GER (and much more) collection of Railway and other Photographs. http://g.e.r.fotopic.net/ 12 rows en-gb 60 Aircraft 1935 - 1950 http://g.e.r.fotopic.net/c1650038.html Aircraft 1935 - 1950 I found the following photographs in an album belonging to my late father. These are all copies of the prints as I have not yet been able to locate any negatives for them. They were taken from about 1935 onwards and I have recorded all known details in the file names unless they are included in the photographs. Tuesday 1 January 1935: Aircraft 1935 - 1950 I found the following photographs in an album belonging to my late father. These are all copies of the prints as I have not yet been able to locate any negatives for them. They were taken from about 1935 onwards and I have recorded all known details in the file names unless they are included in the photographs.

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]]> Tue Jan 1 1935 Glider flight over Mount Cook, New Zealand http://g.e.r.fotopic.net/c1499678.html Being a glider pilot I had planned to try and find somewhere to fly while on holiday in New Zealand. Most clubs only operated at week-ends and this did not fit in with our itinerary very well so while driving from Queenstown to Christchurch we called in to Omarama to see what their options were. They had a competition on so no club flying but the Duo Discus would be available later in the week so we made a provisional booking for the 13th November, as we had to be back in Oamaru on the 14th. We traveled back to Omarama on the 12th, having made a booking at the local hotel for 2 nights, and went back to the club in the afternoon to confirm the arrangements for the following day. When we arrived there we were told that the forecast for the following day was not good but the competition gliders were hill soaring to good heights and the Duo Discus was available. A quick change of plan was made and a short while later Chris Rudge and I were towed to the nursery slope at 2,000’. After a couple of beats we had determined that there was some very good lift over a bowl at the northern end and after a few S-turns we were high enough to move downwind to the main hill where we quickly climbed to around 6,000’. Chris said that we would need at least 7,000’ to get to the Barrier Mountains where there should be some wave but the hill didn’t look like it would get us that high so we pushed into wind towards some likely looking clouds which turned out to be rotors. We weren’t climbing too well in them but we were able to maintain around 6,000’ until we caught a good one just downwind of the Barrier Range and this got us into the right spot at a little over 7,000’. We found the wave but it was not very strong so we widened our search area before returning to the spot we had first found. The climb got better as we climbed and we could now see a good lenticular to the north, near Lake Pukaki, so as soon as we were high enough we set off towards it while Chris explained that this was known as the Barrier Wave and was usually very good. This turned out to be true for as we ran northwards along the edge we started to climb rapidly and went on to oxygen. Before long we were averaging 16.7 knots climb and as we passed 16,000’ we started pushing the speed up to over 100 knots with the lenticular now far below and another above us stretching all the way along the Tasman Glacier to Mount Cook which we could now see jutting through the lower cloud. I handed control over to Chris so I could take some photographs and by the time we got to Mount Cook we had reached 19,650’. We then turned South-westwards and headed back towards the Barrier Mountains above cloud and before long I could see the airfield in the distance to our left in the middle of a large gap. We continued past this and above more cloud until we reached an area known as the Omarama Saddle where we burnt off enough height to get below the controlled airspace above the airfield which we then returned to, arriving overhead at around 4,000’. This gave me a chance to look around the local area before we landed after a little over 3 hours, having covered some 260 kms. Monday 12 November 2007: Being a glider pilot I had planned to try and find somewhere to fly while on holiday in New Zealand. Most clubs only operated at week-ends and this did not fit in with our itinerary very well so while driving from Queenstown to Christchurch we called in to Omarama to see what their options were. They had a competition on so no club flying but the Duo Discus would be available later in the week so we made a provisional booking for the 13th November, as we had to be back in Oamaru on the 14th. We traveled back to Omarama on the 12th, having made a booking at the local hotel for 2 nights, and went back to the club in the afternoon to confirm the arrangements for the following day. When we arrived there we were told that the forecast for the following day was not good but the competition gliders were hill soaring to good heights and the Duo Discus was available. A quick change of plan was made and a short while later Chris Rudge and I were towed to the nursery slope at 2,000_. After a couple of beats we had determined that there was some very good lift over a bowl at the northern end and after a few S-turns we were high enough to move downwind to the main hill where we quickly climbed to around 6,000_. Chris said that we would need at least 7,000_ to get to the Barrier Mountains where there should be some wave but the hill didn_t look like it would get us that high so we pushed into wind towards some likely looking clouds which turned out to be rotors. We weren_t climbing too well in them but we were able to maintain around 6,000_ until we caught a good one just downwind of the Barrier Range and this got us into the right spot at a little over 7,000_. We found the wave but it was not very strong so we widened our search area before returning to the spot we had first found. The climb got better as we climbed and we could now see a good lenticular to the north, near Lake Pukaki, so as soon as we were high enough we set off towards it while Chris explained that this was known as the Barrier Wave and was usually very good. This turned out to be true for as we ran northwards along the edge we started to climb rapidly and went on to oxygen. Before long we were averaging 16.7 knots climb and as we passed 16,000_ we started pushing the speed up to over 100 knots with the lenticular now far below and another above us stretching all the way along the Tasman Glacier to Mount Cook which we could now see jutting through the lower cloud. I handed control over to Chris so I could take some photographs and by the time we got to Mount Cook we had reached 19,650_. We then turned South-westwards and headed back towards the Barrier Mountains above cloud and before long I could see the airfield in the distance to our left in the middle of a large gap. We continued past this and above more cloud until we reached an area known as the Omarama Saddle where we burnt off enough height to get below the controlled airspace above the airfield which we then returned to, arriving overhead at around 4,000_. This gave me a chance to look around the local area before we landed after a little over 3 hours, having covered some 260 kms.

