View allAll Photos Tagged Live_Classes
Shot yesterday, in a live class of my portrait workshop here in Buenos Aires. At the Simik bar/photographic museum. Everything that shines behind is metal and glass from all cameras.
Lens: Canon 50mm f/1.4 LTM ("Japanese Summilux", 1957-72).
Street, natural light portrait during a live class of my lighting and portrait workshop.
Lens: Carl Zeiss Sonnar 85mm f/2 (Contax rangefinder mount, 1953).
Another picture from a live class of my portrait workshop, here in Buenos Aires.
This is from my first roll with my new (for me) Leica M5. And one of my favorite lenses (Zeiss Sonnar 85mm f/2), via the amazing Amedeo Contax/Leica rangefinder coupled adapter.
Taken during a live class of my portrait workshop, here in Buenos Aires.
Godox AD200 Pro flash in 1,30 mts umbrella box + reflector as main light. Rim light from the sun.
Lens: 7artisans 75mm f/1.25
Former student and fellow geek/photographer, during a live class of my portrait workshop in Buenos Aires.
Dec, 2021.
Lens: Carl Zeiss Jena Pancolar 1.4/55 (GDR, 1960s).
Shot in a live class of my portrait and lighting workshop, here in Buenos Aires.
Lens: Voigtländer Nokton 50mm f/1.2 Aspherical.
Peace, be still,
and know that I am yours.
Peace, be still,
and know that I am.
.
.At this round earth's imagined corners.
.
I drove through the mountains this afternoon back to school from a wedding I shot yesterday. I'm so incredibly excited to edit my wedding pictures: it's my first official wedding. It was nervewracking, but fun.
August is spring in our mountains. There's still banks of snow melting slowly on the hillside, the wildflowers are just now emerging, and there's a beautiful, ever so slight, fresh chill to the air. If it weren't buried in 12 feet of snow every winter, it would be a beautiful place to live.
Classes start tomorrow. Humpf.
Summer went so fast.
.
A live class of my (local) portrait workshop (most classes are still online, and all of them are for the international edition). It was in a bar in Avenida de Mayo, the historical center of Spanish immigrant culture in Buenos Aires (legend has it that during the civil war, republicans were on one side of the avenue, and fascists on the other!) I also shot some pictures in 35mm film. I hope to have those soon.
The color scheme comes from the spilt complementary color harmony rule. I had a picture of the bar with this brown/orange hue, and light blue appeared like a nice combination. My student César got the blue-colored jacket and book!
Lens: 7artisans 75mm f/1.25 (beautiful Sonnar type lens).
Shot in an old bar in Buenos Aires, during a live class of my portrait workshop,
Leica M5 + 7artisans 50mm f/1.1 + Kodak Vision 3 500T.
Big Train in a Bigger Landscape: 6076-5667 leading with 6073 helping mid-train on an empty BHPIO iron ore train seen departing Garden crossing loop on September 7, 2002. This was a common configuration for BHPIO trains during this 2002 visit.
In the background, the spectacular hills of the Pilbara Hamersley Range. Compression courtesy of a 500mm lens.
6076 was the second last of the 8 GE Erie US-built AC6000 locos, a short-lived class that were built in early 1999 and all scrapped 15 years later in 2014.
02.041.34_6076_Garden500Mwt
She is a first division volleyball player, a talented photographer (and a geek who creates Lightroom presets!). She is also a student in my portrait workshop (still mostly online), and I invited her to be the subject in a live class.
Here I picked my treasured 85mm vintage Sonnar lens for a close shot, and quickly set up a butterfly lighting scheme with light coming from the street and a white reflector over the table, in clamshell fashion.
Lens: Carl Zeiss Sonnar 85mm f/2 (Contax rangefinder mount, 1953).
Shot in a live class of my portrait workshop, here in Buenos Aires.
Leica M5 + 7artisans 50mm f/1.1 + Kodak Vision 3 500T.
Short lived class 210 unit 210001 accelerates away from Didcot with the 12:47 service to Oxford on 7th June 1984
Intended to replace the first generation diesel mechanical units, the class comprised only 2 units, one 3 car and the 4 car unit shown here, both with electric transmission. As part of the initial evaluation, each set was equipped with a different diesel power plant; 210001 with a Paxman 1104hp unit.
