Browsing Tag: and

    Articles

    TOP 10 FASTEST CARS IN THE WORLD 2019

    November 19, 2019


    When it comes to buying a car most customers
    dont primarily attach importance to speed because fast cars are obviously expensive. However some of them still do some research
    on fast cars and try to stand updated about them. In this video im gonna present you, people
    who dont necessarily investigate fast cars, top 10 currently the fastest cars in the World. Before we get into that, the speed unit im
    gonna be using is kilometers per hour but keep mind miles per hour is gonna be shown
    on the screen too. 10:
    Number 10.. we got the Tesla Roadster. This car was revealed as a surprise at the
    end of the Tesla Semi unveiling. Roadster features the most impressive specifications
    sheet of any EV which means electonic vehicle by the way. Tesla Roadster’s maximum speed is claimed
    to be 402 kilometers per hour but that is not the only feature making it a great car. Roadster is in a class of it’s own with
    it’s acceleration. According to the tests it can go from 0 to
    97 kilometers per hour in 1.9 seconds and it can go from 0 to 161 kilometers per hour
    in just 4.2 seconds. It also offers a 998 kilometer range on a
    single charge. When it comes to it’s price The Tesla Roadster
    is expected to retail for 200 000 dollars as a base price and it is said to be coming
    out at 2020. 9
    And at the number 9 we have Aston Martin Valkyrie. It is an hybrid electric sports car which
    was produced in 2018. Valkyrie is built by collaboration of Aston
    Martin and Red Bull Race. Intercalarily one of the developers was Formula
    One genius Adrian Newey. Therefore this car with a codename Nebula
    was designed with the most aggressive aerodynamics and many of the techniques used in professional
    racing. It is claimed that Aston Martin Valkyrie can
    go 402 kilometers per hour. And this claim is on road car version of it
    which is gonna be 3.2 million dollars. It is also said that the track version with
    only 25 units, is gonna be around 4 million dollars with a specific name Aston Martin
    Valkyrie AMR Pro. 8
    At the number 8 we have a car manufacturer most of you probably have never heard about. SSC North America is a hypercar manufacturer
    that specializes in limited production vehicles like SSC Ultimate Aero XT. This car held the title of the fastest car
    in the World in 2007 until 2010 when its opponent came back which im gonna present at one of
    the upcoming rankings. It was officially timed at 412 kilometers
    per hour by Guinness World Records. SSC Ultimate Aero XT was introduced to the
    world with only five units with a price changing from 750 000 to 850 000 dollars. The reason for that difference is, SSC’s
    new graduated pricing system that entices customers to get their orders early. 7
    At the number 7 we have an electric car again and it is Rimac Concept Two. This super-car is a semi-autonomous car which
    means it is capable of sensing it’s environment and moving with little or no human input. Rimac Concept Two is claimed to be capable
    of reaching 415 kilometers per hour at most. Another impressive feature of the car is it’s
    acceleration. The 1914 horse power can purportedly propel
    the car from 0 to 97 kilometers per hour in just 1.85 seconds making it one of the fastest
    accelerating cars. While advertising 647 kilometers range on
    a single charge, it seems like the average sticker of 150 units is about 2.7 million
    dollars. 6
    Number 6 is car of a brand known for manufacturing fast super-cars. Bugatti Chiron.. was developed in France as
    a succesor to the Bugatti Veyron. It made its debut at 2016 and took the torch
    from the Bugatti Veyron by hitting 420 kilometers per hour and stayed faster till it’s brother’s
    sport version’s rise. Like its predecessor,the Veyron, Chiron utilises
    a carbon fibre body structure and worth millions. The Chiron is limited to a series of 500 units
    and a price around 3 million dollars. 5
    Number 5! We have another Bugatti super-car and it is
    the car which lost it’s ranking to SSC Ultimate Aero XT in 2007 and it’s original version
    lost the title of being the fastest Bugatti to it’s brother Bugatti Chiron in 2016. However this car has a version called Bugatti
    Veyron Super Sport which hit 431 kilometers per hour in 2010 and stands faster than both
    of these cars. Nevertheless it is electronically limited
    to 415 kilometers per hour to protect the tires from disintegrating. Production cars were limited to 30 units and
    the World Record Super Sport was limited to only 5 unit with a price tag of 1.7 million
    dollars. 4
    4th fastest car is a pretty known one among car lovers because it’s manufacturer have
    been doing pretty well at building sport cars. The Hennessey Venom GT is a high performance
    sports car manufactured by Texas-based Hennessey Venom Engineering. Because of its handbuilt nature, there’s
    some debate about whether the Venom GT qualifies as a production car. This monster recorded a 435 kilometers per
    hour run at the Kennedy Space Center in 2014, but only in one direction. To be considered legitimate, record attempts
    usually require a run in each direction, and an average is taken to account for wind conditions. As the run was in a single direction, and
    only 13 cars have been sold to date, it does not qualify as the world’s fastest production
    car in the Guinness Book of Records. To qualify for Guinness World Records Hennessey
    must have build 30 units back in time. Lastly this record breaking sports car’s
    price is currently 1.2 million dollars. 3
    We are at the top 3 and 3rd fastest car in the world is Koenigsegg Agera RS. In 2017, the Nevada Department of Transportation
    closed an 11-mile stretch of road just outside Las Vegas. Swedish supercar hit two different speeds,
    which averages out to 447 kilometers per hour. There are only 25 Agera RS models in existence,
    and each owner works alongside Koenigsegg to personalize every detail from color, stitching,
    engine power output, and car nickname. This lightweight hypercar has a carbon fiber
    body and costs 2,5 million dollars. 2
    At the number 2 we have a SSC car again which is the predecessor of the number 8 SSC Ultimate
    Aero XT. The SSC Tuatara is an upcomig American sports
    car. It’s pre-production prototype was shown
    to world in 2011 and it is said that it is gonna be available 2019. SSC Tuatara’s top speed is 482.8 kilometers
    which is making it much faster than it’s opponents and just a little bit slower than
    the number one. However this top speed is a claimed number
    just like it’s rival. 1
    Number 1: Hennessey Venom F5 ! Another Hennesey super-car making it up to top 5 and techniqually
    the fastest car in the world right now. The maximum speed of this car is a claimed
    number like SSC Tuatara speed. So the only question remaining is whether
    F5 or Tuatara will hit the 300 miles per hour milestone first which is 482.8 kilometers
    per hour by the way. According to the tests done by the manuacturer
    Hennesey this monster can hit 484.4 kilometers per hour. The F5 name is a reference to the F5 tornado
    which is the fastest tornado in Fujita scale, capable of upraising strong frame houses and
    carrying considerable distances to disintegrate. The Hennessey Venom F5 was unveiled at the
    SEMA Show in Las Vegas, Nevada, on November 1th 2017. It is expected to be available in 2019 with
    24 units and 1.6 million dollars price. To conclude Hennessey Venom F5 and SSC Tuatara
    have yet to confirm their top speed with the Guinness Book of World Records, so the Koenigsegg
    Agera RS remains the official fastest car in the world for now. And this is the full list of the cars so that
    you can envision it easier when you need it or.. you can simply watch the video again. Before ending this video do not forget to
    subscribe to my channel ,turn the bell button on and like this video. See you in the next video. If you are still watching dont forget to subscribe
    by clicking my channel logo and click one of the videos shown on the screen to watch
    it.

    Berkshire Scenic Railway Museum & Hoosac Valley Line | Connecting Point | Sept. 11, 2019
    Articles, Blog

    Berkshire Scenic Railway Museum & Hoosac Valley Line | Connecting Point | Sept. 11, 2019

    November 19, 2019


    >>THERE’S NO DENYING THAT THE
    NORTHWEST HILLS OF CONNECTICUT AND THE BERKSHIRES OF
    MASSACHUSETTS ARE AREAS OF TREMENDOUS BEAUTY AND HAVE
    BEEN VACATION DESTINATIONS FOR AT ONE TIME IT WAS THE
    RAILROAD THAT BROUGHT PEOPLE TO THE REGION FOR FUN AND RELAX
    TODAY IT’S AN EASY CAR RIDE TO GET THERE, BUT THE NOSTALGIA
    OF RIDING THE RAILS IS BEING KEPT ALIVE — THANKS THE
    BERKSHIRE SCENIC RAILWAY MUSEUM PRODUCER DAVE FRASER VISITED
    THE MUSEUM IN LENOX, AND ALSO HOPPED ABOARD THE HOOSAC
    VALLEY LINE FOR A SCENIC RIDE TO NORTH ADAMS.>>ALL ABOARD!>>AS FOLKS BOARD THE TRAIN IN
    ADAMS, THEY ARE STEPPING BACK IN TIME TO AN ERA WHERE RAIL
    TRAVEL WAS KING. THEY’RE BOARDING A 1955 DIESEL
    PASSENGER CAR FOR A SCENIC RIDE ON THE RAILS TO NORTH
    ADAMS.>>RAIL WAS THE INTERNET IN
    TERMS OF CONNECTING PEOPLE, STATIONS WERE THE HUB, IT WAS
    YOUR I MESSAGE, IT WAS YOUR GROUP CHAT, WHERE YOU WENT FOR
    NEWS, FOR YOUR MAIL AND WITH THAT, IT WAS THE GATEWAY TO A
    COMMUNITY.>>PRESERVING THE HISTORY OF
    MAIL IN THE BERKSHIRES HAS BEEN THE GOAL OF THE BERKSHIRE
    SCENIC RAILWAY SINCE IT WAS FOUNDED IN 1984. THE ALL VOLUNTEER ORGANIZATION
    OPERATES A MUSEUM INSIDE THE RESTORED 1903 LENNOX TRAIN
    STATION THAT ONCE SERVED THE AFFLUENT COTTAGERS AND
    VISITORS AND LOCALS FOR MANY YEARS.>>THE RAILROAD INDUSTRY HAS A
    RICH HISTORY, WE ARE KNOWN FOR HAVING THE MANSIONS
    PARTICULARLY IN SOUTH COUNTY. ALL THOSE FOLKS GOT FROM THE
    NEW YORK CITY BY RAIL. LENOX STATION BEHIND ME IS A
    RESULT OF THAT, AN EXAMPLE OF THAT. CERTAIN STATIONS WERE BUILT
    ARCHITECTUREALLY LOOKING A CERTAIN WAY BECAUSE THAT’S THE
    CLIENTELE THAT USED IT. AND IT WAS AN EXAMPLE OF
    THAT.>>TODAY THE RAIL LINE FROM
    LENOX SITS QUIET, FOR NINE YEARS THE GROUP OPERATED A
    SCENIC RIDE ON THE LINE. CURRENTLY THEY ARE IN THE
    PROCESS OF WORKING WITH THE STATE TO GET BACK UP AND
    RUNNING. THE YARD AT THE LENOX STATION
    IS A LIVING MUSEUM.>>THE LAST KNOWN PASSENGER
    TRAIN HERE INTO LENOX ON APRIL 30, 1971. ON MAY 1, 1971, AMTRAK TOOK
    OVER MOST OF THE PASSENGER ROUTES IN THE COUNTRY, THIS
    WAS NOT INCLUDED IN THE AMTRAK SYSTEM.>>OPERATING TRAINS AS A WAY
    OF TEACHING THE HISTORY OF RAIL HAS ALWAYS BEEN THE GOAL
    OF THE BERKSHIRE SCENIC RAILWAY. WHEN THE LINE FROM LENOX TO
    STOCKBRIDGE WAS NO LONGER AVAILABLE, THEY LOOKED FOR AN
    ALTERNATIVE AND STARTED THE HOOSIC VALLEY LINE.>>WE SEE A LOT OF SMILES,
    MAKES A LOT OF KIDS HAPPY, NO MATTER THE AGE, IT BRINGS BACK
    WARM AND FOND MEMORIES OF TRAVELING ON THE RAILS. THAT WAS THE MISSION OF
    BERKSHIRE SCENIC, FOR PEOPLE TO RIDE, HEAR, SMELL THE
    SOUNDS OF RAILROAD.>>ON A SHORT SECTION OF SIDE
    TRACK IN ADAMS SITS LOCOMOTIVE 1849. THIS 600-HORSEPOWER DIESEL
    ELECTRIC VEHICLE OPERATED AT THE POWER PLANT IN HOLYOKE FOR
    44 YEARS, HELPING TO KEEP THE REGION’S LIGHTS ON UNTIL THE
    POWER PLANT WAS DECOMMISSIONED IN 2014. THE BERKSHIRE SCENIC RAIL
    HOPES TO SOME DAY RESTORE THIS TO FULL OPERATIONAL
    CONDITION.>>WE FELT COMPELLED NOT JUST
    TO SAVE THE LOCOMOTIVE GIVEN ITS HISTORIC QUALITY, BUT ALSO
    ITS SIGNIFICANCE TO THE REGION FOR A LOT OF WORKERS, THIS WAS
    AN ICON DAY IN AND DAY OUT AS THEY WOULD COME INTO THE
    PLANT, THEY WOULD SEE LITTLE LOCOMOTIVES AND AT THIS POINT,
    GIVEN THE LAST LARGEST REMAINING PIECE, WHICH WAS THE
    CHIMNEY COMING DOWN, THIS IS THE LARGEST ARTIFACT LEFT FROM
    THE POWER STATION. 1849 WAS ASSIGNED TO IT BY
    HOLYOKE WATER POWER, IT WAS BUILT AT 1113. 1849 CAME TO COMMEMORATE THE
    OPENING OF THE HADLEY FALLS DAM. SO IT WAS SIGNIFICANT TO THE
    COMPANY, AND THAT’S WHY THEY CHOSE IT. THE ULTIMATE GOAL IS A MUSEUM
    QUALITY RESTORATION INSIDE AND OUT. AT THIS POINT WE ARE RESTORING
    THE INTERIOR OF THE SCAB BACK TO ITS — CAB BACK TO ITS
    ORIGINAL FEATURES AND COLOR. ONCE IT IS RESTORED
    MECHANICALLY, WHICH WE ARE CLOSE TO NOW, IT WILL BE ONE
    OF THE LOCOMOTIVES USED ON THE HOOSIC VALLEY TRAIN RIDE.>>AS IT MAKES THE SHORT HOP
    ACROSS THE YARD AT LENOX STATION AND IT COMPLETES
    ANOTHER RUN ALONG THE HOOSIC VALLEY LINE. THEY RELIVE THE ERA OF TRAIN
    TRAVEL, EXPERIENCE A SIMILAR TIME AND IMAGINE LIFE ON THE
    RAILS.>>IT WAS A CONDUIT FOR WHICH
    PEOPLE WOULD CONNECT AND COMMUNICATE, AND THAT REALLY,
    FOR THIS REGION, WAS SIGNIFICANT AND THE STRUCTURE
    OF THAT IS STILL VERY MUCH PRESENT HERE, AND WE LOOK TO
    PRESERVE THE MEMORY OF THAT AND HELP PEOPLE UNDERSTAND
    THAT THIS WAS HOW NOT ONLY DID YOU MOVE FROM PLACE TO PLACE,
    BUT HOW YOU INTERACTED WITH PEOPLE, HOW YOU LEARNED ABOUT
    THE WORLD AROUND YOU, HOW YOU GOT OUT OF A SMALL TOWN AND
    WERE ABLE TO GET INTO THE BIG CITY. THAT’S REALLY THE STORY THAT
    WE ARE LOOKING TO PRESERVE FROM THE LENS OF WESTERN
    MASSACHUSETTS.

