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Passengers on the AJECTA steam special from Paris to Épernay admire the motive power during a stop for water at a very frosty La Ferté-Milon station. 140C231 is one of a long-lived class of 2-8-0 freight locomotives that worked coal trains in Lorraine to the very end of SNCF steam operations in 1975. It was built in Glasgow in 1917.
December 1989
Rollei 35 camera
Kodak Ektachrome ASA 100 film.
One of the fun things about railfanning in a new area is the little surprises found along the way. Be it a faded sign on an old bridge bearing the name of a predecessor fallen flag, or an unexpected depot or tower, or the occasional classic freight cars such as this. This was one of those pleasant surprises that warranted a few images for posterity.
An old 40 ft. boxcar that is fairly intact and still sitting on its own wheels rests on a spur used as a storage shed by local CSXT MofW crews.
While I don't know the age or pedigree of this particular freight car, it is certainly far older than the image it wears. The Seaboard System was one of the shortest lived Class 1 systems existing only about 3 1/2 years from December 1982 until July 1986. I've often read that the Seaboard was created specifically as a "Temporary Railroad" as part of the multi step process that lead to the creation of the modern CSXT super system. It is interesting to note that CSX Corporation was formed in 1980 when Seaboard Coast Line Industries and Chessie System merged. SCL Industries was the parent company of a group of southern Class 1s that for a decade or so had been operating each of its separate railroads (the three largest components being L&N, SCL, and Clinchfield) under a common image and marketing scheme known as the Family Lines System. This schema was still in effect when CSX Corporation came into existence and the simplifying of the corporate structure was an important initiative of the new parent company.
But, Ron Flanary wrote an excellent article about this short lived railroad in Railroad's Illustrated a few years ago and I wanted to share this piece of his always fabulous writing:
"It has been stated that Seaboard System was intentionally a “temporary” railroad, owing to its brief existence before the eventual consolidation with Chessie System to create CSX Transportation. “That’s not true,” according to Sidney Johnson, a retired CSX executive who was a part of the management team that implemented the changes. “Dick Sanborn and some other members of the executive management team wanted to clean up all those old corporations and come up with something less confusing than the ‘Family Lines.’ At key interchange points, other railroads were never sure which of our companies were in the conversation if you mentioned ‘Family Lines.’ It could be SCL, L&N, Clinchfield, or any of the other railroads under that banner. Sure, it was a sentimental loss to see these proud old railroad names go, but it was a transportation business doing its best to adapt to the enormous opportunities afforded by deregulation, so it made perfect sense.” Johnson went on to state there was no plan or intention at that moment to make SBD a short-time transitional corporation. “To the contrary, we invested heavily in a new image for our locomotive fleet, a fresh new logo, and an aggressive program of new signage for bridges, buildings, and the freight car fleet. It was our intention that Seaboard System was here for the long haul…”
But that wasn't to be, and on July 1, 1986 Seaboard System renamed itself CSX Transportation and then the dominoes fell quickly as the Baltimore and Ohio Railroad was formally merged away into the Chesapeake and Ohio (both long operating together as the Chessie System) and then a couple months later in August 1986 the Chessie was formally merged into CSXT. But the legacy of the Seaboard held sway in the gray paint that dominated CSXT's locomotives for its first nearly two decades as well as the fact that the Seaboard and predecessor SCL's headquarters city and building remain as the home of CSX to this day overlooking the Saint Johns River in Jacksonville.
But here along the Ohio River far from traditional Seaboard territory a relic of that temporary (or not!) railroad lives on....
Parkersburg, West Virginia
Friday August 21, 2020
The sign on the flight-deck railings says it all. Apollo is waving good-bye.
The Leander-class frigate, HMS Apollo, beginning a great show during our departure from the first full Operation Armilla patrol in the Straits of Hormuz. In those days, we weren't allowed by the MoD into the Persian Gulf - that came during later, much busier, and harder deployments. This was somewhere in the Gulf of Oman.
She has got powerful fire hoses attached to her twin 4.5 inch guns producing the big jets out to port, and has also set up her engine room to produce great belches of steam out of an exhaust port low down on the hull amidships. A moment later, a team inside the funnel began releasing out-of-date smoke flares - see the next shot in the albums.
