Her en Der op Tenerife

Hier kan iedereen alles plaatsen over zaken die actueel en interessant zijn, maar niets met scheepvaart te maken hebben.
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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 26 apr 2018 23:56

Langs het wandelpad in Bewdleuy

Ik dacht even dat onze trein er aan kwam, maar dat kan niet, komt van de verkeerde kant :roll:

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en dze komt van de goede kant, maar op het verkeerde spoor. Het blijkt een speciaale trein te zijn voor een of andere organisatie in Bewdley, nog even vberder blauwbekken :(

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

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Harry G. Hogeboom
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Re: Her en Der op Tenerife

Bericht door Harry G. Hogeboom » 27 apr 2018 02:51

ach ja tijden veranderen, hem zie je ook niet meer
Niet tijdig gestopt met roken en altijd in de rook van die treinen helpt ook niet :roll: misschien wel overleden aan longkanker ......nou niet dat ik vervelend wil zijn :roll:
MVG HGH.
"Don't sweat the small stuff"

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 27 apr 2018 23:56

Langs het wandelpad in Bridgnorth

Harry G. Hogeboom schreef:
altijd in de rook van die treinen helpt ook niet
Deze Jan Maat voer al toen de armen en beenen wagens op schepen nog met zwartgoud gevoert werden 8)

Het weer is er ondertussen niet beter op geworden, ook in Bridgnorth is het donker en nattig, maar wel druk met treinen

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Charles1 kan het dan wel een prachtig uitzicht gevonden hebben, maar dan kwam hij zeker op een zomersedag :roll:

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

v+d
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Re: Her en Der op Tenerife

Bericht door v+d » 28 apr 2018 09:39

En, :wink: heb je als Gerard de eerste de kasteelwandeling gemaakt?

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 28 apr 2018 23:08

Langs het wandelpad in Bridgnorth

v+d schreef:
heb je als Gerard de eerste de kasteelwandeling gemaakt
Met dit weer? er was niet eens een welkoms commitee en ik kon eigenlijk best een hartversterking gebruiken, maar de kroeg was nog dicht

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zelfs geen vlaggetjes als onvangst, het ziet er miezerig uit

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 29 apr 2018 23:28

Langs het wandelpad in Bridgnorth

Jullie zullen wel denken wat zit die zeikert al door maar over het weer te zeuren, maar elke keer dat ik naar de fotos kijk krijg ik het weer koud en dat terwijl het hier zo rond de 22C is :(

Bridgnorth bestaat uit een beneden en boven stad, die verbonden zijn door klimspoorweg, mooi spaart een heel stuk klimmen als je te voet ben :roll:

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er zijn twee wagonnen, voor 10 personen elk, als de een boven is is de ander beneden

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

v+d
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Re: Her en Der op Tenerife

Bericht door v+d » 30 apr 2018 09:47

De koets is nog verend opgehangen ook, je kunt tussen de rails ook te voet naar boven en beneden. Het is wel een oud spulletje de surveyor zal wel rekening gehouden hebben met de leeftijd van het ding, mooi dat zoiets nog kan in deze tijd. Het lijkt er op dat er twee rijtuigen gelijktijdig in dienst zijn, waarbij de ene daalt terwijl de ander stijgt. Het enige gewichtsverschil dat dan gecompenseerd moet worden is het verschil in aantallen passagiers in beide rijtuigen, het kan dus met een vrij simpel kabelsysteem. Heb je daar toevallig foto's van Gerard?

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leo-shof
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Re: Her en Der op Tenerife

Bericht door leo-shof » 30 apr 2018 11:38

Die "trap" is een vluchtweg, voor als het spul blijft steken onderweg
Lijkt me voor oudere mensen geen pretje omdat mee mogen maken !
Zo te zien is het steil zat, ik schat zo´n 45graden, die hoek
Je mag je voetjes een aardig eindje optillen, op die smalle tredes, omhoog dan
Naar beneden is het denk nog minder
Achter iedere deur schuilt wel een verhaal !

LEO

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 30 apr 2018 16:07

The Bridgnorth Cliff / Casle Hill railway is origineel van 1892.


