View allAll Photos Tagged combustion
With greening in the background, will these soon become obsolete? Wishful thinking, but not likely, as burning fossil fuel in internal combustion engines will likely continue for decades. But eventually they will only exist in museums. “Constant change is here to stay!"
For Macro Mondays: Transportation
The area across the photo is approximately 14mm (0.55 inch)
While styles have changed dramatically over the years the basic design for the internal combustion engine has remained the same for 100 years. Remarkable when you consider how much has changed in just the last 20 years. Does anyone even use a land line anymore for phone calls? How about playing a record, a cassette or a CD for that matter? How long before the self driving electric car becomes a reality? Remember that personal computers went from zero to almost everyone having one in ten years, less than that for smart phones.
I have been too busy to get out and shoot lately so I decided to go ahead and post another shot of this dead Bois D'arc tree. The light was amazing on this particular evening and I took several shots from slightly different angles. My busiest time of the year has arrived which means less time for shooting and flickring....I will do my best to keep up with your streams. Thanks for looking and have a great week!!!
1911 Baker Electric Special Extension Coupe, Model V
In the first decades of the 20th century, electric vehicles seemed poised for primacy. Early internal-combustion engines were rudimentary, dangerous, and difficult to operate, requiring all sorts of pump priming and starter torqueing. Those tasks were uncouth for the wealthy gentlemen who were the automobile’s first customers and downright risky for the era’s women, clothed in voluminous, billowing Edwardian dresses and patriarchal notions of competence. Electric cars, on the other hand, were extremely simple to use. So long as the heavy batteries were maintained and charged, all one had to do was click the on switch, twist the go lever, and roll.
Having founded the American Ball Bearing Company in 1895, Midwestern engineer Walter C. Baker understood the basics of carriage production. This background gave him faith that he could make the leap into car building. Teaming up with his father-in-law and brother-in-law, he started the Baker Motor Vehicle Company in Cleveland in 1899. Seeing the aforementioned advantages inherent in electric vehicles, Baker decided to place his faith in this powertrain.
“Number one, it’s comfortable, and it’s not terribly difficult to drive,” said Stew Somerville, a volunteer mechanic at the Old Rhinebeck Aerodrome museum in upstate New York, which holds a 1911 Baker in its eclectic collection. “But part of the attraction of the electric automobile was the fact that it did not emit gasoline fumes, you didn’t have to crank-start the engine, there was no big wheel to wrestle with. It was a very smooth-handling automobile. You didn’t even have a loud, offensive horn. There’s a dainty little bell to warn of its coming.” Period ads were frequently, although not exclusively, pitched directly at women.
Baker’s first car to market was a two-seater, the Imperial Runabout. Priced at a competitive $850, it was first shown in New York at the city’s (and nation’s) first auto show. It attracted a number of notable buyers, including Thomas Edison, who purchased one as his very first car. (Edison designed the long-lived nickel-iron batteries used in some Baker vehicles.) By 1906, Baker was, briefly, the world’s top producer of electric vehicles.
But like many of his cohort in the emergent automotive industry, Baker wasn’t just in it for the business. He was in it for the speed. As his company was enjoying success in the consumer market, he was pursuing his dream by developing a series of advanced, record-setting racing cars. His first, the Torpedo, was built in 1902, at great personal expense to Baker. With its 11 batteries, 14-hp mid-mounted motor, outrageously low-slung 48-inch height, streamlined and lightweight white-pine and oilcloth body, and bizarre webbed canvas seat restraints, it seemed poised to set a world land speed record.
Sadly, in that year’s Automobile Club of America speed trials on Staten Island, the car was involved in a disastrous crash. After crossing the 1-kilometer (0.6 mile) mark in just over 30 seconds, Baker and his co-driver lost control and crashed into a group of spectators. One person died at the scene, and another died later from injuries. The drivers were both arrested and charged with manslaughter but were freed when it was determined that the crowd had pushed past protective barriers and onto the course. (Baker’s innovative safety harness likely protected the car’s occupants from serious injury.)
Further attempts with two smaller, single-seater race cars he named Torpedo Kid were also employed in pursuit of the land speed record but were subsequently abandoned following another, nonlethal spectator crash in 1903. Baker has often been noted as the first person to cross the 100-mph barrier, although his records weren’t official due to these wrecks.
