400 million. The price reduction would mean that both NSB and SJ would have to lay off employees.
In 1993, SJ and NSB started operating the Arctic Rail Express (ARE) from Oslo to Narvik via Sweden and the Ofoten Line. Originally the service had two weekly services. The main products were fruits and vegetables northbound and fish southbound. The service moved the northernmost container train service in Norway north, from Fauske on the Nordland Line. ARE met protests from politicians in Salten, who feared less transport on the Nordland Line.
In 1993, the state railways were losing money on the ore trains. In January 1994, SJ and NSB stated that they were going to merge the operations of the Ore Line and the Ofoten Line. In May 1994, LKAB applied for traffic rights on the Ofoten Line. This was rejected in December by the Norwegian Ministry of Transport and Communications, who stated that the company did not meet the criteria in the law, including that the applicant had to have rail transport as their main activity.
In January 1995, it was proposed that a joint venture would be created between LKAB, SJ and NSB. The Norwegian Union of Railway Workers protested the proposal, and the Norwegian Centre Party stated that their feared this was the first step into converting NSB to a limited company. By February the negotiations were in a deadlock, and SJ and NSB stated that they were issuing an invitation to tender for a new class of locomotives. In March, LKAB again applied for permit to operate their own trains in Norway and stated that they would only join a joint venture if they were the majority owner. On 8 June, LKAB established a Swedish and a Norwegian subsidiary dedicated to rail transport. This would bypass the rationale provided by the Ministry of Transport in denying them traffic rights, and LKAB stated that there was no way the Norwegian authorities now could deny them such rights, given EU Directive 91/440.
On 27 June 1995, LKAB, SJ and NSB reached an agreement where the three would establish a joint venture owned 51% by LKAB and 24.5% each by NSB and SJ. At the time there were 350 employees in the three companies involved in the transport, and the new company would recruit its employees among these, although it would need significantly fewer employees. The plans called for the new companies taking over operations from 1 January 1996. The organization was protested by local labor unions in Narvik. In December, Kjell Opseth created a committee under the ministry, led by State Secretary Torstein Rudihagen of the Labour Party, which would look at the reorganization, thus postponing the date of the start of operations. In late January, the committee concluded that LKAB met the criteria to receive traffic rights. The report also showed that 55 jobs would be lost in Narvik and that the Norwegian Railway Inspectorate had concerns regarding the safety of LKAB's operations.
In May 1996, Opseth stated that the Norwegian Government would give the necessary rights to the joint venture. At the same time, the state would give Narvik Municipality economic support and lots for commercial development. With Malmtrafik's take-over, 50 employees, equally distributed between the two countries, became redundant. On 28 June, the transfer of operations was finalized when the Labour Party, the Conservative Party and the Progress Party voted in the Parliament of Norway, with 67 against 45 votes, to grant Malmtrafik the necessary rights. The Centre Party, the Christian Democratic Party, the Socialist Left Party, the Liberal Party and the Red Electoral Alliance voted against. NSB's workshop and depot were to be transferred to a new company, Norsk Verkstedindustri, which was intended to create new jobs in Narvik.
Malmtrafik took over operations from 1 July 1996. The company bought the Dm3-locomotives from SJ, NSB's six El 15 locomotives, and a number of workshops, depots and shunters. Post-nationalization, it became the first private railway company in Europe to haul international freight trains. From 26 September to 27 October, 200 employees in Narvik were on strike regarding the transition rules for employees. While the strike lasted, there was increased shipments to Luleå.
In 1998, LKAB estimated a gradual 35% increase in production until 2005, and demanded that the track owners grant sufficient funding to upgrade the lines from to maximum permitted axle load. Combined with new locomotives, this would give increased efficiency in hauling the ore. The upgrade for the Ofoten Line would cost NOK 180 million, and would allow LKAB to increase the train weight from . In addition, heavier trains would have to be longer, so sufficient passing loops would have to be upgraded to .
