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Michonne: Impossible.
Andrea should have gone with Michonne.
Now it’s revenge time.
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Entered into the Winter Cup DPI, Round 2 (Theme: 'London Life') competition with Aperture Woolwich on 05/11/13 Score 7 out of 10 in Beginners/Intermediate group judged by Zoe Garnham-Archer.
Apparently a very apt name for the Impossible Project. Four exposures taken at my friend Rich's place this week.
If I understand the process correctly, when the chemistry pack is ruptured on its way through the rollers the emulsion is supposed to lift up and allow the developer reagent to be pressed all the way through the print underneath it. You could see the emulsion sticking as these ejected, so the reagent could only make it as far up the print as the emulsion would come free of the backing. You can see how the reagent pooled up down along the bottom near the bladder.
Basically it's just one more form of poor quality control, which has been typical of every pack of film I've bought from The Impossible Project.
new lantana in the frontyard summer 2015. canon 70D 18-135mm using replichrome film simulation in lightroom kodak portra 160
Man oh man was it ever impossible to find this damn set. I mean the Carriage Bolt and fish wire was no problem but that stupid spacer / washer, forget it! Found it online but wouldn't be delivered until at least 4 weeks from now. Drove to every single hardware store there was and even speciality fastening stores. No luck! Checked at mechanic shops, and they just looked at me as if I was talking about aliens. Finally found this little hitch repair shop and sure enough he had some for me.
When I asked him where in the world he gets these, he said that you can't really buy them, they just come with the hitches.
Anyway I was happy after countless days of searching to have finally found them. Now to the fun part...
03.18.2013 - 77/365
I finally found this one. I thought I had lost this photo and was quite bummed that I had a hole in my project. I recently put on my leather jacket and reached into the inside pocket and BAM! I found this sucker. This was taken while house hunting with my wife. It’s a view of LA looking south east from somewhere south of Highland Park.
Taken with Spectra camera, Impossible PZ 600 cool shade.
First label is "Post of Russia" - semidead system that cannot adapt to the new situation with mostly electronical communication. The second - You know - is KODAK that died not long ago unable to compete with digital photography.
R.I.P. KODAK and classical post system.
Moscow, Russia
By Arthur Broomhall
Late in 1969 the Broomhall family - a mom, dad, four kids, dog, with tent trailer and canoe, reacted to an advertisement in BC Outdoors about Alexis Lake. Always ready for another adventure in wilderness, what the ad promised appealed to all. It offered an image of a serviced campsite (ice available), three other lakes accessible to canoes by portage, good fly fishing, and, no outboard motors allowed! Having experienced, by that time, many summer holidays in the Cariboo, our family had already fallen in love with the remoteness and quiet of BC’s Central Interior. This ad triggered a desire for even more - next season – but in the unfamiliar Chilcotin Country!
In 1970 the main road west from Williams Lake, Highway 20, was not paved, except for the ‘Sheep Creek Hill’ up from the Fraser River Bridge to the Chilcotin plateau. This part of the road, with its many switchbacks, was on the northeast face of the hill, always thawing out more slowly in the spring than more sun-exposed parts. To correct the inevitable slumping that came with every spring thaw, the Highways Department put in culverts for drainage in the critical places and paved that stretch.
Otherwise the road west to Bella Coola was mostly gravel or hard mud. In some places the gravel was like very coarse river bottom, in others, deep ruts added to drivers’ misery. It was hard on ‘regular’ automobiles, especially those pulling trailers. This, we were often told by disparaging locals, was truck country! For us, driving those one hundred miles from Williams Lake was always a challenge, but arrival at serene and beautiful Alexis Lake was the ultimate reward.
What we found that first visit was not quite all the advertisement promised. In some respects it was even more. We were expecting wilderness, but the character of it was so much more pristine, unspoilt, with more wildlife than anything we experienced before. Although we were supplied with drinking water, we later found the lake water clean enough to drink. We learned the ad’s statement of ‘no motors’ was not backed up with regulations, but the absence of boat ramps made it virtually impossible for large boats with motors to be launched. And, as far as having ice for our food storage, it was not going to be available in subsequent seasons.
One could hear the silence, the animals, and the wind in the trees. The swimming and fishing was good. It was dry belt, and what rain came in summer was in heavy showers, with thunder and lightning. Exploring was always a bit spooky, because the odds were great that we would never encounter anyone else. This also meant that we expected to run into big game – deer and bears. We found the country so wide open, if one wandered off a known, marked trail, it was easy to get lost. Away from camp there were few natural boundaries or landmarks to indicate where ‘home’ might be. And, in that the climate in this high country could change very quickly from the sublime to harsh, it was a bush country to be respected.
