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NJ Transit's Pennsylvania Railroad heritage unit has finally been set loose and is starting to make revenue runs almost a month after being unveiled. Here 4636 leads an evening eastbound express on the Northeast Corridor just after sunset. It is appropriately crossing the former PRR Raritan River viaduct while operating under former PRR catenary.
NJT 3898:
NJTR 4636 ALP-46A "PRR"
New Haven Railroad EP-3 motor 0351 with its 14 car passenger train is operating in the snow on the New York Central electrified third rail main line near the station at Woodlawn, New York, 2-23-1936. Woodlawn, New York was the location where New Haven trains that were operating to Grand Central Terminal would change from AC catenary to the New York Central System DC third rail and the reverse situation occurred in the opposite direction.
This photo came from the Internet and the photographers name was not provided.
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Norfolk Southern operated Norfolk & Western A class 2-6+6-4 coal burning articulated steam locomotive # 1218, is seen leading while preparing to stop with its Railfan Excursion Train near Harriman, Tennessee, October 1987. When viewing the locomotive you may observe some of cab crew members. In this view you get a feeling for the great size of this locomotive with its tenders being included.
Freightliner-operated Class 70 No. 70010 thunders through Oxford with an intermodal freight working from Crewe Bas Hall S.S.M. to Southampton Maritime Container Terminal as Great Western Railway Class 165/1 Network Turbo No. 165130 pauses at Platform 4 on 13th November 2018.
Thanks for your visit… Any comment you make on my photograph is greatly appreciated and encouraging! But please do not use this image without permission.
Abandoned operating theatre inside a decommissioned hospital
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Was stoked to see these images pop up after 6 minutes exposure (360sec).
This one I prefer of the two
U-OV (operated by Qbuzz BV, subsidiary of Busitalia, Ferrovie dello Stato Italiane group): the bus number 4472 (VDL Berkhof Ambassador ALE120, registration BV-DT-44) leaves the main railway station of Amersfoort, working a suburban service.
It is part of a series of 131 buses (numbers 4401-4531) put into service from 2008 by Connexxion (numbers 3159-3289), transferred to Qbuzz when it took over the Utrecht concession on December 8, 2013.
Operated by Parks of Hamilton while with Volvo as a demonstrator.
New to Ridley's Coaches, Leamington Spa.
Operating for Air Leap. Propeller vortex. Former Linjeflyg Convair CV-440 Metropolitan SE-CCX in the background.
SK71CKX operating for Transdev York. Seen on Eastholme Drive, Clifton to the North of York. Not an easy livery to photograph, as is often the case with ADL demonstrator liveries.
The Handley Page Victor is a British jet-powered strategic bomber, developed and produced by the Handley Page Aircraft Company, which served during the Cold War. It was the third and final of the V-bombers operated by the Royal Air Force (RAF), the other two V-bombers being the Avro Vulcan and the Vickers Valiant. The Victor had been developed to perform as part of the United Kingdom’s airborne nuclear deterrent. In 1993, the type was retired.
A number of Victors had received modifications to undertake the strategic reconnaissance role, employing a combination of radar, cameras, and other sensors. As the nuclear deterrence mission was given to the Royal Navy's submarine-launched Polaris missiles in 1969, a large V-bomber fleet was deemed surplus to requirements. Consequently, many of the surviving Victors were converted into aerial refuelling tankers. During the Falklands War, Victor tankers were notably used in the airborne logistics operation to repeatedly refuel Vulcan bombers on their way to and from the Black Buck raids.
The Victor was the last of the V-bombers to be retired, the final aircraft being removed from service on 15 October 1993. In its refuelling role, the type had been replaced by the Vickers VC10 and the Lockheed Tristar. The Avro Vulcan operated in the conventional and nuclear strike roles until 1982, when it was in turn replaced by the significantly smaller Panavia Tornado.
Operated on behalf of S7 Airlines by their subsidiary company, Globus Airlines. 'OneWorld' livery.
This aircraft was delivered to Eight Hundred Holdings, leased to S7 Airlines and sub-leased to Globus Airlines as VQ-BKW in May-11. Current (May-18).
Famously described as ‘the happiest show in town’, Chester Operatic Society celebrates 100 years of musical theatre with a treat for musical fans of all ages.
