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Coming Storm. Watch Hill Lighthouse. Pentax K10D, Tripod, SMC-DA* 16-50mm f/2.8 lens, ND .6 grad, C-PL, 2.5s at F/13, ISO100.
“Again, you can't connect the dots looking forward; you can only connect them looking backwards. So you have to trust that the dots will somehow connect in your future.
You have to trust in something — your gut, destiny, life, karma, whatever. This approach has never let me down, and it has made all the difference in my life.”
Steve Jobs
February 24, 1955 – October 5, 2011
Link BSSR-House
www.flickr.com/photos/55176801@N02/sets/72157625373026635/
A Showcase of Minimal Workstations to Inspire You
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nach einem Abend auf der Wahl zur Maikönigin des Selig München. Anschliessend noch im Prosecco München.
First signs of growth (red bits) on my Rose bushes. Image made for Textural Tuesday and various 365 groups.
A BN freight is entering the east end of Clyde yard. Our vantage point is from the BRC overpass in January 1991.
Our living room, awaiting the arrival of friends and family. If any of my Flickr friends are ever in Sonora, let me know. I'd love to see you.
There used to be several more stockings on the mantle, but the kids have taken them with them as they've moved on.
Can you find the ornament posted yesterday on the tree? (Hint: Check the note.)
Bob Jordan photo
A UP excursion, headed by 8444, is seen arriving in Denver during June of 1976.
Denver, CO
June 1976
Train of the Day
6/21/19
Another frame of D13 from a few weeks ago. I liked this nose on shot so figured I'd upload it. Here is the same caption from the earlier posts:
While waiting for CP 252 at the Hudson River I could hear the D13 local talking on the radio and then heard them blow for crossings as they left town. D13 is a Whitehall based local and they had come down the Canadian main to Fort Edward to work the 5.5 mile long Glens Falls Industrial Track that winds northwest following the Hudson River to that small city that gives the line its name.
This is a classic old school class 1 branchline which is probably my favorite subject to shoot. The D&H's predecessor Rensselaer a s Saratoga Railway arrived in Glens Falls in 1869 and extended the line nine more miles to Lake George in 1882 (the R&S having been leased by the D&H in 1871). During the grand resort era this primarily passenger route thrived, but as tastes changed in the early part of the 20th century passengers tapered off. The freight business of the D&H at Lake George had dwindled so totally that by the early 1950s only about 120 cars a year were handled. Of this total, about 40 cars or so was origin lumber traffic from a smattering of local lumber mills. Passenger service ended to Lake George in November, 1957, and freight service followed in March, 1958.
The rails were lifted shortly thereafter but the corridor remains to this day as a popular trail. Meanwhile the original lower end of the branch has persevered anchored by Finch Paper and Lehigh Cement along with the smaller Pregis all in Glens Falls and Irving Tissue in Fort Edward. CP continues to serve these customers three times a week and I was just lucky to be in the right place at the right time. Here is CP 2252 an EMD GP20C-ECO trundling back toward Fort Edward as they roll thru the curve approaching Sumpter Street at MP 57.8. The old buildings up in town can be seen above including the tower atop the First Babtist Church in the upper right. Not visible blocked by the train is the still extant but heavily modified former D&H depot.
Hudson Falls, New York
Friday September 18, 2020
CEFX 1002, one of two CEFX/CMQ units on CP is coming in hot out of Crump to the tackle the Wessex Hill to Crossfields.
A flight of Canada Geese coming into land on the Moat at Dunham Park. They always herald their arrival making heads turn, you always hear them before you see them.
A bit of history about this loco :-)
Johnson designed the 1F (41660) class after coming to the Midland Railway in 1873. They were the Midlands standard type of shunting engine. Between 1874 and 1899 280 engines were built at Derby and by outside contractors Neilson, of Glasgow and Vulcan Foundry). In 1907 they were renumbered in the series 1620-1899.
