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iss062e116001 (March 29, 2020) --- NASA astronaut and Expedition 62 Flight Engineer Andrew Morgan poses for a portrait in the weightless environment of the International Space Station.
German Armed Forces Engineering Tank " Dachs" by the Presentation " Wesersprung 2016" at the River Weser ( North of Germany) ,Holzminden Homebas of Panzerpionier Btl 1
more Pictures : www.facebook.com/combatcameraeurope.pictures/posts/715344...
70803 passing Farncombe with engineers train 6C05 0829 Eastleigh Yard to Worting Junction via Fareham, Havant and a run round in Woking Yard.
Direct Rail Services Class 88 88005 "Minerva" on 6z05 1305 Carlisle New Yard - Crewe Basford Hall Yard,passes Woodacre on 31/10/2023
66425 heads 6K05 through Hellifield South Junction passing Colas tanper DR73922 "John Snowdon" in the sidings.
Great British Car Journey Museum
An interactive journey celebrating an era when British entrepreneurs and engineers were at the forefront of a transport revolution.
Herbert Austin and William Morris were the leaders of that revolution. They put the working population behind the wheel and gave us the freedom of mobility which we now take for granted.
This is the story of British industry which, in its heyday, was a worldwide force with products that were exported to all corners of the world. The story of a bygone era when, for half a century, British cars "ruled the road".
The journey starts in the early 1920s when the working family could only dream of owning a car and ends in the early years of the new millennium when most of Britain's great car factories fall silent.
The museum features over 140 British Classic cars, from the legendary Austin 7 to the magnificent Mini.
Many of these cars are now incredibly rare, and the museum searched for several years for superb examples to display.
Jaguar
E-Type (FHC)
39 WMB
1966
4235cc
Engineer Jerry Debene is at the controls of NKCR GP50 5102 leading ATN Southbound Local Freight Train M715 ( Guntersville Turn ) heading back south to Gadsden, Al. after working some industries around the Port of Guntersville, Al. both NKCR 5102 & 5101 are former C&NW GP50's
26001 in Railfreight grey passes through the Mound tunnel and into Waverley station with an eastbound engineers train. 19/3/88
A PWay relaying job at Kettering Junction and 25270 is on engineer’s duty as it manoeuvres a train of “Dogfish” ballast hoppers over the new S & C, 23rd October 1977.
Locomotive History
25270 betrays its Scottish Region initial allocation with its cabside recess to accommodate tablet catcher equipment. It was originally D7620 and is one of a batch of thirteen class 25’s (D7611 – D7623) built at Derby in 1966 for Scottish Region duties. These were the only class 25’s delivered with a cabside recess and were allocated to Eastfield MPD. They spent much of their time in South West Scotland, quickly sending many of the remaining steam fleet allocated to Ayr, Hurlford and Dumfries MPD’s into store and withdrawal. D7620 came south to the London Midland Region in mid 1968 being swapped with steam heating boiler fitted class 25’s and by the end of the year was a Toton engine. It would remain a Toton engine for virtually the rest of its career until withdrawn in November 1982. It was broken up in May 1986 at Swindon works.
Praktica LTL Ektachrome 200
It was nice and cloudy yesterday, took Heliot out for some photos. He is wearing the Volks SD17 Steampunk set from the Kyoto 9 Dolpa. The colors and textures of the outfit are beautiful.
Reversed engineered from this picture. It is nice how two of the internal triangles complement one of the external hexagons.
Folded from a hexagon cut off from a 18 x 18 cm square of the remains of some nice paper I once bought at Michael's.
Engineer,
hapless architect
of unspeakable grief
when the world itself dangled
from your studied motions--
We hope you now know
how mind the wheel
going forward.
to the late Metrolink engineer who took 25 souls away from us last week, and gravely mutilated dozens more, in Los Angeles; he simply wasn't paying attention.
First drafts for a bridge connecting the two cities of Remscheid and Solingen go back as far as 1889. Preparatory work began in 1893, the bridge was finished in 1897.