In March, LKAB awarded the contract to build 750 new 100-tonne hopper cars to Transnet of South Africa, after among others Norsk Verkstedindustri had been considered. In August, an agreement was reached whereby LKAB would pay for NOK 100 million of the NOK 130 million needed to upgrade the Ofoten Line. The contract to deliver 18 Iore locomotives was signed with Bombardier on 15 September 1998. LKAB bought SJ and NSB's share of MTAB in 1999, making MTAB a subsidiary.
The first twin unit locomotive was delivered in 2000, and serial delivery was made from 2002 to 2004. In March 2004, LKAB decided to not purchase the option for additional hopper cars from Transnet, and instead purchase 750 heavier cars from K-Industrier. Since 1969 the ore trains have been using the Soviet SA3 coupler. However, LKAB decided that these were not sufficiently strong for the new trains and decided that the Iore locomotives and the new hopper cars were to be delivered with Janney couplers (also known as AAR coupler). While the first pair of locomotives had a Janney couplers, the rest of the first batch were equipped with SA3 couplers to handle the existing hopper cars, and later retrofitted with Janney couplers. In 2003, the Ore Line from Kiruna to Riskgränsen and the Ofoten Line were finished upgraded to 30 tonne axle load, allowing half the trains to operate with maximum capacity.
Ofotbanen AS was founded on 20 March 2001. In November, it bought five used Di 3 for NOK 250,000 each, well under market price, from NSB. In 2003, NSB announced that they wanted to discontinue their operations in Narvik, hoping they could leave operation of passenger trains on the Ofoten Line to Ofotbanen. In May, NSB signed an agreement with Ofotbanen, where the latter would take over NSB's responsibilities to operate trains from Narvik Station to Riksgränsen Station. The initial contract would last until 2006, and NSB paid NOK 13 million for the service. From 15 June, Ofotbanen took over all passenger transport on the line, including employing all former NSB employees in Narvik. On the same day, Connex Tåg (later Veolia) took over the operations on the Swedish side of the border after winning a public service obligation contract with the Swedish Government, and dismissing SJ of the right to offer the service. In 2003, Narvik Municipality and the Port of Narvik both became minority shareholders in Ofotbanen. In April, Ofotbanen received a permit to operate in Sweden, and started offering charter trains between Narvik and Kiruna in Sweden, primarily for cruise ship passengers.
The Northern East West Freight Corridor was an initiative by the International Union of Railways aiming to establish a freight corridor from the Far East to North America. The route would use the Ofoten Line and transship from rail to ship at Narvik. The main report for the project was made in 2004, but since there had been limited funding for the project. In 2005, Ofotbanen entered the container freight market, with a train running from Narvik via Sweden to Oslo, both via the Meråker Line and via the Kongsvinger Line. The trains would continue to Drammen when necessary.
In 2008, the public service obligation contract on the Ofoten Line was won by SJ. This included a subsidy of NOK 3.0 million from the Norwegian Ministry of Transport and Communications for the section on the Norwegian side of the border. Therefore, SJ started operating trains all the way to Narvik, and Ofotbanen lost the contract of operating the trains on the Norwegian side of the border. Ofotbanen had been receiving NOK 4.5 million in subsidies from NSB for the operation from 15 June. Ofotbanen ceased operations on 29 July 2008, and filed for bankruptcy on 24 October.
On 23 August 2007, LKAB ordered another four twin units, with delivery in 2010 and 2011, and costing €52 million. This will replace all remaining Dm3. After delivery, six locomotives are used from Kiruna to Luleå, and twenty are used from Kiruna to Narvik. By 2009, sufficient passing loops had been built along the whole line from Narvik to Luleå to allow all trains to operate with full capacity. By 2011, LKAB's will be able to replace all the Dm3, and convert all the ore trains to 68 cars. This will increase the capacity from 28 to 33 million tonnes per year, and at the same time reduce the number of departures per day from 21 to 15.


