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Aurora Aksnes (born 15.6.1996), is a Norwegian singer, songwriter and record producer. Born in Stavanger and raised in the towns of Høle and Os, she began writing her first songs and learning dance at the age of six. After some of her songs were uploaded online and became popular in Norway, she signed a recording contract with Petroleum Records, Decca and Glassnote Records in 2014. Aurora gained recognition with her debut extended play (EP), Running with the Wolves (2015), which contained the sleeper hit "Runaway". Later that year, she provided the backing track for the John Lewis Christmas advert, singing a cover of the Oasis song "Half the World Away".
Aurora's debut studio album, All My Demons Greeting Me as a Friend (2016) received generally positive reviews, charting in various European countries and earning platinum certification two times in Norway. Her second EP Infections of a Different Kind (Step 1) (2018) was the first part of a two-part album, while the second part was her second studio album, A Different Kind of Human (Step 2) (2019). Her third studio album The Gods We Can Touch was released on 21 January 2022.
Her music is primarily electropop, folk, and art pop with vocals referred to as "ethereal". She only played piano at the beginning of her career, but later involved herself in percussion and other aspects of music production. In addition to her solo work, Aurora has collaborated with and co-written songs for other artists, including Icarus, Askjell, Lena, Travis and the Chemical Brothers. She has also contributed to soundtracks for several films and television series, including Girls, Frozen II and Wolfwalkers.
She calls herself a "forest person" due to being surrounded by nature and her love to "climb trees", and being "isolated and hidden".[15] She has also shown interest in the ocean since she lived close to the sea, and her parents have a sailboat.[15][16] When she attended school, her sisters—Miranda (currently her makeup artist) and Viktoria Aksnes (currently her costume designer)—worried that she might be bullied due to her eccentric personality and style of dress.[17] Contrary to this, Aurora's classmates asked for more time than she was willing to give, and she instead preferred to spend time in the forest.[18] She also claimed that withdrawing into natural spaces gave her time to philosophize and discover the "power" of her own mind.[19] As a child, she was afraid of people who sought to hug her and disliked such a gesture in general: "I used to be terrified of people who wanted to hug me", she said. "I did not like to be hugged as a child. And I used to be terrified of one of my teachers at school, but then I met him a few months ago, and it was really nice. It’s weird how things change."[20]
At age nine, when she had a better handle of the English language, she began writing songs.[13] She has mentioned being influenced at that time by artists like Leonard Cohen, Bob Dylan, Enya, and the Chemical Brothers.[24][25]
According to Aurora, the first song she ever finished writing was titled "The Lonely Man".[33] Her first work before embarking on her music career was washing a pizza restaurant using a hose.[33] Songs from her early works were written in this early stage of her life.[34][35] Another of her early compositions was "I Had a Dream", which referred to how hard the world can be.[25][23] Although she considered it a "really long and boring song about world peace" she performed it once at her high school's leaving ceremony. The recording of her song "Puppet" (which was originally made as a Christmas gift for her parents) and a video filmed by a classmate of her school performance were uploaded online without her permission (which made her angry),[13][36] and was quickly discovered by a representative of the agency of Artists Made Management, a Norwegian management company, who invited Aurora to visit their office for a meeting in early 2013.[37][38] Aurora initially denied the proposal: "At first I thought no", she recalls, "but then my mum said I should think about the idea of sharing my music with the world because maybe there's someone out there who desperately needs it. And that could actually be a good thing".[36] In a few hours, both songs received thousands of visits in Norway, which earned Aurora some recognition in her country, in addition to a fan base on Facebook.[38][21][39]
2012–2016: Running with the Wolves and All My Demons Greeting Me as a Friend
Aurora self-released the song "Puppet" as her debut single in December 2012 under her birth name.[40] Aurora then set about working on her songwriting for around a year before giving her "first proper live performance" at Nabovarsel Minifestival in Bergen. About similar performances to that one she said: "I don’t think I was born to be an entertainer, I used to really be afraid of playing live on-stage. Obviously it’s terrifying! But now I’ve learned to, and I’ve learned to not focus on myself, cause it’s not about me. Now I only think about giving everyone the best experience. A magic moment."[20][41] Her second single, "Awakening", followed in March 2014, which became the first one released under the stage name Aurora.[42] Her third single "Under Stars" was the first one signed to her labels Glassnote Records and Decca Records, released in November 2014. Both songs established her as a "Promising Artist" of 2015 and attracted the attention of critics in Europe and the United States, especially for the artist's voice. Her next single "Runaway" was released in February 2015, which gained attention from singers Katy Perry and Troye Sivan.