Happy with that first adventure, it was an easy family decision to return again. Thoughts of doing more than ‘just camping’ came into our family discussions. We searched out a lakeshore property we wanted for our own. In 1971 there were, perhaps, ten properties with cabins on the east shore of the lake. We filed our papers with the government’s Land Branch for a lot we had selected, and were kept on tenterhooks while the approval process wound its way through the bureaucracy. Approval took a long time coming and finally came through late in 1972. The lease required a habitable cabin to be built upon the land within three years. Earlier, in the summer of that year, already confident that the property would be ours, we camped on it, tidied up, and staked out its four corners. By the end of the 1973 summer season, as we departed, our property was fenced to keep out the cattle and, within, was a sealed-up, but unfinished frame cabin.
In the twenty-eight years since (I write this in year 2001), as property owners, we have learned much about the land, climate, and vicissitudes of settling in wilderness. Our lake is near the summit of the Alexis Creek watershed. It is at about 3,500 ft. above sea level, enough to offer cool nights after the hottest of summer days. The surrounding land is mainly high plateau, with a few gently rounded peaks that extend upward another thousand feet or so. A few rocky, volcanic outcroppings dot the terrain here and there. In recent times, it has mainly been forested land, covered by scrubby, overcrowded pine trees, white spruces in wet areas, some aspens, and here and some small stands of ancient Douglas firs. Many areas have been opened up for cattle pastures and growing hay. Logging and free-range cattle ranching have been the region’s mainstay for about a century.
About 65 years ago, a rancher downstream sought and obtained a water license on Alexis Creek to allow for irrigation and other water use on the lower reaches. Included in the license was provision for a small earth-filled dam and valve at Alexis Lake’s outlet. Once the dam and control were in place the lake effectively became a reservoir for the ranch’s water requirements. If the creek were ever to dry up, the license permitted water to be drawn from the lake.
It has been said, apart from some testing, the water control system on the dam was never used. Apparently, the normal summer flow of water down the creek was always sufficient for the needs of the ranch. It is possible the existence of the dam evened out seasonal water fluctu-ations. In high water seasons, lake water rises between two to three feet higher than pre-dam levels. This has been enough to kill off many spruce trees in low spots. And, over the years the beaver population has always caused the lake levels to fluctuate even more. Their dam building activity at the lake outlet continues to be a nuisance.
In 1986, the water license was abandoned. Despite that license, people seeking waterfront property upstream before and after 1986 were granted (indeed, encouraged to obtain) leases (and in a few cases obtained land in fee simple) by government – all subject to that license. So when the water license ended, riparian rights in a sense transferred from the ranch, downstream, to upstream and lakeshore property holders. The latter, we, in effect, became the water’s stakeholders.
A wake-up call faced Alexis Lake property owners when liabilities for the dam structure and valve no longer were the responsibility of the ranch. The abandonment of the license conferred those liabilities somewhere, but where? Faced with repairing a deteriorating dam mainly because of the road access it provided to the east lakeshore properties, the government’s Highways Department suggested the dam be removed and be replaced by a bridge. It would, they said, be less costly than having to replace the old dam with a new one built to standards required by the Environment Department.
Faced with the uncertainties of cost, and how a reduced water level might affect the shoreline or, for that matter, property values, many, perhaps most, owners objected strenuously to the removal of the dam. Also having to face this conundrum, government eventually settled upon having the Highways Dept. patch up the old dam and punch through a culvert. We were assured this would preserve existing water levels. Surprisingly, this arrangement has worked – but it still leaves us wondering about the future!
By the mid 80’s, logging companies were well into clear-cutting the Chilcotin. In 1970 it did not occur to us that it was only a matter of time before their operations would catch up to the plateau 70 miles west of the Fraser River. The impact of the hundreds of loaded logging trucks we encountered on our drives in and out did not register upon us for quite a while. For the kids counting trucks became a game. But, ominously, the effects of the logging became visible. We were not mistaken any longer – large swaths of denuded hills were appearing everywhere.
Off the main road our climb up to the plateau was at first through thick forest, mostly Douglas Firs in the lower elevations, but further up this changed to pine forest. There were large grassy openings here and there - well populated by free ranging cattle. Around Alexis Lake most of the forest was of poor quality. Either very dense, the native pines were so crowded they stretched tall and thin, reaching for available light, or they were undernourished from poor soil – possibly both. Most took fifty years or more to grow less than 25 feet. To our less than practised eye, they were good for little more than fence rails and posts.
During the time we were busy with building and finishing off our cabin, we took breaks to explore the territory around us. By hiking and driving around we saw the construction of a major logging road not half a mile from the north end of the lake, (now called the ‘4600’) and from it saw the approach of clear-cut logging. We watched, each year, as more and more of the once endless, far-as-the-eye-could-see forest was decimated.
From talking to Ministry of Forests people, we learned of loggers’ plans for our immediate area – round-the-clock, highly automated cutting, bundling, and removal of trees – with cleanup (slash burning) in the fall when the forest fire season had passed. We received assurances private property would not be trespassed, and a fringe of trees would be left standing around the shores of the lake. We were not told about the 24 hour-a-day noise.
