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An ongoing project of curating original art work in the public space. Members of the collective send framed works to one artist, and that artist installs the works on the streets.
With a thumbs up from the driver, First Great Western Class 143's, 143617 and 143603, work the 2T20 Exmouth to Paignton service towards Teignmouth.
The Pacer units, what can you even say about them? They've become a synonym for poor design, cut-price investments, short sighted decisions and generally just a failure to comprehend the demands of the rail-going public. People from all walks of life, train enthusiasts or not, take a glimpse of one of these units and immediately sigh with despair.
But are they really the devil on train wheels that enthusiasts like to criticise endlessly?
To trace the Pacer, you need to go back to the late-1970's, where after rationalisation of the railways under Beeching, the few remaining branchlines were under the operation of ageing diesel multiple units from the late 1950's and early 60's, primarily Derby Lightweights and units such as Class 117, 121, 115, 101 and 105. The intention of the new Pacer was to become a cheap and cheerful short-term stop-gap to replace these older units prior to the introduction of more permanent trains such as the later Class 150's and 153's.
To create these trains, the British Rail Board turned to the assistance of fellow nationalised transport company, British Leyland, and in 1978, a prototype named LEV1 (Leyland Experimental Vehicles) had been constructed, this unit consisting of a Leyland National bus body being yoked onto the chassis of an old four-wheel Freight Wagon. The vehicle was powered by a Leyland 510 bus engine, but with the transmission modified for train use by adding self-changing gears. The problems inherent with the later Pacer units were very quick to rear their heads, largely due to the fact that these units have no suspension. On regular trains, the wheels are connected to a separate bogey, and Flexicoil suspension between the bogey and the carriage helps make the ride comfortable as it moves along the track. LEV1 and the Pacer's on the other hand have the wheels directly attached to the chassis of the carriage, and thus every individual bump or distortion in the track is felt, making the ride incredibly uncomfortable, especially on jointed track.
Nevertheless, British Rail continued to develop the concept, and even tried to woo the Americans by sending LEV1, and several other later prototypes to the United States for Amtrak to consider on the MBTA commuter services from Boston to Concord in New Hampshire. These considerations subsequently fell through, and the original LEV1 prototype was returned to the UK for more tests and later preservation, whilst LEV2, after suffering accident damage, was kept in the United States and preserved at the Connecticut Trolley Museum.
Back in the UK, BR unleashed a next-gen prototype in 1980 dubbed the Class 140, continuing to use Leyland National bus components and engines, but instead being fitted with a different cab to comply with crash safety regulations. Only one unit of this class was produced, and tested until 1981 when it was withdrawn and preserved, where it now resides at the Keith and Dufftown Railway.
With testing considered complete, the first production Pacer class was now developed in the form of the Class 141, looking very similar to its Leyland National roots, but being heavily modified to comply with railway safety regulations. These units were powered by 200hp Leyland TL11 engines, again modified for railway use with mechanical self-changing gears. Top speed was 75mph and formations consisted of two-cars. These units were launched in 1984 and began work mostly across the West and South Yorkshire region around Huddersfield, Leeds, York, Sheffield and Harrogate. 20 of these units were built, and were notable for their uncomfortable ride, squeaking panels, bus-like seating, noise, poor reliability and draughty interiors. The units were operated in the same general area until 1997 when they were all withdrawn, although 12 units were later exported to Iran to operate around Tehran. The last known operation of these units was in about 2005.
Following the introduction of the Class 141's, BR and British Leyland then developed a second batch of Pacers known as the Class 142's, these being built for much more widespread use across the UK network. In comparison to the 141's, the design was modified slightly, although still very 'Bus-Like', and engines were changed to the more powerful 225hp Cummins LTA10-R 6-cylinder 10.0L powerplant. Top speed of the Class 142's is again 75mph, and 96 of these units were built between 1985 and 1987 at BREL Derby Works. The first locations of the Class 142 operation was in the North West around Manchester, Yorkshire, Newcastle, and in the South West of England around Plymouth.
However, almost immediately the Class fell into dismay, especially in the South West. Their long wheelbase and lack of bogeys meant that on the tight branch lines of Devon and Cornwall, the units suffered heavy flange wear, as well as creating the most awful squealing sound as they travelled round corners. They were also underpowered, which meant they suffered frequent adhesion problems attempting to climb from stations with steep gradients such as Gunnislake, St Ives and the Looe Branch. By 1988, the entire class had been sent north to Leeds and Manchester, being replaced by the original Class 121's and 117's they had been built to replace!
