- Articles of Interest -

Trim Panel - Silverv Winged Wheel

- Articles of Interest -

A Visit to the Harzer Schmalspurbahnen, February 2007

Most of you will know of a railway in the former East Germany that operates some powerfull 2-10-2 Tank Locos and is located in the Harz Mountains. The impression you may have is that of a metre gauge, seasonal tourist line with a few steam turns and oocasional parallell departures from one of its stations. Even the most sporadic readings of the Railway Press could have lodged that impression in the more distant recesses of your mind. Well, the fact is that nothing I've read prepared me for the Harz Mountain Railway or the Harzer Schmalspurbahnen, to give it its proper name.

Arriving at Wernigerode, possibly the most well known of the systems four termini, on a cold wet weekday in February, in time to see mid morning departure for Brocken did not dispel my doubts. The deserted platforms and few passengers were what I expected, plus an earlier departure was by railcar according to the timetable. Even the adjacent mainline station was quiet with only an empty diesel railcar growling away to itself. However a stroll down to the departure end of the metre guage station revealed the running shed and turntable yard. Four of the superb tank locos were in steam and including the one being turned and two taking coal. So, they are not doing this for nothing! I decided to video the next train out, the 11.40 am for Brocken and meantime investigate the local roads for likely passing points. As well I did, because only route knowledge enabled me catch the 11.40 a good way up the mountain after getting the departure shot in the bag. Those 2-10-2's don't hang about even with eight coaches and 1 in 30 gradients! I must have overtaken it in the forest and was at a road crossing by the Drie Annen Hotel when she came pounding through. By now she has climbed 300 metres in 15 kms, taken four intermediate stops, negotiated the line's only tunnel and all in 35 minutes.

Drie Annen Hohne is the junction for trains going down to Nordhausen. Here is my first sign that this is a busy railway. No parking spaces alongside the station, the nearby open space with Hotdog stalls reasonably full, platforms filled with passengers from the two trains now at rest. I went up the road and found a crossing where the two routes diverge. No parallel departure today but no complaints, as bang on time, the 12.33 to Eisfelder, follows the 12.30 departure for Brocken. I decide to follow the Brocken train up the hill and run out of road after passing Schierke, ( no public roads go higher ) so back to the delightfull station of Scierke, with its log cabin building, water column and passing loop. Schierke is famous for its local grog, a heartwarming Schnapps. And yes, I've reached the snowline at 685 mtrs. (Feb 2007 was mild). The Brocken bound train is already at rest so I walk uphill and select a spot to pan the departure sequence. Cam on standby when a whistle from the forest above, heralds the appearance of a downhill train. Out of the canopy in a flurry of snow, kicked up by its passing, bunker first, brakes squealing, another tank engine with eight coaches comes off the visibly steep grade onto the relative level of the station. A few minutes later, the upward bound train charges the bank and with glorious sound and smoke effects, disappears into the forest.

As I cannot go higher, I descend to Drei Annen and the platform restaurant for a well deserved Pilsener and to consider what I have bagged in last three hours. No less than four steam hauled trains and six locos in steam. And this is the winter timetable! Notably, the 10.25 up and its return working down at 12.18 do not run at weekends, so a weekday initiation was most fortuitous.

Cell phone message: Hans arriving via the main line, but Engineering works dictate that the train must terminate one station short of Wernigerode, on the other side of the mountain. No problem, see him there. I get there on time but a bricked up station building makes me wonder if I have the right place. Not to worry, the Bundesbahnen's railcar pull in on time. The sun is finally putting in an appearance and Hans wants to get some steam action. By now I'm adept at reading the Harzer Schmalpurbahnen and figure that if we step on it, we can get back to DreiAnnen Hohne in time to see the 15.33, the 15.36 and the 15.45 departures for Nordhausen, Wernigerode and Brocken respectively. All are steam hauled and cause for a celebratory reunion beer in the excellent station restaurant.

With restraint, we decide that we will ride the trains the following day but need to find out where to park , the best point to board and other details, This quest takes us to Westerntor which is the location of the system's headquarters and workshops and is the first stop out of the terminus. It is also closer to the historic and charming old town.