The six support columns have a maximum height of 69 meters. In the middle of the structure, the main arc has a span of 170 meters. The overall length of the structure is 465 meters.
A total of 5,000 tons of steel were used in its construction. 950,000 rivets hold the structure together. During construction, a number of advanced building techniques were used.
Anton von Rieppel (1852 – 31 January 1926), an architect and engineer, was in charge of the project. A memorial plaque at the foot of the bridge reminds one of his efforts.
Originally, the bridge was planned to be single-track. However, high future traffic growth projections led to the redesign as a dual-track bridge. Before its opening, the rail distance between the cities of Remscheid and Solingen was 42 kilometers. With a direct connection via the bridge, this distance shrank to 8 kilometers.
The bridge was a masterpiece of Victorian-era engineering. For its time, it was a highly sophisticated structure. It astonished the local population, many of whom had had little exposure to such state-of-the-art engineering work.
Very quickly, urban legends began to spread.
Some of these unfounded “tall tales”, (which are sometimes repeated to this day), are:
-Allegedly, the last rivet fastened in the bridge was made of pure gold.
-Allegedly, due to computational errors made by von Rieppel, the architect, half of the bridge had to be demolished since the two simultaneously built halves did not fit together.
- Allegedly, von Rieppel threw himself off the bridge and died in the fall.
Of course, there is no truth in any of these stories. The bridge was constructed as planned; von Rieppel’s complex calculations, (all carried out without the aid of computers or arithmetic aids), were correct – he died about 30 years later after an unrelated illness.
What might be true are rumours about Emperor Wilhelm II's boycott of the inauguration ceremony. According to legend, the Emperor was annoyed that such a state-of-art structure was named after his grandfather, Wilhelm I, not after himself. He therefore decided not to attend the celebrations in person.
What is true is that the bridge has attracted an unknown, but large number of suicides during its more than 100-year existence.
The Prussian Parliament approved the 5 million Marks required to build the bridge in 1890.
The first breaking of the earth was on 26 February 1894. A total of 1,400 kilograms (3,100 lb) of dynamite and 1,600 kilograms (3,500 lb) of black powder were needed during construction.
The bridge's official inauguration celebration took place on 15 July 1897. Emperor Wilhelm II did not attend the ceremony in person. Prince Friedrich Leopold of Prussia attended the festivities instead. Emperor Wilhelm II visited the bridge two years later, on 12 August 1899.
Explore | Silhouettes | 40+ Fav
Model: Ali Al-Kuwari evo~
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Technical Specs :
Camera: Canon EOS 7D
Lens: Canon EF-S 18-55mm F/ 3.5-5.6 USM
Focal Length: 18mm
Aperture: F/14
Shutter: 1/100 sec
ISO: 100
Exposure: Manuel (M)
Filters:Sunset Filter + Graduated Gray Cokin P Series
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This picture cannot be used without my permission.
Comments with photos will be deleted.
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Photo By M Al-Ahmadi
© All rights reserved 2011
The engineer of the Mighty 3025 invited me into the cab.
Sadly, I didn’t get to drive . . .
This photo was taken by a Kowa/SIX medium format film camera and a KOWA 1:3.5/55mm lens with a Kowa L1A ø67 filter using Fuji 160NS film, the negative scanned by an Epson Perfection V600 and digitally rendered with Photoshop.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Lockheed P-80 Shooting Star was the first jet fighter used operationally by the United States Army Air Forces (USAAF) during World War II. Designed and built by Lockheed in 1943 and delivered just 143 days from the start of design, production models were flying, and two pre-production models did see very limited service in Italy just before the end of World War II. The XP-80 had a conventional all-metal airframe, with a slim low wing and tricycle landing gear. Like most early jets designed during World War II—and before the Allies captured German research data that confirmed the speed advantages of swept-wings—the XP-80 had straight wings similar to previous propeller-driven fighters, but they were relatively thin to minimize drag at high speed.