After some officer-of-the-watch manoeuvres with the rest of the departing and relieving ships, we were heading off back home, the end of what had been a tedious six-month deployment for most of both crews, in sight.
The Leander-class, consisting of 26 units, was among the most numerous and long-lived classes of frigate in the Royal Navy's modern history, beginning in 1963; Apollo was the penultimate unit of the class. Steam-powered and initially armed with 4.5-inch guns, many were later converted to Ikara, Seacat/Exocet, Seawolf/Exocet and towed-array variants. The last Royal Navy units were decommissioned in the early 1990s; five ex-Dutch units (Van Speijk-class) now in Indonesian service are still in commission.
Making for a bright line-up on a dull day, a trio of Network Rails' short lived Class 57/3's sit in the loco holding sidings. They are 57305; 57312 "Peter Henderson" & 57310.
24.02.2014
Part of the railway that has been much in the UK news of late as this exposed coastal route in south west England suffered massively in this winter's storms and was breached - closed, and expected to re-open in April 2014. This view shows one of the Western Region's new diesel locomotives, delivered as part of the BTC's modernisation of British Railways and intended to replace steam. The image shows D600 - one of a small, and short lived class of locomotives that formed a skirmish between the BR HQ and the Western Region about the types of locomotives required to replace steam on ex-GWR lines. Known as the 'Warship' class, the locos were built by the North British Locomotive Company in Glasgow and fitted with MAN engines with hydraulic drive. For a short time, as seen here, they powered the 'flagship' services from London to the South West. The locomotives had a very short life of about a decade.
The artwork is interesting and bears some comparison with French Railways/SNCF posters of the era - not a surprise as it is the work of Albert Brenet (1903 - 2005), the French transport and marine artist.
The London, Brighton and South Coast Railway E1 Class were 0-6-0T steam locomotives designed by William Stroudley in 1874 for short-distance goods and piloting duties. William Stroudley's class E 0-6-0 tank engine of 1874 was conceived as a larger, goods, version of his successful "Terrier". Cylinders, motion and boiler were the same as in his D Class 0-4-2 passenger tanks, with variations for the last seven.
The first six locomotives of this useful and long-lived class were built at Brighton and appeared in traffic between September 1874 and March 1875. They performed well and further orders were placed at regular intervals until December 1891 when the class consisted of eighty locomotives and were used throughout the LBSCR system, principally for goods and shunting, but occasionally for secondary passenger duties.
After 1894/5 the class gradually began to be replaced by R.J. Billinton's radial tanks of the E3 and E4 classes. Withdrawals commenced in 1908 when one locomotive was broken up for spares, and others were withdrawn at intervals until May 1914, when the increased need for locomotives during the First World War meant that there were no further withdrawals. One locomotive (no.89) was rebuilt with a larger boiler by D. E. Marsh in 1911 and reclassified E1X and renumbered 89A. However this was rebuilt back to a E1 in 1930 once the boiler was condemned.
Under Southern Railway (Great Britain) ownership, withdrawals continued during the 1920s, with some examples sold to industrial railways rather than scrapped. Eight examples were also rebuilt as 0-6-2 radial tank engines for use in the west of England. These were classified as E1/R.
Four E1s were also transferred for duties on the Isle of Wight in 1932 and 1933. They were renumbered W1-W4 and given names related to the Island.
Thirty examples survived the transfer of ownership to the Southern Region of British Railways in 1948 but during the 1950s they were gradually replaced by diesel shunters. The first withdrawal was LBSCR 93 in May 1908. The last survivor, BR No. 32694, was allocated to Southampton Docks. It was withdrawn in July 1961 and scrapped at Eastleigh Works later that year.
‘W2 Yarmouth’ was built at Brighton Works in 1880 and was shipped to the Isle of Wight in 1933, were it was named ‘Yarmouth’ and was allocated to Newport Shed and remained there until withdrawal in 1956 it ended up being shipped back to Eastleigh Works (BR) to be scrapped the same year.
Photographer Unknown – seen here on shed at Newport c1940
38 of these Class G saddletanks were built by the NBR between 1882 and 1899. They were modelled on an industrial design introduced by Neilson of Glasgow in the 1870s and proved to be a useful and long lived class. Having a weight of only 28 tons and a 7 foot wheelbase enabled these engines to work in factory sidings and on docks with restricted curves. These small engines were sometimes hired out to local businesses and during World War II a pair (later 8103/9) ventured further afield, reaching Milford Haven in Wales. Two were even on loan to the LMS for four years from 1940-44.
