View allAll Photos Tagged 30510.
15-20 mins late running 12010 Ahmedabad (ADI) - Mumbai Central (BCT) Shatabdi Express waits for departure with a mammoth BRC HOG WAP-7 #30510. As soon i took my position to take the picture and zoomed on the train, LP acknowledges me with its flash on.
Location : Anand Railway Station
Date : 21/03/17
www.poznan.pl/mim/main/wstep,p,30394,30510,30511.html
Pentax ME Super (S/N:3168177)
SMC Pentax-A 1:1.7 50mm (S/N:1259800)
Foma Fomapan 100 at 200 ISO
Foma Fomadon Excel 1:1 for 13:30 min (20C)
Photo André Knoerr, Genève. Reproduction autorisée avec mention de la source.
Utilisation commerciale soumise à autorisation spéciale préalable.
La motrice Gotha G4 177 effectue une course spéciale.
Bien qu'en parfait état de présentation, cette motrice historique a besoin, en automne 2023, d'une grande révision mécanique.
Le groupement qui préserve les tramways historiques de Potsdam
www.historische-strassenbahn-potsdam.de
est à la recherche de moyens financiers pour financer la révision.
Un don peut être effectué sur le compte
IBAN : DE58 1605 0000 1000 6286 19
BIC: WELADES1PMB
Mot clé: Gotha 177
30510
A mammoth 6350 hp BRC HOG WAP - 7 #30510 departs Vadodara with 5 mins late running 22210 New Delhi (NDLS) - Mumbai Central (BCT) AC Duronto Express.To be honest, I still don't know why this Duronto takes 1 Hour more to cover the same distance as same as Rajdhani though having lesser halts.. Clearly it should outscore the Rajdhani but it doesn't..Phew!!!
Date : 10/09/17
On the shore there was a shell like no other shell. This shell couldn't hear the sea. This shell felt isolated from the other shells. It didn't know the joy of hearing the other shells all clinking together as the waves washed them on to the beach..
I imagine that this is a bit like being deaf. But I'm one of the lucky ones who can only imagine.
This week is Deaf Awareness week. In the UK there are almost 9 million deaf and hard of hearing adults of which nearly 7 million are severely or profoundly deaf.
1 in 1000 children are deaf at the age of 3 and currently there are around 20,000 children who are moderately to profoundly deaf covering the ages of 0-15 years old. Only 12,000 of these children were born deaf.
It is important to raise awareness, never underestimate how being Deaf can affect somebody's life. Just learning the alphabet in sign language, or learning how to speak clearly, facing the person you are speaking to, can make a huge difference. Being patient, innovative and calm also helps.
The NDCS have announced that the theme for this year's Deaf Awareness week is "Look at Me".
"This theme aims to improve understanding of deafness by highlighting the range methods of communication methods used by deaf children, such as sign language and lip reading."
The RNID provide a completely confidential "Check your hearing" test. Give it a go, it may be the best thing you did. See www.rnid.org.uk/howwehelp/hearing_check/take_online_heari...
For more information about what you can do to help Deaf people, or where to go if you're worried about your hearing, see the following links:
For Bryony, for Sparkling's Eleanor, for all those who are deaf, but mostly for my dad x
Dublin Bus (Broadstone) Volvo B7TL / Transbus ALX400 AX 510/4 (06-D30510/4) in Broadstone Depot, Dublin 29th September 2018.
On Saturday May 7th 2022, Irish Rail held an open day to mark the 175th anniversary of Inchicore Works (delayed from 2021 due to Covid-19).
Bus Eireann supplied the following buses and tow car to be on display: 11 CN 1180 (Buspidéal), SG 621, PA 223 & AX 510
Inchicore Works, 07/05/2022
Taken in about 1960
Ex-LSWR Urie S15 30510 - with a tender swapped from a withdrawn N15 - at Salisbury loco shed on a grey day in around 1960, with a Bulleid pacific on the right. The loco had entered service in 1921, and - after the damage was repaired - was withdrawn in June 1963, and scrapped in September. Two examples have been preserved.
Salisbury shed closed down in July 1967, and today (2023) the site is overgrown with trees and bushes..
Restored from an under-exposed completely purple/orange original..
Original slide - property of Robert Gadsdon
The LSWR S15 class was a British 2-cylinder 4-6-0 freight steam locomotive designed by Robert W. Urie, based on his H15 class and N15 class locomotives. The class had a complex build history, spanning several years of construction from 1920 to 1936. The first examples were constructed for the London and South Western Railway (LSWR), where they hauled freight trains to the south coast ports and further west to Exeter, as well as occasional passenger work in conjunction with their larger-wheeled N15 class counterparts.
Following the Grouping of railway companies in 1923, the LSWR became part of the Southern Railway, and the Chief Mechanical Engineer (CME) of the newly formed company, Richard Maunsell, increased the S15 class strength to 45 locomotives. Maunsell incorporated several improvements, notably to the steam circuit and the locomotive's loading gauge, allowing it to operate on routes with height and width restrictions.