A charming young lady informs us that for an extra 50 euros, we could ride the footplate, but booking is essential. We are on the waiting list and can do no more, so venture into the works yard and marvel at the number of NG transporters available for standard gauge wagons. A stranger appears from behind a wagon load of discarded loco frames, obviously agitated that we had parked our car between him and the running line. Despite that his tall gaunt figure was crowned by a yellow baseball cap, it took several minutes to determine that he was an American, as we tried out all our spoken European languages. The reason for his displeasure became clear when we saw his array of floodlights. He is a nocturnal animal, specialising in night scenes of the railway in its natural environment. The pile of discarded loco parts needed to be in the foreground of his composition, the returning 17.54 from Brocken.

After our multilingual introduction and reconciliation, Ron, ( I shall call him that as I've lost his card), regailed us with stories of his expeditions to the more remote regions known to steam enthusiasts. Given his intensity and ability to ignore the, by now, bitter cold that would keep him company until the prize appeared in his floodlit arc, we were perhaps not too surprised that he had even suffered a three month course in Mandarin, so that he could converse with Chinese loco crews!

So much for what Hans and I thought was dedication to the cause. Suitably deflated, we retired to a warm hostelry in the nearby old town, leaving Ron to capture his prey in solitude. No chance that he was going to have a picture spoiled by another camera toting ranger.

The next day dawned brightly, to the disgust of a large contingent of Brits sharing our hotel. This was the first sunny morning they had seen since arrival and their bus was to depart for the UK within the hour. Much muttering about weather forecasts, with at least one old stalwart claiming to have remained in the hotel for most of the time, as you'd ave to be a bleedin' eskimo to enjoy bein' up top, steam trains or not!

In bright sunlight, we headed for Westerntor. Our luck was out, all footplate turns were sold out, crews being allowed only one passenger per journey, out and back. Still, it was good to know that a little advance planning could prevent future disappointment.

We joined the throng awaiting the arrival of the 10.25 ex Wernigerode. The train was surprisingly full after loading at the second stop out and we picked up more passengers as we progressed through the next two suburban stations. Soon we were blasting up first of the 1 in 40's, enjoying the sights, sounds and smells from our open vestibule near the rear of the train. Drei Annen Hohne and time to go watch the crewe oil around and clean fire surrounded by admirers. Then, on up to Schierke where we passed the 11.03 ex Brocken on its way down the hill. More tooting before our loco charge the bank and climbed into the mist. So shrouded by that and our own smoke and steam, exhaust echoing off the trees, we entered the snow zone. The loco never missed a beat, surefooted, and now with the occasional 1 in 30, demonstrated the 2-10-2T's class ability to maintain a constant speed, hauling a well crowded eight coaches up the mountain. At about 900 metres we emerged into brilliant sunlight, with more open views. Fir trees, branches bowed under a heavy load of snow, in the foreground, as we passed hikers and skiers, with the occasional glimpse of the hazy void below showed that we were now above 1000 metres. Our open vestibule end was now decidedly cold but crowded as there was no sitting room inside.

Arrival at Brocken (1125mtrs) is preceded by a long left hand curve as the track hugs the side of the summit, turning through 360 degrees to attain the station just below the peak. Evidence that this is a popular all year round resort is in the form of bars restaurants and a hotel, under the inevitable transmission towers. In this case they are welcome, as their former employer was the Communist regime and their location, being the highest point in East Germany, provided a vantage point to listen in to the corrupt enemy to the west. We have the Communists to thank for building one of the most scenic and efficient steam railways in Europe. It was needed to service their spy hardware installations!

A bowl of steaming goulash fortified us sufficiently to withstand the cold wind whistling around the peak. We witnessed the splendid sight of a following train forging up the last 200 metres of the sweeping curve into the station, the tank loco in full command of the situation. We photted as it ran around its train, took water and coupled up. We elected to commandeer the vestibule immediately behind the smokebox of our loco, which was now running bunker first. Soon after departure, we envied the crew in their fully enclosed cab. We drifted downhill, waved at by hikers and skiers, of whom, more than one or two wrestled with their knapsacks to extricate a camera, too late to capture the magic moment.

After we left the snow behind at Schierke, though it was slightly warmer, Hans and I were sufficiently chilled that we were forced to investigate the interior of the bar car. Naturally, a rosy glow soon encompassed all around us so that our final descent to Westerntor is a blurr of happy people who had ridden behind steam, in perfect weather, up and down a mountain.

For the more statistically minded, the March 2007 edition of the UK railway mag. Steam Railway carries an excellent summary of the Harz operation with outstanding photos. Suffice to say that the company operates 140 kms of routes, owns 25 steam locos and employs hundreds of local people.

