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This image image accompanies the Inventing Interactive article about the UI sequences in the film "Guardians of the Galaxy" The full post is online at www.inventinginteractive.com/2014/08/31/guardians-of-the-...
Διαπλανητικών φωτών συνέχεια! Ζωδιακό φως από το Σούνιο όπως πάρθηκε τις πρώτες πρωινές ώρες της 13/10/2013. Το ζωδιακό φως είναι πολύ πιο ευδιάκριτο από το αντιζωδιακό και είναι διακριτό πριν την λήξη του σκοταδιού (έναρξη αστρονομικού λυκαυγούς, με αστρονομικούς όρους) στη φθινοπωρινή ισημερία στην Ανατολή και μετά την έναρξη του σκοταδιού (λήξη αστρονομικού λυκόφωτος) στην εαρινή ισημερία, στη Δύση. Ενώ το αντιζωδιακό οφείλει την ύπαρξή του στα σωματίδια που βρίσκονται πέρα από την τροχιά της Γης, τα σωματίδια του ζωδιακού βρίσκονται μεταξύ Γης και Ερμή. Φυσικά, και τα δύο "φώτα" ορίζουν έναν μεγαλειώδες δίσκο που τον βλέπουμε σε τομή: Το επίπεδο της Εκλειπτικής, δηλαδή το επίπεδο της περιφοράς της Γης γύρω από τον Ήλιο!!!
Στακάρισμα 12 λήψεων, όπως αυτές πάρθηκαν στις 13/10/2013, από τις 05:47 έως τις 06:01.
Στοιχεία κάθε λήψης:
f/2.8, 80s, ISO1000, 11mm, με φακό Tokina 11-16 και σώμα Canon EOS 7D πάνω σε ισημερινή (piggyback). Επιπλέον, 7 σκοτεινά κάδρα, στακάρισμα Deep Sky Stacker και τελική επεξεργασία Lightroom 4.4.
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We see the zodiacal light running across the ecliptic plane. It expands from left to upper right.
Technical details:
12 stacked frames from Canon EOS 7D camera with Tokina 11-16 lens, placed on a equatorial mount.
Each frame's data:
11mm focal length
80s exposure
f/2.8 aperture
ISO 1000.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Dassault MD.454 Mystère IV was a 1950s French fighter-bomber aircraft, the first transonic aircraft to enter service in French Air Force. The Mystère IV was an evolutionary development of the Mystère II aircraft and the straight-wing Ouragan. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953.
The first 50 Mystère IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano-Suiza Verdon 350 version of that engine. In addition to production Mystère IVA, Dassault developed an upgraded Mystère IVB with either a Rolls-Royce Avon (first two prototypes) or a SNECMA Atar 101 (third prototype) afterburning engine and a radar ranging gunsight. Six pre-production aircraft were built but the project was abandoned in favor of the more promising Super Mystère.
Another development was the Mystère IVN. This aircraft was developed in parallel with the Mystère IVB as a night and all-weather interceptor. It differed from the single-seat fighter in several respects: a 1.4m section was added to the forward fuselage to accommodate a second crew member; internal fuel capacity was substantially increased and provision was made for an APG 33 intercept radar with the scanner above the engine air intake, not unlike the North American F-86D 'Sabre Dog' which already flew in 1949.
Powered by a Rolls-Royce Avon RA.7R, rated at 9.553 lbf (43.30 kN) with maximum afterburning, the Mystère IVN had provision for an armament of two 30mm cannons in the lower forward fuselage and a retractable rocket pack for 55 unguided air-air rockets of 68mm caliber.
The prototype was flown on 19 July 1954, but the development program was soon about to be abandoned owing to France's inability to finance the development of two night fighters (the other being the SNCASO Vautour) at the same time. Compared to the heavier Vautour, the Mystère IVN suffered from several shortcomings: endurance was considered insufficient and the proposed APG-33 radar, a Hughes-built Aircraft X band fire control radar originally developed for the USAF's F-89A and F-94A/B 1st generation jet interceptors, turned out to be unsuitable, too.
