Marketing
REMOVE WATER PUMP PULLEY - REMOVE WATER
Remove water pump pulley - Cargo oil pump turbine
Remove Water Pump Pulley
- Water Pump ( H'y1 ~E~ ) is one of the neighbourhoods of Gulberg Town in Karachi, Sindh, Pakistan. It is near main Water Pump that supplies fresh water to the city of Karachi.
- the pump in the cooling system of an automobile that cause the water to circulate
- A pump is a device used to move fluids, such as liquids or slurries.
- Take (something) away or off from the position occupied
- Take off (clothing)
- Change one's home or place of residence by moving to (another place)
- degree of figurative distance or separation; "just one remove from madness" or "it imitates at many removes a Shakespearean tragedy";
- remove something concrete, as by lifting, pushing, or taking off, or remove something abstract; "remove a threat"; "remove a wrapper"; "Remove the dirty dishes from the table"; "take the gun from your pocket"; "This machine withdraws heat from the environment"
- remove from a position or an office
- A wheel with a grooved rim around which a cord passes. It acts to change the direction of a force applied to the cord and is chiefly used (typically in combination) to raise heavy weights
- (on a bicycle) A wheel with a toothed rim around which the chain passes
- a simple machine consisting of a wheel with a groove in which a rope can run to change the direction or point of application of a force applied to the rope
- A wheel or drum fixed on a shaft and turned by a belt, used esp. to increase speed or power
- A pulley, also called a sheave or a drum, is a mechanism composed of a wheel on an axle or shaft that may have a groove between two flanges around its circumference. A rope, cable, belt, or chain usually runs over the wheel and inside the groove, if present.
- @#!* is the third full-length album by the punk rock band Pulley.
Side Passage
The Standedge Tunnels (Standedge is normally pronounced Stannige) are four parallel tunnels that run beneath the Pennines at the traditional Standedge crossing point between Marsden and Diggle, on the edges of the conurbations of West Yorkshire and Greater Manchester respectively, in northern England.
There are three railway tunnels and a canal tunnel (on the Huddersfield Narrow Canal). The canal tunnel is the longest and oldest of the tunnels, and holds the record as the longest and highest canal tunnel in Britain. All four tunnels are linked by cross-tunnels or adits at strategic locations within the tunnels. The adits allowed the railway tunnels to be built much more quickly by allowing 'waste spoil'(sic) to be removed by boat and reducing the need for shafts for construction.
Of the railway tunnels, only the tunnel built in 1894 is currently used for rail traffic. Closed in 1943, the canal tunnel was re-opened in May 2001. The Standedge Visitors Centre, at the Marsden end of the tunnel, serves as a base for boat trips into the canal tunnel and hosts an exhibition which depicts the various crossings.
Benjamin Outram was the consulting engineer for the construction of the Huddersfield Narrow Canal (then known as the Huddersfield Canal), which links the towns of Ashton-under-Lyne and Huddersfield through the tunnel. However, Outram had so many commitments that construction took place under the supervision of a young and inexperienced surveyor, Nicholas Brown.
Layout of the tunnel was difficult. It would be necessary to lay out a straight line across the mountain top and calculate how deep below the canal would be. At intervals, pits would be sunk to the requisite depth and the tunnel dug outwards from their bases.
In addition it was necessary to drive drainage adits. Outram had given his opinion that the hill was composed of gritstone and strong shale and should not present any difficulties. In fact he had not expected the need for a lining. It was an extremely ambitious undertaking for the time and Outram was not yet an established engineer, though he had gained experience with the Butterley Tunnel on the Cromford Canal. However more than the expected amount of water entered the workings.
The adits allowed so-called 'water engines' to be used. These were simply two buckets on a rope which ran over a pulley at the top of the shaft. One bucket would be filled with spoil from the workings and the other would be filled with water which counterbalance the spoil causing it to rise to the top. Once unloaded, the water would be drained allowing the spoil bucket to fall for another load. Although steam engine pumps were tried, they proved inefficient and expensive to run. A further problem was maintaining an adequate air supply for the workers. This was achieved by injecting water in a fine spray at the top of the shaft, which would carry sufficient fresh air down with it.
Work on the tunnel was fraught with difficulty and progress was slow. Gunpowder was used to blast through the solid rock and the work took place by candlelight. In circa 1801, Outram resigned from his post in order to devote himself entirely to work at Benjamin Outram and Company, which was expanding rapidly. Following his resignation, Thomas Telford was called in to advise on the tunnel's completion. Before completion, a severe misalignment was found in the tunnel due to inaccuracy on the part of the surveyor who originally laid it out. The tunnel was finally pierced through in 1809.
The canal tunnel was brick-lined in places, though bare rock was left exposed in others.
There are three railway tunnels, running parallel to each other and the canal tunnel. The rail tunnels are level for their whole length providing the only section of level track on the line where water troughs could be installed to provide steam locomotives with fresh water supplies without the requirement for the train to stop.
