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Rail Express Sysytems liveried class 86/2 locomotive 86243 along with a Propelling Control Vehicle (PCV), head south past Heamies Farm, situated just north of Norton Bridge on the WCML.
Propelling Control Vehicle's (PCV) are former BR Eastleigh 1955 built Great Eastern Main Line Class 307 driving trailer cars, of which 42 were converted at Hunslet-Barclay in Kilmarnock between 1994 to 1996, so this very smart looking PCV could be one of the last converted on delivery.
30th September 1996
Ram (0): Your ship’s bow tells the world that you’re tactically a madman, spatially conscious, and a little bit… dangerous.
This artist's concept puts solar system distances in perspective. The scale bar is in astronomical units, with each set distance beyond 1 AU representing 10 times the previous distance. One AU is the distance from the sun to the Earth, which is about 93 million miles or 150 million kilometers. Neptune, the most distant planet from the sun, is about 30 AU.
Informally, the term "solar system" is often used to mean the space out to the last planet. Scientific consensus, however, says the solar system goes out to the Oort Cloud, the source of the comets that swing by our sun on long time scales. Beyond the outer edge of the Oort Cloud, the gravity of other stars begins to dominate that of the sun.
The inner edge of the main part of the Oort Cloud could be as close as 1,000 AU from our sun. The outer edge is estimated to be around 100,000 AU.
NASA's Voyager 1, humankind's most distant spacecraft, is around 125 AU. Scientists believe it entered interstellar space, or the space between stars, on Aug. 25, 2012. Much of interstellar space is actually inside our solar system. It will take about 300 years for Voyager 1 to reach the inner edge of the Oort Cloud and possibly about 30,000 years to fly beyond it.
Alpha Centauri is currently the closest star to our solar system. But, in 40,000 years, Voyager 1 will be closer to the star AC +79 3888 than to our own sun. AC +79 3888 is actually traveling faster toward Voyager 1 than the spacecraft is traveling toward it.
The Voyager spacecraft were built and continue to be operated by NASA's Jet Propulsion Laboratory, in Pasadena, Calif. Caltech manages JPL for NASA. The Voyager missions are a part of NASA's Heliophysics System Observatory, sponsored by the Heliophysics Division of the Science Mission Directorate at NASA Headquarters in Washington.
For more information about Voyager, visit: www.nasa.gov/voyager and voyager.jpl.nasa.gov .
Image credit: NASA/JPL-Caltech
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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© Saira Bhatti
“If you want to rebel, rebel from inside the system.That's much more powerful than rebelling outside the system” ~Marie Lu
The Vancouver downtown from the highest structure of the city. There were dark clouds approaching that day and I was keen to see the cityscape at sunset. A bit disappointed I still continued to head up the building. The guide at the location however told me how people misjudge the cloudy weather and that it covers up the sunset. She told me to continue and I will be left impressed. She was right. The view with all the nature's elements was amazing. The clouds and the sunset peeking through them illuminated the sky and the city. I was not carrying the tripod. I had to capture the scene at a high ISO which created noise in the output. Nevertheless the results were pretty satisfying #Urbanscape #Canon
Fogg Dam Conservation Reserve, Middle Point, Northern Territory, Australia.
The Fogg Dam Conservation Reserve is a wetland area approximately 70 km (43 mi) east of Darwin in the Northern Territory of Australia. It lies within the Adelaide and Mary River Floodplains, which is an Important Bird Area.
It attracts a wide range of local and migratory water birds and other wildlife including one of the largest populations of snakes within Australia (including the Water Python and Death Adder), and includes several raised observation platforms.
Saltwater Crocodiles (Crocodylus porosus) and Freshwater Crocodiles (Crocodylus johnstoni) can be seen at Fogg Dam all year around. Fogg Dam is open 24/7/365.
