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It's always nice when you can find some wide open space, free of shadows, to capture a recently repainted locomotive in full sunlight. We were certainly unaware, and lucky, to have this lashup meet us in Kirkland Lake for our first capture.
Moving on from Kirkland Lake we had a decent amount of time to make our way over to this location, which was just prior to the trains next stop at the lumber mill. Here the crew would jettison some of the empty stake flatbed cars that will presumably be loaded with treated utility poles, according to the companies web pages. I should have put in a request for the poles to be soaked in creosote instead of that green stuff!
The ditch lights on these ex-Norfolk Southern locomotives (still) flash on and off alternatively as you can see.
ONR Kirkland Lake - ONR 2123 (SD70M), ONR 2124 (SD70M), ONR 2105 (SD75I)
Photoshoot options were very limited for a mid-afternoon Northlander train on the Newmarket Sub. Therefore, the angle of the sun plays a role in figuring out the location. Factor in the straight track and telegraph poles with one crossarm, found south of Huntsville and north of Gravenhurst, and you come up with two possible locations: High Falls Rd or S. Lancelot Rd. The former has fence posts, poles, and a lot of twiggy trees on the west side of the track that were probably not there thirty years ago, so lets go with that - CN Newmarket - ONR 1501 (FP7A)
Will this section of the Newmarket become ONR trackage? I heard a rumour...
ONR train far from home operating westbound through Scotch Block on the Halton Sub. The train was heading to Port Colborne to participate in a movie shoot for the Handmaids Tale on Netflix
An early-morning overview of the yard in Hearst has the Ontario Northland's turn to Kapuskasing shuffling around phosphate hoppers as the passenger train for Sault Ste. Marie waits on the station track. CN 572, the southbound freight on the ACR, left before dawn and will be overtaken by the passenger train at Oba, the junction with CN's transcontinental main. Tembec's large sawmill, with its "beehive" waste burners and overhead gantry cranes, appears in the background.
ONR0007a
Ontario Northland Railway
FP7A
Zoom on FP7A No. 1509 and B unit Cobalt, Ontario, August 24, 1992. ( original Rob Scrimgeour)
Aug 24, 1992
Original © JBC Visuals JBC 238
A side view of the Engelhart ONR Railway station in the Town of Englehart located in Northeastern Ontario Canada. There is no longer any passenger rail service provided only passenger bus service.
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This photograph and all those within my photostream are protected by copyright. They may not be reproduced, copied, transmitted or manipulated without my written permission.
The Auxiliary General Oceanographic Research (AGOR) research vessel (R/V) Neil Armstrong (AGOR 27) on the eve of her christening at Dakota Creek Industries, Inc., shipyard in Anacortes, Wash. The Armstrong is 238-feet long and equipped with the latest technologies, including a high-efficiency diesel engine, emission control for stack gasses, information technology tools for monitoring shipboard systems and communicating with the world, and hull coatings that should result in fewer maintenance issues. The Navy, through the Office of Naval Research (ONR), has been a leader in building and providing large ships for the nation's academic research fleet since World War II. (U.S. Navy photo by John F. Williams/Released)
It was time for another day trip up to the Ontario Northand's trackage, which began on the previous evening with a long drive running through the midnight hours.
Upon arrival we spent an interesting few hours watching the night shift yard crew prep the day's trains in the yard at Englehart, Ontario. We then made are way over to to the Kidd Creek Mine area, not far from Timmins, Ontario, where the ONR's 207 train, departing from Englehart at 0430, would already be on route to. At this point in the trip, a quick 90-minute power snooze was essential in our surviving the upcoming railfan day.
By 0700, Matthew and I were back on the road to meet the incoming 207 train at this location to the north east of the mine. It hard to believe that the sun was still not visible at 0750, however the crew were nice enough to slow a little for the photography. Adjacent to the right-of-way, beyond the trees, is Frederick House Lake, where we would be back at for subsequent captures later in the day.
It sure was nice to be somewhere different for a change.
The 2121 is an ex-Norfolk Southern locomotive featuring the latest in ONR paint.
ONR Ramore ML92.1 - ONR 2121 (SD70M), ONR 2103 (SD75I)
ONR 1900 (ex Ram 502) tijdens afnamerit directie ONR,
Provisorisch aangegeven gegevens,
Maastricht,
03 maart 1977.
photo de Mado
aéroport Grenoble Isère
03/08/2025
Embraer EMB-135BJ Legacy 650 msn14501133 de 2012
Union Aviation (18/12/2023-...)
PT-TAQ, G-RBND, OE-ITA, YL-ONR
181212-N-PO203-0039 HONOLULU, Hawaii (Dec. 12, 2018) The National University of Singapore team launches their autonomous surface vehicle during the Office of Naval Research (ONR)-sponsored Maritime RobotX Challenge in Honolulu, Hawaii. Fifteen teams from the United States, Australia and Asia, compete in the biennial challenge designed to foster student interest in autonomous robotic systems operating in the maritime domain, with an emphasis on the science and engineering of cooperative autonomy. (U.S. Navy photo by John F. Williams/Released)
ONR 1808 is a GMD GP38-2 diesel built in September 1984 (serial number A4427). It is rated at 2000 hp, 1491 kW and is a 4-axle diesel electric.