    The Future of China Railway Rolling Stock Corp in Springfield | Connecting Point | Oct. 15, 2018
    Articles, Blog

    The Future of China Railway Rolling Stock Corp in Springfield | Connecting Point | Oct. 15, 2018

    November 19, 2019


    >WHEN
    MASSACHUSETTS PLACED A BIG ORDER FOR NEW SUBWAY CARS A
    FEW YEARS BACK, IT ALSO SAID THEY’D HAVE TO BE MADE IN STATE
    THAT’S WHAT BROUGHT THE WINNING BIDDER, THE CHINA RAILWAY
    ROLLING STOCK CORPORATION, TO SPRINGFIELD WHERE IT’S PROVIDIN
    GOOD-PAYING MANUFACTURING JOBS IN A CITY THAT DESPERATELY NEED
    BUT AS CONNECTING POINT’S ADAM REILLY TELLS US, THE FUTURE IS
    T REUR TSEAY R THNAATSCALINTRE
    >>THESE WORKERS AT CRRC’S SPRINGFIELD PLANT ARE
    BUILDING NEW ORANGELI CS FIINIES THAT MOST WILL
    NEVER SEE, DELIVERING BY 2020 MORE THAN 400.
    THAT IS GOOD NEWS FOR RIDERS AND WORKERS LIKE ERIC
    ANDERSON.>>I WAS A COOK.
    THIS PLANT AND ANDERSON GOT AN ASSEMBLY JOB WITH A
    SIGNIFICANT PAY HIKE.>>IT PROBABLY DOUBLED THE
    BENEFITS OF WHAT I WAS MAKING.>>HE MOVED FROM VERMONT FOR
    HIS JOB AS A LEAD MECHANICAL ASSEMBLER.
    >>IT BLOWS EVERYTHING OF E TEORNYIN O
    THE TT A AWA O D Y CEE T
    COMPANY IS PLANNING ON SERIOUS GROWTH.
    IN THE NEXT FEW YEARS, THEY WILL BUILD SUBWAY CARS FOR
    PHILADELPHIA AND L.A. BUT NOW A HITCH — SIGNIFICANT
    UNCERTAINTY LINKED TO PRESIDENT TRUMP’S ESCALATING
    TRADE WAR WITH CHINA. JABAO WHO SPOKE WITH US
    THROUGH AN INTERPRETOR IS VICE-PRESIDENT OF THE COMPANY
    S F, EYAVE L O H SS SCEAN OF THE
    PARTS USED HERE ARE IMPORTED FROM CHINA, THE TRUMP
    ADMINISTRATION HAS ADDED MILLIONS IN COSTS THAT COULD
    BE PASSED ON. THERE IS ALSO BIPARTISAN
    OM BDI OIOLOM KEEPIRR PROJECTS.
    THEY UNDERBID THE MARKET AND THE TECHNOLOGY ON ITS VEHICLES
    COULD BE USED FOR SURVEILLANCE BUT HE INSISTS THAT THE
    COMPANY IS A FORCE FOR GOOD.>>WE DEFINITELY BRING
    BENEFITS FOR THE TAXPAYERS HERE.
    >>THAT SAID –>>FROM 2021, THE JOB CREATION
    WILL SLIP IF THERE IS NO ADDITIONAL ORDERS COMING
    ONBOARD.>>WHICH IS JOHN’S WORST-CASE
    SCENARIO.>>THESE DAYS, WE NEED
    MANUFACTURING. WE HAVEN’T HAD MANUFACTURING
    HERE IN YEARS.>>SCOVATO IS THE SHEET METAL
    AGENT THAT SITS ACROSS THE STREET FROM THE PLANT.
    HE WORRIES PRESIDENT TRUMP’S POLICIES WILL BACKFIRE.
    >>THERE ARE OVER 120 UNION WORKERS FROM SPRINGFIELD,
    AMERICANS, AND THAT BAN AND THE TARIFFS ARE PUTTING
    AMERICANS OUT OF WORK. I DON’T THINK HE REALIZES THE
    IMPACT OF WHAT HE IS DOING OVER HERE.

    NICEST Car Horn Ever- DIY
    Articles, Blog

    NICEST Car Horn Ever- DIY

    November 19, 2019


    Oh, here we go… [courtesy horn] Yes! Thats what I call the courtesy honk I just pushed this custom button And it’s two super quick chirps of the horn that are not only friendly sounding but it’s intentionally not as loud as a normal horn, so I’m gonna show you how and why I did this and in the process I will explain what this red button does But first I’m gonna pull over. 1.3 million people die in car crashes per year so you really wanna be able to communicate with other drivers if you wanna stay safe but if you think about it, cars only have two built in ways to communicate with each other: you got your turn signal and your horn…[normal horn] and the turn signal is fine but the problem with the horn is that it is so one dimentional is like, if your only tool is a hammer, it is really good at one thing, but it sucks at everything else and I don’t know about you, but now that pretty much everybody owns a smartphone, 99% of the time I use my horn I’m not trying to avoid a crash, I’m trying to let the person in front of me know: It’s time to stop reading that text they just received And that’s the issue. I’m not upset. I just wanna be like: Hey, dude, the light is green. No big deal And that might come as a surprise, because I drive a Jetta But i’m not some hardcore angry road rage tough guy but even this Jetta which has just about the most emasculating horn possible sounds
    angry when you honk it at a light and if you try to do a nice quick honk it
    doesn’t usually register because it bottoms out too quick so I just push my
    custom-made courtesy honk button and because it’s so non confrontational this
    will never happen to me and this works for communicating in a lot of situations
    not just at stoplights like if someone is just sort of drifting in your lane
    you’re not sure if they see you or not but you don’t want to use your big horn
    or if you just want to get someone’s attention
    to tell them something if someone needs to move forward in traffic or in a
    drive-thru it’s nice because you don’t want to seem like a jerk as they can look right
    at you in their rear view mirror You can even use it as a way to say thank you and I kind of feel like there should be a standard feature on all cars so you
    still have your big horn that you can’t miss in the case of an emergency but
    there should be a smaller button right over here for the courtesy honk but the good
    news is that as an engineer if something isn’t exactly how you want
    it you just make it exactly how you want it so I’ve been on Amazon and got one of
    these Adafruit sound boards for 27 bucks where you can upload sound effects via
    USB with no programming required and then I got three of these cool horn
    buttons to trigger the sound effects for seven bucks each so i started on this
    side by wiring this to my cigarette lighter for power and then I used a 12 to
    5 volt power inverter to get me to the right voltage for the sound board which
    is connected to these buttons to trigger the horn sound effects I dragged and dropped
    onto there and then coming out of the board we have a 3.5 millimeter audio
    cable that plugs into a $13 amp to make it loud enough which connects to a 13
    dollar PA speaker now that we have all the components my buddy Bob from the
    YouTube channel I Like To Make Stuff came over and we got to work soldering
    actually I did all the work while Bob just stroked that magnificent beard of
    his he also made a video about making a custom horn like this that goes into way
    more detail so definitely check his out if you’re actually planning on doing
    this. This is intentionally more of a temporary setup but I wanted mine to be
    a bit more permanent in the dash so with the help of my talented buddy Howard we went
    to town installing this thing now the buttons were in place we
    connected them through the dash to the PA speaker rebounder to the frame under
    the hood. We also installed this beast which is the same type of horn system
    used on trains and semi-trucks basically there’s a compressor that fills an air
    tank to 120 psi which powers the horn but more on this later and the buttons
    also light up which makes them look really cool at night. I also added one more
    sound effect that’s powered by this button This is designed to be even one knotch
    nicer than the courtesy honk if you want to be super chill and grab the attention
    of a pedestrian who isn’t even in a car So that’s my pitch to make our roads
    more pleasant by increasing the vocabulary of the standard car horn and
    now you can do it yourself which leads me to this final button which is only to be
    use in extreme situations like when two teenagers are taking their sweet time
    to cross the street in front of you while fidget spinning I wanna thank audible for their support on this video not only are they the best when it comes
    to audio books but they’ve been working with me and supporting my channel for a couple of
    years now while making this video I listen to the book “Surely You’re Joking
    Mr. Feynman and I loved it” Richard Feynman was a genius Nobel Prize winning
    physicist who chilled with Einstein and helped discover atomic energy but that’s
    not what makes him so interesting this collection of stories from his life made
    me laugh out loud a bunch of time it starts when he was a kid and used to take
    apart radios to make homemade burglar alarm and then in college at MIT he used his engineering skills to pull pranks and then he eventually taught himself how to
    break into safes and use science to pick up on women he had this lifelong
    fascination with learning but in a practical sense not in a memorize facts
    from the textbook sense he’s just such an intelligent colorful human being so if you
    want to listen to “Surely You’re Joking Mr. Feynman” or any other audio book for
    free all you have to do is use the link in the description or go to audible.com/markrober Thanks for watching

    Gorakhpur Railway Station in 4K TV : World Longest Railway Station
    Articles, Blog