The forestry department staff made a point of telling us about the natural disasters, too, and their role in cleaning up after them. They pointed out the forest on the east side of Alexis Lake had been badly scorched in a forest fire in the early 40’s. At that time many older, large trees survived, but most living trees are scarred at ground level. Much of the remaining area was left open with little undergrowth – good for nothing but cottage development, they said.
They told of pine beetle scourges that infected the Chilcotin. Little is known about such infestations, why they arise or how they are best controlled. In some areas older trees were attacked while younger ones somehow remain unaffected, in other areas it was the opposite. A year or two after pine beetle grubs get into tree bark, the trees die and become a fire hazard. In nature, wildfires eventually take care of this. From the fertile ashes of an old forest, a healthier generation of trees grows.
In the Chilcotin, however, where, like everywhere else, the human population is growing slowly but inexorably, vast areas of dead forest have become a menace for ranches and people with cottages. It is a country where summer lightning starts forest fires. It has been decreed (by environment and forestry departments of government) that it is better to be rid of pine beetle damaged trees than it is to allow them simply to fall and rot or be incinerated. And, in that bug diseased trees, if recovered for processing within a year or two of dying, have commercial value, cutting licenses required ‘conditions’. Loggers found themselves bound to take out bad wood with the good. This imposition gave the lumber industry another argument in favor of using the ‘most modern’ clear-cutting logging techniques.
Today, the old forests in the Alexis Creek district have largely disappeared; little remains of what we encountered when we first arrived. In addition to the many stands of trees that became diseased, other natural events contributed to the forest decline. It has been said that as forest cover disappears, damage from thunderstorms and wind is more severe. Simply put, vast cleared-off areas leave built-up properties and unprotected stands of trees on the periphery of these cleared-off areas much more vulnerable to the elements.
As if to add insult to our injury, in the early 90’s, one particularly bad summer storm, a tornado, devastated a two to three mile strip of forest, perhaps 300 acres, along the crest of land paralleling the west shore of the lake. This precipitated a need for a further cleanup, and the logging crew that eventually arrived removed many more trees than just the blow-downs.
If there has been an upside from all this, it is the improvement to the roads in and out of the territory. The main highway is now paved, and the roads into the bush have been upgraded to standards that are safe for logging activity – which, in turn, has been good for our access. Tree removal and road straightening, more gravel, ditches, culverts, and better drying out, have made it easier to get about on these bush roads.
A true account of that access, however, would never be complete without mention of what one sees when driving through. For many years, now, the countryside has been an eyesore, looking more like a moonscape. Replanting has slowly changed that; the hills are greening up. But, like before, once done, there has been a noticeable absence of follow-through. Replanted trees now need thinning. Without this, the forest will revert into another in ‘decadent’ state and become susceptible again to insect infestations.
At the higher elevations of the Alexis Creek drainage, on the plateau, the land is relatively flat. Besides many lakes, there are hundreds of large and small bogs, creating wetlands with their own distinctive environments. The disappearance of the forests, generally, is causing much of this to dry out. Stands of trees adjacent to these wetlands, now more accessible, have been among the last to be opened up for timber removal. These are not large, profitable cut-blocks, and we wonder why this timber must be removed.
After witnessing (with varying degrees of consternation or horror) the highly automated round-the-clock forest cutting we could not fail to notice harmful environmental effects. A tree supporting many great blue heron nests (near Lake Two) simply disappeared, as did the blue herons. After rainstorms the lakes soon became silt-ridden (brown). Nearby clear-cuts, the follow-up slash burning, and even the building of the logging road, caused further soil erosion.
In that virtually no mature forest remains, the existing wetlands around us are bound to suffer from dry seasons. When I say ‘suffer’, I mean the chains of animal and plant life will be adversely affected. In turn, the aquifer, underground water, like everywhere else in the world suffering from clear-cut logging, will sink lower – and we, humans, will face difficulties like never before. Despite recent high water levels in the lake, some neighbors reported their wells drying up. Thus, there is no doubt what patches of forest that have been left standing must remain.
The collective “we” of property owners and campers at Alexis Lake, by receiving much deep joy and pleasure from the area’s unique serenity, have taken up the cause of preserving it from further adversity. But we cannot ignore the array of forces that simply don’t regard the fragility of an environment an issue that demands such commitment. Unfortunately, the ENVIRONMENT has no single advocate, and our government will never be a champion of it. The government sees land - and what’s in, on, or under it, as something it has a duty to exploit – to extract revenue from. It actually encourages business to bid for the use of land, and sees its role as one of sorting out competing interests over it, where they occur.
