View allAll Photos Tagged 2000
Eurofighter EF-2000 Typhoon of the Ejército del Aire Escuadrón 111 (Spanish Air Force 111th Squadron) from Air Base Morón participating in Red Flag 17-2 exercises at Nellis AFB. Note the live GBU-16 Paveway II 1,000lb laser-guided bomb and the IRIS-T (Infra-Red Imaging System Tail/Thrust Vector-Controlled) air-to-air missile.
Kcap KwaMashu Community Advancement Projects South African Zulu Traditional Cultural Singing & Dancing Group from Durban Performing at The Limpopo Club The Africa Centre Covent Garden London 7th July 2000
Kendall 2000 mile Oil. An older porcelain sign, 2 sided. No room to display, so I'm going to sell it.
Metalpar Pucara 2000 / Mercedes Benz LO-814/42.5.
15:51 | 03.06.2011 | Rancagua, Republica de Chile.
Tipo de Servicio: Urbano Licitado.
Placa Patente Unica: SE*2363.
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||○► мвϋѕeѕ◄○|| Þавłô маятïиež © ||
Contacto: mbuses@gmail.com◄◄◄
As I've seen with other South Korean puzzle brands, Chamberart includes a full-size poster of the puzzle image, so that presumably one could work directly over an exact replica if one chose to. Not me, but I suppose the poster could come in handy if there were ever any missing pieces, and the brand's warranty (which they do offer, although the form is all written in Korean) expires. You could cut out from the poster and send to the Jigsaw Doctor or try your own hand at fabricating a replacement piece.
The poster is slightly lighter and fuzzier than the actual puzzle. The box is nice and compact.
De hoekige stijl waarin het koetswerk van deze Triumph is gebouwd, wordt ‘Razor Edge’ genoemd, de snijkant van een scheermes. Deze modieuze stijl is in de regel te vinden op duurdere auto’s zoals Bentleys en Rolls-Royces. De carrosserie is handgebouwd door Mulliners uit Birmingham.
Dit is de zeldzame limousineversie van de Triumph Renown. Achter de chauffeur bevindt zich een glazen separatieruit. Van de limousine zijn nog geen tweehonderd exemplaren gemaakt en voorzover bekend is dit de enige die nog over is.
De van oorsprong motorfietsfabrikant Triumph wordt na de oorlog overgenomen door de Standard Motor Company. De Triumph Renown en de kleinere Mayflower, beide in ‘Razor Edge’-stijl, behoren tot de eerste nieuwe producten. Het zijn pogingen van Triumph om een kleine auto met een luxe uitstraling op de markt te brengen. De typeaanduiding ‘Renown’, vernoemd naar een Engels oorlogsschip, wordt overigens pas in 1949 toegepast. De auto bestaat dan al drie jaar.
Manhood Classics, East Beach Car Park Monthly Meeting, Selsey, West Sussex. Sunday 19th. February 2023.
Our club's website:- www.manhoodclassiccars.com/
The sad story of Clydeside 2000
McGill’s Buses have repainted their only active double-decker, Enviro 400 J8960 (66XKW) into a heritage livery, proudly proclaiming that the company has been serving Barrhead, Renfrew, Paisley and Glasgow since 1933. That claim needs to be taken with a slight pinch of salt, given that many will know that the current version of McGill’s Buses has only been in existence since 2001.
However, there is indeed some substance behind the statement. The livery of the bus is of the original McGill’s of Barrhead company, founded in 1933 and looks superb on the bus, again proving how good retro liveries look on modern vehicles. This company was sold to Clydeside Buses, formerly Clydeside 2000, in 1997.
Clydeside 2000 was what at one time been the northern operations of Western SMT, part of initially the Scottish Transport Group and later the Scottish Bus Group. Western SMT, through a series of purchases and mergers had grown to be the dominant operator in much of south-west Scotland. It’s operations stretched from over the border into England right up to north of Glasgow. Indeed at one stage it even had operations in Islay and as far north as Oban. It served towns in between including the towns of Ayr, Dumfries, Kilmarnock, Renfrew and Paisley, with services to and from Glasgow as well as services to Edinburgh shared with Eastern Scottish. It also ran many Anglo-Scottish services to towns and cities in England and Wales as well as to Stranraer, for ferry crossings to the six counties of Northern Ireland, it truly was one of the Group’s powerhouses and its black and white coaches as well as red and cream buses were a familiar sight in Scotland.
