View allAll Photos Tagged hydraulics
Hydraulics rule in this scene as the very clean class 52 arrives on an express that still conveys a carmine and cream liveried Mark 1 up front while Hymek D7084 lurks behind the screen.
Unknown photographer.
A shot for the history books, taken a few days short of 44 years ago, catches a brace of diesel-hydraulics, 1012 "Western Firebrand" (left) and 1031 "Western Rifleman", at Reading station in the early 70s.
Based on the 7V67 headcode I'm guessing 1012 picked up its train somewhere in the London area, and is possibly a returning stone empties to one of the West Country quarries.
Looking at the exhaust it looks like 1031 has just restarted its train which, based on the 1B73 headcode (and sun direction), could be the 14.30 London Paddington - Paignton.
Both locos were withdrawn in 1975, 1012 in November and 1031 in February. However while 1031 was scrapped in October 1976 1012 survived in the scrap yard until April 1979, just over 2 years after the last Western ran on British Rail.
You can just about see the platform edge at left where, on a sunny day, it was a challenge trying to find a seat amongst the multitude of spotters.
Taken on Kodak 127 film using my Dad's hand-me-down camera, a folding Agfa Billy Zero. The Zenit E acquired a couple of months later felt like cutting-edge technology in comparison.
camera-wiki.org/wiki/Agfa_Billy_Zero
27th July 1973
British Railways green and maroon livery diesel hydraulics. The Warships are old Minitrix stock (some over 30 years old) and the Westerns are Graham Farish pre-Bachmann era stock.
Another view of Tully sugar mill's 0-6-0 diesel hydraulics 14 and 10 near Bulgun Creek, just outside Tully, as they head back to the mill with a load of cane on 14 August 2007.
Both were built by Comeng in 1963 and 1960 respectively. While not seeing a lot of use these days, I've been told that at least two of these cute 0-6-0s have received a fresh coat of paint in the last few months (May 2023).
30D_3_8656
One of the many hobbys that I have took up lately is Surfing and I found the perfect place here in Oklahoma city the Overholster Dam :)
A tribituary of Chintimini Creek North Fork flows down the north side of Marys Peak in the Siuslaw National Forest, Oregon.
Tower Bridge.
It is commonly referred to as London Bridge but its correct title is Tower Bridge and it spans the Thames River in London.
Construction began on 22nd April 1886 and Tower Bridge was declared open on 30th June 1894 by the Prince and Princess of Wales.
After suffering minor damage during the Blitz which occurred from 7 September 1940 to 11 May 1941 it took until 1949-1952 for the Bridge to be repaired during which time the original Welsh slate roof was replaced by Westmoreland Green slate.
You really have to feel for bus driver Albert Gunter who in 1952 was driving the number 78 London bus across the bridge when suddenly the bascules began to rise.
In true James Bond style he jumped the bus from one side to the other and still arrived at the next stop on time. Ahhh the English they do like their punctuality.
On the subject of James Bond in 2012 when London hosted the Olympic Games the Olympic rings were suspended from the walkways.
It was during the Opening Ceremony that the “Queen” and James Bond flew through in a helicopter.
Originally powered by steam until 1976 when the Bridge was switched to electrified hydraulics.
The following year when the Queen celebrated her Silver Jubilee the original chocolate brown colour was changed to red, white and blue to coincide with the celebrations.
1977 - Tower Bridge was painted red, white and blue to celebrate the Queen's Silver Jubilee. The original colour of the Bridge was a chocolate brown colour.
Today the Tower Bridge is as popular as ever as thousands of people descend on it to enjoy the history that it offers.
Tower Bridge,London.
England.
1959 Ford Fairlane 500/Galaxie/Galaxy Skyliner, fantastic piece of electrical engineering for its time and no hydraulics anywhere in the whole 18 feet of the thing. Queanbeyan, New South Wales, Australia - Big 3 Car Show. Fairly confident it is a '59, but ....?