Welcome to Bridgnorth Cliff Railway

England’s Oldest and Steepest Inland Electric Funicular Railway!

For over a century Bridgnorth Cliff Railway has been transporting the people of Bridgnorth up and down the 111 ft sandstone cliffs that separate High Town from Low Town, and the River Severn. It is first and foremost a working railway; its importance to both the townspeople of Bridgnorth and to visitors to the town is undiminished by age.

The railway operates two cars on parallel tracks. Connected by steel ropes, the carriages serve to counterbalance each other - as one rises to the top station, the other runs to the bottom station. The cars are now powered by an electric winding engine, but were originally driven by a system of water balance, each carriage carrying water ballast in a tank beneath the passenger compartment.

Technical
Cars

The original cars were of wooden construction, on a steel chassis. The cars were replaced with “up-to-date” cars of aluminum monocoque construction in 1955. Simple sliding doors at each end of the cars run on their original ball bearing rollers. Each car weighs approximately 5.5 tonnes when fully laden with 18 passengers.
The track

The track is 201 feet long, with a rise of 111 feet and consists of a double run of track - one for each car. Concrete steps run between the 2 tracks. The tracks are standard bull head rails, of about 1972 vintage. The gauge is 3 ft 6 ins. The original sleepers were timber and were the full width of both tracks. Over the years they have rotted away and were replaced with a multitude of secondary fixings - this allowed the rails moving slightly out of line, and resulted in a less than smooth ride. In order to rectify this problem new steel sleepers surrounded with concrete have been inserted under the existing rails, using standard spring clips as used on main line railways. The Railway remained open during this work, and it took some 18 months to complete.

Track rollers supporting the ropes appear to be the original design. The roller is solid steel, supported each end by a ball bearing plummer-block. Replacements are being used when necessary, utilising sealed roller bearings.
Winding gear

The present winding gear is of the type used in collieries. It is situated below the Top Station and was installed in 1955. The ropes wind on to 2 winding drums - one winding on as the other winds off. There is a system of 3 reduction gears reducing the the speed of the motor from 650 rpm down to 30 rpm on the drum. The final gear and winding drums are some 4 ft in diameter.
Compressed air system

A fail-safe compressed air system operates one of the 3 braking systems. Two large steel weights act to keep brake shoes applied to the two 4 ft diameter brake drums. Compressed air at a pressure of between 50 and 100 p.s.i. operates 2 vertical pneumatic rams, which act against the weights to remove the brake. As the driver releases the brake, the cylinders lift the weights from the brake drums, allowing the cars to be moved. In the event of a compressed air failure, the brakes would simply be reapplied by the weights.
Electrical systems

Electrical System 110 Volts

The low voltage system is used in the Railway's safety systems. These include the four station/carriage doors, the passenger indicators, the 2 overspeed switches and controllers, the "dead man's pedal" and the drum winding plate switches.

Electrical System 240 Volts

The standard voltage system is used for lighting and power. There is a mains operated radio telephone linking the 2 stations, in addition to a battery backed system for use in a power failure.

Electrical System 415 Volts

The high voltage operates the 32 hp 3-phase AC motor through the Drum Controller. This is similar to the system used on trams.
Driving controls

The driver's 2 indicator panels consist of 2 air pressure gauges, a speed indicator, a voltage meter, an ammeter, a trip indicator and various speed and door control lights. The controls pictured here consist of the motor control handle, which controls the speed and direction of the motor, and the compressed air brake (the brass handle on the right of the picture). In addition, the driver must stand on a floor mounted "dead man's pedal" in order to start driving.
Ropes

There are 3 steel safety ropes - a separate one from each car to the winding drum, and a safety rope running from one car to the other via the winding wheel. These are 26mm multi-strand ropes tested to an actual breaking strain of 58 tonnes. They are examined in great detail for defects every 6 months, and are replaced every 5 to 7 years


Ik heb problemen met fotos plaatsen, zal later nog eens proberen

veel plezier er mee, groeten van Tenerife, Gerard
een pessimist is een optimist met veel ervaring.

v+d
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Re: Her en Der op Tenerife

Bericht door v+d » 30 apr 2018 16:59

Mooi en bedankt voor al je moeite.