Apart from passenger revenue which is considerable, shortfalls in the cashflow are covered by the adjacent municipalities, all of whom realise that the prosperity of the towns served by the railway is the reward for their support.

Mike Geeson

March 2007

My visit to Reefsteamers

My visit to Reefsteamers

(10th March 2007)

In the first week of March I had the opportunity to be near Johannesburg. After the business part during the week, I used the weekend for a visit to Reefsteamers in Germiston.

I have found the information on the (well managed) webiste: (http://www.reefsteamers.co.za/) and asked a tourist agency that was preparing my trip to arrange everything. So, I started in the morning from my hotel in Sandton, together with my guide, George, and after a little adventure, we managed to come to the workshops.

After a short introduction with Shaun and others who were so kind to show us the right way, we looked at the brand new (renovated) 2056 Typ 15CA:

[img]http://img176.imageshack.us/img176/3663/p0310004uy9.jpg[/img]

[img]http://img407.imageshack.us/img407/1856/p0310005xx6.jpg[/img]

[img]http://img441.imageshack.us/img441/8352/p0310008pk1.jpg[/img]

[img]http://img441.imageshack.us/img441/8236/p0310009mz9.jpg[/img]

Working place of the fireman

[img]http://img441.imageshack.us/img441/6913/p0310010xb7.jpg[/img]

And I did not miss the opportunity to ask for a photo of myself:

[img]http://img259.imageshack.us/img259/8530/p0310007ex4.jpg[/img]

But, there is much more to see around

Elize:

[img]http://img122.imageshack.us/img122/650/p0310011kh7.jpg[/img]

[img]http://img476.imageshack.us/img476/1037/p0310012dz9.jpg[/img]

[img]http://img476.imageshack.us/img476/9625/p0310013bl5.jpg[/img]

[img]http://img476.imageshack.us/img476/2020/p0310014qi3.jpg[/img]

I also tried to drive her:

[img]http://img476.imageshack.us/img476/2889/p0310017bi6.jpg[/img]

Other pictures are of many interesting details, like the "air condition"

[img]http://img469.imageshack.us/img469/2254/p0310018rr4.jpg[/img]

[img]http://img469.imageshack.us/img469/3687/p0310019vy5.jpg[/img]

Some rodes are missing here:

[img]http://img358.imageshack.us/img358/3844/p0310020zv3.jpg[/img]

On some (bigger) loks, the transport of coal is not manual it would be too much for a human, but a backup exists:

[img]http://img182.imageshack.us/img182/3558/p0310021bc9.jpg[/img]

[img]http://img141.imageshack.us/img141/9628/p0310030fc2.jpg[/img]

On one lok, this mechanism is being repaired

[img]http://img141.imageshack.us/img141/992/p0310031vj8.jpg[/img]

[img]http://img182.imageshack.us/img182/1261/p0310044mk0.jpg[/img]

[img]http://img459.imageshack.us/img459/2747/p0310037uy0.jpg[/img]

My guide, George, and Shaun in front of the heavy mobile crane

[img]http://img459.imageshack.us/img459/9241/p0310045ic9.jpg[/img]

[img]http://img459.imageshack.us/img459/1048/p0310043nq5.jpg[/img]

And few more details:

[img]http://img381.imageshack.us/img381/1853/p0310023ma7.jpg[/img]

[img]http://img381.imageshack.us/img381/2361/p0310024th6.jpg[/img]

Another lok, Susan:

[img]http://img329.imageshack.us/img329/8585/p0310028na2.jpg[/img]

[img]http://img329.imageshack.us/img329/8528/p0310029hw6.jpg[/img]

Gerda was born in Europe ( by Henschel):

[img]http://img329.imageshack.us/img329/9600/p0310033vr3.jpg[/img]

An auxilliary lok from a Southafrican mine

[img]http://img391.imageshack.us/img391/6633/p0310036kn8.jpg[/img]

[img]http://img391.imageshack.us/img391/706/p0310041ai4.jpg[/img]

[img]http://img391.imageshack.us/img391/8064/p0310042km5.jpg[/img]

But in the workshops they take care about coaches (of many different kinds)

[img]http://img341.imageshack.us/img341/3387/p0310002ne4.jpg[/img]

[img]http://img341.imageshack.us/img341/9846/p0310027zm5.jpg[/img]