25 Items, 5 RARES
Interactive Items, Cars with hydraulics hud and poses, Juke-Box with songs, chairs and couches with single and multiple animations
Exclusive @ NextUp Event
A lineup that's not been seen before in preservation, D7076, D832, D821 and D1041 all in BR Blue at Bury.
Hymek No. D7047 and Warship No. D806 Cambrian leaving Bristol Temple Meads on the 4.30pm to Paddington. 2 June 1963.
The port of Portland is Victoria's only deep water port. It is in Southwest Victoria and handles export of (amongst other things) grain, logs and a lot of woodchips. Exports include over 5million tonnes of forestry product annually. Current estimate of truck movements in the port is in excess of 230,000 each year.
There is also an occasional cruise ship in the port with bus tours which travel to Mt Gambier's blue lakes (a little over an hour away in South Australia), Grampians National park, Coonawarra wine region, and a World Heritage Listed Budj Bim Cultural landscape area.
Tipon could be called an Inca water garden because of its canal hydraulics and related features of terraces, fountains, and drop structures. Tipon was an agricultural center requiring irrigation. The Inca drew upon the technology of past empires and refined the techniques. Water resource development at Tipon harmoniously fit the site’s topography, hydrology, and water needs.
National Trust Properties
Cragside, Rothbury, Northumberland
Cragside was the dream of the Victorian entrepreneur, William Armstrong. Originally trained as a solicitor, was a keen amateur scientist who then conducted experiments in electricity and hydraulics. In 1847 he left the law to set up his own company W. G. Armstrong & Co. just outside Newcastle. During the 1850’s he made his fortune supplying arms to the British Army. He was knighted in 1859.
The original house was a small shooting lodge which was built between 1862-64. In 1869 Armstrong employed the services of architect Richard Norman Shaw to enlarge Cragside, firstly in 1869 and again in 1882. Between these years the house blossomed, not only with the breath-taking architecture but the house was filled with wonderful works of art. Both of the Armstrong’s were great patrons to the Arts.
However after Armstrong’s death in 1900, Cragside ran into difficulty and in 1910 the best of the art was sold off. Eventually with heavy death duties in the 1970’s the family sold up and the National Trust in 1977. Cragside is a Grade I listed building and was opened to the public in 1979.
There is much to see both inside the house and the garden to enjoy, it is well worth a visit.
Diesel hydraulics dominate the scene at Gloucester Horton Road MPD on 7th September 1969, although the reason for my visit was the rare visit of Brush Type 4 No. D1519, which later became Class 47 No. 47420 under TOPS and was scrapped by Vic Berry of Leicester during March 1989. Among the hydraulic locos present were Beyer Peacock 'Hymek' Type 3 No. D7031 and North British Type 2 No. D6310. Note the pile of redundant semaphore signal arms behind the trolley wheels and the breakdown train vehicle.
This Grade II listed structure housed the hydraulics which operated the lock gates and cranes of Brunel's Floating Dock at Briton Ferry.
We had a Fair in the centre ofthe town. I made a few pics of the upbuilding and later while the whole thing was in full work.
No, I did not (get in any amusement trap) FGS!
East Lancashire Railway, Burrs.
D7076 D832 & D821 18.50 Beer-Ex Bury - Rawtenstall
Copyright Stephen Willetts - No unauthorised use
Rijksmonument Waterloopbos Flevoland is a beautiful and interesting forest in Noordoostpolder of the Netherlands in which the former Waterloopkundig Laboratorium (WL) (1951-1996) was established. Since 2016 this site is a national monument for the period after WOII.
The Waterloopkundig Laboratorium (the official name of the Delft Hydraulics laboratory) was established for hydraulic research in the Netherlands. It had two laboratories at its disposal, viz. the laboratory at Delft and after WWII the laboratory in Noordoostpolder. In the beginning the laboratory in Noordoostpolder was an open-air laboratory. Because of its low-lying situation, water could be guided into and out of small-scale models without pumps. The aim of the studies may either have been a hydraulic design, calibration or improvement of structures or testing of new ideas. The close cooperation between hydraulic structure designers and the researchers of the laboratory allowed the completion of complex infrastructural works like the Deltaworks, as well as large scale international projects.
