#Russian locomotive

[megalosaurusstudios]

NWR #20 "Andreyev"

Built in 1934 at Voroshilovgrad Locomotive Works for Russian Railways, Andreyev, AKA the AA20, was built as the longest rigid-frame locomotive in Europe, and was numbered AA20-1. Andreyev was tested in the USSR, but has several problems running, including being too heavy and destroying points, derailing on curves, and being a bad steamer. In 1935, Sir Topham Hatt 1st was looking for a new engine, and was given a cheap offer to have the AA20 on sodor by Russian Railways. Seeing potential in the large engine, he purchased him and sent him to sodor, where he was modified to be more efficient and lightweight. He was later given the number 20 in the NWR's 2019 renumbering, after previously sporting his original number. He now works at the Kirk Ronan branch line, hauling heavy goods and small passenger trains from Kirk Ronan to Crovan's Gate and back again. He also sometimes takes trains to the Big City near Kirk Ronan, often interacting with the many tugboats patrolling and working the waters there.

[maxwellscorner]

My Russian Decapod oc which I drew at work

He's tired and went through a lot, poor thing

[alexxx-malev]

Russia. ER 797-15 steam locomotive at the station "Taganrog-II" Таганрог, паровоз Эр 797-15

[stone-cold-groove]

We had style then - a 1930s era Soviet 2-3-2B streamlined locomotive.

[weirdowithaquill]

Random Trains I Found Part 1:

So, I've put off writing my myriad of WIPs for a bit to spend some time just... looking at trains. Reconnecting with them. Hunting out ideas for the future and being amazed by the past. And here's a few of my absolute favourite random, insane trains I've found so far:

NGR Class D1:

This right here was the first 4-8-2 ever built - and it's an absolutely massive tank engine from South Africa. It was built to the 3ft 6in Cape Gauge and it began running in 1888. Take a moment for that to settle in - 1888. The USA didn't run a 4-8-2 on it's network until 1911, a good 20+ years later!

Russian Class Kh:

It's a 2-8-0 class built in the USA for Russia that had examples sold to Japan with the last example preserved in China. I personally like these engines because they really do tell us so much about how much the world changed - they began life in 1895, and somehow (I would love to know how if anyone has any information) one ended up in a river in Jilin Province, China. It was probably WWII, but all the same, these engines went places!

Prussian P8 Class:

These engines started life in 1908 and weren't retired until 1981 in Poland at the latest - and if that isn't an opening to an epic class of locomotive, I don't know what is! Roughly 3900 of these machines were built, making it potentially the single largest class of passenger engine in the world and they ended up just about everywhere in Europe, from France to Norway to Romania, where a number (200) were built under license. And the reason they lived so long? They were simple, strong machines.

GWR 2600 'Aberdare' Class:

Honestly, I just like these because they look so odd. Like, these are GWR 2-6-0s that look like a City or a Bulldog class. They have the double frames and the coupling rods of a 4-4-0 - and that's because they were introduced in 1900. They did manage to make it to 1949 hauling coal trains, but the GWR had already been withdrawing them in the 1930s, as they did with their older stock. I wish one had been preserved, they'd be so cool to look at!

NGR Class C:

Last but certainly not least, these behemoths of South Africa once again prove that somehow, the former Cape Colony was at the forefront of wheel arrangement innovation. It's a 4-10-2T. It was built in 1899, alongside the GWR Bulldog class! These things were massive... and eventually rebuilt to 4-8-2T locomotives. But there were 137 of them built, making them the most numerous of the 4-10-2 type locomotive ever constructed.

I want all of these engines. I would love to know more about them, I would love to own one (in model form) and I am going to love continuing my journey through railway history to find more random, interesting locomotives to share.

And as usual, all images belong to their respective owners.

[guerrerense]

P36-0050 Crimean Peninsula por Barry C. Austin Por Flickr: Run-pasts on route from Vladislavovka to Feodosiva 22 September 1993

[newsbites]

An explosion in the Russian border region of Bryansk derailed a freight train on Monday, authorities said.

Local governor Alexander Bogomaz said an explosive device went off along the Bryansk-Unecha line, 60km from Ukraine.