The Alexis Lake community already has established a somewhat substantial economy, given the private investment in property and improvements – and despite its remoteness. This economy benefits not only from the assessed values of the properties, or from cottagers’ continuing need for goods and services, but also from itinerant campers and other tourists who come up to enjoy the many remote forestry campsites. But despite the tax revenues, and infusion of outside money, many ‘locals’, who live year-round nearby, dismiss our claims that the region benefits more from our presence than if we had not settled there.
Throughout Canada loons have become a wilderness bellwether. If we hear the sound of loons at Alexis, we know all is well. If Ontarians hear them - the same may not be true. The press of human population upon ‘lake country’ in Ontario is so great that many families of loons have been driven away. Whether it is motorboats constantly disturbing their nesting sites, absence of feed, lowering water levels, or mercury pollution, or a combination of all these things, something is destroying that environment.
The notion of closing Alexis Lake to internal combustion motorboats was not a new one when it arose years ago. When our family saw the ad in 1969 (although having no ‘official’ validity) we knew someone cared, and also that it was consistent with the growing movement in BC for closing lakes to boats having outboard motors. The impetus was always one of having to protect pristine environments from noise, fouled water, and the disturbance of wildlife. And it was a foregone conclusion that without motorboats lakes were safer for swimmers.
At first, in the mid 70’s closing ‘our’ lake to motorboats became an obsession with a few, but as the issue was discussed among neighbors, it received growing support. A campaign developed. Many had a part to play. What was interesting was the ‘opposition’; it appeared unexpectedly from among the ranks of government officials. They declared they had a duty to balance our interests with those in opposition. Before they could do this, they said, they wanted evidence to substantiate our claims that loons were disturbed by the wakes of motorboats and would be driven away.
It did not matter how hard we argued that anyone knowing something about loons’ would know that their nests, right at water level, were little more than rafts of moss and lakeshore debris. This made them vulnerable to destruction by wave action. Common sense, we argued, had to prevail, and some environmental principles had to be developed for all ‘small lakes’ before the loons here and elsewhere were gone. First, we offered, motorboats should simply not be allowed on lakes with less than (say) 10 miles of shoreline, or (say) 1000 acres of surface water. Second, all such lakes, indeed watersheds, needed mandated ‘green spaces’ (no logging) for at least 500 meters back from watercourses – the riverbanks or lakeshores.
Officialdom didn’t take kindly to being lectured about principles. They wanted to make judgments without having them questioned. They had little else of consequence to offer - other than a desire to get on with their work - principles notwithstanding. Such officials often make the mistake of assuming that people in dispute over environment issues will be satisfied with compromises, or by becoming subject to regulation, rather than by a ‘correct’ decision that will leave people divided.
So, we wonder just how any official, put in a position of having to discuss, promote, or negotiate alternatives, can ever really serve as an unbiased advocate for the environment. We have yet to meet people working for government, even those in ‘Environment’, who, despite evidence of pollution, are really free to declare: ‘motorboats, operating in small BC lakes, are instruments of environmental destruction and will, henceforward, be banned’.
Fortunately our group of property owners, brandishing a strong consensus, were successful with their own efforts in closing the lake to internal combustion outboard motors. Their lengthy letter writing and lobbying efforts paid off. Government, at the receiving end of this constant harangue, eventually changed its focus. An official somewhere summoned up the courage to declare the case for motorboats was less compelling than the case against them.
We became empowered! That achievement made many of us wonder what more we could do. Today we maintain a careful watch over events that could be harmful to our interests. Just as there should be no procrastination over obvious carelessness, such as a discovery of a cow’s carcass floating in the lake, or of dead animals abandoned in the trap line (incidents which we learned about in the late 70’s), we must communicate quickly with one another about matters that arise which may be cause for concern - like the recent proposal for an airstrip adjacent to our lake.
Privately some of us harbor lofty expectations. We wish for the return of blue herons after their disappearance. (We saw just one last summer – after many years of wondering if they would ever return!). We yearn for more visits from the rare pelicans, hoping that they might acquire the confidence to nest in our waters. We wish to experience again the diving ‘swoosh’ of the peregrine falcon as it preys on small ducks – not for the duck’s sake, but for the balance in nature this represents. And year after year, despite the terrible depredations in the ospreys’ winter habitat in Central America, we celebrate their return to nest in a favoured refuge nearby.
As I write, the incumbent provincial government is facing an election. It is hard not to be cynical about the sudden priority it has given to improving its own ‘green’ image. It is clear Greenpeace (and other agencies) have succeeded in embarrassing it - and the lumber industry – for their lack of action over what have been broadcast about as unacceptable logging practices.
Politicians have awakened to the fact (probably too late for re-election in year 2001) that they must win more votes. They declared a three-year moratorium on hunting grizzly bears, and agreed in principle with Greenpeace’s proposal for protecting a large part of the Central Coast from clear-cut logging. Within the latter decision, stands of 1,000-year-old coastal rain forest trees, and the rare white Kermode (‘Spirit’) bears that live among them, will be spared forever. About the moratorium, feelings run high among the supporters of hunting. Maybe this will cost votes.