ONR 1808 with train 121 to Cochrane at Toronto Union Station on Monday, August 24th, 2009.
In March 2012, the Ontario Northland Transportation Commission announced plans to discontinue the Northlander and replace it with bus service (Routes 1 and 2).The final train ran on September 28, 2012
161218-N-PO203-284 HONOLULU, Hawaii (Dec. 18, 2016) Thirteen teams from five countries compete in the Office of Naval Research (ONR)-funded biennial Maritime RobotX Challenge in Honolulu, Hawaii. Organized by RoboNation and Navatek, RobotX is designed to foster student interest in autonomous robotic systems operating in the maritime domain, with an emphasis on the science and engineering of cooperative autonomy. (U.S. Navy photo by John F. Williams/Released)
Dr. Lawrence Schuette, acting director of research at the Office of Naval Research, provides the opening keynote address during the 52nd National Junior Science & Humanities Symposium (JSHS). The JSHS brings together 230 high school students who qualify for attendance by submitting and presenting original scientific research papers in regional symposia held at universities nationwide. Additionally, adult leaders, high school teachers, university faculty, ranking military guests, and others attend and join in encouraging the future generation of scientists and engineers and celebrating student achievement in the sciences. (U.S. Navy photo by John F. Williams/Released)
Another gem of a catch from 2005. Ontario Northland GP40-2 2202 visits the EJ&E Yard in Joliet, IL. I believe it was coming back from Relco in Minooka.
Hyperion, Hypersonic Mach 15 Scramjet Missile - IO Aircraft - ARRW, HAWC, Air Launched Rapid Response Weapon
Length: 120" / Span 25"
Scramjet, Hypersonic, ARRW, HAWC, Air Launched Rapid Response Weapon, Scramjet Physics, Scramjet Engineering, Hypersonic Missile, hypersonic weapon, hypersonic fighter, hypersonic fighter plane, tgv, tactical glide vehicle, hypersonic commercial aircraft, hypersonic commercial plane, hypersonic aircraft, hypersonic plane, hypersonic airline, tbcc, glide breaker, fighter plane, phantom works, boeing phantom works, lockheed skunk works, boost glide, tactical glide vehicle, space plane, scramjet, turbine based combined cycle, ramjet, dual mode ramjet, defense science, missile defense agency, aerospike, hydrogen aircraft, airlines, military, physics, airline, aerion supersonic, aerion, spike aerospace, boom supersonic, , darpa, onr, navair, afrl, air force research lab, office of naval research, defense advanced research project agency, afosr, socom, arl, army future command, mda, missile defense agenci, dia, defense intelligence agency, Air Force Office of Scientific Research,
Iteration V8, Hyperion Mach 15 #hypersonic #scramjet (50% faster then the X-43 #nasa), 300% faster than #Lockheed, #NorthropGrumman, #Raytheon, and Boeing. Much is sanitized as the technology advances are dramatic and not public.
DOD's funding of #AGM-183A / Air Launched Rapid Response Weapon, the poeple developing it barely comprehend student level capabilities and 50/50 it will disintegrate even at Mach 5. China and Russia, already much faster and higher tech making it obsolete already, India's recent test, apx 700 mph faster.
Summarized details are accurate
#hypersonic #hypersonics #scramjet #hypersonicplane #hypersonicaircraft #skunkworks #spaceplane #boeing #lockheed #raytheon #bae #bombardier #airbus #northopgrumman #generaldynamics #utc #ge #afrl #onr #afosr #ReactionEngines #spacex #virginorbit #usaf #darpa #mda #rollsroyce #nasa #tesla #safran #embraer #AirLaunchedRapidResponseWeapon #additivemanufacturing #military #physics #3dprinting #supersonic #ramjet #tbcc #collinsaerospace #rockwell #phantomworks #hypersonicmissile #alrrw #boeingphantomworks #generalatomics #cessna #dassault #arl #unitedlaunchalliance #spaceshipcompany #navair #diu #dia #usaf #unitedtechnologies #defenseadvancedresearchprojectagency #graphene #additivemanufacturing
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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.
Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.
Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.
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Advanced Additive Manufacturing for Hypersonic Aircraft
Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.
Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.
*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.
What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.
Unified Turbine Based Combined Cycle (U-TBCC)
To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5
However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.
Enhanced Dynamic Cavitation
Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.
Dynamic Scramjet Ignition Processes
For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.
Hydrogen vs Kerosene Fuel Sources
Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.
Conforming High Pressure Tank Technology for CNG and H2.
As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.
As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).
Enhanced Fuel Mixture During Shock Train Interaction
Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.
Improved Bow Shock Interaction
Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.
6,000+ Fahrenheit Thermal Resistance
To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.
*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope
Scramjet Propulsion Side Wall Cooling
With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.
Lower Threshold for Hypersonic Ignition
Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.
Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities
Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.
Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)
To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.
A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.