View across Lake Pukaki to the Tasman Glacier from above the Barrier Range Lake Pukaki and beyond it Lake Tekapo Looking back over the Barrier Range Wave clouds over Lake Pukaki The wave cloud over Lake Pukaki starts forming, when we got there we were climbing at 16.7 knots average! The wave cloud over Mount Cook Another view of the wave cloud over Mount Cook - even at nearly 20,000' it was way above us! Mount Cook from 18,600' - note the sliver of ice forming on the canopy. Approaching Mount Cook Mount Cook from 17,900' Another wave cloud has started to form over Mount Cook below us Mount Cook from 19,600' and the wave is well established now. Heading back over the Barrier Range. A last look back at Mount Cook as we leave Chris Rudge and the Duo after landing That's me after our epic flight. That's me again! Low cloud and rain took over the next day!

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]]> Mon Nov 12 2007 South African Railways, Voorbaai depot & workshops http://g.e.r.fotopic.net/c1490999.html Voorbaai is one of the last depots still operating steam locomotives, at the time of this visit 3 19D's were operational for the George to Mossel Bay passenger service, two of which came on shed for servicing during my visit. Several other locomotives looked in reasonable condition, others were being worked on while several more had obviously lain out of use for many years. The depot also serves as a refuelling point for passing diesel locomotives which operate all the freight traffic. Thursday 6 March 2008: Voorbaai is one of the last depots still operating steam locomotives, at the time of this visit 3 19D's were operational for the George to Mossel Bay passenger service, two of which came on shed for servicing during my visit. Several other locomotives looked in reasonable condition, others were being worked on while several more had obviously lain out of use for many years. The depot also serves as a refuelling point for passing diesel locomotives which operate all the freight traffic.

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]]> Thu Mar 6 2008 Birds of Kruger National Park http://g.e.r.fotopic.net/c1478596.html These pictures were taken during a 4-day visit to the area around Skukuza from Numbi gate, along the Sabie river to Lower Sabie, north as far as Tshokwane, around the Vlagkoppie loop and south to Malelane gate. There are still more pictures to add so do come back. There is another collection dedicated to the Animals seen in the park. Tuesday 26 February 2008: These pictures were taken during a 4-day visit to the area around Skukuza from Numbi gate, along the Sabie river to Lower Sabie, north as far as Tshokwane, around the Vlagkoppie loop and south to Malelane gate. There are still more pictures to add so do come back. There is another collection dedicated to the Animals seen in the park.

Cape Wagtail Cape Wagtail Fork-tailed Drongo Black Stork and Wooly-necked Stork Cattle Egret and Black Stork Black Stork Blacksmith Lapwing Blacksmith Lapwing European Roller Blacksmith Lapwing European Bee-eater European Roller European Bee-eater

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]]> Tue Feb 26 2008 Animals of Kruger National Park http://g.e.r.fotopic.net/c1478589.html These pictures were taken during a 4-day visit to the area around Skukuza from Numbi gate, along the Sabie river to Lower Sabie, north as far as Tshokwane, around the Vlagkoppie loop and south to Malelane gate. There are still more pictures to add so do come back. I have also added a second collection covering the birds of the same area. I will add descriptions for the pictures later. Tuesday 26 February 2008: These pictures were taken during a 4-day visit to the area around Skukuza from Numbi gate, along the Sabie river to Lower Sabie, north as far as Tshokwane, around the Vlagkoppie loop and south to Malelane gate. There are still more pictures to add so do come back. I have also added a second collection covering the birds of the same area. I will add descriptions for the pictures later.

