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 Unit CP UQE 3519 | ECS movement Nr. 95232(Entroncamento-»Campolide) | Place: Riachos - Portugal | Day: 05-04-12
The awesome thursday spotting fruits! A recently renewed and repainted to the new red color going to Campolide (in Lisboa) ready to make suburban services, after a test run on the very same day in the morning (which I happened to catch photos as well! But this one was by far, the best... ) from Entroncamento to Castanheira do Ribatejo and back to Entroncamento. This photo was better than the first one where I caught the unit on the same spot because the tricky weather had put a cloud over the sun when it passed in the morning and then hours later another cloud was passing by but we still got it on sun light! It was an awesome day, we caught many other trains.
Electric Unit CP UTE 2295 | Intercidades Train Nr. 542(Covilhã-»Lx-SA) | Place: Tancos - Portugal | Day: 25-07-12
Well, my gallery is rather missing some of our boring units... And specially these ones, one of the three that were modified to make IC services to Covilhã through the Beira Baixa Line. A shame really but oh well... At least the boring unit was passing through one nice looking place.
Seeing all those great pics made of this loco I had to take one on my own. So I grabbed the opportunity to catch her on one of styria's most scenic places and also my favorite photo spot along the Ennstal route. Mt. Grimming gives the beauty a wonderful panorama in the background. She came by 20 minuts before 101-036 passed with her typical intercity which gave me te opportunity to take exactly the same shot of a 103 and a 101. The pic of 101-036 can be found here. Generation gap alert [link]
Sitting on the platform (direction Nürnberg) at Anwanden station, you got a nice view on all trains in the direction Ansbach/Crailsheim/Stuttgart. Here we got 111-029 on it's RE towards Stuttgart, next stop will be Heilsbronn. Pic taken in august '12. I think 111-029's train was RE 19922, no guarantee about the number.
103 113 arrives home on a sunny Pentecost Monday, crossing the famous Hohenzollern Bridge and entering Cologne Central Station.
As explained here, this locomotive was once a museum exhibit until being resurrected recently. From now on, it will pull the weekly historic InterCity to Flensburg, as well as TEE nostalgia trains. Her arrival wasn't a moment too soon, as 103 184 has been taken out of service due to worn wheelsets, leaving 103 235 to fend for herself. If a TEE special train coincided with the historic InterCity, other locomotives had to be found to haul it, as 235 can't be in two places at the same time. Now, however, we can rest assured that this train is firmly in 103-hands (or coupling hooks) for our viewing pleasure.
My mother, asking the driver of 431 127 for a cab ride!
Okay, in reality, a friend of the family left her cellphone at our apartment. And with her father being a former railroader, numerous little shipments have often been sent by handing them to crews who would then hand them over to someone at a designated station. In this case, the driver had absolutely no problem with this little "shipment" from Budapest to Miskolc, and when he even received a little chocolatey gift for his help, his day was made.
Locomotive is of course a classic V43, aka "Szili".
Pushing and pulling, two class 143 locomotives with x-type cars, seen from the station Leverkusen Rheindorf.
I seem to have caught two examples that have been detached from their trains recently. These days, just about all passenger trains here are push-pull trains, and as a result, locomotives are seldom detached from their trainset. Since this would induce uneven wear, they do turn them around sometimes, with the side that previously faced the train looking a bit like these do. The automated washer doesn't go between locomotive and car, the dust and oil coming down from the pantograph accumulates, leading to this rather dirty appearance. I've seen far worse though.
After so much dirty talk (hurr hurr), have some clean 143s for a change:
And on a completely unrelated note, this song is very awesome. Just felt like sharing it.
Shot of Class 33 'Crompton' No 6566, and Class 35 'Hymek' No 7017, as they move their train of coaches between platforms at Bishops Lydeard Station on the West Somerset Railway. With the coaches now on the correct track, they head up to the Platform to wait for the arrival of the next train before they depart for Minehead
My final shot from the KWVR for now is something of a money shot for the evenings shooting at Haworth shed. L&YR Class 25 "Ironclad" 0.6.0 number 957 rests alongside LMS Black Five 4.6.0 number 44767 in Haworth Shed, the former having arrived from Oxenhope after working one of the last services of the day.
