370 Slices
Medium 9781742207407

Yekaterinburg to Krasnoyarsk

Lonely Planet Lonely Planet ePub

This leg of the journey isn’t the most visually exciting, with little more to see than endless miles of semitaiga and farmland. Perhaps the best way to make the journey, then, is on a series of night trains – you won’t miss much in the way of scenery and you’ll save on hotels. If you do take day trains, there is admittedly a certain pleasure to be gained from the unchanging countryside and the opportunity it provides to reflect on Russia, life or whatever takes your fancy. After the historically important city of Yekaterinburg, your journey takes you into Siberia and eventually on to its buzzing capital, Novosibirsk. But the main attractions on this leg both require detours off the Trans-Siberian route. From oil-rich Tyumen, consider a trip to picturesque Tobolsk. Further on, branch lines will take you to the friendly student town of Tomsk.

AMay & Jun Grand WWII Victory Day celebrations take place in Novosibirsk.

AJul–Sep Travel across Siberia in glorious sunshine (just bring mosquito repellant).

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Medium 9780253220738

7 In Recent Times

Edited by Don L Hofsommer and H Roger Indiana University Press ePub

No industry remains static, else it atrophies and perishes. Railroads in Iowa underscore the intrinsic truth of that statement. Since the 1960s the railroad scene has undergone monumental changes. It has been a fluid period, ironically somewhat reminiscent of the building and consolidation process of the nineteenth century. A combination of happenings, including massive line abandonments, corporate mergers, regulatory reforms, start-up shortlines and regionals, and technological betterments has reshaped railroading throughout the state.

Any observant person who today roams the Iowa landscape will notice the remains of former rail lines. Although some of these abandoned rights-of-way may have been obliterated by farmers seeking to increase their production acreages and urban dwellers wishing to build structures or expand their yards, hundreds of miles remain somewhat intact, albeit nearly always chocked with weeds, brush, and trees. But a few pieces of these one-time routes of the iron horse have become public hiking and biking paths, products of an active statewide rails-to-trails movement. Testifying to the popularity of these recreational resources, the Heritage Trail follows sections of the Chicago Great Western (CGW) in eastern Iowa, and the Wabash Nature Trail follows portions of the Wabash in southwestern Iowa.

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Medium 9781855206786

Chapter 10: Fuel System

Andrew Everett Brooklands Books ePub

The E30 range uses a variety of different fuel systems with three fuel injection systems, and a couple of carburettors too. Some of these are now getting rare and Bosch Motronic as used on all 1988 onwards cars is the most common.

All M10-engined 316 cars used a carburettor. The early cars in 1982 and early 1983 used the Pierburg 2B which was sort of okay but later cars used the dreaded Pierburg 2BE, the ultimate nightmare carburettor. BMW were forced by emissions regulations to use this carburettor when what they should have done is equip it with an injection system. A horribly complex device, it used various sensors, vacuum control units and was electronically controlled with a Bosch ECU. It really was a terrible thing and when it starts to malfunction, the only sensible course of action is to take it off, throw it away and fit a Weber replacement. Many of the repair parts are no longer available for the Pierburg and there is very little service information around. You would not be the first owner to spend £100 on parts, along with many hours of tearing your hair out, only to give up. If you can find one, you can go the second-hand route and try a different carburettor but there are not many good ones about. Even the 316s ending up in breaker's yards now seem to have had Weber carburettors fitted and, of course, these offer a good saving over new ones. As for buying new carburettor bits to try and make yours work, do not bother. The parts are very expensive and you have absolutely no guarantee that the damned thing will work. ECUs do not often fail but it is not unknown. Before assuming the carburettor is at fault, check all the ignition system, make sure the fuel pump is delivering enough fuel and check all the vacuum pipes and electrical connections you never know, you might be lucky. A carburettor and inlet manifold assembly from an old 2002 or E21 316 can be fitted but again, the age of these parts is against you. If ever there was a reasoned argument to buy a 318i, this is it!

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Medium 9780253337979

8. The End of the Line: 1930–1938

Jr.Herbert H. Harwood Indiana University Press ePub

The stock market had taken a dive, to be sure, but most people believed it was only a temporary hiccup — perhaps a little worse than in 1921, but nothing for serious concern. Even so, interurban lines like the Lake Shore had much to worry about. On January 18, 1930, Fred Coen wrote his mysterious master, “A. Hayes,” and began:

The time is not far distant when the question of the future policy to be followed in regard to the Lake Shore Electric must be determined. In other words, whether this railway can be rejuvenated and rebuilt so that it would be the same as an electrified steam railroad and made a profitable institution or whether it is to be abandoned, or partially abandoned, and recover therefrom as much as possible in the way of salvage or sale as a going concern.

He went on to propose a consulting study to determine the LSE’s fate. Coen then hinted at his own feelings by recommending the consultants who had helped Samuel Insull successfully rebuild and modernize his Chicago, North Shore & Milwaukee and Chicago, South Shore & South Bend — implying that perhaps the LSE might be made into “an electrified steam railroad.” Whether or not there was any such hope, the letter clearly recognized that continuing to operate the system as it then existed was undoubtedly doomed.

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Medium 9780253007902

1   The Curtain Rises

Lawrence A. Brough Indiana University Press ePub

The year was 1901. William McKinley, the favorite son of Niles, Ohio, began his second term in office as president of the United States. National unemployment was at 4 percent, and Marconi demonstrated his wireless by sending messages through the air from England to Newfoundland. The electric railway era was well along and, like the steam railroads before, electric lines were springing up all over the country in an attempt to connect nearly every town and hamlet. Did this look like an opportunity to invest in America’s future? It did to a group of Niles businessmen, and on May 3, 1901, they incorporated the Niles Car & Manufacturing Company, which, according to its Articles of Incorporation, intended to “manufacture and deal in all kinds of street and railway cars, motors, steam engines, water tanks, and acid tanks and for manufacturing and dealing in railway supplies and appliances of all kinds.” The company was capitalized at $200,000.

The inclusion of the manufacture of water and acid tanks was no doubt influenced by the fact that Niles was located in what was then the heart of industrial America and was home to steel mills, rolling mills, and plants that produced glass, pottery, and firebrick—businesses that would require such equipment—and these tanks were made out of wood, as would be the trolley car bodies. Among the investors were F. J. Roller, superintendent of schools; B. F. Pew, a prominent Niles grocer; G. B. Robbins, director of the Dollar Savings Bank (whose brother, Frank Robbins, became President of Niles); and W. C. Allison, president of the Allison and Company planing mill, whose property would soon become the site of the Niles car factory.

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