The incident, which occurred at 10:17 Moscow time (07:17 GMT), saw the locomotive catch fire and seven freight wagons derailed, Russian Railways said.

The region - which borders Ukraine and Belarus - has seen acts of sabotage since Russia invaded Ukraine.

The train was reportedly carrying oil products and timber. No injuries were reported.

[mesetacadre]

Aviation in the USSR

A collection of excerpts from Anna Lousie Strong's The Soviets Expected It, compiled for @czerwonykasztelanic

[...] Or the guerrilla detachment which captured six German planes, destroyed five of them, and sent the sixth to the Red Army, piloted by an amateur air enthusiast, who was a tractor driver in ordinary life. Lt. Talalikhin’s initiative is already a Soviet aviator’s tradition. Exhausting his ammunition in a fight with three enemy planes, he rammed the tail of one enemy with his propeller, smashed the tail of another enemy plane with his wing tip, and then bailed out of his own plane safely. Moscow parks displayed the wreckage of the German planes, and other Soviet pilots quickly copied the tactics. An aviation technician, Konikov, won renown by attaching the fuselage of a plane he was repairing to the front platform of a military train whose locomotive had been bombed by the enemy; he thus pulled the most necessary parts of the train to safety.

pg. 14

The Soviet people glimpsed and felt victory. For the first time they began to feel that they were no longer “backward Russians.” They were beginning to challenge the world. With this went a proud sense of their unity as a nation. Cotton growers in Turkestan exulted, “We have conquered the Arctic,” though they themselves would never see the snow. Bearded peasants, who had never sat in an airplane, began to talk about “our conquest of the air.” Young Nina Kameneva expressed the mood of the country’s young people when she broke a world’s altitude record in parachute jumping and remarked on landing: “The sky of our country is the highest sky in the world.”

pg. 46

Moscow can make all the implements of war, including planes and motor trucks, inside the city. [...] Moscow’s sky is covered by an air defense that was the marvel of the London experts who visited it after the war began to make suggestions and found it far superior to London’s. Anti-aircraft shells make a thick blanket at four distinct levels to London’s one, and observation planes patrol the heavens night and day. Moscow’s four million people also offer a night-and-day defense.

pg. 51

Alma Ata, the capital of this area, has grown from a town of 60,000 to a proud young city of 260,000 in the ten years since the railroad reached it. Its life has leaped at once from the nomad epoch to the airplane. The railroad is too slow to tame the wastes of Kazakstan. From Alma Ata Airport the planes shoot forth, east, west, south, north, on new discoveries. [...] Kazakstan is only one of the energetic regions behind the Urals. South of it lie the lands of the Uzbeks and Tadjiks, where some of the largest textile mills of the U.S.S.R. work up the locally grown cotton and where automobile and airplane parts are produced by mass production in the historic city of Samarkand.

pg. 58

I have traveled many times on the Trans-Siberian. In the spring of 1935, I went from Vladivostok to Moscow with a stop-over in the Jewish autonomous territory whose capital is Birobidjan. The train was crowded with pioneering people in warm woolen clothes and padded leather jackets, engineers, Army men, developers of the Far East. [...] An army engineer who shared my table at dinner was celebrating his return by airplane from the northern wilderness by consuming a whole bottle of port and bragging about the Far Eastern pioneers.

pg. 59

According to Pierre Cot, the French Air Minister, who visited Moscow in 1933, the Soviet air arm was at least equal to the best in Europe in numbers, technical equipment, and, above all, in the productive capacity of the aviation industry.‡ Thus, by the end of 1932, which ended the first Five Year Plan, the Soviet Union had reached the level of Western Europe in armaments – a fairly modest level judged by standards of later years.

pg. 65

Other official indications of the extent of the Red Army’s mechanization come from Voroshilov’s report in 1934 [...]. Five years later [...]. He claimed that the “bomb salvo” of the Soviet air force (the number of bombs that can be dropped by all planes at once) had tripled in five years and had reached more than 6,000 tons.