Jonathan Lyle

Jonathan Henry Lyle CB (born February 1959) is a British engineer and former senior civil servant. He served as chief executive of Dstl between March 2012 and September 2017.
Biography.
After an initial post with the Ministry of Defence in Portsdown he worked in the maritime sector in Bath. In 1989 Lyle moved to London and undertook a number of cost and investment studies for future aircraft systems. He moved to the Office of Science and Technology at the Cabinet Office in 1991 and returned to defence procurement in 1996.
Lyle was promoted to the senior civil service in 2000 and appointed leader of the Future Offensive Air System Integrated Project Team (IPT). He was then promoted in 2004 to lead the Defence Procurement Agency's aircraft, helicopter and weapons projects. When the DPA was merged into the Defence Equipment and Support agency in 2007 Lyle was appointed Director General - Helicopters.
Lyle was also Director of the College of Management and Technology at the Defence Academy, Shrivenham during 2008 and 2009 and Head of the Royal Corps of Naval Constructors between 2007 and 2011. His final post in Civil Service was as Chief Executive (DG), Dstl, between 2012-17.
Lyle was appointed Companion of the Order of the Bath (CB) in the 2017 Birthday Honours.


Maxey Flats


Henry Ely Shacklock

Henry Ely Shacklock (21 June 1839 – 17 December 1902) was an iron moulder and manufacturer in colonial New Zealand. In 1873, he designed and built the first of thousands of cast iron coal ranges that, after various modifications, became the backbone of his business. The company he founded, H.E. Shacklock Ltd., went on to produce the first electric range in New Zealand in 1925.
Background.
Shacklock was born in Kirkby-in-Ashfield, Nottinghamshire, England, and served his apprenticeship in several foundries in Nottingham and Derby. Unsatisfied with the opportunities available to him in England, he emigrated to New Zealand and arrived in Port Chalmers aboard the "Bombay" on 9 September 1862. Shacklock first gained a job cutting scrub on the Otago Peninsula before his fiancée, Elizabeth Bradley, came to join him in New Zealand. He lived in Oamaru for a time, before returning to Dunedin and settling on an adjoining section on Grosvenor Street and Park Terrace. He eventually set up his own foundry on Princes Street in January 1872.
The Shacklock Orion Coal Range.
In 1873, following requests from his clients and dissatisfaction with his own imported range, Shacklock designed and manufactured a prototype cast iron coal range. He built a "self setting" stove, with specially designed grates and flues, that burned lignite coal, unlike the British and American kitset imports which were designed to run on bituminous coal. That design was continually improved and modified, becoming an appliance that warmed kitchens, heated water, baked scones and cooked porridge throughout thousands of New Zealand homes. Shacklock named his design the "Orion" due to his interest in astronomy.
Before patenting the range in 1882, Shacklock introduced many features to appeal to potential customers. The curves and angles were designed for aesthetics as well as strength. The fire doors would stay open by themselves, the chimney and flue damper could be removed for cleaning, and the door was also made with varying thicknesses to distribute the heat evenly. By the late 1880s, the Orion range grew to include many different models. Those included double ovens, and ones featuring a "destructor" firebox that was advertised as a safe and hygienic way of disposing of kitchen waste.
H.E. Shacklock Ltd.
Shacklock was a pioneer in the manufacturing of coal ranges. The Orion range was the main line produced and, by 1894, the company's appliances were being sold throughout New Zealand. The limited liability company of H.E. Shacklock Ltd was formed in 1900 with a capital value of 25,000 pounds. For as long as coal remained the main source of energy, H.E. Shacklock was the market leader in producing solid fuel ranges and heaters.
In the late 1890s, Shacklock became increasingly ill. He suffered from bouts of depression and gradually withdrew from an active role in the company he created. On 17 December 1902, he hanged himself in his Dunedin home. The company went on to produce New Zealand's first electric stove in 1925 but struggled to modernise its operations. In 1955, Auckland company Fisher and Paykel Ltd acquired H. E. Shacklock Ltd., but the brand continued to dominate the New Zealand domestic appliance market through the era of government protectionism. Fisher and Paykel gradually phased out the Shacklock name from its products.


Satpura Thermal Power Station

Satpura Thermal Power Plant is located at Sarni town near Ghoradongri Railway station in Betul district of Madhya Pradesh, India. The power plant is one of the coal based power plants of MPPGCL
Power plant.
Satpura Thermal Power Station has an installed capacity of 1330 MW. The First unit was commissioned in October 1967.
The Water for the plant has been procured from nearby Tawa Dam Lake area, which spread in .
The coal for the plant has been procured by Rail/Road/Belt from Western Coal Fields. There are two more units of 250 MW are in stps.


Harllee Branch Power Plant

Plant Harllee Branch was a coal-fired power station located in Putnam County, southeast of Eatonton, Georgia, USA. It was located between Eatonton and Milledgeville, to the southeast. The power plant was owned and operated by Georgia Power. It was named after Harllee Branch Jr., president of Georgia Power.
The power plant had one of the tallest chimneys in the world, built in 1978. The chimney stood , and was visible, on clear days, up to approximately away. Boaters used the chimney to navigate Lake Sinclair, because the power plant was located at US 441, and was a central point on the lake.
Georgia Power closed this plant in April 2015.
The demolition of the chimney was scheduled for October 9, 2016 but was postponed due to Hurricane Matthew. On October 15, shortly after 8 AM, a controlled demolition took down the stack. It is the tallest multi-flue windscreen to ever be demolished.