    Gorakhpur Railway Station in 4K TV : World Longest Railway Station

    November 19, 2019


    Gorakhpur is a city along the banks of the Rapti river Purvanchal region of the Indian state of Uttar Pradesh Gorakhpur has the world’s Longest Railway platform, After inauguration of the remodelled Gorakhpur Yard, with a stretch of around 1.36 kilometres (0.85 mi Gorakhpur is the headquarters of North Eastern Railways. Gorakhpur is situated a about 100km from Nepal border, 193km from Varanasi, 260km from Patna and 273 km from Lucknow. An airforce station of Indian Air Force was established in Gorakhpur in 1963 and extended for public transport. Named Mahayogi Gorakhnath Airpor Gorakhpur has two universities named Deen Dayal Upadhyay Gorakhpur University and Madan Mohan Malaviya University of Technology, Two medical college named Baba Raghav Das Medical College and AIIMS And a sports college named Veer Bahadur Singh Sports College The proposed Gorakhpur metro system will consist of two corridors, Shyam Nagar-Suba Bazar and Gulriha-Kachehri Cahuraha. Both will cover a distance of 27.41 km (17.03 mi) and both corridor will have 27 metro station. The ancient Gorakhpur, in addition to modern, comprised the districts of Basti, Deoria, Azamgarh and parts of Nepal tarai. These region, which may be called as Gorakhpur Janpad, had been an important centre of Aryan culture and civilization Gorakhpur was a part of the famous kingdom of Koshal, one of sixteen mahajanpadas in 6th Century B.C. The earliest known monarch ruling over this region with his capital at Ayodhya was IKSVAKU, who founded the solar dynasty of Kshatriya. It produced a number of illustratious kings till the accession of Ram, who was the greatest ruler of this dynasty. Since then, it remained an integral part of the erstwhile empires of Maurya, Shunga, Kushana , Gupta and Harsha dynasties. According to tradition, the Tharu king, Mausen of Madan Singh (900-950 A.D.) ruled over Gorakhpur city and the adjoining area. In medieval period, when the entire northern India lay prostrate before the Muslim ruler, Mohammad Ghori, the Gorakhpur region was not left out. For a longer period it remained under the sway of the muslim rulers, from Qutub-Ud-Din Aibak to Bahadur Shah.Tradition has it that Ala-ud-din Khilji (1296-1316) ordered the conversion of old shrine of Goraksha ( a popular deity ) of Gorakhpur into a mosque. However, on Akbar’s reorganisation of the empire, Gorakhpur gave its name to one of the five Sirkars comprising the province of Avadh. Modern period was marked by the transfer of this region by the Nawab of Avadh to the East India Company in 1801. With this cession, Gorakhpur was raised to the status of a ‘DISTRICT. The first collector was Mr. Routledge. In 1829, Gorakhpur was made the headquarters of a Division of the same name, comprising the districts of Gorakhpur, Ghazipur and Azamgarh. Mr. R.M. Biad was first appointed Commissioner. In 1865, new district Basti was carved out from Gorakhpur. The latter was further split up in 1946 to form new district Deoria. The third division of Gorakhpur led to the creation of district Mahrajganj in 1989. Gorakhpur is also the Head Quarter of Air Force and known for Cobra Squadran In 1865, new district Basti was carved out from Gorakhpur. The latter was further split up in 1946 to form new district Deoria. The third division of Gorakhpur led to the creation of district Mahrajganj in 1989. Gorakhpur is also identified with the Gita Press, the world famous publisher of the Hindu religious books. The most famous publication is ‘KALYAN’ magazine. All 18 parts of Shree Bhagwat Gita is written on its marble-walls. Other wall hangings and paintings reveal the events of life of Lord Ram and Krishna. The Gita Press is fore-front in dissemination of religious and spiritual consciousness across the country. Gorakhpur rose to great eminence due to the historic ‘CHAURI CHAURA’ incident of 4th Feb., 1922, which was a turning -point in the history of India’s freedom struggle.

    Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)
    Articles, Blog

    Документальный фильм – дизель-поезд Д1 / D1 DMU train documentary (with eng subtitles)