Speaking of politicians, laws and bears, odds are stacked against recreational property owners’ interests when their environment is threatened - for laws have been enacted by governments in such a hodgepodge fashion. One would think and hope the ‘senior government’s’ interest, as expressed by the federal Canadian Environment Assessment Act, would have enough status to attract legal testing in Canada, and to provide real environmental guidelines. There is a similar statute in the United States – which receives constant testing. In a recent enactment case concerning powered boats (April 2000), the US National Parks Service brought into effect ‘new restrictions that ban the use of Jet Skis in 66 parks, including Olympic National Park’. Although a limited step, it was challenged, but, on appeal, found within the National Parks’ mandate.
We learn from the stated purposes of the Canadian Act (which includes ‘opportunity for public participation in the environmental assessment process’) that most ‘participation’ winds up at the discretion of provincial or local authority, and is hardly ever exercised.
In the example of a recent application by a business for an airstrip, at Alexis Lake, (to which many of us objected) it was necessary for the applicant to have the Federal Department of Transport notified about the particulars. Fed-Transport’s main interest in such matters lies in public safety. So any concerns about environmental damage were transferred to BC authorities to review. Ultimately, they were dismissed as minimal. The latter’s focus, in this case, was (or remains) on the economics of land use and development.
Mixed government jurisdictions have caused no end of problems. Closing Alexis Lake to motorboats took twenty years to accomplish. Strident arguments from the opposition at first concerned ‘peoples’ rights’ - like with tobacco products, outboard motors, they had never been deemed illegal and were for sale everywhere. The argument went: as there were no restrictions on the purchase of motors, customers ought to be free to use them, with no restrictions. It was an argument compelling enough to bring the proceedings to a halt, not once but several times.
Provincial and federal authorities were wary about having this argument tested. However, as precedents (from settlements in other lake-closing cases) were finally factored in, especially where lakes served as drinking water reservoirs, pollution based concerns at last received some official recognition as a valid reason for closing lakes to motors.
Now, to the mention of bears... Most of us at the lake have no desire to encounter bears during walk-abouts. The Johnsons, during the years they lived full-time at Alexis Lake, had many encounters, and even disposed of one or two troublesome bears. I don’t know if we should be thankful Alexis Lake bears are ‘just’ black bears. Their numbers are increasing and we see their sign everywhere. It is likely what attracts them is the smell of food, so as the human presence in the wilderness increases, it is doubly important to dispose of waste properly, and to clean our barbecues! And, large dogs are useful to have around for insurance!
They say grizzly bears don’t live with us anymore. In the late ‘70’s when logging began in earnest, an elderly rancher, Paxton, whose entire life was spent in the Alexis Creek region, declared that with the arrival of ‘big’ logging there would be no more grizzlies. He talked about the last one killed in the territory, near his home at Spain Lake, in the late 60’s. It was a monster bear which, following the hunt, received recognition as a trophy animal. Despite Paxton’ prophecy, 30 years or so later, in the fall of 2000, horseback riding tourists in the Nazko high country – not far from us – reported a pair of grizzlies gambolling about in a meadow. So, maybe, they will appear close by again. How this will be received remains to be seen!
THE END
4350 Words
An experiment with A.I.-based video animation, using a still/portrait as a starting point. Only 8 sec. snippets possible, but the result is quite amazing, IMHO! :D
Some background:
The Société Nationale des Chemins de Fer Luxembourgeois (Luxembourg National Railway Company, abbreviated CFL) is the national railway company of Luxembourg. The Luxembourg rail system comprises (only) 275 route-kilometres (170 miles), of which 140 kilometres (87 mi) is double track and 135 kilometres (84 mi) single track. Of the total track length of 617 kilometres (383 mi), 576 kilometres (358 mi) are electrified at 25 kV, 50 Hz AC.
Luxembourg borders Belgium, France and Germany. Correspondingly, there are cross-border services into these countries. Some are wholly run by CFL, whereas others are run by SNCF, NMBS/SNCB and DB. CFL passenger trains cover most of the network and are operated by EMUs and electric locomotives, typically with push-pull stock. Despite a high degree of electrification, the CFL also had a fleet of diesel locomotives for hauling freight trains and for general shunting purposes. CFL.
The CFLs first electric locomotive, introduced in 1958, was the Class 3600, the so-called “fer à repasser” (= “electric iron”), a group of twenty electric locomotives that were built to the design of the French BB 12000 class. These were primarily intended for freight trains but also capable of pulling light passenger trains with up to 120 km/h (75 mph). The Class 3600 was originally designed to be capable of pulling 750 ton trains along a grade of 10 ‰, but in service it proved more than capable, frequently pulling 1100 tons and then even 1400 ton trains without problems.
