Taken at the exact same spot as this one yesterday
to illustrate the sudden snowfall we have here. What more can I say, apart from snow making everything look epic and fast, even more so if it is in fact doing 125mph.
For more pics from today, 17 of them to be precise, see my DSO post, as usual. Managed to catch a pair of class 218.8 diesels, or Thunderbird locos, as you blokes call them, en route to tow a train that didn't take kindly to the weather I guess. In general, I was pleasantly surprised that the train I took here was on time to the minute, as was the one I rode back home.
Main signal at Duisburg Central, displaying Hp 0 - Halt!
Another shot taken during my commute today. Kinda liked the unusual lighting, as well as the signal being in the dead center. Not to mention the snow that was falling at this point, and the DMU's red taillights to the left.
The weather was kinda extreme today... It was snowing all morning, then it turned cloudless while we were performing our experiment (thermoemission of electrons), and finally, amidst an almost epic sunset, another load of snow came down. It was snowing so much that I had to take shelter under the station roof, in order to avoid my camera getting too wet. It was very fascinating to say the least, all those different colours, the warmth of the sun, and how it disappeared all of a sudden, the severe snowfall that followed... I think the most memorable scene was going past the runway at Düsseldorf International. There was a large hole in the cloud cover, allowing a clear view of the red horizon, with millions of snowflakes whirling about. The runway was brightly illuminated, populated by bustling snow-clearing equipment with their flashing amber lights...
Unlike all other narrow- and normal gauge tracks in Chur (Switzerland), the Arosa line to, well, Arosa, starts on the place in front of the station and then continues on roads through the town itself. While this looks rather streetcar-like, it really is more what the americans call street running. The normal mainline (narrow gauge mainline, of course) vehicles run very, very slowly through the city, probably because they lack streetcar quality brakes. However, traffic lights block all other road traffic while a train is passing, which happens twice per hour (not counting additional freight trains). Normal traffic is allowed to follow the crawling trains once they have passed, however.
Here, you can see one important detail: Unlike any streetcar ever would, the line actually crosses into the opposite lane to make the corner. While the Arosa line has some amazingly tight bents, none of them reach streetcar levels. Ge 4/4II 616 is pulling a passenger train, this time without any freight cars, towards Arosa.
I sometimes take great pains to bring you the best pictures, but only very rarely literally. Here, I realized a little too late that my view point in Oker (part of Goslar, Germany) was in the middle of a patch of nettles. So you better appreciate this picture of 218 474-5 pushing a train of "Silberling" (officially Type n) carriages from Bad Harzburg to Hanover. I do love the sky here, although I didn’t love the rain it brought about an hour later (luckily I was already back home then).
Every time I post a picture of a class 218 locomotive on this line, I include a comment along the lines of "nobody knows how long it will stay". And what do you know, we still have no idea. There is no adequate direct replacement for this class. Nevertheless, it has already made its final run in many other parts of the country. In most cases it has been replaced by DMUs. DB has published countless tenders for replacement locomotives for the few cases where this isn’t possible (mainly for double-decker trains on non-electrified lines), but most were cancelled again. The latest news for the last one was that no offer complied with the conditions, but to save time, instead of tendering again they’ll enter direct negotiations with the manufacturers. Sounds like they are more into it this time, but I will remain skeptical at least until the contract is signed.
This still leaves the question of what would replace these trains, though: The Silberling coaches aren’t up to modern transportation standards anymore either, and DB has shown absolutely no interest in new single-decker coaches. So if this line does not move to double-decker, I guess it will end up being operated with DMUs.
The area between the cities of Aachen, Cologne and Düsseldorf in Germany contains the largest deposits of lignite or brown coal in all of Europe. It is heavily mined in huge, moon-like surface mines. However, almost none o the lignite ever leaves the area. Instead, it is directly burned in a number of power-plants in the area. To get it from the mines to the powerplants, RWE Power (the company in charge of it all) operates one of the weirdest railroads in the country.
The system, which lacks a catchy name, consists of two lines, both double-tracked, with a total length of 52 km (32 miles) and connects a number of mines and power-plants together. Here, a northbound train headed by EL1 locomotive 563 is passing the one in Frimmersdorf. Fun fact: In terms of CO2 produced per unit of energy, Frimmersdorf is the most pollutant power-plant in Germany, second-most pollutant in Europe and third-most pollutant in the world, according to a 2005 WWF study.
The rail system is electrified with 6 kV at 50 Hz AC, a system that is to the best of my knowledge not used anywhere else. But that is not the only reason such weird-looking machines were chosen. The wide bays of the cab are used not only to allow checking on the train, but also for push-pull operations, which probably sets a world record for worst view of the track. Of course, the system also allows higher axle loads than normally used in Germany, up to 30 metric tons. Nevertheless, it is possible for normal trains to use the lines as well, and every now and then there are even special excursion trains (although as there are no platforms on the system, passengers have to get in and out elsewhere).