Bill Snibson, a Lambeth costermonger, is revealed to be the new Earl of Hareford and his newly discovered aristocratic relations are horrified. Bringing him to Hareford Hall, they attempt to educate Bill into the ways of the gentry and to separate him from his cockney girlfriend Sally. The result? Chaos of the most comical kind!
With a host of hilarious characters, witty one-liners and several toe-tapping, uplifting songs (including the famous Lambeth Walk, The Sun Has Got His Hat On and Leaning on a Lamp Post) Me and My Girl is a sublime and sunny treat for all fans of musical comedy!
For more info see:
The show runs from Weds 8th to Sat 11th June 2022 at Storyhouse, Chester. For tickets see:
www.storyhouse.com/event/me-and-my-girl
#ChesterCulture
Operated and built by Trinity House in 1910, the light itself was originally atop a separate steel frame before being moved to the building when electrified. The building now houses backup generators, the lighthouse has been unmanned since commissioning.
Holy Island can be seen in the far distance.
Operated on behalf of Sundair by Fly Air 41 (Croatia).
First flown with the Airbus test registration D-AVYN, this aircraft was delivered to RBS Aviation and leased to Iberia as EC-KOY in Mar-08. It was withdrawn from service at the end of Dec-20 and stored at Madrid, Spain as a consequence of the COVID-19 Pandemic.
The aircraft was ferried to Ostrava, Czechia in Sep-21, painted all white and stored at Castellon de la Plana, Spain. It was returned to the lessor as EI-GYG in Oct-21 and remained stored until it was leased to Fly Air 41 Airways in Mar-22.
It was wet-leased to Sundair, Germany in Apr-22 and returned to Fly Air 41 in Oct-24 when it was wet-leased to Aeroitalia, Italy. It returned to Fly Air 41 in Apr-25 and was immediately wet-leased to Sundair again. It's still in service with Sundair. Updated 05-Nov-25.
Operating as support for President Volodymyr Zelenskiy's visit to Berlin on 14 May 2023. A huge police cordon prevented closer public access. A third (unidentified) Super Puma was also present.
Operated by Wilmington, Ohio based, Air Transport International. Arriving as "Air Transport 804 Heavy" from Seattle.
Operated by Billings Flying Service.
Catalina Refueling Base for Burro Fire support.
Catalina, AZ.
7-6-17.
Photo by: Ned Harris
The San Francisco cable car system is the world's last manually operated cable car system and an icon of the city of San Francisco. The system forms part of the intermodal urban transport network operated by the San Francisco Municipal Railway, which also includes the separate E Embarcadero and F Market & Wharves heritage streetcar lines, and the Muni Metro modern light rail system. Of the 23 cable car lines established between 1873 and 1890, only three remain (one of which combines parts of two earlier lines): two routes from downtown near Union Square to Fisherman's Wharf, and a third route along California Street. While the cable cars are used to a certain extent by commuters, the vast majority of the millions of passengers who use the system every year are tourists, and as a result, the wait to get on can often reach two hours or more. They are among the most significant tourist attractions in the city, along with Alcatraz Island, the Golden Gate Bridge, and Fisherman's Wharf. San Francisco's cable cars are listed on the National Register of Historic Places and are designated as a National Historic Landmark.
In 1869, Andrew Smith Hallidie had the idea for a cable car system in San Francisco, reportedly after witnessing an accident in which a streetcar drawn by horses over wet cobblestones slid backwards, killing the horses. Hallidie solicited financial support in 1871 and 1872, and his primary backers were Henry L. Davis, Joseph Britton, and James Moffit.
The first successful cable-operated street running train was the Clay Street Hill Railroad, which had its inaugural run on August 2, 1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer; both Hallidie and Eppelsheimer obtained several patents for their work on the Clay Street line. The line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars; the design was the first to use grips. The term "grip" became synonymous with the operator.
The line started regular service on September 1, 1873, and its success led it to become the template for other cable car transit systems. It was a financial success, and Hallidie's patents were enforced on other cable car promoters, making him wealthy.
