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Kingston Class coastal defense ships HMCS Brandon and HMCS Edmonton at the Lonsdale Quay for Fleet Weekend 2022.
Preserved Metropolitan Cammell Class 101 Diesel Multiple Unit (DMU) 101693 on a thoroughly miserable day at Sheringham Station on the heritage North Norfolk Railway in the County of Norfolk (UK).
101693 consists of Driving Motor Brake Second (DMBS) 51192 and Trailer Car 54352 with 51188 sometimes in the mix too.
All the individual cars will date back to 1957/1958 ish..
All my 101693's www.flickr.com/photos/stuart166axe/tags/101693 including a video of a cab ride.. sort of ;-) flic.kr/p/HNRNn7
My Sheringham and the North Norfolk Railway album flic.kr/s/aHsjBS95cu
Photograph taken by and copyright of my regular photostream contributor David and is posted here with very kind permission.
The Zeta-class submarine (also known as Type 913) was a class of six midget submarines built for the Yugoslav Navy at the Brodogradilište specijalnih objekata (English: Special objects shipyard) during the 1980s. They were designed with the purpose of laying small minefields and transporting naval special forces, with or without their submersibles, in shallow waters that were inaccessible for larger submarines. Due to their mission profile that called for a small design as well as the need to stay undetected, they lacked torpedo armament and a generator for battery recharging.
1936 built 620 class light pacific No.621 makes a spirited from departure from Mt Barker, as it approaches the Hurling Drive level crossing while working the Father's day Southern Encounter. This was 621's first revenue train, having been withdrawn in 2008 due to boiler troubles. She celebrates her 75th Birthday over the weekend of the 17th/18th September
Hybrid BR (Swindon) Trans Pennine Standard Mk.I Class 124 4-car dmu which include former cars from BR (Swindon) Inter City Class 123 dmu's. The set is made of Nos.E52097 (IC 123/1), E59821 (IC 183), E59768 (TP 180), E52092 (IC 123/2) with plated-up headcodes and front gangway doors in BR Inter City Rail Blue & Grey livery and all yellow front ends awaiting departure at Manchester (Piccadilly) on a service to Stalybridge - Huddersfield - Leeds (City), 08/82. Scanned slide taken with an Exacta.
1-11-91 Claycross South Jct
56016 trundles along the slow towards Chesterfield on an empty MGR coal train.
Kodachrome 200
British Rail Class 165 'Turbo' 3 car Diesel Multiple Unit (DMU) 165117 working the 2K57 10:13 (10:16 RT) Newbury- Reading Great Western Railway service train at Newbury Racecourse Station on the Reading to Taunton line in Berkshire (UK).
Note the train is wearing the now superseded First Great Western livery.
Photograph taken by and copyright of my regular photostream contributor David and is posted here with very kind permission.
Two of the Nederlandse Spoorwegen 60 strong 1100 class locomotives which date from 1950 and were based upon the SNCF Class BB 8100 design, they were extensively rebuilt between 1978 and 1982.
They operated on both freight and passenger turns and were the NS main locomotive until the arrival of Class 1600's.
Unfortunately they were very unpopular to a point of being downright hated by the drivers for a number of reasons, and they were paid a special bonus for driving them.
Here 1109 and 1111 stand at the buffer stops near to Zwolle station, the last of the class was withdrawn in 1999, although many were out of service before then.
Taken from the train whilst participating on the Werkgroep 1501's railtour "The Dutch Northlander".
24th April 1993
Earlier this year I received a number of Auscision's latest diesel-electric locomotive models, the 600 class as you can see. By far my favourite is the version in the original South Australian Railways red & silver. So you have to put up with several photos of these units.
Links: Healey Mills / Class 56 / Collections
November 19th 1988
Healey Mills
Class 56s galore! Seven of the class can be seen here with four Class 37s. Identified are, left to right, 56030, 56076, 56092 and 56075 West Yorkshire Enterprise.
In background is 08543 Rotherwood, a most unusual visitor, the only time I ever saw a Tinsley named shunter here.