A further sixty locomotives were built by Vulcan Foundary to a slightly enlarged design in 1899-1902. These were numbered 1900-1959. Many of them were fitted with condensing apparatus for working over the Metropolitan widened lines and they were subsequently spent most of their working lives in the London area.
The engines were built with round topped boilers and enclosed cabs. Between 1919 and 1942 they were all rebuilt with Belpaire boilers and a raised cab roof. They were renumbered 7200-7259 in 1934.
After the 47200 class engines were rebuilt with Belpaire boilers the design was adopted by the LMS after grouping as a standard shunting design. The engines were known as Jinties but the origins of this name are not known despite many theories being put forward. They differed from the preceding class in having larger smokeboxes and increased capacity tanks and bunkers.
Four hundred and fifteen engines were built between 1924 and 1931, plus another seven for the SDJR. They were built by a number of outside contractors and they were intended to replace the large number of varied shunting engines inherited by the LMS.
The engines were numbered 7100-7156 and 16400-1764 until 1934. Apart from the War Department locomotives, and two engines which were sold to the NCC in Northern Ireland in 1944 (and regauged to the 5 feet 3 inch gauge) which are detailed below all of the locomotives were taken into BR stock on nationalisation in 1948.
Several of the class were later used as departmental engines by BR. Apart from shunting, some engines were used on North London passenger services and others based at Bromsgrove for banking on the Lickey Incline.
47477, 47478, 47479, 47480, 47481, 47655 and 47681 were fitted for push-pull train working on the Western Region. They were allocated to Upper Bank depot which was transferred from Midland Region to Western Region ownership in 1950. Some of these also spent time at Swansea Victoria and Swansew East Dock.
47310-16 were built in 1929 for the Somerset & Dorset Joint Railway. They were numbered 19-25 and they became part of LMS stock in 1930.
On the outbreak of the Second World War in 1939 they were initially chosen as the standard shunting locomotive for the War Department, but later the more modern Hunslet “Austerity” 0-6-0ST was chosen in preference. Nevertheless, eight engines were transferred to the War Department in 1940 for overseas use. Five of these engines returned to Britain from France in 1948, complete with bullet holes in the tanks. 47659 had carried the name CORSAIR while in France. 47589 was carrying a chimney from a GWR Dean Goods 0-6-0 when it returned.
Two, 7456 and 7553, were converted to the 5 ft 3 in (1,600 mm) Irish broad gauge in 1944 and 1945 for use on Northern Counties Committee lines in Northern Ireland, becoming the NCC Class Y, and numbered 18 and 19. The engines were reboilered by the LMS in 1944, just before delivery to the NCC in August. The conversion to 5 ft 3 in gauge was simply done by reversing the wheels and renewing the tyres and crank pins. Their frames were not altered at all and, possibly due to the light nature of their work, the engines do not seem to have suffered from widening the gauge.
Designated Class Y, the engines were at first used on local trains to Carrickfergus but this practice was discontinued when it was discovered that the bearings were inclined to run hot. A test train of thirty wagons of coal was worked by No.19 from Belfast to Ballyclare Junction without any difficulty. No.18 worked a similar train but had trouble with lubrication. Subsequently, they were put to work on the Belfast Harbour Commissioners’ lines at Belfast docks where despite their relatively long wheel base they could negotiate a 4 chain (80 metre) curve if they proceeded slowly.
Altogether No.18 ran 219 441 miles on the NCC and a total of 612 266 miles in its life. A suspect crank pin led to its early withdrawal in 1956. No.19 ran 667 521 miles altogether, of which 291 971 were on the NCC. It lasted until 1963 although not doing much work in its final year.
In late Spring 1960 the Ulster Transport Authority acquired two 0-6-4Ts from the former Sligo, Leitrim and Northern Counties Railway, which took over duties on Belfast docks.
A total of 412 thus entered British Railways stock in 1948, rising to 417 by the end of the year.