    November 19, 2019


    This, this is a selfmade toy of a D1 DMU train But this, this is a museum piece D1 DMU train But this is a functional D1 DMU train And this is a decommissioned D1 DMU train As you already understood, this time the movie will be about D1 DMU trains Documentary
    D1 DMU train D1 trains were preceded by 3-car D trains, that were preceded by 6-car DP trains which in turn were preceded by the 3-car DP trains So before we can start to talk about the history of the D1 trains, we have to go back to the year 1940, to the creation of 3-car trains DP Before the Second World War started, railway wagon factory Ganz got another order from Estado railways in Argetine to supply 10 „Rosario“ type motor trains to be used on the railway lines with the gauge of 1000 mm Released in 1940, the trains could not be sent to Argentine due to the outbreak of the Second World War During the war the trains were hidden in a forest to spare them from the air-raids so the trains survived the war without any damage The connection between Ganz factory and the Ministry of Railways started after the war, as Hungary had to pay war reparations to the Soviet Union During the negotiations between Hungary and Soviet Union Hungary offered Soviet Union the same Argentine trains with modification to the gauge 1520 mm Soviet Union took the offer and the trains were modified according to the requirements of Ministry of Railways and were delivered in 1946 These were the 10 three-car trains DP1 to DP10 The three-car diesel train consisted of two head motor carriages and one intermediate trailer car The width of the cars was altogether 2800 mm as the train was built to run on a 1000 mm gauge track This width made it difficult to use the trains on lines with high platforms In the engine compartment of the motor car was located Ganz-Jendrassik diesel engine with the total power of 320 hp Mechanical transmission from the engine to the wheelsets was four-speed Gear and direction changes were done manually using the main controller Acceleration from 0 was up to 0,3 m/s2 Maximum speed of the train was up to 121 km/h Motor cars had from the engine compartment end triaxial bogies, from the intermediate car end two-axle bogies The bogie frames were made out of chrome steel The first and last wheelsets of the triaxial bogies were tractive and 920 mm in diameter the middle wheelset was 760 mm in diameter and was supportive The posts for driving the diesel train were located in the head carriages On the DP trains, the driver’s assistant had a folding chair The driver sat in the middle and the assistant was adjacent A telephone was foreseen for communication between the control posts 3-car DP trains did not have a wall between the engine room and the driver’s cab and the driver sat basically on the engine cover In one of the head car of the trainset was the drivers cab, the engine room, room for mail, buffet with a kitchen, a toilet and a passenger salon with 44 seats In the other head car in addition to the driver’s cab and engine compartment, was a luggage compartment, four six-seated coupes, and a toilet In the trailer car were two passenger salons one for 40 passengers, the other for 48 The total number of seats in the train was 156 In the trailer cars of trains DP-4, DP-6 and DP-7, instead of the passenger cabin with 48 seats, there were five six-seat coupes Total number of seats in these three trains was 138 All the trains had bolstered passenger seats All the cars were equipped with water heating and air conditioning The climate control system also included a cooling system of the drinking water The cars were coupled with Ganz system couplers In case of necessity, SA-3 automatic couplers were installed In the Soviet Union, these 10 trains initially serviced the lines along the coast of the Black Sea in the Crimea and the Caucasus Later, in 1949, they were given to Vilnius-diesel depot and started to service several intercity lines, including the line Vilnius-Riga-Tallinn At some point, one DP train was remade in Vilnius into a commuter train The head of the depot consulted the factory about the train suspension as the weight of the train changed The diesel trains „Rosario“ were decommissioned in 1964 after the start of series production of commuter diesel trains D1 and after giving them into service Today, none of the 3-car DP trains have preserved Before the D diesel trains there were diesel trains DP01 to DP08 with electrical transmission They were the next demand of the Ministry of Railways so 6-car trains with a higher level of comfort were built for the Moscow-Leningrad line After the 3-car DP trains, the factory got another order from the Soviet Union in 1948 The order foresaw a supply of diesel trains that had to be fast, economical and comfortable for travelling At first, MashinoImport ordered 20 trains, but 8 were built Ganz factory chose a 600 hp diesel engine and electrical transmission as the driving unit for the 6-car diesel train Development of a new type of diesel train put the designers and workers of the factory in front a new great task: For the first time the factory used electrical transmission on diesel trains For the first time the factory had to create a train with such high capacity And again for the first time the factory had to create a diesel train consisting of six cars From 1949 to 1952, 8 „Hargita“-based trains were built for the Soviet Union and they got the designation DP01 – 08 Zero became the sign for distinguishing the six-car trains from the three-car trains, which had a similar designation The trains consisted of two head motor cars and 4 intermediate trailer cars The streamlined frontal parts of the head carriages visually resembled the three-car DP trains that arrived in the Soviet Union in 1946 The width of the 6-car diesel train cars was increased to 3010 mm The first 4 six-car DP trains differed from the rest They were sent for testing in the Soviet Union and after that the height of the train’s car body was increased the roof was cut off and the car walls were hightened Also the layout of the cars was changed Two Ganz-Jendrassik diesel engines were placed in the engine compartment of the motor car: a 16-cylinder main diesel engine with 600 hp for the traction generator and a 6-cylinder auxiliary diesel engine with the capacity of 220 hp for powering the auxiliary machines The diesel engines had a similar design to the three-car DP diesel trains Many parts were interchangeable And also on the six-car DP train, the motor bogie was triaxial First wheelset from the front end was supportive and the second and third were tractive and driven by electric traction motors A traction motor had the capacity of 180 kW which enabled the train to reach speeds of up to 104 km/h with the acceleration of 0,4 m/s2 All the wheels had the diameter of 1050 mm The drivers’ cabs were located in the head cars The set of gauges, located on the console was the same as in a three-car DP train, but their placement had undergone significant changes Locomotive crew consisted of a driver and two assistants, who were located in the rear car In the head cars of the train behind the driver’s cab were located the engine room, baggage compartment, 4 passenger compartments and a service compartment In three middle cars were 9 four-place and 1 two-place passenger compartments and a compartment for conductors In the fourth middle car were located a kitchen and a restaurant for 12 people, 5 four-place, 1 two-place compartments for passengers and a four-place service compartment In all the cars were toilets, boilers for heating and climate control systems with automatic operation For the night, the passengers were provided with beds with linen Total number or places for passengers in the train was 164, for crew 14 The salon walls were covered with polished walnut plywood The walls in the kitchen, engine room and in the driver’s cab were paneled with aluminium sheets The berths in the compartments were soft springed Trains differed with high comfort and gained popularity among the passengers On the 28th June, 1950, the 6-car diesel train DP-01 departed from the Moscow-Leningrad station for a test run The track from Moscow to Leningrad was covered in 7,5 hours with an average speed of 93 km/h After the tests all the 6-car DP diesel trains were assigned to Pererva depot and started to run between Moscow and Leningrad At first, the trains were painted in a standard livery for flagship trains for that time – a dark blue colour In 1956 the trains were repainted green in the same pattern In 1957 the trains were painted in the scheme of bottom red – creamy-yellow top as was a standard for flagship trains In 1958 the trains were transferred to Leningrad-Warsawsky depot and started to service the Leningrad-Tallinn line Later, some of the trains were given to Vilnius-diesel depot, where they started to work on a number of intercity lines, including Vilnius-Riga-Tallinn Most of the 6-car diesel trains stopped their service in 1961 In 1969 4 cars of DP-06 were transferred from Riga to Shchekino loading and transport management for organizing local traffic on the departmental branch The train worked under the Industrial transport office until the beginning of the 1980s, after that it was taken out of service and lifted from the bogies Until 2010 one of the head cars was used as an outhouse in Shchyokino station, after that it was scrapped for metal One middle car of the 6-car DP diesel train was used as stationmanager’s building and as a locomotive crew break room at Ruijena station, but the car was scrapped approximately in 2006 In the Budapest railway museum one Hargita-type diesel train, that was built in 1944 is preserved This specific train was a 3-car one and it serviced the head of Hungarian railways The grilles in front of the windows were not for protection from apes, as many people thought, but from birds Since the second half of the 1950’s on the Soviet Union railway steam locomotive traction became superseded by diesel and electric At the same time multiple unit trains began to receive increasing popularity in the field of passenger traffic Soviet Railways decided that in the areas of large cities on non-electrified railway lines the passenger traffic on short lines will be carried out with the help of diesel trains By that time, the production of similar electric multiple unit trains had already been launced at the Riga Wagon Factory, but there was no experience among the Soviet designers for creating multiple unit trains with diesel engines Therefore, the order for the design of suburban and local traffic diesel trains was transferred to the Hungarian factory Ganz-Mavag that had built the DP diesel trains for the Soviet Union before In the end of 1960, the first D diesel multiple unit train was created which was dark green at the bottom and light green at the top It was with the number 021, because according to the numbering, the first 10 were the DP Rosario trains, then different reparation trains from Germany and with the number 021 was the 3-car diesel train D Train consisted of two motor cars and one trailer car between them The first train, had a slightly different front view as it did not have a pilot In December 1960, before transferring the train to the Soviet Union, the train was tested on the 1435mm gauge track As a result, it was found that the train accelerated 9 km from 0 to 120 km/h and it took 6 minutes and 26 seconds In December 1960 the D 021 was given over to the Soviet Union in Zahony In February 1961, the train was sent under the orders of the Ministry of Railways to the Baltic railway, to Riga, depot Zasulauks where they had experience with Ganz-Mavag locomotives, class VME1 The train was also tested on the test track in Shcherbinka where the maximum speed of 128,7 km/h was reached During the testing, attention was paid to the acceleration, braking and to the overall dynamics of the train The acceleration of the train was 0,4 m/s2 After the tests, the train was sent back to Riga from where it was later transferred to Vilnius The motor cars had a Ganz-Jendrassik engine with 500 hp and a five-speed mechanical transmission Gear change was automatical During the design, working temperature range from +35 C to -40 C was considered Train length was 73,6 m, constructional speed 120 km/h During the building process, some changes were made to the train construction Diesel train D 021 differed from others externally – passenger compartment windows were with air vents, as well as in other details – placement of the gauges on the drivers console, coal-fired heating boiler and it did not have a button for shunting under the driver’s side window The trains 024, 025, 026, 027, 030, 032 were fitted with semi-soft seats in the passenger salons And starting from the train no. 080, upper white lights were installed to the front of the train, accordingly to the signalling instructions during that time In 1963 more capacious production to fulfil the orders from Ministry of Railways was started Besides the 45 three-car diesel trains, also 5 four-car trains were ordered About them a bit later Considering export and production for Hungary, Ganz-Mavag did not have enough factory capacity to fulfill the orders As a result it was decided that the trailer cars will be built in Pieck Machinebuilding factory, in Györ, and it lasted for almost 20 years From 1960 until 1964 Ganz-Mavag delivered 89 three-car diesel trains to the Soviet Railways The last train was with the number 109 One of the main drawbacks of the 3-car D trains was small capacity and low acceleration, not allowing the trains to operate on the suburban lines with sufficient speeds As of January 1, 1976 86 D diesel trains were operational on the Soviet Railways, the rest were damaged in accidents and crashes As the film is about the D1 diesel trains, we asked from a train driver in Chisinau depot, Vladimir Strelets, how the 3-car trains differed from the 4-car D1 trains The bodies did not differ, but the transmission was 5-speed mechanical, abruptly changed gears Here is the first gear hydraulic, smoothly changes Over time, the D diesel-trains were replaced on the main lines by the D1 trains This largely explains their rather fast „retirement“ According to some sources, the D trains worked until the year 1987, according to other sources, the last trains worked on October and Odessa railways even until the year 1991 The last working motor car was D 025-3, which was rebuilt into a railcar for inspectional runs on Odessa railway approximately in the beginning of 1980s In 1993 the car was no longer in use and was left standing in the Odessa-Freight depot The car was scrapped for metal in approximately 2003 in Hristinovka depot Today, in 2016, some of the cars of D trains are still remaining Motor car from 031 in Tbilisi and some trailer cars And now, after the 3- and 6-car DP trains and the 3-car D train we have reached the 4-car D1 train The Soviet Railways were fully satisfied with the operating results of the 3-car D diesel trains, but requested to increase the passenger capacity In 1961, the factory developed draft versions of 4-car diesel trains Factory assured that the diesel engine of the 3-car train will also manage with the fourth car but the Ministry of Railways demanded a more powerful engine The factory fulfilled the order and the 4-car train was fitted with a 730hp engine and a hydromechanical transmission As always, Ganz-Mavag offered different train designs but the familiar design of the D train was chosen Diesel train D1 consists of 2 head motor cars and two trailer cars in the middle Operating with 4 trailer cars or as a double unit train was foreseen The first 4-car diesel train D 201 was tested on 1435 mm gauge in July 1963 Technical parameters were examined for 3 weeks Maximum speed of 126,7 km/h was reached Despite the fact that the last 3-car D train was numbered 109, the first D1 got the number 201 It’s because it was a new train series and it was decided to start from the next hundred In addition, the first 4-car trains were built in parallel with the three-car trains and as it was not known how many 3-car trains will be built it was impossible to continue with the numbering In September 1964, the second train D-202 was tested in Shcherbinka According to the technician, who was overseeing the tests, the tests were carried out in a formation, where half of the train was the D-202 and the other half was from DR1 This combination, of course, was never used in service The width of the car body is 3076 mm Weight of the motor car is 68,5 tons, but the trailer cars 36,5 tons Total train weight was 210 tons and the axle load to the track 17 tons Maximum service speed of the train is 120 km/h The design of cars, bogies and arrangement of the four-car diesel trains was identical to the three-car D diesel trains All the passenger passages are equipped with automatic double doors with electro-pneumatic control from the driver’s cab Entering through the first passage, you can enter the passenger salon or the engine room, where the passengers of course, had no entry So, for now let’s proceed further into the salon The main passenger salon area is occupied by 2- and 3-seater sofas, located on the either side of the central aisle In the passenger salons there were a total of 410 wooden seats Factory offered soft seats to the Ministry of Railways, already during the production of three-car D trains but the offer was rejected because of possible vandalism and the wooden seats were installed instead At the end of the passenger compartment of the motor car is located a toilet and the second passage Originally, in the toilet was an enamelled vany steel toilet with water, a holder for the toilet paper, enamelled steel sink with tap for water and a cabinet for clean and a bin for used towels As you can see, there is nothing left of that The cars had SA-3 automatic couplers and between the cars were friction shock absorbers and a passage that enabled to go from one car to the other In the upper part of the friction absorber were three shafts for ventilation and heating Passenger salon ventilation was ensured by discharge ventilation equipment Through the two outermost air shafts the air was blown into the