France decided to move on with the Vautour, but there was serious interest in the Mystère IVN from foreign markets: India, already being a taker of French combat aircraft like the Ouragan and the Mystère IVA, showed much interest, as well as smaller European countries like the Netherlands, Denmark, Germany and Belgium, where the limited range and loiter time were only of secondary importance. Israel also showed much interest. Most of them had to replace their outdated WWII Mosquito night fighters or were looking for a jet-powered, yet affordable solution for the all-weather interceptor role.
Eventually the Mystère IVN was developed further as a private venture, without official orders for the Armée de l’ Air. Several measures were taken to improve the type's endurance – the most significant was to omit the rocket belly tray in the fuselage and its complicated mechanics. Instead, the space was used for an auxiliary tank and some new avionics.
The IVA’s pair of 30mm DEFA cannons was retained. Unguided rockets – at the time of development the preferred air-to-air weapon against large bomber groups, coming in at high altitude and subsonic speed, could still be carried externally in up to four streamlined pods under the wings. A pair of 800l drop tanks could be carried on the wet inner pair of pylons, too.
Avionics were upgraded, too: the prototypes' AN/APG-33 was replaced by a more effective Hughes AN/APG-40 fire control radar (used in the F-89D and F-94C), together with an E-9 fire control system like that of the early F-102. This allowed the Mystère IVN (theoretically) to carry both types of the GAR-1/AIM-4 'Falcon' AAM. The GAR-1D (later re-coded AIM-4A) had semi-active radar homing (SARH), giving a range of about 5 mi (8.0 km). The GAR-2 (AIM-4B) was a heat-seeker, generally limited to rear-aspect engagements, but with the advantage of being a 'fire and forget' weapon. It had a similar range to the GAR-1.
The Mystère IVN could carry a maximum of four such missiles on launch rails under the wings. As would also be Soviet practice, it was common to fire the weapon in salvos of both types to increase the chances of a hit (a heat-seeking missile fired first, followed moments later by a radar-guided missile). The Falcon turned out to be rather unreliable and complicated in handling. It also had only a small 7.6 lb (3.4 kg) warhead, limiting their lethal radius, and it lacked a proximity fuze: the fuzing for the missile was in the leading edges of the wings, requiring a direct hit to detonate. Consequently, the missile was not introduced by any of the Mystère IVN’s users.
Alternatively, the French AA.20 air-to-air missile was tested, but it was deemed to be even less practical, as it relied on direct command guidance, using a similar system to that used by Nord's anti-tank missiles, with the missile being steered visually from the launching aircraft - at night or in adverse weather conditions not a suitable concept. The later, beam-riding AA.25 would have been a better option, but it was incompatible with the US-built APG-40 radar.
Belgium was the initial user of the type, initially buying 24 Mystery IVN (serialled AY-01 – 24) as replacements for the BAF's obsolete Mosquito NF.30 fleet in 1955, and later ordering 12 more as replacements for the Gloster Meteor NF.11 night fighter fleet. These were accompanied by 53 Avro CF-100 'Canuck', bought in 1957.
Both types served with No 11, 349 and 350 Squadron of the 1st "All Weather" Wing at Beauvechain and only saw a single, brief ‘hot’ mission: during “Operation Simba” in 1959, four BAF Mystère IVN, were, together with four more CF-100s, deployed to Kamina Air Base in Belgian Kongo, in order to suppress unrest and keep air control. The mission only lasted from 3rd to 16th of July 1959, though, and the transfer alone took four days, due to slow C-119G transporters which carried the technical support for the mission.
The Canuck was only used until 1964 when it was replaced by the Lockheed F-104G Starfighter, the Belgian Mystère IVNs would follow in 1975. None of these aircraft was preserved, as all remaining aircraft were sold to scrap dealer Van Heyghen and broken up at Gent.
Other users were Israel (20), India (42), Spain (16) and Australia (16) – many European countries rather settled for the license-built F-86K/L interceptors, sponsored by the USA (e. g. Denmark, the Netherlands, Italy, Germany), even though the Mystère IVN offered the benefit of a second crew member/WSO.