The Shooting Star began to enter service in late 1944 with 12 pre-production YP-80As. Four were sent to Europe for operational testing (demonstration, familiarization, and possible interception roles), two to England and two to the 1st Fighter Group at Lesina Airfield, Italy. Because of delays in delivery of production aircraft, the Shooting Star saw no actual combat during the conflict. The initial production order was for 344 P-80As after USAAF acceptance in February 1945. A total of 83 P-80s had been delivered by the end of July 1945 and 45 assigned to the 412th Fighter Group (later redesignated the 1st Fighter Group) at Muroc Army Air Field. Production continued after the war, although wartime plans for 5,000 were quickly reduced to 2,000 at a little under $100,000 each. A total of 1,714 single-seat F-80A, F-80B, F-80C, and RF-80s were manufactured by the end of production in 1950, of which 927 were F-80Cs (including 129 operational F-80As upgraded to F-80C-11-LO standards). However, the two-seat TF-80C, first flown on 22 March 1948, became the basis for the T-33 trainer, of which 6,557 were produced.
Shooting Stars first saw combat service in the Korean War, and were among the first aircraft to be involved in jet-versus-jet combat. Despite initial claims of success, the speed of the straight-wing F-80s was inferior to the 668 mph (1075 km/h) swept-wing transonic MiG-15. The MiGs incorporated German research showing that swept wings delayed the onset of compressibility problems, and enabled speeds closer to the speed of sound. F-80s were soon replaced in the air superiority role by the North American F-86 Sabre, which had been delayed to also incorporate swept wings into an improved straight-winged naval FJ-1 Fury.
This prompted Lockheed to improve the F-80 to keep the design competitive, and the result became the F-80E, which was almost a completely different aircraft, despite similar outlines. Lockheed attempted to change as little of the original airframe as possible while the F-80E incorporated two major technical innovation of its time. The most obvious change was the introduction of swept wings for higher speed. After the engineers obtained German swept-wing research data, Lockheed gave the F-80E a 25° sweep, with automatically locking leading edge slots, interconnected with the flaps for lateral stability during take-off and landing, and the wings’ profile was totally new, too. The limited sweep was a compromise, because a 35° sweep had originally been intended, but the plan to retain the F-80’s fuselage and wing attachment points would have resulted in massive center of gravity and mechanical problems. However, wind tunnel tests quickly revealed that even this compromise would not be enough to ensure stable flight esp. at low speed, and that the modified aircraft would lack directional stability. The swept-wing aircraft’s design had to be modified further.
A convenient solution came in the form of the F-80’s trainer version fuselage, the T-33, which had been lengthened by slightly more than 3 feet (1 m) for a second seat, instrumentation, and flight controls, under a longer canopy. Thanks to the extended front fuselage, the T-33’s wing attachment points could accept the new 25° wings without much further modifications, and balance was restored to acceptable limits. For the fighter aircraft, the T-33’s second seat was omitted and replaced with an additional fuel cell. The pressurized front cockpit was retained, together with the F-80’s bubble canopy and out fitted with an ejection seat.
The other innovation was the introduction of reheat for the engine. The earlier F-80 fighters were powered by centrifugal compressor turbojets, the F-80C had already incorporated water injection to boost the rather anemic powerplant during the start phase and in combat. The F-80E introduced a modified engine with a very simple afterburner chamber, designated J33-A-39. It was a further advanced variant of the J33-A-33 for the contemporary F-94 interceptor with water-alcohol injection and afterburner. For the F-80E with less gross weight, the water-alcohol injection system was omitted so save weight and simplify the system, and the afterburner was optimized for quicker response. Outwardly, the different engine required a modified, wider tail section, which also slightly extended the F-80’s tail.
The F-80E’s armament was changed, too. Experience from the Korean War had shown that the American aircrafts’ traditional 0.5” machine guns were reliable, but they lacked firepower, esp. against bigger targets like bombers, and even fighter aircraft like the MiG-15 had literally to be drenched with rounds to cause significant damage. On the other side, a few 23 mmm rounds or just a single hit with an explosive 37 mm shell from a MiG could take a bomber down. Therefore, the F-80’s six machine guns in the nose were replaced with four belt-fed 20mm M24 cannon. This was a license-built variant of the gas-operated Hispano-Suiza HS.404 with the addition of electrical cocking, allowing the gun to re-cock over a lightly struck round. It offered a rate of fire of 700-750 rounds/min and a muzzle velocity of 840 m/s (2,800 ft/s).In the F-80E each weapon was provided with 190 rounds.