pg. 66

Soviet airplane pilots also hold many world records, both in altitude and long-distance flights. Their conquest of the Arctic and its difficult weather has accustomed them to the severest conditions. Americans well remember the Soviet pilots who twice made world records by flying from Moscow to America. These were individual exploits, but the development of Arctic aviation on which they were based was the work of large numbers of pilots and implies a whole air tradition

pg. 67

Parachute jumping has become a national sport in the Soviet Union. Soviet people are probably the most air-minded people in the world. Training for air-mindedness begins in the kindergarten. Small tots play the “butterfly game” and jump around with large butterflies pinned on their hair, gaining the idea that flying is fun and a natural activity. Children in their teens make jumps from “parachute towers” which are far rougher and more realistic than the parachute tower in the New York World’s Fair, which was copied from them. The sport is popular not only in the cities but on the farms. Several years ago a Ukrainian farmer told me of his trip to the nearby city with a group of farm children, all of whom immediately formed in line in the recreation park to go up in a tall tower and jump off under a parachute. “I thought it very terrifying,” he said, “and wondered why the park authorities allowed it. Then I saw that my own thirteen-year-old daughter was at the head of the line. These children of today aren’t afraid of anything.” At an older age, Soviet young people jump from airplanes, learn to operate gliders, or even become amateur pilots in their spare time. Every large factory, government department, and many of the larger collective farms have “aviation clubs,” which are given free instruction by the government. Probably a million people in the Soviet Union have made actual jumps from parachutes. It is not surprising that the Red Army was the first to use parachute troops in active service several years before the Germans adopted them. In 1931 a small detachment of parachutists surrounded and cleaned up a bandit gang in Central Asia. The making of airplane models by young people is taken seriously in the U.S.S.R. In 1937 over a million school children were spending after-school hours in aviation model stations. At a later stage, young people of talent create real airplanes and demonstrate them at Tushino aviation exhibitions. Owing to the wide interest in aviation and the public ownership of factories, a bright Soviet youth who invents a new type of airplane may get it constructed by his factory sports club and show it off. At one of the aviation festivals I attended, I saw a score of different amateur planes, including every possible shape of flying object – short, stubby ones, long thin ones, others shaped like different kinds of insects. They added greatly to the gaiety of the occasion. Whether or not they produced any really valuable new invention, they at least encouraged the inventiveness of their makers.

pg. 72

In the past two years, especially, all this training has been given a very realistic turn. [...] Only a month before the Germans attacked the Soviet borders, 7,000 Moscow citizens practiced a special drill in repulsing parachute troops over the week end. The large numbers of such trained citizenry, both among recruits entering the Red Army and among the older citizens assisting it, greatly add to the Soviet Union’s total defense.

pg. 73

[bestanimal]

Round 2 - Arthropoda - Branchiopoda

(Sources - 1, 2, 3, 4)

Branchiopoda is a class of small, mainly freshwater crustaceans that feed on plankton and detritus. They are comprised of 9 orders: Anostraca (“Fairy Shrimp”), Anomopoda (“Water Fleas”), Ctenopoda (also “Water Fleas”), Cyclestherida (“Clam Shrimp”), Laevicaudata (also “Clam Shrimp”), Spinicaudata (also “Clam Shrimp”), Haplopoda (“Predatory Water Fleas”), Onychopoda (“Water Fleas” again), and Notostraca (“Tadpole/Shield Shrimp”).

Branchiopods are found mainly in freshwater, including temporary pools and hypersaline lakes, and some in brackish water. Those that live in temporary pools are known for having eggs that can dry out for long periods of time and hatch once they are submerged in water, as an adaptation to drought. Only two families, one in Onychopoda and one in Ctenopoda, contain marine species. Most eat detritus or plankton, catching them in the setae on their appendages. Notostracans are opportunistic omnivores that will feed on algae, bacteria, other branchiopods like Anostracans, and even small fish.

Branchiopods are characterized by the presence of gills on many of the animals’ appendages, including the mouthparts. Most have compound eyes and a carapace. In the Clam Shrimp, the carapace prevents the use of the legs for swimming, so the antennae are used for locomotion instead, as they are in nauplius larvae.

The oldest known branchiopod was Rehbachiella kinnekullensis of the Upper Cambrian. Notostracans in particular have a good fossil record, with the oldest known species being Strudops goldenbergi from the Late Devonian. Notostracans are often described as “Living Fossils” due to their lack of major morphological change over 250 million years.