Given this peril, Baker decided to forgo his quest for top speed. As gasoline-powered vehicles increased in popularity and gained infrastructural support, he shifted his attention instead to diminishing the electric car’s liabilities, particularly their limited range. He worked diligently on new battery designs, shaft drives, and other componentry. In 1910, Baker’s new chief engineer, Emil Gruenfeldt, set a record for distance driven on a single charge, taking a Baker Victoria for a 201-mile trip at an average speed of 12 mph. Not exactly Ludicrous speed, but an impressive feat nonetheless.
Baker’s successes gave the company prominence among the elite, and the company capitalized on this publicly. In advertisements around 1909, the brand boldly boasted about the King of Siam owning a Baker. The company made a similar splash in American politics when President William H. Taft’s administration purchased a 1909 model as one of the White House’s first automobiles. (A steam-powered White and two gasoline-powered Pierce-Arrows were also included, Taft hedging his bets on how the battle of the powertrains was going to play out.) Taft later added a 1912 Baker Victoria that went on to be driven by five First Ladies. The Baker brand maintains some celebrity allure today, with car-collecting comedian Jay Leno holding a 1909 model in his expansive collection.
As a means of offsetting some of the powertrain’s inherent shortcomings, Baker made investments in battery-charging infrastructure. The brand announced plans to open stations at every major intersection in Cleveland and to grow the network from there, although this effort became cost prohibitive and never came to fruition. Expansion into the production of electric trucks, police patrol wagons, and even trucks and bomb handlers for the U.S. Army during World War I was not enough to fend off the rising dominance of the internal-combustion engine, especially after the proliferation of the electric starter, first available on the 1912 Cadillac, significantly increased safety and convenience. By 1915, the Baker company was defunct.
By Brett Berk, Car and Driver
Combustion of pulverized coal to generate electricity.
Verbrennung von Kohlestaub zur Gewinnung von Elektrizität
In it's natural beauty explodes the colors of floral internal combustion !
Pushing on that trigger is like pulling magic into my very soul...Darrell.
Have a safe and fun day dear Flickr friends !
Pre-Sunrise in Twilight Field. It's all in the sky. There's not a scintilla of color anywhere on the ground here....just dead brown. Thanks for the visit and have a great evening.
Back in the ICE (Internal Combustion Engine) Age cars, pickup trucks, and SUVs lumbered down the transportation arteries of our communities, destroying the lives of those within and without their cabs, poisoning the atmosphere, driving climate crisis into overdrive and creating chaos in every imaginable realm. Addicted humans believed they were necessary to maintain their way of life completely forgetting that human society got along quite well without them scarcely more than a century before. Mankind would have been doomed had it not been for aliens from the world Bicyclus who one day took the hellish Vehicles of Mass Destruction away and left behind bicycles in their place.
Inspiration comes on a rainy Sunday.
Nikon D90 - NIKKOR 18-55mm @ 55mm & f/11 - 1/1250s - ISO200.
Macro close-up filter (+2).
Black paper background.
Strobist info:
- Nikon SB-600 placed at 45° right, behind the matches. Slave, wireless mode, at 1/16.
- Nikon SB-600 placed at 45° left (225° general), facing the matches, opposite to the other flash. Slave, wireless mode, at 1/32.
- On-camera flash disabled, used to trigger both SB-600s in Commander Mode.
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También puedes encontrarme en / You can also find me on
These magnificent animals were photographed on a sunny summer day in the village of Southwick, Hampshire. Just over 100 years ago they would have been a common sight in the English countryside but sadly the arrival of the internal combustion engine and the Great War sealed their fate.
1911 Baker Electric Special Extension Coupe, Model V
In the first decades of the 20th century, electric vehicles seemed poised for primacy. Early internal-combustion engines were rudimentary, dangerous, and difficult to operate, requiring all sorts of pump priming and starter torqueing. Those tasks were uncouth for the wealthy gentlemen who were the automobile’s first customers and downright risky for the era’s women, clothed in voluminous, billowing Edwardian dresses and patriarchal notions of competence. Electric cars, on the other hand, were extremely simple to use. So long as the heavy batteries were maintained and charged, all one had to do was click the on switch, twist the go lever, and roll.