Despite the swept wings Lockheed retained the wingtip tanks, similar to Lockheed’s recently developed XF-90 penetration fighter prototype. They had a different, more streamlined shape now, to reduce drag and minimize the risk of torsion problems with the outer wing sections and held 225 US gal (187 imp gal; 850 l) each. Even though the F-80E was conceived as a daytime fighter, hardpoints under the wings allowed the carriage of up to 2.000 lb of external ordnance, so that the aircraft could, like the straight-wing F-80s before, carry out attack missions. A reinforced pair of plumbed main hardpoints, just outside of the landing gear wells, allowed to carry another pair of drop tanks for extra range or single bombs of up to 1.000 lb (454 kg) caliber. A smaller, optional pair of pylons was intended to carry pods with nineteen “Mighty Mouse” 2.75 inches (70 mm) unguided folding-fin air-to-air rockets, and further hardpoints under the outer wings allowed eight 5” HVAR unguided air-to-ground rockets to be carried, too. Total external payload (including the wing tip tanks) was 4,800 lb (roughly 2,200 kg) of payload
The first XP-80E prototype flew in December 1953 – too late to take part in the Korean War, but Lockheed kept the aircraft’s development running as the benefits of swept wings were clearly visible. The USAF, however, did not show much interest in the new aircraft since the proven F-86 Sabre was readily available and focus more and more shifted to radar-equipped all-weather interceptors armed with guided missiles. However, military support programs for the newly founded NATO, esp. in Europe, stoked the demand for jet fighters, so that the F-80E was earmarked for export to friendly countries with air forces that had still to develop their capabilities after WWII. One of these was Germany; after World War II, German aviation was severely curtailed, and military aviation was completely forbidden after the Luftwaffe of the Third Reich had been disbanded by August 1946 by the Allied Control Commission. This changed in 1955 when West Germany joined NATO, as the Western Allies believed that Germany was needed to counter the increasing military threat posed by the Soviet Union and its Warsaw Pact allies. On 9 January 1956, a new German Air Force called Luftwaffe was founded as a branch of the new Bundeswehr (Federal Defence Force). The first volunteers of the Luftwaffe arrived at the Nörvenich Air Base in January 1956, and the same year, the Luftwaffe was provided with its first jet aircraft, the US-made Republic F-84 Thunderstreak from surplus stock, complemented by newly built Lockheed F-80E day fighters and T-33 trainers.
A total of 43 F-80Es were delivered to Germany in the course of 1956 and early 1957 via freight ships as disassembled kits, initially allocated to WaSLw 10 (Waffenschule der Luftwaffe = Weapon Training School of the Luftwaffe) at Nörvenich, one of three such units which focused on fighter training. The unit was quickly re-located to Northern Germany to Oldenburg, an airfield formerly under British/RAF governance, where the F-80Es were joined by Canada-built F-86 Sabre Mk. 5s. Flight operations began there in November 1957. Initially supported by flight instructors from the Royal Canadian Air Force from Zweibrücken, the WaSLw 10’s job was to train future pilots for jet aircraft on the respective operational types. F-80Es of this unit were in the following years furthermore frequently deployed to Decimomannu AB on Sardinia (Italy), as part of multi-national NATO training programs.