General characteristics
Crew: 2
Length: 14.92 m (49 ft 11 in)
Wingspan: 11.12 m (36 ft 5 ¾ in)
Height: 4.60 m (15 ft 1 in)
Wing area: 32.06 m² (345.1 ft²)
Empty weight: 7.140 kg (15.741 lb)
Max. take-off weight: 10.320 kg(22.752 lb)
Powerplant
1× Rolls-Royce Avon RA.7R rated at 7.350 lbf (32.69 kN) dry thrust and 9.553 lbf (43.30 kN) with afterburner
Performance
Maximum speed: 1.030 km/h (640 mph) at sea level
Range: 915 km (494 nmi, 570 mi) without external tanks,
Ferry range: 2.280 km (1.231 nmi, 1.417 mi) with external tanks
Service ceiling: 15.000 m (49.200 ft)
Rate of climb: 95 m/s (7.874 ft/min)
Armament
2× 30 mm (1.18 in) DEFA cannons with 150 rounds per gun
1.000 kg (2.200 lb) of payload on four external hardpoints under the wings, including unguided rocket pods (for 19 x 68mm missiles each), drop tanks, iron bombs of up to 1.000 lb (454 kg) caliber or up to four GAR-1/2 (AIM-4) ‘Falcon’ AAMs.
The kit and its assembly:
A whiffy aircraft – even though it actually existed! This became a bigger project than originally intended – it started when I wondered what one could whif from a Matchbox Mystère IVA? When I browsed sources I stumbled across the real IVN prototype several times, a very attractive aircraft. An all-weather version sounded like a plan.
At first I just wanted to add a radome and a chin air intake to the basic kit, creating a fantasy single-seater, but then I decided to tackle the challenge and create something that could be called a IVN model – even though a later service aircraft, and certainly not 100% true to the real thing.
Another factor that spoke for the IVN was that there is no kit available. AFAIK there’s a short-run, mixed-media 1:48 scale kit from Fonderie Miniatures of this aircraft – but in 1:72?
In real life, only a single Mystère IVN was actually built and flown – the type became a victim to the Vautour, as mentioned above. The only prototype served as a radar and equipment test bed, and AFAIK it still exists today as an exhibit at the Conservatoire de l'Air et de l'Espace d'Aquitaine in Bordeaux–Merignac. As a side note: With this plane Jacqueline Auriol beat the women world speed record in May 1955, flying 1.151 km/h
Basis for my conversion is the simple Matchbox Mystère IVA kit. Good news is that you just need to modify the fuselage for an IVN – wings and tail surfaces can be taken OOB. But the fuselage…?
The easier part is the rear end, as the exhaust pipe needs to be widened and lengthened for the IVN’s bigger afterburner engine. I cut the original tail section under the fin away and replaced it with parts from 1:100 A-10 engine nacelles, with a new nozzle inside and 2C putty sculpting around the fin base in order to get some cleaner lines. Pretty straightforward.
The front end was another thing, though. Almost anything in front of the wings had to be re-designed. Initial step was to lengthen the fuselage by almost exactly 20mm, but then you need the chin air intake with the radome above (very F-86D-like), too, and a tandem seat cockpit has to be integrated. Complicated!
I found a suitable cockpit hood in the Matchbox Meteor NF.11/12/14 kit (Hannant’s Xtrakit re-boxing). It offers, as optional parts for a late NF.14, a strutless, relatively short canopy together with a matching fuselage part. A very convenient combo for the conversion, as the clear parts can be glued onto correct foundations, and even the dorsal radius of Meteor and Mystère is very similar.
After cutting the fuselage in front of the wings in half I also cut out a dorsal gap around the original cockpit opening and tried to insert the donation part, while filling the 20mm gaps on the fuselage flanks with styrene strips on the inside of the fuselage and 2C and finally NC putty on the outside.
In the same step I also had to improvise a new cockpit floor. The dashboard and radar screen for the WSO were taken from the Meteor. I also added cockpit side walls from styrene sheet and ejection seats.
A dorsal spine had to be scratched, too, as the Meteor NF.14 had a bubble canopy, while the Mystère IVN features a straight spine. The canopy was cut at its rear end, and a part of a vintage FROG Me 410 engine nacelle(!) was implanted to fill the spine gap. More messy putty work, but things started to look like the real aircraft!