35 engines were acquired by the LNER at Grouping and of these no less than 33 survived to become BR stock in 1948, 26 of which were attached to small wooden tenders. Despite the emergence of diesel shunters in ever-increasing numbers during the 1950s/60s, the last few Y9s clung on tenaciously with the last survivor 68095 not being withdrawn (and purchased privately) until 1962 at the ripe age of 75 years. Note the tall casing around the safety valves to take steam away from the cab front and the wooden shunters platform next to the cab steps, which was a typical feature of Scottish LNER shunting locomotives. The dumb buffers made for uncomfortable conditions for the crew during intensive shunting operations.
The engine shown in this photograph, No 68114 is seen at Dawsholm, Glasgow in May 1958, shortly after being transferred from Dundee and still carrying its Dundee 62B shedplate. Sixty years or so earlier (November 1897) she had been built at Cowlairs, and allocated to Dunfermline. In 1938 as No 9040 she was transferred to Dundee for work in the docks. All Dundee Y9s were fitted with birdcage-type spark arrestors because much of their work involved shunting vehicles containing jute destined for the local mills. When the jute industry rapidly declined during the late 1950s Dundee’s Y9s found little work and were all transferred away or withdrawn from service. In this picture, the remnants of the wire which previously secured the spark arrestor can be seen lying at the base of the chimney. No 68114 has lost the small wooden tender to which it was attached when working at Dundee but it does carry its original NB chimney rather than the unsightly stovepipes which were fitted to some unfortunate members of the class. Redundancy had caused the re-allocation to Dawsholm, where the situation was hardly different from Dundee and the engine was passed over to Kipps one year later in April 1959. Here she lingered almost 18 months before being condemned on 29th September 1960 and was finally reduced to scrap at her birthplace, Cowlairs on 17th December of the same year.
Penzance, at the very furthest west. These grand old ladies of the road are now at 49 years in revenue earning service, still on the line they first started on, the west of England mainline. Although these are now restricted to the very west of England, they still put in remarkable miles. 43093 slumbers before hurtling off to Plymouth yet again. These historic machines will certainly be missed by me when they eventually bow out.
One of the fun things about railfanning in a new area is the little surprises found along the way. Be it a faded sign on an old bridge bearing the name of a predecessor fallen flag, or an unexpected depot or tower, or the occasional classic freight cars such as this. This was one of those pleasant surprises that warranted a few images for posterity.
An old 40 ft. boxcar that is fairly intact and still sitting on its own wheels rests on a spur used as a storage shed by local CSXT MofW crews.
While I don't know the age or pedigree of this particular freight car, it is certainly far older than the image it wears. The Seaboard System was one of the shortest lived Class 1 systems existing only about 3 1/2 years from December 1982 until July 1986. I've often read that the Seaboard was created specifically as a "Temporary Railroad" as part of the multi step process that lead to the creation of the modern CSXT super system. It is interesting to note that CSX Corporation was formed in 1980 when Seaboard Coast Line Industries and Chessie System merged. SCL Industries was the parent company of a group of southern Class 1s that for a decade or so had been operating each of its separate railroads (the three largest components being L&N, SCL, and Clinchfield) under a common image and marketing scheme known as the Family Lines System. This schema was still in effect when CSX Corporation came into existence and the simplifying of the corporate structure was an important initiative of the new parent company.
