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264 metre gauge steam locomotives of the YL class were built between 1952 and 1956. The first ten engines - including this 5001 - were built by Robert Stephenson & Hawthorns in the United Kingdom. The further 254 were built by Hitachi, Henschel and Mavag.
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LOCOMOTIVES OF INDIA
The locomotives of India presently consist of electric and diesel locomotives. Steam locomotives are no longer used in India, except in heritage trains. A locomotive is also called loco or engine.
The Bengal Sappers of the Indian Army were the first to run a steam locomotive in India. The steam locomotive named ‘Thomason’ ran with two wagons for carrying earth from Roorkee to Piran Kaliyar in 1851, two years before the first passenger train ran from Bombay to Thane in 1853.
CLASSIFICATION OF LOCOMOTIVES
In India, locomotives are classified according to their track gauge, motive power, the work they are suited for and their power or model number. The class name includes this information about the locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter denotes their motive power (Diesel or Electric) and the third letter denotes the kind of traffic for which they are suited (goods, passenger, mixed or shunting). The fourth letter used to denote locomotives' chronological model number. However, from 2002 a new classification scheme has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote their horsepower range. Electric locomotives don't come under this scheme and even all diesel locos are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a WDP-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become non-functional now. They retained their original class names such as M class or WP class.
THE CLASSIFICATION SYNTAXES
THE FIRST LETTER (GAUGE)
- W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft 6 in)
- Y – metre gauge (the "Y" stands for Yard Gauge - 3 ft or 1000mm)
- Z – narrow gauge(2 ft 6 in)
- N – narrow gauge (toy gauge) (2 ft)
THE SECOND LETTER (MOTIVE POWER)
- D – diesel
- C – DC electric (can run under DC overhead line only)
- A – AC electric (can run under AC overhead line only)
- CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is considered a single letter
- B – Battery electric locomotive (rare)
THE THIRD LETTER (JOB TYPE)
- G – goods
- P – passenger
- M – mixed; both goods and passenger
- S – shunting (also known as switching engines or switchers in the USA and some other countries)
- U – multiple units (EMU/DMU)
- R – Railcars
For example, in "WDM 3A":
- "W" means broad gauge
- "D" means diesel motive power
- "M" means suitable for both goods and passenger service
- "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more)
Or, in "WAP 5":
"W" means broad gauge
"A" mean AC electric traction motive power
"P" means suitable for Passenger service
"5" denotes that this locomotive is chronologically the fifth electric locomotive model used by the railways for passenger service.
BROAD GAUGE (5 ft 6 in) LOCOMOTIVES USED IN INDIA
STEAM TRACTION
COMPANY DESIGNS
In the nineteenth century, the various railway concessions ordered locomotives to their own specification, usually from British manufacturers. This multiplicity of similar, but different designs, increased manufacturers' costs and slowed production. During the 1890s, British manufacturers had full order books, so Indian railway companies looked to Germany and the United States for locomotives.
BENGAL NAGPUR RAILWAY
- Class F – 0-6-0
- Class GM – 2-6-0. Probably modified.
- BNR class HSG – 2-8-0+0-8-2 Garratt homed at Bengal Nagpur Railway (BNR) now Eastern Railway and South-Eastern Railway. First successful Garratts in India.
- Class M – 4-6-2. Probably modified.
- BNR class N – 4-8-0+0-8-4 Garratt. Largest locomotive to run in India. Highest capacity to hold water as compared to any Garratt in the world. One is preserved at National Rail Museum, Delhi.
- BNR class NM – 4-8-0+0-8-4 Garratt. Similar to N class. Ten built in 1931 by Beyer Peacock. Withdrawn in the late 1960s.
- BNR class P – 4-8-2+2-8-4 Garratt. Four built by Beyer Peacock in 1939. In the early 1970s, they were at Bhilai (BIA) shed before being withdrawn.
BOMBAY, BARODA AND CENTRAL INDIAN RAILWAY
- BB&CI class P – 4-6-2;
- Class A - 2-4-0T. Probably an Atlantic. Belonged to Palej shed.
- Class U36 – 0-4-2 used for hauling suburban trains at Mumbai.
- Class D1 – 4-4-0. One of them named Princess May.
- Class M – 4-6-2. Probably modified.
EASTERN BENGAL RAILWAY
EAST INDIAN RAILWAY COMPANY
- Class CT – 0-6-4T. Probably converted to Super-heater.
- EIR class G – 2-2-2T. First two named Express and Fairy Queen Built in 1856, the latter is the world's oldest locomotive to be in working order. Later rebuilt by Perambur Loco Works. Housed at E.I.R.
- EIR class P – 4-6-0;
GREAT INDIAN PENINSULA RAILWAY
- GIPR classes Y1, Y2, Y3, and Y4 – 0-8-4T. Used on Thull ghat as bankers (for pushing trains up the ghat).
- GIPR Class F – 2-6-0.
- GIPR Class F3 – 2-6-0.
- GIPR class J1 – 0-6-0
- Class D4 – 4-6-0. One named Hero.
- Class D5 – 4-6-0 Passenger locomotive.
- Class E1 – 4-4-2 Atlantic built by North British Locomotive Co. Ltd between 1907-8. Rebuilt with super-heater between 1925-28.
- Class T – Tank locomotive was used for hauling Mumbai suburban trains on G.I.P.R.
- Class Y – 2-8-4T
- Crane Tank – 0-6-0T. One is preserved at National Rail Museum, New Delhi.
MADRAS AND SOUTHERN MAHRATTA RAILWAY
- M&SM class V – 4-4-0. One is preserved.
- Class BTC – 2-6-4T. Based on BESA specifications.
- Class T – 0-4-2 at Madras.
NIZAM´S GUARANTEED STATE RAILWAY
- NSR class A - 2-6-0T owned by Nizam State Railway (NSR). One (No. 48) preserved at National Rail Museum,Delhi. Probably an Atlantic.
NORTH WESTERN RAILWAY (BRITISH INDIA)
- Class EM – 4-4-2 probably modified. One preserved at National Rail Museum,Delhi.
- NWR class GAS – 2-6-2+2-6-2 Garratt owned by North
Western Railway (NWR) now most of which is in Pakistan. Only one built in 1925. Retired in 1937.
- NWR class P – 2-4-0;
- Class E1 – 4-4-2.
- Class N1 – 4-8-0
OUDH AND ROHILKHAND RAILWAY
- Class B26 – 0-6-0. One preserved at National Rail Museum,Delhi.
SOUTH INDIAN RAILWAY
OTHERS
- Class B – 2-6-0.