The F-80Es’ service at Oldenburg with WaSLw 10 did not last long, though. In 1963, basic flight and weapon system training was relocated to the USA, and the so-called Europeanization was shifted to the nearby Jever air base, i. e. the training in the more crowded European airspace and under notoriously less pleasant European weather conditions. The remaining German F-80E fleet was subsequently allocated to the Jagdgeschwader 73 “Steinhoff” at Pferdsfeld Air Base in Rhineland-Palatinate, where the machines were – like the Luftwaffe F-86s – upgraded to carry AIM-9 Sidewinder AAMs, a major improvement of their interceptor capabilities. But just one year later, on October 1, 1964, JG 73 was reorganized and renamed Fighter-Bomber Squadron 42, and the unit converted to the new Fiat G.91 attack aircraft. In parallel, the Luftwaffe settled on the F-86 (with more Sabre Mk. 6s from Canada and new F-86K all-weather interceptors from Italian license production) as standard fighter, with the plan to convert to the supersonic new Lockheed F-104 as standard NATO fighter as soon as the type would become available.
For the Luftwaffe the F-80E had become obsolete, and to reduce the number of operational aircraft types, the remaining German aircraft, a total of 34, were in 1965 passed through to the Türk Hava Kuvvetleri (Turkish air force) as part of international NATO military support, where they remained in service until 1974 and were replaced by third generation F-4E Phantom II fighter jets.
General characteristics:
Crew: 1
Length: 36 ft 9 1/2 in (11.23 m)
Wingspan: 37 ft 6 in (11.44 m) over tip tanks
Height: 13 ft 5 1/4 in (4.10 m)
Wing area: 241.3 sq ft (22,52 m²)
Empty weight: 10,681 lb (4.845 kg)
Max. takeoff weight: 18,464 lb (8.375 kg)
Zero-lift drag coefficient: 0.0134
Frontal area: 32 sq ft (3.0 m²)
Powerplant:
1× Allison J33-A-39 centrifugal compressor turbojet with 4,600 lbf (20 kN) dry thrust
and 27.0 kN (6,070 lbf) thrust with afterburning
Performance:
Maximum speed: 1,060 km/h (660 mph, 570 kn)
Cruise speed: 439 mph (707 km/h, 381 kn)
Range: 825 mi (1,328 km, 717 nmi)
Ferry range: 1,380 mi (2,220 km, 1,200 nmi)
Service ceiling: 50,900 ft (15,500 m)
Rate of climb: 7,980 ft/min (40.5 m/s)
Time to altitude: 20,000 ft (6,100 m) in 4 minutes 50 seconds
Lift-to-drag: 17.7
Wing loading: 51.3 lb/sq ft (250 kg/m²)
Thrust/weight: 0.249 dry
0.328 with afterburner
Armament:
4× 0.79 in (20 mm) M24 cannon (190 rpg)
2x wing tip auxiliary tanks with 225 US gal (187 imp gal; 850 l) each
Underwing hardpoints for a total ordnance load of 4,800 lb (2.200 kg), including
2× 1,000 lb (454 kg) bombs, up to 4× pods with nineteen unguided Mighty Mouse FFARs each,
and/or up to 8× 5” (127 mm) HVAR unguided air-to-ground rockets
The kit and its assembly:
The idea of a swept-wing F-80 had been lingering on my idea list for a while, and I actually tried this stunt before in the form of a heavily modified F-94. The recent “Fifties” group build at whatifmodellers.com and a similar build by fellow forum member mat revived the interest in this topic – and inspired by mat’s creation, based on a T-33 fuselage, I decided to use the opportunity and add my personal interpretation of the idea.
Having suitable donor parts at hand was another decisive factor to start this build: I had a Heller T-33 in store, which had already been (ab)used as a donor bank for other projects, and which could now find a good use. I also had an F-80 canopy left over (from an Airfix kit), and my plan was to use Saab J29 wings (from a Matchbox kit) because of their limited sweep angle that would match the post-WWII era well.
Work started with the fuselage; it required a completely new cockpit interior because these parts had already gone elsewhere. I found a cockpit tub with its dashboard from an Italeri F4U, and with some trimming it could be mounted into the reduced cockpit opening, above the OOB front landing gear well. The T-33’s rear seat was faired of with styrene sheet and later PSRed away. The standard nose cone from the Heller T-33 was used, but I added gun ports for the new/different cannon armament.