But, Ron Flanary wrote an excellent article about this short lived railroad in Railroad's Illustrated a few years ago and I wanted to share this piece of his always fabulous writing:
"It has been stated that Seaboard System was intentionally a “temporary” railroad, owing to its brief existence before the eventual consolidation with Chessie System to create CSX Transportation. “That’s not true,” according to Sidney Johnson, a retired CSX executive who was a part of the management team that implemented the changes. “Dick Sanborn and some other members of the executive management team wanted to clean up all those old corporations and come up with something less confusing than the ‘Family Lines.’ At key interchange points, other railroads were never sure which of our companies were in the conversation if you mentioned ‘Family Lines.’ It could be SCL, L&N, Clinchfield, or any of the other railroads under that banner. Sure, it was a sentimental loss to see these proud old railroad names go, but it was a transportation business doing its best to adapt to the enormous opportunities afforded by deregulation, so it made perfect sense.” Johnson went on to state there was no plan or intention at that moment to make SBD a short-time transitional corporation. “To the contrary, we invested heavily in a new image for our locomotive fleet, a fresh new logo, and an aggressive program of new signage for bridges, buildings, and the freight car fleet. It was our intention that Seaboard System was here for the long haul…”
But that wasn't to be, and on July 1, 1986 Seaboard System renamed itself CSX Transportation and then the dominoes fell quickly as the Baltimore and Ohio Railroad was formally merged away into the Chesapeake and Ohio (both long operating together as the Chessie System) and then a couple months later in August 1986 the Chessie was formally merged into CSXT. But the legacy of the Seaboard held sway in the gray paint that dominated CSXT's locomotives for its first nearly two decades as well as the fact that the Seaboard and predecessor SCL's headquarters city and building remain as the home of CSX to this day overlooking the Saint Johns River in Jacksonville.
But here along the Ohio River far from traditional Seaboard territory a relic of that temporary (or not!) railroad lives on....
Parkersburg, West Virginia
Friday August 21, 2020
Live at Decaydance Fest l'Olympia, Paris
For more of this set,
visit my site at www.ignoto-photography.com
Resembling an aerial fireworks explosion, this dramatic Hubble Space Telescope picture of the energetic star WR124 reveals it is surrounded by hot clumps of gas being ejected into space at speeds of over 100,000 miles per hour.
Also remarkable are vast arcs of glowing gas around the star, which are resolved into filamentary, chaotic substructures, yet with no overall global shell structure. Though the existence of clumps in the winds of hot stars have been deduced through spectroscopic observations of their inner winds, Hubble resolves them directly in the nebula M1-67 around WR124 as 100-billion-mile-wide glowing gas blobs. Each blob is about 30 times the mass of Earth.
The massive, hot central star is known as a Wolf-Rayet star. This extremely rare and short-lived class of super-hot star (in this case 50,000 Kelvin) is going through a violent, transitional phase characterized by the fierce ejection of mass. The blobs may result from the furious stellar wind that does not flow smoothly into space but has instabilities that make it clumpy.
The surrounding nebula is estimated to be no older than 10,000 years, which means that it is so young it has not yet slammed into the gases comprising the surrounding interstellar medium.
As the blobs cool they will eventually dissipate into space and so don't pose any threat to neighboring stars.
The star is 15,000 light-years away, located in the constellation Sagittarius. The picture was taken with Hubble's Wide Field and Planetary Camera 2 in March 1997.
For more information please visit:
hubblesite.org/image/727/news_release/1998-38
Credit: NASA, Yves Grosdidier (University of Montreal and Observatoire de Strasbourg), Anthony Moffat (Universitie de Montreal), Gilles Joncas (Universite Laval), and Agnes Acker (Observatoire de Strasbourg)
Long ago and so far away,
I fell in love with you, before the second show.
And your guitar, just sounds so sweet and clear,
But youre not really here.
It's just the radio.
~Leon Russell
www.youtube.com/watch?v=hHZNWimbhUE
Sonic Youth ~ "Superstar" ~ Live
Class With Daves: The Audit Group ~ Assignment CWD311 "Unprocessed."
CP ALCO 1506 stands at Pinhal Novo with IR893 the 13.30 Barreiro to Beja on Tuesday 4th October 1988. 1506 and sister 1504 were the first members of this long lived class to be withdrawn from traffic.
The often-smokey atmosphere of Birmingham New Street is shown to good effect in this rather gloomy shot, with Tyseley's hybrid 4-car suburban set T409 formed class 116 DMS 53894 (nearest) with out of sight 59367 (class 116 TC), 59600 (class 127 TSL) & 51860 (class 115 DMBS) adding it's contribution on 26/Jul/1991.
Many of the Tyseley suburban sets contained class 127 centre trailers which were gangwayed, refurbished and painted blue/grey for the first time in their lives when the St.Pancras - Bedford line was electrified. This saw the class 127 power cars withdrawn, with some being converted for parcels use, and the trailers sent north to the West Midlands for another 10 years' use and becoming the longest-lived class 127 vehicles other than those which were preserved.
