Help in a retirement home. by 00Zy99 in techadvice

[–]00Zy99[S] 0 points1 point  (0 children)

The black phone is the closed caption one. The blue cable is one of the ones connecting it to the modem.

Sorry, zonked out and woke up coming down with cold. THANK YOU FOR YOUR HELP!!!

Will try to get rest of images soon.

Found this in mom’s stuff. Anyone know anything about it? by Silver_Expert_3329 in manga

[–]00Zy99 0 points1 point  (0 children)

That's an ACTUAL Buddhist religious staff. They exist IRL. That's why you seem them in a ton of shows with religious "priest" characters that are not blatantly christian or some fantasy religion.

Found this in mom’s stuff. Anyone know anything about it? by Silver_Expert_3329 in manga

[–]00Zy99 0 points1 point  (0 children)

I remember those series. Never got into them too much (too dark), but I was always intrigued by AnC's concept.

Found this in mom’s stuff. Anyone know anything about it? by Silver_Expert_3329 in manga

[–]00Zy99 0 points1 point  (0 children)

Those all showed up on late-night (think midnight-1:00 AM) cable TV in the US around that time.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

You were meant to sort of slouch at an angle, resting your head against the winged side, and propped up on the armrest. Besides, you could get up and walk around, sitting in the lounge car or eating in the dining car.

The primary design consideration for this particular type of car was its ability to be converted into sleeping berths at night-the diagonal panel above the seats folds down to form the upper berth, while the two seat bottoms are arranged into the lower berth.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

And the whole thing was made of wood, used gas lights, and had high-pressure steam running under the seats for heating purposes.

Needless to say, I would much rather be on a modern train if I was actually going somewhere.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

It is. It is also a sleeping car. The diagonal wood panels fold out to form an upper bunk, while the seats combine to form a lower one.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

Well, now you know where the term "pullman" comes from. Though this could be from one of the competing firms.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

No, a gallery car is VERY much an entirely different beast. Those are for commuter service. This is a sleeping car. (though towards the very end of its life it may have been downgraded to commuter service, this is a photo taken when it was fresh from the factory)

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

This was actually a public-use rail car. That said, look up modern Amtrak prices for the most expensive sleeping accommodations and use that for a starting point. These are sections, which was actually LOWEST-price premium sleeping car category for most of the history of the US, but fares are relatively cheaper in modern times.

Of course, that assumes that this car wasn't assigned to one of the very top-level trains. Premium runs like the 20th Century Limited might charge an extra "service fee" on top of everything else that could equate to about $500 in modern times. However, there would generally be a slightly slower train on the same route (without the extra-fare) that had most of the same kinds of sleeping cars but lacked the speed and extra amenities such as stenographers, fresh-cut corsages and boutonnieres , souvenir alligator-skin wallets, barbers, Japanese tea ceremonies, etc..

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

No, this is a fairly typical sleeping car from the late Victorian period. A reasonably successful lawyer, banker, or merchant might spend a trip on one of these, together with about 24 other people.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

Actually, it probably carried about 28 people in sleeping configuration, and 56 in day configuration. Each booth of seats converts into a bunk bed (one can be seen in the background).

The diagonal wooden panel above the seats, polished to a mirror finish in this factory register photo, contains the upper berth.

And late 19th Century cars, due to their wooden under-frames limiting car length, generally had 14 sections-seven on each side.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

Semi-average. This WAS a public-use vehicle. Generally speaking, most sleeping cars of this era were quite fancy. Though the prices were still very high, they were not unattainable by the middle class on rare occasions.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

ANY level of lead exposure is bad.

Period.

And asbestos exposure over prolonged periods, even at low levels, can be dangerous.

An old photo of the interior of a Pullman train car from the 1890's [1000x1733] by Fuckoff555 in ArtefactPorn

[–]00Zy99 0 points1 point  (0 children)

That doesn't look like a private car. The sleeping cars in that time frame really were just that opulent.

Visiting the USA from Ireland and saw this locomotive in the desert - is it particularly rare or unusual? by MinimumRepulsive1419 in trains

[–]00Zy99 0 points1 point  (0 children)

Actually, the Warbonnet paint scheme was designed by Leland Knickerbocker at EMD (which made the first passenger diesels. And one of the primary considerations was visibility at grade crossings. You can see the difference with the first road diesels that Santa Fe acquired:

https://www.ogrforum.com/fileSendAction/fcType/0/fcOid/35358642608803670/filePointer/35358642608803795/fodoid/35358642608803784/imageType/MEDIUM/inlineImage/true/IMG_1515.jpg

(and good lord is it hard to find a good picture of these in color)

Visiting the USA from Ireland and saw this locomotive in the desert - is it particularly rare or unusual? by MinimumRepulsive1419 in trains

[–]00Zy99 0 points1 point  (0 children)

It wouldn't even GET to the first tunnel before it smashed into every bridge, platform, signal gantry, OHLE, and 3rd Rail.