- Class E – 2-4-0.
- Class F – 2-8-2 built between 1926-1950 by Nasmyth Wilson for service on Central Railway (CR).
- Class G – 2-6-0 probably meant for freight.
- Class NA2 –
- Class PTC – 2-6-4T owned by Delhi at Northern Railway (N.R.). Probably Converted Passenger locomotives.
- Class Y2 – 2-8-2T. These are reclassified L2.
- Phoenix – 0-4-0T. One is preserved at National Rail Museum, Delhi
- Ramgotty – 2-2-0T. One is preserved at National Rail Museum, Delhi. Converted to Broad Gauge. Oldest locomotive at National Rail Museum, Delhi.
- Sultan, Sahib and Sindh – These are the ones which hauled the legendary train from VT to Thana in 1853.
BRITISH ENGINEERING STANDARDS ASSOCIATION (BESA) DESIGNS
After acrimonious words in The Times and Parliament, the British Engineering Standards Committee (later British Engineering Standards Association or BESA) began to design a series of locomotives for use by all railways in India. The first two designs emerged in 1903: a 4-4-0 passenger, and 0-6-0 goods. The designs were revised in 1905 and 1906 with additional types added due to requests for heavier and more powerful locomotives:
- Class SP – Standard Passenger – 4-4-0;
- Class SG – Standard Goods – 0-6-0;
- Class PT – Passenger Tank – 2-6-4T;
- Class HP – Heavy Passenger – 4-6-0;
- Class AP – Atlantic Passenger – 4-4-2;
- Class HG – Heavy Goods – 2-8-0;
- Class HT – Heavy Tank – 2-8-2T.
These BESA designs however were advisory, not mandatory, and were customized by the railway companies to their own taste. The railway companies could not even agree to use the same classification system: only the state operated railways used the class designations SP, SG, PT, HP, AP, HG and HT. Once superheating became accepted, superheated versions were classified SPS, SGS, etc. if built with superheaters, and SPC, SGC, etc. if converted from saturated to superheated.
INDIAN RAILWAYS STANDARD (IRS) DESIGNS
After World War I, new, larger, more powerful locomotives were designed by the British consulting engineers to the Indian Government. These started to appear from 1927 onwards:
- Class XA – branch passenger 4-6-2 design, 12.5-ton axleload;
- Class XB – light passenger 4-6-2 design, 17-ton axleload;
- Class XC – heavy passenger 4-6-2 design, 19.5-ton axleload;
- Class XD – light goods 2-8-2 design, 17-ton axleload;
- Class XE – heavy goods 2-8-2 design, 22.5-ton axleload;
- Class XF – light shunting 0-8-0 design, 18-ton axleload;
- Class XG – heavy shunting 0-8-0 design, 23-ton axleload;
- Class XH – 4-cylinder 2-8-2, 28-ton axleload (none built);
- Class XP – experimental passenger 4-6-2, 18.5-ton axleload;
- Class XS – experimental 4-cylinder 4-6-2, 21.5-ton axleload;
- Class XT – light tank 0-4-2T, 15-ton axleload.
WORLD WAR II DESIGNS
During World War II, large numbers of 2-8-2 locomotives were acquired from the United States and Canada, and were designated as classes AWD and CWD respectively. The Baldwin Locomotive Works adapted the USATC S160 Class locomotive design India which became class AWC. 60 broad gauge locomotives were built in 1944 as part of an order of 180 locomotives to the S160 design. In addition to modified frame spreaders, axles, cylinders, and cab, the Indian locomotives had a turbo-generator and electric lighting fitted, which was not included in the standard design for use in Europe. Many parts, including boilers, were identical to those used for the standard gauge locomotives.
INDIAN GOVERNMENT RAILWAYS (IGR) STANDARD DESIGNS
Shortly before World War II, new classes were designed; but it would post-war before many of them came into service. These new designs were signalled by the change of broad gauge prefix from 'X' to 'W'. In addition, plans were put into place to start manufacturing locomotives in India. The new classes were:
- Class WP – passenger 4-6-2, 18.5-ton axleload;
- Class WG – goods 2-8-2, 18.5-ton axleload;
- Class WL (1st) – light 4-6-2, 16-ton axleload (four for North Western Railway in 1939; all to Pakistan at Partition);
- Class WL (2nd) – light 4-6-2, 16.75-ton axleload;
- Class WM – 2-6-4T, 16.25-ton axleload;
- Class WT – 2-8-4T, 18-ton axleload;
- Class WU – 2-4-2T, 16.5-ton axleload;
- Class WV – 2-6-2T, 16.25-ton axleload;
- Class WW – 0-6-2T, 16.5-ton axleload.
All broad gauge steam locomotives in India have been withdrawn from normal service, with only occasional steam specials continuing to operate.
DIESEL TRACTION
CLASSIFICATION CODES
- WDM – Wide Diesel Mixed
- WDP – Wide Diesel Passenger
- WDG – Wide Diesel Goods
- WDS – Wide Diesel Shunter
- WCDS – Wide Converted Diesel Shunter
MIXED TYPE LOCOMOTIVES
- WDM 1 (First mainline diesel electric locomotives used in India. Introduced in 1957. Imported from ALCO. Out of service now. 1950 hp)
- WDM 2 (Most widely used and first homemade mainline diesel-electric locomotives in India. Original prototypes were made by ALCO. Introduced in 1962. More than 2700 have been made. Rated at 2600 hp)
- WDM 2A,WDM 2B (Technical variants of WDM 2. WDM2A stands are dual braked and WDM2B are air braked usually)
- WDM 2G It is the first Multi-Gen-set locomotive of Indian Railway manufactured by DLMW, Patiala in 2013. As of February 2014 only one loco has entered service and has been numbered as #80000. It has been cleared for a max. speed of 105 km/h.
- WDM 3 (Only 8 were imported. They used hydraulic transmission and are currently non-functional. 2500 hp. 120 km/h. Built in 1970 by Henschel & Son)
WDM 3A (Formerly WDM 2C. Another WDM 2 variant. It is not related to WDM 3. Max speed 120 km/h. 30450kgf of tractive effort. Built since 1994) One of the most heavily used diesel locomotives in India at present.