The Navigli are a system of canals and waterways whose construction lasted 7 centuries (from XII to XIX century) that connected the lake Maggiore, the lake Como, the Ticino river and the Po river and also connecting Milan with Switzerland, North Eastern and Western Europe and to the sea and irrigate and productive huge areas. In just 35 years had been built 90 km of waterways and the first canal was realised in the XII century when began the construction of the Naviglio Grande with a system of dams invented by Leonardo Da Vinci in the XV century. (you can still see Leonardo’s Dam along Naviglio Pavese). Then, in 1457, Francesco Sforza, Lord of Milano, ordered the realization of another Naviglio, the Naviglio della Martesana, and in 1482 Ludovico il Moro commissioned Leonardo Da Vinci to plan a system to connect Lake Como to Milan and you can find drafts at the Museum of Navigli. The Famous Duomo di Milano has been build with the Marple coming via these canals. In 1805 Napoleon ordered to complete the Naviglio Pavese used also for trasportation of the Candoglia marble for the construction of the Duomo Cathedral. Then in the second half of the XIX century trains and railways become the first means of transport and the Navigli canals were less used and finally abandoned when cars appeared and only used by industries that polluted waters.
Большой Канал (Naviglio Grande), судоходный уже во второй половине XIII века, является наиболее значимым достижением инженерии водных ресурсов на территории Ломбардии. Канал, проходя через г.Аббьятеграссо (Abbiategrasso, провинция Милана), соединяет реку Тичино (fiume Ticino) с Миланом. Вдоль него расположены многочисленные усадьбы знатных семей, построенные в период с XVI по XIX века. Наличие большого торгового пути в эпоху правления династий Висконти и Сфорца было значимым для строительства города: кандолийский мрамор, используемый при строительстве Миланского Собора (Duomo), розовый бавенский гранит и другие горные породы, а также песок и древесина доставлялись с озера Маджоре (lago Maggiore) посредством системы котлованов и судоходных каналов, созданной с использованием средневековых оборонительных рвов. Этот водный путь, строительство которого было завершено во второй половине XV века, известен как кольцо каналов (cerchia dei Navigli). Вдоль него располагались многочисленные открытые склады и погреба, называемые щостре (sciostre). Мрамор для строительства Миланского Собора (Duomo) грузился на баржи со знаменитой надписью AUF (от латинского «ad usum fabricae» - «для использования при строительстве»), которая гарантировала свободное прохождение груза через таможенные барьеры. Баржи причаливали к берегу небольшого озера Санто Стефано (laghetto Santo Stefano). Квартал Навильи (Navigli) с его торговыми и ремесленными лавками, многочисленными ресторанами и барами, художественными мастерскими, расположенными на берегах каналов и вдоль бичевой тропы, становится одним из наиболее оживленных мест города. Стержнем квартала является Дарсена (Darsena), искусственный водоем, построенный в 1603 г. и превратившийся в настоящий городской порт. В него стекаются воды Большого Канала (Naviglio Grande) и реки Олона (Olona, в настоящее время протекающей под землей), в нем берет свое начало Павийский Канал (Naviglio Pavese). До перекрытия, произошедшего в 1929 - 1930 гг., внутреннее кольцо Каналов также наполняло Дарсену водой через шлюз Виаренна (Viarenna) (в настоящее время на этом месте проходит улица Конка дель Навильо (Conca del Naviglio).
This nextup round were getting posh! match jess in wearing one of these 50 designs. each play is 50L Next up is a amazing event that uses legal systems to show you the next random 3 items! there's also a option of fatpack if you dont want to play the system!
taxi ~ maps.secondlife.com/secondlife/BellaTECH%20Productions/17...
"“Creativity is more than just being different. Anybody can plan weird; that’s easy. What’s hard is to be as simple as Bach. Making the simple, awesomely simple, that’s creativity.” ~ Charles Mingus
Finally got the time to post the color version of our friend :)
Une réplique du système d'aboiteaux dans le Centre d’interprétation du Site historique national du Canada de Grand-Pré, Nouvelle-Écosse (Nova Scotia), Canada.