Having founded the American Ball Bearing Company in 1895, Midwestern engineer Walter C. Baker understood the basics of carriage production. This background gave him faith that he could make the leap into car building. Teaming up with his father-in-law and brother-in-law, he started the Baker Motor Vehicle Company in Cleveland in 1899. Seeing the aforementioned advantages inherent in electric vehicles, Baker decided to place his faith in this powertrain.
“Number one, it’s comfortable, and it’s not terribly difficult to drive,” said Stew Somerville, a volunteer mechanic at the Old Rhinebeck Aerodrome museum in upstate New York, which holds a 1911 Baker in its eclectic collection. “But part of the attraction of the electric automobile was the fact that it did not emit gasoline fumes, you didn’t have to crank-start the engine, there was no big wheel to wrestle with. It was a very smooth-handling automobile. You didn’t even have a loud, offensive horn. There’s a dainty little bell to warn of its coming.” Period ads were frequently, although not exclusively, pitched directly at women.
Baker’s first car to market was a two-seater, the Imperial Runabout. Priced at a competitive $850, it was first shown in New York at the city’s (and nation’s) first auto show. It attracted a number of notable buyers, including Thomas Edison, who purchased one as his very first car. (Edison designed the long-lived nickel-iron batteries used in some Baker vehicles.) By 1906, Baker was, briefly, the world’s top producer of electric vehicles.
But like many of his cohort in the emergent automotive industry, Baker wasn’t just in it for the business. He was in it for the speed. As his company was enjoying success in the consumer market, he was pursuing his dream by developing a series of advanced, record-setting racing cars. His first, the Torpedo, was built in 1902, at great personal expense to Baker. With its 11 batteries, 14-hp mid-mounted motor, outrageously low-slung 48-inch height, streamlined and lightweight white-pine and oilcloth body, and bizarre webbed canvas seat restraints, it seemed poised to set a world land speed record.
Sadly, in that year’s Automobile Club of America speed trials on Staten Island, the car was involved in a disastrous crash. After crossing the 1-kilometer (0.6 mile) mark in just over 30 seconds, Baker and his co-driver lost control and crashed into a group of spectators. One person died at the scene, and another died later from injuries. The drivers were both arrested and charged with manslaughter but were freed when it was determined that the crowd had pushed past protective barriers and onto the course. (Baker’s innovative safety harness likely protected the car’s occupants from serious injury.)
Further attempts with two smaller, single-seater race cars he named Torpedo Kid were also employed in pursuit of the land speed record but were subsequently abandoned following another, nonlethal spectator crash in 1903. Baker has often been noted as the first person to cross the 100-mph barrier, although his records weren’t official due to these wrecks.
Given this peril, Baker decided to forgo his quest for top speed. As gasoline-powered vehicles increased in popularity and gained infrastructural support, he shifted his attention instead to diminishing the electric car’s liabilities, particularly their limited range. He worked diligently on new battery designs, shaft drives, and other componentry. In 1910, Baker’s new chief engineer, Emil Gruenfeldt, set a record for distance driven on a single charge, taking a Baker Victoria for a 201-mile trip at an average speed of 12 mph. Not exactly Ludicrous speed, but an impressive feat nonetheless.
Baker’s successes gave the company prominence among the elite, and the company capitalized on this publicly. In advertisements around 1909, the brand boldly boasted about the King of Siam owning a Baker. The company made a similar splash in American politics when President William H. Taft’s administration purchased a 1909 model as one of the White House’s first automobiles. (A steam-powered White and two gasoline-powered Pierce-Arrows were also included, Taft hedging his bets on how the battle of the powertrains was going to play out.) Taft later added a 1912 Baker Victoria that went on to be driven by five First Ladies. The Baker brand maintains some celebrity allure today, with car-collecting comedian Jay Leno holding a 1909 model in his expansive collection.