salon, and the middle one functioned as a shaft for air extraction Heating the air in wintertime was done by the diesel engine cooling water A fan was placed in the motor cars for blowing and venting the air into the passenger salons The air got to the trailer cars through the air shafts located in the roofs of cars, which were conneted with the shafts of the neighboring cars A liquid fuel powered automatic boiler was located in the motor car for heating the water in case of the engine not working In the trailer cars, most of the interior space has been reserved for the passenger salon, on either side of which are located passages The salons had two kinds of lamps The trains from the no. 226 until 541, the lighting of the salons was by fluorescent lamps, but on the rest of the trains the lightning was with incandescent lamps with oval shades Passenger salons in the diesel trains were equipped with loud speakers for the passengers’ information In the motor cars between the engine room and the first passage was a small compartment, that was first used for storing baggage It had 5 folding seats and without luggage it was used to accommodate passengers From the train number 306, the luggage compartment was eliminated and it was used to accommodate the air ventilation filters and radio equipment of the train Moving on towards the driver’s cabin, through the luggage compartment, we find ourselves in the engine room, where the HVC is also located On the side of which is located the main switch, different breakers and fuses, ammeters and voltmeters In the HVC are various contactors, relays and contacts, to which bridges are placed in case of failure of various systems The drivers who worked on the D1 trains, even today, after 20 years remember the contacts, where the bridges had to be placed Train driver Andrus Roosma, how long did You work on the D1 DMU trains? I worked on the D1 DMU trains since 1974 as a driver’s assistant 2 years and since 1979 as a driver for 8 years until 1987 After that the DMU train stock in Tallinn-Väike depot was replaced with DR1A trains and the Hungarian trains were left only in Tartu depot Later, when Tartu depot was closed, the Hungarian trains were given back to us for a brief period of time and I worked on them for a couple of months in 2001 So 15 years have passed since I last drove them But I can say that I learned the D1 trains with that time period so thoroughly that I can remember everything, I can start the engine without any problems, place bridges to the necessary contacts, for example contacts 119 and 130 for the selection circuit The location of the contacts I can remember to this day, I could enter the HVC even in the dark, just turn to the left and can place the bridge In the engine room is installed a V-shaped 12-cylinder, four-stroke, pre-chamber diesel engine Ganz-Jendrassik with idle revolutions of 530 rpm, which develops 730 hp at revolutions 1250 rpm Engine is started using a starter and is equipped with a turbocharger with intercooling of the charge air The D1 trains had the same engine type that the D trains The only difference was in a turbocharger on D1 trains First D train diesel engine was built in 1957 and was originally for Egyptian railway, but later it was used also on the D and D1 trains It was a standard engine for Ganz-Mavag and it was used only on railway rolling stock The cooling system is installed on the roof of a motor car above the diesel engine The transmission of the D1 diesel train is hydromechanical and it has three gears: the first is hydraulical, second and third are mechanical Also the D1 trains have automatic gear change Change from the first speed to the second occurred at the speed of 55,6 km/h and from second to third at speed 83,5 km/h As the second speed is mechanical, it was possible to start the engine from a pull start Due to the lack of spare parts in Moldova, before and now, the starter is only in one motor car and the second one is started with pulling at second speed There were situations, and not only in Moldova, where both engines stalled during the trip and with the help of passengers, engines were started with a push start During service, the lack of reliability and breakage of the third speed drives in the transmission was revealed In order to reduce damage to the equipment, the pipes of the third speed drives were closed, limiting the maximum speed to 85 km/h As it is currently in Moldova, but as the line speeds do not exceed 80 km/h, there is nothing to worry about On the D, D1 and all the Hungarian DP trains, the engine and the transmission are placed on the first, triaxial tractive bogie Factory Ganz placed the engine and the transmission on the bogie already in 1934 The idea was that along with the engine and the transmission all the auxiliary systems would also be placed on the bogie In such case, when there is damage to the car body, the body can be lifted from the bogies and replaced with a new or an overhauled old one and the train could carry on working But over time, the power and along with that the dimentions of the engine grew and the auxiliary systems no longer fit the bogie and were placed on an additional frame, under the car body Despite that, the factory left the engine with the transmission on the bogie, under a cover Placement of the engine under a cover is also good because the noise level in the engine room is similar to the noise level in the driver’s cab of a DR1A DMU train The auxiliary machinery of the motor cars charging generator, air compressor and the generator for the cooling fan with an electric drive were mounted as mentioned before, on an auxiliary frame suspended from the motor car frame on which is also the reductor of auxiliary machines driven directly by the diesel engine via the main shaft of the hydromechanical transmission The D and first 175 D1 trains had identical bogies The motor bogie of the D train was constructed specially for this series The principle was the same as on the DP series trains, but the bogie was new Motor bogies were produced with axial formula 1-0-1 The middle running axle was designed as a bent fixed axis with freely rotating running wheels mounted on bearings The peculiarity of the solution lies in the fact, that in order to pass on the curves as the axis and also the free running wheels were able to move laterally In 1969, from the train no. 376 the motor bogies had a new design Previously issued motor bogies had bent axles, bearings of which began to fail Due to that, the new plant designed a new bogie with the formula 0-2 In other words, the tractive and running axes switched places and as a result, the bogie was lengthened Supporting bogie of the motor car and bogies of the trailer cars are two-axle All the wheelsets have double-sided braking, with the exception of the supporting axis of a triaxial bogie of the motor car All the train wheels had a tread diameter of 950 mm without any wear But lets go to the cab In the driver’s cab there are the driver’s seat, mounted on the wall and a folding chair for the assistant Besides the driver’s seat originally there were two round hight-adjustable seats for the assistants On the right of the lowerable driver’s window on the wall between the driver’s cabin and the engine room is a button with which the driver can operate the train during shunting when he has to look backwards through the window and is not able to hold the throttle To the right of the driver is EPK-150, brake valve, whistle/horn valve and pressure gauges Above them is a block of fault indicator lights From the factory was foreseen a pedal for the horn in front of the driver, but for the whistle a handle on the right wall Later, the controlling of the horn was also tranferred to the handle Handle towards yourself whistle, away from yourself horn In front of the driver is the main control panel that consisted of two parts a horizontal part, consisting of buttons and switches for the control systems and various auxiliary circuits, and an inclined part containing the gauges and warning lights To the left of the console is the radio and the throttle There was also a microphone for passenger information The throttle has two handles main one with positions 0, A, B, 1, 2, 3, 4 and 5 and a reverser for selecting the direction of movement When set to “0” all the controlling apparatus are switched off and the handle can be removed Because it is made of non-ferrous metal, it has been stolen on many of the trains and replaced with a homemade one In the position “A” the diesel engine is started and reversing can be done In the position “B” crankshaft speed increases from 530 rpm to 830 rpm In the positions from 1 to 5 the traction mode is switched on and crank shaft speed is sequentially increased Unlike the rest of the rolling stock, the speedometer 3SL-2M was locked on the D and D1 trains on the left side of the driver in the assistant’s corner For the driver there was a separate electrical spedometer in the middle of the control panel I wonder, how does servicing the train look like from the driver’s cab? Beautiful! György Villanyi was a test driver of Ganz-Mavag factory and an engineer on the first D1 diesel trains in the Vilnius depot, and we asked him if there were any problems and errors with the trains Also there was a problem when two trains were coupled together, the doors worked diagonally Meaning that the first train opened the left the doors but the second train opened the right ones When coupled together, there was also a problem with the reversor one train pulled to one direction and the other train to the other Adjustments were done to the electrical circuit on location But what do the drivers say? Did the trains have any typical malfunctions Of course there were many malfunctions Mostly with the transmission and gears Because the disks broke constantly Diesel engines worked more or less reliably, everything was new Train driver Roosma, You were the senior driver on the train D1-616 Which were the typical malfunctions on Your train, if there were any? Yes, I was the senior driver on D1-616 And I remeber well when we got it from the factory, it was brand new And I can say that it had no big technical problems Of course, there were some small errors, but they were not actually problems, they were nuances Problems started when our train went for repairs to Vilnius or for an overhaul to Velikiye-Luki There the engines and the transmissions were changed Even though they were repaired, they were old and then the problems started But as long as the trains were new, on our trains, I can say that there were practically no problems Problems started after bigger repairs On the first year, in 1964, 15 trains were released from the factory From 1965 to 1968 40 trains were released every year Record-breaking was the year 1969 when 45 trains were released from the factory Later production decreased, remaining at an average of 20 trains per year It took on average 2-3 months to build one train During the production, were there any changes made? Small changes were made, altogether around 35 Alongside small electrical and technical changes, the placement of the front lights was changed twice and added an additional tail light, the location of the ventilation air intake was changed, salon lights were changed and so on For example until the train no. 335 sand bunkers were on the motor bogies, but from no. 336, they were moved to the car body Since 1986, the engine power increased to 800 hp due to the modification of the combustion chambers and pistons The smallest change was from the train no. 296 The first 4-car trains had the designation D on the front label, not D1 In 1967, from the train No. 296 they got the designation D1 But why did that happen? The label on the head car got the additional „1“ and instead of „D“ became „D1“ But in the wagons it stayed as before, just „D“ If the first D1 trains were externally the same as D, dark green at the bottom and light green on top, then in 1967, since the train no. 306 the livery was changed and the trains became red-creamy color They stayed like this for nearly 20 years of production The livery was changed purely because of aesthetic reasons the green color was military, but red-creamy was more pleasant to the eye It is worth noting, that from 1976 to 1979, the D1 diesel trains were built as six-car trains According to some sources it was from no. 581 to 650, according to other sources to no. 660 The maximum speed of six-car trains was 80 km/h Most of the additional cars were used in other, earlier trains as replacement of damaged cars Some of these additional cars never worked on the lines For example in Estonia, the trains no. 588, 589, and 616 arrived as six-car ones The extra cars of trains 588 and 589 never went into service, and they were vandalized in Tallinn-Väike station and later sent for scrap metal For the first 6 trains, the trailer cars were also built in Ganz-Mavag factory in Budapest, but from 1963 the middle cars started to be built in Györ from there they were sent to Ganz-Mavag were they were given the last coating of paint and then sent to Zahony where they were handed over to the Ministry of Railways About Zahony, a bit later The middle cars were built in Györ until 1980 and train No. 660 was the last with trailer cars from Györ But why was the production of middle cars stopped in Györ? And in 1982, the middle cars were still built in Ganz-Mavag in Budapest as the factory in Arad was still not ready for production of the cars In the summer of 1983, the production was launched, but there were still no cars as factory production lagged behind the desired plans In their own defense, they told that they were building the cars for the first time and that is why there was a delay By the end of July, 14 motor cars were in Zahony, but not a single trailer car In agreement with the Ministry of Railways, only the motor cars were handed over and trailer cars were promised a bit later Instead of the not ready trailer cars, the additional trailer cars from the 6-car trains were used In Estonia, for example, were the motor cars of train no. 692 but the trailer cars were from train no. 616, cars no. 6 and 8 While all that is left of the factory in Györ in the year 2016 is a bare field, the street name of „Wagon building“ and a monument near the supermarket, the factory in Arad operates successfully and produces freight wagons Handing over all the cars of D and D1 trains took place at the Ganz-Mavag territory in Zahony The consist was taken to Zahony on 1435 mm track and the supporting truck had narrower wheelsets but the motor bogies were temporary for transporting From the factory, the trains had SA-3 automatic couplers and for transporting on the 1435 mm track adapter-wagons were used This kind of a wagons had a SA-3 coupler at one end and on the other end there was a screw coupler After changing the bogies in Zahony, the train was tested on 1524 mm gauge track between Tuszer and Komoro stations But the line was with speed restrictions and it disturbed the regular traffic Later, a new marshalling yard was built at Eperješke and a line to Tornyospálca, that was built for reloading for the military needs It was built for the speed of 120 km/h and the tests started to be carried out there After the testing, the trains were handed over to the Ministry of Railways There were speculations that the Soviet Union did not pay for all the trains but offered cheap oil and fuel in exchange We asked about the correctness of this information from the factory veterans The first D1 trains were sent to Vilnius depot, which was at that time the base for the development of a new series of diesel trains and an advanced repair facility, the first on the railway network that mastered the maintenance of the components and assemblies of the D1 trains Diesel trains were sent from the factory to the Moscow railway, to the October railway, to the Gorky railway, to the South-Eastern railway, to the Baltic railway, to the Lvov railway, to the Odessa railway, to the Moldovan railway and to the Donetsk railway and they ensured local passenger services on different lines The trains were operated as in 4-car and as in 8-car formations 10-car trains, meaning 4+6 cars, operated only on the line Odessa-Chisinau In some regions of Ukraine the diesel trains had special boxes, in which bread was transported to the near-station shops And in the Volyn region a wagon shop cruised, converted from the trailer car no. 448-2 In total, about 110 D1 trains worked on the Baltic railway In Estonia, the diesel trains were assigned to Tallinn-Väike and Tartu depots, In Lithuania, they were in Vilnius and in Radviliškis There were no D1 trains in Latvia, DR1 trains were used there, made by Riga Wagon Factory In Estonia, the traffic on the previously narrow gauge lines, rebuilt to the broad gauge, were opened by D1 trains These were the lines Tallinn-Rapla, Tallinn-Pärnu, Tallinn-Türi and Tallinn-Viljandi To the Tallinn-Väike depot was assigned D1-268, which has an interesting history it was damaged during testing on the military railway in Záhony As the factory veteran-engineer György Villanyi explained There was a series of mistakes There was no authorization to run but also there was nobody to tell not to run Some freight wagons were left on the track that were used for tests Nothing was said to the driver about them So the driver drove the train as he was used to And all of a sudden there were freight wagons on the track and a collision happened Motor car D1-268-1 was badly damaged and it was sent back to the factory for repairs The factory restored the car, the cost of repairs was 15 000 rubles, that would be 100 000 dollars today The train itself cost 311 000 rubles back then that today would be 2,5 million dollars So the restoration cost nearly 5% of the price of the train The last assigned D1 train in Tallinn-Väike depot was in the Soviet times and it was a mixed train with one motor car from no. 256 and the other from no. 367 In total 33 different D1 trains worked in Estonia, and in Lithuania – 70 By the end of the Soviet era the trains worked in Estonia in Tartu depot, in Lithuania in Vilnius and Radviliškis depots, also in Russia, in Kaliningrad The Donetsk railway received