Ultimately, they were deemed too complex with the added disadvantage of the loss of passenger space due to the location of the prime mover compared to underfloor designs such as the class 15x units.
She is a photographer and a volleyball player. She is also a student in my portrait workshop (still mostly online), and I invited her to be the subject in a live class.
Lens: Carl Zeiss Jena Pancolar 1.4/55 (GDR, 1960s).
...Back to sharing the series "Interval" from my Creative Live class!
Sand. The passing of time. Becoming dust.
"Becoming dust is no threat to the phoenix born from the ash.”
― Curtis Tyrone Jones
Thank you Creative Live crew for the enormous effort of getting hundreds of pounds of sand into this little room, and then, fast as could be, getting it back out and then again when you donated it to a playground. The whole of it made me so happy. Seeing this scene come to life thrilled me. And I challenged myself, too, to use this little room with such direct light. I'm so glad I did.
"Fragments"
Model: Christin Purcell @jinxedorchid
Watch this being made in "Fine Art Photography: The Complete Guide" www.creativelive.com/class/fine-art-photography-the-compl...
At the end of my Creative Live class when I finished making this series, I printed each image for a segment we filmed about how to print your images. During the wrap party, I gifted a print to each student and central crew member as a thank you for all the hard work that was put in. To my surprise, each person wanted a different print. No two people asked for the same one. It was a great lesson in seeing how different people are impacted by different things; how the smallest detail can draw someone in, how our experiences contribute hugely to how we interpret art.
I had felt a little down on this image, like it wasn't a big enough concept, or maybe like it fell flat in some way. But when I gifted it to Sarit, an in-studio audience member / friend, I saw it through her eyes. I saw why she loved it and it made me love it, too. Our art only contains one story if we keep it to ourselves. When we give our art to others it becomes imbued with their stories too, and what a gift that is. To see the world through someone else's experience - that is why I love sharing what I do.
--
"Gossamer"
Model: Christin Purcell @jinxedorchid
Part of the series "Interval" shot for my CL class: "Fine Art Photography: The Complete Guide" www.creativelive.com/class/fine-art-photography-the-compl...
86321 is heading south at Bletchley on 27th June 1980 with Ford Palvans forming the 6E39 06:00 Ford Sidings at Halewood to Dagenham Dock. 86321 was a member of the short lived class 86/3, which was an 86/0 fitted with SAB resilient wheels, they were later re-classified as 86/4 when fitted with Flexicoil suspension. M147
As a closeted CD, occasionally being a public makeup model for a live class has added greatly to my confidence.
Imagine being a "regular" guy who walks on to a brightly lighted stage. Then, over several hours, in front of dozens of strangers, being transformed and walking off as a convincingly pretty woman. What a trip!
Well, here I am with class participants just after being transformed onstage.
I remember feeling many things, mostly gratitude, perhaps relief it was finally over. I also felt strong and powerful. Odd?
It was surprising to me that class participants were so very complimentary of my "work." What? All I did was sit on a stool and occasionally add my POV or attempt a joke. Easy peasy.....
The MUA did all the work. And she was remarkably talented- don't you think?
From this experience I'm reminded of valuable contributions by people behind our life scenes. Not just MUA's. Think of all the others who support and inspire us. Don't they deserve credit and appreciation more than it is bestowed? Few of us are successful on our own and we've only one life to share - right?
So, at life's end, I'm not counting on a make-up exam.
Are you?
Nora
08824,(DR - FSCD), 31530 "Sister Dora (ex 31430), 457 (ex 31169) & 450 (ex 31133 - all - BS - IWJB) - Doncaster - morning - 13/08/93 (Un-identified trip working to Doncaster Works, which was formed of one live Class 08, three dead Class 31's & air braked wagons for brake force, as 31450 had suffered fire damage & was withdrawn shortly afterwards).
Looking immaculate in its Inter-City livery 47609 "FIRE FLY" stands at the south end of Exeter St Davids's station.
Just creeping into view behind is one of the short lived Class 155 DMU's, which I think was working a Paignton - Cardiff service.