The new locomotives were built in three batches at Eastleigh, and were in service with the Southern Railway for 14 years. The locomotives continued in operation with the Southern Region of British Railways until 1966. Seven examples have been preserved for use on heritage railways, and are currently in varying states of repair. These locomotives were given the nickname "Goods Arthurs" due to their similar appearance to the N15 Class locomotives.
S15 Maunsell Class 4-6-0 No.30510 designed by Robert Urie and modified by Richard Maunsell at Eastleigh Works in 1920 in third batch – spent it's working life at 70B Feltham Shen until withdrawn in 1963. ended up being scrapped at Eastleigh Works in the same year
Photographer unknown - taken at 70B Feltham Shed c1960
The LSWR S15 class was a British 2-cylinder 4-6-0 freight steam locomotive designed by Robert W. Urie, based on his H15 class and N15 class locomotives. The class had a complex build history, spanning several years of construction from 1920 to 1936. The first examples were constructed for the London and South Western Railway (LSWR), where they hauled freight trains to the south coast ports and further west to Exeter, as well as occasional passenger work in conjunction with their larger-wheeled N15 class counterparts.
Following the Grouping of railway companies in 1923, the LSWR became part of the Southern Railway, and the Chief Mechanical Engineer (CME) of the newly formed company, Richard Maunsell, increased the S15 class strength to 45 locomotives. Maunsell incorporated several improvements, notably to the steam circuit and the locomotive's loading gauge, allowing it to operate on routes with height and width restrictions.
The new locomotives were built in three batches at Eastleigh, and were in service with the Southern Railway for 14 years. The locomotives continued in operation with the Southern Region of British Railways until 1966. Seven examples have been preserved for use on heritage railways, and are currently in varying states of repair. These locomotives were given the nickname "Goods Arthurs" due to their similar appearance to the N15 Class locomotives.
S15 Maunsell Class 4-6-0 No.30510 designed by Robert Urie and modified by Richard Maunsell at Eastleigh Works in 1921 in third batch – withdrawn in 1963 and scrapped at Eastleigh Works.
Photo copyright - WIRRAL 1277 - taken at 70B Feltham Shed
After 13 mins of arrival, BRC HOG WAP 7 #30510 accelerates furiously out of Vadodara with 12010 Ahmedabad (ADI) - Mumbai Central (BCT) Shatabdi Express.It also overtook 19062 Ramnagar (RMR) - Bandra Terminus (BDTS) Express which was standing just adjacent to it. The acceleration of WAP 7 was insane and out of this world.
Location : Vadodara Railway Station
Date : 11/03/17
Dublin Bus's own sightseeing tours also utilise older vehicles taken from the main fleet. The operation is currently undergoing a revamp into this simple but effective allover green based livery with the tag line 'Do Dublin'
Volvo B7TL AX510 is seen close to the Dublin Bus head office on O'Connell Street on February 23rd 2017.
DR Dok-Nr. 8122,
Niesky 1990 - 30510,
Salzgitter-Calbecht, 4.2014
Weitere Informationen zu diesen Wagen bei DSO.
1976 Jensen GT.
Last taxed in October 2005 and last MoT test expired in August 2010. H&H classic car auction, Buxton -
"Chassis Number: 30510
Engine Number: T750812079
The open two-seater was produced from March 1972 to late 1975, during which time some 10,000 were manufactured. While home sales proved to be slow, the car justified Qvale's foresight by being quite popular in America. However, Jensen was by now in financial trouble. Sales of the V8 Interceptor had been hard hit by the fuel crisis and profits for the Jensen-Healey were not yet filling the void. Enter the Jensen GT, a 2+2 estate-like Coupe version of the Jensen-Healey - a model it was hoped would broaden sales and keep the company afloat. Sadly, the gamble failed. The GT was produced from September 1975 to May 1976, when the factory was finally forced to close its doors after just 509 examples were produced. Not only is the GT on offer therefore a very rare model, but we are informed that it is in fact the very last one ever made. Said by the owner to be in "very good overall condition", it is finished in blue with cream leather interior. It features the GT's optional burr walnut facia and the 5-speed Getrag gearbox fitted to all the later Jensen-Healeys."
Unsold.
Dublin Bus (Broadstone) Volvo B7TL / Transbus ALX400 AX 510 (06-D-30510) on O' Connell Street, Dublin 29th September 2018.
The Jensen-Healey is a two-seater convertible sports car that was originally produced between 1972 and 1976 by Jensen Motors, Ltd. Roughly 10,000 were produced at West Bromwich, England. A related fastback, the Jensen GT was introduced in 1975.
With the demise of the Austin-Healey 3000, car dealer Kjell Qvale was looking for a new product to replace it. He entered into discussions with Donald Healey and Jensen Motors, who had built the bodies for Healey's Austin-Healey cars. Kjell Qvale became a Jensen shareholder and Donald Healey became the chairman. The Jensen-Healey was designed in a joint venture by Donald Healey, his son Geoffery, William Towns and Jensen Motors. It was hoped that Healey could help to contribute the sense of style that made the Austin-Healey a hit.
In 1974, United States Government-mandated rubber bumpers were attached.
