View allAll Photos Tagged Intercom
Bought an intercom headset from Japan and my helmet from Bangkok, and rented a motorbike during our stay in Siem Reap, so we were comfortable to go anywhere.
Taken w/ motoZ2play phone.
After the power plant and the cooling tower, here come pictures of the offices, including the baths, cafeteria as well as workshops. And, a little farther, a former Intercom coal distributor (big metallic structure).
Après la centrale thermique à proprement parler et la tour de refroidissement, voici un album sur les bureaux de la centrale, comprenant les bains-douches, la cafétéria ainsi que des ateliers. Et, un peu plus loin, un ancien distributeur à charbon d'Intercom (grande structure métallique).
Construite en 1921, cette centrale thermique d'Electrabel (originalement Intercom) située en région wallonne produisait d’énormes quantités d’énergie à partir de charbon. Responsable de 10% des émissions de CO2 de Belgique à elle-seule, l’usine a été fermée définitivement en 2007. Étendue sur une dizaine d'hectares, cette centrale est notamment formée d'un bâtiment principal et d'une tour de refroidissement, auxquels se rajoutent des bâtiments administratifs et une annexe munie d'une turbine de secours construits dans les années 60. Aujourd'hui la propriété de la société WANTY, cette centrale et surtout sa tour de refroidissement sont la proie d'urbexeurs venant du monde entier.
This was a fun collaboration with Intercom for an article titled "How to run 1:1 meetings that work for 2" and this was the solution!
The worst case of hoarding I have ever came across is at Glen's Hangout near Cedarville,IL.Not only is the house packed,but so is the garage,barn,and one of the old schoolbusses that sits in the driveway.You literally walk over piles of personal and household items to navigate thru the house.An interesting,but scary,location...
Even more frightening is the fact that it is a fairly recent(5 years) abandonment.....
After the power plant and the cooling tower, here come pictures of the offices, including the baths, cafeteria as well as workshops. And, a little farther, a former Intercom coal distributor (big metallic structure).
Après la centrale thermique à proprement parler et la tour de refroidissement, voici un album sur les bureaux de la centrale, comprenant les bains-douches, la cafétéria ainsi que des ateliers. Et, un peu plus loin, un ancien distributeur à charbon d'Intercom (grande structure métallique).
This speaker, along with many others like it, is installed in the Medical Center Annex building (former Manhattan Project installation) at the University of Rochester Medical Center. Some of the speakers are mounted directly to the wall like this, while others are mounted on brackets in a bi-directional configuration. These are connected into the paging system at Strong Memorial Hospital (across the street), and they sound surprisingly good for what they are.
Her Majesty's Yacht Britannia, also known as the Royal Yacht Britannia, is the former royal yacht of the British monarch, Queen Elizabeth II, in service from 1954 until 1997.
Vulcano DMUs are narrow gauge diesel multiple units manufactured to operate on the route around Etna volcano in Sicily. These are modern, two-unit trains on which special ‘PowerPack’ power-transmission systems were mounted together with a specially designed electric transmission. Advanced technological solutions implemented in the ving and gear systems and in the support of the train body have resulted in enhanced sound insulation of the passenger’s compartment in accordance with strict requirements of the Contracting Authority.
Vulcano trains offer enhanced travel comfort to both passengers and train drivers. They are fully air-conditioned and adapted to transporting passengers with reduced mobility. One section is fitted with a retention-tank toilet adapted to the needs of the disabled and the external door area is fitted with special movable ramps for wheelchairs. Driver’s cabs equipped with ergonomic control panels and modern equipment have enhanced driver’s working conditions.
Vulcano DMUs guarantee the highest safety standards because they were designed in accordance with standards concerning collision safety and crashworthiness. The train interior is made with materials satisfying fire resistance standards and the vehicle itself is equipped with an active fire detection and fire-fighting system.
Thanks to the configuration of the passenger compartment, the train can be operating on both urban and suburban lines. Easily-modified seat layout allows for optimizing passenger capacity. The seating capacity is 106 including 7 fold-up seats, and it may be changed depending on the carrier’s needs.
To ensure passenger safety, the DMUs have been equipped with a monitoring system. Other features include a passenger counting system, the GPS system, a modern passenger information system as well as an intercom enabling communication between the drivers and passengers.