With the cockpit and the glass parts in place I started sculpting the nose section next. The radome is a WWII drop tank front end, cut out to match the IVA’s nose shape. Then the air intake below was added, it comes from a Italeri F-16 but had to be considerably modified in order to fit into the new place (narrowed, shortened, and with cutout on top for the radome). Being flatter and wider I extended the new intake’s lines and shape into cheek fairings, up to the cannon muzzles.
During the same process I also blended the radome with the circular front end of the original Mystère IVA. Again, lots of putty sculpting, but worth the effort. It’s certainly not 100% like the real thing, but IMHO the impression counts in this case.
The landing gear was taken OOB. Under the wings four pylons were added (from two Revell G.91 kits, the inner pairs), the inner pair received drop tanks (also from a Revell Fiat G.91), the outer pair holds the IVA kit’s streamlined rocket pods, those that come OOB.
For those who quibble about the Matchbox kit’s small drop tanks: No, these 'blobs' are typical French air-to-air missile pods of the 50ies/60ies, with 19 68mm missiles inside. They have vertical front and back ends, but they carry aerodynamic caps on both ends. Looks wacky, but if you know what they are they make sense. They can also be seen on contemporary Vautour aircraft.
In a wake of terminal detailism I also decided to modify the wings with lowered flaps – this is easy to realize, since area under the wings is limited by wide and deep trenches, and the flaps are just “boards”. The respective areas were sanded away, and new flaps made from thin styrene sheet.
Several pitots from wire or styrene were added, the gun ports drilled open and filled witn short pieces of hollow steel needles.
Painting and markings:
A French service aircraft would have been the 1st choice, but all aircraft from that era were left bare metal – with the rough putty surface not the best choice, and it might have looked rather F-86D-style?
Camouflaged French aircraft came later, with the imported F-100s and the SMB2, and those were rather tactical schemes.
So, I looked for an alternative, also in foreign countries, and settled on Belgium. The real Belgian Air Force situation is described above, and one can only wonder why they settled for the huge and rather ineffective CF-100, as it only carried unguided air-to-air rockets on the wing tips, but no cannon at all. So, there would have been a place for a smaller and more agile night fighter in the BAF.
The paint scheme follows the BAF’s fashion of the late 1950ies: RAF-style, featuring a rather dark green/dark grey camouflage, with pale grey the lower surfaces, but not in BS colors, rather European NATO standard.
I settled for Revell 46 (RAL 6014, NATO olive green) and Modelmaster 2085 (actually RLM 75 - it is a tad lighter than Dark Sea Grey) as basic colors for the upper sides, and Modelmaster 2039 (FS 16515, Canadian Voodoo Grey) for the lower sides. This sounds like an odd combo, but after consulting real aircraft pics of that era the colors seemed to deteriorate quickly, esp. the green would bleach into even reddish hues and the grey turn very pale.
Consequently the aircraft was weathered thoroughly through dry-brushing the upper sides and the panel lines with several lighter tones. The green received a treatment with RLM 81(!) and Humbrol 155, esp. around the hot rear end of the afterburner extension, and the grey was lightened with Dark Sea Grey and FS 36231.
The kit also received a light black ink wash in order to emphasize contrasts - most details were painted onto the hull, as I didn't dare a new engraving on the mixed material underground.
After painting was done I could not help but consider the camouflaged Mystère IVN to look like a blown-up Fiat G.91T? Weird how a paint scheme affects perception! To be honest, I don’t find the paint scheme truly sexy, but together with the Belgian cockades and the red 350th Squadron markings the aircraft looks disturbing enough to make you look twice.
The cockpit interior was painted in dark grey, the landing gear wells and other interior surfaces were left in Aluminum.
The red and white wing tip pitots are a nice, colorful detail. I am not certain if these were unique to the IVN prototype, but I adopted them for my service version – and the stripes were taken from real world BAF CF-100s.
Tactical codes were improvised with single letters from TL Modellbau sheets. The squadron marking decals come from a Modeldecal aftermarket sheet (#100), they belong to a Belgian CF-100.