Propaganda under the cut:

Both Triops (a genus of Notostracan) and Artemia (a genus of Anostracan) make popular low maintenance aquarium pets, respectively called “Dinosaur Shrimp” and “Sea-monkeys” in the pet trade.

Triops longicaudatus helps control the West Nile virus, as they prey on Culex mosquito larvae.

In Japan, Triops cancriformis are used as biological pest control, kept in rice paddies to eat weeds.

Most branchiopods feed on small plankton and detritus, but some are large(r) predators, and Notostracans aren’t the only ones! The Giant Fairy Shrimp (Branchinecta gigas) can get up to 86 mm (3.4 in) long, lives in hypersaline lakes and rivers, and eats copepods and other branchiopods: mainly other fairy shrimp.

The genus Artemia, also known as Brine Shrimp, are commonly bred to feed fish and crustacean larvae, both in fish farms and in aquarium tanks, due to their ease of rearing, richness in nutrients, and tendency to be the preferred snack of small fish. Daphnia, a genus of Anomopod, are also often bred as fish food, as well as for amphibian larvae.

Artemia urmiana was once abundant in Lake Urmia of Iran, but drought has caused their population to drastically decline, leading to fears that they were nearly extinct. However, a second population has been discovered in Koyashskoye Salt Lake of Ukraine, giving hope for their recovery.

Scientists have taken the eggs of Artemia salina to outer space to test the impact of radiation on life. The brine shrimp eggs traveled on U.S. Biosatellite 2, Apollo 16, and Apollo 17 missions, and on the Russian Bion-3 (Cosmos 782), Bion-5 (Cosmos 1129), Foton 10, and Foton 11 flights. On Apollo 16 and Apollo 17, the cysts traveled to the Moon and back. Unfortunately, the results showed A. salina eggs are highly sensitive to cosmic radiation… 90% of the embryos died at different developmental stages.

Clam shrimp convergently evolved a shell similar to a bivalve. Both valves of the shell are held together by a strong closing muscle. The animals react to danger by contracting the muscle so that the valves close tightly and the crustacean floats motionlessly to the bottom of the water.

Daphnia are used in scientific studies as a model organism. Because they are nearly transparent, their internal organs are easy to study in live specimens. They are often used to test the effects of toxins and climate change, assisting with the assessment of ecological impacts caused by human disturbance.

One time, while looking at pond water under microscope, I saw a Chydorus sphaericus and squealed out loud cause it was so cute, and my professor made fun of me. But look at this. The Cheat lookin ass:

[thanatika]

saw a post theorizing on how the bachelor and the haruspex arrived in the town, and it's reminded me of something i've been trying to figure out for ages: pathologic train lore.

i've always thought that patho classic sort of proved that daniil couldn't have arrived directly to the town via train, with this line in the haruspex route intro:

"Unwilling to wait for a regular freight train, Artemy follows the rails through the Steppe until he's caught up with by a small shunt locomotive. This is how young Haruspex arrives in the Town."

but reading more closely, now i'm even more confused. "regular freight train" implies that this would be the "regular" way for a person to take a train somewhere, but freight trains are... by definition, cargo trains, and do not carry passengers. then again, it seems pretty heavily implied that the only train that comes through town is a very infrequent cargo train. but apparently what he caught instead is a "shunt locomotive", which is mainly used for maneuvering train cars around a single railyard and do not typically go long distances. which doesn't line up with the fact that the town is meant to be very remote and isolated.

honestly, i'm curious about what terminology is used in the russian version of this intro? it's possible that it's just a weirdness of the translation and different terms are used in russian that make more sense, but there's no transcription of the russian version of the intros anywhere for me to translate.

regardless, and back to the topic of how these two arrived to the town, it does seem reasonable enough that artemy wouldn't have any qualms about hopping a freight train, especially for something so urgent. daniil on the other hand, i'm not so sure. he does plan on leaving town by freight train on day 2, if you go along with the "let's run away" side quest. but that's to escape dying from a plague, and he never mentions arriving by train in any of the discussions surrounding that.