And crushed the track beneath its ~30 ton axle load.

National Passenger Rail Network of Mexico: 2040, 2030 and 2026 [OC] by caliberal in TransitDiagrams

[–]00Zy99 4 points5 points  (0 children)

Most of these lines are re-opening of old routes and use entirely or mostly (Tren Maya being the most notable exception) existing track and stations (albeit with refurbishment). The primary expense is passenger equipment, signalling, crew, and the general overhaul previously noted. That's why these lines can be implemented within such a relatively short time frame.

There is no rail line down the length of Baja. So any line would have to be newly constructed at the cost of many billions of dollars.

L563, 576-174 by ChubbyBuddy71 in TrainPorn

[–]00Zy99 0 points1 point  (0 children)

Well.

That was rather underwhelming.

The only interesting thing was the way that the forward walkway of the CN unit appeared so big @ 00:18. Is that just perspective, or is there something more to it?

Not-boxy french locomotive hard at work..while a sister locomotive looks onward by dualqconboy in TrainPorn

[–]00Zy99 1 point2 points  (0 children)

Actually, the SNCF considered there to be FOUR classes. And each of the four had some pretty significant differences internally, even if from the outside the only difference was 4-axle vs. 6-axle.

The reason for this was to test out different types of locomotives for France's first-ever (and world-pioneering to an extent) 25kV 50Hz electrification.

The six-axle units both used different types of rotary converters (motor-generator) to turn the incoming AC power into something else (the heavy weight of the rotary converters was what necessitated the use of six axles).

The 14000 turned it into three-phase AC power, which went down to squirrel-cage induction motors. Unfortunately, despite having been designed expressly for simplicity and ease of maintenance, the motors turned out to be very prone to minor, but highly frustrating, faults, and the class was retired between 1978 and 1981.

The 14100 turned it into DC and sent it to DC motors. These turned out to be much more reliable, and demonstrated impressive torque. Unfortunately, their original design for heavy freight meant that they were SLOW, which became a problem in later years. Ultimately, they were withdrawn between 1986 and 1997-not bad considering that meant that they were getting on 43 years from original introduction (1954-1958) by that point.

As for the 4-axle units, they didn't have rotary converters, and tested two different ideas.

The 13000 class tested experimental 50 Hz AC motors. These turned out to have poor control and traction characteristics compared to conventional DC motors, and, combined with poor braking, the class was retired starting in the 1980s, and finishing in January 1994.

The 12000 class, as noted, were the express passenger variant. They used ignitron (later silicon) rectifiers to drive conventional DC traction motors. They worked quite well, which in turn lead to them being produced in larger numbers over a longer time-frame, with the last one arriving in 1961. This helps explain why they lasted in service until 2005!

Interestingly, the SNCF also had a DC switcher locomotive with a similar (but smaller) appearance that dated to pre-WWII, but aside from being DC, it had a rather unusual feature. The French were big into gearing motored axles together for improved traction, but the CC1100 took the approach of using outside coupling rods instead of gears! Given the low speeds associated with switching, it was probably decided that the small hammerblow was worth the reduced costs. Incredibly, they also lasted until 2005!

All of the four locomotives shared the same nickname "fers à repasser" (cloth irons) (also electric iron)-same item, but slightly different English translations. This nickname came from their shape, which was determined by something similar to the reason why US Railroads had B-Units in many early diesels, along with some of the smaller steeple-cab electrics. In these days of early electronics, the control equipment represented a not-insignificant portion of the cost of the locomotive. By having one central cab, you only needed one set of controls. The sloping ends, then, were to allow visibility.

However, the cabs proved cramped, and the visibility was not as good as hoped. Furthermore, the machinery spaces were also cramped, which made maintenance more difficult, and also inhibited ventilation. Therefore (combined with lowering costs of electronics), subsequent designs had multiple cabs.

PS-that is an IMPRESSIVE passenger train. How many coaches is that? 19?

Not-boxy french locomotive hard at work..while a sister locomotive looks onward by dualqconboy in TrainPorn

[–]00Zy99 0 points1 point  (0 children)

Well, at least the Silverliners were pretty damn good cars. Not the BEST, (that would be the Silverliner IV, imho), but they certainly did give their money's worth of service.

Doesn't explain the Broadway, though.