In 1985, in preparation for deregulation the following year, Western SMT was renamed Western Scottish Omnibuses Limited. This was more complex than it actually seemed, given the company was registered in England due to historical reasons and indeed the company was initially named Western Scottish Limited and some buses actually ran with this legal lettering, only to have that changed to match the other Scottish Bus Group companies. Apparently the wish was for the Group companies to accommodate a description of what they did in their company names, hence the addition of the word omnibus into the names. Although the omnibus name seems somewhat quaint these days….
Later in 1985, Western’s northern operations were hived off as the newly formed Clydeside Scottish Omnibuses Limited, leaving Western with the rest. This was one of several new companies that the Group created to prepare for this brave new deregulated world. Sadly, despite a bold new image and several innovations, including reintroducing crew operations on AEC Routemasters acquired from London Buses, shared ticketing with other Group companies and new cross-city routes shared with Kelvin Scottish, an accounting error surrounding its costs being underestimated. This saw the Clydeside company plunge into heavy losses, on top of sustained competition from Strathclyde’s Buses. This occurred at a critical time for the company, as the Group was heading towards privatisation and a sell-off of its subsidiaries.
It was felt that as a result of this, Clydeside wasn’t in a fit state to be privatised and so it was reunited with Western, with the assumption that the larger company would be a more attractive option rather than the financially stricken Clydeside on its own. However Western’s management were very much in charge of the new combined company and the company swiftly moved to obliterate much of the Clydeside image. It’s Routemasters, which the company had pioneered in Group operations, were swiftly withdrawn, replaced by more - ahem - ‘modern’ one person operated vehicles to reduce staffing costs and buses in Clydeside colours begun to be swiftly repainted in Western’s then current livery. Legal lettering was to be now for Western Scottish’s then Kilmarnock base. However it did retain the Clydeside trading name on Western’s livery for that former company’s operations with the notable exceptions of the depots in Greenock and Largs in Inverclyde as well as Rothesay on the Isle of Bute, which were branded as normal Western vehicles, even though each depot sat on the shores of the River Clyde, for which the Clydeside name was singularly relevant.
These changes under Western ownership were deeply unpopular with the former Clydeside staff and led to much internal strife between the two factions within the company. So, it was eventually agreed that if the management buy-out of Western was successful under Group’s privatisation process, the former Clydeside operations would be immediately sold on to the former remaining Clydeside management and staff as an employee buy-out. The Western management buy-out was successful, although as part of that buy-out Western retained sole operations of Service 4 between Ayr and Glasgow, which had previously been jointly operated between the two companies, and the Rothesay fleet and depot,. This was mainly due to Clydeside not wanting them, as the tendered operations were due to be renewed on Rothesay and it was felt it was too much of a risk for the new fledgling company if the tenders were not successful, as the tendered operations made up a significant part of that depot’s output. In the event, the tenders made under Western were successful but such is hindsight. Greenock and Largs depots would come back to Clydeside too.
So for the princely sum of £1.25 million the Clydeside operations passed to the new Clydeside 2000 company, a price that probably covered a significant part of what Western’s management paid for the combined company. It was an odd name choice but the company began to repaint buses in the former Clydeside colours, albeit laid out slightly differently in a more modern style, and the Clydeside 2000 trading name was adopted for the new company. which had its headquarters within Paisley depot. The purchase was supported with assistance from another company, English based Luton & District, a company which was to play a pivotal later role in the story. That company held a 24% stake in Clydeside 2000.
Like a lot of newly privatised bus companies, Clydeside 2000 struggled. It contracted, closed its depots in Paisley - it’s then head office - and Thornliebank in southern Glasgow as well as it’s sub-depot in Largs. It’s fleet age was poor at an average of 13 years. a legacy of the Group’s freeze on new vehicles purchases in the run up to privatisation. Under the Group, the only brand new buses that Clydeside had received were some Alexander AM-bodied Dodge/Chrysler/Renault S56 minibuses and several Leyland Lions with Alexander RH-bodies. The Lions may seem an odd choice but they were actually built for sister company Kelvin Scottish. Sadly, Kelvin didn’t take them as it had its own significant issues at the time and the buses languished at Alexanders’ premises for a while in Kelvin’s Cumbernauld Express livery for sale with no buyers. In the end, the Group agreed to take them and allocated them to Clydeside, where they proved useful additions on Clydeside’s local express routes, branded as Quicksilver.