the most recent ARG teasing daniil's route involved his train ticket, but i'm guessing it's not a train ticket directly to gorkhon, considering that no passenger trains go there. it's a ticket to "the end of the north east branch" of the railroad network. personally, i've always headcanoned that he took a passenger train to the nearest possible town, and from there maybe... paid for a ride as far as the locals were willing to take him to town-on-gorkhon? and walked the rest of the way? there is that flavor text in the marble nest about "wearing down three pairs of shoes" to get to the town, and i think he's being hyperbolic but i do think it makes sense that his journey might have involved a ton of walking.

obviously the actual answer is that we're not meant to think too hard about it, and that the town is meant to feel like it exists not only beyond time but beyond space. but it's fun to ponder. i do wonder if pathologic 3 will explore his actual arrival to the town to any greater extent, instead of just having him wake up in the stillwater.

[valtionrautatiet-official]

An introduction to VR multiple units, part 5: Sm6

The Sm6 Allegro. When I started this series about our multiple units, I first thought I would cover the Sm6 in the "operated for others" -series, then thought I would leave it out altogether... but events overtook my plans and now I'm introducing them as VR's own multiple units, although they are not yet in operation as VR trains.

An Sm6 unit on the Kerava-Lahti line, currently the only bit of high-speed rail in Finland, 2011. Teemu Peltonen, Vaunut.org.

Since the 1990s, two daily return trains had been operated between Helsinki and Saint Petersburg, Russia: the Sibelius, which used VR carriages, and the Repin, which used RŽD carriages. In 2006, the two rail operators decided to replace the locomotive-hauled trains, which took five hours to make the trip, with jointly-owned high-speed trains. For this purpose, a new jointly-owned subsidiary Karelian Trains was established.

Two Sm6's during pre-service entry test runs at Vainikkala, the border station between Finland and Russia, with the locomotive-hauled St. Petersburg train Sibelius on the right. Lari Nylund, Vaunut.org.

After a round of tenders, Karelian Trains opted for the Pendolino design (already used by VR in the form of the Sm3) from Alstom in 2007, with four units to be delivered in 2010 (there was also an option for two additional units, which was never taken up). Although the exterior design of the new Sm6 units was almost identical to the Sm3, in terms of technology they feature numerous improvements compared to the older class, and were outfitted to operate both on the Russian and Finnish electric systems. Due to the small difference in gauge between the two countries (Russia uses 1520 mm but Finland 1524 mm) the trains were given near-unique gauge of 1522 mm.

Interior of the Sm6's first-class carriage as delivered. Otto Karikoski, Wikimedia Commons.

Branded Allegro, the new Sm6 units begun operations in December 2010, cutting the travel time between Helsinki and St. Petersburg to 3½ hours. In addition to services offered on Sm3 units, the Sm6 has (or perhaps more accurately had) a space for the border patrol to use, as passport control was done en-route on the train, and a kid's playroom. The original grey-dominated interiors were replaced by new, more colourful blue designs in 2018-2019.

The new interiors were not in use for long before the Covid-19 pandemic caused for passenger train services between Finland and Russia to be suspended in March 2020. The Allegro services were restored in December 2021 (the Helsinki-Moscow sleeper train Tolstoy, however, was not), and ran for less than four months until closed again in March 2022 after Russia's invasion of Ukraine. (VR subsequently stopped freight traffic to Russia too - other Finnish rail operators continue to serve freight to and from Russia, however).

Second-class carriage in the post-2019 look. VR.

After March 2022, the four Sm6 units languished at VR's Ilmala depot in Helsinki, without maintenance as RŽD refused to make any payments for their share in Karelian Trains (which, although jointly Finnish-Russian owned, was registered in Finland). In March 2023, when Finnish prime minister Sanna Marin visited Kiev, Ukrainian Railroads requested the Sm6 units be handed over to them, but nothing ever came of this. Instead, in December 2023, when Karelian Trains was on the brink of bankruptcy due to RŽD not paying their share of the company's bills, VR bought out Karelian Trains and took over the Sm6 units.

The trains will be given a thorough technical refit, which will include removal of the systems to operate with Russian electrification, and will enter services on routes within Finland in 2025. How they will be branded is unknown, though a VR representative said in an interview they will not be called Allegro. Presumably this will make the Sm6 the first VR rolling stock class to be fully painted in the new livery.