[img]http://img341.imageshack.us/img341/4552/p0310034ll3.jpg[/img]

[img]http://img340.imageshack.us/img340/434/p0310040lj1.jpg[/img]

The next one is particulary interesting (6-axles), but in quite poor condition

[img]http://img340.imageshack.us/img340/1596/p0310048jw1.jpg[/img]

Another view to the 2056 (and the dog)

[img]http://img262.imageshack.us/img262/7885/p0310047it6.jpg[/img]

Much older lok, with interesting coupler (in Europe it is known as "Bosna" coupler)

[img]http://img262.imageshack.us/img262/6272/p0310049qz6.jpg[/img]

[img]http://img262.imageshack.us/img262/1996/p0310050js1.jpg[/img]

Of course, nobody can miss the big Garratts

Both are waiting for reparation and future use on New Zealand:

[img]http://img338.imageshack.us/img338/8784/p0310001cb8.jpg[/img]

[img]http://img256.imageshack.us/img256/4021/p0310051ml1.jpg[/img]

[img]http://img256.imageshack.us/img256/2896/p0310054go4.jpg[/img]

[img]http://img256.imageshack.us/img256/6868/p0310052xp2.jpg[/img]

[img]http://img256.imageshack.us/img256/8238/p0310055cl2.jpg[/img]

And a wathertower for the end of this short report:

[img]http://img413.imageshack.us/img413/1696/p0310026bf2.jpg[/img]

What to say?

I was impressed with the quantities and diversity of railway history that (thanks to the enthusiasts of Reefsteamers) is not forgotten, but is brought back to life.

In the afternoon, I had the opportunity to see two locomotives at work (actually before the right work).

It was at the Capital Park station in Pretoria (at the Rovos Rail and FOTR workshops).

Pictures (with not much explanatory german text) can be seen here:

http://drehscheibe-online.ist-im-web.de/forum/read.php?30,3282100

And my whole report (including a visit to James Hall Transport Musem), and with some pictures of everydays life (including Soweto) are here:

http://zeljeznice.net/forum/viewtopic.php?t=4187

(the text and discussions in this forum are of course in croatian)

Fitment of OTMR to steam engines in UK

Article by ANDIE SHAW, UK (March 2007) :

Fitment of OTMR to steam engines in UK

What is OTMR? OTMR stands for On Train Monitoring and Recording. It became mandatory in the UK on 31st December 2006 for all Locomotive and powered rolling stock (DMUs & EMUs) on the Main Line in the UK. With 2 exceptions any locomotive being withdrawn at the end of 2007 did not need it and Steam Locos got derogation to the end of March 2007 to get it all fitted.

What does it do? OTMR is the black box in the cab. It records all trackside signals received by the loco plus speed Brake pressures and Driver reaction to the signals. There are two signalling systems on the Main Line in the UK.

1. The old BR AWS (Automatic Warning System)

2. TPWS (Train Protection & Warning System)

Both Systems run concurrently on the main Line with TPWS protecting main signals and junctions.

For example the train passes a signal on Yellow. The driver gets 4 warning Signals in the cab.

1. An audible horn goes off

2. On steam only, a flashing orange and blue strobe light

3. The AWS indicator changes from all Black to Black Yellow (Sunflower)

4. A red light flashes on the Drivers TPWS control panel, indicating a brake demand is imminent.

The Driver has 2.7 seconds to acknowledge these indications by pressing the cancellation button or the Loco puts the brake on automatically. During these sequences the OTMR has continually monitored the Speed, Brake pipe pressures (Vacuum and Air) along with the brake cylinder pressure, which on most steam locos in the UK is Steam. 1 or 2 are air braked and a few ex GWR and LNER mainly are vacuum braked on the loco. Steam chest pressure and whether the loco is in forward or reverse.

It has recorded that the horn and flashing light went off and that the indicator changed. The driver has acknowledged these indications by pressing the cancellation button. Lets presume the Driver does not press the cancellation button in the 2.7 seconds that he has got. He presses it after 3 seconds, the flashing red light in the cab goes to a steady red, the horn and flashing light stop and the indicator has gone Yellow & Black.

For the thing like the indicator changing from all Black to Black & Yellow the recorder sees a relay activation so there is either an on or an off this is referred to as a digital signal which there are at least 16 and a few spare channels. Isolation valves on the air braking use pressure switches. The recorder only sees contact made or unmade again on or off. This is the transducer box fitted to 6233 under the drivers side cab steps (left). It shows the pipe connections to the pressure switches and transducers in the box.