Accounts differ as to the precise degree of Hallidie's involvement in the inception of the line, and to the exact date on which it first ran. According to the franchise granted by the city, operations were required to begin by August 1, 1873. Retrospective published in 1895 stated that a single car was run over the line at 4 AM on the morning of August 1 with few witnesses to ensure the franchise would not expire. Eppelsheimer would later bring a suit against Hallidie and the Clay Street Hill RR in June 1877 over patents, but dismissed it voluntarily the following March.
The next cable car line to open was the Sutter Street Railway, which converted from horse operation in January 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Casebolt. This idea came about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for the use of his patent. The side grip allowed cable cars to cross at intersections.
In 1878, Leland Stanford opened his California Street Cable Railroad (Cal Cable). This company's first line was on California Street, and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation. The Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were "let-go" curves, in which the car drops the cable and coasts around the curve on its own momentum.
In 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and would grow to become San Francisco's largest cable car operator. At its peak, it operated five lines, all of which converged on Market Street to a common terminus at the Ferry Building. During rush hours, cars left that terminus every 15 seconds.
In 1888, the Ferries and Cliff House Railway opened its initial two-line system. The Powell–Mason line is still operated on the same route today; their other route was the Powell–Washington–Jackson line, stretches of which are used by today's Powell–Hyde line. The Ferries & Cliff House Railway was also responsible for the building of a car barn and powerhouse at Washington and Mason, and this site is still in use today. In the same year, it also purchased the original Clay Street Hill Railway, which it incorporated into a new Sacramento–Clay line in 1892.
In 1889, the Omnibus Railroad and Cable Company became the last new cable car operator in San Francisco. The following year the California Street Cable Railroad opened two new lines, these being the last entirely new cable car lines built in the city. One of them was the O'Farrell–Jones–Hyde line, the Hyde section of which still remains in operation as part of the current Powell–Hyde line.
In all, twenty-three lines were established between 1873 and 1890.
Originally, the cables were powered by stationary steam engines. For the initial three cables, the Ferries & Cliff House Railway constructed a three-story structure to house two 450-horsepower coal-burning steam engines. The building was complete with a 185-foot-tall smokestack to vent away the heavy black smoke created by the Welsh anthracite coal that the company burned. Expansion of service required two additional 500-horsepower coal-fired steam engines in 1890, and the number and type of engines continued to vary over time. Coal consumption in 1893 was about 10 tons per day. The system was converted to oil in 1901, and the lessened amount of smoke allowed the smokestack to be shortened to 60’; this shortened smokestack still exists at Washington-Mason today.
Electric energy was introduced in 1912, when a 600-horsepower General Electric motor came on-line. By 1926, all steam operation of the cable ended when a second complete electrical drive was installed, a 750-horsepower General Electric product. With reduction in the number of cable car lines, the single 750-horsepower electric motor took over the job of running all of the lines. The problem with that configuration was that if one cable car on one line broke down, all lines had to be stopped. After the 1984 reconstruction, each of the four cables for the three lines (California, Hyde, Mason and Powell) is separately powered by its own 510-hp electric motor.
The first electric streetcars in San Francisco began operation in 1892 under the auspices of the San Francisco and San Mateo Electric Railway.
By the beginning of 1906 many of San Francisco's remaining cable cars were under the control of the United Railroads of San Francisco (URR), although Cal Cable and the Geary Street Company remained independent. URR was pressing to convert many of its cable lines to overhead electric traction, but this was met with resistance from opponents who objected to what they saw as ugly overhead lines on the major thoroughfares of the city center.
Those objections disappeared after the 1906 San Francisco earthquake. The quake and resulting fire destroyed the power houses and car barns of both the Cal Cable and the URR's Powell Street lines, together with the 117 cable cars stored within them. The subsequent race to rebuild the city allowed the URR to replace most of its cable car lines with electric streetcar lines. By 1912, only eight cable car lines remained, all with steep grades impassable to electric streetcars. In the 1920s and 1930s, these remaining lines came under pressure from the much improved motor buses of the era, which could now climb steeper hills than the electric streetcar. By 1944, five of those cable car lines had survived: the two Powell Street lines – by then under municipal ownership, as part of Muni – and the three lines owned by the still-independent Cal Cable.