However, for fast and heavier passenger trains, especially those that crossed the borders to Northern France with the same 25 kV, 50 Hz alternating current system as Luxembourg as well as to Germany with its 15 kV, 16.7 Hz electrification, the CFL ordered twelve additional dual system locomotive. They were more powerful and faster than the Class 3600 and became the new Class 3800 – roughly comparable with the German E 310/BR 181 dual system locomotives that were operated in the same region. The Class 3800 machines were designed and built between 1959 and 1961 in the Netherlands by Werkspoor in Utrecht, with technical support from the German Siemens-Schuckert-Werke (SSW) for the electric systems. They were heavily influenced by the contemporary Co′Co′ multipurpose Series 1200 electric locomotives for the Netherlands Spoorwegen (NS), originally designed by Baldwin and sporting typical American styling with a brawny silhouette, stepped “Cab unit” style nose sections and doors at the locomotives’ front ends to allow direct access to a coupled wagon from the driver cabins.
Even though they were based on the NS Series 1200, the CFL Class 3800 units used a shortened main frame and newly developed bogies with a Bo′Bo’ arrangement. All in all, the Class 3800 was more than 20 tons lighter than its Dutch six-axle sibling and only shared a superficial similarity – under the hood, the locomotive was technically totally different from the NS’ Series 1200 (which was designed for the Dutch 1.5 kV DC system).
The locomotives drew their energy from the 15 kV / 16 2/3 Hz or 25 kV / 50 Hz catenary via two diamond pantographs with contact strips of different lengths for the different areas of application. The 3-core transformers were oil-cooled, to which the control unit with its 28 running steps was connected. The acceleration was designed to function in delayed mode, where the engineer chose the running step, and the control unit would initiate the chosen setting independently. For emergency operation manual control by hand crank was possible, too. The voltage reached the main transformer via an air-operated main switch. On the secondary side, the traction motors were controlled via thyristors using stepless phase angle control, a modern technology at the time, as were the comparatively light mixed current motors. Mechanical switching mechanisms were therefore no longer required, and the vehicle control technology also worked with modern electronics. To ensure a good frictional connection between rail and wheel, the power converters always regulated a slightly lower tractive force on the preceding wheel sets of each bogie. If, however, one or more wheelsets slipped, the drive control reduced the tractive effort for a short time.
The CFL Class 3800’s four traction motors collective output was 3,700 kW (5,000 hp). This gave the Class 3800 a tractive effort of 275 kN (62,000 lbf) and a theoretical top speed of 150 km/h (93 mph), even though this was in practice limited to 140 km/h (87 mph). A time-division multiplex push-pull and double-traction control system was installed, too, so that two of these locomotives could together handle heavier freight trains and exploit the locomotives’ good traction. All locomotives featured an indirect air brake, with automatically stronger braking action at high speeds; for shunting/switching service an additional direct brake was present, too. All units featured a separately excited rheostatic/regenerative brake, which was coupled to the air brake. The heat generated by the electric brakes was dissipated via roof exhausts, supported by a pair of cooling fans.
The safety equipment in the driver's cab featured a mechanical or electronic deadman's device, punctiform automatic train controls, and train radio equipment with GSM-R communication. For operations in Germany the units received a third front light and separate red taillights, as well as an “Indusi” inductive system for data transfer between the track and locomotive by magnets mounted beside the rails and on the locomotive. Later in their career, automatic door locking at 0 km/h was retrofitted, which had become a compulsory requirement for all locomotives in passenger service.
After a thorough test phase of the pre-production locomotives 3801 and 3802 in 1960, the first Class 3800 serial units went into service in 1961 and were, due to the characteristic design of their driver’s cabins and their bulky shape, quickly nicknamed “Bouledogue” (Bulldog). The initial two locomotives were delivered in a pale blue-grey livery, but they were soon repainted in the CFL’s standard burgundy/yellow corporate paint scheme, and all following Class 3800 locomotives from 3803 on were directly delivered in this guise.
Initially, the service spectrum of the Bouledogues comprised primarily fast passenger trains on the CFL’s domestic main routes to the North and to the East, with additional border-crossing express trains, including prestigious TEE connections, to Germany (e. g. to Trier and Cologne) and France (Paris via Reims). The 3800s supplemented the CFL’s fast Series 1600 diesel locomotives on these important international destinations once they had been fully electrified. Occasionally, they were also used for freight trains in the industrial Esch-sur-Alzette region and for fast freight trains on the electrified main routes, as well as for regional passenger traffic on push-pull trains. Heavier freight trains remained the working field of the CFL Class 3600, even though occasional ore trains were handled by Class 3800 locomotives in double traction, too.
Even though Werkspoor hoped for more CFL orders for this dual-system type, the twelve Series 3800 locomotives remained the sole specimen. Potential buyers like Belgium or the Netherlands also did not show much interest – even though the SNCB ordered several multi-system locomotives, including eight indigenous Class 16 locomotives, equipped to run in France, Netherlands and Germany, or the six Class 18 four-system machines derived from the French SNCF CC 40100 express passenger locomotives.