The roundels were partly taken from the same sheet, but also from a TL Modellbau roundels sheet, as the CF-100 insignia were much too large for the relatively compact Mystère IVN.
A messy project, since almost the whole fuselage had to be modified – but worth the effort. The Mystère IVN is a pretty aircraft that unfortunately did not get its chance.
The bright Belgian roundels (esp. those on the wings, with their blue, wide extra ring!) make the aircraft look a bit surreal? Anyway, the NATO camouflage makes the Mystère IVA heritage almost disappear, I guess that the aircraft will confuse a lot of people. ;)
Operated by: Victoria Regional Transit System
Built in: 1996
Manufacturer: New Flyer Industries
Model: D40LF
Notes:
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8099 NIS at Legislature Terminus
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Please do not use this photo or any part of this photo without first asking for permission, thank you.
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Transit Systems: Scania K230UB / Volgren CR228L, m/o 9923 (1401) at Fairfield commencing Route 817 to Cabramatta - Taken 10/11/22 at 11:45
Well....if you have a smoke world....and you've already created a smoke sun....what would logically come next.....The Smoke Solar System, of course. : )
You can view a whole sequence of steps to how I got here in this discussion thread.
www.flickr.com/groups/smoke_and_mirrors/discuss/721576262...
51ᴼ 31’ 3“ nördlicher Breite / 7ᴼ 8’ 42“ östlicher Länge | Ellipsoid-System: WGS 84
Herne-Röhlinghausen, Rolandstraße 49
OLYMPUS DIGITAL CAMERA
Construction workers erect steel forms as the foundation of the steel wall panels to go up in the Rio Grande Valley as part of U.S. Customs and Border Protection’s effort to install new border wall along the U.S. – Mexico border near Weslaco, Texas, Oct. 29, 2019.
CBP photo by Jaime Rodriguez
Dieter Rams has stated that his designs are meant to give the owner a degree of input. In the atelier system, the components can be stacked in different ways.
This is pumpkin crunch, as baked by Janelle. Pumpkin crunch is almost like pumpkin pie, but the preparation and precise ingredients are a bit different. (Our recipe is available upon demand and will be posted into this comment if two or more people request it; Googling for it may turn up variations on the recipe. Two people requested it - the recipe is posted below.) Pumpkin pie is my absolute favorite pie, yet I found pumpkin crunch to be even better.
Lighting info: Olympus FL-50R flash was used remotely and triggered via the Olympus wireless flash system. The flash was positioned to my left and about two or three feet behind me with a diffuser mounted, angled to point slightly above the pumpkin crunch. The pumpkin crunch was placed next to a wall which helped a bit with balancing light at the back end. Lighting power was adjusted via TTL, although I don't remember whether the flash exposure bias was adjusted (if anything, I probably adjusted it to -0.3). The on-camera flash used to trigger the FL-50R was fired at the "low" power trigger setting so as to minimize its impact on the picture. Note that the FL-50R could still be triggered even though there was no direct line of sight between the optical sensor on the flash and the camera flash. Some lighting was also contributed by a room light mounted to the ceiling ~9 feet up, which was two incandescent bulbs surrounded by an opaque glass dome.
"Studio" info: the pumpkin crunch was placed on a sheet of wax paper, layered over a bamboo cutting board. I felt that the cutting board and wax paper looked somewhat classy, so I wanted to ensure that they (especially the cutting board) was included in the picture but did not detract too much from the pumpkin crunch itself. Initial shots were done in landscape orientation, but the frosting on the pumpkin crunch proved to be more interesting (and perhaps appealing) then seeing the edge of the pumpkin crunch. I wanted to incorporate a relatively shallow depth of field to add to the artistic impact of the picture, and thus it was critical to have something with depth to use it on. Going with the portrait-frame orientation made sense. I chose to take it from one of the edges (as opposed to straight-on) as it seemed a bit more interesting from that angle. As I lack any interesting kitchenware or placement items, I cleared the area and just allowed the bare wall to act as the backdrop. Given the shallow depth of field, the wall doesn't very wall-ish and the imperfections in the paint job can't be seen.