Derwent Reservoir (North East England)

Derwent Reservoir is a reservoir on the River Derwent, on the border between County Durham and Northumberland, in England. It is west of Consett. It is one of the biggest inland waters in England. It is 3.5 miles (5.6 km) long) and covers an area of 4 km2 and has a maximum depth of 100 ft (30m) and when full, holds 11,000 million gallons (50,000,000m³).
The reservoir is a key part of the water supply network in north east England (which is owned and managed by Northumbrian Water) as it is the principal water source for the Tyne and Wear metropolitan area supplying per day. The reservoir was first proposed in 1957 when the Sunderland and South Shields Water Company promoted the Derwent Water Order. Building work began on the reservoir in 1960, and it was opened in July 1967 by Princess Alexandra. Unlike other reservoirs in Northern England that are flooded valleys with a dam head, Derwent was dug out of the ground and the earth removed was used in its dam head.
The flow of the River Derwent can be supplemented, when necessary, by water transferred from the much larger Kielder Water in Northumberland. However this cannot top up the reservoir itself.
Sediment within the reservoir has been found to contain elevated levels of zinc, lead and cadmium. These have drained into the reservoir from areas of historic mining activity around Blanchland. Consequently, populations of macroscopic plants in the reservoir are relatively low.
Derwent Reservoir also hosts a sailing club, which holds many events throughout the year, including windsurfing, sailing, running and triathlons. The area around the reservoir hosts the annual Tour of the Reservoir cycle race.
The reservoir also has hydro electric plant installed, with a rating of 97 kilowatts.


Badarpur Thermal Power Station

Badarpur Thermal Power Station was a Power Station located at Badarpur area in NCT Delhi. The power plant was one of the coal based power plants of NTPC. The National Power Training Institute (NPTI) for North India Region under Ministry of Power, Government of India was established at Badarpur in 1974, within the Badarpur Thermal power plant (BTPS) complex. The power plant permanently shut down on 15 October 2018.
Power plant.
The Badarpur Thermal Power Station has an installed capacity of 705 MW. It was situated in the south-east corner of Delhi on Mathura Road near Faridabad.
It was the first central sector power plant conceived in India, in 1965. It was originally conceived to provide power to neighbouring states of Haryana, Punjab, Jammu and Kashmir, U.P., Rajasthan, and Delhi. But since the year 1987 Delhi has become its sole beneficiary. It was owned and conceived by Central Electric Authority. Its construction was started in the year 1968, and the First unit was commissioned on 26 July 1973. The coal for the plant was derived from the Jharia Coal Fields. This was constructed under ownership of Central Electric Authority, later it was transferred to NTPC.
It supplies power to Delhi city. It was one of the oldest plants in operation. Its 100 MW units capacity has been reduced to 95 MW. These units have an indirectly fired boiler, while 210 MW units have a directly fired boiler. All the turbines are of Russian design. Both turbine and boilers have been supplied by BHEL. The boiler of the Stage-I units is of Czech design. The boilers of units 4 and 5 are designed by Combustion Engineering (USA). The instrumentation of the stage I units and unit 4 are of Russian design. The instrumentation of unit 5 was provided by M/S Instrumentation Ltd. Kota, and was of Kent design.
In 1978 the management of the plant was transferred to NTPC, from CEA. The performance of the plant increased significantly, and steadily after the take over by NTPC until 2006, but now the plant is facing various issues.
Being an old plant, Badarpur Thermal Power Station (BTPS) has little automation. Its performance was deteriorating due to various reasons, like ageing, poor quantity and quality of cooling water etc.
It receives cooling water from the Agra Canal, which was an irrigation canal from Yamuna River. Due to rising water pollution, the water of Yamuna is highly polluted. This polluted water then goes into a condenser, adversely affect the life of condenser tubes, resulting in frequent tube leakages. This dirty water from tube leakages gets mixed into the feedwater cycle causes numerous problems, like frequent boiler tube leakages, and silica deposition on turbine blades.
Apart from poor quality, the quantity of water supply was also erratic due to lack of co-ordination between NTPC and UP irrigation which manages the Agra Canal.
The quality of the coal supplied has degraded considerably. At worst times, there were many unit tripping owing to poor quality. The poor coal quality also put burdens on equipment, like mills and their performance also goes down. The coal for the plant was fetched from far away, that makes the total fuel cost double of coal cost at a coal mine. This factor, coupled with low efficiency due to ageing and old design makes electricity of the plant costlier.
Presently the management was headed by Mr Chandan Chakraborthy, General manager.
The cost of power from Badarpur wes Rs 4.62/kWh making it one of the most costly in India.
Environmental Effects.
According to a 2015 study by the Centre for Science and Environment, The Badarpur Power Plant was the most polluting power plant in India. The plant contributed only 8% of the Delhi's electric power but produced 30%-40% of the city's particulate matter pollution from the energy sector.
During the Great smog of Delhi, the power plant was shut down to alleviate the acute air pollution suffered by residents of the city. It was restarted on 16 March 2017. Environment Pollution Prevention and Control Authority (EPCA) has proposed to close down the plant by July 2018. The shutdown date was delayed until October due to delays in the construction of a necessary substation and was shut down permanently on 15 October 2018.
Installed capacity.
The Badarpur Thermal Power Station has an installed capacity of 705 MW.