Funds for new vehicles were tight and relatively newer vehicles were sold to raise funds to buy more but older vehicles to get by. A good example of this was the sale of all the company’s Dennis Dominators to a Hong Kong based company and its Leyland Lions to operators down south, including Chester City Transport. When vehicles were purchased they tended to be second hand. Or indeed third or fourth hand! An example of this was a batch of Alexander Y-type Leyland Leopards bought from Kelvin Central and Lancaster City Transport, some of which ran in their previous liveries but with Clydeside 2000 fleetnames, particularly confusing when the ex-Kelvin Central ones began to appear on routes in Glasgow….. It suffered from heavy competition, especially in Greenock where in many cases the rule book went out the window. Although it reached a tact understanding with Strathclyde’s Buses that saw competition reduced between the two and services withdrawn. However even after that, it still gave Strathclyde’s Buses a significant foothold in Clydeside 2000’s area. As part of the deal, some Strathclyde’s Buses MCW Metroriders went on extended loan to Clydeside 2000, allowing them to replace earlier mini-buses with better vehicles.
However it’s ever increasing average fleet age was causing apoplexy to the local Traffic Commissioner and eventually the company realised it would have to buy new buses simply to retain an operating licence and it started a tentative fleet renewal. Some Plaxton Beaver bodied Mercedes-Benz mini-buses and Alexander Dash boded Volvo B6s were acquired from local dealer stock. Later, an offer by Strathclyde’s Buses to buy the company was rebuffed - rather oddly given the company’s precarious position - but this left the door open to others as it was clear the company was touting itself as being available. Strathclyde’s Buses then acquired Kelvin Central, removing another potential suitor at a stroke.
Mergers and acquisitions were very much in vogue at the same time as the industry began to form the super-bloc of operators such as Stagecoach and Firstbus. Luton and District was by then owned by British Bus, the smallest of the three super-blocs forming at the time, and in late 1994, it made a successful offer through Luton and District to acquire Clydeside 2000. The offer was accepted and Clydeside 2000 became British Bus’s first - and indeed only - purchase in Scotland.
The new management broom made sweeping changes to Clydeside. The first thing they did was to rename the company to Clydeside Buses Limited. Apparently this was done as the new management saw the fleet name and thought it read Clydeside Zoo! To be fair the fleet did have a few Leopards, Lions and Tigers….a new brighter livery with the addition of white to the yellow and red presented a more positive image. The fleet name became simply Clydeside.
The British Bus era at Clydeside was notable for a rapid modernisation of the fleet. However this was from a company that had a very poor record of fleet renewal towards the companies it owned. So what was different with the Clydeside purchase? Well, apparently the company was told by the authorities that it didn’t improve its fleet it would be shut down by the loss of its licence! So British Bus had no choice but to invest in it. But to be fair, this investment and new livery saw a notable improvement in the overall fleet condition. Under Clydeside Buses it also expanded - of a sort - as it also acquired the original McGill’s of Barrhead business.
However trouble was yet again on the horizon, as parent British Bus had its own issues at the time. This was to do with some irregularities at the company. So it was taken over by the Sunderland based Cowie Group, mainly a car dealer, but through the purchase of such a business had acquired a small coach business in London, Grey-Green. Under Cowie, it has expanded this coach company into London tendered operations and then had purchased two of the London Buses subsidiaries, Leaside Buses and South London, when that was being privatised. Cowie had tried to introduce a corporate livery - of a sort - to its London acquisitions but it struggled to impose this. A fresh bit of thinking was required.
Cowie then decided in 1997 to rename its bus operations as Arriva. Clydeside Buses was renamed as Arriva Scotland West (SW) in 1998 but which traded as Arriva serving Scotland, a name that actually needed Governmental approval. Arriva was to be a national operator with a uniform image and style. If you stepped on an Arriva bus, it would be the same whether it was in Greenock or Guildford.
However Arriva SW had its own issues to deal with and with continued heavy competition in Inverclyde, it cut its losses and sold its Greenock operations in 2001 to some local businessmen there. The vehicle that was used for this was the original McGill’s licence which Arriva SW had kept active but dormant after purchasing the original McGill’s of Barrhead. .And so the company was transplanted down the Clyde Coast as McGill’s Buses.
Through a series of events and misfortunes, Arriva SW remaining operations was ultimately bought by the new McGill’s Buses in a reverse takeover of sorts and so the claim on this bus, a former Alexander Dennis demonstration vehicle, is technically correct as the present company is made up of bits of what was at one stage the original McGill’s of Barrhead, Western SMT, Western Scottish, Arriva SW, Clydeside Scottish, Clydeside Buses and Clydeside 2000. However they saddest part is undoubtedly Clydeside 2000, a company that started with such fresh hopes, contracted and went through such turmoil only to cease to exist barely a few years later.