Photo copyright © R. Chilton
A fourth and final "first day of school" in Des Moines as some high school students return for in-person classes. But it will be short-lived. Classes will go back to being online next week as the state's lack of response to the pandemic is seeing a large spike in COVID-19 cases throughout Iowa.
J36 65235 Gough at Haymarket shed..Sep 1958...the j36 was an extremely long lived class with many achieving up to 75 years service.65235 itself being withdrawn in 1961 after 70 years.
Day 13, January 13th, 2021
Anna was home all week again due to COVID exposure at Life Bridges. At the time of this publishing, it's been a week and no one here has developed symptoms. Yay! Last Friday they had a field trip to Fischer Park and she was close to someone on the bus who tested positive on Sunday. Masks work! Anyway, that's meant remote learning this week. That equates to popping online three times a day for live classes but also leads to lazier afternoons. Once her last class is finished, I've been inviting her to lay down with me. I think it's so cute that the dogs are napping at the foot of the bed as well.
Polymer clay bead inside micro macrame knotted necklace. A new project for a live class. More details soon :)
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2983 'Redgauntlet' with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was no time to apply the lining and BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Replica of GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the Great Western Society Steam Gala, Didcot Railway Centre, 31 July 2021.
It is in GWR lined Brunswick Green (officially Middle Chrome Green) livery with the GWR garter coat of arms and name applied to the tender. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century.
After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Replica of GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the Great Western Society Steam Gala, Didcot Railway Centre, 31 July 2021.
It is in GWR lined Brunswick Green (officially Middle Chrome Green) livery with the GWR garter coat of arms and name applied to the tender. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century.
After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
An unidentified class 504 4 car unit having passed at Bury TMD on a Bury Bolton Street - Manchester Victoria service on the last day of B.R. service into Bolton Street Station, Saturday 15th March 1980. Photo taken from Hagside Level Crossing No.10 distant signal bracket. Notice in the background a class 504 is passing Buckley Wells Crossing about to arrive at Bury.
Saturday 15th March 1980.
Praktica LTL 3 with 50mm lens.
A fourth and final "first day of school" in Des Moines as some high school students return for in-person classes. But it will be short-lived. Classes will go back to being online next week as the state's lack of response to the pandemic is seeing a large spike in COVID-19 cases throughout Iowa.
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2908 ‘Lady of Quality’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was insufficient time to apply the lining or BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
José Rafael Santiago Alfonso [Palillo] (b. August 15, 1940) is a former right-handed pitcher in American Major League Baseball.
Possessor of an outstanding curveball, Santiago reached the American League in 1963 with the Kansas City Athletics. His contract was sold to the Boston Red Sox after the 1965 season, and he became a key member of pitching staff of the 1967 Red Sox, posting a 12–4 record with a 3.59 ERA in 50 games. He was largely a middle relief pitcher that season, starting only 11 games, and compiled an 8–3 mark in relief with five saves. However, he also made several important starts, including Game 1 of the 1967 World Series, which he lost to Hall of Famer Bob Gibson, 2–1, accounting for the only Boston run with a home run in his first World Series plate appearance.
Although Santiago lost both of his World Series decisions to the St. Louis Cardinals and compiled an ERA of 5.59, he began the 1968 campaign in the Boston rotation, compiling a 9–4 record with a 2.25 ERA in 18 starts before an elbow injury ended his season. The injury effectively ruined his major league career. After that, he appeared in only 18 more games during 1969 and 1970, and never won another major league game.
Santiago ended his majors career with 163 appearances, 34 victories and 29 losses and an ERA of 3.74. He also was selected to the 1968 MLB All-Star Game.
In 1979, Santiago managed in a short-lived Class AAA circuit, the Inter-American League, as skipper of the Puerto Rico Boricuas. His club won 16 of 55 games (.291), ending sixth and last in the six-team league, and folded June 17. Thirteen days later, the entire league shut down.
MLB debut - September 9, 1963, for the Kansas City Athletics
Last MLB appearance - July 6, 1970, for the Boston Red Sox
MLB statistics:
Win–loss record 34–29
ERA - 3.74
Strikeouts - 404
Teams:
Kansas City Athletics (1963–1965)
Boston Red Sox (1966–1970)
Career highlights and awards
All-Star (1968)
Link to all of his issued baseball cards - www.tradingcarddb.com/Person.cfm/pid/5189/col/1/yea/0/Jos...