During the Nineties the CFL started to use more and more EMUs on the domestic passenger routes, so that the Class 3800s gradually took over more and more freight train duties, relieving the older Series 3600s and replacing diesel-powered locomotives (esp. the Class 1800) on electrified routes. Border-crossing passenger train services were furthermore limited to trains to Germany since long-distance passenger train services in France switched to the TGV train system with its separate high-speed lines. Freight trains to France were still frequent Class 3800 duties, though, and occasionally coal trains were pulled directly to the industrial Ruhr Area region in Western Germany.
After the Millennium the Class 3800s gradually lost their duties to the new CFL Class 4000 multi-system locomotives, a variant of the Bombardier TRAXX locos found working across Europe. On 31 December 2006 the last Class 3800 (3809) was retired. Their versatility, robustness and performance have, however, allowed some of these locomotives to exceed 45 years of service. Bouledogue “3803” reached more than 9,2 million kilometers (5.7 million miles), a remarkable performance.
Only two 3800s had to be written off during the type’s career: 3804 suffered a major transformer damage and was destroyed by the ensuing fire near Troisvierges in Northern Luxembourg and 3810 was involved in a freight train derailment south of Differdange, where it was damaged beyond repair and had to be broken up on site. A single Class 3800 locomotive (3811) survived the retirement and has been kept as a static exhibition piece at the CFL Dépot at Luxembourg, the rest was scrapped.
General characteristics:
Gauge: 1,435 mm (4 ft 8½ in) standard gauge
UIC axle arrangement: Bo´Bo´
Overall length: 16.49 m (54 ft 1 in)
Pivot distance: 7,9 m (25 ft 10 in)
Bogie distance: 3,4 m (11 ft 1½ in)
Wheel diameter (when new): 1.250 mm (4 ft 1½ in)
Service weight: 83 t
Engine:
Four traction motors with a collective output of 3,700 kW (5,000 hp)
Performance:
Maximum speed: 150 km/h (93 mph), limited to 140 km/h (87 mph) in service
Torque: 275 kN starting tractive effort
164 kN continuous traction effort
The model and its assembly:
My second attempt to create a functional H0 scale what-if locomotive – and after I “only” did a color variant with some cosmetic changes on the basis of a Märklin V160/BR 216 diesel locomotive, I wanted something more special and challenging. However, kitbashing model locomotives with a metal chassis that includes a functional motor, respective drivetrain/gearing and electronics is not as easy as gluing some plastic parts together. And finding “matching” donor parts for such a stunt is also not as easy as it may seem. But what would life be without attempts to widen its boundaries?
This time I wanted an electric locomotive. Inspiration (and occasion) somewhat struck when I stumbled upon a running/functional chassis of a Märklin E 10/BR 110 (#3039), just without light and naturally missing the whole upper hull. Due to its incompleteness, I got it for a reasonable price, though. With this basis I started to watch out for eventual (and affordable) donor parts for a new superstructure, and remembered the collectible, non-powered all-plastic locomotive models from Atlas/IXO.
The good thing about the Märklin 3039 chassis was that it was just a solid and flat piece of metal without integrated outer hull elements, headstock or side skirts, so that a new hull could (theoretically) be simply tailored to fit over this motorized platform. Finding something with the exact length would be impossible, so I settled upon an Atlas H0 scale Nederlands Spoorwegen Series 1200 locomotive model, which is markedly longer than the German BR 110, due to its six axles vs. the E 10/BR 110’s four. Another selling point: the NS 1200’s body is virtually blank in its middle section, ideal for shortening it to match the different chassis. Detail of the Atlas plastic models is also quite good, so there was the potential for something quite convincing.
Work started with the disassembly of the static Atlas NS Class 1200 model. It's all-styrene, just with a metal plate as a chassis. Against my expectations the model's hull was only held on the chassis by two tiny screws under the "noses", so that I did not have to use force to separate it. The body's walls were also relatively thin, good for the upcoming modifications. The model also featured two nice driver's stations, which could be removed easily, too. Unfortunately; they had to go to make enough room for the electronics of the Märklin 3039 all-metal chassis.
Dry-fitting the chassis under the Class 1200 hull revealed that the stunt would basically work - the chassis turned out to be only marginally too wide. I just had to grind a little of the chassis' front edges away to reduce pressure on the styrene body, and I had to bend the end sections of the chassis’ stabilizing side walls.
To make the Class 1200 hull fit over the shorter BR 110 chassis a section of about 3 cm had to be taken out of the body’s middle section. The Class 1200 lent itself to this measure because the body is rather bare and uniform along its mid-section, so that re-combining two shortened halves should not pose too many problems.