By the way, the type EL 1, built from 1954 to 1965 (older than the 110), was the first locomotive ever with thyristor (or chopper) control.
Wheeling and Lake Erie coke train from Mingo Junction with Follansbee coke heads west in a very secluded part of the former Pittsburgh and West Virginia main line. The train has just punched out of the first of two tunnels in the distance of a thousand feet.
This was a 20 minutes hike down to the main and a 30 minute hike back out. Why, its all uphill going out.
No need to fear, Im not in the tunnel. This was done with a 300MM.
With dynamic brakes whinning, Norfolk Southern 7200 leads NS freight 11A though the Turtle Creek valley at Pitcarin.
Nicknamed the Cadillacs of Conrail, the SD80Macs are the next to last order before being taken over by rivals Norfolk Southern and CSX. If not for the merger, Conrail may of ended up with over 100 of these 5,000 HP machines. Instead, only 30 where ever built. (Not to mention the proposed Conrail GP70Ms that were never built.)
Only 2 live on with sky blue paint and Conrail can openers on their side. The rest have faded to Norfolk Southern black and CSX dark future. (July 29th, 2010 EDIT, since I uploaded this, those two have faded to black!!!)
NS 7200 is former Conrail 4101, the first SD80Mac I seen, way back in Febuary 1996. No more than three miles east of this shot at Trafford, PA.
This is the last time I would ever see a pair of SD80Macs in blue...Ahh yes, the only thing constant in life IS CHANGE.
Data Photographed Locomotive Road number: 011-1 Fabrication-No.:33646 Name: Weil am Rhein
Operation Years of construction: 1999-2005 Road numbers (UIC): BLS Re 485 001-020 Quantity built: 377 Quantity (BLS): 20 Application: mainly freight traffic
Technical data Vehicle type: Bombardier TRAXX 140AC Manufacturer: Bombardier Transportation Wheel arrangement: Bo'Bo' Top speed: 140 kph Continuous power: 4'200 kW Hourly rating: 5'600 kW Starting Tractive effort: 300 kN Power system: 15 kV 16,7 Hz AC / 25 kV 50 Hz AC Gauge: 1435 mm Brakes: Knorr brake (Disc brake), elctric brakes Drive system: cannon box
Mass and weight Length over buffer: 18'900 mm Width: 2'980 mm Weight: 84 t
Other Special Features: The most used locomotive type in central Europe Owner: BLS Cargo AG (Bern-Lötschberg-Simplon Bahn) Operator: BLS Cargo AG (Bern-Lötschberg-Simplon Bahn) Precursor: Re 465
Location: Roggwil-Wynau, Switzerland
Note: Bombardier TRAXX is a modular product platform of electric and Diesel-electric mainline locomotives built by Bombardier Transportation, built in both freight and passenger variants. The first version was a dual voltage AC locomotive built from 2000 for German railways; later versions include DC versions, as well as quadruple voltage machines, able to operate on most European electrification schemes: 1.5/3.0 kV DC and 15/25 kV AC. The family was expanded to include diesel powered versions in 2006. Elements common to all variants include the steel bodyshells, the two bogies with two powered axles each, the three-phase asynchronous induction motors, the cooling exhausts on the roof edges, and the wheel disc brakes.
The TRAXX brand name itself was introduced in 2003. The acronym stands for Transnational Railway Applications with eXtreme fleXibility. Locomotives were primarily made for the railways of Germany, with orders coming from other European countries including France, Switzerland, Sweden, Norway, Italy, Belgium, Luxembourg, Poland, Spain and Hungary.
__.__.2004 delivered to BLS Cargo AG, Bern [CH] "485 011-1 [Name: "Weil am Rhein"] [NVR-Number: 91 85 4485 011-1 CH-BLSC] 08.06.2004 in service [sub type CH/D] 23.04.2008 Taufe "Weil am Rhein" ______________________________
I thought in difference to the daily stuff you see from me I’ll upload some nice classic electro trains which I caught at the depotfest in Olten. The depotfest was because SBB Historic equiped most of their classic electro locomotives (and one diesel) with the latest train safety system called ETM S21 M. And now here they come.
Note: One of the oldest operating Swiss electric locomotives, built 1919! Yes that's right she is the oldest electric locomotive still in service, ad yes she was built 1919! I think it's rather unique to have a such old lady still working!
At the beginning of the 1920’s the „electric revolution“ began in Switzerland and many parts of the railsystem where electrified. So many new requiremnts came for new locomotives.