In 2006, the UK and European economy was still in a very healthy state, and it was during this time that various projects were announced and passed before being cancelled later on due to spiralling costs. One such project was the Glasgow Airport Rail Link, or GARL as sometimes known. The project was simple, a purpose new built 1.2 mile line branching off the Inverclyde Line just south of Paisley Gilmour Street, passing over the M8 motorway and terminating at Glasgow Airport itself, providing a direct link from the airport to Glasgow Central, right in the heart of the city. Critics however disapproved of the plans, local residents in the Paisley area were concerned of plans to direct the line across a new viaduct over playing fields close to Paisley St James, SPT later reassured them the fields would be returned to original use with better facilities installed, and the project was also criticised for having no direct link to locations north of Glasgow bypassing Glasgow Central entirely, using either electrification of the Shotts Line to Edinburgh or the Glasgow Crossrail scheme (essentially London Crossrail, only smaller). Despite this, the scheme was approved, and plans were further consulted. However, due to economic downturn and the need to cut public spending, the airport branch component of the scheme was cut in 2009. However plans to increase service capacity and construct a new platform at Glasgow Central were still in advanced planning stages, and were to go ahead.
During the projects infancy, the need for rolling stock was also addressed. First Scotrail uses Class 334 "Juniper" and Class 318 EMUs on the Ayrshire Coast Line, and the occasional Class 314 on the Inverclyde Line as well as both of the above. Additional vehicles would have been required to alleviate problems with reducing services on other parts of the Scotrail network, so SPT released a tender for 120 vehicles for exactly the purpose of operating Glasgow Central - Glasgow Airport services. Siemens were awarded the contract, and the new trains were of the already well known Desiro UK family, albeit with a radical new front end design with a sloping gangway end to increase aerodynamic efficiency, along with an improved AC system and onboard electrical equipment designed to reduce energy use and increase economic efficiency in running costs. (They're Germans after all, we all know how efficient Germans like to be). The new trains are designated Class 380, and following the cancellation of GARL were instead put to use on the Inverclyde, Ayrshire Coast and North Berwick lines, the latter use cascading Class 322 units to Northern, who now operate them on the West Yorkshire electric services on the Airedale and Ilkley lines. A total of 38 trainsets were ordered, all of which are now delivered.
Class 380 number 380007 "Sean Connery" (not really, but that would be neat) stands as an exhibit at Railfest 2012, York National Railway Museum on 9th June 2012.
This may sound like sacrilege, but some stations are too beautiful to waste them just on the trains. Kings Cross is definitely one of them. Here, two East Coast trains, one diesel, one electric, are parked at the platforms, preparing for an epic race to determine superiority between the traction systems (actually not, but it would be way more fun that way).
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.
Walking over a bridge can take a long time. Just compare this picture, taken at the west side of Cologne's South Bridge (yes, it's simply called that. Südbrücke in German) with one taken at the other end. OK, much of that can be explained with camera settings, but still, interesting to see.
Anyway, I'm extremely glad that I managed to take this picture, because there were only four of this locomotives ever built. This is the DR class 252, later class 156, the last new locomotive development of the GDR. While it looks vaguely similar to the class 120 of west Germany, it is a completely different design. The 120 is a universal Bo'Bo' machine with three-phase AC traction motors and a top speed of 200 kph (125 mph). The 252, on the other hand, is a conventional machine with simple commutated electric motors, and with Co'Co design and a top speed of 125 kph (78 mph) top speed making it purely a freight machine in theory. In practice, passenger trains never ran faster than that in the GDR anyway. It was planned to build a 160 kph (100 mph) version of the machine for train service Berlin (West) - Hannover, with line upgrades paid for by West Germany.
All that became moot when the wall fell. A new Hannover-Berlin line was built with a top speed of 250 kph for ICE trains. Freight traffic in the east fell when much of the economy there, largely uncompetitive in the world market, collapsed. With the class 120, the west already had a much more capable and modern locomotive design which formed the basis for all new locomotives. Finally, DB has sworn off six-axle locomotives due to the increased maintenance. As a result of all this, the class 252 had about as much place in the post-communist era as the Socialist Unity Party, so the order for the series was cancelled. However, the four prototypes, already begun before the wall fell, were finished.
In DB services, the machines were transferred to DB Cargo (now, after many renaming, DB Schenker), but as rare oddities, they were never liked that well. Finally, they were sidelined, but oddly enough not scrapped. Instead, a buyer was sought and finally found with Mitteldeutsche Eisenbahn Gmbh, a company that is jointly owned by DB, tank car leasing company VTG and Kühne & Nagel.
MEG 802 here, the former 252 002 and 156 002, is running light along Cologne's south bridge, way west of where it was originally intended to run. For some reason, it's also running on the wrong track.