This was the final southbound Norwich to London-Liverpool St working booked for Class-86 haulage passing Stowmarket bringing down the curtain for regular express passenger use for this long lived class.Their use extending from 1965 to this day in 2005,in total 40 years.Indeed the class is still in use in 2016 on freight services for Freightliner so still going strong after 51 years.This particular locomotive 86235 started life as E3194 and carried the names of 'Novelty' and Harold Macmillan' and finally 'Crown Point' before being withdrawn.This happened almost immediately after it hauled this actual train shown here.Today in March 2016 it still remains intact and stored at Long Marston awaiting its fate,either export to Bulgaria or scrapping for parts recovery.----17 september 2005----
Footnote--As of 21 march 2016 this loco after well over 10 years of storage is now to be exported to Bulgaria for further use working for 'Bulmarket'.At least it will be used and appreciated over there!!! Not like the blinkered UK!
Try my main Website tomcurtisrailgallery.weebly.com/
---17 September 2005---
Having arrived at Derby with 5Z33, Carnforth – Derby empty stock for the following days Kettering – Scarborough steam charter West Coast Railway Company 47760 is stabled with the stock on one of the sidings adjacent to Derby station, 10th May 2013.
Locomotive History
47760 was originally D1617 and was built at Crewe works in 1964, entering traffic September 1964, allocated to Toton MPD. It remained a London Midland Region engine for the next eight years until in November 1972 it transferred to the Eastern Region initially allocated to Stratford before quickly transferring to Tinsley. 1617 became 47036 in 1974 and after a spell at Immingham from May 1974 it transferred to the Scottish Region in May 1977 allocated to Haymarket. In November 1979 it emerged from Crewe works fitted with electric train heating renumbered 47562 and transferred to Eastfield in May 1980. It remained in Scotland with spells at Haymarket and Inverness and in July 1991 it was renumbered 47672. This was a short lived class 47 sub class 47/6 and consisted of seven locomotives (47671-677) formed from a batch of class 47/4's having an increased electric train heating rating, for dedicated use on Anglo-Scottish sleeper services, based at Inverness. 47672 transferred to Crewe in December 1992 for Royal Mail and parcels duties and reverted back to 47562. In March 1994 it was again renumbered, to 47760 when fitted with “cab power demand” equipment and RCH type nose end jumpers for operating with remote driving vehicles on Royal Mail trains. It transferred to Motherwell in January 2000, Crewe in January 2001 and Toton in January 2004 from where it was withdrawn in February 2004. In 2007 it was sold to West Coast Railway Company and re-entered traffic in 2008.
Replica of GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the Great Western Society Steam Gala, Didcot Railway Centre, 31 July 2021.
It is in GWR lined Brunswick Green (officially Middle Chrome Green) livery with the GWR garter coat of arms and name applied to the tender. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century.
After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Replica of GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the Great Western Society Steam Gala, Didcot Railway Centre, 31 July 2021.
It is in GWR lined Brunswick Green (officially Middle Chrome Green) livery with the GWR garter coat of arms and name applied to the tender. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century.
After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
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Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2908 ‘Lady of Quality’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was insufficient time to apply the lining or BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Webb LNWR 17 inch 'Coal Engine' 0-6-0 8671 with similar 8662 behind. A long lived class of 499 engines they were around from 1872 until 1953.
Trains Illustrated evolved into Modern Railways with effect from January 1962, reorienting itself away from its younger trainspotter base and more towards railway professionals and serious amateurs. Die-hard steam devotees were directed towards a sister title, Railway World. Publisher Ian Allan made the outside front cover available to advertisers.
Swiss engineering company Sulzer placed this ad for the October 1962 issue as it was pitching for British Railways’ expected order for large numbers of Type 4 diesel locomotives with its 2,750 hp engine. It faced competition from English Electric and Maybach, the latter in partnership with North British.
Sulzer engines were already well established in the Type 2 and 3 sectors, powering what later became British Rail Class 24, 25, 26, 27 and 33 diesels. The latter three loco classes were built by Birmingham Railway & Carriage Co. of Smethwick. Birmingham RC&W also supplied the British Railways Class 104 and 110 DMUs, all well-regarded products, and was busy fulfilling an order for London Transport’s Central Line.