about 90 D1 trains and they were assigned to Ilovaisk, Debaltsevo-Passenger, Popasnaya and Svatovo depot About 60 trains arrived to the Odessa railway, to Odessa, Hristinovka, Nikolayev and Taras Shevchenko depot Among those trains was also D1-435, that worked in Nikolayev Alumina Plant The Lvov railway got about 75 trains and they worked in Korolevo, Kolomyja, Ternopol and Zdolbunov depot Around 80 trains arrived to the Moscow railway and they worked in Vyazma, Smolensk, Uzlovaya, Kaluga, and in Lgov depot The October railway got around 60 D1 trains and they worked in Leningrad-Moscow-Sorting, Leningrad-Finland, Vyborg, Novgorod, Murmansk, and in Rzhev depot The Gorky railway received about 45 trains, and there the trains worked there in Kazan and Gorky-Moscow depot Trains D1 also worked on the South-Eastern railway in Yelec, Tambov and Otrozhka depot, about 35 trains in total We asked from a veteran-train driver Vladimir Strelets, when did the first Hungarian trains arrive to the Moldovan railway, to Chisinau depot? When the first trains came to Chisinau, I was still a little boy I remember, my father worked as a train driver and around 1963 he took me with him on the trips It was around 1963 The 3-car D trains also worked in Moldova But which trains serviced passengers before the D and D1 trains? Before serviced old passenger cars with diesel locomotives and steam locomotives It was… When the diesel trains came, it was like a new era in transportation New, comfortable, modern… In total, during the whole time in Moldova, 70 different D1 trains have worked in Chisinau depot There were very few depots that made major repairs for diesel trains in capacity of TR-2 and TR-3 and that had specialized workshops, altogether only 9, including: Vilnius-diesel, Uzlovaya, Chisinau and Hristinovka In Hristinovka depot, one CME3 locomotive was rebuilt for the power tests of the D1 train engines As mentioned, Chisinau depot was one of the major repair depots Veteran driver Vladimir Strelets and senior master Vladimir Chui reminisce the old times There was a very good repair base and good, competent repairmen in Chisinau depot And thanks to that, there were constant improvements and modifications made Also the trains from Ukraine came here for repairs Innovative methods were always used in the repair process In the old times… In the old times we made 4 repairs in a month These were the times Currently there is a deficit with the spare parts, with workforce Workers are leaving, there are no younger people coming But the biggest problem are the spare parts We used to carry out the repairs TO-2, TO-3, TR-1, in the old times a bigger capacity repair TR-2 was also done We even did TR-3 repairs in the 1990’s on our own after the Soviet Union But was it convenient for the maintenance crew to work on the D1 trains? Of course it was convenient, with all the mechanizations But now there is very little left of that During the service, at least 18 motor cars of the diesel trains were converted into railcars for inspection runs and for transporting track crew A veteran driver from Chisinau depot, Vladimir Strelets reminisces the conversion of the trains into railcars First one was made in the 1970’s, it was a 3-car train It was made for the Head of the Railway, the Odessa-Chisinau railway was back then Last ones were made, of decommissioned trains, 6 cars, for the depot, for the track workers and one, a beautiful one, for the Railway Board Vladimir Pavlovich can tell you when exactly, because he was involved with them When did the railcars start to be converted? – Which ones? The first one we made was 260, yes? No, the first one we made was 033, a 3-car train Oh, yes
    – It was the Odessa-Chisinau railway back then What year? Seventy… 1975 or something like that But later no. 260 and then the 600’s These we made for the track department And the last one we made in 2002 As of 1st of January 1992 there were 472 D1 diesel trains on the railways of the ex Soviet Union At this point many of the decommissioned cars had either burned or been damaged in collisions For example, motor car 580-3 in Estonia got damaged in a collision with a panel truck The crew was not injured but the motor car was decommissioned and was used as a warehouse until the year 2005 After the collapse of the Soviet Union the situation with the repairs of the diesel trains deteriorated, as the only company overhauling the diesel trains Velikiye Luki Locomotive Repair Plant, was in Russia, but most of the diesel trains D1 were abroad As the spare parts were expensive and getting them was not easy, different railways and depots were looking for a solution for the situation We asked from a driver from Chisinau depot about this This is an interesting question Of course when there were no spare parts, something started to be made… They were looking for options where to get everything from, where to buy and with what money Something was done with our own efforts, some things improved, the repair intervals were extended And to this day we are operational The upgrading and modernizing was also done in local depots as much as it was achievable We asked whether there were any improvements made in the Chisinau depot? For example, on these trains we made the synchronization of the gear change ourself It had never been done anywhere else before Later we did a lot with the gearboxes, increased the reversor performance We modified a lot In Russia, in mid-1990s, due to lack of funding and the termination of spare part supply from Hungary, the diesel rolling stock repair department proposed to replace the power unit of the D1 diesel trains for a domestic one Design and manufacturing of the hydraulic transmission was entrusted to Kaluga machine building plant, but the diesel engine – to the “Zvezda” factory In 1995 at Velikiye Luki Locomotive Repair Plant, The first diesel train, D1-728 was modernized The modernization proceeded with considerable difficulties The hydrodynamic transmission of the Kaluga factory was not unified sufficiently with the motor bogie of diesel train and therefore did not quite fit to its geometry and there were also other problems In the future, by the decision of the Moscow railway, several more D1 trains were modernized in Velikiye-Luki plant After modernization, the diesel trains got the designation D1M Modernized trains got contradicting evaluations Along with the higher capacity of the diesel engine, there was a poor quality of components and assembly, greater complexity of servicing the diesel engine M773A in comparison with the original one, low reliability of the hydraulic transmission, problems with air intake for the engine and etc Following the Moscow Railway, several trains of the October and South-Eastern Railways were modernized, 16 trains in total As of 2012 out of the 16 trains only two were preserved and the rest were decommissioned With the collapse of the Soviet Union, the Baltic railway also collapsed After the Soviet Union, 12 D1 trains were left in Estonia, in 1995 in Lithuania there were 47 D1 diesel trains left, in Kaliningrad there were about 25 trains left All the 12 Estonian D1 trains were assigned to Tartu depot By the year 2001, 4 trains were left 588, 654, 692 and 801 After terminating the passenger traffic in Tartu region in March 2001, the trains were sent to Tallinn-Väike depot where, thanks to the efforts of the drivers, trains 588 and 692 serviced the lines several times in the summer of 2001 By the year 2002 all four trains were withdrawn from service and in 2004 they were sold to Ukraine, to Zhmerynka wagon repair factory There are no D1 trains left in Estonia D1-264 which was in working order was offered to the Haapsalu railway museum, but they refused due to their own stupidity An old train driver from Tallinn-Väike depot, Andrus Roosma, reminisces the D1 trains If to reminisce unpleasant or pleasant situations, then from the unpleasant ones I recall when I received a D1 train from repairs in Vilnius After the test run, everything, the engine was working normally and we started our trip to Tallinn Everything was accepted, all was working well, even excellent Drove through Latvia to Estonia In Estonia is a town called Tartu There we were coupled together with a scheduled train So we would not be let through in reserve And we continued our trip to Tallinn On the way, at first the rear gearbox of our train got jammed and we had to switch it off and place it into neutral And some stations further, at Raasiku station, a piston from the other engine broke loose, and all the cooling water and oil was discharged and that motor car was also out of service Our train was taken to Tallinn by the scheduled train and pushed us to the Tallinn-Väike depot The Chief of the Depot of course yelled at me a lot, why did I bring some scrap metal from Vilnius and not a repaired diesel train And this was a very unpleasant moment that I still remeber I was yelled at a lot, but nothing can be done, those were the times As said, in Lithuania 47 D1 trains were left after the Soviet Union In the middle of the 1990’s all the old gearboxes were changed to new ones, produced by Ganz-David-Brown The new gearboxes fit precisely onto the mounts of the old gearboxes In the beginning of the 2000’s, the salons of the trains were modernized new plastic seats were fitted but old wooden chairs were also sheathed with soft upholstery 11 withdrawn trains, including old Estonian ones, were stored since 2002 or 2003 in several different reserve bases Most of them were scrapped for metal in 2008 Until the end of 2008, a trailer car 385-4 was used in Radviliškis station for transporting station workers In Lithuania all the D1 trains were withdrawn from service in April-May of 2011 The last working train was a mix of no. 693 and 767 Already in 1985 one motor car was placed as a monument at the entrance to the railway pioneer camp in Ignalina It was D1-210-3 It stood there until the mid-2000’s, when it was scrapped for metal In Lithuania, D1-593 has been preserved and it is standing as a 3-car set in Vilnius railway museum On the Kaliningrad railway, the D1 trains ended their service in 2010 On the Moscow railway – in 2014, On the Gorky railway around 1999 and on the October railway around 2003 Around the year 2010 the D1 trains were no longer used for transporting the workers of track maintenance station on the October Railway On the South-Eastern Railway the D1’s haven’t been used since 2008 In Russia, the D1 trains have been preserved in the railway museums of Yekaterinburg, Kaliningrad, St.Petersburg and Moscow Like in Lithuania, also in Ukraine all the old gearboxes were changed As of March 2016, the D1 trains are operated in Ukraine in limited quantity in Korolevo, Kolomya, Zdolbunov, Hristinovka, Svatovo, Rodakovo and Ilovaysk depot Trains from Kolomya depot service also the line to Rahiv, in the beautiful Carpathian mountains In total, about 35 trains are in service In 2012, by the order of the Moldovan railway, in Locomotive Repair Factory REMAR in Pascani, Romania a diesel train D1-737 was modernized Modernization consisted of updating the body, placement of a new cab, the installation of a new Volvo-Penta diesel engine, a comfortable salon and other In the beginning, the transmission was left the same, but it could not handle the load from the new diesel engine Then additionally a new hydraulic transmission was installed Bogies were left the same For passengers there were three different classes of comfort In the passages there is equipment for the disabled Modified diesel train was designated as D1M-001 numbering is in a sequence It was planned to modernize 14 diesel trains in total, but actually only 5 were modernized Since the summer of 2014, only two of them are in service 004 that was originally 681 and 005 that was originally 695 Also these modernized trains got contradicting evaluations If during the best times, 46 D1 diesel trains worked in the Chisinau depot, then in the summer of 2016, less than 10 have remained Plus the railcars in Ocnita, Balti, Basarabeasca, Bender and in Chisinau And 5 D1M trains of which only 2 are operational The technical condition of Moldovan D1 very bad and it is a miracle that they are still working But maybe Vladimir Strelets, a Moldovan driver has some good memories of the D1 trains? Yes! Only the good memories remain from the servicing There is a saying – which russian does not like to travel fast? Back then we flew on the diesel trains If we travelled to Odessa at 95 km/h, we got behind the timetable We had to drive 100, 100, 100 km/h 200 km in 3 hours…. It was a decent speed, good distances For example 300 km to Ocnita, 300 back… To Basarabeasca 200 km It was interesting, the traffic, a lot of people was back then There is a photo of D1-700 from the year 1995 in Chisinau depot in a green-yellow livery We asked from the senior master of the depot, why was the train in such livery and not red-yellow? Yes, we also had the no. 200’s, they were green But then we had a moment when we did not have any red paint, we also painted the no. 600’s with green later we repainted them to their authentic yellow-red livery But did the drivers like and do they like at the moment to work on the D1 trains? Yes, back in the day when I worked on them I very much liked them And I would work on them even today, but to compare the old trains to the new ones I work currently, the Stadler trains, I would not go back to the old ones Just once a while, once in a year or once in a month, I would do a trip on them gladly But to replace new trains to the old ones, it is not the case, lets say it like that Of course I like In recent times, of course, it has gone more difficult The trains are old. Like an old man, also an old train And so, the trains D1 were produced from 1964 until 1988 In 1988 the factory released the last, 605th D1 train with the number 805 and it was given over in Zahony to the Ministry of Railways in April of the same year But the D1 train was not the only train that the Ministry of Railways wanted to order from Ganz-Mavag Already in 1966, the delegation of Ganz-Mavag visited Riga Wagon Factory in the Soviet Union The Ministry of Railways requested Ganz-Mavag to develop a light, six-car diesel train According to the chief engineer, the development of two trains was started, one in cooperation with Riga Wagon Factory The Ministry of Railways wanted, that the prototype would be ready in three years, in 1969 By the end of 1967 the draft project of a train with hydromechanical transmission was ready But in 1968 the plans of the Ministry of Railways changed and the project was abandoned But later the topic of six-car diesel trains was brought up again but in a slightly different form In 1972, Ganz-Mavag drafted a six-car diesel train with electric transmission, prototype of which was planned to be ready in the 1976 Parallel to this, in 1977, the joint project of Soviet Union, Czechoslovakia and Hungary was completed the railcar AČ0 The engine of the railcar was manufactured in Balakovo Machine Building Factory Later, it was planned to use M756B engines like on the DR1A DMU trains Bogies were made in Riga Wagon Factory and were similar to the bogies of the DR1A DMU trains Auxiliary equipment, salon, etc. was manufactured by Ganz-Mavag The body was built by Škoda factory Three of such railcars were built But lets return to the Ganz-Mavag six-car trains Engines for them were supposed to be made by Škoda factory After two prototypes, it was planned to build 20 trains per year In 1978, the negotiations for the price of the train started between the Soviet Union and Hungary After 2 years, in 1980, Hungary asked for one train nearly 1.4 million rubles, what today would be 2.7 million dollars The last offer of the Soviet Union was 840 000 rubles that today would be 1.65 million dollars In other words – the proposal of the Soviet Union was merely 60% of the train price Negotiations were complicated by the fact that the ealier built motor car AČ0 did not always meet the expectations As a result, at these prices, the negotiations reached an impasse, and this ended the history of the six-car trains of Ganz-Mavag But in the next five-year plan, in the mid-80s, the six-car diesel train was again in the plans In September 1986, the topic was discussed by the Deputy Minister of Ralways of the Soviet Union in Budapest, then in the beginning of October, the technical conditions in Moscow and in November they were signed But since the official decision of the government never came, also this time the six-car trains did not go into production and the Ministry of Railways ordered AČ2 trains from Czechoslovakia As said before, D1-805 was in 1988 the last train that Ganz-Mavag made to the former Soviet Union Altogether 605 trains were made, meaning 1210 motor cars and 1330 trailer cars Making it the diesel train built in the largest number in the whole world In the Soviet Union, the D1 trains worked on 9 different railways Today, in 2016 they work only on 4 On the Lviv, Donetsk, Odessa and Moldovan railway, about 45 trains in total Here, behind me, in Budapest, in front of the Ganz-Mavag factory in 1967 a photo was made of diesel train D1-300 leaving the factory to the railway at Peoples Park where only the first trains were tested Today, in 2016 there are no longer any railways in the park Only in some places, in the grass, some rails are visible, reminiscent of the former glory After many restructurings and changes in ownership, production of rolling stock was ceased in the year 2000 The last clients were Hungary, the UK and Malaysia Today, only 3 workshops are in use, in which are made bogies for Egypt, spare parts and some engines The remaining quarter of factory is occupied by a Chinese market and only rails in some places and a Ganz-Mavag logo on a mast, reminds the past times But maybe an old Ganz-Mavag engineer and a veteran driver from Chisinau depot have something to add about the D1 trains? What to add about the D1 diesel trains? They are… I started my work career on them and with them I also end it as I already retired They were a bit modernized and I went to work on those On new and old ones, how it comes across If I had any bad memories, I… I would have not stayed here

