Electrical Installations
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The Uglich hydroelectric station is a small hydroelectric station of a river-bed type located on the Volga River in the city of Uglich in the Yaroslavl Region. It is included in the Volga-Kama cascade of hydropower stations, being its second stage (the first is the Ivankovo hydroelectric station in the city of Dubna, Moscow region). Together with the Rybinsk hydroelectric station (Yaroslavl region, Rybinsk).
The Uglich hydroelectric complex includes a low-pressure channel earthen dam (length 314 meters, height 27 meters), a seven-span concrete spillway dam (total length 179 meters, each span 19.8 meters), a hydroelectric building with two hydraulic units, an open switchgear 220 kV.
The dam of the Uglich hydroelectric station forms the Uglich reservoir, which provides the water level necessary for navigation in the Volga. Construction began in 1938. Because of World War II, the construction of hydropower plants was interrupted and the station was fully commissioned in 1955.
The capacity of the Uglich hydroelectric station is 120 MW (with a design head of 113 meters), the average annual output is 240 million kWh. The dam is designed to skip 11,600 cubic meters. m of water per day. Along the dam of Uglich hydroelectric station passes the road and pedestrian road. In 2007, a hydropower training center was opened on the territory of the Uglich hydropower plant, on the basis of which in 2010 the Uglich hydropower museum was opened.
Built in Art Deco style in 1914, closed 2007 - transformer and switchgear building.
The small bunker in the centre is providing protection from the threat of falling glass if an explosion were to have ruptured the magnificent glass ceiling. It was built during the WWII.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
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Built in Art Deco style in 1914, closed 2007 - the floor below the control room of the transformer and switchgear building.
Detail der 110kV-Freiluftschaltanlage auf dem Gelände Teil der Kranbrücke des Kraftwerks der ab 1936 errichteten Heeresversuchsanstalt Peenemünde (heute Teil des Historisch-Technischen Museums Peenemünde). Rechts im Hintergrund ein Schrägaufzug zur Kohleförderung. In der Heeresversuchsanstalt wurde vor allem die erste funktionsfähigen Grossrakete Aggregat 4 (A4, bekannt geworden als «Vergeltungswaffe» V2) entwickelt und getestet.
Die 1953 in Betrieb genommene Schaltanlage diente dem Anschluss des nach dem Krieg weiterbetriebenen Kraftwerks an das Hochspannungsnetz der DDR anzubinden. Im Betrieb der Heeresversuchsanstalt wurde ein erheblicher Teil der Kraftwerksleistung für die Produktion von verflüssigtem Sauerstoff in einer eigens hierfür errichten grosstechnischen Anlage gebraucht (Die A4/V2-Rakete wurde durch ein Gemisch aus Sauerstoff und verdünntem Alkohol angetrieben).
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Detail of the 110kV outdoor substation on the terrain the coal-fired power plant of the Peenemünde Army Research Center (now part of the Peenemünde Historical-Technical Museum), which was built from 1936. In the background on the right, an inclined elevator for coal transport. The first functioning large rocket, Aggregat 4 (A4, which became known as the "retaliatory weapon" (Vergeltungswaffe) V2), was developed and tested at the Army Research Center.
The switchgear, commissioned in 1953, served to connect the power plant, which continued to operate after the war, to the GDR's high-voltage grid. In the operation of the Army Research Center, a considerable part of the power plant output was used for the production of liquefied oxygen in a large-scale plant built especially for this purpose (the A4/V2 rocket was propelled by a mixture of oxygen and diluted alcohol).
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Im Hausruckviertel läßt sich das Schaltwerksgeklapper einer 1142 auch immer seltener vernehmen. Inzwischen ist der einsatzfähige Bestand der klassischen ÖBB Baureihe auf eine einstellige Zahl zusammen geschrumpft. So war es am 21. April 2023 als Glücksfall zu werten, daß die 1142.667 vor dem R 5919 nach Linz HBF zum Einsatz kam. Kurz nach Verlassen des Bahnhofs von Kimpling konnte ich die noch in gutem Lackzustand befindliche Lok mit ihrer CityShuttle-Garnitur aufnehmen.