To make the hull sit properly on the chassis I added styrene profiles inside of it - easy to glue them into place, thanks to the material. At this time, the original fixed pantographs and some wiring on the roof had gone, brake hoses on the nose were removed to make space for the BR 110 couplers, and the clear windows were removed after a little fight (they were glued into their places, but thankfully each side has three separate parts instead of just one that would easily break). PSR on the seam between the hull halves followed, plus some grey primer to check the surface quality.
Even though the new body now had a proper position on the metal chassis, a solution had to be found to securely hold it in place. My solution: an adapter for a screw in the chassis’ underside, scratched. I found a small area next to the central direction switch where I could place a screw and a respective receiver that could attached to the body’s roof. A 3 mm hole was drilled into the chassis’ floor and a long Spax screw with a small diameter was mated with a hollow square styrene profile, roughly trimmed down in length to almost reach the roof internally. Then a big lump of 2C putty was put into the hull, and the styrene adapter pressed into it, so that it would held well in place. Fiddly, but it worked!
Unfortunately, the pantographs of the Atlas/IXO model were static and not flexible at all. One was displayed raised while the other one was retracted. Due to the raised pantograph’s stiffness the model might lose contact to or even damage the model railroad catenary, even when not pulling power through it – not a satisfactory condition. Since the chassis could be powered either from below or through the pantographs (the Märklin 3039 chassis offers an analogue switch underneath to change between power sources) I decided to pimp my build further and improve looks and functionality. I organized a pair of aftermarket diamond pantographs, made from metal, fully functional and held in place on the model’s roof with (very short and) small screws from the inside.
I was not certain if the screws were conductive, and I had to somehow connect them with the switch in the chassis. I eventually soldered thin wire to the pantographs’ bases, led them through additional small holes in the roof inside and soldered them to the switch input, with an insulating screw joint in-between to allow a later detachment/disassembly without damage to the body. There might have been more elegant solutions, but my limited resources and skills did not allow more. It works, though, and I am happy with it, since the cables won’t be visible from the outside. This layout allows to draw power through them, I just had to create a flexible and detachable connection internally. Some plugs, wire and soldering created a solution – rough (electronics is not my strength!), but it worked! Another investment of money, time and effort into this project, but I think that the new pantographs significantly improve the overall look and the functionality of this model.
Internally, the missing light bulbs were retrofitted with OEM parts. A late external addition were PE brass ladders for the shunting platforms and under the doors for the driver’s cabins. They were rather delicate, but the model would not see much handling or railroading action, anyway, and the improve the overall impression IMHO a lot. On the roof, some details like cooling fans and tailored conduits (from the Atlas Series 1200) were added, they partly obscure the seam all around the body.
Unfortunately, due to the necessary space for the chassis, its motor and the electronics, the driver stations’ interiors could not be re-mounted – but this is not too obvious, despite the clear windows.
Painting and markings:
Finding a suitable operator took some time – I wanted a European company, and the livery had to be rather simple and easy to create with my limited means at hand, so that a presentable finish could be achieved. Belgium was one candidate, but I eventually settled on the small country of Luxembourg after I saw the CFL’s Class 3600s in their all-over wine-red livery with discreet yellow cheatlines.
The overall basic red was, after a coat with grey primer, applied with a rattle can, and I guesstimated the tone with RAL 3005 (Weinrot), based on various pictures of CFL locomotives in different states of maintenance and weathering. Apparently, the fresh paint was pretty bright, while old paint gained a rather brownish/maroon hue. For some contrast, the roof was painted in dark grey (Humbrol 67; RAL 7024), based on the CFL’s Class 3600 design, and the pantographs’ bases were painted and dry-brushed with this tone, too, for a coherent look. The chassis with its bogies and wheels remained basically black, but it was turned matt, and the originally bare metal wheel discs were painted, too. The visible lower areas were thoroughly treated with dry-brushed red-brown and dark grey, simulating rust and dust while emphasizing many delicate details on the bogies at the same time.
The hull was slightly treated with dry-brushed/cloudy wine red, so that the red would look a bit weathered and not so uniform. The grey roof was treated similarly.
The yellow cheatlines were created with yellow (RAL 1003) decal stripes from TL Modellbau in 5 and 2mm width. Generic H0 scale sheets from the same company provided the yellow CFL logos and the serial numbers on the flanks, so that the colors matched well. Stencils and some other small markings were procured from Andreas Nothaft (Modellbahndecals.de).
After securing the decals with some acrylic varnish the model was weathered with watercolors and some dry-brushing, simulating brownish-grey dust and dirt from the overhead contact line that frequently collects on the roof and is then washed down by rain. Finally, the whole body was sealed with matt acrylic varnish from the rattle can – even though it turned out to be rather glossy. But it does not look wrong, so I stuck with this flaw.
Among the last steps was the re-mounting of the clear windows (which had OOB thin silver trim, which was retained) and head- and taillights were created with ClearFix and white and red clear window color.