The four Class 37s seen that day - 37294, 37230, 37372 and 37374. There were x2 Class 56s in large logo blue 56105 and 56114. Also present were two Class 31s - 31444 and 31467.
Ref 63-25
The Project 690 Kefal ("Mullet") class (known in the West by its NATO reporting name Bravo class) was a design of military submarines that were built in the Soviet Union. The boats were designed for use in ASW exercises, but could also be employed in a combat role. Four vessels were built, which were commissioned into the Soviet Navy between 1967 and 1970. All four boats were stricken in the 1990s. "SS-310" (pictured) is the last surviving submarine of this class. Located at the shipyard in Kherson.
Подводная лодка "СС-310".
Водоизмещение (надводное/подводное): 1912/2488 т. Размеры: длина - 69,6 м, ширина - 8,8 м, осадка - 6,25 м. Скорость хода (надводная/подводная): 12,2/17,5 узлов. Дальность плавания: над водой 2500 миль, под водой 400 миль. Силовая установка: дизель-электрическая, 1 винт. Вооружение: 1 533-мм носовой торпедный аппарат, 1 400-мм носовой торпедный аппарат, 10 торпед, 2 прибора ГПД. Глубина погружения: рабочая - 270 м., предельная - 300 м. Экипаж: 34 чел. История подлодки: Подводная лодка пр.690 "КЕФАЛЬ". Данная ПЛ-мишень предназначалась для проведения испытаний новых образцов противолодочного оружия, тренировки противолодочных расчетов и отработки тактики надводных, подводных и авиационных сил ПЛО в процессе их боевой подготовки. В соответствии с техническим заданием лодка-мишень должна была воспринимать удары реактивных глубинных бомб РГБ-60 калибром 212 мм, весом 110 кг и торпед калибром 533 мм, весом до 2200 кг (в инертном снаряжении), имеющих скорость хода до 50 уз. При этом сама подводная лодка-мишень должна была иметь скорость полного хода не менее 18 уз. Произведенные проработки показали, что невозможно обеспечить защиту прочного корпуса ПЛ пр.613 и 633 за счет зашивки легких корпусов деревянными брусьями с одновременным увеличением толщины обшивки и сохранении остойчивости ПЛ. Кроме того, не обеспечивалась заданная полная подводная скорость хода лодки-мишени. После того, как все заинтересованные организации убедились в невозможности переоборудования боевой ПЛ в лодку-мишень, надежно защищенную от ударов противолодочного оружия, было принято решение о проектировании и постройке специальной ПЛ-мишени. 28 февраля 1963 г. было подписано постановление ЦК КПСС и Совета Министров СССР о проектировании и строительстве ПЛ-мишени, предназначенной для практической отработки и обоснования точности наведения современных и проектируемых образцов противолодочного оружия и совершенствования тактики надводных, подводных и авиационных сил ПЛО. При выполнении проектных проработок ЦКБ-112 совместно с ЦНИИ им. А.Н.Крылова и 1-м ЦНИИ ВМФ разработали и в дальнейшем приняли к руководству следующий принцип обеспечения защиты прочного корпуса при ударе в легкий корпус ПЛ противолодочного оружия - соединять шпангоуты легкого корпуса со шпангоутом ПК (через обшивку) стойками, сминающимися при наружном ударе (оружия). Энергия удара должна гаситься работой, идущей на упругие деформации, деформации изгиба и среза обшивки и набора легкого корпуса, а также потерю устойчивости стоек. Устойчивость последних должна выбираться из условия передачи дополнительного давления на шпангоут ПК, уже нагруженного гидростатическим давлением при погружении подводной лодки на глубину 250 м (авторское свидетельство на изобретение №31588 от 25 октября 1965 г.). Другими словами, был сделан принципиальный вывод о том, что главным положением, которым следует руководствоваться при проектировании подводной лодки-мишени, является отказ от жестких связей, соединяющих наружный корпус с прочным корпусом. Среди общепроектных требований, оговоренных ТТЗ. наиболее сложным было обеспечить максимальную подводную скорость хода не менее 18 узлов, что для дизельной ПЛ достичь весьма непросто, особенно если учесть другое требование