For a different look with an afterburner engine I modified the tail section under the stabilizers, which was retained because of its characteristic shape. A generous section from the tail was cut away and replaced with the leftover jet pipe from an Italeri (R)F-84F, slightly longer and wider and decorated with innards from a Matchbox Mystère IV. This change is rather subtle but changes the F-80 profile and appears like a compromise between the F-80 and F-94 arrangements.
The T-33 wings were clipped down to the connection lower fuselage part. This ventral plate with integral main landing gear wells was mounted onto the T-33 hull and then the Saab 29 wings were dry-fitted to check their position along the fuselage and to define the main landing gear wells, which had to be cut into them to match their counterparts from the aircraft’s belly.
Their exact position was eventually fixed when the new swept stabilizers, taken from a Hobby Boss F-86, were mounted to the tail. They match well with the swept wings, and for an odd look I kept their dihedral.
The fin was eventually replaced, too – mat’s build retained the original F-80 fin, but with all other surfaces swept I found that the fin had to reflect this, too. So, I implanted a shortened Italeri (R)F-84F fin onto the original base, blended with some PSR into the rest of the tail.
With all aerodynamic surfaces in place it was time for fine-tuning, and to give the aircraft a simpler look I removed the dog teeth from the late Tunnan's outer wings, even though I retained the small LERXs. The wing tips were cut down a little and tip tanks (probably drop tanks from a Hobby Boss F-5E) added – without them the aircraft looked like a juvenile Saab 32!
The landing gear was mostly taken over from the Heller T-33, I just added small consoles for the main landing gear struts to ensure a proper stance, because the new wings and the respective attachment points were deeper. I also had to scratch some landing gear covers because the T-33 donor kit was missing them. The canopy was PSRed over the new opening and a new ejection seat tailored to fit into the F4U cockpit.
A final addition was a pair of pods with unguided FFARs. AFAIK the Luftwaffe did not use such weapons, but they’d make thematically sense on a Fifties anti-bomber interceptor - and I had a suitable pair left over from a Matchbox Mystère IV kit, complete with small pylons.
Painting and markings:
Since the time frame was defined by the Fifties, early Luftwaffe fighters had to carry a bare metal finish, with relatively few decorations. For the F-80E I gave the model an overall base coat with White Aluminum from a Dupli Color rattle can, a very nice and bright silver tone that comes IMHO close to NMF. Panels were post-shaded with Revell 99 (Aluminum) and 91 (Iron Metallic). An anti-glare panel in front of the windscreen was painted in the Luftwaffe tone RAL 6014, Gelboliv (Revell 42).
For some color highlights I gave the tip tanks bright red (Feuerrot, RAL 3000; Revell 330) outer halves, while the inner halves were painted black to avoid reflections that could distract the pilot (seen on a real Luftwaffe T-33 from the late Fifties). For an even more individual touch I added light blue (Tamiya X-14, Sky Blue) highlights on the nose and the fin, reflecting the squadron’s color code which is also carried within the unit emblem – the Tamiya paint came closest to the respective decal (see below).
The cockpit interior was painted with zinc chromate green primer (I used Humbrol 80, which is brighter than the tone should be, but it adds contrast to the black dials on the dashboard), the landing gear wells were painted with a mix of Humbrol 80 and 81, for a more yellowish hue. The landing gear struts became grey, dry-brushed with silver, while the inside of the ventral air brakes were painted in Feuerrot, too.
Then the model received an overall washing with black ink to emphasize the recessed panel lines, plus additional panel shading with Matt Aluminum Metallizer (Humbrol 27001), plus a light rubbing treatment with grinded graphite that emphasized the (few leftover) raised panel lines and also added a dark metallic shine to the silver base. Some of the lost panel lines were simulated with simple pencil strokes, too.