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]]> Tue Feb 26 2008 South African Railway trip to Magaliesberg http://g.e.r.fotopic.net/c1476877.html Coming to the end of a Round-the-World trip I had a few days left before flying to London on the 16th March. A search of the internet revealed that Reefsteamers were running a steam special to Magaliesberg on the 15th and I thought it would be a good idea to photograph it. Further checks revealed that it was starting from Boksberg, just a stones throw from where we were staying with my sister and we ended up buying tickets to travel for a day out. Scheduled departure was 7:15 am and the route was via commuter lines and freight only spurs to the south and west of Johannesburg to Krugersdorp, then the single line down the escarpment to Magaliesberg, a descent of aroung 1,100' in a little over 20 miles. Most passengers left the train at a halt by a hotel where dinner had been arranged but we stayed on it to the station a short distance further along, where the loco was detached for servicing and turning on a triangle. This done, we walked back to the hotel for dinner and then returned to the station. The return was promised to be spectacular as the 10 coach train plus water tanker had to climb gradients as steep as 1:40 in places and it was starting to drizzle. The locomotive was 15CA class 4-8-2 # 2056 DOROTHY. After returning to the halt to pick up the remaining passengers we reversed to the foot of the incline to start the assault. The start went well and the loco was soon getting into the climb without problems. About half way up we were looped to cross a downhill freight and shortly after this as the drizzle continued we stalled on a curve in the middle of a climb. Numerous attempts had to be made to get going again but each time after a few exhaust beats the loco would slip and the train would start to roll back a little as the brakes came on. Sometimes we would gain a few feet only to lose some again but occasionally we actually made progress and eventually the loco found its feet and we reached our scheduled stop at Krugersdorp, perhaps a little late but still ahead of our departure time. The rest of the journey was uneventful except that the rain was becoming ever more heavy and arrival back at Boksberg was about right time. The cost, 220 rands per person including dinner - that's around £15 each for a whole day trip 60 miles each way including dinner! Saturday 15 March 2008: Coming to the end of a Round-the-World trip I had a few days left before flying to London on the 16th March. A search of the internet revealed that Reefsteamers were running a steam special to Magaliesberg on the 15th and I thought it would be a good idea to photograph it. Further checks revealed that it was starting from Boksberg, just a stones throw from where we were staying with my sister and we ended up buying tickets to travel for a day out. Scheduled departure was 7:15 am and the route was via commuter lines and freight only spurs to the south and west of Johannesburg to Krugersdorp, then the single line down the escarpment to Magaliesberg, a descent of aroung 1,100' in a little over 20 miles. Most passengers left the train at a halt by a hotel where dinner had been arranged but we stayed on it to the station a short distance further along, where the loco was detached for servicing and turning on a triangle. This done, we walked back to the hotel for dinner and then returned to the station. The return was promised to be spectacular as the 10 coach train plus water tanker had to climb gradients as steep as 1:40 in places and it was starting to drizzle. The locomotive was 15CA class 4-8-2 # 2056 DOROTHY. After returning to the halt to pick up the remaining passengers we reversed to the foot of the incline to start the assault. The start went well and the loco was soon getting into the climb without problems. About half way up we were looped to cross a downhill freight and shortly after this as the drizzle continued we stalled on a curve in the middle of a climb. Numerous attempts had to be made to get going again but each time after a few exhaust beats the loco would slip and the train would start to roll back a little as the brakes came on. Sometimes we would gain a few feet only to lose some again but occasionally we actually made progress and eventually the loco found its feet and we reached our scheduled stop at Krugersdorp, perhaps a little late but still ahead of our departure time. The rest of the journey was uneventful except that the rain was becoming ever more heavy and arrival back at Boksberg was about right time. The cost, 220 rands per person including dinner - that's around _15 each for a whole day trip 60 miles each way including dinner!