Vulcano DMUs travel with a speed of 100 km/h and are adjusted to operate in multiple traction.
Under the executive contract, signed in December 2013, NEWAG S.A. is going to supply four DMUs for a net price of EUR 14.760.000. Under the framework agreement, FCE may order additional six trains in the future.
Vulcano DMUs are not the only Newag-manufactured trains which will be operating in Italy. In December this year, NEWAG S.A. signed a framework agreement and an executive contract with FERROVIE DEL SUD EST E SERVIZI AUTOMOBILISTICI s.r.l.- “FSE”, with registered office in Bari, Italy, to deliver five (with an additional option for 20) three unit electric multiple units (EMUs) from IMPULS II family. These will be the first ever EMUs produced by a Polish rail vehicle manufacturer which will be operating in Western Europe.
An intercom (intercommunication device), talkback or doorphone is a stand-alone voice communications system for use within a building or small collection of buildings, functioning independently of the public telephone network. Intercoms are generally mounted permanently in buildings and vehicles. Intercoms can incorporate connections to public address loudspeaker systems, walkie talkies, telephones, and to other intercom systems. Some intercom systems incorporate control of devices such as signal lights and door latches.
Últimamente no tengo mucho tiempo para hacer fotos, asi que voy tirando de disco duro...Un saludo y gracias a todos por los comentarios!!
After the power plant and the cooling tower, here come pictures of the offices, including the baths, cafeteria as well as workshops. And, a little farther, a former Intercom coal distributor (big metallic structure).
Après la centrale thermique à proprement parler et la tour de refroidissement, voici un album sur les bureaux de la centrale, comprenant les bains-douches, la cafétéria ainsi que des ateliers. Et, un peu plus loin, un ancien distributeur à charbon d'Intercom (grande structure métallique).
I am both for and against technology. Tonight I am against it!
Aperture decided to play dead, much like this vintage intercom, for a short while tonight leading to much un-needed frustration. However, after searching out and trying numerous solutions, many to no avail, I stumbled across a seemingly unconnected fix - and it worked!
Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
On Explorer 12 August 2008, #494
Nikon D200 + Nikkor 20mm f/2.8D
This has to be the coolest intercom I've ever seen. This photo is taken at the front gate of an old apartment building in Sham Shui Po district of Kowloon and the hole is the end of a pipe that leads to the upper floors of the apartment building. To talk to someone in the upper floors simply speak into the hole and the sound is transmitted acoustically through the metal pipe, similarly the sound from your friend above comes out from the same hole. Simply ingenius!
I've seen a lot of Nutone intercom systems but have never heard of Talk-a-Radio. From the label on the radio, the company was based in Dallas.
Built in 1963, the owners of this 1,900 sf home in suburban Oklahoma City loved the initial interior design of their abode so much that they hardly changed a thing over the next 50 years -- we're talking original wallpaper, light fixtures, counter tops, cabinets, the works! It is such a gem of a home and will soon go on the market, and the owner's granddaughter is really hoping that someone who appreciates the home's great, Asian-influenced mid-century design will buy it and keep as many original elements as possible. I really hope that buyer is out there.
En la estación de metro del aeropuerto de Barajas / At the Baraja's airport underground station
(In Explore, May 31, 2007)
Laura with Challenger, and Connor on the intercom discussing the AEF and Challenger January 23, 2019
© 2019 American Eagle Foundation eagles.org
Construite en 1921, cette centrale thermique d'Electrabel (originalement Intercom) située en région wallonne produisait d’énormes quantités d’énergie à partir de charbon. Responsable de 10% des émissions de CO2 de Belgique à elle-seule, l’usine a été fermée définitivement en 2007. Étendue sur une dizaine d'hectares, cette centrale est notamment formée d'un bâtiment principal et d'une tour de refroidissement, auxquels se rajoutent des bâtiments administratifs et une annexe munie d'une turbine de secours construits dans les années 60. Aujourd'hui la propriété de la société WANTY, cette centrale et surtout sa tour de refroidissement sont la proie d'urbexeurs venant du monde entier.
Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
Nashville’s most revered and storied fire hall, The Bottoms, closes its doors
August 28, 2003
At 3:30 p.m., on Sunday, Aug. 10, a fireman stepped up to the temperamental intercom system that had sat for almost 20 years on the pockmarked watch desk at Station 9 of the Nashville Fire Department and announced “At ’em.” This was the signal, peculiar to that firehouse, that dinner was ready.
On any given evening at Station 9, typically anywhere from 11 to 18 men would respond to the call by meandering to the kitchen from the bay, or from the bench out front of the station, or the television room in the back. They’d line up beside the triple-basined sink, get a plastic plate from the cabinet with the broken door, help themselves from the decades-old heavy black cast-iron pots and pans on the stove, and find a place at the station’s long Formica-topped wooden table. The wall-mounted television overhead would keep conversation to a minimum; unless it was interrupted by a call, the meal was generally a 20-minute affair.
But this Sunday was not a typical day for the men of Station 9, better known as “The Bottoms,” named for the neighborhood just south of Broadway where it’s located. Situated at the corner of Fourth Avenue South and Demonbreun Street, the station would soon be closing for good, and this dinner had been billed as The Last Supper, a gallows-humor poke from men facing the sad and undeniable truth of their own fate: After more than a half-century of firefighters living, working and eating together on this piece of property, this would be the last dinner ever cooked in The Bottoms. The next morning, work crews would arrive to take away the sink and dismantle the stove, yet one more painful marker in the protracted and inevitable closing of this infamous downtown station and the dispersal of its 50-odd firefighters, who’ve collectively tallied a couple hundred years of service in this hall.
Every fire station in Nashville consists of three rotating 24-hour shifts, dubbed A, B and C. Last Supper at The Bottoms happened to take place on the B shift, but the B guys were joined by men from A and C shifts, by other firemen who had logged some years there and by the men who worked in the maintenance shop next door, which was also closing. Some of the firefighters’ wives and children were on hand; so were members of the Fire Department brass, including Fire Chief Stephen Halford, all of them distinguished by their white dress shirts. Politicians, never ones to miss an opportunity to solicit the support of the department, had dropped in. Former Nashville fire chief and newly elected at-large Metro Council member Buck Dozier was shaking hands, slapping backs and telling stories.
On this Sunday night at The Bottoms, there was no need to call anyone to dinner, because everyone was already shoulder-to-shoulder in the kitchen, with spillover down the hall as people crowded into the pantry and peeked in from the exterior kitchen door. Tim Holmes, engineer on Truck 9 and a 12-year veteran of the department, stood on a chair to speak. “It means a lot that you have come down here today to share this dinner with us,” he said, beginning to choke up.
The moment was particularly poignant given the nature of firefighting culture. Sons, brothers and nephews often follow in the footsteps of the elder men in their families. Firefighting here and everywhere is very much a family affair, which means the memories and the ties that bind run especially deep. After Connelly’s heartfelt comments, the assembled group broke into applause, and then, as the men of The Bottoms have done for more than 50 years, they grabbed a plate for dinner. At the stove, 17-year veteran Roger Melton of Utility 9, a frequent B-shift cook, dished up big helpings of spaghetti with meat sauce and garlic bread sticks. It took a while before anyone would pick up a knife to cut into the dessert: a large sheet cake in the shape of a tombstone, inscribed: “RIP Bottoms; Over 50 Years of Service; Gone but Not Forgotten.”
The Nashville Fire Department, which employs 1,258 people (900 of whom are firefighters), operates 39 fire halls. Station 9 was not the oldest among them; that’s Station No. 14, the small Holly Street station in East Nashville, built in 1914. Station 9 wasn’t the largest fire hall, either; that’s Station 19, located at Charlotte Pike and 19th Avenue North. But The Bottoms was one of only two Nashville fire stations commonly referred to by name, rather than number—a testament to its unique character and its storied history. (The other is The Rock, or Station 2, at 500 Second Ave. N., home of department headquarters.) Mayor Richard Fulton used to call the hall “a necessary evil.” A veteran captain described the men of The Bottoms as “tolerated renegades.” At the Last Supper, Buck Dozier, who served as fire chief under the Bredesen administration and briefly into the Purcell administration, laughed when he confessed that he used to say of The Bottoms, “They put the fun in dysfunctional. And I meant that as a compliment.”
