Fai_Ryy
@theartofmadeline
★
almost home
Product Placement
The Bowery Presents
izzy's playlists!
The Stonewall Inn
art blog(derogatory)
Today's Document
occasionally subtle
titsay
No title available
🪼
TVSTRANGERTHINGS
NASA
Stranger Things
Noah Kahan
No title available
Discoholic 🪩
seen from United States
seen from United States
seen from United States
seen from Dominican Republic
seen from Saudi Arabia
seen from Bahrain
seen from Brazil
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
seen from United States
@urban-transit
April 1940: Looking west on East Madison St. near 11th Ave. - eastbound #42 trolley
Photo by Harold Hill, courtesy Warren Wing
Madison St Cable Car again (like San Francisco's famous Cable Cars) ran from the Waterfront all the way to Madison Park on Lake Washington.
April 1940: The #42 being pushed from car barn to tracks on Madison St. at 10th Ave., Capitol Hill. I bought this photo at a garage sale on, guess where, Capitol Hill. What, I live here.
Photo by Harold Hill, courtesy of Warren Wing
This was the car barn for the old Madison St Cable Car (like San Francisco's famous ones) that ran from the waterfront all the way to Madison Park on Lake Washington
Video: Hyperlapse of the Downtown Seattle Transit Tunnel
No map to be seen, but plenty of transit! Here’s a short Hyperlapse video that I made this week of peak-hour traffic in the transit tunnel underneath 3rd Avenue in Seattle, Washington. This is about 7 minutes of real time condensed into 30-odd seconds of high-speed footage.
The tunnel is one of only two combined light rail/bus tunnels in the United States and the only one with stations: the other is the Mount Washington Transit Tunnel in Pittsburgh.
Streetcar in Japan
A Russian tank manufacturer has unveiled a new tram design that it plans to start mass-producing in 2015. These beautiful pieces of engineering will hold 190 to 270 passengers and will be able to traverse on even the older, worn out Russian tram tracks.
Read more about the so-called “Batmobile” trams…
That’s how fast times goes by…
Like a blurrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr………….
✖ photographs blog here ✖
Spring Blossom Station by Aaron Choi
Variations on a Theme
I have been asked, on occasion, why these three streetcar LRVs are so similar, but yet were produced by three different manufacturers. The answer, is relatively simple, and it all stems from failed partnerships and production/design licensing.
From 1996 to about 2001, the Czech companies Škoda and Inekon operated a partnership to design and produce modern trams known as Škoda-Inekon. Inekon handled design work, and Škoda handled the construction.
When this partnership broke up, and the inevitable lawsuits were filed, both manufacturers continued to produce and market the same trams under their own names using almost the same equipment as each other. With the exception of minor cosmetic changes, the two competing products are interchangeable with one another.
United Streetcar, of Portland, OR, licensed their design from Škoda, which is why many of the details reflect the Škoda version over the Inekon one.
The tram is a bi-directional 70% low-floor tram. This means that only the center section is at curb level and 2 steps are required to climb to the end sections above the truck assemblies. However, this also allows for full-width gangways between tram segments and increased seating as all the equipment has space under the carbody floor and doesn’t require space inside the passenger compartment.
Sound Transit Škoda 10T Bi-Directional Tram
Seattle Streetcar Inekon 12-Trio Bi-Directional Tram
Portland United Streetcar 10T Bi-Directional Tram
The most evident difference between the Inekon and Škoda versions are centered around the operator cabs. This area is also differs between the Škoda and the United Streetcar variants, but to a much lesser extent.
The Inekon version has a shorter front windshield, a more rounded face, and the lights are all grouped in a pyramid formation. The side windows are also much shorter in order to work well, design wise, with the front windshield.
The rooftop fairing on the Inekon models is also shaped differently from the Škoda/United Streetcar variants.
Between the Škoda 10T and the United Streetcar 10T trams, the only real differences have to do with the style of headlights (more a factor of newer technology being applied) as well as the center of the nose between the lights, where the windshield wiper is attached. This is flat on the Škoda trams and slightly recessed on the United Streetcar versions.