ТТЗ, ограничивающее выбор оборудования ПЛ из числа только серийно освоенного отечественной промышленностью. В связи с этим в проекте были приняты обводы хорошо обтекаемого тела и выбран, впервые среди отечественных ДЭПЛ, одновальный вариант. Общепроектные требования и ограничения, хотя и с трудом, но могли быть разрешены в конструкторском бюро, что же касается определения ударостойкости отдельных элементов корпусных конструкций, то они требовали натурных испытаний. Кроме того, для обеспечения защиты ПК от ударов торпед в проекте приняты следующие проектные мероприятия: все шпангоуты размещены внутри ПК; прочные цистерны размещены внутри ПК; шахта ВСУ, спасательный люк и входной люк установлены в плоскостях межотсечных переборок прочного корпуса (за исключением входного люка 3-го отсека); предусмотрены усиленные верхние крышки люков; сигнальный буй приподнят над прочным корпусом (зазор больше или равен 250 мм); надстройка в районе захлопок ПВД и газовыхлопа приподнята и выполнена аналогично конструкции легкого корпуса; съемные листы в надстройке имеют усиленную толщину и набор; переборки и выгородки в легком корпусе и в надстройке соединены с прочным корпусом через угольники, уменьшающие передачу динамической нагрузки на ПК; стрингеры цистерн легкого корпуса скруглены; аппарат ВИПС не подходит к обшивке легкого корпуса; предусмотрено усиление ограждения в районе выдвижных устройств; кнехты закреплены только на надстройке; ШУ-200 установлено на переборках ПК; клапаны вентиляции в районе ПК расположены под надстройкой. Заводская себестоимость постройки головной ПЛ (расчетная) составила около 17625 тыс. руб. Продолжительность цикла постройки головной ПЛ от начала работ до сдачи планировалась около 26 месяцев, от закладки до сдачи - 17,5 месяцев. Строительство серии этих ПЛ (4 ед.) вел завод им. Ленинского комсомола в Комсомольске-на-Амуре (главный строитель Л. Д. Пиков). В соответствии с решением ВМФ и минсудпрома от 18 октября 1967 г. из-за отсутствия опыта использования ПЛ-мишеней для головной ПЛ СC-368 был установлен годовой срок опытной эксплуатации, во время которой должны были проводиться испытания по специальной программе. В течение трех лет (1967-1970) завод им. Ленинского комсомола в Комсомольске-на-Амуре построил еще три ПЛ пр.690: СC-256 (1968 г.), СC-226 (1968 г.) и СC-310 (1970 г.) для ТОФ, СФ и ЧФ. Экипаж ПЛ был сокращенным и состоял из пяти офицеров и 28 матросов и старшин. Для них на корабле создали улучшенные бытовые условия. Послепостроечные испытания подводные лодки-мишени проходили на Тихом океане, а потом часть из них переходила по Северному морскому пути на европейские театры. По одной лодке-мишени было на Северном и Черноморском флотах. После того, как были построены и сданы флоту ПЛ пр.690, ВМФ, МСП и Министерством машиностроения в декабре 1974 г. было принято решение модернизировать ПЛ пр.690 для отработки по лодке-мишени стрельбы гравитационными противолодочными снарядами комплекса "Ливень". Подводная лодка "СС-310" была заложена в Комсомольске-на-Амуре на завод имени Ленинского комсомола в 25.04.1969 г (заводской №193). Спущена на воду в 1970 году, 31.10.1970 г. вступила в строй. В ноябре 1970 года вошла в состав Тихоокеанского флота. В 1975 году модернизирована для отработки по ней гравитационными противолодочными снарядами (РКП-5) комплекса "Ливинь" Была переведена на Черноморский Флот, включена в его состав. Вошла в состав 475-го дивизиона 14-ой дивизии ПЛ КЧФ с базированием на Феодосию. В конце 2000 года разоружена и передана в дар Украине (распоряжение Правительства РФ № 1687 от 19.10.1999 г.) с целью создания музея. 31.01.2001 г. подводная лодка "СС-310" была передана фонду "Славутич" (Украина) для переоборудования в музей (г. Киев) распоряжением Кабинета Министров Украины №23-р от 31.01.2001 г. Подлодка была оттранспортирована в г. Херсон, где находится на территории Херсонского судостроительного завода, до сих пор музея на ней не создано..