- WDM 3A R (Formerly WDM 2. It is a rebuilt with DBR fitted on Short Hood. It is not related to WDM 3. They are rebuilt at DLMW, Patiala)
- WDM 3B (Co-Co bogies. Rated at 120 km/h. Homed at Uttar Pradesh sheds. 23 built by DLW. Similar to WDM3D. 3100 hp)
- WDM 3C, WDM 3D (higher powered versions of WDM 3A. 3300 hp. WDM3C is rebuilt from WDM2. WDM3C max speed 120 km/h. WDM3D max speed 160 km/h)
- WDM 3E (Reclassified as WDM 3D. Restricted to freight at 105 km/h. 8 units known. Manufactured by DLW. 3500 hp)
- WDM 3F Manufactured by Diesel Locomotive Works (DLW). 3600 hp. HAHS bogies. Conventional DBR. Air brake only.
- WDM 4 (Entered service along with WDM 2. Prototypes designed by General Motors. Though considered superior to WDM 2 in many ways, these locomotives weren't chosen as General Motors did not agree to a technology transfer agreement. 2600 hp)
- WDM 6 (Very rare class; only two were made; Exported to Sri Lanka. Rated at 1350 hp. Max speed 75 km/h. 19200kgf tractive effort. Fabricated Bo-Bo bogies)
- WDM 7 (Fifteen of these locos were built from June 1987 through 1989, they were designed for branch-line duties, but they are now used mostly for shunting. Rated at 2000 hp)
Note: No locomotive class was designated as WDM 5 in India.
PASSENGER LOCOMOTIVES
- WDP 1 (Bo-Bo bogies. 80 tons weight. Rated speed of 140 kmph. 12 cylinder engine. 2300 hp. Built by DLW in 1970. Homed at Vijayawada and Tughlakabad sheds only.)
- WDP 2 (New class name WDP 3A. Dedicated passenger diesel locomotive. Entered service in 1998. Max speed 140kmph. Built by DLW. 29.25 tons of tractive effort. 3100 hp)
- WDP 3 (These locomotives are actually prototypes of the class WDP 1 and never entered serial production. Designed in 1996 by DLW. 2300 hp. Co-Co bogies.)
- WDP 4 (EMD (former GM-EMD) GT46PAC, fundamentally a passenger version of the WDG 4 (GT46MAC). 4000 hp)
- WDP 4B (EMD (former GM-EMD) GT46PAC, An improved version of the WDP 4, this is a more powerful version and has 6 traction motors, just like the WDG 4. Also comes with wider cabin to aid visibility and minor exterior design changes.As of now,serial production of the single cab locomotives has been stopped. 4500 hp)
- WDP 4D (EMD (former GM-EMD) GT46PAC, This is basically a - WDP 4B with twin cabs. Minor changes were made to the locomotive to facilitate the addition of a second cabin. This locomotive comes with LCD instrument display and toilet for the drivers. Has entered serial production and regular service. 4500 hp.
GOODS LOCOMOTIVES
- WDG 2 (New class name WDG 3A. These class is actually a technically upgraded form of WDM 2. Max speed 100 km/h. Built by DLW)
- WDG 3B, WDG 3C, WDG 3D (Technical upgraded forms of WDG 2 or WDG 3A. WDG 3B and WDG 3C are rebuilt to WDG 3A. WDG 3C is rated at 3330 hp.)
- WDG 4 (Dedicated goods locomotives. These are General motors' GT46MAC models. First units were imported in 1999. They are numbered from #12000 upward till #12999 and #70000 upwards. Local production started in 2002. 4000-4500 hp)
- WDG 4D (Technical variant of WDG4 with dual cabs. IGBT. Max speed 105 km/h restricted to 100 km/h. Air conditioned cabs. First dual cab freight dedicated diesel engine in India)
- WDG 5 (Another Freight dedicated Locomotive developed by Diesel Locomotive Works and Supported by Electro Motive Diesels. First unit was rolled out from DLW on 25 February 2012. They are numbered from #50001 upward (Two produced as of 29 April 2015). Rated at 5500 hp. Equipped with Fire Control System, TFT Display and Driver's Toilet. The locomotive/series is named 'BHEEM', after the strong Pandav brother from epic of Mahabharat. The locomotive has completed its trials and has entered serial production. These locomotives are assigned to the Sabarmati Diesel Loco Shed.
SHUNTING LOCOMOTIVES (also known as switching engines)
- WDS 1 (First widely deployed and successful diesel locomotives used in India. Imported in 1944-45. currently out of service. 386 hp)
- WDS 2 (o-C-o bogies. 8 cylinder engine. Homed at Central Railway. Max speed 54 kmph. Built by Kraus Maffei in 1954-55. 440 hp. 15420kgf of tractive effort)
- WDS 3 (All locomotives of this class were rebuilt and reclassified as WDS 4C in 1976-78. 618 hp. 17100kgf of tractive effort. Built in 1961)
- WDS 4,WDS 4A,WDS 4B,WDS 4D (Designed by Chittaranjan Locomotive Works. 600-700 hp. C bogies. Built between 1968-97.)
- WDS 4C (Rebuilt by CLW, WDS 3 locos as mentioned above. 700 hp. 18000kgf tractive effort. C bogies. Out of service. Max speed 65kmph.)
- WDS 5 (Some of these locomotives are used for industrial shunting. A few are used on Indian Railways. Rated at 1065 hp)
- WDS 6 (Heavy-haul shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at 1200/1350 hp)
- WDS 6R, WDS 6SL and WDS 6AD (Technical variants of WDS 6. WDS6SL is exported to Sri Lanka. WDS6AD has a max speed of 50 kmph and a 6-cylinder engine.)
- WDS 8 (Only five of these were made by CLW, and all were transferred to steel works 800 hp. Max speed 35kmph. 22000kgf tractive effort)
There were also a few hydraulic diesel shunters in use at Integral Coach Factory, Diesel Locomotive Works and Chittaranjan Locomotive Works. These were rated at 250 hp.
Note: There is no electric shunting engine in India. Classes from WDS 1 to WDS 4D have hydraulic transmission. The WDS 4, 4B, 4C and 4D are the only still existing broad gauge locomotives with diesel-hydraulic transmission.
CONVERTED LOCOMOTIVES
WCDS6 is a converted YDM4 locomotive into a broad gauge locomotive. This rebuilding was carried out by the Golden Rock shed. It was built for large industrial concerns. The first one was delivered to RITES. Rest being same, new water and air lines are added. They also have a modified control stand and dual brake system. Also, they have Broad Gauge bogies and under-frames.
DIESEL MUTIPLE UNITS
A few routes in India currently have Diesel multiple unit service. Depending on the transmission system they are classified as DEMU (diesel-electric transmission) or DHMU (diesel-hydraulic transmission). There are diesel railcar service in a few places known as 'railbus'.