In Upper Austria, the clattering of an 1142's switchgear can be heard less and less often. In the meantime, the operational stock of the classic ÖBB series has shrunk to a single-digit number. So it was a stroke of luck on April 21, 2023, that the 1142.667 was used in front of the R 5919 to Linz HBF. Shortly after leaving Kimpling station, I was able to take a picture of the locomotive - which was still in good paint condition - with its CityShuttle set.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - the floor below the control room of the transformer and switchgear building.
Power Plant Art Deco - Built in Art Deco style in 1914, closed 2007 - transformer and switchgear building
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
control room - backstage
Built in Art Deco style in 1914, closed 2007 - transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
The Mileage Master - 1937 Chevrolet 1/2-Ton Pickup
Chevrolet's 1937 pickups proved their worth on the open road.
More than 80 years ago, Chevrolet needed to convince buyers that its light trucks were the most dependable, capable, and economical haulers on the road. So, the company cooked up a plan to send a new 1937 Chevrolet half-ton pickup, loaded with 1,000 pounds of weight, on a 10,000-plus-mile road trip, certified by the American Automobile Association. For the driving chores, they signed on race car driver Harry Hartz--a three-time Indianapolis 500 runner-up.
On December 23, 1936, Hartz wheeled the Chevrolet truck off the assembly line in Flint, Michigan, and headed northwest across Montana, Idaho, and into Washington. He then followed the West Coast south and traversed the U.S.-Mexico border to the Gulf of Mexico. After passing through the Gulf states and North Florida, he pointed the Chevrolet up the frigid East Coast, to Maine, then headed back to Michigan through New England. Hartz arrived back where he began on February 23, 1937--mission accomplished.
Some of the highlights from the truck's two-month-long, 10,244-mile odyssey are surprising even by modern standards. During 328 hours of running time, the Chevrolet averaged 20.74 mpg and a speed of 31.18 mph. It needed only a minor repair along the way that cost 73 cents, and oil consumption was reported to be more than 7 quarts, but that included an oil change en route to keep the truck's babbitt bearings protected.
Powering this road-proven Chevrolet was the new-for-1937 216.5-cu.in. Blue Flame six--the only engine offered in the company's trucks that year. The 216 was a more robust engine than its 206.8-cu.in. predecessor. The block was two inches shorter, with full-length water jackets, and its crankshaft spun in four main bearings. The oiling system, however, was still a low-pressure arrangement that Chevrolet described as "four-way" lubrication:
The 216 had a shorter stroke than its predecessor, at 33/4 inches, versus the 4-inch swing of the 207, but a larger 31/2-inch bore than the earlier six's 35⁄16-inch openings. For extra oomph, Chevrolet boosted the compression ratio a quarter of a point from 6:1 to 6.25:1. (Later 216s would have 6.5:1 compression). The new engine was factory rated at 78 hp @ 3,200 rpm and 170 lb-ft of torque. (In passenger cars, it was rated at 85 hp and 170 lb-ft of torque.) Rounding out the powertrain on Chevrolet's half-ton trucks was a three-speed manual transmission with a floor-shift and a 4.11:1 final-drive ratio.
The engine wasn't the only new feature Chevrolet was boasting about in its 1937 haulers. Also that year, it introduced an all-steel cab with taller front and rear glass, for a better view of the road or job site. The front end was restyled to strongly resemble Chevrolet passenger cars, with a similar (but not interchangeable) grille, as well as painted headlamp pods mounted to the sides of the radiator surround.
Inside the cockpit, a bench seat was divided into two sections with adjustable cushions and backs. In pickups, the fuel filler was accessed by raising the passenger side seat cushion and unscrewing a bung on the top of the tank. For 1938, a more conventional external filler pipe was routed outside the cab on the passenger side. To further blur the lines between its cars and light trucks, Chevrolet equipped both with similarly styled and configured instruments, switchgear, etc. As the company pointed out in promotional literature: "The same easy control that is yours in a passenger car is provided for the driver of a Chevrolet truck. The instrument dials are directly in front of him. Close by his right hand are the choke, throttle, and light controls. There is even a package compartment, with lock, in the panel. Clutch and brake pedals operate at light pressures."
The instrument cluster was well appointed, for the time, with a 100-mph, AC-branded speedometer in the center, gasoline and water temperature gauges to the left, and amperes and oil pressure gauges on the right. Simple paneling disguised most metal interior surfaces, and a rubber floor mat covered the floor.