Sulzer thus teamed up with Birmingham RC&W and electrical supplier AEI to build a prototype to demonstrate the effectiveness of its 2,750 hp engine. The result was the handsome D0260 Lion, in a striking but impractical white livery. Brush Traction had entered the fray a few months earlier with its diesel electric prototype, Falcon, powered by twin Maybach diesels as used on the Western Region hydraulics, while English Electric followed at the end of 1962 with its DP2 prototype. All three were extensively tested on the British Railways main lines.
Lion is seen here on an early test, passing Bath Spa and with the Western Region dynamometer car behind. By all accounts, it performed well. Sulzer did indeed win the proverbial lion’s share of the resulting BR order, but Brush Traction was to build the locomotives. These became the ubiquitous and long-lived Class 47s, 500 in number.
Birmingham RC&W was meanwhile in chronic financial difficulty and went into liquidation in late 1963 - just 18 months after the collapse of the renowned North British Locomotive Ltd. The trials with Lion were immediately terminated, and the locomotive was broken up in early 1964, just two years after it was first unveiled.
English Electric did not lose out either, gaining an order for 50 locos that were based on its DP2 prototype. These became the Class 50 type on British Rail.
Modern Railways lives on, published since 2012 by Key Publishing.
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2908 ‘Lady of Quality’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender on the turntable at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was insufficient time to apply the lining or BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2908 ‘Lady of Quality’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was insufficient time to apply the lining or BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2908 ‘Lady of Quality’ with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender on the turntable at the GWS Didcot Railway Centre, 18 November, 2018.
It was intended to be in 1949 BR lined black livery but unfortunately there was insufficient time to apply the lining or BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’.
The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century.
After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Live at Decaydance Fest l'Olympia, Paris
For more of this set,
visit my site at www.ignoto-photography.com
Saint 2907 Lady Disdain at an unknown location on an unknown date but probably early 1920s...I'm not a massive GWR fan but think these early 4-6-0s had pleasing lines.This loco entered service in May 1906 but was withdrawn in July 1933..Overall another long lived class as the GW believed in getting their moneysworth from their locos and their standard of maintenance was second to none. 2920 Saint David was the last of class surviving until Oct 1953
Replica GWR Churchward ‘Saint’ or ‘29XX’ Class 4-6-0 No.2999 ‘Lady of Legend’ in the guise of No.2983 'Redgauntlet' with straight running plate and vertical front drop end, inside steam pipes, long cone boiler, top feed and 3,500 gll tender at the GWS Didcot Railway Centre, 18 November, 2018. It was intended to be in 1949 BR lined black livery but unfortunately there was no time to apply the lining and BR crest. The loco was rebuilt from GWR Collett ‘Hall’ or ‘49XX’ Class No.4942 ‘Maindy Hall’ and some parts from two original ‘Saints’. The ‘Saint’ Class was probably the most influential express/mixed traffic steam locomotive design in the UK in the 20th Century. Very much influenced by American practice (Churchward was friends with A W Gibbs of the Pennsylvania RR), the taper boiler, belpaire firebox, outside cylinders and piston valves with integral cast steel saddle for the drumhead smokebox, the high running plate and stark lines (compared with the conventional Victorian/Edwardian style) was completely at odds with British practice at the turn of the century. After a prototype was built in 1902, two further much redesigned prototypes followed in 1903, one temporarily being converted to a 4-4-2 for comparison purposes. Production based on the latter two prototypes followed in 1905-13 (including 13 built as ‘Scott’ Class 4-4-2’s but later converted to 4-6-0’s), a grand total of 77 being completed. The later ‘Hall’, ‘Manor, ‘Grange’, ‘Modified Hall’ and ‘County’ Class 4-6-0’s were a direct development and they in turn influenced the LMS ‘Black Five’ and BR Standard Class 5 and 4 4-6-0’s. The ‘Saints’ were withdrawn in 1931-53, a very long lived class.
Live at Decaydance Fest l'Olympia, Paris
For more of this set,
visit my site at www.ignoto-photography.com
Knox College students in Organizational Psychology went to, and into, the swimming pool, to learn about and experience teambuilding through group activities similar to those used by corporations. More about psychology at Knox: www.knox.edu/academics/majors-and-minors/psychology