    Seattle and Vancouver Compared
    Articles, Blog

    Seattle and Vancouver Compared

    November 19, 2019


    Seattle and Vancouver Two cities which, at first glance, seem very similar to each other. Although Seattle is an American city and Vancouver is a Canadian city, both are part of the same region, known as the Pacific Northwest, or sometimes known as Cascadia. They are 143 miles, or 230 km, apart. Both are major seaport cities near the Pacific Ocean, but also are near mountains. The Cascades, to be specific. Even more specifically, Vancouver is near the North Shore Mountains which provide a dramatic backdrop for the city. Seattle has Puget Sound to its west and Lake Washington to its east. Vancouver has the Strait of Georgia to its west. Holy crap. I forgot how scenic both were. They’re beautiful places. Both have a temperate oceanic climate known for their generally cool temperatures and rainy weather. While both have four seasons, it never gets too cold in the winter and never too hot in the summer. Both can get snow in the winter and get A LOT of precipitation from November through January. Yep, those three months are cold, dark, and rainy. I wouldn’t recommend visiting both cities during that time. Still, Vancouver has some of the mildest winters in all of Canada. Both are in the infamous Ring of Fire, an area where lots of earthquakes and volcanic eruptions tend to occur. Both have about the same population in the actual city limits. (V- 675,218, S- 724,745). However, Seattle’s metro population has about 1.5 million more people. (V- 2.5 million, S- 4 million) But you could say Vancouver is a bigger deal in its home country, as it has the 3rd largest metro in all of Canada, while Seattle has the 15th largest metro. Seattle has been the fastest growing American big city of the past decade. While both are ethnically diverse, Vancouver is more so. 40% of Vancouver’s population is made up of immigrants. Around 28% of Vancouver residents are Chinese. It’s been called the “most Asian city outside of Asia.” Both have low pollution and are environmentally friendly. Both have pledged to go carbon neutral by 2050, meaning 100% of the energy used in the two cities by then will be from renewable resources. I mean, overall both have a high quality of life, and thus…both cities are really expensive. Seattle has its famous Space Needle, an observation tower and a distinct landmark of the city’s skyline. Vancouver has its Lookout Tower, part of the Harbour Centre and also a distinct landmark of Vancouver’s skyline. So how are the cities different? Well first, let’s ask J.J. McCullough, who is actually from Vancouver. JJ? JJ: Thanks Mr. Beat So most people here in Vancouver are pretty used to Seattle. It’s very close by and easy to drive to. Culturally, it feels very familiar. It is very common in the Pacific Northwest for people to sort of self-identify with the entire Cascadia region. From Vancouver all the way to Portland maybe even San Francisco. I think what most people would say is the difference between Seattle and Vancouver is that Seattle just has a lot more big, important, famous things. In the way that most American cities have more big, important, famous things than Canadian ones. So, for example, me and my Vancouver friends will often go down to Seattle for the Emerald City Comicon. which is sort of the big American extravaganza you would just never see in Vancouver. Seattle is just the place to visit if you’re into watch a MLB or NFL game since we don’t have teams in any of those leagues up here. Vancouverites also love to go shopping in Seattle Because Seattle is full of a lot of big, chain stores we don’t have in Vancouver. Everywhere from Target to Trader Joe’s to Pac Sun, which is where I bought this shirt. As well as fast food chains, like Jack in the Box or Chick-fil-A Or my personal favorite…Jimmy John’s. Geographically, however, I would say however that Seattle feels like a city that is more based around the water. while Vancouver is a city more based around the mountains. I would say Seattle really embraces its identity as a port city. And a hub for fishing and shipping. I always think of Seattle as a city where everyone has a waterfront view from their apartment which might not be exactly true. But when you look at a map, you can very much see it is a city marbled by water. Whereas when you look at a map of Vancouver, you can see that we are a much more solid blob of land. But Vancouver is also much close to the mountains. Which I think derives much more of our city’s identity from things like its proximity to ski resorts. But overall, the cities feel like they have a lot more similarities than differences. Which is so often the case when you compare adjacent communities in Canada and the U.S. Back to you, Mr. Beat Mr. Beat: Thanks, J.J. Yeah he just made a video about Vancouver as well. And just released it over on his channel. Check it out after you’re done watching this one. Before we get to the differences between the two cities on my end this video is sponsored by Blinkist. Blinkist is an app that I recently discovered that is a great timesaver. Most people are busy. Very busy. And they don’t have time to read books. Let’s be honest here, I don’t. And this is kind of embarrassing, but I teach my students every year about Thomas Paine’s Common Sense, but I’ve never actually read the whole thing. But at least I’ve checked out Common Sense on Blinkist. You can read the big ideas about it in 7 minutes. Or even listen to it on there. It’s amazing. Another great book I’ve checked out is called the Evolution of Money. It’s like you’re reading books in 15 minutes or less. It’s amazing. So the first 100 people to go to the link on the screen right now get unlimited access for one week to try it out. You’ll also get 25% off if you want a full membership. The seven-day trial period is completely free and you can cancel any time during that period. Thanks again to Blinkist for sponsoring this video, and now here’s the rest. First of all, the cost of living is higher in Seattle. This may surprise some folks, as Vancouver is infamous for its really expensive housing. I mean, of all major cities in North America, only San Francisco has more expensive housing. But not including housing, Seattle is more expensive, but a lot of that has to do with the U.S. dollar being stronger than the Canadian dollar right now. Related to this, Vancouver has a much higher population density. It has the highest in Canada, as a matter of fact. The average salary is higher in Seattle. Seattle residents are more religious than Vancouver residents, although both cities aren’t particularly that religious. The biggest religion in Seattle is Christianity, while almost half of Vancouver residents don’t have a religion at all. Vancouver has less crime. Vancouver residents have access to universal health care since they are in, you know, Canada and Seattle residents do not since they are in, you know, the United States. Not only do Vancouver residents pay a lot less for health care, but they pay a lot less for college. Seattle has been around longer. Members of a group of American pioneers known as the Denny Party founded it 35 years before Vancouver officially became a city. However, before it was Vancouver it was a small sawmilling settlement named Granville. Seattle’s original name was New York, believe it or not, but the residents renamed it to honor a Duwamish Indian chief. Before Europeans arrived, what would later become both cities was settled by the Coast Salish peoples. Two European explorers, a Spanish dude named José María Narváez and a British dude named George Vancouver were the first Europeans to check out the area in the 1790s. And yep, the city of Vancouver and Vancouver Island were later named after George. Flash forward to the mid-1800s, and both British and American settlers moved to the area. The Oregon Treaty of 1846 split the area so that Britain controlled what would become Vancouver and the United States controlled what would become Seattle. The economy of the two cities in the early days revolved around the lumber industry. Both suffered horrible fires in their early years. When Vancouver was just 2 months old, it almost completely burned down. Only three buildings survived in what became known as the Great Fire of Vancouver. Three years later, most of downtown Seattle burned down. That was known as The Great Seattle Fire. Don’t you love how great these unoriginal names are? GREAT job, historians with the naming of things. Anyway, both cities recovered and became prosperous port cities, although Seattle was certainly more boom then bust then boom then bust. There was the lumber industry boom, the Klondike gold rush boom, the shipbuilding boom, the Boeing boom, and most recently the internet and telecom boom. Even during the busts, Seattle stayed relevant as a transportation hub. Vancouver even more so. During Prohibition in the 1920s, lots of illegal alcohol was transported from Vancouver to Seattle. Also that decade, Bertha Knight Landes became the mayor of Seattle. She was the first female mayor for a major city in American history. Vancouver has never had a female mayor, by the way. Both cities were hit hard by the Great Depression, and both played important roles in World War II. Since the 1950s, both cities have been among the fastest growing in their respective countries. Today, Seattle is home to some of the most well-known Fortune 500 companies in the world- Amazon, Microsoft, Costco, and Starbucks to name a few. Vancouver is often nicknamed “Hollywood North” due to all of the films and TV shows that are shot there. A big reason why is since all these American production companies get huge tax breaks for filming up there. Other major industries in Seattle include education and health services, manufacturing, and professional services. Other major industries in Vancouver include retail, health care, and also professional services. According to Forbes Magazine, Seattle is the best city in the United States…for business. The unemployment rate is slightly lower in Seattle. (S-3.6%, V-4.4%) But the poverty rate is lower in Vancouver (V-9%, S-11%) and the minimum wage is also higher in Vancouver. (V-$13.85, S- $12) From what I could find, Seattle residents pay less in taxes. Vancouver has hosted the Olympics. Seattle has not. Seattle has worse traffic. Vancouver has better public transportation. The average commute time in Seattle is slightly higher. (S-31 min., V- 29.7 minutes) More Seattle residents have at least a bachelor’s degree or higher. (S-46.4%, V-37.5%) Back in the 1980s, Seattle was known for grunge, a genre of music that’s kind of a mix between punk and metal, and the subculture that came with it. After the underground success of Seattle’s music scene and the record label Sub Pop, grunge went mainstream in the 1990s with bands like Nirvana, Pearl Jam, Soundgarden, and Alice in Chains, and suddenly Seattle was one of the hippest places on the planet. Major attractions in Vancouver include Stanley Park, Kitsilano Beach, Gastown, Granville Island, and nearby Grouse Mountain. Major attractions in Seattle include Pike Place Market, the Museum of Pop Culture, Chihuly Garden and Glass, and Olympic Sculpture Park. Seattle also has a wall that folks have been sticking their chewing gum on for 25 years. In 2015, the Pike Place Market Preservation & Development Authority cleaned all the gum off since the sugar in it was literally eroding the walls. After they completely cleaned the walls, folks immediately starting sticking their chewing gum on the wall again. In fact, now it’s a gum alley. Vancouver is one of the only major cities on the entire continent where there are no freeways downtown. Sure, you can legally drink alcohol at 19 years old in Vancouver, but you can’t buy alcohol at supermarkets or convenience stores like you can in Seattle. There are more dogs living in Seattle than children. In many ways, Seattle has more in common with Vancouver than it does with the rest of the state of Washington, and Vancouver has more in common with Seattle than it does with the rest of the province of British Columbia. British Columbia residents tend to have mixed feelings about Vancouver, and Washington state residents tend to have mixed feelings about Seattle. I mean yeah they tend to realize the cities are important and they need them, but also kind of think they are overrated and hate how they think they’re better than them. I’ve been to both cities. Sure, they feel very similar, but hang out in each city long enough, it feels like you’re in a whole other country. Because you are. Don’t forget to check out J.J.’s video, a video where he dives even deeper into his home city. J.J. is amazing…has a wonderful channel. Just subscribe if you haven’t already. I think he may just be relieved that the Canadian elections are over, by the way. And if you liked this video, I have more Compared videos. I’ve linked one of them below. Cool beans!

    How to MAKE Caterpillar (Tank) Tracks by VOG (VegOilGuy)
    Articles, Blog

    How to MAKE Caterpillar (Tank) Tracks by VOG (VegOilGuy)

    November 19, 2019


    Caterpillar tracks… let’s make some.
    Hi YouTube, my name’s Geoff and I’m the VegOilGuy.
    Caterpillar tracks – continuous tracks – dozer tracks – tank tracks – whatever you call
    them, I’ve always had a fascination with them; that incredible ability to go places other
    vehicles can’t. When I decided to have a go at making a fairly
    large model I looked around for design ideas but was disappointed at the complexity of
    some of those I found, way beyond the limitations of my basic tools. If I was going to build
    one in my garden shed, I had to come up with an easier method.
    One design I did like was by Matthias Wandel. I loved Matthias’ simple approach and even
    toyed with the idea of using wood myself, but I wanted something a little more robust
    so metal was my preference. Even so, the idea of making all those complex joints from metal
    terrified me. Steel would be incredibly resilient but hard
    to work, expensive and heavy, so I opted for aluminium. Whilst this might seem a soft metal,
    it’s surprisingly hard-wearing. Plus the old engineering trick of using hard and soft
    metals in unison comes to mind. The moment I started thinking about aluminium
    it occurred to me that there were all manner of profiles (shapes). Looking online at one
    particular website, I noted the dimensions of various profiles and had one of those Eureka
    moments. I headed off to the local DIY store and purchased some smaller sections to produce
    this prototype. If you look closely you can see there’s a
    series of rectangular pieces connected together with nuts and bolts. Crucially there’s two
    sizes of U channel involved, one of which fits neatly inside the other. This meant it
    was possible to make a flexible metal chain using off-the-shelf supplies and ordinary
    tools. Not with this stuff… but with something like…
    This… This is what you’re looking for. If you build out of another material or use
    other dimensions, this is what you need to source. Good thick material with one sliding
    neatly inside the other. With these profiles I was able to make this mock-up which became
    my continuous track. It’s still the same simple engineering.
    It’s just two size U sections, the bigger ones being connected by the smaller one. Nothing
    complex… Just simple cuts. And to make it look more like track, I added some L channel
    stock to the sides. But before we can build any track, we need
    a sprocket. If you look at this image of a bulldozer track,
    you can see there’s a sprocket. You’ll be surprised how common the sprocket and chain
    combination is. How about an ordinary bicycle? The sprocket is the bit you pedal and the
    chain drives the back wheel. The teeth of the sprocket connect with the chain to create
    the drive – as you can easily see here. I’m not going to cover the making of a sprocket
    in this video because I’ve already covered that before. But don’t worry – if you
    want to build this exact same sprocket and track, you can download a free set of plans
    from my website here. This will enable you to:
    • Make a wooden sprocket (template) • Produce several foam sprockets using the
    template • Use Lost Foam Casting to cast your own
    sprockets from scrap metal. I took ordinary soda cans and melted them
    down in my home made foundry to make four of these.
    I decided on the dimensions of my sprocket using Matthias excellent gear software. If
    you want to build a sprocket or track system with different dimensions, you’ll probably
    need to buy a copy. It’s cheap enough and well worth the money if you’ve any interest
    at all in making metal or wooden gears or sprockets.
    An important aspect of sprockets is that they need rollers to exist in the chain. The dimensions
    of the rollers in part determine the size of the sprocket. Other factors are the number
    of teeth, the diameter of the sprocket and the gap between the teeth. Matthias’ program
    really makes figuring all this out nice and simple.
    Sprocket chains generally incorporate free-turning rollers. I opted to use ordinary washers as
    they make great, cheap but effective rollers. I had two things in mind, the gap (which I
    wanted to be 25mm / 1 inch for simplicity) and the diameter that I wanted to be roughly
    between 150 & 200mm (6 and 8 inches). The roller size was the diameter of the washers
    which was 12mm (half and inch). The size of the gap is something you decide
    for yourself. I’ve shown this measurement as X here but as I said for me this was 25mm
    (1 inch). The gap between the teeth of the sprocket has to be reproduced exactly on each
    link of the chain. Ready for some boring maths? Well if you want
    to do your own thing you’ll need to determine the size of the links and for this you’ll
    need: X – the gap between the teeth of the sprocket,
    which is your personal preference Y – the diameter of the holes to be drilled.
    Bolts act as pivot points in the links so holes are required
    Z – the amount of material to the edge. The larger the better as strength is needed to
    prevent the material ripping. But we’re limited by the overall size of the links in the chain
    So this little formula will give you your link length: Link Length=X + Y + 2Z
    Now this is garden-shed engineering so getting every single cut to be identical is difficult
    so using a jig is critical. I opted to use a standard electric mitre saw for the cutting
    work, fitted with an appropriate blade. I added a wooden fence to this and a bolt ‘stop’
    to gauge length. I also attached a few homemade clamps to secure the channel whilst cutting.
    The stopping, clamping, cutting, repeating process bored me senseless – but it’s necessary
    to keep all the pieces the same size – so don’t skimp or rush. There’s a few jigs needed
    to complete this project and the ones I’m showing here are really the minimum level
    you should use. Take your time in constructing jigs. Make them accurate and secure. The more
    precise your jigs, the better your results will be.
    Once cut, it’s a good idea to run a file along all the cut edges to remove any burs.
    It’s necessary to drill two holes in every single piece and the location of the holes
    is critical to ensure the chain and sprocket effect works properly. So again jigs are required.
    You’ll need to calculate exactly where the holes need to be drilled and more boring maths
    is needed for this. In this diagram you can see on the left the
    small and large U channel links. On the right you can see how the smaller piece fits inside
    the larger and the positions of the holes. In my design the smaller piece rests on the
    larger piece so we need to know the thickness of material, shown in the diagram as W. We
    already know Y (the size of the hole we’re drilling) and Z which is the distance to the
    edge, so distance A that represents the distance from either edge to the drilling point is
    Z + Y/2. Calculating B is much easier… it’s pretty
    much up to you. As long as you take into account W (the thickness of the material) and leave
    plenty of space around the hole Y then you’re okay. I knew I wanted to add 12mm (half inch)
    washers to my bolts to act as rollers (more about that later) and so I decided that B
    would be 15mm (5/8 inch). I think without a drill press this would be
    very difficult so if you haven’t got one, you might want to hire or borrow one for this
    project. This jig appears pretty rustic thanks to the
    very-scrap piece of MDF which acts as a back rest. The small metal tab which acts as a
    ‘stop.’ As crude as this is it’s still quite tricky to set up and don’t be surprised if
    you waste a few. Once drilled, the piece can be rotated and
    so the drilling point appears on the other side – allowing for two holes to be drilled.
    As long as the lengths of pieces are consistent, this will work fine.
    This jig is too crude if I’m honest. You’ll be drilling a lot of holes and mistakes can
    slip in so the more supportive you can make your jig the better.
    Here’s the same jig again being used for the smaller U channel. To compensate for the
    depth of the material a scrap piece of the L channel is secured against the back rest.
    Other than that, it’s just more of the same – drilling, flipping, drilling again.
    When it comes to drilling the L channel, the same jig works fine for the left hand hole.
    However, if we flip the piece over it cannot lie flat. This means we can’t drill the right
    hand side without structural changes. I kept the existing back rest but positioned
    a ‘stop’ on the left hand side. Furthermore I added a supporting piece to the front. This
    meant that each piece was supported on 3 sides making it fairly stable, though ideally the
    work should be securely clamped. The better the jig, the better your results will be.
    With all the pieces cut, I chose to use a strong epoxy adhesive to bond the large U
    and L’s. Gluing helps in handling for the further machine work that’s coming up, but
    this is still an optional stage. Bolts are used to ensure alignment and the pieces rest
    on a flat block whilst drying to make certain the bottom of each track section is nice and
    flat. Hopefully if you’ve been careful with cutting
    and drilling everything should align perfectly. If, however, some minor imperfection have
    crept in, now is a good time to remove these. I found an ordinary belt sander made easy
    work of this. Make sure the belt is spinning away from you. If you lose your grip and something
    comes flying off, it’s best this goes in the opposite direction.
    To enable the links to wrap around the sprockets, it’s necessary to trim off the corners. Again
    the mitre saw is the ideal tool for the job. I found that an angle of 25 degrees worked
    nicely. This allowed for the level of movement I required whilst not taking away too much
    material. Of course trimming a small piece of metal
    from a piece of already quite small metal is more than a little dangerous when using
    a mitre saw, so jigs are once again essential. When it came to the smaller U bottom edge,
    I inserted a bolt into the fence to secure the work firmly. Two bolts would have been
    better. I decided to assist the glue with some permanent
    fixings. I managed to find some small bolts which were actually advertised as Mecanno
    compatible, so that should give you a clue how small they were. I bored four 3.5mm holes
    into each main section and tapped each hole with a M4 thread. This enabled the bolt to
    screw into the work itself. The addition of a little Thread Lock helped secure things
    nicely. I then decided to round over the corners on
    the belt sander. It’s not strictly necessary but I liked the look.
    Assembly is easy though it can be a little fiddly. It’s simply a matter of beginning
    with one fitting, say the larger link and inserting into it the smaller fitting. A bolt
    and washers secure the intersection and a nylon (locking) nut. Then another piece is
    added (the larger), then the next (smaller) and so on, forming an interlocked chain.
    Inserting the washers that form the rollers can be very fiddly. My fat fingers struggled
    this this. But here’s a handy tip that will save your sanity. Count out the number of
    washers you need and place them on a spare bolt. These should fit comfortably between
    the gap of the smaller U channel. Using tape, enclose all the washers and leave a scraggy
    end to make removal easier. This roll of washers is much easier to insert.
    Slide the bolt through, add a washer and a nut, then repeat the process.
    The washers have a major advantage over rollers. Because they have a little play in them, they
    allow for the slight inaccuracies of garden-shed engineering.
    The nut should not be fully tightened A small gap is required to allow the bolt to rotate
    freely whilst still hold everything securely. This is critical to ensure smooth and free
    movement of each link. If you begin with a large section, you should
    end with a small section, so these two can be connected to form the loop of the track.
    Counting only the larger sections (for convenience), each track in my case was made up of 40 connected
    links. And that pretty much covers the making of
    a very simple continuous track. I made a frame from 1 inch (25mm) square box
    steel, added a couple of wheelchair motors and two car batteries to power them.
    One thing I realised as I put mine together was that the track really did need supporting
    in the centre. As I was keen to test, I quickly produced a couple of wheels from MDF, not
    the best choice of material but it was an ideal thickness that matched the sprocket.
    I will be casting a couple of wheels, maybe four… I haven’t made my mind up. These
    don’t need to be sprockets. Round will suffice. Will these tracks last forever? Of course
    not. If I wanted heavy duty usage, I’d have gone with steel. But with that said I’ve
    probably got 20 hours of play on this already and other than dirt and light scratching on
    the underside of the tracks, there’s no sign of wear.
    I hope you enjoyed this one guys and if you did please give Like it. Remember plans are
    available for free from my website if you want to but one exactly the same. If not,
    reading through the web page will help you calculate your own measurements.
    If you haven’t subscribed yet guys, please do. Look out for my other videos and above
    all, thanks for watching.