Her next single, "Running with the Wolves" was released in April 2015, and its music video was released two months later. The song gained attention from BBC Radio station.[49] It was released alongside the announcement of the release of her debut EP Running with the Wolves.[50] Released in May 2015 on digital platforms, the EP received positive reviews from online music blogs and national press. To promote the EP, she appeared at summer festivals such as Way Out West, Wilderness, and Green Man Festival. Aurora's next single, "Murder Song (5, 4, 3, 2, 1)", was released in September 2015 and has received continued support in the national press, on national radio, and popular online music blogs.[51] Aurora also performed at the 2015 Nobel Peace Prize Concert,[52] saying that she and her family "have been following it from the living room at home for many years", and "it is an incredibly beautiful thing to be a part of."[53] Her presentation was praised by the concert's host Jay Leno.[54] She has played a sold-out headline show in London and supported Of Monsters and Men at Brixton Academy in November 2015.[55] Aurora recorded a cover of the Oasis song "Half the World Away" for the 2015 John Lewis Christmas advert.[56] Her next single, titled "Conqueror", was released in January 2016, and a music video was released the following month. Before the single release, the song appeared in the soundtrack of the videogame FIFA 16.[57]
In early 2016, Aurora featured on British band Icarus' song "Home" and released a cover of David Bowie's "Life on Mars" for the HBO Girls television series.[58][59][60] After a prolific start with her first musical productions, she released her debut album All My Demons Greeting Me as a Friend in March 2016,[61] receiving generally positive reviews from critics. After releasing the album, Aurora embarked on an international concert tour beginning in Australia that lasted more than a year.[62]
On 14 March 2016, Aurora made her American television debut on The Tonight Show Starring Jimmy Fallon, performing "Conqueror", which was later performed on Conan.[63] On 25 July 2016 she performed her cover of "Life on Mars" on The Howard Stern Show. The following night on 26 July, she performed "I Went Too Far" on The Late Show with Stephen Colbert, which was later released as the album's fifth single. The album's sixth and final single "Winter Bird" was released on 20 December. Aurora became the first in a series of emerging artists to partner with YouTube for a creative content distribution program,[64] she also starred in her own short documentary directed by Isaac Ravishankara and produced by The Fader, titled "Nothing is Eternal."[65]
2017–2019: Infections of a Different Kind and A Different Kind of Human[edit]
When All My Demons Greeting Me as a Friend debuted, Aurora said that it was "the first album of many" she was planning to release.[66] As of 12 May 2016, after coming back from her European tour, the singer announced that she was ready to begin writing and producing more material, which will form her second studio album. She stated in a Facebook event that she has fifteen demo songs and has written a thousand songs/poems. Her next project consisted of covering the song "Scarborough Fair" for the Brazilian telenovela Deus Salve o Rei and filming the opening sequence for it.[67] Between April and August 2018, the singer released two singles, "Queendom" and "Forgotten Love",[68][69] which would be included in the first half of a two-part album divided into "steps".[70] Aurora recorded the album during her stay in France in January of that year, and the production included the producers Askjell Solstrand, Roy Kerr and Tim Bran, with Aurora herself also involved in this aspect.[15] Some of that new material was anticipated in live performances, including festivals like Lollapalooza and Coachella.[71][72]
While maintaining some of the themes and stories of the previous album, this production would mark the first time that Aurora has incorporated themes of politics and sexuality into her music.[73] Most of the new inspiration came from the interaction that she had with her fans during her first tour.[74] The music video for "Queendom" saw its release in May 2018, which presented themes of inclusivity and empowerment of "the underdog", particularly her LGBT fans. In the video, Aurora kisses one of her female dancers to convey that "every type of love is accepted and embraced" in her "queendom".[75]
On 28 September 2018, the singer released the first half of her second album on EP format,[70] under the title Infections of a Different Kind (Step 1). The EP features eight songs,[76] and the title itself comes from the eighth track included on it, which Aurora declared as "the most important song I've ever written".[77] A Different Kind of Human (Step 2) followed on 7 June 2019, with lead singles "Animal" and "The River".