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Recipe
Ingredients
1 can (1 lb. 13 oz.) pumpkin
1 can (12 oz.) evaporated milk
1 cup sugar
3 eggs, lightly beaten
1 tsp. cinnamon
1 box (18.25 oz.) yellow cake mix
1 cup nuts, chopped (note: we used walnuts)
1 cup butter or margarine, melted
Cream Cheese Frosting (note: we used just plain Cool Whip for frosting instead)
Instructions
Preheat oven to 350˚F (note: if you're using a dark pan, as opposed to a glass one, try using 325˚F instead). Combine pumpkin, evaporated milk, sugar, eggs and cinnamon; mix well. Pour into 13x9x2-inch pan lined with waxed paper. Sprinkle with cake mix evenly over pumpkin mixture, then sprinkle with chopped nuts and press them lightly into the mixture. Drizzle with melted butter. Bake for 50 to 60 minutes. Cool, then turn out on a rack and frost. Makes 16 servings.
Prep time: 1 hour 10 minutes.
Cream cheese frosting prep: (optional; you can go with a frosting of your choice if you like. The frosting pictured above is plain, unmodified Cool Whip)
Blend together 8 oz. cream cheese and 1 cup powdered sugar. Fold in 8 oz. thawed frozen whipped topping.
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Shot with an Olympus E-520, Zuiko Digital 50mm Macro lens, and an Olympus FL-50R flash used off-camera and triggered wirelessly. This picture is uncropped, but the maximum resolution has been scaled down for upload. This is a camera-derived JPEG that has not received any additional post-processing. The following settings were used on-camera: contrast, saturation, and sharpness at +1; "vivid" color scheme; white balance set to auto; flash trigger at "lo" and flash TTL exposure compensation at -0.3 (I think).
New Driver installed is not compatible with previous hardware//
Malfunctioning system functions are expected.
The Bowes Railway, built by George Stephenson in 1826, is the world's only operational preserved standard gauge cable railway system. It was built to transport coal from pits in Durham to boats on the River Tyne. The site is a scheduled monument.[1] The railway is open every week on Thursday, Friday and Saturday (Easter till October) as well as on a number of event days throughout the year.
The Grand Allies, a partnership of businessmen including John Bowes, opened a colliery at Springwell in Durham. A railway was needed to transport the coal to the River Tyne. The plan was to build inclined planes and use a combination of steam power and gravity to move the coal wagons. The railway was designed by George Stephenson, who built the Hetton colliery railway completed in 1822.
The railway was built between Mount Moor and Jarrow via Springwell village. The first section, between Springwell and Jarrow, opened on 17 January 1826. Mount Moor followed in April 1826. When the line opened it comprised four inclined planes: one steep incline from Mount Moor to Blackham's Hill, and one from Blackham's Hill to Springwell. At Blackham's Hill, the summit of both inclines, was the "hauler house", housing stationary engines to wind the ropes. A long self-acting incline ran from Springwell. Nearly 5 miles (8.0 km) of locomotive-worked line extended to Jarrow where a final incline served the coal staiths. The line was extended across the Team Valley to Kibblesworth Colliery in May 1842. The railway was completed in 1854 when a link from Marley Hill to Kibblesworth was connected enabling collieries in Dipton to be accessed.
From 1 January 1947, the railway was owned and operated by the National Coal Board. After 1974 no inclines remained working and the line was only worked north east of Wardley. The last day the inclines were used, Friday 4 October 1974, was filmed by BBC and Tyne-Tees TV crews.
What was left of the Bowes Railway north east of the inclines was served by a shed at Wardley. The line was reduced in length, until at the end there was only about 1 mile (1.6 km) in use. This last section closed on 10 January 1986, a few days short of the 180th anniversary. This attenuated system the NCB called the Monkton Railways, after the coke works that was its mainstay between 1975 and 1986.
Tyne & Wear Industrial Monuments Trust was established April 1975 and took control of the line around Springwell from the National Coal Board through the medium of county council direction. By 1975 Springwell Workshops were building replica locomotives such as Locomotion No. 1 trading as Locomotion Enterprises.