The results of James' pottery lesson at a Cider Farm in Cornwall. He was nearly age 9 at the time.
Unfortunately, James passed away in June 2009 after losing his battle against Cystic Fibrosis and other illnesses.
He was a very brave boy (as well as my best friend) and I will always miss him.
Julia Mathunjwa RIP 50th Birthday Party with Shikisha Zulu Cultural Group from Durban and Kcap Ekhaya Zulu Creative Arts Dance Group from KwaZulu-Natal at Kopanang South African Social Club London 10th July 2000
Julia Mathunjwa RIP 50th Birthday Party with Shikisha Zulu Cultural Group from Durban and Kcap Ekhaya Zulu Creative Arts Dance Group from KwaZulu-Natal at Kopanang South African Social Club London 10th July 2000 Sanel Zuma & Kcap Girls
ADP GLOBAL GROUP LIMITED Cheap Sell and charter floating crane/crane barge 100t to 5000t (sheer-leg and full revolving).
Direct Tel:+0086-138-1716-2863
Zimbabwean Abigail On-stage with Robert Masako Democratic Republic of the Congo DRC Vocalist A Party to End the Year by Limpopo Club at The Africa Centre Covent Garden London 29th December 2000
Totnes 10/10/00
1M38 8:48 Penzance - Manchester Piccadilly.
New as D1976 to 64B (HA) 11/65 & renumbered 47274 9/74.
Renumbered 47637 1/86 & 47826 7/89.
Camera: Zero 2000 Pinhole
Film: Kodak Portra 400
Exposure Time: 7.5 seconds
Location: Heather Meadows – Mount Baker, Washington State
Featured on the NPR Picture Show blog
Originally posted on my photostream on 11/7/2011. Reposting it to share the story again, and celebrate Tree Tuesday
The forest played a big role during my childhood. At the end of our suburban development thirty miles north of Seattle stood a modest forest. How big exactly I cannot say for sure, but to me at it felt almost infinite in size. Known simply as ‘The Forest’ amongst the neighborhood kids, it served as a setting to many of my favorite childhood memories.
Situated at the end of a rounded cul-de-sac, kick ball games, squirt gun fights and Fourth of July picnics were held in its midst. On hot summer days and rainy cold autumn afternoons alike, my friends and I would spend countless hours within its confines. We knew its layout like the back of our hand, having built a small network of trails throughout for easy navigation. Landmarks were given simple names such as First, Second and Third Tree, each of which where fallen trees which left large craters in the ground and exposed root systems. When a tree fell between them during a particularly violent storm we simply named it ‘Middle Tree’.
Life felt simple within this infinite forest. We played games of tag (which we called ‘The Game’), hide and go seek, rode our bikes through it and built forts. We got dirty, bruised and injured ourselves; I have a scar on my knee which serves as a memory of the time I fell off First Tree while attempting to run down the length of its trunk. We had a great respect for the forest even if we did not truly know how lucky we were to have it at our disposal.
Towards the end of my time in elementary school signs that the forest didn’t indeed belong to us began to pop up. Paint and surveyors’ tags were marking trees and proposed land use signs were posted. We feared their presences and worked tirelessly to remove them, even if it was inevitably a lost cause. The impending demise of The Forest hung heavy on my mind as I mentally prepared for the forest’s destruction at some point in the near future. As the days turned to weeks then months and years the dozers had yet to arrive. The lapse in time eased my worries and as I got older moving into my teens it seemed as though the forest was here to stay.
By the time high school arrived adventures into The Forest lessened as my interested turned to girls, my first job, and obtaining my drivers license. The exact date the bulldozers finally arrive escapes my memory, though I will never forget the empty feeling in my stomach as I watched The Forest being toppled by the machinery leaving a barren landscape. Suddenly the area where the infinite forest once stood seemed rather small and depressing. A small part of me was lost along side those trees that day. In many respects The Forest’s destruction marked the end of my childhood and the beginning of my adult life.
Roughly a hundred or so houses where built on the land where the trees once stood. My parents still live in the house I grew up in, and every now and then I’ll venture to the point in which The Forest once stood, driving down the paved streets lined with homes envisioning in my head the locations of First, Second, Third and Middle Trees. I think of the modest forest at the end of the development often while hiking through the much grander stands of trees within the National Forests and Parks of the Pacific Northwest realizing how fortunate I was to have such a thing within walking distance of my home.