North Charlotte Street Historic District

North Charlotte Street Historic District is a historic tobacco warehouse complex and national historic district located at Lancaster, Lancaster County, Pennsylvania. It includes 10 contributing buildings, built between about 1876 and about 1920. Six of the buildings were built about 1876 by John DeHaven. The remaining buildings are the C.G. Schubert Tobacco Warehouse (c. 1880, c. 1920); Henry Martin Brick Machine Company (two buildings, 1893 and c. 1897); and the General Cigar Company (c. 1917). All 10 buildings are brick buildings, 2 to stories tall, and 8 of the 10 were used for the processing and storage of cigar leaf tobacco. Some exhibit Colonial Revival style details.
It was listed on the National Register of Historic Places in 1989.


Gulf Petrochemical Industries Company

Gulf Petrochemical Industries Company (GPIC) is the only petrochemical producing company headquartered in the Kingdom of Bahrain and sells its products both locally and exports to other gulf countries and beyond, including U.S., China, India, Pakistan among others.
GPIC is jointly owned by three major governmental institutions, namely, the National Oil and Gas Holding Company (NOGA Holding) from the Kingdom of Bahrain, SABIC Agri-nutrient Investments from the Kingdom of Saudi Arabia, and Petrochemical Industries Co. (PIC) from the State of Kuwait.
Established with a paid up capital of $160 million, the Company employs 444 people of whom 92% are Bahrainis and considers its national employees its true asset and continuous catalyst for all of its international, regional and local achievements.
Its operations that involve natural gas purchases, employment and training of Bahraini nationals, utilization of local contractors, power consumption and other financial and commercial operations inject around $270 million annually into the national economy. GPIC uses natural gas which is available locally, as a basis for the production of ammonia, urea and methanol, which are its sole products.
GPIC strives to protect the environment through many environmental initiatives such as a fish farm, bird sanctuary, palm tree plantations and herbal garden that have been established on site, among others. Also, to manage the greenhouse gas emissions, the Middle East’s first carbon dioxide recovery plant was commissioned at GPIC in 2010. It has the capacity to capture 450 metric tons of carbon dioxide per day from the reformer flue gases to improve its carbon foot print.
GPIC has a robust and internationally recognised Safety, Health and Environmental Management System. The company has won many accolades including the Sir George Earle Trophy from RoSPA, UK and the R.W. Campbell Award from the National Safety Council, USA for excellence in HSE management systems. Through these effective management systems, the company has received many accreditations including ISO 9001, ISO 14001 and ISO 18001. These management systems have been fully integrated into our every-day operations. GPIC is also certified in ISO 27001 which deals with information security and has voluntarily embraced Process Safety Management (PSM) at its facilities.
Corporate management.
The company’s Board of Directors comprises representatives from the three shareholding states and is chaired by HE Dr. Ahmed AlSharyan. The company’s executive management is led by Dr. Abdul Rahman A. Hussain Jawahery as President.