The 1848 tunnel
The first railway tunnel at Standedge was completed by the London and North Western Railway in 1848, having acquired the former Huddersfield and Manchester Railway in 1847. This was a single line tunnel with a length of 3 miles, 57 yards (4803 m). The tunnel is located immediately to the south of, but at a slightly higher level than, the canal tunnel. Cross-passages or adits were dug linking the canal tunnel to the rail tunnel to facilitate the removal of spoil during construction.[5][6]
The 1871 tunnel
The single track 1848 tunnel soon proved to be a bottleneck for rail traffic between Huddersfield and Manchester, and in 1871 a second parallel tunnel was opened. This tunnel was also a single line tunnel with a length of 3 miles, 57 yards (4803 m), and was situated to the south of the first rail tunnel, to which it is linked by adits.[5]
The 1894 tunnel
In 1894 the London and North Western Railway opened a third rail tunnel, with double track and a length of 3 mile
Entrance's to Standedge tunnel
The Standedge Tunnels (Standedge is normally pronounced Stannige) are four parallel tunnels that run beneath the Pennines at the traditional Standedge crossing point between Marsden and Diggle, on the edges of the conurbations of West Yorkshire and Greater Manchester respectively, in northern England.
There are three railway tunnels and a canal tunnel (on the Huddersfield Narrow Canal). The canal tunnel is the longest and oldest of the tunnels, and holds the record as the longest and highest canal tunnel in Britain. All four tunnels are linked by cross-tunnels or adits at strategic locations within the tunnels. The adits allowed the railway tunnels to be built much more quickly by allowing 'waste spoil'(sic) to be removed by boat and reducing the need for shafts for construction.
Of the railway tunnels, only the tunnel built in 1894 is currently used for rail traffic. Closed in 1943, the canal tunnel was re-opened in May 2001. The Standedge Visitors Centre, at the Marsden end of the tunnel, serves as a base for boat trips into the canal tunnel and hosts an exhibition which depicts the various crossings.
Benjamin Outram was the consulting engineer for the construction of the Huddersfield Narrow Canal (then known as the Huddersfield Canal), which links the towns of Ashton-under-Lyne and Huddersfield through the tunnel. However, Outram had so many commitments that construction took place under the supervision of a young and inexperienced surveyor, Nicholas Brown.
Layout of the tunnel was difficult. It would be necessary to lay out a straight line across the mountain top and calculate how deep below the canal would be. At intervals, pits would be sunk to the requisite depth and the tunnel dug outwards from their bases.
In addition it was necessary to drive drainage adits. Outram had given his opinion that the hill was composed of gritstone and strong shale and should not present any difficulties. In fact he had not expected the need for a lining. It was an extremely ambitious undertaking for the time and Outram was not yet an established engineer, though he had gained experience with the Butterley Tunnel on the Cromford Canal. However more than the expected amount of water entered the workings.
The adits allowed so-called 'water engines' to be used. These were simply two buckets on a rope which ran over a pulley at the top of the shaft. One bucket would be filled with spoil from the workings and the other would be filled with water which counterbalance the spoil causing it to rise to the top. Once unloaded, the water would be drained allowing the spoil bucket to fall for another load. Although steam engine pumps were tried, they proved inefficient and expensive to run. A further problem was maintaining an adequate air supply for the workers. This was achieved by injecting water in a fine spray at the top of the shaft, which would carry sufficient fresh air down with it.
Work on the tunnel was fraught with difficulty and progress was slow. Gunpowder was used to blast through the solid rock and the work took place by candlelight. In circa 1801, Outram resigned from his post in order to devote himself entirely to work at Benjamin Outram and Company, which was expanding rapidly. Following his resignation, Thomas Telford was called in to advise on the tunnel's completion. Before completion, a severe misalignment was found in the tunnel due to inaccuracy on the part of the surveyor who originally laid it out. The tunnel was finally pierced through in 1809.
The canal tunnel was brick-lined in places, though bare rock was left exposed in others.
There are three railway tunnels, running parallel to each other and the canal tunnel. The rail tunnels are level for their whole length providing the only section of level track on the line where water troughs could be installed to provide steam locomotives with fresh water supplies without the requirement for the train to stop.
The 1848 tunnel
The first railway tunnel at Standedge was completed by the London and North Western Railway in 1848, having acquired the former Huddersfield and Manchester Railway in 1847. This was a single line tunnel with a length of 3 miles, 57 yards (4803 m). The tunnel is located immediately to the south of, but at a slightly higher level than, the canal tunnel. Cross-passages or adits were dug linking the canal tunnel to the rail tunnel to facilitate the removal of spoil during construction.[5][6]
The 1871 tunnel
The single track 1848 tunnel soon proved to be a bottleneck for rail traffic between Huddersfield and Manchester, and in 1871 a second parallel tunnel was opened. This tunnel was also a single line tunnel with a length of 3 miles, 57 yards (4803 m), and was situated to the south of the first rail tunnel, to which it is linked by adits.[5]
The 1894 tunnel
In 1894 the London and North Western Railway opened a third rail tunnel, with double track and a length o
Similar posts:
electric vacuum pump crankcase
carrier heat pump units
ksb pumps catalogue
body pump success stories
working principle of hydraulic pump
performance oil pump
hayward pump parts
pond pump tubing
renting breast pumps from hospital
Post je objavljen 11.02.2012. u 00:38 sati.