    An American Toy Legacy: Lionel Model Trains | North Carolina Weekend | UNC-TV
    Articles, Blog

    An American Toy Legacy: Lionel Model Trains | North Carolina Weekend | UNC-TV

    November 19, 2019


    [rapid, twanging music] – When you approach the store,
    there’s large glass windows, it’s a very bright interior,
    and a stone archway, a tunnel, that we built to emulate
    the train experience, so you kind of come
    through the tunnel, and you’re really transported
    into the world of Lionel. We picked this location because
    Concord Mills is the single largest tourist destination
    in all of North Carolina. We have operating layouts
    throughout the store. At any given time,
    we could be running north of 15 or 20
    different trains. Our goal is really
    to have engagement. Our product is best
    seen being used, and best sold being used. We have a slogan that
    no Christmas tree is complete without a
    Lionel train under it. – [Narrator] And for more than
    a century, Lionel’s trains have made their way to
    many a Christmas tree. But just as real life trains
    have seen their usefulness challenged over the
    years, Lionel’s toy trains nearly fell from grace
    a generation or two ago. – I think ’90s was where
    you started to see a shift from smaller sort of
    town-based stores, hobby shops, to larger big box
    retailers, and Lionel wasn’t really part of
    most big box retailers. – [Narrator] Then, in
    2012, Lionel moved from its 112 year old home in
    New York to Concord, where it had dramatically
    widened its fan base with the recent acquisition
    of NASCAR collectibles. – Lionel, in addition
    to making model trains for almost 120
    years, in 2010 became the official die cast of NASCAR. And for folks who don’t
    know what die cast is, it’s very important to
    the sport of NASCAR. It’s like a jersey
    is to an NFL fan. So a NASCAR die cast car
    is as close as fans can get to owning the race car
    of their favorite driver. – [Narrator] The Lionel
    train store is less than three miles from
    Lowe’s Motor Speedway, where two of NASCAR’s biggest
    races happen every season. And there’s always something
    motor sports-related going on regardless
    of the time of year. So this makes Lionel’s
    new concept store a worthwhile stop on
    any race fan’s day trip. – So NASCAR fans can expect
    to see everything that we make on the die cast side,
    every brand that we make, whether that’s our high-end
    elite model that has close to 200 parts and
    pieces, our action racing collector’s model that is
    sold at every race track that they go to at the merchandise
    callers, we have that here. – [Narrator] And if you’re
    lucky, you might also bump into one of the many drivers
    or race car team members who work, live, or visit
    in the Concord area. – We have had a couple
    drivers come in here. Joey Logano has come in
    here, we’ve heard from our store staff, who brought his
    son in just to look at trains, and we have had a
    couple drivers’ parents come in and wanted to know where their
    kid’s cars were, so that’s always fun. You just never know who’s
    gonna come in because you’re in the, you know, the heart
    of racing country, right? – Both the race car fans
    and the Lionel fans, they really wanna see this
    company and this store succeed, so they’ll visit all the time. When there’s race
    events in town, we have people come
    in from all over. We have a couple of train events
    that happen throughout the course of the year, those
    people come in here and visit. It’s a destination. – [Narrator] Trains and
    cars with new technologies, and some with vintage appeal. The Lionel concept store
    at Concord has just as much to satisfy the big kids as
    it does the little ones. – [Deborah] The
    Lionel Train Store is at 8111 Concord Mills
    Boulevard in Concord, and it’s open Monday through
    Saturday from 10 AM to nine PM, and Sundays from noon to seven. For more information, give
    them a call at 704-886-2735, or go online to
    lionelconcord.com.

    Nottingham station to London St Pancras railway station | train in the UK
    Articles, Blog

    Nottingham station to London St Pancras railway station | train in the UK

    November 19, 2019


    Thank you Thank you very much. Have a good day! [Driver] Have a safe journey Thank you! [Gordon] Thank you
    [Vendor] There you go Thank you [Announcement] Platform level [Announcement] Doors open Good morning, it’s time to go back to London There might be lots of trains. It’s really busy! It’s the busiest we’ve seen so far Look at what a beautiful day It could have been like this yesterday We’re traveling with East Midlands again They manage the Nottingham Station So if your traveling to or from Nottingham, chances are it’ll be with them This train is very similar to the last one Except for one thing: there is free Wi-Fi When you log in, it says it’s for first-class only But we’re in coach, train C, and it still works Halfway there [Renata and Gordon] Hello! First-class lounge East Midlands Trains An hour and forty minutes between Nottingham and London, easy ride You arrive here at St. Pancras station This is also the station where the international trains depart to France and Belgium, for example at St. Pancras International, with Eurostar This was our most expensive train trip here in England We paid 26 pounds for both of us
    (update: actually it was for each!) We could be paying half of that if we had left at 10:30 in the morning But we chose to leave at 8:30 so that we’d still arrive here early and we’d have the entire day to enjoy From St. Pancras Railway you can easily get the underground at Kings Cross St. Pancras It’s all interconnected You just follow the signs indicating “Underground” [Announcement] Mind the gap between the train and the platform [Annoucement] This is Kings Cross St Pancras [Receptionist] How are you guys? Welcome to the hotel Thank you [Receptionist] Did you do mobile check-in? [Renata] No, we didn’t [Receptionist] You did not Okay. Let’s do this very quickly and we’ll get you to the room. Would you like some help with your luggage? [Renata] No, we’re fine, thank you [Receptionist] Are you sure?
    [Renata] Yeah Now that our train rides are over and we’re staying here in London in the next few days, let me share our experience with trains here in England In a nutshell, service is great.
    All the trains we caught, all companies They were clean, on time, except for one with Cross Country between Birmingham and Manchester The train was cancelled Service canceled! But we ended up getting in another one, basically at the same time, which was even better than the one we had booked [Train Manager] Continue all the way to Manchester There are bad things that come from good, right? And that’s the thing, there are so many options here that it makes it very convenient I’m creating a playlist here with all our train rides if you want to know more details about each Come on, baby! You can do it! But what was very interesting is that they were all different. Some had free Wi-Fi, some had paid Wi-Fi Some didn’t have Wi-Fi at all Some had assigned seats We obviously didn’t pay attention Electrical plugs, food and beverage for sale.
    Others had none of that But it probably doesn’t mean that the company doesn’t offer It’s probably related to the line or to that service specific For example, we were with East Midlands in two trains: Between Nottingham and London And between Manchester and Nottingham. In the part between Nottingham and London, we had a free Wi-Fi But between Manchester and Nottingham, there was no internet at all But the most important thing: there are lots of ways you can save money travelling by train The National Rail Service has something called “travelcards” and there are various forms of discounts depending on your age, the number of people traveling with you, if you’re a student My husband and I, for example, we got a travel card called “Two Together travelcard”. We bought the digital version one week before coming here It costs 30 pounds and it’s good for one year With this card, we saved more than 30% in every train ride that we took here We’re probably saving around 100 pounds, if not more On some trains, we paid 5-6 pounds for both of us together We’re talking about a long distance train costing the same as the underground in London for two people Which is crazy! Also when you use the train sometimes there are promotions associated with train rides that you can take advantage of, even a foreigner We’re both are foreigners Keep these tickets now because we need them for the next attraction that we’re going For example, during our time here there was something called “two-for-one”. Meaning, if you travel by train, you can arrive in a new city and buy a ticket to an attraction, get a second ticket for free Now, for most of the fun we had, we ended up paying half the price in this entire trip There are rules for this, you need to present a voucher But in a nutshell, this is it Of course, something like this only happens during low season And for us it was great For most foreigners, England is a very expensive country But when you take advantage of all these deals plus all the free cultural attractions here, your money goes much further Now I understand why people insisted so much that we need to “tap out” after using the underground At first, it seems obvious, of course you need to tap out so the turnstiles can open and you go. But sometimes, let’s say, at rush hour, they just want to move people faster, they just tell people to go or someone will go and open for you And then you wouldn’t tap out Meaning, touch the turnstile with your card or your phone to register your exit That’s the mistake, because if you don’t do that, it ends up costing you way more than you would have to pay This is only when you’re using the Oyster card or a contactless form of payment like a credit card or Apple Pay, Google Pay. Not when you buy a single ticket We’ve been using Apple Pay for this entire trip and it’s absolutely fantastic You don’t even go to the cashier, you just arrive at the turnstiles with your own phone and it opens right there, it’s amazing! But, of course, to do this, make sure your credit card doesn’t charge international fees So, if you have questions about transport by train in England, or if you have more tips to share, let me know! And in the next few vlogs, you are going to see some of the best things to do here in London Thank you for watching!