Here the official requirement specifications, from the SBB for the new Gotthard-freight-locomotive: She had to do the distance between Goldau and Chiasso twice in 28 hours with 15 minutes standing time at the endstations an 860 tons freight. On the route Bellinzona-Chiasso she had to pull 625 tons alone. On a ramp with 26‰ acclivity she has to pull 430 tons with 35 kph, 300 tons with 50 kph. With 10‰ acclivity she has to pull 300 tons with 60 kph. She must accelerate in 4 minutes to 50 kph with 300 tons.
The Crocodiles replaced the only 3-6 years old steam locomotives of type C 5/6 "elefant" ______________________________
Type: First standardised steam express passenger locomotive Manufacturer: AEG, BMAG, Borsig, Henschel, Hohenzollern, Krupp Numeration: Number photo-train: DRG 01 202 Fabrication No. photo-train: 202 Building year photo-train: 1936 Quantity: 231 + 10 former Class 02 Manufacturing years: 1926-1938 Rejection/Retired: 1982 Wheel arrangement US: 4-6-2 Axle arrangement German: 2’C1 Type: S 36.20 Gauge: 1435 mm Length over buffers: 23.94 meters Height: 4.55 meters Service weight (Loco): 108.9 tons Service weight (Vehicule): 169 tons Adhesive weight: 59.2 tons Axle load: 20.2 tons Top Speed: 130 kph (forwards) 50 kph (backwards) Driving wheel diameter: 2000 mm Leading wheel diameter: 1000 mm Trailing wheel diameter: 1250 mm Power: 1'648 kW (2'250 PS) Valve gear: Walschaerts (Heusinger) with lifting left Number of cylinders: 2 Cylinder bore: 600 mm Piston stroke: 660 mm Boiler Overpressure: 16 bar Number Heatingtubes: 107 Number Smoketubes: 70 Grate area: 4.32 m2 Superheater area: 85 m2 Tender: 2’2’ T 34 Evaporative heating area: 247.15 m2 Water capacity: 34 m3 Fuel capacity: 10 tons hard coal
Former Operator: Deutsche Reichsbahn (DR), Deutsche Bahn (DB) Operator (2010): Verein Pacific 01 202 Owner (2010): Verein Pacific 01 202 Home (2010): Lyss, Canton Bern, Switzerland
Train History: DRG 01 202 „Pacific“ 1937 Dresden Altstadt 1944 Ludwigshafen (Rhein) 1945 Würzburg 1945 Frankfurt am Main 1948 Darmstadt 1948 Nürnberg Hbf 1955 Würzburg 1958 Nürnburg Hbf 1959 Bw Hof 1975 z-Stellung rejection, used as Heating-Loco 1975 (Octobre) Arrival in Münsigen start of Mainrevision 1983 Transfer to Thun in multiple parts 1988 Transfer St.Sulpice in one piece (cold) 1995 Bern-Holligen re-Steamed and axle controls 1995 Bahnhoffest Schwarzenburg, Steamtrain Bern-Ins Niederbottigen, accomodation in Neuchâtel (SBB Depot) 1999 Transfer to the Old-Loco-Remise Lyss
Location: Interlaken Ost, Canton Bern, Switzerland Note: You see it was raining probably the whole two days, i got some drops on my lens, but I hope you like the picture nevertheless. One of 3 operating DRG Class 01! Every year there are investet about 2000 working hours. That is worked by the Verein Pacific 01 202 in Switzerland. This loco was last in service with the DB and had Witte smoke deflectors. It has retained its original boiler, but lost the front apron. After its retirement in 1975, the egnine was rebuilt again over 20 years with great initiative and made operational again. It was given a red livery stripe on the tender at the height of the running plate. At the moment (2012) she is in the Dampflokwerke Meiningen and awaits a new boiler. ______________________________
Diesel Units CP UTD 592-003+CP UTD 592-047 "Camellos" | Interregional Train Nr. 878(Régua-»Porto-São Bento) | Place: Arêgos - Portugal | Day: 12-08-12
Well, a double is better than just one anyways. and me were waiting for a triple actually... But still, we managed to get a nice shot of the double passing through the bridge near the Arêgos train station. It was the first time I went to this angle on this place. We loved it! The clouds weren't being too friendly as well.
Electric Locomotive CP 5617 | Special Test Run Nr. 31201(Lx-SA-»Entroncamento) | Place: Entroncamento Train Station - Portugal | Day: 18-07-12
Once again CP has started another couple of renewed sorefame cars to travel to 200km/h in test runs. They were limited to 160km/h before. You can notice the new bogies equipment on the passenger cars with the new springs. I would have caught this photo in the end of the platform to avoid catching any sides of the station's platform... but something really interesting was also running on my right side (not viewable on this photo)... CP 2501 was working! Photos of that will eventualy come. I have also caught this train on another spot so its most likely the next photo I will upload.