GTAA Cogeneration Plant

GTAA Cogeneration Plant is a combined cycle natural gas and steam power station owned by the Greater Toronto Airports Authority, in Mississauga, Ontario. The plant is primarily used to supply steam (for heating and cooling) and power to the Toronto Pearson International Airport with surplus power sold onto the Ontario grid. The plant is located across from the airport at Elmbank Road and Network Road next to the Central Utilities Plant.
Description.
The plant consists of:


Buck Steam Station

The Buck Steam Station is a 369-MW formerly coal-fired electrical power plant, owned by Duke Energy. There are also three natural gas-fueled combustion turbines at the location that provide an additional 93 MW (and which began operation in 1970), and two natural gas-fueled combined cycle turbines are planned for the near future. Remaining coal-fired units (IDs 5-9) were decommissioned in mid-2011 and April 2013, with only natural gas units (11C and 12C) remaining.
History.
Steam plant.
The Buck Steam Station was built in 1926. It is named after a co-founder of Duke Energy, James Buchanan "Buck" Duke. The plant was originally three units, but a fourth was added when the company bought up an order cancelled by the Pentagon.
Dukeville, North Carolina was built as a mill village along the banks of the Yadkin River in 1926 to house plant employees of the Buck Steam Station. In 2014, Dukeville residents were told that "coal ash pits near their homes could be leaching dangerous materials into groundwater."
Addition of combined cycle turbines.
In 2007, Duke Energy began to pursue permission to add two new combined cycle, natural gas-fired, 620 MW generating units to its fleet: one at the Dan River Steam Station in Rockingham County, the other at the Buck Steam Station. This was done in order to diversify the company's fuel sources, expand its generating capacity, and to modernize its energy generation by moving away from less efficient, more polluting coal. When the two turbines were added, two of the four older coal units were to go offline.
Demolition.
Part of the plant was imploded in August 2018, and another section came down October 19, 2018. The decommissioning was the subject of an episode of the Smithsonian Channel's "Inside Mighty Machines".


Oklaunion Power Plant

Oklaunion Power Plant is a 650-megawatt (MW), coal power plant located southeast of Vernon, Texas, in Wilbarger County, Texas. Its unit is operated by American Electric Power (AEP). The plant began commercial generation in 1986.
History.
The construction for Oklaunion began in 1982 and was commissioned by West Texas Utilities, a forerunner of AEP. The plant commenced commercial generation in December 1986. Initially, the coal was transported from the Rawhide Mine in Wyoming. In 2017, the plant received 719,467 short tons of coal from the North Antelope Rochelle Mine by train according to the Energy Information Administration (EIA). The plant's cooling source came from Lake Diversion, located in Archer and Baylor County, Texas.
In September 2018, AEP announced it was shutting down Oklaunion by September 2020, citing production costs and being no longer competitive in the power market. The plant was bought by Frontier Energy, which planned to convert it to natural gas over five years.


Golden Power Group

Golden Power Group, or Golden Power Group Holdings Limited (, HKEX: 8038), known as Golden Power, is established in 1972 in Hong Kong, previously named as Golden Power Industrial Limited. In January 2016, the total asset of this company reaches HKD 150 million.
Company History.
Golden Power Group is mainly based in Hong Kong and China, focusing on manufacturing, designing and selling diverse type of batteries for the use of electronic products (B to B) and retail sale (B to C).
This company was on list in HKEX on 28 May 1993, and was named as “Golden Power International Limited” (Before China Oil & Gas Group Company). In 2000, Hikari Tsushin Investments Management (HK) Limited acquired and place the company under trusteeship. Golden Power was on list again on Growth Enterprise Market on 5 June 2015 and issued 56 Million stock, with placing price around HKD1.25-1.35, raising a total of HKD 75.6 Million.
Main Business.
Golden Power mainly provides batteries and related products. The list of products is as below:


Brahmapuram Diesel Power Plant

Brahmapuram Diesel Power Plant is a 106.6 MW public sector power station in Kochi, India run by the Kerala State Electricity Board, commissioned in 1997. It is controlled by Kerala load Distribution Center(KLDC).
Overview.
The plant is based on large-bore 4 stroke diesel engines from MAN B&W, Germany. The plant has a total of five machines with capacity to generate 21.32 MW power each. Though the station is still known as diesel power plant, it has been using low sulphur heavy stock (LSHS) -- a residual fuel processed from indigenous crude, provided by IOC—in place of diesel. LSHS is in semisolid form. It is heated by steam to make it liquid form. When melts it becomes the same form of diesel. The transfer of diesel to LSHS is done by a three valve mechanism(first diesel, then a mixture of diesel and LSHS, then LSHS).
Electrical section.
The engine is coupled with an alternator. The alternator consists of a stator and a rotor and the entire assembly is under one case. Switchgear of 220 kV, 25000 A is used to control the supply. Then the load is reduced to 11 kV for transmission, with the help of step down transformers
It uses direct current for all its applications (easy to store). The cost of power production at the existing diesel plant at Brahmapuram is 13 per unit, considering the cost the three machines are operated only when it is absolutely necessary. The power produced from here is connected to the KSEB grid and supplied to the consumers in the state of Kerala.
Expansion.
The Kerala State Electricity Board has decided to set up a 400MW combined cycle power generation facility on the premises of the existing power plant at Brahmapuram, using natural gas as the feedstock. GAIL will be supplying LNG for the new power plant from the Petronet LNG Terminal. The power plant is likely to be completed by early 2017.


Bandel Thermal Power Station

Bandel Thermal Power Station is a coal-based power plant situated on the western bank of Hooghly River at Tribeni, a neighbourhood in Bansberia, near Bandel, in the Indian state of West Bengal, off the Grand Trunk Road/ NH 19 (old numbering NH 2). The power plant is operated by the West Bengal Power Development Corporation Limited (WBPDCL). At the time of its commissioning in 1983, its Unit-5 was first of its kind in Eastern India and fifth in India.
Operations.
The power station has 5 units with a total installed capacity of 455 MW (4x60, 1x215 MW). The electricity generated is distributed by WBSEDCL to the residents of West Bengal (excepting Kolkata). All of the units are coal based thermal power stations. During the fiscal year 2006-07 the plant consumed a total of of coal. The coal required by the power station is supplied by Coal India Limited. 90% of the coal requirement is sourced from indigenous mines and the remaining 10% is imported. Coal is transported to the power plant by Indian Railways.
The average plant load factor of Bandel Thermal Power Station for the fiscal year 2011-12 was 47.11%. Its auxiliary power consumption for the fiscal year 2011-12 was between 11.51%, which is greater than the national average of 8.44%.
Future Developments.
Bandel Thermal Power Station Unit-5 (215 MW) is selected for the Coal Fired Generation Rehabilitation Project funded by World Bank for demonstrating Energy Efficiency Rehabilitation & Modernization (EE R&M). As a part of this project, World Bank has earmarked US$180 million of IBRD loan and US$37.9 million of GEF grants for the Component-1. WBPDCL has signed a contract with M/s Doosan Heavy Industries & Construction Company, Korea (DHIC) and their associate on February 29, 2012 for energy efficiency renovation & modernization of Unit-5 of Bandel Thermal Power Station.


Yellow Creek Nuclear Plant

The Yellow Creek Nuclear Plant is a canceled nuclear power plant project near Iuka, Mississippi. It was originally planned to have two 1,350-MW (output) reactors operated by the Tennessee Valley Authority (TVA). The steam turbine-generator sets were provided by General Electric.
The reactors were "System 80" pressurized water reactors built by Combustion Engineering in Chattanooga TN. Three similar reactors were installed at Palo Verde Nuclear Plant in Arizona.
Construction on the reactors began in 1978, but in August 1984, the TVA officially canceled construction of the reactors (with about 30% of the plant complete, construction having ceased (due to suspension of the work) "de facto" in 1982) because the cost to finish construction had risen dramatically and also because of lower electricity demand.
Following TVA's cancellation, the partially completed site with infrastructure already in place underwent reconstruction as a site for NASA to build solid rocket motors. Construction was about 80% complete when Congress pulled funding on the site in 1993. The cancellation of this project led to a poor economy and high unemployment in the area.
Today, some buildings remain on the site including what was to be a reactor, the accompanying turbine building, and a circular base for the plant's cooling tower. The site is close to the tripoint of Mississippi, Alabama and Tennessee, on a peninsula surrounded by Pickwick Lake. The site's namesake creek, whose original outlet comprised the western arm of the lake, was almost completely captured by the lake or channelized into the uppermost reach of the Tennessee-Tombigbee Waterway by the time plant construction ceased.