SWR Class 159 No.159104 passes Fairwood Junction,with the 13:17 Yeovil Junction to London Waterloo service,on the 6th of April 2023.
A Class 101 DMU at Keighley station on The Keighley and Worth Valley Railway soon after arriving from Oxenhope on 10th February 2019.
They have been trundling along the tracks between Ryde Pier Head and Shanklin for over 30 years, but the much-adored Class 483 former London Underground trains have now been retired following completion of the last passenger service tonight (Sunday).
The last train – 006 – arrived at Ryde St John’s Road at 23:21 but there was no fanfare to be seen due to the COVID-19 pandemic. Instead, 006 quietly pulled away from the station and into the depot sidings to mark the end of an era.
Within minutes the electricity was isolated and the line officially handed over contractors who took possession at 23:30.
A small number of people gathered for photographs of the retiring Island Line fleet, as they have been doing along the line for several months following the announcement that the Class 483s would finally be replaced.
Earlier on today 007 also ran for the last time, carrying out passenger operations until around 11:00. Both trains have carried a special destination plate entitled “483 Final Day 1989-2021”.
Class 483s at St John’s Depot now awaiting disposal
Readers will know the unmistakable clickity clack of the trains and that distinctive whistle but the line will now fall silent for 3 months as part of a £26million investment in Island Line. Track and platform adjustments will take place in January, February and March to enable the new Class 484 trains to enter service. A 30-minute timetable will come into operation in May thanks to a new passing loop which is to be created at Brading.
In the past few weeks, engineers have been struggling to keep the 80-year-old trains in operation with the service often suspended or down to an hourly service. However, hard work has paid off allowing the last 2 trackworthy trains to run for one final time this weekend. It is estimated that each train has completed over 3million miles over the past 8 decades.
L-R: Maintenance Fitters at Ryde depot Kieran Heatherington, Tony Long and Ian Butcher (Interim Depot Manager)
The trains are now set to be preserved both here on the Island and on the mainland. It has been confirmed, for the first time, that the Isle of Wight Steam Railway is to receive 2 carriages which will be preserved at Havenstreet. The London Transport Traction Group will take custody of another 2. It’s unknown at this time where the other carriages will end up.
Mark Hopwood, Managing Director of South Western Railway, has said:
“Today we’re saying goodbye to a truly iconic train fleet which is held in great affection by people living on the Island and elsewhere.
“These trains had already been carrying passengers for half a century by the time they arrived on the Island in 1989, coincidentally the same year that I started my first job on the railway, but they have served our customers well – even if they have on occasion shown their age. This is in no small part thanks to the exceptional team at Ryde Depot, who have gone above and beyond to keep the trains running.
“While this may be an emotional end to one era, it’s also the start of an exciting new one. The £26 million being invested in new trains and major infrastructure upgrades will help to deliver a railway fit for 2021, with performance and customer experience both set to be transformed”.
The history of the Class 483s
Originally built in 1938, these trains operated London Underground’s Northern Line during the war years and until they were withdrawn in the late 1980s having already completed over 40 years’ service.
In July 1989, the first of the 1938 stock (now the Class 483) arrived on the Isle of Wight to operate the 8.5-mile Island Line from Ryde Pier Head to Shanklin. The first carriages to arrive were 10184 and 11184 and they continued to operate until they were scrapped in 2006.