Ce site et le Bassin des Mines dans la baie de Fundy forment un ensemble inscrit sur la liste du patrimoine mondial de l’UNESCO depuis 2012 (WHL-1404). En effet, le paysage constitue un exemple exceptionnel de l’adaptation des premiers colons européens aux conditions de la côte atlantique nord-américaine, grâce au développement de la poldérisation agricole réalisée – à base de digues et d’aboiteaux (buses de bois pour l’évacuation des eaux) – par les Acadiens au 17e siècle et poursuivie par les Planters et les habitants actuels.
Fondé en 1682, Grand-Pré est rapidement devenu le grenier et un temps la principale ville de l'Acadie. Ravagé en 1704 et tombé aux mains des Britanniques en 1713, Grand-Pré fut victime de la lutte pour le contrôle de l'Amérique du Nord. L'ancien village acadien de Grand-Pré, devenu le symbole de la Déportation des Acadiens de 1755 grâce au poème "Évangéline - Un conte d’Acadie" écrit en 1845 par l’américain Henry Wadsworth Longfellow, a été aujourd’hui transformé en un vaste parc donnant sur les digues et les aboiteaux que les premiers colons avaient gagnés sur la mer.
La technique d’aboiteau utilisée à Grand-Pré consiste à protéger les marais situés en bordure de la baie de Fundy de la montée des eaux salées, à marée haute. Car cette zone asséchée à marée basse, appelée estran, est très fertile. Mais pour la cultiver, il faut la garder hors de portée de la mer en tout temps, et la dessaler. Pour ce faire, les Acadiens vont la drainer et ériger des digues qui empêchent la mer d’envahir l’estran à marée haute. Ils vont ensuite poser des aboiteaux à travers ces digues, c’est-à-dire des écluses munies d’un clapet actionné par la marée. Ce dernier se ferme sous la pression de la marée montante et empêche ainsi l’eau salée de pénétrer dans le marais asséché. Avec le retrait de la marée, le clapet s’ouvre pour laisser passer l’eau de pluie et l’eau douce qui viennent des terres environnantes jusque dans la mer.
Playing Pac-Man with my 5-games-in-1 plug-and-play system for the TV. Brings back many memories of amusement arcades as a young 'un (yeah, I realise saying young 'un makes me sound old, haha!)
The spiritual successor to the first-generation HADES units from the first Greco-Roman war, the Venatio was built by the Neo-GRF to combat the growing number of Aardwolf IIs and experimental types deployed on the field. The Venatio's frame is built using a state-of-the-art carbon-titanium mesh. Armor plates made of biocarbon-laminate armor are layed on top of the frame, allowing for maximum agility while still retaining some amount of protection. Jump jets on the Venatio's back allow it to easily get in and out of sticky situations. Additionally, it features a brand new jamming system in its torso, which not only removes its signature from all types of sensors, but modifies the signals received by other VCS cameras, making the Venatio invisible to everything save the naked eye.
When it comes to armament, the Venatio does not dissapoint. Its primary weapons consist of a beam tanto and two high-caliber pistols. It also carries a vibrotech knife on its left leg. However, the Venatio has multiple weapons hidden away, used for surprising enemy units in close combat to gain the upper hand. It features a small-caliber machine gun and flip-out virbrotech knife on the inside of each arm. Additionally, its thigh armor lifts up to reveal two vibrotech claws, along with smoke grenade dispensers for a quick getaway. The thigh armor is attached via small manipulators so they can be used as an extra set of arms as well. Finally, the Venatio's faceplate can lift up to reveal its primary sensor, used for high-detail scans of the surrounding area and enemy VCS.
Had this guy sitting around for a few days, waiting for me to fix proportions and build a head. Luckily I managed to get both done last night, and I'm rather pleased with the result. I was originally going for a more traditional ninja-like feel, but I think I managed to put my own twist on it. I'm pretty proud of all the hidden weapons, and those guns are a heck of a lot of fun to pose with. Speaking of poseability, this guy has a decent amount, although the knee joints are kinda lacking. Also the cockpit opens in a unique way, which worked out better than I thought it would.
Anyway, enough rambling. I don't even know if people read the descriptions anymore, I know I would have tired of it long ago :P
Cara skin is back in the Mainstore! Here a video so you can see exactly how beautiful she looks inworld, with no editing, no alterations.