DC ELECTRIC TRACTION
Note: These locomotives are no longer used, or were used only in sections around and in Mumbai which is the only location in India still or was using DC traction. The power operated is 1500V DC.
MIXED TYPE LOCOMOTIVES
- WCM 1 (First electric locomotives with the now familiar Co-Co wheel arrangement to be used in India. Seven built by English Electric at Vulcan Foundry in 1954–55. 3700 hp)
- WCM 2 (Out of service. Co-Co bogies. 120 kmph speed. 12 Built by Vulcan Foundry between 1956-57. Modified by RDSO. 3120 hp)
- WCM 3 (3600 hp. Co-Co – Used in Kolkata, then transferred to Mumbai; three built by Hitachi in 1958. Out of service. Max speed 120kmph)
- WCM 4 (4000 hp. Co-Co – seven built by Hitachi in 1960. Out of service. Rated at 120 kmph. Meant for freight. 31300kgf tractive effort)
- WCM 5 (Built by Chittaranjan locomotive works to RDSO's design specifications. Auxiliaries by Westinghouse and North Boyce. Built in 1962, these are India's first indigenously designed DC electric locomotives. The first was named Lokamanya after the freedom fighter Bal Gangadhar Tilak. 3700 hp Co-Co.)
- WCM 6 (5000 hp, only two were built in 1995 by CLW. Now converted to run on AC power. 105kmph initially now restricted to 65kmph )
PASSENGER LOCOMOTIVES
- WCP 1, WCP 2 (GIPR EA/1 and EA/2. Historically very important locomotives as these are the very first electric loco to be used in India. The first locomotive was named as Sir Roger Lumley and is currently preserved in the National Rail Museum, New Delhi. Swiss Locomotive and Machine Works (SLM) built one in 1928 and 21 in 1930 (WCP1), and one in 1938 (WCP2). 1′Co2′ wheel arrangement; 2160 hp)
- WCP 3, WCP 4 (GIPR EB/1 and EC/1, these are also among the earliest electric locos used in India. One of each class built by Hawthorn Leslie and Company in 1928; 2′Co2′ wheel arrangement.)
GOODS LOCOMOTIVES
- WCG 1 (GIPR EF/1. These are Swiss crocodile locomotives imported in 1928 from Swiss Locomotive and Machine Works (ten) and Vulcan Foundry (30). These are among the earliest electric locos used in India. The first locomotive was named as Sir Leslie Wilson and is currently preserved in the National Rail Museum, New Delhi. 2600–2950 hp)
- WCG 2 (Designed by Chittaranjan locomotive works in 1970. 57 built until 1977. 4200 hp. Max speed 90kmph. 35600kgf tractive effort. Were used extensively around the year 2000 when Mumbai was out of traction power. Out of service.
ELECTRIC MULTIPLE UNITS
WCU 1 to WCU 15 (Used in Mumbai region only)
AC ELECTRIC TRACTION
The 25 kV AC system with overhead lines is used throughout the rest of the country.
MIXED TYPE LOCOMOTIVES
- WAM 1 (Among the first AC electric locomotives used in India. Introduced in 1959. Now out of service. 3010 hp. Max speed 112kmph)
- WAM 2 (Out of service. Bo-Bo Bogies. Max speed 112 kmph. Built by Mitsubishi between 1960-64. 2910 hp. 25240kgf tractive effort)
- WAM 3 (Out of service. Bo-Bo bogies. Same as WAM 2 except for reverse pantographs. Built in 1964 by Mitsubishi)
- WAM 4 (Indigenously designed by Chittaranjan Locomotive Works in 1970. Highly powerful class. One of the most successful locomotives in India. 3850 hp)
- WAM 4B, WAM 4P, WAM 4PD, WAM 4PR, WAM 4PDBHS, WAM 46PD, WAM 4PDB3P, WAM 42S3P, WAM 46PDBHS, WAM 46PE, WAM 4G, WAM 4H and WAM 4E (Technical variants of WAM4)
PASSENGER LOCOMOTIVES
- WAP 1 (Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi Rajdhani Express. A very successful class. 3900 hp. Max speed 130 kmph).
- WAP 2 (Decommissioned in the late 1980s. Similar to WAM2 & 3. 4 built. Also had Flexicoil Mark-ll bogies. 2910 hp. Only 4 units built)
- WAP 3 (Rebuilt to WAP-1. Similar to WAP-1. Approximated speed of 160 kmph restricted to 145 kmph. 5 Built since 1987.)
- WAP 4 (Upgraded from WAP 1 for higher loads by Chittaranjan locomotive works in 1994. One of the most successful locomotives in India. Very powerful class. 5000 hp. Tested for Max speed 160 kmph. Restricted to 140 kmph)
- WAP 5 (Imported in 1995 from Switzerland and used on premier express trains. 5450 hp. Max speed tested for 184 kmph. Restricted to 160 kmph)
- WAP 6 (Most of them rebuilt to WAP-4. Max speed 170 kmph. 16 built by Chittaranjan Locomotive Works in 1997. 5000 hp.)
- WAP 7 (Same design as WAG 9 with modified gear ratio. Highly powerful class. 6000 hp. Tested for 155 kmph. Restricted to 140 kmph. Built by CLW since 2000)
GOODS LOCOMOTIVES
- WAG 1 (Out of service after 2002. B-B bogies. Max speed 80 km/h. Built by several builders between 1963-66. 2930 hp. First freight dedicated locomotive under AC traction)
- WAG 1S (Technical variants of WAG 1)
- WAG 2 ( Out of service. B-B bogies. Max speed 80 km/h. WAP 2 are technical variants of WAG 2. Built by several builders between 1964-65. 3450 hp)
- WAG 3 (Out of service. Monomotor bogies. Max speed 80 km/h. 10 Built in 1965. 3590 hp. 30000 kgf tractive effort. Above 6000 tons hauling capacity up to 70 km/h on level track)
- WAG 3A (Technical variant of WAG 3)
- WAG 4 (Out of service. B-B bogies. Max speed 80 km/h. Technical variants are WAG 4A,D. Built by Chittaranjan Locomotive Works between 1966-71. 3590 hp)
- WAG 5 (The most successful electric locomotives in India. Designed by Chittaranjan locomotive works in 1984. More than 1100 were made. 3850 hp)
(WAG 5A, WAG 5B, WAG 5D, WAG 5E, WAG 5H, WAG 5HA, WAG 5HB, WAG 5HD, WAG 5HE, WAG 5PE, WAG 5RH - Technical variants of WAG 5)
- WAG 6A (Imported from Allmänna Svenska Elektriska Aktiebolaget (ASEA). 6110 hp. Max speed 100 km/h. Bo-Bo-Bo Bogies. The most powerful non-3 phase AC electric locomotives in India)
- WAG 6B, WAG 6C (Variants of WAG 3A. Built by Hitachi in 1988. Regenerative brakes. 44950 kgf tractive effort. Upgradeable to 160 km/h)
- WAG 7 (Very successful class. Built by CLW and BHEL. 5350 hp. 41000kgf. Max speed 100kmph. 123tons in weight)
- WAG 7H (Technical variant of WAG7 with 132tons of weight and 45000kgf of tractive effort. Two units built)
- WAG 8 (Out of service. Similar in looks to WCAM 2 and technically to WCAM 3. Built by BHEL in 1998. Experimental class)
- WAG 9 (Currently the most powerful class in India, rated at 6350 hp. Same design as WAP 7 with modified gear ratio. Designed by Adtranz, Switzerland.)