Among a gathering of incapacitated DMS`s in Alperton Garage on 7 January 1979 were cannibalised DMS 715 which was subsequently put back together for a few years more use and damaged DMS 1661 which wouldn`t run again making it one of the shortest lived class members.
Last Saturday, she came as a guest to a live class of my portrait workshop, here in Buenos Aires. We were lucky that a white van parked outside and it became a giant bounce surface for light, so we looked for the best spot to take advantage of that. At some point, I found myself blabbing about the "gestuality of kindness", ie "looking good" not as in "hot", but as in "being good". I don't know if my students could make any sense of it, but Melina was really paying attention and tried to make her part, and this is a picture from that very moment.
Shot on 35mm film with one of my very favorite lenses, a 1950s Zeiss Sonnar 85mm f/2 for Contax rangefinders.
Leica M5 with Amedeo Contax adapter + Carl Zeiss Sonnar 85mm f/2 + Kodak Portra 400.
A North British type 2 - later class 21 - a short lived class due to reliability issues - heads south through Anniesland with a freight working - probably bound for Rothesay Dock or Dalmuir, on a winters day. Late 1960s.
Fernanda, in the live class we had last week, this time on 35mm film.
I often read people discuss the slower pace that comes with film photography. It is that way, of course. But I am not sure there is anything particularly valuable in just being slower. The key aspect to me is not the the slower speed, but how film demands that you visualize the picture before.
In the case of rangefinder cameras, this is extreme, as you have to see in your mind how the lens is going to render the scene at different apertures, how is it going to blur the out of focus areas, etc. I think this is great training. And it's still within the limits of what I think it is reasonable masochism (cameras with separate rangefinder and viewfinder windows,for example, are unreasonable masochism!)
Voigtländer Bessa R3M + Voigtländer Nokton 40mm f/1.2 Aspherical + Kodak Vision 3 500T.
Playwright, screenwriter and actress Carla Scatarelli, in an old bar in Buenos Aires. Shot during a live class of my portrait workshop. We planned it this way together, as she so often writes in bars and cafés.
Lens: Carl Zeiss Distagon T* 2/35 ZF.
Shot in October, 2021, during a live class of my portrait workshop, here in Buenos Aires.
Voigtländer Bessa R3M + Canon 50mm f/1.2 LTM + Kodak Portra 160.
The unique Infrastructure liveried Class 47, 47803 seen at Plymouth in August 1993.
Originally it carried large 'Infrastructure' lettering in red on the bodyside but that was short lived.
Class 31, 31116 also wore a similar livery in the same period.
Playwright, screenwriter and actress Carla Scatarelli, in an old bar in Buenos Aires. Shot during a live class of my portrait workshop. We planned it this way together, as she so often writes in bars and cafés.
Lens: Carl Zeiss Distagon T* 2/35 ZF.
A lone passenger watches TFW's short lived Class 769, number 769452 as it arrives at Pengam on a cold and wet December day in 2022.
Although adorned in the latest Inter-City colours the small and short-lived class 86/5 sub-class were supposedly dedicated freight only locos. This automotive service and the Wembley - Arpley Speedlink were regular duties for the 86/5s at the time.
I revisited my very old concept of the "Snakelace". This is a bit different than the old snakelaces as those all had single beads who could move on the cord. This version does not feature single beads, as this would be too complucated for a live class. Anyways - this could be a new live-class to teach - if there is enough interest;)
LB&SCR A1 Class no. 672 Fenchurch with sister engine no. 55 Stephney on the Bluebell Railway with a charter special from Sheffield Park to Horsted Keynes. Nicknamed Terriers, these locos were first used on suburban services in South London.
Built by the London Brighton & South Coast Railway to the design of William Stroudley during the 1870's this popular and long lived class are now widespread across southern England on various preservation lines. No less than ten of this class have survived in preservation.
West Coast Railway Co. 47854 Diamond Jubilee brings up the rear of 1Z68, 06:20 Peterborough – Carlisle “The Moorlander” approaching the Erewash Valley from the Trowell Branch at Trowell Junction, 6th July 2013.