The Data recorder is a dumb logger, in other words it only recor he ds electrical signals. For the pressure signals it records the change in milliamps from transducers. These are referred to as analogue signals. There are only 5 of these. 1. Air brake pipe where fitted 2. Vacuum brake pipe where fitted 3. Steam chest pressure 4. Brake cylinder on the Loco Speedo. This is a voltmeter not a transducer (Smithstones generator).

To be able to understand what has been recorded the file must be downloaded from the Data recorder using a data card that is specially configured. To do this you the put through a configuration program and that gives you graphs like the one above. The graph above is a download from an engine. Cyan and green coloured lines are relays going on and off. You can see how the relay just shows high or low lines. The wiggly lines red and blue are a transducer or the Speedo. There is a time line along the bottom set to GMT so you can compare it to other data records when there is an incident to know what happened when.

The system also has a low voltage detection system because the system is powered by batteries (24 volt DC) most Locos in the UK do not have steam generators so to give an early warning if the batteries are going low you get a light indication in the cab. Normal voltage is a blue LED; voltage getting low is blue and red. Red alone it is time to change batteries the voltage is too low for the equipment to function. The picture on the right show the wiring terminals for the OTMR on 6233. The Blue relays to the left in the picture above are the relays that switch the LEDs. The detection is done by solid-state relays. The green relay in the picture above is a time delay relay that gives a 10 second delay on switch off to the power on the OTMR so if someone tries to cover something up by turning it off then it will record it and also be switching the power off. The power to the TPWS & AWS will turn off immediately putting the brake on stopping the train. The terminals at the top of the picture are for the connections to the TPWS control box and the Transducer box.

I have positioned the Data recorder on the tenders of all the engines I have fitted Data Recorders to. It is felt that there is less vibration on the tender than the Loco. The transducer box we have fitted to all the Locos on the engine is all the connections we need are on the loco. The picture on the left is of 6233 with the front door removed so you can see the recorder. In service this would be covered up to protect it from coal and water. This is where the recorder was fitted to 34067 Tangmere Southern Railway Battle of Britain class Loco. The front cover has been left on. Viewed from the other side in the cab of 34067. The terminal rails are behind the relays this time due to the size of the hole we had to fit it into. We try to fit the equipment sympathetically to the Locos.

To date (March 07) the Locos I have fitted are:

1. 34067 Tangmere

2. 6233 Duchess of Sutherland

3. 6201 Princess Elizabeth

4. 45407 ex LMS Black 5

5. 30850 Lord Nelson

Currently fitting Standard 4 76079. In the planning stage is Loco 44871 (ex LMS Black 5). Hopefully this will be the end to new safety systems on the main line for the time being. Loco owners in the last 5-6 years have had to spend somewhere in the region of £35000-£40000 sterling on TPWS and OTMR. If you wanted to fit airbraking to your Loco this will cost between £50,000-£75,000 dependent on whether you airbrake the Loco or just bolt the airbrake system on. This on top of restoring the Loco which is now costing from £250,000-£1Million to restore dependent on the condition to start with. I only know of 4 engines that have cost £800,000+. If you wanted to fit airbraking to your Loco this will cost between £50,000-£75,000 dependent on whether you airbrake the Loco or just bolt the airbrake system on. Other contractors have fitted other Locos but I have no details of them.

ANDIE SHAW

Locomotive Engineer for Riley & son (E) Ltd, Bury, Lancashire, England

Specialising in Locomotive signalling and Braking systems

Welsh Highland and Ffestiniog Railway Steam Loco Driver

Chasing Trains

THE FUN OF CHASING AND SHOOTING TRAINS

by Paul Hloben

Wow, here you are. Seven o’clock in the morning, shaking in the freezing cold of the Gauteng’s wintery breath. Looking at the gold-plated rails of the misty dawn, two questions haunt your mind; “Am I on the right line? If yes, has the train passed?” There are no steam paparazzi around, no one to answer your questions. You have to wait. Patience is a virtue.

Eventually the train has arrived. In a spectacular display of steam power, it passes by and you’re shooting like crazy. The train is already blasting its way behind your back, but you’re still shaking from the excitement. Thanks god for the digital cameras, you can erase those shaky pictures to free your memory cards. For the next time increase your ISO rating to 200 or 400 to freeze the motion and to eliminate those blurry effects of your shake.