Daily demonstrations of the mothers of handicapped children under the motto “System kills”. The demonstrations were going on for a month till one of the vice-premiers of the government was not forced to resign due to his impudent and unacceptable behavior. This ocured before ‘yellow wests’ demonstrations got started in France. The kids on the image are handicapped. At the background of the image is the Party house of the Bulgarian Communist Party. (Sofia, Nov.2018)
Flat-bottomed depression that is periodically covered by water. Playas occur in interior desert basins and adjacent to coasts in arid and semiarid regions. The water that periodically covers the playa slowly filters into the groundwater system or evaporates into the atmosphere, causing the deposition of salt, sand, and mud along the bottom and around the edges of the depression.
Read more: www.answers.com/topic/playa#ixzz1tfpXSHNa
A scene from my drive from California to Chicago.
Guilford Rail System/Boston & Maine RR GP39-2368 on a plow extra in 1993 at Waterville ME. The 368 was a Delaware & Hudson unit. The plow looks to have been a Maine Central unit. - from a Kodachrome slide in my collection, photographer unknown
Someone who you don't want to come across if in combat.
Equipment: high protective and mobility improved kevlar suit and a heavy automatic combat pistol.
The San Francisco cable car system is the world's last manually operated cable car system and an icon of the city of San Francisco. The system forms part of the intermodal urban transport network operated by the San Francisco Municipal Railway, which also includes the separate E Embarcadero and F Market & Wharves heritage streetcar lines, and the Muni Metro modern light rail system. Of the 23 cable car lines established between 1873 and 1890, only three remain (one of which combines parts of two earlier lines): two routes from downtown near Union Square to Fisherman's Wharf, and a third route along California Street. While the cable cars are used to a certain extent by commuters, the vast majority of the millions of passengers who use the system every year are tourists, and as a result, the wait to get on can often reach two hours or more. They are among the most significant tourist attractions in the city, along with Alcatraz Island, the Golden Gate Bridge, and Fisherman's Wharf. San Francisco's cable cars are listed on the National Register of Historic Places and are designated as a National Historic Landmark.
In 1869, Andrew Smith Hallidie had the idea for a cable car system in San Francisco, reportedly after witnessing an accident in which a streetcar drawn by horses over wet cobblestones slid backwards, killing the horses. Hallidie solicited financial support in 1871 and 1872, and his primary backers were Henry L. Davis, Joseph Britton, and James Moffit.
The first successful cable-operated street running train was the Clay Street Hill Railroad, which had its inaugural run on August 2, 1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer; both Hallidie and Eppelsheimer obtained several patents for their work on the Clay Street line. The line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars; the design was the first to use grips. The term "grip" became synonymous with the operator.
The line started regular service on September 1, 1873, and its success led it to become the template for other cable car transit systems. It was a financial success, and Hallidie's patents were enforced on other cable car promoters, making him wealthy.
Accounts differ as to the precise degree of Hallidie's involvement in the inception of the line, and to the exact date on which it first ran. According to the franchise granted by the city, operations were required to begin by August 1, 1873. Retrospective published in 1895 stated that a single car was run over the line at 4 AM on the morning of August 1 with few witnesses to ensure the franchise would not expire. Eppelsheimer would later bring a suit against Hallidie and the Clay Street Hill RR in June 1877 over patents, but dismissed it voluntarily the following March.
The next cable car line to open was the Sutter Street Railway, which converted from horse operation in January 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Casebolt. This idea came about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for the use of his patent. The side grip allowed cable cars to cross at intersections.
In 1878, Leland Stanford opened his California Street Cable Railroad (Cal Cable). This company's first line was on California Street, and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation. The Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were "let-go" curves, in which the car drops the cable and coasts around the curve on its own momentum.
In 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and would grow to become San Francisco's largest cable car operator. At its peak, it operated five lines, all of which converged on Market Street to a common terminus at the Ferry Building. During rush hours, cars left that terminus every 15 seconds.