[alexxx-malev]

Russia. LV-0233 steam locomotive at the station "Taganrog-II" Паровоз ЛВ-0233 на станции "Таганрог-II"

[ragamuffingunnar]

LIFE Magazine — May 1st, 1939

A Russian engineer and fireman adorned in gasmasks stand on the side of the cab of a locomotive. Pictured also is the railroad's emblem, CCCP lettering, coupled with the hammer and sickle symbology, and North-Caucasus. The painted square ledger holds the crew's names, and denotes that they're part of the Honorary Brigade of the Rostov Depot.

[beyourselfchulanmaria]

Wassily Kandinsky (Russian, 1866-1944)

Landscape near Murnau with a Locomotive, 1909

 Oil on canvas

[mariacallous]

Belarusian Paralympic athlete Alexei Talai was waiting on the platform of Minsk’s main train station as a locomotive glided in and dozens of children from Ukraine’s besieged Donbas region spilled onto the platform, where they were greeted with a bunch of brightly colored balloons. According to reports in state media, their journey from eastern Ukraine to Belarus was organized by Talai’s charity with the personal backing of Belarusian President Aleksandr Lukashenko, a man who has described himself as “Europe’s last dictator.”

A broadcast on the state-owned City TV about the children’s arrival last September painted it as a feel-good humanitarian deed: The children surrounded Talai’s wheelchair, chanting “Thank you, thank you.” To international legal experts and U.S. government officials, it is potentially a war crime.

Of all the atrocities that Russian forces have been accused of since the country’s full-scale invasion of Ukraine last year—a list that includes mass graves, torture, and the bombing of hospitals—the systematic deportation of Ukrainian children to Russia and the territories it occupies was the subject of the International Criminal Court’s arrest warrants issued for Russian President Vladimir Putin and a top advisor earlier this year. Ukrainian officials estimate that some 20,000 children have been taken to Russia in what researchers at Yale University have described as a systematic program for the forcible adoption and indoctrination of Ukraine’s children.

While Russia’s role in the deportation of Ukrainian children has been well documented, details have only just begun to emerge of a similar operation in Belarus—details that could expose those involved, including Lukashenko, to war crimes charges.

“I think anyone involved could be charged under the same theories,” said a senior U.S. government official, speaking on background under ground rules set by the Biden administration, noting that the deportation of civilians to Belarus followed a similar “fact pattern” as those to Russia.

The arrival of groups of hundreds of children from eastern Ukraine to Belarus, where they are sent to large recreational camps, has been well documented in the country’s state media, which hews closely to the government’s line. But rights advocates and foreign governments are only just starting to grapple with what happens to the children from there.

“Information about those camps is really in short supply,” said Wayne Jordash, a human rights lawyer who is assisting the Ukrainian government’s war crimes investigations.

Parents themselves have been some of the best sources of information about the deportations, said Kateryna Rashevska, a Ukrainian human rights lawyer who is investigating Belarus’s role. As swaths of Ukrainian territory were liberated in a counteroffensive last year, stories began to emerge of desperate parents traveling to Russia in search of their children. But those taken to Belarus have come from regions that are still under Russian occupation and beyond the reach of investigators.

Pavel Latushka, Belarus’s former minister of culture-turned-opposition figure, has the most detailed public accounting of deportations. By tracking posts on social networks, reports in the state media, and from its own sources, his organization, the National Anti-Crisis Management Group, found evidence that at least 2,100 Ukrainian children were taken to Belarus from occupied territories between September 2022 and May of this year. What they found was evidence of “systematically organized, [large] scale war crimes, led by Lukashenko personally and supported by some individuals and so-called NGOs,” he said in an interview.

In June, Latushka handed over a dossier of information about his findings to the International Criminal Court (ICC). A spokesperson for the court declined to comment.

When contacted for comment for this article, the charge d’affaires at the Belarusian Embassy in Washington, D.C., Pavel Shidlovsky, responded with a link to a news article in the Belarusian state media in which Lukashenko dismissed concerns about the deportations as “simply ridiculous” and suggested that Ukrainian children were being trafficked to the West to have their organs harvested. The Belarusian Foreign Ministry did not immediately respond to a request for comment.

