View allAll Photos Tagged Hydraulic
This is the 3rd of Peter's 3 images at Royal Oak D830 Majestic has come to a stand and a new arrival, D1069 Western Vanguard, has come into shot. In picture 2 (the station) Majestic had reversed to reveal a Western stabled next to the building, this is not the same Western. D1069 has a different headcode and is in far worse external condition, if fact deplorable condition, filthy, oil stained and no trace of any shine on the maroon paintwork.
The signal box to the left in this less than sharp picture.
D1069 entered traffic from Crewe works new to Cardiff Canton 21/10/1963, it remained a Welsh allocated machine until May 1966, it had a further 2 years in the principality from January 1969. The loco was withdrawn 06/10/1975 and cut 03/02/1977. The loco was one of 7 Westerns withdrawn in October 1975, they had no faults, they were just switched off.
D830 was built at Swindon Works, it entered traffic new to Newton Abbot 19/01/1961, it was withdrawn 26/03/1969 and cut at Swindon 22/10/1971 after a service life of 8 years 2 months & 7 days.
Peter Shoesmith (undated)
Copyright Geoff Dowling & John Whitehouse: All rights reserved
For licensing see: Getty images
Tsumago é uma cidade antiga bem conservada no Vale de Kizo, Nagano, Japão.
Another from the Gloucester Rail Carnival at Horton Road Depot on 4 August, 1991: D821, D1010 and D7017 displayed on the refuelling roads. The site is now an overgrown wasteland with just a few sidings at the west end, mainly used for stabling on-track plant, I believe.
About Us
Welcome to Bathurst Miniature Railway Society. As a club we started in 1977 and today we operate and maintain nearly 600 metres of track at the John Mathew’s sporting complex in Durham Street Bathurst. Over the years we have added many buildings, features and a lot more track for both your enjoyment and ours. Many members, both past and present, have contributed to the scale and success of this layout.
Although members do all the work and running the track voluntarily there are always expenses for the continuous upkeep of the track, buildings, carriage, and grounds maintenance and our rides of only $2 each go back into the upkeep of this track. Everyone that comes for a ride believes that it is a good value, family day out.
The club, at present, has around 20 members from many different backgrounds, which contribute to the overall running of this club and considering that the members have built everything from the trains and track to the working signals and various buildings that you see. I am sure that when you are enjoying the ride you will agree that we put a lot of effort into making this track look as good as it does.
As a member of the AALS (Australian Association of Live Steamers) we cater for all various model engineering such as traction engines, tools and general model engineering… You will always find someone down here who will talk about various types of models that may take your interest.
Our track is made of 10mm x 20mm steel and is dual gauge 3.5” and 5” with 240 volt and air available at the steaming bay for visiting members of other clubs who are most welcome at our running days (3rd Sunday of the month). Your boiler certificate will need to be sighted. We also have a manually operated hydraulic lift for loading / unloading.
The Diesel Traction Group's Warship D821 'Greyhound' and the Bury Hydraulic Group's Hymek D7076 wait to depart Bridgnorth with the 2115 to Kidderminster, on the third day of the SVR's Autumn Diesel Bash on Saturday 30th September 2023.
MG ZA Magnette (1954-56) Engine 1489cc S4 OHV Production 23,846
Registration Number 559 FMH (Middlesex)
MG SET
www.flickr.com/photos/45676495@N05/sets/72157623797586658...
Similar styling to its BMC family sibling the Wolseley 4/44. Launched at the 1953 London Motor Show, the Magnette was designed by Gerald Palmer with Italian inspired styling. Power came from the then new four cylinder 1.5 L (1489 cc) B-Series I4 engine with twin 1¼ inch SU carburettors delivering 60 bhp, driving the rear wheels through a four speed manual gearbox with synchromesh on the top three ratios. Independant front suspension using coil springs and a live axle, with half elliptic leaf springs at the rear. Rack and pinion steering and Lockheed hydraulic brakes.
Thankyou for a massive 55,826,300 views
Shot 17.07.2016 at Shelsey Walsh Classic Nostalgia Meeting, Worcestershire REF 121-595
Bellevue Historic Underground Coal Mining Museum, Municipality of Crowsnest Pass, Alberta
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Nikon Nikkor 18-200mm 1:3.5-5.6 G ED-IF AF-S VR DX
_DSC1643 Anx2 1400h Q90
....in the form of "Western Campaigner" and "Western Courier" climb past Castle Hill working the 14:00 departure from Minehead to Bishops Lydeard during the West Somerset Railway's "Mixed Traffic Gala" on Sunday the 10th of June 2010.
In the history of auto racing, there’s really nothing else like the Offenhauser “Big 4” engines. This engine was fundamentally designed in the 1920s and refined in the 1930s, and it has been winning races since its inception. The same design dominated Indianapolis racing throughout the 1950s and into the 1960s. As late as the mid-1970s, Offenhauser-powered cars continued to win the Indy 500 year after year.