(WAG 9H, WAG9i and WAG9Hi - Technical variants of WAG9. WAG9H is the heavier version. WAG9i is the one fitted with IGBT traction converters. WAG9Hi is probably a combination of WAG9H and WAG9i)
ELECTRIC MULTIPLE UNITS
- WAU 1 to WAU 4
DUAL (both AC and DC) traction
Main article: Indian Railways WCAM class
Note: These locomotives are used only in sections around Mumbai. They can run under AC traction too. The main purpose behind the manufacture of these type of locomotives was to provide transportation in and out Mumbai area without changing the engine.
-MIXED TYPE LOCOMOTIVES
WCAM 1 (Designed by Chittaranjan Locomotive works, total 53 were built and supplied between 1975-79. All owned by Western Railway) Only locomotive currently used having reverse pantographs. Now decommissioned.
- WCAM 2/2P (Designed by Bharat Heavy Electricals Limited, total 20 were built and supplied between 1995-96. Tested 135kmph under AC)
- WCAM 3 (50 Designed by Bharat Heavy Electricals Limited. 4600 hp under DC traction and 5000 hp under AC traction. All owned by Central Railway. Most widely used loco in the Mumbai Pune section).
GOODS LOCOMOTIVES
- WCAG 1 (12 Designed by Bharat heavy electricals limited between 1999-2000. Similar to the WCAM 3 in outer structure. 4600 hp under DC traction and 5000 hp under AC traction.
Note: There is no dedicated dual current passenger locomotive in India, but in Mumbai area, there are some EMUs which can run under dual traction.
BATTERY TRACTION
In 1927, English Electric and WBC built 2 shunters for use in yards at Bombay(now Mumbai). They had Bo-Bo bogies. Rated at 240 hp. They weighed 58 tons.
METRE GAUGE (3 ft 3⅜ in) LOCOMOTIVES USED IN INDIA
STEAM TRACTION
COMPANY TYPES
Nilgiri Mountain Railway X class
BESA DESIGNS
Passenger 4-6-0
Mixed-traffic 4-6-0
Goods 4-8-0
Tank 2-6-2T
WARTIME DESIGNS
Class MAWD – 2-8-2 USATC S118 Class
Class MWGX – 4-6-2+2-6-4 Garratt
INDIAN RAILWAY STADARDS DESIGNS
- Class YA – 4-6-2 with 9-ton axleload (none built);
- Class YB – 4-6-2 with 10-ton axleload
- Class YC – 4-6-2 with 12-ton axleload
- Class YD – 2-8-2 with 10-ton axleload
- Class YE – 2-8-2 with 12-ton axleload (none built)
- Class YF – 0-6-2; later examples were 2-6-2
- Class YK – 2-6-0 version of the 2-6-2 YF
- Class YL – 2-6-2
- Class YT – light 0-4-2T
- Class YG – 2-8-2 goods locomotive
- Class YP – 4-6-2 passenger locomotive
DIESEL TRACTION (MIXED TYPE ONLY)
- YDM 1 - The first diesel locomotives on 1,000 mm (3 ft 3 3⁄8 in) metre gauge. Imported from Britain in 1955. They were 20 in number. Mainly found on Western Railway. Phased out by the 1990s.
- YDM 2 - Originally used on Southern Railway. Built by CLW. Only 41 in numbers. Mostly used for shunting purposes or to pull short passenger trains.
- YDM 3 - Produced by GM-EMD in 1961-62. (Model no. GA-12). Mainly found near Ahmedabad. (Sabarmati Loco Shed).
- YDM 4 - Most widely and successful diesel locomotive used in India on meter gauge. 550 units produced by DLW (Varanasi) and Alco. Found in Mhow, Sabarmati Phulera, Lumding, Coonoor, Villupuram, Izatnagar Sheds and many other sheds.
- YDM 4A - The 99 locos supplied by Montreal Locomotive Works in 1964-69.
- YDM 5 - Same specifications as of YDM-3 but an addition of 10 t (9.8 long tons; 11.0 short tons) weight to the axles. Supplied by GM-EMD in 1964.
Currently all diesel locomotives except YDM-4 and YDM-4A are supposed to be withdrawn from service.
ELECTRIC TRACTION
ELECTRIC LOCOMOTIVES
- YCG 1 (These locomotives are among the earliest electric locomotives in India. This class was imported to serve the Chennai area in the early 1930s.)
- YAM 1 (These locomotives were in service until 2002 around Chennai. 1740 hp). 20 were Imported from Japan
ELECTRIC MULTIPLE UNITS
- YAU class (First EMU service in India. Introduced in the 1920s in Chennai area).
NARROW GAUGE (2 ft 6 in and 2 ft) LOCOMOTIVES USED IN INDIA
STEAM TRACTION (2 ft 6 in)
COMPANY DESIGNS
- Barsi Light Railway class A – 0-8-4T
- Barsi Light Railway class B – 4-8-4T
- Barsi Light Railway class C – 0-6-0ST
- Barsi Light Railway class D – 0-4-0
- Barsi Light Railway class E – Sentinel railcars
- Barsi Light Railway class F – 2-8-2
- Barsi Light Railway class G – 4-6-4
INDIAN RAILWAY STANDARDS DESIGNS
- Class ZA – 2-6-2 with 4.5-ton axleload (none built);
- Class ZB – 2-6-2 with 6-ton axleload;
- Class ZC – 2-8-2 with 6-ton axleload (none built);
- Class ZD – 4-6-2 with 8-ton axleload (none built);
- Class ZE – 2-8-2 with 8-ton axleload;
- Class ZF – 2-6-2T with 8-ton axleload
STEAM TRACTION (2 ft)
COMPANY DESIGNS
DARJEELING HIMALAYAN RAILWAY
- DHR A Class – 0-4-0WT;
- DHR B Class – 0-4-0ST; 777 and 778 preserved
- DHR C Class – 4-6-2
- DHR D Class – 0-4-0+0-4-0 Garratt
INDIAN RAILWAY STANDARDS DESIGNS
- QA – 2-6-2 with 4.5-ton axleload (none built).