[edit] Engines and transmissions
1973 Jensen-Healey at the 2005 Clonroche Vintage Rally, Ireland
1974 Jensen-Healey engine w/dual side draft Zenith-Strombergs for North-America
Many engines were tried out in the prototype stage including Vauxhall, Ford and BMW units. The Vauxhall 2.3 L engine met United States emission requirements but did not meet the power target of 130 hp (97 kW). A German Ford V6 was considered but industrial action crippled supply. BMW could not supply an engine in the volumes needed so Jensen looked to Lotus who had a new, untested engine available. Thus all Jensen-Healey models came equipped with the then-new 1973 cc Lotus 907 engine, a two litre, dual overhead cam, 16 valve all-alloy power plant. This setup puts out approximately 144 bhp (107 kW), topping out at 119 mph (192 km/h) and accelerating from zero to 60 mph in 8.7 seconds.
International variation
Vehicles for European distribution and sale contained dual side-draft twin-throat Dell'Orto carburetors; those exported to the United States had dual side-draft single throat Zenith Strombergs in order to meet emissions requirements. The oil cooler was absent in the earliest models.
The initial transmission was a four speed Chrysler unit sourced from the Sunbeam Rapier. Later a Getrag five speed was used. Interestingly on the five speed gearbox the fifth gear is not an overdrive gear but a direct 1:1 ratio
Suspension and braking
Suspension was simple but effective with double wishbone and coil springs at the front, and a live rear axle with trailing arms and coils at the rear. Brakes consisted of discs at the front and drums at the rear. The suspension, steering gear, brakes and rear axle were adapted from the Vauxhall Firenza with the exception of the front brakes which were the widely used Girling Type 14 Calipers.
Interior
Jensen-Healey interiors started out austere and functional, with plastic centre consoles and all-black colour schemes. (Some earlier models do sport brown interiors, however.) Later, aesthetic extras such as wood grain and padding as well as air conditioning were added. 1976 Jensen GT models went even further by offering elaborate burr walnut wood dashboards and paisley-patterned seats.
Demise
The oil crisis hit Jensen Motors hard, greatly damaging the sales of their very large V8 Interceptor model and thus degrading their financial condition as a whole. The Jensen GT was then hurriedly brought to market, requiring massive labour expense and taxing the firm's budget even further. As the Jensen-Healey continued to garner mediocre sales in the United Kingdom (though the car was relatively popular in the United States), the situation proved to be too much for the company, which, amid strike action, component shortages and inflation, proceeded to liquidate in 1975 and close their doors in May 1976.
Racing
Jensen Motors ran a factory team to capture the SCCA D Production Championship in 1973 and 1974. This effort was put together by Huffaker Engineering in California.
The initial drivers in 1973 were Lee Mueller and Jon Woodner. In 1974 the lone entry was Lee Mueller. Although it was a new car, the Jensen-Healey went on to become one of the few cars in SCCA History to capture a championship in its first year of racing (1973). Lee Mueller captured a second D Production championship in 1974. The factory support ended in 1974, however the West Coast Jensen-Healey dealers combined to put together a late effort in 1975. Huffaker built a new car and although beginning the SCCA season late Mueller, driving again, was able to qualify for the runoffs in Atlanta. A third championship nearly came to pass but the Healey was edged out by the Ex C Production Triumph TR 6 factory team car of Group 44 racing, driven by John McComb. The Huffaker factory cars were later campaigned by the likes of Carl Liebich, Stefan Edliss, Tim Lind, Joe Carr, Tom Kraft and Jim Reilly.
Bruce Qvale and Joe Huffaker Jr. from Huffaker Engineering, of Sears Point Raceway, Sonoma, California, successfully campaigned a Jensen Healey in SCCA E Production, winning the SCCA title in 1995. From 2005 until 2007, Ron Earp of Cary, North Carolina campaigned a 1974 Jensen Healey in SCCA Improved Touring S class.
Model timeline
* Jensen Healey Mark I: March 1972 – May 1973; VIN 10000 – 13349 (3356 manufactured)
* Jensen Healey Mark II and JH5: August 1973 – August 1975; VIN 13500 – 20504 (7142 manufactured)
* Jensen GT: September 1975 – May 1976; VIN 3000 – 30510 (509 manufactured)
Jensen-Healey sales by country in 1973
Market Jensen-Healey sales
UK, Éire and Channel Islands 890
USA and Canada 2501
Belgium 16
Switzerland 56
Germany 30
the Netherlands 9
Portugal 22
Spain 8
Australia 92
New Zealand 35
Japan 86
Hong Kong 32
Total 3777
References
1. ^ Culshaw; Horrobin (1974). Complete Catalogue of British Cars. London: Macmillan. ISBN 0-333-16689-2.
2. ^ Daily Express Motor Show Review 1975 Cars: Page 24 (Jensen Healey). October 1974.
3. ^ Browning, Peter; Blunsden, John (1974). The Jensen Healey Stories. Croydon, Surrey, UK: Motor Racing Publications Ltd. ISBN 0-900549-21-1.
www.flickr.com/photos/d70w7/1598371835/in/set-72157602746...
For my video; youtu.be/FgL5LQqEZkk