2056 waits to leave Boksberg in the morning Old steam loco at Germiston The train sets off from Boksberg 2056 at Krugersdorp 2056 at Krugersdorp Krugersdorp station building 2056 at Krugersdorp 2056 at Krugersdorp 2056 at Krugersdorp Arriving at Magaliesburg halt Crossing the bridge at the foot of the climb. 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station, heading for the triangle 2056 at Magaliesburg after turning 2056 at Magaliesburg 2056 at Magaliesburg 2056 at Magaliesburg 2056 at Magaliesburg 2056 at Magaliesburg station ready for thr return 3 diesels run past 2056 at Magaliesburg 3 diesels run past 2056 at Magaliesburg 3 diesels run past 2056 at Magaliesburg 3 diesels run past 2056 at Magaliesburg 3 diesels run past 2056 at Magaliesburg 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg station 2056 at Magaliesburg halt

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]]> Sat Mar 15 2008 George Railway Museum http://g.e.r.fotopic.net/c1469633.html We had planned to travel on the narrow-gauge train from George to Knysna but we discovered that the line to Knysna had been damaged by a massive landslide and was closed. Passenger trains were only running to Mossel Bay. We went to George station to buy tickets for the next days train to Mossel Bay and on reaching the station saw 3 Garretts in the yard. We asked where the ticket office was and were directed through a door marked "Museum". Inside was a superb museum collection of locomotives, rolling stock, vintage cars and other vehicles and other artefacts. There is also a boating section. While looking round the museum we heard a train approaching the station - it was a passenger train hauled by a 19D 4-8-2 # 3324. Apparently this is the last line still using steam locomotives on the 3' 6" gauge main line for regular services. Also included in this collection are pictures of locomotives at Kruger (Skukuza), Volksrust and Port Elizabeth. Tuesday 4 March 2008: We had planned to travel on the narrow-gauge train from George to Knysna but we discovered that the line to Knysna had been damaged by a massive landslide and was closed. Passenger trains were only running to Mossel Bay. We went to George station to buy tickets for the next days train to Mossel Bay and on reaching the station saw 3 Garretts in the yard. We asked where the ticket office was and were directed through a door marked "Museum". Inside was a superb museum collection of locomotives, rolling stock, vintage cars and other vehicles and other artefacts. There is also a boating section. While looking round the museum we heard a train approaching the station - it was a passenger train hauled by a 19D 4-8-2 # 3324. Apparently this is the last line still using steam locomotives on the 3' 6" gauge main line for regular services. Also included in this collection are pictures of locomotives at Kruger (Skukuza), Volksrust and Port Elizabeth.

3638 at Skukuza in Kruger National Park 2696 at Volksrust 2696 at Volksrust This loco is likely to be scrapped as it is considered beyond hope Another loco for the scrap man? Perhapsd this one will escape the cutter's torch. 3324 arrives at George with a train from Mossel Bay 7A 1009 is plinthed at the entrance to George Museum

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]]> Tue Mar 4 2008 South African birds http://g.e.r.fotopic.net/c1469064.html Photographs of birds taken in the Benoni area of South Africa Saturday 16 February 2008: Photographs of birds taken in the Benoni area of South Africa

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]]> Sat Feb 16 2008 Birds of Fraser's Hill, Malaysia, 2008 http://g.e.r.fotopic.net/c1443807.html We visited here for 4 days in January 2008 and found the weather somewhat unfavourable with a lot of low cloud (fog) and rain making birding and photography extremely difficult, however a fair number of birds have been seen and a few have been photographed. Hopefully the next couple of days will produce a few more. Thursday 17 January 2008: We visited here for 4 days in January 2008 and found the weather somewhat unfavourable with a lot of low cloud (fog) and rain making birding and photography extremely difficult, however a fair number of birds have been seen and a few have been photographed. Hopefully the next couple of days will produce a few more.

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]]> Thu Jan 17 2008 Birds of Singapore http://g.e.r.fotopic.net/c1425272.html Most of these photographs have been taken from the house we are staying at with relatives. Three different trees so close together that their branches are intertwined appear to have several species present most of the time. Only a handful of pictures have been taken elsewhere so far but hopefully this will change before long. Wednesday 12 December 2007: Most of these photographs have been taken from the house we are staying at with relatives. Three different trees so close together that their branches are intertwined appear to have several species present most of the time. Only a handful of pictures have been taken elsewhere so far but hopefully this will change before long.