- QB – 2-6-2 with 6-ton axleload (none built);
- QC – 2-8-2 with 6-ton axleload (none built).
DIESEL TRACTION (2 ft 6 in) (mixed type only)
- ZDM 1 (Available at Gwalior Junction)
- ZDM 2
- ZDM 3 (Later rebuilt as ZDM 4C class)
- ZDM 4 (Available at Gwalior Junction)
- ZDM 4A
- ZDM 4B, 4C, 4D
- ZDM 5
DIESEL TRACTION (2 ft) (mixed type only)
- NDM-1 - for the Matheran Hill Railway
- NDM-5 - for The Maharaja Railways of India
- NDM-6 – this class is currently in operation on the Darjeeling Himalayan Railway and the Matheran Hill Railway
BATTERY TRACTION
- NBM 1 – designed by BHEL in 1987; powered by battery.
Note: All narrow gauge locomotives in India are mixed type locomotives.
Note: There is no narrow gauge electric locomotive in India.
WIKIPEDIA
Wallpaper: i.imgur.com/ztJCpBi.jpg
Clock/Date: Elegance - www.deviantart.com/download/244373054/rainmeter___eleganc...
Sidebars/Taskbar Items: Enigma - github.com/downloads/Kaelri/Enigma/Enigma4Patch1.rmskin
List: Mediterranean Defense - www.mediafire.com/download/jpmgml84diyg1jf/Animus-BlackRo...
Do I Need A Jacket?: DINAJ - www.deviantart.com/download/264544648/do_i_need_a_jacket_...
Hide Taskbar: MagicTaskbar - rocketdock.com/addon/misc/3425
Game Launcher: Launcher - dl.dropboxusercontent.com/u/11502656/Rainmeter/gamelaunch...
When it comes to the Game Launcher, you'll need to edit to suit your games/images.
Here's some code from the skin for example - i.imgur.com/rxQ9r0p.jpg
This particular windmill isn't functional (although I think it's photogenic), the typical windmill for pumping water has a wheel, gearbox and tail mounted on top of a tower. The wheel is connected to a gearbox which converts rotary motion into vertical motion for pumping. The tail is offset from the wheel shaft to allow the tail to fold parallel to the wheel in high wind conditions and effectively shut-down the mill and prevent destruction or damage due to high winds. The drive shaft rotated by the wheel connects to the gearbox converting rotary motion into vertical motion for pumping water.
Tutorial on Instructables: www.instructables.com/id/Functional-LEGO-Nutcrackers/
With a simple pull of the lever, these decorative figures can open and close their jaws like authentic nutcrackers!
Both of these models were built in the recent weeks leading up to Christmas. The design was pretty straightforward, but two major issues were making the faces look good, and finally getting the hats right. In fact, the green nutcracker's crown took the longest to figure out, and was finally made with hinge plates.
As mentioned in the tutorial, although these can in fact function as real nutcrackers, they're somewhat rickety and best suited for holiday decorations.
This is from mid summer (I finished the car 2 days before I left for college). It gives you an idea of what can be done in 1.5 months when you're really committed to something.
Scala eXchange 2016, Thursday, 8th - Friday, 9th December at Business Design Centre, London. skillsmatter.com/conferences/7432-scala-exchange-2016#pro.... Images copyright www.edtelling.com
Knitted with the wool that doesn't felt very good so it's partly felted. It's very coarse and strong. I first hand-dyed the wool and then knitted tha bag. At the end I added the lining and crocheted 2 flowers and added them as embellishment. The closure is a button covered with red felt.
Rome Cavalieri, Waldorf Astoria Hotels & Resorts
Via Alberto Cadlolo 101
00136 Rome, Italy
*** In the Beginning ***
In 1954 Fred Joyce, the publicity Director for Hilton Hotels Corporation, issued the following press release:
"The Societa Generale Immobiliare (Real Estate), in cooperation with Hilton Hotels International have formed the company to be known as Italo American Nuovo Alberghi (New Hotel) which will have an eventual capitalizaiton of some $3 million. The hotel will be known as the Albergo dei Cavalieri Hilton and will cost approximately $7 million. Emilio Pifferi, a famous Italian architect is presently consulting in Rome with John W. Houser, executive vice president of Hilton Hotels International regarding the design and planning for the new hotel. It is expected that Rome's municipal government will build a new expressway from the heart of the city to the hotel."
Houser was a former Marine intelligence officer who became a director at Hilton Hotels International. Houser had negotiated with the pro-Batista Cuban faction for the casino in the Havana Hilton which opened in 1958 and nationalized in 1960.
The hotel would be owned by the Rome real estate Sociata General Immobiliare (The General Company of Real Estate). At that time the Vatican was the largest shareholder in Sociata General Immobiliare. The proposed name of the hotel was Albergo Dei Cavalieri Hilton (The hotel of knights Hilton). Societa General Immobiliare is known to have the Vatican among its stockholders. It has also built the Watergate Complex in Washington, D.C. The name Cavalieri pays tribute to the riders or knights who for centuries rode the path known as Via Francigene from Canterbury in England through France and on to Rome. Travellers used to rest on the hill of Monte Mario.
Conrad Hilton made a trip in 1955 to work with Italian concerns for the construction of the hotel. Hilton's plans were fought by the Left-wing parties in the Rome Municipal Council. The Communists (as Left-wingers were known then) contended the proposed Hilton Hotel was ugly and would ruin the sky line of Monte Mario. A proposal for a smaller, lower hotel was finally approved in 1959. Opposition to the hotel, led by Antonio Cederna, one of the founders of Italian Nostra, began immediately referring to the hotel site as a "wound" in the green of Monte Mario. The site of the hotel was expected to be a public green such as on the Janiculum Hill, the second tallest hill in Rome with Monte Mario the tallest. The Italian Nostra organisation was founded in 1955 with the specific aim of opposing the projected demolition of part of the city’s historic centre. The hotel is located in the residential area of Monte Mario, Rome’s highest hill. The Rome Cavalieri is 3 km from the Vatican and 5 km from the historic city centre and is nestled in a 15-acre private Mediterranean park, overlooking the Eternal City.