In 1888, the Ferries and Cliff House Railway opened its initial two-line system. The Powell–Mason line is still operated on the same route today; their other route was the Powell–Washington–Jackson line, stretches of which are used by today's Powell–Hyde line. The Ferries & Cliff House Railway was also responsible for the building of a car barn and powerhouse at Washington and Mason, and this site is still in use today. In the same year, it also purchased the original Clay Street Hill Railway, which it incorporated into a new Sacramento–Clay line in 1892.
In 1889, the Omnibus Railroad and Cable Company became the last new cable car operator in San Francisco. The following year the California Street Cable Railroad opened two new lines, these being the last entirely new cable car lines built in the city. One of them was the O'Farrell–Jones–Hyde line, the Hyde section of which still remains in operation as part of the current Powell–Hyde line.
In all, twenty-three lines were established between 1873 and 1890.
Originally, the cables were powered by stationary steam engines. For the initial three cables, the Ferries & Cliff House Railway constructed a three-story structure to house two 450-horsepower coal-burning steam engines. The building was complete with a 185-foot-tall smokestack to vent away the heavy black smoke created by the Welsh anthracite coal that the company burned. Expansion of service required two additional 500-horsepower coal-fired steam engines in 1890, and the number and type of engines continued to vary over time. Coal consumption in 1893 was about 10 tons per day. The system was converted to oil in 1901, and the lessened amount of smoke allowed the smokestack to be shortened to 60’; this shortened smokestack still exists at Washington-Mason today.
Electric energy was introduced in 1912, when a 600-horsepower General Electric motor came on-line. By 1926, all steam operation of the cable ended when a second complete electrical drive was installed, a 750-horsepower General Electric product. With reduction in the number of cable car lines, the single 750-horsepower electric motor took over the job of running all of the lines. The problem with that configuration was that if one cable car on one line broke down, all lines had to be stopped. After the 1984 reconstruction, each of the four cables for the three lines (California, Hyde, Mason and Powell) is separately powered by its own 510-hp electric motor.
The first electric streetcars in San Francisco began operation in 1892 under the auspices of the San Francisco and San Mateo Electric Railway.
By the beginning of 1906 many of San Francisco's remaining cable cars were under the control of the United Railroads of San Francisco (URR), although Cal Cable and the Geary Street Company remained independent. URR was pressing to convert many of its cable lines to overhead electric traction, but this was met with resistance from opponents who objected to what they saw as ugly overhead lines on the major thoroughfares of the city center.
Those objections disappeared after the 1906 San Francisco earthquake. The quake and resulting fire destroyed the power houses and car barns of both the Cal Cable and the URR's Powell Street lines, together with the 117 cable cars stored within them. The subsequent race to rebuild the city allowed the URR to replace most of its cable car lines with electric streetcar lines. By 1912, only eight cable car lines remained, all with steep grades impassable to electric streetcars. In the 1920s and 1930s, these remaining lines came under pressure from the much improved motor buses of the era, which could now climb steeper hills than the electric streetcar. By 1944, five of those cable car lines had survived: the two Powell Street lines – by then under municipal ownership, as part of Muni – and the three lines owned by the still-independent Cal Cable.
In 1947, Mayor Roger Lapham proposed the closure of the two municipally owned lines. In response, a joint meeting of 27 women's civic groups, led by Friedel Klussmann, formed the Citizens' Committee to Save the Cable Cars. In a famous battle of wills, the citizens' committee eventually forced a referendum on an amendment to the city charter, compelling the city to continue operating the Powell Street lines. This passed overwhelmingly, by 166,989 votes to 51,457. Klussman led another campaign in 1948 to have the city acquire Cal Cable, but the referendum fell short of the required 2⁄3 majority, with 58% in favor of acquisition; a second referendum in 1949, requiring a simple majority, passed and the city began negotiations with Cal Cable.