Optional creature comforts indoors included a radio, a heater, a clock, a cigarette lighter, and seat covers. Outside, buyers could pile on extras like a rear bumper, a right-hand taillamp, an outside rearview mirror, fog lamps, a spotlamp, whitewalls, and more.
The half-ton's chassis was redesigned for the 1937 model year, too, and built rugged enough for light hauling chores. The reinforced frame rails were made from 9/64-inch #1025 hot-rolled, pressed steel, measuring 2¼ by 5¾ inches. Tying the frame together were five stout crossmembers, plus there were beefed-up engine mounts, spring hangers, and steering brackets.
In the rear, there was a "Monorail" spare tire carrier that clamped the tire beneath the bed with a locking bolt, to guard against theft. The carrier was also designed to make raising and lowering the spare tire under the truck easier on the operator.
Chevrolet's 1937 1/2-ton pickups were 183 inches long, from nose to tailgate, and rode on a 112-inch wheelbase. The whole package tipped the scales at 2,945 pounds, with a 4,400-pound GVW. When it came time to test that GVW, operators had a wood-decked box at their disposal that measured 77 inches long and 451/4 inches wide inside. The 1937 model's cargo box also benefitted from a redesign that stretched it out 5 inches from earlier trucks.
To shoulder whatever load owners might pile on, Chevrolet equipped its littlest pickups with eight-leaf springs front and rear, as well as Delco hydraulic shock absorbers to help smooth out the bumps. When it was time to stop, Chevrolet's light haulers relied on 11-inch hydraulic drum brakes, borrowed from the company's passenger-car line, fitted with 13/4-inch-wide linings, front and rear.
By 1937, light-truck sales in the U.S. were heating up, thanks to their versatility and low operating costs--as demonstrated by Harry Hartz's trip around the country for less than a penny per mile. Chevrolet moved 88,867 1/2-tons that year, 64,420 of which were pickups. The 1937 redesign rolled through 1938 with some minor updates, and in 1939, Chevrolet unveiled a made-over light truck, identifiable by its more modern V-shaped windshield.
38 miles north of Manchester city centre
A view of the Versys 'cockpit'. To be honest I don't really like things that detract from the pure experience of riding a motorcycle, however useful the item happens to be. Same with my cars, too. However 'tech' seems to be what sells these days. Ask a youngster what engine is in their car, they won't have a clue but they'll tell you its got Apple Car Play, Active Collision Control, Lane Assist, Adaptive Cruise Control blah, blah, blah. And a BIG screen to keep looking at to 'drive by sat nav' instead of looking at road signs
This is so different to (or from, I never know) my old 1000 Versys.
Its now got handguards, electronic cruise control (OMG I'm doing it now!), heated handlebar grips, 3 Rider modes, a fancy screen with all sorts of info displayed - ie how far I've leaned it over. Well I kinda knew that anyway but what that info is practically supposed to do, I've no idea. I normally just look at the back tyre and if i've reached the edge of the tread and stayed on, thats an achievement.
A 'quick shifter'. Smartphone connectivity - this will NEVER get used. Cornering lights. LED lights, Assist and Slipper clutch (apparently). And a socket to plug a phone charger in.
And, not to mention
IMU
KCMF
KTRC
and
KIBS
No, I've no idea what they are either!
There is that much stuff on the switchgear, the indicator switch is tiny and hard to find with a gloved hand. Ludicrous.
My 350 Yamaha has none of this bollocks and its a hoot to ride.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.
27th February 1981
76013 & 76012 head west light through Guide Bridge.
This was my last shot (of only ever a handful) of 76s on the move before the Woodhead route shut the following July.
Reminiscence Corner:
The mind started wandering whiel editing this (removing lots of scratches from early poorly stored negs).
Who from Lancashire remembers a regular Railways programme on Radio Blackburn presented by Jim Slater c. late 70s/early 80s?
I recall listening regularly, but can only remember one specific feature which was a 76 cab ride over Woodhead. Was fascinated by the explanation of the regenerative brake where a train motoring uphill would use current generated by one braking downhill. Also remember lots of clunking noises which would be the loco switchgear notching up and down. Maybe that was more influential than realised in my becomming a traction engineer some years later (by which time it was limited clunking and mostly power semiconductors doing the juicy stuff)!
Built in Art Deco style in 1914, closed 2007 - control room of the transformer and switchgear building.