The Offenhauser engine was actually conceived by Harry Arminius Miller, who was a well-known and respected automobile and racecar designer in the 1920s. A Miller-designed car won the 1922 Indy 500, and won again four more times in that decade.
The Great Depression forced Miller’s company into bankruptcy in 1933, and all the assets went up for auction. Fortunately for the racing world, his shop foreman Fred Offenhauser and designer Leo Goossen were able to buy the designs and the tooling at the bankruptcy auction, and went on building and developing the Miller engines.
Taking over the Miller engine business in the 1930s wasn’t easy. Because of rule changes at Indianapolis, Offenhauser focused on large displacement 4-cylinder engines. The Miller/Offenhauser design was actually very simple. The cylinders and head were integral, preventing any head gasket issues. The crankcase was a separate assembly bolted to the bottom of the cylinder and head casting. To assemble the crankcase, the bearings are bolted around the crank, and then lowered into the crankcase, which must be heated to seat the bearing carriers into place. Pistons and rods are inserted into the cylinders, and then the two halves of the engine are joined.
The Offenhauser engine won its first Indianapolis 500 in 1935, and won again in 1937 and 1941. World War II put an end to racing from 1942 to 1945, and the Offenhauser shop spent the war years producing hydraulic equipment for the military. The postwar years were a golden era for Offenhauser racing engines. From 1947 to 1964, every winner of the Indianapolis 500 was driving an Offy engine, and in most of those years the entire podium was powered by Offenhauser.
Even after the Offenhauser was supplanted at Indianapolis in the mid-1960s, many drivers continued to run the engines through the mid-1970s. Turbocharging came into vogue, and that gave the venerable Offy a new lease on life. Offenhauser won Indy again in 1968, powering Bobby Unser to the winner’s circle with a turbocharged 2.75-liter (168 cubic inch) engine. Then Offy had another golden era, winning five years in a row from 1972 to 1976 with a turbocharged 2.6-liter (159 cubic inch) engine format.
An elderly diesel hydraulic shoves a local freight west on Track 1. This operator is Salzburger Lokalbahn, which in addition to operating some passenger service handles last-mile carload traffic in the area. In this case, they are hauling tank cars to a chemical distributor about a kilometer away at the Salzburg Aiglhof station.
The engine, SLB number 86, is a former V100 class built in 1962 to replace steam in West Germany (imagine a similar aged engine such as a GP9 on the Northeast Corridor today!). It was retired by DB around the reunification of Germany, and after a stint on ÖBB found its way to SLB in 2006. This and a few similarly old locos are still earning their keep for SLB on a daily basis. See less
Manufacturer: Chevrolet Division of General Motors LLC, Detroit - U.S.A.
Type: Master DeLuxe Series JA 4-dr Sport Sedan
Engine: 3548cc straight-6
Power: 85 bhp / 3.200 rpm
Speed: 125 km/h
Production time: 1939
Production outlet: 1105,21 (Master DeLuxe 4-dr Sport Sedan)
Production outlet: 386,656 (all Master DeLuxe models)
Curb weight: 1316 kg
Special:
- This "Royal Clipper Styling" was designed by the famous Harley Earl.
- The '39 model Master DeLuxe was now the JA, while the base model was renamed Master 85 (JB).
- The JA Series featured standard equipment that was optional on the JB Series, like bumper guards and twin taillights.
- The Master DeLuxe was sold as well as 5 and as 8 seater.
- It has coil spring front suspension with coil springs, wishbones and Dubonnet-type Knee-action shock absorbers and an anti-sway bar, a semi-floating rear axle with sealed drive shaft, a three-speed manual gearbox (with vacuum assistance) column shift, a Carter W1-420S carburettor, a 6-Volts electric system (with generator, regulator and alternator), two-speed electric wipers, four-wheel hydraulic drum brakes all around, a 68 liter fuel tank and rear wheel drive.
- The vacuum-assisted, column-mounted gearshift substantially reduced gear changing effort, though some drivers complained that it was impossible to "speed-shift" the transmission. Optional at $10 extra, this device was installed on most of the 1939 cars.
- A town-and-country dual horn system was optional, just like the "Traffic Light Finder", a 30-hour dashboard clock and a deluxe steering wheel with horn ring.
The daily fruit block up the Valley is led by 9150 today as it stops at West Modesto to pick up one mechanical reefer. The engineer is watching the air pressure come up after reconnecting to his train and a spring rainstorm begins to dump on the scene. ALCo didn't seem to have any concern for displaying all the piping, electrical or mechanical linkages necessary to make this machine work. Only 3 of these machines were ever built, all constructed for the SP. The locomotives used two ALCo 251-Cs each linked to a Voith hydraulic transmissions directly connected to each truck. While avoiding the high maintenance of the German prime movers, these units didn't prove out in the long run. All three units came off the roster by April 1973, outlasting the KM's by five years. None of these locomotives were preserved. This is the second number worn by this unit, originally the 9018, renumbered to the 9150 in 1965 and then in June of 1969 to 9800 to make room for all the SD-45s that were flooding the SP roster. Valley power would soon become pretty homogenous.