In 1947, Mayor Roger Lapham proposed the closure of the two municipally owned lines. In response, a joint meeting of 27 women's civic groups, led by Friedel Klussmann, formed the Citizens' Committee to Save the Cable Cars. In a famous battle of wills, the citizens' committee eventually forced a referendum on an amendment to the city charter, compelling the city to continue operating the Powell Street lines. This passed overwhelmingly, by 166,989 votes to 51,457. Klussman led another campaign in 1948 to have the city acquire Cal Cable, but the referendum fell short of the required 2⁄3 majority, with 58% in favor of acquisition; a second referendum in 1949, requiring a simple majority, passed and the city began negotiations with Cal Cable.
In August 1951, the three Cal Cable lines were shut down when the company was unable to afford insurance. The city purchased and reopened the lines in January 1952, but another referendum that would have funded maintenance for the California Street tracks and the powerhouse and car barn at Hyde and California failed in November 1953. The amendment to the city charter did not protect the newly acquired Cal Cable lines, and the city proceeded with plans to replace them with buses; in addition, businesses in Union Square and downtown began advancing plans to convert O'Farrell to automobile traffic, which would remove service through the Tenderloin district via the inner section of the O'Farrell Jones & Hyde line. The result was a compromise that formed the current system: a protected system made up of the California Street line from Cal Cable, the Powell–Mason line already in municipal ownership, and a third hybrid line formed by grafting the Hyde Street section of Cal Cable's O'Farrell-Jones-Hyde line onto a truncated Powell–Washington–Jackson line, now known as the Powell–Hyde line.
This solution required some rebuilding to convert the Hyde Street trackage and terminus to operation by the single-ended cars of the Powell line, and also to allow the whole system to be operated from a single car barn and power house. Much of the infrastructure remained unchanged from the time of the earthquake.
By 1979, the cable car system had become unsafe; it needed to be closed for seven months for urgently-needed repairs. A subsequent engineering evaluation concluded that it needed comprehensive rebuilding at a cost of $60 million. Mayor Dianne Feinstein, who took charge of the effort, helped win federal funding for the bulk of the rebuilding job. In 1982 the cable car system was closed again for a complete rebuild. This involved the complete replacement of 69 city blocks' worth of tracks and cable channels, the complete rebuilding of the car barn and powerhouse within the original outer brick walls, new propulsion equipment, and the repair or rebuild of 37 cable cars. The system reopened on June 21, 1984, in time to benefit from the publicity that accompanied San Francisco's hosting of that year's Democratic National Convention.
Since 1984, Muni has continued to upgrade the system. Work has included rebuilding of another historical car, the building of nine brand new replacement cars, the building of a new terminal and turntable at the Hyde and Beach terminus, and a new turntable at the Powell and Market terminus.
Between 2017 and 2019, the system received a second, but less extensive rebuild. Over the two year project, Muni rehabilitated the cable car system's gearboxes, which had been in service since the last rebuild in 1984.
The system was shut down in March 2020 to protect operators during the COVID-19 pandemic, as cable cars do not offer a compartment separating them from passengers (unlike Muni buses, which kept running). Limited service on all three lines resumed on August 2, 2021. Full revenue service began on September 4. On September 9, a valve failure caused the fire suppression system in the carbarn to activate, shutting down electric power to the powerhouse. Service resumed on September 18.
The cable cars are an iconic part of San Francisco and are protected National Historic Landmarks, but they are not without their critics. Most complaints center around the high cost of operating a system that mostly serves tourists, and the large number of accidents involving the cable cars.
The cable car lines serve around seven million passengers per year, but the vast majority are tourists, rather than commuters. The area where the cable cars operate is well-served by a large number of buses and trolleybuses that often give residents better options for their trips. Also, during busy times, the wait to board a cable car can often reach two hours or more.
While Muni does allow monthly passholders to ride the cable cars at no additional charge, single ride fares are more than triple the fares charged on other Muni routes. The high fares led the San Francisco Chronicle to describe the cable cars in 2017 as a "cash cow" for Muni, yielding a yearly revenue of around $30 million. Still, according to Mission Local, the cable car system had a $46 million operating deficit in 2019. In 2006, then-Mayor Gavin Newsom reported that he had observed several conductors pocketing cash fares from riders without receipt. The following year, the San Francisco auditor's office reported that the city was not receiving the expected revenue from cable cars, with an estimated 40% of cable car riders riding for free. Muni's management disputed this figure and pointed out that safe operation, rather than revenue collection, is the primary duty of conductors. In 2017, after an audit showing that some conductors were "consistently turn[ing] in low amounts of cash", as well as a sting operation, one conductor was arrested on charges of felony embezzlement.