The public face of the deportations is Talai, a Paralympic swimmer, motivational speaker, and strong supporter of the Belarusian regime. According to the website of his eponymous foundation, they began facilitating the transfer of Ukrainian children to Belarus as early as August 2021, before the start of the full-scale Russian invasion. The move was backed by a decree signed by Lukashenko, according to a statement by the presidential press service. Starting last September, reports of the deportations became more frequent. Among the facilities they have been dispatched to is Dubrava, a large children’s summer camp run by the state-owned fertilizer behemoth Belaruskali, which is already under sanctions by the U.S. Treasury Department. The Talai foundation did not respond to a request for comment for this article.

It can take investigators years to tie battlefield atrocities to senior commanders and a country’s leadership, but efforts to transfer Ukrainian children en masse out of the Donbas into Russia and Belarus have been carried out in plain sight and been widely documented on social networks, in the state media, and in remarks by top government officials in both countries, which is likely why it was the subject of the first ICC arrest warrants.

The deportations to Belarus have been funded by the Union State, an economic and political union between Moscow and Minsk, according to statements by a senior official involved. In October, Dmitry Mezentsev, a Russian official who serves as the head of the union, visited the Dubrava camp. “We are participants in their future,” he said during the visit, according to a Russian government newspaper. The Union State had already given tens of millions of rubles to support Talai’s efforts and would continue doing so, he said.

Social media posts by the Talai foundation and reports in the state media describe the children as being drawn from a variety of backgrounds: orphans, children with disabilities and those from impoverished families, and those living in children’s homes. Latushka’s team claims to have identified at least 50 orphans that were among the children taken to Belarus.

The Geneva Conventions, which serve as the backbone of international humanitarian law, provide detailed provisions regarding the treatment and evacuation of children in wartime: Children are to be evacuated to a neutral third country if possible, and written consent by guardians must be secured when they can be found. The deportations to Russia and Belarus are a flagrant violation of those principles, experts say. “It’s difficult for Belarus to assert that it is a neutral country,” Jordash said, as Belarusian territory was used by the Russian military to launch the assault on Kyiv.

In instances where parents have offered written consent, it’s difficult to argue that they have done so of their own free will. “Cities are under siege, and there is a lot of shelling. And when a man with a gun shows up at your house and offers to send your child to a summer camp, it’s hard to say no,” said Katya Pavlevych, a policy advisor on child deportations to the Ukrainian nonprofit Razom. Parents have sent their children to summer camps in Russia for a few weeks in the hopes of offering them some respite from the war without being told that the children would not be returned.

The Geneva Conventions explicitly prohibit any efforts to change the identity or nationality of children evacuated from war zones. One of the most controversial aspects of Russia’s deportation of Ukrainian children has been Moscow’s determination to indoctrinate them, erase their Ukrainian language and culture, and fast-track their Russian citizenship. The smattering of information about the fate of Ukrainian children in Belarus suggests that reeducation efforts may be underway.

An Instagram post by the Talai foundation from last June showed a group of children from the Donbas visiting a unit of the Belarusian security forces that specializes in crowd control. The unit was involved in the violent repression of pro-democracy protests in 2020 after another fraudulent Belarusian election. In an interview last October with Sputnik, the international arm of Russian state media, the head of a Minsk region mining and oil trade union suggested that Ukrainian children from the mining regions of the Donbas were an ideal “target group” to be trained to work in Belarus’ mining industry.

In an interview with Belarusian state TV, Olga Vokova, whose organization “Dolphins” is based in the unrecognized separatist Donetsk People’s Republic and has worked with Talai to bring children from the Donbas to Belarus, described children from newly occupied regions, such as Mariupol in southern Ukraine, as “pre-programmed” for evil. She said that they had to do “everything so as to melt their hearts and show them that we [people from the separatist regions] are not evil.”

Rashevska, the Ukrainian human rights lawyer, said similar efforts were underway in Belarus, as in Russia, to quash their identities.

“In these camps, the national identity of Ukrainian children is eradicated. These children are brainwashed, Russified, militarized,” she said.

[weirdowithaquill]

What Fuel would NWR Steam Engines use Today?