Through the years, the Waterloopbos has lost its original function. Fortunately, the forest was preserved and is now being managed by Natuurmonumenten (the Dutch Nature Preservation Society). In 2016, the forest was even put on the National Monuments List. The remains of the hydraulic models are still present. Mosses, plants and trees are slowly covering over the sites that were once so valuable. You can hear water flow everywhere and special plants and animals can be found along the river banks. In fall, there are thousands of mushrooms. These elements all serve to give the Waterloopbos its fairytale ambiance.
The famous ‘Delta Flume’ has been transformed. The artists Ronald Rietveld and Erick de Lyon cut huge concrete panels of different widths from the 240 meter long Delta Flume, turning them 90 degrees. The result is a magical experience in a labyrinthine environment. Stand amazed at the way light and dark interact and enjoy the beautiful views of the surrounding nature. Deltawerk// is an ode to the past and the great engineering work that was done here.
John Augustus Roebling (portrayed in the statue above with an engineers scale in hand) showed early promise in the construction of public works, earning a certificate as a government surveyor in his native Germany at the age of 18. Born Johann August Roebling in Muehlhausen, Germany he traveled to Berlin in 1824 to study architecture and engineering for two semesters at the Bauakademie where he received instruction in subjects such as hydraulics and bridge construction.
Hoping to obtain credentials as a government engineer, he worked four years at Arnsberg, surveying and building military roads. During this period he devised several plans for suspension bridges but his ideas were not adopted. In 1829, he returned to Muehlhausen to prepare for his final examination but there he came into contact with Johann Etzler, a visionary who convinced him to go to America instead. In 1831, together with his older brother Carl, he joined a party of immigrants and boarded a ship for America. They settled in western Pennsylvania and established a small farming colony named Saxonburg. He married in 1836, and his first son, Washington was born the following year. When his brother died unexpectedly that same year, he applied for citizenship, using the name John A. Roebling.
Meanwhile, Roebling realized he was ill-suited to farm work. He began taking part-time surveying and construction jobs at nearby canal projects. In 1839 he helped survey a railroad route in central Pennsylvania. At that time he became aware of the high cost and short service life of hemp rope used on the inclined planes of the Allegheny Portage Railroad. He experimented with the idea of a parallel-wire suspension bridge cable as a substitute. After an initial failure, he achieved success in 1843 using European methods to make braided wire ropes by hand on his farm. Working outdoors in warm, dry weather with the help of neighbors, he manufactured several dozen iron wire ropes which he sold at a profit, mostly to coal mining companies in the anthracite region. Having achieved financial prosperity, he moved his family and the entire wire rope enterprise to Trenton, New Jersey in 1849. Still fascinated by suspension bridges, he contracted to rebuild an aqueduct and a fire-damaged highway bridge in Pittsburgh from 1844 to 1846, implementing parallel-wire cables to suspend the wooden structures. For the aqueduct over the Allegheny River he made continuous cables from shore to shore. The Monongahela River highway bridge had separate cables for each individual span.
Although these first two structures were successful, his proposals for other major suspension bridges were not adopted. In 1848, one of his wire rope customers, the Delaware & Hudson canal company, gave him contracts to build four smaller aqueducts, much like the Pittsburgh aqueduct, which he executed with equal success. As soon as they were finished in 1851, he was invited to replace a highway suspension bridge across the gorge of the Niagara River, to establish a railroad connection between Canada and the USA. Roebling devised the unique concept of a box truss, constructed of wooden members and a lattice of iron rods further stiffened by inclined cable stays. The structure carried railroad trains on the top level, while carriages and pedestrians used the lower roadway. When his Niagara bridge opened in 1855, Roebling attained international fame. He was called to Kentucky where he designed two suspension bridges with the longest main spans in the world. Shortly after construction began, both projects were interrupted by the financial crisis of 1857. Although each of the bridges he conceived was slightly different than all the others, he devised and adhered to a scheme whereby the load of a long span was shared between main cables and a system of overfloor, incline cable stays. This system resulted in an exceptional degree of stiffness and it became his signature.