You have to be a Formula 1 driver to be able to arrive at another good photographic spot well before the train does. You have to race after the train, against the traffic – fast and safely. When the chase is on, adrenaline floods the bloodstream. It’s great fun, but one has to be very careful.Additionally to the driving skills, you have to run quickly through the veld, climb cuttings, rocks and hills, and jump over the razor-wire fences. You need to be a meteorologist to anticipate weather, wind direction and its velocity – the smoke effects depend on your judgement. You have to be a railway man to know signals and anticipate rail procedures.

Why shooting in the morning?

One good thing about shooting in the morning is that you have the rest of the day for other things to do. As any photographer will tell you, the light of the low lying sun is soft and warm (not the ambient temperature!). The low light also illuminates wheels and rods, showing all the necessary details on the locomotive. Very late afternoon shots are often as good as “early mornings”. These are the magic hours for the photographer.

Why shooting in Winter?

Contrary to popular belief, steam is an invisible gas. To achieve that “volcanic eruption” effect of the billowing steam, blasting out of the loco’s chimney, you have to photograph it when it’s cold. The colder - the better, as the steam condensation is more intense. Remember, it’s all about physics, you photograph tiny condensed droplets of water, visually demonstrated as white smoke - NOT STEAM!

Fool-proof photography

For fool-proof photography, have always the sun behind your back. You’ll have a good colour saturation and obtain a reasonably good picture. But the loco is usually black, showing little detail and is often underexposed. But you have beautiful blue skies and green grass. Is that what you want?

It’s about painting with light

If you really want to shoot a good picture of the locomotive, you must look for that “glint” (except for other things). To capture that magic glint you have to shoot against the sun. OK, not exactly; you have to actually shoot the loco with the sun positioned roughly at 45 degrees to the direction of your lens. And shoot only when the glint is on the locomotive! Don’t forget that indiscriminate shooting at 45-degree angle often bleaches (overexposes) the skies as well as the foreground and background. You have to practice and experiment your steam photography for quite a time before you get all the parameters right. That’s part of the leaning curve. Remember: Practice makes perfect.

Amputations

It’s nice to have the whole train in them picture. If you need to amputate, do it in the middle of a coach/wagon. If you shoot the loco alone cut the pic in the middle of the tender. Never amputate a part of the locomotive unless you shoot details of it. The same applies for double headers (try to cut out half of the second loco on your computer. You see? – It looks bad, you want to see the second loco too!). Instead amputate her tender in the middle. In this case you are left with 3 objects; 1^st loco, tender, 2^nd loco – Remember: three objects are good, 2 or 4 are bad for photography.

Clutter

Trees growing from chimneys or telegraph poles protruding from the loco cab are definite “no go”. When shooting, try to avoid any clutter, or remove it on your computer if possible. Certain clutter may enhance your picture, such as people, railway signals or well-placed branch of a tree (but that’s composition!). Consult your pictures (and clutter) with experts on steam photography. Ask for their opinion. It’s best way to learn!

Composition

To compose you picture properly is as important as painting with light. Excessive expanses of skies and/or foreground are to be avoided unless it enhances the photograph. When photographing the train, leave more space before the loco than behind the train (otherwise you picture will look weird). Again, the exception is when enhancing the photo with trees, mountains, people, etc. Generally, a well-composed picture is pleasant to look at. Try to enhance the composition on your computer (using Photoshop or other photographic software) by cropping it for the most pleasant results.

Black and white/sepia/special effects

Steam locos often show well as b&w pictures (or sepia for that old photo look). Use computer software to turn it to b&w (or sepia). But remember if it looks better in colour – it’s better in colour. Some bad pictures can be rescued this way, especially those shot during the harsh midday light.Special effects can look great – experimet with them. Various softwares offer myriad of enhancement techniques and special effects. But again, if it looks better in its original form – it’s better! Example above: This picture was converted to black and white, then solarised. Additionally a flare effect (simulating the moon) was added.

Night steam

If done properly, it’s NOT an easy shot to do. You have to use tripod, long exposures, run around the locomotive with a flashgun (not flash on your camera) and know what you’re doing. The results can be amazing. These can be your best steam shots. If you have a digital camera, it’s worthwhile experimenting. You can always delete those “imperfect” pictures. But if you still shooting on film, leave this technique to professionals to avoid disappointment and high film costs.