At the same time as the Class 142's, another batch of similarly built units were also developed by Hunslet-Barclay, known as the Class 143. The Class 143's featured a highly different design, with coachwork being built by Walter Alexander. Power once again came from the same Cummins engine as that in the Class 142, and 25 sets were built in 1985 for work around Newcastle and on the Welsh Valleys. A year later, BREL Derby and Walter Alexander formed another similar set of units called the Class 144, 23 almost identical sets for use around Leeds, distinguishable usually by the addition of an intermediate trailer on some sets.
Today, Pacer units have been refurbished, redistributed and revised heavily, especially after privatisation. Class 142's have been spread to South Wales, and across the North of England, whilst the Class 143's are now prime movers in the South West for First Great Western. Class 144's have always remained around Leeds, and a major parts of the West Yorkshire commuter network. It is interesting to note that even though these units were designed to be stop-gaps with a lifespan of about 10 years, nearly 30 years later these trains continue to ply their trade.
Several of the class however have been written off through accidents, with 142059 being written off after its brakes failed to stop it from smashing into the buffers at Liverpool lime Street in 1990. In 1999 the most serious accident occurred when a pair of Class 142's passed a red signal by accident and were slammed into by a Virgin Trains Class 87 travelling at 50mph. Upon impact, the Class 87 tore apart the lightweight bus-frames of the Pacer units, coming to rest halfway down the third carriage. Thankfully the Pacer was running empty-stock, so no passengers were aboard, and only a few injuries were incurred on the Virgin Trains service, but it did highlight the sheer lack of safety these units have. The units have also been notable for several derailments, as well as the engine falling out the bottom of one unit in South Wales. Two Class 143's have also been lost, those being 143613, which was gutted by fire on October 17th, 2004, and subsequently written off, and later in 2005, 143615, which was again lost to fire damage.
As mentioned, today, apart from the Class 141's and those units written off through accidents, nearly all of the Pacer units remain in daily operational use across the country. Of the units however, the Class 143's and 144's have often been considered the favoured sons, being refurbished heavily both internally and externally for a more pleasing travel experience. The removal of jointed track across the network has also allowed for much smoother rides, but on some sections of the network the quality is still an issue. I do actually quite enjoy travelling aboard the Class 143's as after their various refurbishments they are quite pleasant to travel on as commuter trains. The Class 142's on the other hands most operators have chosen to forget, with units under the control of Northern Rail being largely fitted with the original bus-bench interiors of the 1980's, or some modified interiors of 1990's Regional Railways.
Either way, both units are slated for decommissioning by December 31st, 2019, when a Rail Vehicle Accessibility Regulation is enacted saying that all trains must have full access for wheelchairs and pushchairs, a problem the Pacers have often suffered due to their step-entrance design. It is proposed that Class 143's and 144's will be modified to allow for greater access, being fitted with ramps and some units modified into 4-car sets. The Class 142's on the other hand are not being considered for such, and the desire is to see off these trains by 2020, 35 years after the first ones hit the rails.
... Θα θελα να σπάσω δεσμά, κλουβιά κ κάγκελα
σ αυτό τον κόσμο θα θελα να χτίσω ένα δικό μου παραμύθι
να σπάσω τη λήθη,
να κάνω ότι κάνουν οι λίγοι, όχι οι πολλοί,
να μην πηγαίνω με τα πλήθη,
να ορίσω το ταξίδι, τους κανόνες,
το παιχνίδι
μόνο την καρδιά μου ν ακούω, κανείς να μη με πείθει...
Gharz tasawar-e-sham o sehar mein jeetay hain
Girift-e-saya e deewar o durr mein jeetay hain
Our Daily Challenge: starting with F -frames
An ongoing project of curating original art work in the public space. Members of the collective send framed works to one artist, and that artist installs the works on the streets.
Blogged here:
deeroodesigns.blogspot.com/2014/04/why-angled-frames.html Tutorial is here: deeroodesigns.blogspot.com/2014/04/round-15-orbc-quilt-al...
A beautiful sunrise, casting warm orange hues across the sky, frames a Deutsche Bahn Regionalexpress (RE4) as it moves through the extensive railway infrastructure of Berlin, Germany. This classic double-decker train is identifiable by its destination sign, clearly reading "RE4 Stendal Hbf," indicating its early morning journey toward Stendal Hauptbahnhof. The scene is rich with detail, featuring multiple sets of tracks, an intricate web of overhead catenary wires, and iconic black "H" (Haltepunkt) signs, including one prominently marking a "Kurzzug" (Short Train) stopping point. This shot perfectly captures the awakening of Berlin's vital transport network in the early morning light.