On September 13, 1960 Conrad Hilton watched as the cornerstone of a six-story hotel bearing his name was laid on Monte Mario. Designed by Ugo Luccichenti (1898 - 1976), Emilio Pifferi and Alberto Ressa the hotel was under construction from 1960 -1963.
*** Cavalieri Hilton Hotel opened in June 1963 ***
The hotel has 400 rooms and suites and sits high atop Monte Mario northwest of Rome. It has a panoramic view of almost the entire city. The italian architectural team of Ugo Luccichenti, Emillio Pisseri and Alberto Rossa designed the 8 story hotel. An opposing planner and architect, Italo Insolera, was quoted "the hotel was even worse in reality than one would expect." Others say the hotel belongs in Miami Beach. In the hotel lobby's atrium, the spiral fountain was designed by Franco Albini (1905/77) and Franca Helg (1920/89).
When opened in 1963 the building was an admirable example of modular architecture, resulting in a style which is both clean-lined and functional. The hotel resembled a Mediterranean vacation village, including olympic size swimming pool, tennis courts and a 7 acre park filled with pines, cyprus, olive pal and lemon trees. The hotel's original restaurants were the roof terrace restaurant night club La Pergolia with a cosmopolitan cuisine with specialties from around the world. At the garden level is a night club/restaurant known as L'Ellisse with French cuisine. La Belle Arti specialized in Italian food. The coffee shop (note the lower case) served Italian and American food with prices from $1.25 to $2.25. The coffee shop had an American style soda fountain and two pizza ovens. The hotel's massive ballroom, Salone dei Cavalieri, could seat 1,600. The hotels opening rates were $10.50 for a single to $74.00 for a two room suite. There was a 18% service charge and a 3% government tax. The ballroom was the largest space without column support at that time in Italy. Italians called it the most beautiful hotel in Rome "l'albergo più bello di Roma".
In 2001 the Rome Cavalieri Hilton, started a four-year, $45-million renovation designed to enhance the guest experience across all touchpoints of the resort. Each of the 370 guestrooms were modernized and refurbished, welcoming travelers with opulent new amenities and a higher level of convenience and connectivity. Also new is a collection of 25 individually designed and decorated suites. The property received extensive landscaping attention, the lobby received a face-lift, new fitness offerings were added and meeting space upgraded.
The Rome Cavalieri Hilton lobby received new reception and concierge desks by Italian architect Gaetano Castelli which feature surfaces made of Sodalite, a rare Brazilian semi-precious stone dramatically shaded in blue, gray and green. This stone is believed to facilitate communication between people, stimulate creativity and soothe and relax the soul. Antique multi-chrome marble panels, originally decorative features of an aristocratic southern Italian palazzo, adorn the center of each desk, encased at the sides by contemporary curved blue crystal. Also displayed in the lobby are some rare Old Master paintings, furniture, tapestries and artifacts dating from the 17th and 18th centuries.
In 2002 the Rome Cavalieri Hilton had 372 rooms. A standard double was US $474, Continental breakfast is US $29. The use of the fitness center was US $28; a massage, US $80. Dinner at La Pergola for two with wine, about US $320.
In 2008 the hotel was rebranded from "just a Hilton" to Rome Cavalieri, Waldorf Astoria Hotels & Resorts. Guestrooms were refurbished in 2011. The Imperial La Pergola is Rome’s only 3 star Michelin rooftop restaurant.
*** Hotel Art Collection ***
The Rome Cavalieri possibly has the world’s most prestigious art collection housed within a hotel worldwide. Among the over one thousand works of art kept in the hotel:
Paintings
"Ulysses discovering Achilles among the daughters of Nicomedes" by G.B. Tiepolo (1696/1770)
"Judgement of Paris" by Giuseppe Bazzani (1690/1769)
"Landscape with Hermit" by Alessandro Magnasco (1667/1749)
"Flora" by Carlo Cignani (1628/1719) a pupil of Francesco Albani
"Arrival of the Bucintoro in St. Mark's Square" by Josef Heintz the Younger (about 1600/78)
"Country landscape with bridge" by Giuseppe Zaïs (1709/84) artist from Belluno who died in poverty, exponent of the Arcadian school
"Dollar Sign" by Andy Warhol (1928/87)
Sculptures
Bronze statue "Boy with Dog" by Bertel Thorvaldsen (1770/1844)
Marble sculpture "The Kiss" by Antonio Tantardini (1829/79)
*** General Managers ***
Franz Schutzman (1915-2001) was the opening general manager. He served from 1962-1964. Prior to the Rome Cavalieri Hilton he was the Manager Raffles Hotel, Singapore, 1950-1959 and general manager Nile Hotel, Cairo, 1960-1961. From Rome Schutzman went on to general manager Hyatt Regency Toronto, Ontario, 1971-1974. Vice president, general manager United Nations Plaza Hotel, New York City, 1974-1976 and general manager The Manila Hotel, 1976-1987.
It is said Franz Schutzman concocted the popular cocktail, the Singapore Sling, while at the Raffles Hotel. Paul Schreiber was the opening Food and Beverage Manager, previously he was at the Hilton Hawaiian Village. In 1964 Berne Hal-Mann and Group played for seven months in the La Pergola - they were the house band at the Garden Bar at the Hilton Hawaiian Village for many years.
From 1964 to 1967 Gabor Olah De Garab (1924-2014) was the general manager. He also managed the Watergate Hotel in Washington DC for 18 years from 1967 to 1985. Gabor Olah de Garab was born in Paszto, Hungary on August 8, 1924. After studying hotel management at the world-renowned Ecole Hoteliere in Lausanne, Switzerland, he held managerial positions at the Gallia Excelsior in Milan, the Hotel Splendido in Portofino and the Cavalieri Rome Hilton. In 1967, at the request of Giuseppe Cecchi, one of Washington, DC's foremost real estate developers and then project manager for the Watergate complex development, Olah assumed leadership of the Watergate Hotel that year and served as its General Manager for 18 years.
When Hilton took over the Kaiser Hawaiian Village in 1961 it appointed Olaf S. Bonde as Executive Assistan Manager. German born Bonde came to the U.S. in 1952 and worked for the Statler hotel chain until it was purchased by Hilton. He arrived in Hawaii from the Berlin Hilton which he helped to open. Bonde has a Bachelor of Science in Hotel Administration, Heidelberg University, Germany, 1948. Bonde went on to be the general manager Tokyo Hilton, 1963-1965, and the Cavalieri Hilton-Rome from 1965-1972. He was appointed Area director, vice president Hilton International (central Europe, eastern Mediterranean), officed in Rome from 1973-1988. Currently semi-retired running Bonde Consulting.
