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Byron Johnson
Byron Johnson may refer to:
Helmut Koester
Helmut Heinrich Koester (December 18, 1926 – January 1, 2016) was a German-born American scholar of the New Testament and early Christianity at Harvard Divinity School.
His research was primarily in the areas of New Testament interpretation, history of early Christianity, and archaeology of the early Christian period.
Koester was born in Hamburg.
He studied under Rudolf Bultmann at the University of Marburg, Germany, after being released from a POW camp there in 1945.
He submitted his dissertation in 1954 and then became an assistant to Günther Bornkamm at the University of Heidelberg from 1954-1956.
Koester began teaching at Harvard Divinity School in 1958 and became John H. Morison Research Professor of Divinity and Winn Research Professor of Ecclesiastical History in 2000.
Koester was co-editor and chair of the New Testament editorial board of the commentary series "Hermeneia: A Critical and Historical Commentary on the Bible" published by Fortress Press (Minneapolis).
He served as the president of the Society of Biblical Literature (1991), was member of the Studiorum Novi Testamenti Societas (SNTS) and was elected a Fellow of the American Academy of Arts and Sciences.
Koester was an ordained minister of the Lutheran Church.
In 1953, he married Gisela Harrassowitz, with whom he had four children, named Reinhild, Almut, Ulrich, and Heiko.
He had three grandchildren including Christopher, Lukas, and Alexander.
He died on January 1, 2016 at the age of 89.
In his dissertation (published as "Synoptische Überlieferung bei den Apostolischen Vätern", i.e.
"Synoptic Tradition in the Apostolic Fathers"), Koester was able to demonstrate that much material in the so-called Apostolic Fathers that parallels elements in the Synoptic Gospels need not necessarily reflect dependence upon the written form of the Synoptics known to us.
This was an extremely significant observation, and one with which all subsequent scholarship on early Christian gospel traditions would have to reckon.
Among his numerous subsequent publications, his two-volume "Introduction to the New Testament" has become a standard reference work.
Koester views the narratives of Jesus' virgin birth as having roots in Hellenistic mythology.
In her book "Why Religion?"
(2018), Elaine Pagels, a former graduate student of Koester's, alleged she had been sexually assaulted by him.
In her conversation with Harvard's Dean of Depositions, Pagels found out that she was not the only one who had complained against Koester.
Puffing Billy (locomotive)
Puffing Billy is the world's oldest surviving steam locomotive, constructed in 1813–1814 by coal viewer William Hedley, enginewright Jonathan Forster and blacksmith Timothy Hackworth for Christopher Blackett, the owner of Wylam Colliery near Newcastle upon Tyne, in the United Kingdom.
It was the first commercial adhesion steam locomotive, employed to haul coal chaldron wagons from the mine at Wylam to the docks at Lemington-on-Tyne in Northumberland.
In 1810 the Durham Coalfield was disrupted by a major strike over the Bond system.
During this time Christopher Blackett, owner of the Wylam Colliery, took advantage of the pit's idleness to experiment with the idea of a locomotive-hauled tramway worked purely by adhesion, rather than the Blenkinsop rack system used on the Middleton.
These began with a simple hand-cranked wagon, converted from a coal wagon chassis with the addition of a central drive shaft and geared drives to the axles.
As this experiment was successful, by 1812 it was followed by Wylam's first prototype 'travelling engine', worked by steam.
This was based on a combination of the test wagon, with a single cylinder engine and boiler atop it.
Little is known of the design, although it has been said to have been inspired by Trevithick's Pen-y-darren locomotive.
It is unclear whether the single cylinder was vertical or horizontal, and whether the boiler had a single straight flue or a return flue.
It may have been nicknamed "Grasshopper".
The 'travelling engine' was successful as a prototype, but underpowered and prone to stalling when overloaded or faced by a gradient.
It was however convincing enough as a demonstration to encourage Blackett to fund further locomotives.
"Puffing Billy" was one of three similar engines built by Hedley, the resident engineer at Wylam Colliery, to replace the horses used as motive power on the tramway.
In 1813 Hedley built for Blackett's colliery business on the Wylam Colliery line the prototypes, "Puffing Billy" and "Wylam Dilly".
They were both rebuilt in 1815 with ten wheels, but were returned to their original condition in 1830 when the railway was relaid with stronger rails.
In the September 1814 edition of "Annals of Philosophy" two locomotives with rack wheels are mentioned (probably "Salamanca" and "Blücher"), then there is mention of "another steam locomotive at Newcastle, employed for a similar purpose [hauling coals], and moving along without any rack wheel, simply by its friction against the rail road".
From the context this is at a different location to "Blücher", so is probably "Puffing Billy".
"Puffing Billy" remained in service until 1862, when Edward Blackett, the owner of Wylam Colliery, lent it to the Patent Office Museum in South Kensington, London (later the Science Museum).
He later sold it to the museum for £200.
It is still on display there.
Its sister locomotive, "Wylam Dilly", is preserved in the National Museum of Scotland in Edinburgh.
A replica has been built and was first run in 2006 at Beamish Museum.
Another replica, built 1906 in a Royal Bavarian State Railways workshop, can be found in the German Museum, Munich.
"Puffing Billy" incorporated a number of novel features, patented by Hedley, which were to prove important to the development of locomotives.
It had two vertical cylinders on either side of the boiler, and partly enclosed by it, and drove a single crankshaft beneath the frames, from which gears drove and also coupled the wheels allowing better traction.
The engine had a number of serious technical limitations.
Running on cast-iron wagonway plates, its eight-ton weight was too heavy and broke them, encouraging opponents of locomotive traction to criticise the innovation.
This problem was alleviated by redesigning the engine with four axles so that the weight was spread more evenly.
The engine was eventually rebuilt as a four-wheeler when improved edge rails track was introduced around 1830.