As a means of offsetting some of the powertrain’s inherent shortcomings, Baker made investments in battery-charging infrastructure. The brand announced plans to open stations at every major intersection in Cleveland and to grow the network from there, although this effort became cost prohibitive and never came to fruition. Expansion into the production of electric trucks, police patrol wagons, and even trucks and bomb handlers for the U.S. Army during World War I was not enough to fend off the rising dominance of the internal-combustion engine, especially after the proliferation of the electric starter, first available on the 1912 Cadillac, significantly increased safety and convenience. By 1915, the Baker company was defunct.
By Brett Berk, Car and Driver
www.facebook.com/robbycavanaugh
Your pain is the breaking of the shell that encloses your understanding.
This photo is about everyone's breaking point. A lot has been happening and changing and I only know one way to cope, to create.
Model: Katy Hebb
I'll be posting a behind the scenes tomorrow as to how I achieved this photograph :) I had to do a lot of tests, finally got what I was looking for! All shot in camera!
I hope you guys enjoy this one :)
While driving into the mountains the engine on my Jeep Patriot spontaneously combusted. It only took a few minutes for the entire vehicle to go up in flames. I was very concerned about it starting a forest fire since everything is so dry. But thankfully firefighters and bystanders limited the fire to a small area of grass.
The main products of hydrocarbon fuel combustion are carbon dioxide and water vapor. At high altitudes this water vapor emerges into a cold environment, and the local increase in water vapor can raise the relative humidity of the air past saturation point. The vapor then condenses into tiny water droplets which freeze if the temperature is low enough. These millions of tiny water droplets and/or ice crystals form the contrails. The time taken for the vapor to cool enough to condense accounts for the contrail forming some way behind the aircraft's engines. At high altitudes, supercooled water vapor requires a trigger to encourage deposition or condensation. The exhaust particles in the aircraft's exhaust act as this trigger, causing the trapped vapor to condense rapidly. Exhaust contrails usually form at high altitudes; usually above 8,000 m (26,000 ft), where the air temperature is below −36.5 °C (−34 °F). They can also form closer to the ground when the air is very cold and has enough moisture. ----
In this shot you can see different colors because the planes were flying at different altitudes. And the setting sun cast a different light.--------------
Le scie di condensazione sono strisce nuvolose inizialmente sottili che, successivamente, si allargano formando ampi nastri che si sfioccano lateralmente. Esse sono generate dal passaggio di aeromobili. Le prime osservazioni di scie di condensazione sono attestate durante e subito dopo la prima guerra mondiale.Per molti anni le scie vennero considerate poco più di un fenomeno atmosferico legato all'aviazione, ma con la seconda guerra mondiale divennero di notevole importanza per le operazioni aeronautiche militari in quanto potevano rendere facilmente individuabili i bombardieri in alta quota. Il termine inglese "contrail" (da "condensation trail") fu coniato proprio nel 1941. In questo scatto si vedono colori diversi perchè gli aerei volavano a quote differenti. Il sole al tramonto proiettava una luce diversa.
Heat from spoil tip : about 40°C in some places (up to 100°C few centimeter under the surface)
Thanks to subterranean combustion :D
Photo © Tristan Savatier - All Rights Reserved - License this photo on www.loupiote.com/1362867587
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Human-powered fire tricycle, by the Department of Spontaneous Combustion - see www.spontaneousfire.com
This one is by Scott Cocking
Photo taken at the Burning Man 2007 festival (Black Rock Desert, Nevada).
If you like this photo, follow me on instagram (tristan_sf) and don't hesitate to leave a comment or email me.
spontaneous human combustion.
it has always been a fear of mine.. but more so an dilemma of life that has confused me for ages.. i'm not sure whether or not i fully believe something like this could happen to this extent but it has always intrigued me. as terrifying of a thought that this might be possible, it's a thrill and a mysterious beauty of life.
also, i just recently started using firefox because safari was acting up for me.. and i spent hours last night customizing it with the personas they offer. haha. oh, the nerd in me shining through.
alsoalso.. i just want to say this.. and i mean it with every fiber of my being.. i appreciate everyone that takes the time to visit my stream and comment on my photos. i may not comment yours as much as i would like to but i do appreciate all that you guys give to me. i read everything everyone sends me and it makes me so happy to think so many people favour my work.
fire: here.
texture: here.