A Class 483 passing between Ryde St John’s and Smallbrook Junction in snowy conditions
When the ex-Underground stock arrived on the Island they were displayed with a ‘toothpaste’ livery, which by the early 2000s changed to a rather unique and brightly coloured Dinosaur livery. By 2007 a more toned down livery was applied – the London Transport red we see today.
Each train, which can travel up to 45mph, is made up of 2 cars with each car measuring 15.94m in length. The trains are powered by a 630v DC 3rd rail system.
The future of Island Line
In September 2019, South Western Railway announced £26m of investment in Island Line that would see the Class 483s replaced by VivaRail’s Class 484 trains, as well as improvements in infrastructure allowing for a trains service at regular 30 minute intervals.
In keeping with Island Line’s tradition of former London Underground trains, the new trains are refurbished former District Line trains but with modern features including WiFi, passenger information screens and dedicated wheelchair spaces.
The first of these new trains arrived on the Island on 19th November 2020. A total of 5x 2-car trains have been ordered and are expected to be in service for decades to come. They are displayed in a dark and light blue livery.
both Miho and Hanabi are representatives of their classes x) they are good children. actually their schools are build side by side and have shared play field and canteen
September 7th, 1976
Brean, near Weston-super-Mare
On yet another hot day during the brilliant 1976 summer Class 46 46002 (formerly D139) heads a train of clay wagons south towards Taunton
Ref 58-05
7-4-02 Stenson Jct
170109 & 170102 on Sunday diverted train via Stenson & Sheet stores junctions
time 11:09
43083 & 43076 on next diverted service arrive in the background
BR Class 08 diesel-electric shunter, entered service for British Railway in 1961 as D3925, she gained the name of ‘Eagle CURC’ (Cambridge University Railway Club) in 1993. Purchased by Telford Steam Railway in 2016 and repainted in RES (Rail Express Systems) livery. Photographed here on Father Day giving rides up and down the railway.
Preserved English Electric Type 3 Class 37 Co-Co diesel locomotive 37003 stabled in the sidings in the pouring rain at Dereham Station on The Mid Norfolk Railway in Norfolk (UK).
37003 was built by English Electric at The Vulcan Foundry Newton le Willows and entered service as D6703 on December 28th 1960.
37003 was withdrawn from traffic in September 1998.
EE Type 3 - Class 37 - 37115, with 'silver roof' Class 47's and a Class 31, at Liverpool Street station in the early-80s..
37115 was originally D6815, and later became 35514, and then 37609.
The loco is still in service today (2014), with DRS..
Restored from an unfocussed, grainy original..
Original slide - photographer unknown
British Rail Class 321 'Dusty Bin' 4 car 25kV Electric Multiple Unit (EMU) 321362 at the front of the 12 car 1Y55 18:49 (19:38 5L) Abellio Greater Anglia Ipswich- London Liverpool Street service train at Hatfield Peverel Station on the Great Eastern Main Line in Essex (UK).
My first HDR try
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I need your opinions
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CANON 500D
50mm
Class 195 DMU No. 195126 is seen at Preston with a Northern service to Windermere on 17th April 2023.
Preserved British Rail Class 89 25kV AC Co-Co electric locomotive 89001 being towed back to its home at the nearby Barrow Hill Railway Centre after being outshopped with a well deserved fresh coat of 1980s British Rail Inter City swallow livery at Toton TMD (Traction and Maintenance Depot) near Long Eaton in the County of Nottinghamshire (UK).
This unique 6000 bhp prototype electric locomotive was built at British Rail Crewe Works in 1986.
89001 had a very troubled service life and was written off as a nil value asset after its last revenue earning service train in July 1992.
Note space have been left for a nameplate to be attached which will almost definitely be it's original nameplate 'Avocet' which was removed on withdrawal from service in 1992.
All part of the continuing restoration of 89001 by 'The AC Locomotive Group'.
en.wikipedia.org/wiki/British_Rail_Class_89
www.flickr.com/photos/stuart166axe/tags/toton/
Photograph taken by and copyright of my occasional photostream contributor Mr David Lewis and is posted here with very kind permission.