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 30 apr 2018 18:47

Bridgnorth Castle Hill Railway

deze horen er bij :wink:

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How it all started

Most passenger cliff railways were built at seaside resorts and the first appeared at Scarborough in 1875. The zenith of cliff railway construction was in the 1890s and 1900s. The pre-eminent of the cliff railway engineers during this period was George Croydon Marks.

In 1890 a public meeting was called to discuss a new means of communication between the High Town and Low Town of Bridgnorth, avoiding the need to scale the 200 or so steps. The meeting was reported in the local press, and the matter came to the attention of Mr. George Croydon Marks. Marks and Mr. George Newnes, M.P. subsequently laid a proposal before the town council for the erection of a Patent Cliff Railway, or inclined lift.

Plans were finally accepted for a route from the bottom of the Stoneway Steps to the end of the Castle Walk and consequently a company entitled The Bridgnorth Castle Hill Railway Company Ltd was registered in 1891.

The actual start of the construction work began on 2nd November 1891. Initial work was much hindered by the discovery of caves set into the cliff-face - one cave was so large it was necessary to support the roof to avoid slippage and subsidence. Another problem facing the construction work were the many houses built into the cliff face around the site - in some cases, the effect of excavating the cutting was to remove supporting walls from the poorly constructed dwellings. At either end of the track station buildings were constructed.

The original patented design of the railway was for a single track with two cars, with a crossing point mid-way between top and bottom, but this was abandoned in favour of a double track. When finished, the track measured 201 ft long, with a vertical rise of 111ft. This gave the railway an incline of 1:81, or 33.52°, the steepest in inland Britain.

The rails were secured to sleepers which were themselves bolted into solid rock. At the upper end of the track, the hauling pulley was built on solid concrete foundations, the supporting buttresses of which carried a considerable distance down the track. Flat bottomed rails were used and the entire line was ballasted with concrete to avoid any slippage. Horizontal rollers were set into the track at regular intervals to support the steel ropes.

Each car was mounted on a triangular frame of steel girders which housed a 2,000 gallon water tank. The method of power was simple - the tank on the car at the top was filled with water from a 30,000 gallon tank mounted on the roof of the top station. When the tank was full, the total weight of the car was more than 9 tons, easily enough to counterbalance the bottom car with its 18 passengers.

As the top car was being filled, the tank on the bottom car was being emptied, and the water pumped directly up to the top station tank by means of a pair of pumps driven by independent Forward Gas Engines.

The cars were linked by a pair of steel ropes, the breaking strain of which was calculated to be 15 times the normal working load of the cars. In addition, the cars were fitted with rapid gripper brakes which automatically engaged should the rate of descent become too great. A second manually operated brake was the responsibility of the brakeman who rode on the bottom platform of each car.

The railway opened on 7th July 1892. The ceremony was performed by the Mayor, John Anderson, a boot and shoe dealer born in Paisley, and in celebration the local townspeople enjoyed a public holiday. Between July and September 1892 over 50,000 passengers used the railway. The railway ran continuously for the next 41 years, until April 1933. In May, 1934 it was re-opened by Frank Myatt, a brewer and hotelier who had been Mayor of Wolverhampton. His family continued to own the cliff railway for another sixty-two years.

The drivers were eventually dispensed with, in favour of a hand operated brake operated from the top station. The brake on the cars were made to operate only in the event of a rope failure. In 1943, the gas engines were reaching the end of their working life, and this prompted a major rebuild of the railway.

The hydraulic system of counterbalanced cars was replaced with an electrically operated mining type motor of 32 hp. The haulage system consists of 2 main ropes - one winds onto the one drum as the other winds off. In addition, a safety rope connects the 2 cars via the original head wheel. The original emergency brake was retained, hence in the event of a rope break the car would grip the rails until they came to a halt. The speed of the cars was regulated by air brakes acting on the haulage drums, and proximity devices which would act to slow the cars as they approached either end of the track. In addition, further safety improvements included interlocked loading doors at top and bottom, and a dead man's pedal speed controller. The conversions were carried out by Messrs. Francis & J.S. Lane, with electrical gear supplied by Metropolitan-Vickers Electrical Co. Ltd. The effect of the conversion was to double the speed of the railway, up to a maximum speed of 250 feet per minute. The railway reopened in December 1944, and showed an immediate increase in traffic. In 1955, the passenger cars were replaced with a more modern type, with improved lighting.