It was not particularly fast, being capable of no more than 5 mph (8 km/h).
"Puffing Billy" was an important influence on George Stephenson, who lived locally, and its success was a key factor in promoting the use of steam locomotives by other collieries in north-eastern England.
It has been suggested that "Puffing Billy"'s name survives in the English language in the intensifier "like billy-o", but there are several alternative explanations for that phrase's origin.
In 1952 British light music composer Edward White wrote a melody named after the locomotive.
The piece became ubiquitous in British media, being used on BBC Light Programme's "Children's Favourites", a radio request programme, from 1952 to 1966, and also appearing in numerous commercials and radio shows.
The piece also became extremely popular in the United States, where it served as the theme for "Captain Kangaroo" from 1955 to 1974.
Puffing Billy Railway
The Puffing Billy Railway is a narrow gauge heritage railway in the Dandenong Ranges in Melbourne, Australia.
The primary starting point, operations and administration centre, main refreshment room (also selling souvenirs) and ticket purchasing are located at Belgrave station.
Journeys may also be commenced at out-stations of which some have limited facilities for the purchase of tickets, refreshments and souvenirs.
Tickets may also be purchased from the conductor before boarding the train.
The railway was originally one of five narrow gauge lines of the Victorian Railways opened around the beginning of the 20th century.
It runs through the southern foothills of the Dandenong Ranges to Gembrook.
Being close to the city of Melbourne and with a post-preservation history spanning over 50 years, the line is one of the most popular steam heritage railways in the world, and attracts tourists from all over Australia and overseas.
The Puffing Billy Railway is kept in operation through the efforts of volunteers of the Puffing Billy Preservation Society, although intensive year-round operations have led to a few dozen paid employees to keep things going behind the scenes.
The railway aims to preserve and restore the line as near as possible to how it was in the first three decades of its existence, but with particular emphasis on the early 1920s.
Operations are centred on Belgrave, which houses the main offices of the railway (other offices are located at Emerald) as well as the locomotive running shed and locomotive workshops.
It is also the base for track maintenance operations.
Most trains start from Belgrave and travel to Lakeside, or to the terminus at Gembrook, and return.
The railway operates every day of the year except Christmas Day, with at least three and up to six advertised services departing Belgrave each day.
One service each day has the option of first-class carriages and lunch.
A semi-regular service is the "Dinner Train", which usually departs Belgrave on a Friday or Saturday evening and travels to Nobelius Siding, where the passengers disembark and have a sit-down dinner in the converted packing shed of the former Nobelius Nursery.
After the meal, the passengers rejoin the train for the return journey to Belgrave.
Savouries and drinks are served on the train.
Once or twice a month, these Dinner Trains also incorporate a themed evening known as "Murder on the Puffing Billy Express".
Passengers are encouraged to dress in 1920s-era costume and participate in a murder mystery which involves actors on board the train and concluding during the meal at Nobelius Siding.
Prizes are on offer to guests who guess the murderer as well as best-dressed prizes.
A popular feature of a ride on Puffing Billy is sitting on the ledge of the open-sided carriages (see picture).
As a result of a crash between a train and a minibus at the Menzies Creek level crossing on 5 March 2018, this practice has been prohibited until further notice.
There is also a narrow gauge railway museum adjacent to Menzies Creek station, which is currently closed for re-development.
The railway owns every remaining narrow gauge locomotive of the former Victorian Railways, and has restored to operating condition all except one, although not all are in serviceable condition at any one time.
This fleet comprises five restored and one unrestored 2-6-2T A class locomotives (3A is unrestored, while 6A, 7A, 8A, 12A and 14A have all been restored), and one G class Garratt (G 42) locomotive.
All are restored, or being restored, to represent different eras in their working life.
In December 2019 a completely rebuilt and re-gauged NG/G16 Garratt locomotive (NG129) originally imported from South Africa in 1996 entered service on the railway to complement the operational capabilities of the G class Garratt (G 42) locomotive.
The two Garratt locomotives (G42 and NG129) can haul up to 16 carriages in a train whereas the NA class locomotives are limited to pulling 8 to 10 carriages.
The railway also has a number of other smaller steam locomotives from various sources in its museum collection, either on static display or in operating condition.
These include a Peckett 0-4-0ST and Decauville 0-4-0T formerly from the West Melbourne Gasworks, and a Climax geared locomotive from the Tyers Valley Tramway.
None of these locomotives are powerful or fast enough to operate on regular services, however they can occasionally be seen on special trains and at events such as Thomas the Tank Engine days.
Puffing Billy also offers driver experience days on the smaller steam engines.
The Climax engine has been restored for this purpose as this engine has a commodious driving cab and is unique in Australia.
The railway also operates three diesel locomotives which are used on days of total fire ban, plant or works trains, or when insufficient steam locomotives are available, including in emergencies.
The diesel locomotives originally operated on railways in Tasmania (D21, formerly V12) and Queensland (D5, formerly DH5 and later CC02, and D31, formerly DH59), and were regauged and rebuilt for use on the Puffing Billy Railway.
There is also a diesel Rail Tractor (RT 1) used mainly for shunting rolling stock in association with the Carriage Workshops.
The mainstay of the carriage fleet are the 15 NBH open-sided carriages built specially for tourist traffic on the Gembrook line by the VR between 1918 and 1919, and a further 10 vehicles built to the same or similar design in the preservation era.
However, there are also a number of enclosed carriages, both saloon and compartment cars.
In addition, four carriages were obtained from the Mount Lyell Railway in Tasmania after its closure in 1963, and regauged and reclassified for Puffing Billy use, numbered 1–4NAL.
They are named Mt Lyell, Double Barril, Rinadeena & Teepookana to reflect their Tasmanian Heritage.