Unidentifiable BR Class 52 "Western" diesel-hydraulic (possibly D1072 "Western Glory") working train !B12, 07:45 London Paddington to Bristol Temple Meads, at Swindon - c.10/1971.
Please do not share or post elsewhere without permission of the copyright holder(s).
© 2025 - 53A Models of Hull Collection. Scanned from the original 35mm colour transparency; photographed by the late D M Harrison.
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The Central Hydraulic Tower and Engine House were built by Jesse Hartley, the architect behind many of Liverpool's maritime structures like the Albert Dock, it provided power for the movement of lock gates and bridges at Birkenhead Docks, completed in 1863.
I've got a great set of about 20 photos from here, ill get them all uploaded over the next few days, its a stunning location
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Hymek class D7017 + Warship class D832 "Onslaught" power away from Toddington on the Gloucestershire and Warwickshire railway, with the final train to Cheltenham during their 2018 diesel gala.
Considered by many to be the most stylish locomotives ever built for BR, I must be honest I am in the "Love em" camp when it comes to the Hymek.
These two are seen on the West Somerset Railway last year. Cab to Cab shows the lines off to perfection. I chose B&W as the green was too new and ......well, green.
France : 1935
Production : 10 units
Full aluminium body.
Hydraulic powered sliding roof.
Pontoon design.
Straight 6 cylinder 3318cc engine, without valves.
102 HP
Electromagnetic COTAL gearbox.
All round hydraulic brakes.
Length : 4,85m
Weight : 1600kg
Speed : 150 km/h
D7094 @ Cardiff General.
This Pic is part of a collection from the 1960's & 1970's. They are all prints of various sizes with some colour and some black & white with almost half having written details on the rear.
The photographs were purchased as a set some time ago and after spending some time cleaning the images up I now feel it is time to show them and not let the collection just hide away.
Photographer Unknown.
Seen at Burrs Country park on the East Lancashire railway is the Western Hydraulic combination of Western and Hymek in September 2003.
D1057 Western Chieftain at Old Oak Common in 1973.
In the background can be seen a couple of Blue Pullman coaches [cars] which appear to be in use rather than withdrawn [but you can't be sure]! the last sets were withdrawn en masse in May 1973. Any further knowledge gratefully received.
Take a look at my photo of the Pullman at Swindon Works on 12-9-73 at: www.vanguardpublications.co.uk/tomderrington/Blue_Pullman...
1057 to traffic on 6-4-63.
Allocated from new to Cardiff Canton.
By 1971 all Westerns were officially based at Laira. But OOC was always a home for the class.
Withdrawn [and last day in traffic] 30-4-76.
Part of the Tom Derrington Collection with photographer unknown
Initially built in 1907. The Kirkfield Lift Lock is the second highest hydraulic lift lock in the world with a lift of 15 metres (49 ft). The lock is situated at the highest point along the Waterway at 256.20 meters (840.5 ft) above sea level.
"...what makes this garden so special is not the palace but the traditional Islamic garden, fed by a khettara. It is an underground irrigation system that was introduced in the second half of the eleventh century thanks to a millenary hydraulic tradition and the proximity of the Atlas Mountains. A unique example in Morocco! These tunnels intercept the water from the groundwater and then distribute it to mosques, hammams, fountains and some buildings in the city. Among these there was also the Secret Garden, which therefore had its own water supply: a rare privilege and further sign of wealth. This original water system, consisting of skilfully connected pipes, tanks and canals, has been restored and is visible inside the garden."
www.riadalkemia.com/the-secret-garden/
And look at the papyrus growing on the edge of the water!
Class V180 diesel-hydraulics in their former Deutsche Reichsbahn incarnation of the short specific period 1979-1980; 118 749-1 and 118 005-8 reposing in the roundhouse at Arnstadt on 4th February 2024. Built by LKM in 1968 and delivered new to Erfurt depot as V180 349, The V180.2 Class 118 749-1 is on loan from the DB Museum at Nuremburg. 118 005-8 is the oldest extant V180 class loco, built by LKM in 1963, initially working from Berlin-Karlshorst depot, between March 1963 and July 1970. Both DB Museum-owned locomotives are stored serviceable but currently do not have main line tickets. The livery variants are an interesting comparison.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
The Birkenhead Hydraulic tower is one of these places i should have gone and climbed many many years ago. Its great!
Class 52 Type 4 diesel-hydraulic locomotive No. D1015 "Western Champion" departing Highley Station on the Severn Valley Railway on 29th July 2017.
Thanks for your visit… Any comment you make on my photograph is greatly appreciated and encouraging! But please do not use this image without permission.