On 12 April 2019, Aurora contributed with co-writing and vocals in the songs "Eve of Destruction", "Bango", and "The Universe Sent Me" for the Chemical Brothers' ninth album No Geography.[78] On 4 November 2019, the soundtrack to the Disney film Frozen II was released, with Aurora providing backing vocals on the song "Into the Unknown". On 9 February 2020, she performed the song on stage as part of the 92nd Academy Awards alongside Idina Menzel and nine singers that dubbed the song in their respective languages.[79] She released her solo version of "Into the Unknown" as a standalone single on 3 March 2020.[80]
Aurora released the single "Exist for Love" in May 2020, which was presented as her first love song ever with a self-directed music video.[81] The song was made during the COVID-19 lockdown in collaboration with Isobel Waller-Bridge, who composed the string arrangements.[81] It was the first glimpse into what she described as "a new era" in her career, with the upcoming release of a new album.[82] Under the musical direction of Gaute Tønder, she recorded the title track of the Christmas miniseries Stjernestøv [no] for Norwegian public broadcaster NRK; such contribution was made known in mid-November of the same year.[83] She also provided her vocals on the songs "Vinterens Gåte" and "Det Ev Ei Rosa Sprunge" (Norwegian version of the German song "Es ist ein Ros entsprungen"), from the album Juleroser by Herborg Kråkevik, in which the Bergen Philharmonic Orchestra and other Norwegian artists.[84] She also re-recorded her track "Running with the Wolves" for the animated fantasy and adventure film Wolfwalkers.[85]
In early 2021, she released five compilation EPs in celebration of her song "Runaway" receiving over 100 million streams on Spotify: For the Humans Who Take Long Walks in the Forest, Music for the Free Spirits, Stories, For the Metal People and Music for the Fellow Witches Out There throughout February.[86] On 7 July 2021, Aurora released the single "Cure for Me" as the lead single for the forthcoming album.[87] On 14 October, "Giving in to the Love" was released as the album's third single, and The Gods We Can Touch was announced for release on 21 January 2022.[88] Aurora featured in Sub Urban's song "Paramour", released on 19 November as a single for the latter's upcoming debut album.[89] She also released the song "Midas Touch for the soundtrack of the third season of the Amazon Prime Video Hanna series. To promote The Gods We Can Touch, she announced a concert tour throughout the United States and Europe (with Sub Urban, Sei Selina and Metteson as supporting acts) in 2022.[90] "Heathens" was released on 3 December 2021 as the album's fourth single, and a virtual concert film was announced, which released exclusively to Moment House on 25 January 2022, a week later after the album's release.[91][92] A collaborative event with the video game Sky: Children of the Light was released on 17 October 2022, which included a virtual concert that premiered on 8 December after The Game Awards 2022 and reoccurred from 9 December until 2 January 2023.
This is Portland's newest bridge, the Tilikum Crossing, during a recent test for the bridges aesthetic lighting system. 178 LED lights are programmed to change color with the Willamette River's currents, height, and seasonal changes with data received from the USGS. This is a beautiful structure that is sure to become a Portland icon...
Another new addition to the Colas Fleet of Ex-HST P/C's is 43257,an ex-LNER Unit.Here partnered with 43290 they were working '1Q23' the 05:56 from Reading Triangle Sidings to Salisbury via Exeter and Westbury.Here seen shortly after passing through Warminster at Hollybush Road in rather dire lighting requiring use of a 35mm prime lens.At least it wasn't raining!