Ein wunderschöner Sonnenaufgang, der den Himmel in warme Orangetöne taucht, rahmt einen Deutsche Bahn Regionalexpress (RE4) ein, während er sich durch die weitläufige Eisenbahninfrastruktur von Berlin bewegt. Dieser klassische Doppelstockwagen-Zug ist an seinem Zielanzeiger zu erkennen, der deutlich "RE4 Stendal Hbf" anzeigt und auf seine morgendliche Fahrt zum Stendaler Hauptbahnhof hinweist. Die Szene ist reich an Details und zeigt mehrere Gleisanlagen, ein kompliziertes Netz von Oberleitungen und ikonische schwarze "H" (Haltepunkt)-Schilder, darunter eines, das prominent einen Haltepunkt für Kurzzüge markiert. Diese Aufnahme fängt das Erwachen von Berlins vitalem Verkehrsknotenpunkt im frühen Morgenlicht perfekt ein.
The black lines and borders are not added - it is the film.
I have been playing with scanning negatives (positives in this case) that are split over two frames - as opposed to between frames. Then moving these "spliced" scans about into different sequences.
I have been doing it with shots that are linear in sequence - so down the same street or same place at different times. Or in this case, every few steps down the length of a city bus.
E-6 film goes pure black where not exposed which is included in the scan which is then usually cropped out at the area where the light fall off on the film plane starts. But Not here. ;-)
Style was inspired by a great shot on flickr where the photog shot 120 format film and exposed for 6x9, but advanced the film as if it was 6x4.5 - Giving one continuous overlapping story for the full length of the film.
www.flickr.com/photos/nicolai_g/62287070/
FM3a, Kodak E100VS, Nikkor 85 1.4@f/2, CoolScan 5000ED
© 2008 by Joao Paglione - all rights reserved
1. Hit the Road, Jack!, 2. The sun sets in Bela Vista, 3. sun producing alcohol for cars, 4. another sunset, another tree
I´ve always seen this option on the Mosaic Maker but never opted for it.
Looking at my top 10 most viewed photos, I quickly picked these 4 photos imagining they might complement each other.
Magazine I made about inspirations from world. How to develop a fashion collection analyzing images of African culture, emotions of Cirque du Soleil and Noir cinema. An exciting project!
Imaging telescope or lens:Meade Starfinder 8
Imaging camera:Point Grey Grasshopper 3 1.4MP
Mount:Losmandy GM-8
Software:Autostakkert! Autostackert! , Adobe Photoshop CS4 Photoshop CS4
Filter:Ha filter
Accessory:Baader MPCC coma corrector
Date:April 1, 2020
Frames: 400
FPS: 45.00000
Focal length: 1220
Resolution: 4608x6394
Data source: Backyard
The two images are frames of a movie filmed in slow motion from a taxi in Bali, Indonesia.
Le due immagini sono fotogrammi di un filmato girato in slow motion da un taxi a Bali, Indonesia.
CROSSVIEW
To view 3D pics cross your eyes focusing between at the pictures until both images overlap one another in the middle.
Per vedere le foto in 3D incrociare (strabuzzare leggermente) gli occhi fino a che le due immagini si sovrappongono formandone una sola centrale
taken from a window at the Eastside Culture Crawl at 1000 Parker st in Vancouver bc. The event is an opportunity for all artists, photographers, of all kinds to present their works to the public and for purchases.
An absolute MUST SEE if you live in the area !!!!! Stunning Creative works by Vancouver's thriving art Culture.
taken with my iPhone :)
BEST Viewed at ... www.flickriver.com/photos/grantsviews/
set page photosize to " fit Screen and select RECENT to start from.
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An AEC Reliance rebodied.
I took this shot during my Wallace Arnold days,whilst waiting at the notorious Stratford-on-Avon Shakespears' Birthplace coach drop-off & pick-up point. The maximum stay was 15 mins and it was rigorously monitored by an on-site warden. A nightmare if passengers were late back. June 1981
Project: Frames
B/W - 50mm - 16:9
Lisboa
Sony A7 + Minolta50mm1.7
More pictures of FRAMES
VISIT OUR PROJECT / VISITA NUESTRO PROYECTO: SOUTHERN PHOTOGRAPHERS
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None of my photos are HDR or blended images, they are taken from just one shot
Don't use this image on websites, blogs or other media without my explicit permission. © All rights reserved