Among U.S. mass transportation systems the cable cars have the most accidents per year and per vehicle mile, with 126 accidents and 151 injuries reported in the 10 years ending 2013. In the three years ending 2013 the city paid some $8 million to settle four dozen cable car accident claims.
3813 currently operates the following on school days only:
7;35am and 8:05am route 38 departures
8:33 and 8:53 shot route 51 to IW College
13:55 route 6 to Godshill
15:20 route 52 to Cowes
Plus rare duties on the 38 all day!
SV open topper 1403 returned to service for the first time on 15th April since 2019
So far there are 7 buses that have been repainted from Vectis Blue livery to SV green - 6 are Enviro 400's and 3813 as seen above
Here's a shot of 1524 in its new livery: www.flickr.com/photos/191035132@N03/51075318198/in/datepo...
Autumn is outside the window in this shot from housing at the Moffat Tunnel. I included the colors outside the window for this shot. When it gets difficult to put in a decent day's work, it's time to reboot. Maybe the mountain pack rats got to his boots while he was sleeping. Have you seen the size of the pack rats up here at the divide? A military retinue posted atop Pikes Peak in the past noted the size of the rats that carried pieces of concrete away! Sheesh! I've been walkin' on the railroad; Just to pass the time away. All while waiting for the horn to blow. I love the autumn colors of the grasses and shrubs outside. Winter's on the way, it's time to reglaze!
This is in a company house near the Moffat Tunnel. eDDie and I rifled through some of the old D&RGW housing. I stuck my found boot in several windows. The view from the missing window shouts the season. The work force that operated the station - agents, telegraphers, electricians, curtain operators and other maintenance workers for the East Portal of the Moffat Tunnel had short walks to work and that hardly accounts for the wear on this boot. Maybe they walked all the way to the "Crossroads" and back. This housing is as tenuous as this boot. Boy, I bet these houses were dandy spots to sleep when the D&RGW Mallets were pounding their way up grade! Have you seen the size of the low pressure cylinders on the fronts of those Mallets? This shows the color on our second trip up to the Moffat.
Operated on behalf of Sundair by Fly Air 41 Airlines (Croatia).
Built as an A319-112 and with an additional over-wing emergency exit, this aircraft was first flown with the Airbus test registration D-AVWT, delivered to Pembroke Capital and leased to Hamburg International Airlines as D-AHIQ at the end of Jun-09.
It was sub-leased to Pantheon Airways, Greece as SX-OAG in early Jul-09 with the intention of operating for Olympic Air. It was repainted in full Olympic Air livery at Norwich, UK by mid Jul-09 and was then stored until Pantheon started operating for Olympic Air in Oct-09.
The aircraft was returned to the lessor in Aug-12 and converted to A319-115 standard. It was leased to Druk Air, Bhutan as A5-RGI in Aug-12. It returned to the lessor as EI-FMB in Aug-12 and was modified back to A319-112 standard by Sep-12 before being leased to Germania, Germany as D-ASTR in Oct-12.
In Feb-18 it was wet-leased to British Airways and returned to Germania the following month. Germania ceased operations in Feb-19, the aircraft returned to the lessor and was initially stored at Berlin-Tegel. It was ferried to Prague, Czech Republic for further storage in May-19.
The aircraft was leased to GetJet Airlines as LY-JAY in mid Jul-19 and wet-leased to Aigle Azur, France the following day. It returned to GetJet four days later and was immediately wet-leased to LOT Polish Airlines. The aircraft retuned to GetJet in Oct-19 and was stored at Kaunas, Lithuania and moved to Zagreb, Croatia in Oct-20 for lease return.
It was returned to the lessor in late Oct-20 and remained stored At Zagreb. It was leased to Sundair, Germany in Feb-21 but never entered service. It returned to the lessor in Jun-21 and was leased to Fly Air41 Airways as 9A-BER in Aug-21 and operated on behalf of Sunair. Current, updated 18-Jun-25.
Now available in a book of the Capsules exhibition www.blurb.com/books/959903