The decals/markings primarily came from an AirDoc aftermarket sheet for late Fifties Luftwaffe F-84Fs. The tactical code (“BB-xxx” was then assigned to the WaSLw 10 as unit code, but this soon changed to a similar but different format that told about the unit’s task as well as the specific unit and squadron within it; this was replaced once more by a simple xx+yy code that was only connected to a specific aircraft with no unit reference anymore, and this format is still in use today) was puzzled together from single letters/digits from the same decal set. Some additional markings like the red band on the fuselage had to be scratched, but most stencils came from an all-bare-metal Luftwaffe F-84F.
After some more detail painting the model was sealed with semi-gloss acrylic paint, just the anti-glare panel and the di-electric fairings on the nose and the fin tip became matt.
A thorough kitbashing build, but the result looks quite plausible, if not elegant? The slightly swept wings suit the F-80 with its organic fuselage shape well, even though they reveal the designs rather baroque shape. There’s a sense of obsolescence about the F-80E, despite its modern features? The Luftwaffe markings work well on the aircraft, too, and with the red and blue highlights the machine looks more attractive despite its simple NMF livery than expected.
GB Railfreight Class 66, 66744 "Crossrail" makes it way out of weekend possession as it passes steadily through Winsford to form 6G48 10:04 Crewe Coal Yard to Bescot Up Engineers Sidings.
As this stretch was still within the possession, it gave rise to the somewhat unusual sight of the train (legally!) passing signal WD49 at danger.
The engineer of Nickel Plate Road No. 765 has his hands on the controls as the locomotive executes a photo runby at Boston Mill station on the Cuyahoga Valley Scenic Railroad.
Seen in enemy territory 66754 'Northampton Saints' seen passing Knighton loop, Leicester with the 7G35 0830 Toton North yard - Kentish Town 23/5/20.
DB class 66/0 no. 66148 'Maritime Intermodal Seven' passes Copmanthorpe on 3rd July 2025 with long welded rail carriers, working 6N06 from Doncaster Decoy to York Engineers Yard.
Worcester Polytechnic Engineers (No.21) vs. Southern Maine Grizzlies
January 27, 2018
Sports & Recreation Center (Worcester Polytechnic Institute)
WPI 21-13 USM
174 pounds: Justin Stacy (Southern Maine) decision (7-5) over Chase Lind (Worcester Polytechnic).
©2018 - Lewis Brian Day. All rights reserved.
Not to be reproduced in any format or via any platform without express written permission.
31311 stands wrong line with a ballast train at Barnsley on very dull 5th June 1983. The two nearest lines served a parcels depot which had closed a couple of years previously. The shunting was usually in charge of a DMU that dropped off a a parcels van on the 18.00 from Sheffield to Barnsley if I recall correctly.
The line nearest also served the good shed on the left by means of a head shunt behind the photographer.
in harsh early morning sunlight, 66083 hauls the 04:56 Bourne End Jn to Bescot Engineers Sdgs through Long Buckby on April the 12th 2019.
Recreating a typical engineers service, 34072 heads up towards the lens during a mad hants charter on the 1st of feb 2025.
nhq201610080006 (Oct. 8, 2016) --- Expedition 49 flight engineer Shane Kimbrough is helped into his Sokol launch and entry suit in preparation for conducting the first check dress rehearsal activities, Saturday, Oct. 8, 2016 at the Baikonur Cosmodrome in Kazakhstan. Kimbrough, Sergey Ryzhikov, and Andrey Borisenko of Roscosmos will launch from the Baikonur Cosmodrome in Kazakhstan on Oct. 19. Photo Credit: (NASA/Victor Zelentsov)
NECA: Prometheus Series 1 Pressure Suit Engineer
First Appearance: Prometheus
en.wikipedia.org/wiki/Prometheus_(2012_film)#Plot
en.wikipedia.org/wiki/Prometheus_(2012_film)
66427 rattles through Daresbury on 6th February 2025 with the more or less daily ballst move of 6K06 1230 Shap Summit Quarry to Basford Hall. This was an active period of a freight, light engine and class 33 hauled ECS within about ten minutes of each other.
The tower of the Daresbury Laboratory is seen in the background. The 1962 built facility undertakes research in fields such as accelerator science, bio-medicine, physics & chemistry.
Pole shot..