GSP Atlas

GSP Atlas is a four-legged jack-up rig, cantilever type with self-elevating unit operated by Grup Servicii Petroliere.
Description.
"GSP Atlas" drilling rig was designed by Sonnat Offshore and was built in the Galaţi Shipyard in 1987. The rig was upgraded in 2007.
"GSP Atlas" has a length of , breadth of , depth of and draft of , . It has a maximum drilling depth of and it can at a water depth of . As a drilling rig, "GSP Atlas" is equipped with advanced drilling equipment and has to meet strict levels of certification under international law. "GSP Atlas" is able to maneuver with its own engines (to counter drift and ocean currents), but for long-distance relocation it must be moved by specialist tugboats. The rig is capable of withstanding severe sea conditions, including waves of .


Bio bus

Bio-Bus is the UK's first bus powered entirely by human faeces and food waste.
The bus, which entered service in south west England in 2014, is powered by biomethane. The gas is made from human sewage and food waste which is processed at a plant in Avonmouth run by GENeco, a subsidiary of Wessex Water. It has a Scania K270UB chassis and an Enviro200 body with 40 seats. A special registration was issued: YT13YUK.
The bus initially served a Bath Bus Company route between Bristol Airport and Bath. The neighbouring city of Bristol was European Green Capital in 2015 and, in connection with this, the bus operated in Bristol on the First Bristol number 2 route. Now it runs for Reading Buses as BU52GAS.
Similar buses have operated in Oslo.
When compared with the diesel engines normally used to power buses, the Bio bus produces 20–30% less carbon dioxide, 80% fewer nitrogen oxides and is low in particulates. One tank of the gas will power the bus for ; however, the bus has to refuel at the Bristol Sewage Treatment Works which is seven miles from the city center, this means that the bus has to make a significant journey to refuel, making it less economic to run.


Picture CD

Picture CD is a product by Kodak, following on from the earlier Photo CD product. It holds photos from a single roll of color film, stored at 1024×1536 resolution using JPEG compression. The product is aimed at consumers. Software to view and perform simple edits to images is included on the CD.
Most digital minilabs and many Kodak Picture Kiosks are capable of producing Kodak Picture CDs from either film or digital pictures. The Picture CD is a standard recordable CD with Kodak software prerecorded. Images are burned onto the CD using a standard CD-R drive. In addition, Picture CDs are also available with thumbnails printed onto the label.


Marine pump

A Marine pump is a pump which is used on board a vessel (ship) or an offshore platform.
Upper category.
It is a kind of general equipment, usually driven by an electrical motor, refer to pump category.
It is widely used as a machine in marine industry, refer to marine industry category.
General.
A pump is a device that moves fluids (liquids or gases), or sometimes slurries, by mechanical action. A marine pump is an important auxiliary equipment in marine industry and ship building industry. It is widely used in all kinds of marine vessels, such as barges, tug boats, containers, carriers, ships, vessels, fixed offshore structure, drilling jack-up rigs and so on.
These marine pumps can be serviced for cooling, circulating, ballast, general service(G/S), fire-fighting, boiler feed water, condensate water, fresh(drinking) water, sanitary water, bilge & sludge, F.O. transfer, L.O. transfer, F.O. and F.S. cargo pumping, cargo stripping, hydrophone tank unit, sewage treatment unit, oil water separator, incinerator, fresh water generator, and so on.
Type.
Marine pump is named by its usage or application, it covers a lot of types of pumps, such as:
The marine centrifugal pump is used to transport fluids by the conversion of rotational kinetic energy to the hydrodynamic energy of the fluid flow. The rotational energy typically comes from an engine or electric motor. The fluid enters the pump impeller along or near to the rotating axis and is accelerated by the impeller, flowing radially outward into a diffuser or volute chamber (casing), from where it exits.
The gear pump is a marine gear pump that uses the meshing of gears to pump fluid by displacement. It is one of the most common types of pumps for hydraulic fluid power applications. Gear pumps are also widely used in chemical installations to pump high viscosity fluids. There are two main variations; external gear pumps which use two external spur gears, and internal gear pumps which use an external and an internal spur gears (internal spur gear teeth face inwards, see below). Gear pumps are positive displacement (or fixed displacement), meaning they pump a constant amount of fluid for each revolution. Some gear pumps are designed to function as either a motor or a pump.
The screw pump is a positive-displacement (PD) pump that uses one or several screws to move fluids or solids along the screw(s) axis. In its simplest form (the Archimedes' screw pump), a single screw rotates in a cylindrical cavity, thereby moving the material along the screw's spindle.