View allAll Photos Tagged electrifying
An Amtrak train led by F40PH #207 flies through southern Connecticut at 90+ mph. This portion of the Northeast Corridor (New Haven to Boston) received electrification in 2000. April 1978 photo.
A cab view from Tait car 317M, looking out towards 381M.
Steamrail Victoria/Elecrail have obtained an Australian Government grant of $1million (exclusive of GST) from the Department of Infrastructure, Regional Development and Cities as part of its Community Development Grants Programme.
This grant is has been received to return a Tait Train (or "Red Rattler" as it is known) to service by early 2020. The restored train will be available for public shuttle trips, occasional railfan excursions and to take passengers from Melbourne to Belgrave to connect with Puffing Billy and the Dandenong Ranges.
Newport Workshops, Vic.
11/4/19
Today's job was supposed to be taking graduates from eon Westwood business park to Radcliffe power station ,but the job was moved to December so I am now sitting at home till teatime when I do the college run.seen parked on Westwood park is today's brief drive YN14EDF a SCania K380/ IRizar i6 C53FT. Photo taken 03/11/14
A few minutes ago every tree was excited, bowing to the roaring storm, waving, swirling, tossing their branches in glorious enthusiasm like worship. But though to the outer ear these trees are now silent, their songs never cease.
John Muir
Reg kindly sent this photo for publication.
Reg added: "Track renewal continues at Bolton, Platform 3."
Copyright Reg 2017.
Last night in NYC - a spectacular thunderstorm stopped by...
More NYC by night Shots Here
Just five years after the central section of NZ's North Island was electrified, the Silver Fern railcar crossed a southbound freight at Mangaweka in 1993, with the Rangitikei River Gorge in the background.
22 years later, this must be one of the few electrified lines in the world where the overhead faces an uncertain future.
They say the locos are tired and need investment, they say that swapping locos is time consuming. To rail supporters it is yet another excuse for the government to chip away at the rail system, meanwhile investing ever more in roading.
But lets face it, electrifying *only* the central section of the North Island Main Trunk was never going to be all that had been hoped for.
The new Chinese diesels are more powerful and more efficient than the diesels we were buying all those decades ago. Turning off the juice would remove stops and starts for loco and crew changes, brake tests, train control interaction, the need for as many shunt crews. It would probably close, or dramatically shrink Palmerston North Depot and what's left of Te Rapa, and relocate a few crews to cheaper central locations. It would eliminate the maintenance of the overhead and substations. The maintenance cost, spares inventory and specialist knowledge required to keep yet another loco class (and type) running could be dispensed with. Copper and poles could be sold off, the EFs scrapped or sold, land in a rationalised Palmy yard leased to businesses. It would reduce the risk of (as happened recently) damage to the overhead wires shutting the whole line down. I doubt, with the number of trains running on the NIMT, that it would make much of a dent in diesel loco availability... All in all, increasing transit times and lowering costs, which can reduce freight rates, making the whole system more competitive, and thus growing traffic. Perhaps turning a downward death spiral into a growth one.
As an enthusiast, I'd like to see a tiny fraction of the billions of dollars being spent on roading diverted to refresh the EF locos, provide another hundred km of poles and another substation to take the line to Papakura and thus Auckland's Southdown yard - to secure its future and help promote the railway (and the country) as being serious about the environment, and providing a competitive, capacious infrastructure to enable national growth. Perhaps in some fantasy final phase, expanding the poles to Waikanae, and dual voltage locos could then run the trains all the way from Auckland to Wellington without stopping. This multi-voltage loco already will do that in Europe (but would need six axles for our light track):
But alas, the current government, happily guided by its myopic Treasury, wishes rail would just go away. KiwiRail management are strapped for cash and have few options - being under considerable political pressure to slim down; with both parties knowing full well that chopping off various appendages or reducing blood supply to certain functions might not be in the patient's long term health.
Electrification's greatest benefit, and what will probably be its legacy, wasn't the juice itself but the project's new bridges, easing of curves and bypassing of tight tunnels that went along with it. If the money spent on electrification back then had been spent on more of that sort of thing - increasing clearances and reducing transit times - our national railway would be in far better competitive shape than it is today.