In August 1951, the three Cal Cable lines were shut down when the company was unable to afford insurance. The city purchased and reopened the lines in January 1952, but another referendum that would have funded maintenance for the California Street tracks and the powerhouse and car barn at Hyde and California failed in November 1953. The amendment to the city charter did not protect the newly acquired Cal Cable lines, and the city proceeded with plans to replace them with buses; in addition, businesses in Union Square and downtown began advancing plans to convert O'Farrell to automobile traffic, which would remove service through the Tenderloin district via the inner section of the O'Farrell Jones & Hyde line. The result was a compromise that formed the current system: a protected system made up of the California Street line from Cal Cable, the Powell–Mason line already in municipal ownership, and a third hybrid line formed by grafting the Hyde Street section of Cal Cable's O'Farrell-Jones-Hyde line onto a truncated Powell–Washington–Jackson line, now known as the Powell–Hyde line.
This solution required some rebuilding to convert the Hyde Street trackage and terminus to operation by the single-ended cars of the Powell line, and also to allow the whole system to be operated from a single car barn and power house. Much of the infrastructure remained unchanged from the time of the earthquake.
By 1979, the cable car system had become unsafe; it needed to be closed for seven months for urgently-needed repairs. A subsequent engineering evaluation concluded that it needed comprehensive rebuilding at a cost of $60 million. Mayor Dianne Feinstein, who took charge of the effort, helped win federal funding for the bulk of the rebuilding job. In 1982 the cable car system was closed again for a complete rebuild. This involved the complete replacement of 69 city blocks' worth of tracks and cable channels, the complete rebuilding of the car barn and powerhouse within the original outer brick walls, new propulsion equipment, and the repair or rebuild of 37 cable cars. The system reopened on June 21, 1984, in time to benefit from the publicity that accompanied San Francisco's hosting of that year's Democratic National Convention.
Since 1984, Muni has continued to upgrade the system. Work has included rebuilding of another historical car, the building of nine brand new replacement cars, the building of a new terminal and turntable at the Hyde and Beach terminus, and a new turntable at the Powell and Market terminus.
Between 2017 and 2019, the system received a second, but less extensive rebuild. Over the two year project, Muni rehabilitated the cable car system's gearboxes, which had been in service since the last rebuild in 1984.
The system was shut down in March 2020 to protect operators during the COVID-19 pandemic, as cable cars do not offer a compartment separating them from passengers (unlike Muni buses, which kept running). Limited service on all three lines resumed on August 2, 2021. Full revenue service began on September 4. On September 9, a valve failure caused the fire suppression system in the carbarn to activate, shutting down electric power to the powerhouse. Service resumed on September 18.
The cable cars are an iconic part of San Francisco and are protected National Historic Landmarks, but they are not without their critics. Most complaints center around the high cost of operating a system that mostly serves tourists, and the large number of accidents involving the cable cars.
The cable car lines serve around seven million passengers per year, but the vast majority are tourists, rather than commuters. The area where the cable cars operate is well-served by a large number of buses and trolleybuses that often give residents better options for their trips. Also, during busy times, the wait to board a cable car can often reach two hours or more.
While Muni does allow monthly passholders to ride the cable cars at no additional charge, single ride fares are more than triple the fares charged on other Muni routes. The high fares led the San Francisco Chronicle to describe the cable cars in 2017 as a "cash cow" for Muni, yielding a yearly revenue of around $30 million. Still, according to Mission Local, the cable car system had a $46 million operating deficit in 2019. In 2006, then-Mayor Gavin Newsom reported that he had observed several conductors pocketing cash fares from riders without receipt. The following year, the San Francisco auditor's office reported that the city was not receiving the expected revenue from cable cars, with an estimated 40% of cable car riders riding for free. Muni's management disputed this figure and pointed out that safe operation, rather than revenue collection, is the primary duty of conductors. In 2017, after an audit showing that some conductors were "consistently turn[ing] in low amounts of cash", as well as a sting operation, one conductor was arrested on charges of felony embezzlement.
Among U.S. mass transportation systems the cable cars have the most accidents per year and per vehicle mile, with 126 accidents and 151 injuries reported in the 10 years ending 2013. In the three years ending 2013 the city paid some $8 million to settle four dozen cable car accident claims.