Serge Ethuin was the Cavalieri general manager from 2008 thru 2014. Serge graduated in 1982 from the Ecole Hôtelière in Strasbourg, and began his career in 1983 working for the Hilton Group as a receptionist at Hilton Paris, Strasbourg Hilton and the Orly Hilton. In 1997, he was appointed general manager of the Hilton Madagascar and followed by Hilton Rome Airport and Hilton Arc de Triomphe. In 2008 he moved to head the Rome Cavalieri Hilton, which became the first European hotel to integrate the prestigious Waldorf-Astoria Collection. Serge Ethuin inspired a new dynamic through the three Michelin Star restaurant La Pergola, the Grand Spa Club, the hotel's unique Art collection. In 2011, he was awarded “Best General Manager” by Waldorf Astoria Worldwide. After 30 years within the Hilton Group, Serge Ethuin moved on to managed the Royal Monceau Raffles Paris and most recently as General Manager of the Hotel Metropole Monte-Carlo.
In 2014 Alessandro Maurizio Cabella was appointed general manager of the Rome Cavalieri, Waldorf Astoria Hotels & Resorts. He previously served as general manager at Hilton Molino Stucky Venice, the Hilton Vilamoura As Cascatas Golf Resort & Spa in Portugal and Hotel Mirabeau - Société des Bains de Mer Monte Carlo in Monaco.
It seems the best chef in Rome is German. Heinz Beck has presided over Pergola, the panoramic restaurant at the Rome Cavalieri Hilton, since 1994. The dining room tables are arrayed around the picture windows overlooking the city. Rare tapestries, paintings, sculptures, and blown glass give the restaurant an atmosphere of excellence. Rated 3 stars in the Michelin guide, La Pergola is routinely voted the best in Rome. The wine cellar is vast: an array of rooms containing 65,000 bottles of wine, with 3,500 different labels offered on the list. The 7 course tasting menu here was €210, with a full a la carte choice as an alternative. Heinz Beck now has restaurants in Portugal, Dubai, London (Apsleys) and Tokyo.
Compiled by Dick Johnson, May 2017
The EOS M3 is a great camera for existing Canon enthusiasts and casual videographers alike. The autofocus performance continues to impress.
I know running shoes are not designed to be pretty, but I thing I just bought to most ugly pair available! Are your shoes even worse? Prove me, I don't believe a thing about it :)
The somewhat functional structure of Edge Hill Power box taken on 8th September 2017. The box was built in 1961 but now contains a much later 'NX' panel. The BR(M) maroon enamel sign dates from the 1960s. Edge Hill box is scheduled for closure in 2018 under the Liverpool South resignalling scheme. Several of these boxes were built in the 1960s to the same style, Weaver Jn and Manchester Victoria East to name another two. They were designed to have the top operating floor removed and be used as a remote interlocking controlled from elsewhere. To date, only Weaver Jn was re-controlled, into the LNWR box at Winsford!! Photo: Ivan Stewart (with NR permission).
Tutorial on Instructables: www.instructables.com/id/Functional-LEGO-Nutcrackers/
With a simple pull of the lever, these decorative figures can open and close their jaws like authentic nutcrackers!
Both of these models were built in the recent weeks leading up to Christmas. The design was pretty straightforward, but two major issues were making the faces look good, and finally getting the hats right. In fact, the green nutcracker's crown took the longest to figure out, and was finally made with hinge plates.
As mentioned in the tutorial, although these can in fact function as real nutcrackers, they're somewhat rickety and best suited for holiday decorations.
New York's subway system is vast, complex, functional and efficient. It can also be bewildering, fascinating, and scary to some.
canon ae-1 program +
canon fd 50mm f1.8 s.c. +
fujifilm superia 200 (expired - 1 year)
no post processing or cropping, just as scanned.
taken at shutter priority mode.
makinenin fonksiyonlarını test etmek amacıyla hızlıca çektiğim fotoğraflardan biri.
herhangi bir oynama veya kırpma yok, tarayıcıdan ne çıktıysa o.
enstantane öncelikli modda çekildi.
Wellness over four square meters
The East German bathroom was nothing short of a functional miracle. Every centimeter had been used, every movement planned and every function rationalized so the greatest amount of technology could be squeezed into the smallest possible space.
Only thus was it possible to ensure that every human hygienic need could be permformed over the smallest possible space and at the lowest cost. This meant that all bathroom fittings were made of plastic and were either sometimes leaky or often blocked: sometimes even at the same time.
____________________________________
In the DDR Museum the exhibition depicts life in the former East Germany in a direct "hands-on" way. For example, a covert listening device ("bug") gives visitors the sense of being "under surveillance". One can also try DDR clothes on in the recreated tower block apartment, change TV channels or use an original typewriter. The exhibition has three themed areas: “Public Life”; “State and Ideology” and “Life in a Tower Block”. Each of them is presented under a critical light: the positives as well as the negatives sides of the DDR are explored in this exhibition. A total of 35 modules illustrate these three themes: Media, literature, music, culture, family, private niche, health, equality, diet, childhood, youth, partnership, fashion, border, Berlin, education, work, consumption, construction, living, free time, vacation, environment, party, Ministry for State Security, economy, state, ideology, army, brother states, wall, opposition, penal system and authority. (Wikipedia)
Berlin, Germany.
Here it is. After 3 failed tries to make functional leg armor, I had to settle with just a model. I don't have part to make it functional and solid at the same time or I don't posses the knowledge to make it with parts I have :D
General look and details are same as the ARM part of the suit. I added trusters to the bottom but I am having trouble making them work :(
The colorful lifeguard towers of Miami Beach are famous. They contribute beautifully to the overall aesthetic of the scenery
Trendy? Or too early for boots?
Doll: MS Roller Skate(?) Chelsea (?)
Outfit: SIS Pasrty Kara 2 Wave(?)
Shoes: MS random(?)
From the first rolls testing out an Olympus SPn with some dust in the lens.
Camera: Olympus 35 SPn
Lens: Fixed 42mm f1.7 G.Zukio
Film: Delta 100
Developer: Xtol
Scanner: Epson V600
This double row of white metal fences is designed to keep animals, cars, and people off the tracks as Amtrak trains zoom through the tiny village of Galien, Michigan, several times a day. The building in the background is currently the home of the storefront Galien Missionary Church. When I was growing up in the 50s & 60s it housed the Swem General Store. The store was on the first floor and the proprieters, Encell and Violet Swem, lived on the second floor.