In 1996 the entire share capital of the company was acquired by Jean and Allan Reynolds, who spent the next fifteen years investing vast sums of money in restoring and improving the cliff railway.

By a strange twist of fate, the cliff railway has come full circle and is now owned by cousins of George Croydon Marks. George had been born into engineering at the Woolwich Arsenal, where his father had worked. His parents had moved there from Somerset in their early twenties to escape rural poverty. His father had been the son of a poor farm labourer in the Blackdown Hills adjacent to Exmoor. They had family bonds with the north Devon Jones family. Bridgnorth Cliff Railway was purchased by the Tipping family in 2011. Two years later it was discovered that one of their maternal great-grandfathers, who came from Parracombe, north Devon, had been third cousin to George Croydon Marks. Marks was also a distant cousin of the branch of the Jones family which had founded another cliff railway at Lynton four miles from Parracombe. George Croydon Marks, who was knighted in 1911 and ennobled as Baron Marks of Woolwich in 1929, was Bridgnorth Cliff Railway’s first managing director from 1891 until 1901. His brother, Edward, another engineer, became its second managing director from 1901 until 1924.

The cliff railway remains a constant in the town of Bridgnorth. Its current owners and staff are very aware of that and its proud heritage.


mvg Gerard.
een pessimist is een optimist met veel ervaring.

v+d
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Re: Her en Der op Tenerife

Bericht door v+d » 30 apr 2018 19:29

Gérard, geloven ze in Engeland dat er koffiebonen in Frankrijk groeien? :wink:
Mooi verhaal dat hele spul, in Nazare Portugal hebben ze ook zoiets maar iets moderner.
Daar passeren de treinen elkaar wel in het midden om daarna op het enkelspoor hun weg te vervolgen.
Foto's staan ergens op pikheet in de Algarve 2015 als ik mij niet vergis.

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 01 mei 2018 20:47

Langs het wandelpad in Bridgnorth

v+d schreef:
Gérard, geloven ze in Engeland dat er koffiebonen in Frankrijk groeien?
Jan volgens hun komt koffie van Tesco net zoals de melk :roll: :lol:

Nu we de werking van de kabeltrein weten, ik vind dat met die water kracht het mooiste, ook maar even de ingang beneden waar je de centjes of te wel penny's kan afdragen, je betaald voor een retour.

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en boven kom je hier uit, rechtsaf de stad in en links het wandelpad waar Charles het al over had :wink:

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

jan stolp
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Re: Her en Der op Tenerife

Bericht door jan stolp » 01 mei 2018 21:56

Een paar jaar geleden hebben we in deze "lift "gezeten tussen Lynton en Lynmouth in Noord Devon .
Deze werkt geheel op waterkacht,je ziet dat water ook in en uit de ballastbak gaan.
https://www.cliffrailwaylynton.co.uk/ab ... -it-works/
Groeten
Jan
Bijlagen
Lift tussen Lynton en Lynmouth.jpg
Lift tussen Lynton en Lynmouth.jpg (141.97 KiB) 832 keer bekeken

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 02 mei 2018 23:57

Langs het wandelpad in Bridgnorth

Jan Stolp schreef:
"lift " tussen Lynton en Lynmouth in Noord Devon
Prachtig Jan en tenminste waterkracht, bedankt. Gerard.

Nu we boven zijn gaan we eerst maar links af voor een beetje uitzicht, we zijn toch al nat :roll: :lol:

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en wat verder stroom opwaarts

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

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gerard tenerife
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Re: Her en Der op Tenerife

Bericht door gerard tenerife » 03 mei 2018 22:54

Langs het wandelpad in Bridgnorth

Toch mooi die bouwvak huizen,

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het is inderdaad een vredig gezicht van boven af :wink:

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Groeten van Tenerife, Gerard.
een pessimist is een optimist met veel ervaring.

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