47260 class locomotives were to be found all over the Midland Region on shunting duties which included station pilot work. Five of the class were deployed in Scotland around the Glasgow area with most spending time at Polmadie. On the Western Region there were a small number in the Swansea area of which some were fitted for push-pull working. In addition there were a very few allocated to Bath Green Park and Gloucester Barnwood. Some were utilised in old LMS depots in Yorkshire that in BR days transferred to the North Eastern Region. The odd one was also to be seen on the Eastern Region at places like Tilbury, Spittal Bridge, New England and Stratford. None were deployed on the Southern Region.
47298 was built at a cost of £3,168 by the Hunslet Engine Co Ltd. at Leeds and entered service in 1924 as 7138 but was renumbered 7298 in 1935.
It was initially allocated to Camden depot but moved on to Northampton four years later. Here it stayed until 1941 when it was transferred to Willesden. In 1942 it moved to Bletchley and this became its home until August 1954 when it moved to Sutton Oak, St Helens which was to become its final allocation before being withdrawn and sold for scrap.
Whilst at Bletchley it was renumbered 47298 following the nationalisation of the railways and the forming of BR in 1948.
William Breedon, the father of Brian, was employed to drive 47298 whilst it was based at Bletchley. He was assisted by George King as Fireman and Arthur Lee as shunter. William Breedon was assigned to shunting duties following an accident in November 1941 when he slipped off the step of LMS 12086 after someone had spilt oil. The locomotive was in the process of reversing off a turntable at the time and the accident resulted in every bone in his foot being crushed. He was then unable to operate on the main line as he was unable to run and place detonators on the line in the event of a breakdown etc. This restriction appears to have been ignored during the Second World War.
During its life it went through nine boilers, averaging a boiler change every five or six years. Normally a repaired boiler from another Jinty was received, but in 1938 a new one was fitted. Ten assorted heavy overhauls were carried out, together with a range of light repairs. Derby did some of this work but Bow (North London) is also mentioned on two occasions.
47298 spent its final period at Sutton Oak in store having been declared surplus in 1965 but was not withdrawn from service until December 1966 when it was sold to Woodham Brothers at Barry for scrap. It arrived at Barry in June 1967 and stayed there until July 1974 when it moved to Steamport at Southport.
47298 was fully restored at Steamport in 1979 took part in the Rocket 150 in 1980 and also steamed into Southport station for a joint Steamport/British Rail Joint Exhibition in April 1980.
In 1983 47298 was moved to the Llangollen Railway. During its time at Llangollen 47298 was painted blue and ran as Thomas the Tank Engine.
In April 1988 the locomotive moved to The East Lancs Railway.
In 1996 the locomotive hauled the reopening train on the Northampton & Lamport Railway.
In 2012 it was purchased by Ian Riley and moved to the East Lancs Railway. It has not been steamed since but had previously visited the railway back in 1988 a year after the Bury to Ramsbottom section of the railway opened.
The owner had hoped to have it back in steam before the end of 2017 but later revised this to 2018.
In December 2019 it was revealed that Ian Riley was in the process of selling the locomotive. It is understood that the locomotive will be based on a private railway once the overhaul has been completed.
The locomotive arrived back at Bury shed on the East Lancs Railway in October 2020 following a swift overhaul by its previous owner. It is not known how long the locomotive will stay at the East Lancs Railway.
Black-footed Ferret (Mustela nigripes) just coming out of a prairie dog burrow and starting its run around the town as it hunts. Image taken in Colorado.
I went out to check on the PMLR bridge a twilight or three ago. It's coming up wonderfully. Sites like this though engender some of the worst cases of wanting to trespass though. Oh, all the interesting angles there must be down there. I behaved myself on this particular evening though and found an interesting peek through the fence instead.
I shot this last night. I'm using it to present an idea to the owner of an insane Camaro race car for use on the side of it's trailer. Hope it's enough to portray the idea =)
Cheers
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