For years, by virtue of its size, its location and the territory it covers, The Bottoms has been one of the busiest, and often the busiest, company in the county. In Firehouse magazine’s annual survey of the busiest stations in the nation, the publication ranked Station 9 at No. 23 for 2002, with 9,693 runs tallied last year; no other Nashville station showed up in the top 100.
According to city records, the corner of Fourth Avenue South where Station 9 sits was first occupied by the Old Volunteer Fire Company, known as “Broadway Fire Company No. 2” in 1846. The city bought all rights to that property from the Broadway Fire Company in 1860 for $1,300. It was a two-story building, with a single horse-drawn engine, smack in the middle of a neighborhood of warehouses known as Black Bottoms, both because it was the lowest area of the city closest to the river, and because of the large African American population there. Later, the name was shortened to The Bottoms. The Farmers Market and Haymarket were behind the fire company; some time after arose the Sparkman Avenue Bridge, the structure that came to be known as the Shelby Street Bridge.
The “modern” era of The Bottoms began with the dedication of the building commonly referred to as the old Bottoms, by then-Mayor Ben West on Sept. 28, 1953. The long two-story building had been a vehicle inspection facility, which made it ideal for housing the three pieces of equipment that were assigned there for the next 32 years: Engine 5, Engine 9 and Ladder 2. The building was reconfigured for living quarters, with storage space for turn-out gear and equipment, bunk rooms, a rec room and a kitchen. The three bunk rooms on the second floor were each placed directly over the equipment that each group of men was assigned to; two poles in each room dropped down 22 feet to their respective vehicle. They were, the men liked to boast, the longest poles in the city.
In the old days, men were assigned to their hall in 12-hour increments, split into a.m. and p.m.; they worked two weeks of consecutive a.m. shifts, followed by two weeks of consecutive p.m. shifts. In 1976, the department went to three rotating 24-hour shifts. In between runs, time in the station is occupied by housekeeping duties, maintaining equipment, performing tests. But being on duty for such long stretches confined to one place also left plenty of downtime to fill.
“Back then, we didn’t have cable TV, so we found ways to amuse ourselves,” Hatcher explains. The men bought a pool table and Ping-Pong table for the rec room and played countless games of poker and dice. In a small room off Engine 9’s bunk room, firefighter John Christmas set up a little barber shop, charging 50 cents a haircut. But much of their entertainment was found outside the firehouse walls.
“We liked to stand outside of the hall and let the girls see us, of course,” Hatcher says with a wink. “When they designed this hall, they didn’t put in a place to sit outside, so we built our own. There was a lot of construction going on downtown, and we flagged one of the cement trucks down one day and asked what they did with their cement at the end of the day. They said they just dumped it, so we asked if we built a frame, would they dump their cement in it. The guy said sure. So we framed up a patio out front, and every day, they dumped their leftover cement in it till we had us the nicest little patio. One of the old superintendents at the shop raised heck about it and went to the chief to complain. The chief was one of the ones who came down here to sit with us, so it didn’t go anywhere. Lots of the brass would come down here to eat, then go out to the patio. We’d just sit and watch the world go by. We saw plenty, believe me. There was a single-occupancy apartment building across the street from us,” Hatcher continues. “Every kind of character in the world stayed there, and everything you can imagine went on there. We had a spy glass to keep up with what they were doing. One night, this gal came over with a shotgun. She asked us to hold it for her because she said if she had it when her man came home, she’d kill him. We put it in a corner, and the next morning she came over and took it back. I guess we saved that old boy’s life.”
Construite en 1921, cette centrale thermique d'Electrabel (originalement Intercom) située en région wallonne produisait d’énormes quantités d’énergie à partir de charbon. Responsable de 10% des émissions de CO2 de Belgique à elle-seule, l’usine a été fermée définitivement en 2007. Étendue sur une dizaine d'hectares, cette centrale est notamment formée d'un bâtiment principal et d'une tour de refroidissement, auxquels se rajoutent des bâtiments administratifs et une annexe munie d'une turbine de secours construits dans les années 60. Aujourd'hui la propriété de la société WANTY, cette centrale et surtout sa tour de refroidissement sont la proie d'urbexeurs venant du monde entier.