The preserved Bowes railway, includes Springwell Colliery workshops, a one mile passenger railway and a further mile of rope hauled inclines. Visitors can visit the Victorian workshops and see engineering and blacksmithing demonstrations. A tour of the railway buildings, see the railway's wagon fleet as well as visit the small museum, cafe and shop can all be done at Springwell.
In the future the railway wish to restart passenger rides and rope haulage demonstrations for the benefit of the public.
When the Bowes Railway was in full operation the line employed eight rope-worked inclined planes. Two of these (the Springwell and Birkheads inclines) were operated on the self-acting principle; the weight of descending full wagons hauled up the empty wagons via a rope running around a return wheel at the top of the hill. On the remaining six inclines (the Kibblesworth, Black Fell, Blackhams Hill East and West, Starrs and Allerdene Inclines), the ropes were driven by a stationary steam or later electric haulage engine located at the incline top. This type of railway operation pre-dates modern locomotive-type operations, and was laid down here by George Stephenson in 1826. The line's gradual closure eventually left only four inclines in use, these finally closing on 4 October 1974.
The line, as preserved post-1974, includes two rope-worked inclines. These are the Blackhams Hill East and West inclines. Both are worked by the Blackhams Hill engine, a 300 h.p. Metropolitan Vickers engine commissioned on 30 July 1950. This engine works both the East or Flatt Incline (1,170 yards at a gradient of 1 in 70) and the West or Short Bank (750 yards at a gradient 1 in 13). Over these inclines, the preserved railway demonstrates one of the oldest and most unusual types of railway operation. It is now the only place in Britain where this can be seen. The inclines are not currently operational, however, due to vandalism and decline.
Locomotives and brake vans
Steam locomotives
Andrew Barclay 0-4-0ST W.S.T. Makers Number 2361, built in 1954. Awaiting overhaul; requires new steam pipe and boiler certification. Formerly used at Long Meg Mine and at Cocklakes. British Gypsum signed ownership of the locomotive over to the Bowes Railway Company in September 2008.
Andrew Barclay 0-4-0ST No 22 (Number 6 Area B Group 85). Makers number 2274, built in 1949, for use on the Bowes Railway.[12] One of the first locomotives on the Bowes Railway in preservation alongside planet. Currently awaiting overhaul and boiler certification.
Diesel locomotives
Planet 0-4-0 No 101. The first locomotive to be used regularly on shunting duties and freight trains when the railway entered preservation. Currently in use.
Hunslet Engine Company 0-4-0 No 6263. Used on freight trains and shunting; the most powerful shunter on the line. Currently out of use needing new brake blocks and a minor overhaul.
Ruston & Hornsby Class 88 0-4-0 No 476140 "Redheugh". Restored for use on both passenger and demonstration coal trains. Originally used at Redhaugh gas works.
Ruston & Hornsby Class 165 0-4-0 locos "Pinky" (1953) and "Perky" (1954), donated by the Port of Sunderland. They were some of the last operating industrial locomotives in County Durham. Perky is currently operational, Pinky under overhaul.
Passenger stock
Lambton Hetton & Joicey Collieries Brake van No 1. In use.
L.M.S. No 2, built for use in Derby. In use.
L.M.S. No 3 Brake van. Awaiting repairs.
B24 - The Queen Mother's wagon. Awaiting repairs and fitting of handrails.
Wagons
The railway also has a fleet of 45 original Bowes Railway wagons dating from 1887 through to 1963, as well as seven similar wagons from other industrial sites in the North East.
Rubbermaid HomeFree series is a fully customizable closet system that offers the unique flexibility of telescoping clothing rods and expanding shelves to make the most of your space.
Change from within - that is what we all need. Especially Keralite women and men. We are a society which is terribly gone wrong with its double standards.
This is an interesting way to change the system. First change yourself and then change the system.
The photo is taken from kannur. I don't remember the auto drivers name or why I was in kannur. But the auto driver told me that he is tired of the dowry system and he wrote it against it. And he said, he didn't just stop at just writting some crap like most of us. He does exactly like what he has written.
(I am going to post all most all the photos I have taken till date to flickr and put down my opinions along with them. I think certain people will definitely get hurt ! )
info: DSC_8302, Levels, USM with GEGL library