In the years immediately prior to the Civil War, Roebling expanded the scale of his thriving wire rope factory at Trenton. He brought two of his sons, Washington and Ferdinand, into his business with him. While rebuilding a multi-span bridge over the Allegheny River in Pittsburgh he also dabbled with investments in railroad cars, synthetic fuel, and land developments in Iowa. Not long after the start of the Civil War, the logistics of severe fighting in Tennessee and further south made it obvious there was a need for his two unfinished long span bridges in Kentucky. His railroad bridge over the Kentucky River was never completed as a suspension structure, but work on the Ohio River highway bridge connecting Covington with Cincinnati (now known as the John A. Roebling Bridge) was resumed in 1863 and completed in the summer of 1867. He entrusted the final completion of his Ohio Bridge to Washington Roebling because he was called to Brooklyn to prepare plans for a long span bridge over the East River. His concept of an epic suspension structure with monumental stone towers and a self-contained cablecar system was adopted. Unfortunately, he would not live to see it completed.
Washington was at his side in the summer of 1869, assisting him with a final survey, when an accidental ferry boat collision crushed his right toes. He contracted tetanus as a result of the injury and died two weeks later. Shortly after his funeral, the editor of the Brooklyn Eagle newspaper called Roebling a great hero of science, commenting, "One such life as Roebling's was worth more than those of a whole convention full of jabbering and wrangling politicians."
www.asce.org/about-civil-engineering/history-and-heritage...
The historical marker to the left side of the photograph above reads:
ROEBLING SUSPENSION BRIDGE
First bridge to span Ohio River, connecting Kentucky to Ohio. John Augustus Roebling, engineer; Amos Shinkle, president of Covington-Cincinnati Bridge Co. The formal opening of this bridge celebrated Jan. 1, 1867. A prototype for the famed Brooklyn Bridge, the Suspension Bridge remained open during the tragic flood of 1937. Listed on the National Register of Historic Places in 1975.
1977 Kentucky Historical Society Kentucky Department of Transportation
This amazing bridge is also listed on the ASCE List of Historic Civil Engineering Landmarks and was added in 1982.
Three bracketed photos were taken with a handheld Nikon D7200 and combined with Photomatix Pro to create this HDR image. Additional adjustments were made in Photoshop CS6.
"For I know the plans I have for you", declares the LORD, "plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11
The best way to view my photostream is through Flickriver with the following link: www.flickriver.com/photos/photojourney57/
On the 27th October 2017 Class 218 no. 218 366 and 218 380 leave the Hindenburgdamn with the IC2073 1526 Westerland (Sylt) to Berlin Südkreuz.
'Not that it'll help me any, this Immortal Plant, Tansy... It's Autumn now, and I'm frayed unto death. But my old tubular heart is still in fine shape. The Sun isn't really hot enough anymore to evaporate water from my wings' veins. So heart doesn't actually have to work very hard hydraulically to keep up the venal haemolymph pressure of my wings for my flight from Sony. But I'm very grateful that it worked so well in Spring when I was creeping out of my cocoon into a dangerous world full of predators. In the Hot Sun my wings dried while my heart's pressure filled their veins with that stiffening life's elixir. Then happily I made for Enticing Nectar! My cup ran over.
But now - Winter almost upon us - it's really the last of the wine... And I'm losing some of my blue, too; good thing, that though. Maybe predators'll no longer be scared off, and death will be quick. Meanwhile there's that Sweet Stuff until I fall from the sky.'