Locomotive History
47854 was originally D1972 and was built at Crewe works, entering traffic on the 6th November 1965 allocated to Haymarket MPD. From October 1968 it spent a year allocated to Gateshed before returning to Haymarket where it would remain for the next fourteen years. Under the 1973 TOPS renumbering scheme it became 47271. Late in 1983 it was fitted with electric train heating and emerged from Crewe works in December 1983 as 47604 and allocated to Eastfield. For the next nine years it would be either allocated to Eastfield or Inverness. In July 1991 it was renumbered 47674 as part of short lived class 47 sub class 47/6 which 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. 47674 transferred to Crewe in September 1992 for Royal Mail and parcels duties and also had spells at Bristol (1993) and Stratford (1994) before returning to Crewe in 1995. In November 1995 it was renumbered 47854 when fitted with “long range” twin fuel tanks and the next eight years would find it on various “Inter-City” duties allocated to Crewe, Toton and Willesden. In January 2004 it was leased to the West Coast Railway Co. for charter train duties.
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.
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
'On Feb. 22nd 1968 Mike Walker and I completed a most successful day in Cheshire by visiting the MPD at Speke Junction. Here is a general view of the depot (44877, 2 Black 5s, 45253 and an interesting Hunslet shunter).'
My guess in 2023 is that the Hunslet is an example of the short lived class 05.
An image from an album of prints by the Revd David Benson, a curate in Hull when he took most of his photographs. Nearly all from the late 1960s, he not only chased steam (plenty of such photographs from others), but didn't ignore the first generation diesels, of which there are some fantastic images. Also a good number of shots around Hull Docks. Loaded into the Flickr album 'A Curate's Collection' in reverse order, so when I've uploaded them all you can browse the album as it was compiled.
inspired by brooke shaden's creative live class back in july i set out to make this and found my way back into art photography.
Metropolitan-Cammell 'Lightweight' units E79056 and E79272 withdrawn from service and stored at the former Ipswich depot (32B) on 2nd May 1971, pending collection for scrapping. Metropolitan-Cammell produced 36 of these two-car sets, the first railcars to be procured by BR from an outside contractor, seven units were used by the LMR chiefly on Bury-Bacup services, and the remainder were deployed to rural services in East Anglia, although some units subsequently migrated elsewhere for short periods to Scotland, Lincoln and for use on the Romford-Upminster shuttle. Metropolitan-Cammell developed what was to be their successful and long-lived Class 101 DMU from this 1955 design. The ‘Lightweight’ units were distinguishable from the later units by their cowling below the buffer beams and the MU jumper cables. Although a successful product, withdrawal of many rural passenger services in East Anglia in the 1960s following the Beeching Report, and their non-standard coupling arrangements saw their early withdrawal well before they were life expired. All units apart from one were taken out of service between 1967 and 1969 and were subsequently scrapped. One unit comprising two motor brake seconds (E79047-E79053) was selected for overhaul at Derby Litchurch Lane Works and was converted for use as a departmental Plasma Torch Research unit for the Railway Technical Centre at Derby and designated as ‘Laboratory 21’. This was also eventually scrapped, but at least saw further service until 1981.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
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. They were originally classified E, and generally known as "E-tanks"; they were reclassified E1 in the time of D. E. Marsh.
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 Class’ in 1930 once the boiler was condemned.
Thirty examples survived the transfer of ownership to British Railways in 1948 but during the 1950s they were gradually replaced by diesel shunters. 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.
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.
E1 Class No.137 (137 ‘Dijon’) also carried SR.No.B137, it was built at Brighton Works in 1879 it was withdrawal in 1933 it probably ended up at Eastleigh Works (BR) to be scrapped the same year.
Photographer Unknown – seen here ex works at Brighton Works c1910
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
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
Examples of the versatile and long-lived Class 37 passed to all three ‘shadow privatisation’ freight companies in 1994. Whereas Loadhaul and Mainline set about repainting theirs in new colours, Transrail retained the former Railfreight livery with new graphics to good effect. This was a shrewd decision from an accounting perspective as, within two years, the three companies were acquired by American-owned Winconsin Central and merged to form English, Scottish & Welsh Railways (26-Mar-22).
All rights reserved. For the avoidance of doubt, this means that it would be a criminal offence to post this image on Facebook or elsewhere (please post a link instead). Please follow the link below for further information about my Flickr collection:
www.flickr.com/photos/northernblue109/6046035749/in/set-7...
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