EFs 30013 and 30036 on train 217 cross RM30 at Mangaweka, 27 November 1993
Big M Automotive
Big M specializes primarily in classic Mercury’s and Plymouth's. A big THANKS to the crew at Big M, they are great people and a pleasure to work with!
Night, full moon, blue, red and lime gelled flashlight
Early morning thunderstorm off the coast of PCB. Composite of 6 images with lightning strikes. Canon 5DM4 with Canon 24-105mm @ 28mm 5s f/11 ISO 50. Post-processing in PS, LRC, and Topaz Clarity.
Halberstädter Verkehrs-GmbH (HVG): the city of Halberstadt (41,000 inhabitants), in the federal state of Sachsen-Anhalt, has one of the smallest tram networks in Germany: 11.7 km of metric gauge tracks electrified at 600 V DC, with two routes (1 and 2). The service is provided by nine trams: four old Esslingen GT4, built between 1960 and 1966 and acquired second hand (numbers 156, 164, 167 and 168), and five modern low floor Leoliner NGTW6-H, built by HeiterBlick GmbH between 2006 and 2007 (numbers 1 to 5).
Here we see one of the Leoliner trams starting a service on line 1 from Friedhof towards Hauptbahnhof, leaving the HVG workshops. The terminal of line 1 in Friedhof involves a curious maneuver: this line ends in a single track siding; since the Leoliner trams are uni-directional, in order to leave in the opposite direction, they must reverse to enter the premises of the company's workshops, and then change the direction again to begin their journey.
The first electrification masts have appeared in Sonning cutting. A GWR HST passes Sonning with 1L42 the 0730 Carmarthen to London Paddington on 16th August 2016
Sir Drefaldwyn, 699.01, standing by The coal pile in Llanfair yard. At long last the steam powered turbo generator has been plumbed in and wired up so we have electric lights front and rear. Photo taken at the Welshpool & Llanfair Light Railway.
Konica Genba Kantoku 28W
Expired Fujicolor Super 400FT (rated at 100 asa /processed at 400) with flash
My cat, Barrymore, is a Siamese mix, and he's gorgeous! Barrymore has gone through some difficult health issues lately. For many years, this solid cat with a huge appetite and fierce disposition, held the dominant position in the house, by virtue of the fact that he weighed nearly 20 pounds! I was concerned about his overeating, but my vet assured me that he was just a "big cat". Well, he wasn't just big; he was fat. Solid, not flabby, but fat.
As he aged, Barrymore resisted any attempts of mine to get his weight down. He refused to eat low fat food, and anything Squeegee or Tigger didn't scarf up, he would consume and add to his girth! Health problems began to show up, and finally, a few months ago, right after Tigger started dropping weight, Barrymore did, too. A new vet ran tests, but the only thing she could guess at was an intestinal disease that kept him from absorbing his food properly, or cancer! (The same with Tigger.) We started him on shots of B-12 and a steroid to help with weight gain, but he continued to drop, losing six pounds! I noticed his water consumption was up, and he was urinating a lot, so we tested his blood sugar again, and found it was nearly double normal levels! So, Barrymore began receiving insulin twice a day.
The weight loss is tapering off as we adjust his insulin levels. He is up to three units twice a day, from only one twice a day. The vet said he could end up getting 5 units twice a day. He's starting to seem a bit more active again, but he's still not back to his old self.
With some financial nightmares of my own, the last thing I needed right now was a diabetic cat on insulin! It's pretty pricey, not just for the insulin, but the needles, as well. I still have Squeegee on Torbutrol, a rather expensive pain killer, and Tigger is still too thin, and has to be monitored. Forget it if I have to go to the doctor! There's no way. I've had a UTI for a month now, and have to slowly self medicate with colloidal silver and cranberry juice as there's nothing left after vet bills!
One look at that face, though, with his pale, blue eyes, and there's no way I can NOT try to save him! Barrymore is a good boy. When my mother was alive, he was her cat, or I should say, she was HIS person! He transfered that role to me in her hospice room, as she lay dying. He knew. Since then, he hardly lets me out of his sight. He's my little shadow, and of all my cats, has been the sweetest and most cuddly. Since being on insulin, he is even nicer to the other cats. I'm sure his blood sugar was making him the fierce grouch he used to be! No more. He's....well....a pussycat!