This is a question that I think a lot of people in the fandom are asking, especially with ever-more stringent environmental laws, the war in Ukraine cutting off Russian coal and the end of coal mines in the UK and the western world.

So, what exactly are Sodor's options if Sir Topham Hatt wants to run a steam railway in the 21st century.

I will do a separate post based on what I think the Fat Controllers do to ensure their engines run safely and profitably into the 2020's, but this post is all about fuel. Now, let's talk options:

1: Coal:

This is what Sodor is already using, and is the option that I think Sodor would enter the 2000's with. However, the UK has been rapidly closing coal mines since then, with the last deep coal mine in the United Kingdom, Kellingley colliery in North Yorkshire, closing in December 2015, and many of the mines that produced engine-grade coal already being closed. From this point on, the NWR has two options really: American anthracite coal (which is in decline) or Russian anthracite coal. Most British heritage railways used Russian coal due to its cheap and plentiful nature, leading to their current predicament of skyrocketing prices caused by tariffs and a cut-off from the Russian coal supply. Polish coal is an option some railways are switching too, however this is also quite expensive and not as plentiful as the previous coal.

Another option would be Australian bituminous coal, which is a worse coal for engines but is far cheaper and more plentiful. This would be unlikely, but could potentially be used as a desperate measure by the railway while searching for a better and more permanent option. Remember, bad coal causes a lot of havoc on Sodor even when considering different grades of anthracite coal.

2: Electricity:

If you've ever watched Train of Thought's video on electric steam (find here), then you may just know what I'm about to suggest. During the 1940's, the Swiss Federal Railways (SBB) converted a pair of steam engines with pantographs and used the electricity to boil the water. There was also a patent taken out in Canada as recently as 1992 for a steam engine that uses electricity to boil the water.

The pantograph part of the design would not happen - as much as Sodor has updated and modified their engines, whacking a pantograph on them would be crossing a line. So, what are the other options? Well, they could potentially use a third rail, and hide the converters and other pieces inside the bunker or tender, with what space remains being a perfect spot for extra water storage. Another option is batteries in the place of the bunker or tender, this in essence turning the engines of Sodor into battery engines.

The issue here is that the batteries are not really very efficient above the size of a Tesla, and a third-rail system has the potential to cause issues with any safety equipment on the ground (GWR had problems with their AWS system when travelling near the Southern Railway or the London Underground).

The battery version is something I could see being implemented on branchline and shunting engines however, as they could stay near charging ports and best utilise the extra range and lower emissions such a change would bring, without having as many drawbacks. Another advancement would be using an electric battery to preheat the boiler and to power the electrics in the coaches.

3: Biodiesel:

Before anyone goes insane about the idea of converting the NWR engines to oil-fired, I think I should say that I mean torrefied biodiesel pellets, as tested by the CSR in the USA on steam locomotives since as early as 2016 (article linked here). Torrefied biodiesel pellets have similar qualities to coal, including the fact that they can be shovelled and stored similarly to coal.

They don't really look that different to coal, do they? And in this trial, the engine they were trialling it on (Milwaukee County Zoo Train No. 1924) not only ran on 100% torrefied biodiesel, but also reached just under 200PSI. CSR has also ran tests on standard gauge engines, and the fact is that the Skarloey Railway would probably be an early adopter.

Furthermore, Sodor is a primarily agricultural island, and due to globalisation, the farms would be looking to find new crops with which to make a profit from, as the prices of cheap international products hurts their smaller farms. The NWR looking at biofuels would be a golden opportunity for them, and the NWR would have the crops needed for biodiesel locally, decreasing shipping costs.

The issue with biodiesel as a fuel is that it does not burn as hot as conventional coal, and it burns quicker. It does however start burning sooner, meaning setting a good fire in the mornings would be easier.

Railways using steam power are currently being faced with these major issues, and Sodor would probably be at the forefront of the debate, as its heavy usage of steam and early diesel engines makes for problematic encounters with environmentalists. However, Sodor would also be one of the largest supporters and financers of steam research, and would, in my opinion, use a mix of electric steam and biofuels to preserve their fleet of engines well into the 21st century. And yes, it would be theoretically possible to create an entire scientific essay out of this.

One again, pictures are not mine, and remember to tell me your ideas!