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]]> Wed Dec 12 2007 Australian (New South Wales) scenery http://g.e.r.fotopic.net/c1421307.html Photographs taken around Sydney and the Blue Mountains in late 2007. Tuesday 20 November 2007: Photographs taken around Sydney and the Blue Mountains in late 2007.

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]]> Tue Nov 20 2007 The Lithgow Zig-zag Railway http://g.e.r.fotopic.net/c1420323.html When the line from Sydney to the west was being built in the 1860s the builders were faced with the problem of climbing over 600' in less than a mile, far too much for an adhesion railway. Their answer was to zig-zag up the hill using two reversing stations. As traffic increased over the ensuing years the zig-zag became a major bottleneck and eventually this section was replaced by a double-track line through a series of ten curving tunnels, a method not feasible at the time of the original building. The zig-zag section has been reinstated as a tourist attraction using a narrower 3'6" gauge and runs trains daily, with a steam service on week-ends, Wednesdays and holidays. I visited on the 2nd December 2007, travelling by train from Katoomba through the tunnels to Zig-zag station, a request stop on the Sydney to Lithgow line which has a two-hourly service on this busy stretch of line, with many multiple-headed coal trains and container trains pounding up to the summit at over 3,600'. Soon after arrival at the shed I was invited onto the footplate of 1072 which soon moved off to take the ecs up the incline for the first steam service of the day. A diesel railcar had already set off up the incline and we should have waited for it to return but it failed on the way up. When it had been moved out of the way we set off with the ecs running up the middle incline tender first to top points where we ran round and then set off up the top incline. We had to stop half way up to take on more coal from a convenient lineside stockpile. We set off again with just a hint of a slip and passed through a long tunnel (around 2,000') over the summit and had to stop while the crew got down to close the crossing gates to road traffic before we could move into the now crowded platform at Clarence, the current end of the line. I then went to buy my tickets and fill the billy with hot water for the crew, then said my thanks and goodbyes. The intention was to spend the rest of the day photographing the steam train from different locations but the railcars failure was terminal so it could not be used to access many points - it normally stops at several halts for this purpose, so I only have photographs of it running round at top points and climbing the top incline just below the long tunnel. Sunday 2 December 2007: When the line from Sydney to the west was being built in the 1860s the builders were faced with the problem of climbing over 600' in less than a mile, far too much for an adhesion railway. Their answer was to zig-zag up the hill using two reversing stations. As traffic increased over the ensuing years the zig-zag became a major bottleneck and eventually this section was replaced by a double-track line through a series of ten curving tunnels, a method not feasible at the time of the original building. The zig-zag section has been reinstated as a tourist attraction using a narrower 3'6" gauge and runs trains daily, with a steam service on week-ends, Wednesdays and holidays. I visited on the 2nd December 2007, travelling by train from Katoomba through the tunnels to Zig-zag station, a request stop on the Sydney to Lithgow line which has a two-hourly service on this busy stretch of line, with many multiple-headed coal trains and container trains pounding up to the summit at over 3,600'. Soon after arrival at the shed I was invited onto the footplate of 1072 which soon moved off to take the ecs up the incline for the first steam service of the day. A diesel railcar had already set off up the incline and we should have waited for it to return but it failed on the way up. When it had been moved out of the way we set off with the ecs running up the middle incline tender first to top points where we ran round and then set off up the top incline. We had to stop half way up to take on more coal from a convenient lineside stockpile. We set off again with just a hint of a slip and passed through a long tunnel (around 2,000') over the summit and had to stop while the crew got down to close the crossing gates to road traffic before we could move into the now crowded platform at Clarence, the current end of the line. I then went to buy my tickets and fill the billy with hot water for the crew, then said my thanks and goodbyes. The intention was to spend the rest of the day photographing the steam train from different locations but the railcars failure was terminal so it could not be used to access many points - it normally stops at several halts for this purpose, so I only have photographs of it running round at top points and climbing the top incline just below the long tunnel.

1072 is waiting to start it's days work at Zigzag depot on 2nd December. 1041 is not listed anywhere but 1046 & 1047 were not seen, is it actually one of these? 1072 about to couple up to its train at BottmPoints station for the tender-first run up the middle incline. 1072 runs into the headshunt at Top Points. 1072 passes the signalbox at Top Points. 1072 approaches Clarence tunnel. 1072 approaches Clarence Tunnel with an afternoon service.

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]]> Sun Dec 2 2007