Of special note, Portland’s Streetcar system, is the only one in the world who actually operates all three varieties of the same tram.
Sources: (1) (2) (3)
BERLINERFAHRBAR - Party Tram der Berliner Straßenbahn - Tatra KT4D
#i can’t decide if this bus is being supportive or threatening me
Why fly, when you can take the train?
Tic-Tac-Toe Graffiti on a Hamburg Subway car
27 November 2012 by Chipperton
U.S. Capitol Subway between the U.S. Capitol Building and the Dirksen Senate Office Building (line continues on to the Hart Senate Office Building (not shown))
Washington DC Capitol Subway System: Capitol, Dirksen, and Hart Line
Along the south side of the same tunnel that serves the Russell Senate Office Building, a new subway serving the remaining two buildings, Dirksen and Hart, runs parallel until the tunnel splits shortly before Russell. A pedestrian walkway runs down the middle of the tunnel until the split. The subway to Dirksen and Hart was installed in 1993, replacing the system installed in 1960. Marks along the roof of the tunnel show where the catenary wire ran.
The new trains are fully enclosed with a mesh roof and each train consists of three cars - one of which appears to be reserved for senators. Because of the power system, described below, the tracks are isolated from the walkway by a waist-high balustrade with plexiglass barriers mounted on top. At the stations, the tracks are isolated from the platform by automatic doors that synch with the train car doors. Multiple cars run along these tracks so there are Y terminals at each end of the line at Hart and the Senate side and a center platform at Dirksen.
The new cars are fully automated and driverless and operate using an Automatic Vehicle Operation (AVO) control system and a Supervisory Control and Data Acquisition (SCADA) System provided by Transdyn Controls. The AVO system consists of six motor control centers. Each motor control center houses a Programmable Logic Controller (PLC) communicating over serial links to Variable Frequency Drives (VFD’s). The VFD’s control a series of linear induction motors that apply thrust to the vehicles. Each trolley is a passive unit; and braking, vehicle detection, and speed control are all handled by the wayside units housing the AVO. The control system is also responsible for station docking, door control, switch control, and interaction with the Automatic Vehicle Protection System as well as monitoring system power and all aspects of the vehicle such as daily schedules, operating modes, and vehicle headways. This AVO system runs across a fiber-optic backbone.
Motion is provided by 506 linear induction motors (LIMs) lining the tracks at intervals of 4.5 to 9 feet (1.5 to 3 meters). Steel-backed aluminum reaction plates are mounted underneath the passive cars. The LIMs were built byForce Engineering and are also contained in the wayside units. Vehicle sensors and control equipment are fitted in each LIM junction box. All LIMs are connected to the same inverter driven bus bar system. As the vehicles accelerate and brake, the frequency and voltage fed to the bus is varied by the main computer to regulate performance.
The route itself is a double track loop of 3,100 feet (945 meters) and the cars normally operate in "pinched loop" mode with four (4) vehicles in operation at any given time with sixty-second headways. The vehicles can also operate in "shuttle" mode allowing one (1) car to shuttle back and forth on a single track. Each train weighs about 9,000 pounds (4,100 kg.) with a passenger capacity of up to 7,000 pounds (2,700 kg.) and runs at speeds up to 14 mph. Engineering services for the 1993 installation were provided by Lea+Elliott.
The underground train system at the Capital Building.
Platform Doors on Senate Subway
Senate Subway Car
U.S. Senator Chuck Grassley of Iowa chooses to walk rather than ride a Senate subway rail car from the Dirksen Senate Office Building into the Capitol April 5, 2011. (Reuters/Kevin Lamarque)
The underground train system at the Capital Building.
The underground train system at the Capital Building.
United States Senate Subway System
Sen. Sheldon Whitehouse, D-R.I., checks his phone as he takes the U.S. Capitol subway
Sen. Tim Kaine listens to his aide in the U.S. Capitol subway as he heads to the Senate chambers in Washington on Thursday, July 26, 2013. (Hyunsoo Leo Kim | The Virginian-Pilot)
Sources: (2) (3) (5) (6) (7) (8) (9)