---16 december 2021---
Teenage dollhouse addition remodel project
Simplicity dollhouse by Real Good Toys
1:12 colonial style house
Circa 1785; additions to rear Robert Matheson, 1856, and George Morham, 1898. 3-storey, attic and basement, 4-bay former terraced classical house. Droved cream ashlar sandstone. Ashlar basement. Ground floor with square cut rustication; to right, steps oversailing basement to arched tripartite doorpiece with decorative semicircular metal fanlight framed by Roman Doric pilasters and cornice. 1st floor with moulded cill course and band course above. Cornice. 3 modern canted piend-roofed dormers.
Part of the original fabric of Edinburgh’s New Town, the most important and best preserved examples of urban planning in Britain.
In addition to the Guadalupe Mountains, the national park includes sand dunes on the south side of the mountains. These are made of gypsum, a mineral common to limestone formations such as the Guadalupes. You can see gypsum "flowers" in Carlsbad Caverns, about a half hour away in the same geologic formation.
In addition to its inherent appeal, this paper decoration on the inside of a lid of a Victorian trunk is interesting for two reasons.
First, the subject's face embodies what I think was the feminine ideal of its era. What would she look like with Ivanka hair?
Secondly, the side-by-side color and black-and-white images emphasize the trade-offs that came with the advent of photography. Yes, we can look back in time and see the people of the last quarter of the 19th century almost as if were in the room with them. It's the next best thing to time travel. Still, the experience comes at a price, namely the loss of all color. That's a pity, because it turns out the past was a very colorful place.
Not sure how this got here but on my way to pick up my granddaughter for school I found this setting by the electrical substation. Just had to capture a few shots. The next day the transformer had been moved into the substation and trailer broken up into three sections attached to tractors. Had never seen anything like this before.
The new addition to the C5 Ranch. View Large On Black. Water is pretty murky from all the recent rain, hints the brown reflection
The Shot
Tripod, Canon 50d with Sigma 10-20mm, 3 bracketed RAW images
Photomatix
HDR with details enhancer
Photoshop
Applied layer 'levels'
Applied layer 'curves' for contrast
Applied layer 'hue saturation' for increase of selective colors
Applied unsharp mask after noise reduction to background layer
Check some more work at www.coyaunephotography.com
All photographs © Richard Coy Aune Photography, please don't use them for anything without my permission. Thanks
O impressionante Campo de Santana, de 1873. Na minha opinião, o jardim mais bonito da cidade, um oásis verde no Centro Financeiro do Rio de Janeiro. Repleto de exóticas cotias e pavões que caminham livremente pelo lugar, além de outros diferentes tipos de aves! Quando da construção da Avenida Presidente Vargas, perdeu quase 1/3 do seu tamanho original... Mas continua imenso!
Rio de Janeiro, Brasil.
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Cave at Campo de Santana Park
The impressive Campo de Santana, from 1873. In my opinion, the most beautiful garden in the city, a green oasis in the Financial Downtown of Rio de Janeiro, Brazil. Full of exotic cotias and peacocks that roam freely around the place, in addition to other different types of birds! When Avenida Presidente Vargas was built, it lost almost 1/3 of its original size... But it remains immense!
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Buy my photos at / Compre minhas fotos na Getty Images
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Glanville Hall was built in 1856 for Captain John Hart, a retired mariner, merchant, land owner, politician and South Australia’s first Premier.
Hart named his home after his mother, Mary Glanville. The home was constructed from stone transported nearly 200k from Port Vincent on Yorke’s Peninsula.
The homestead originally consisted of 14 main rooms, coach house, gate keeper’s lodge and stables. Servants’ quarters were in the roof space of the second story.
A billiard room and tower were added as part of extensions in 1865.
Another large project of Captain Hart’s was the establishment of Hart’s Mill on the inner harbour at Port Adelaide in 1855.
Captain Hart died suddenly at the hall in 1873 and his family remained there until 1912 when it was sold to Magnus Wald – a South Australian yachting identity.
After Magnus Wald died at Glanville Hall on 24 January 1925 this advertisement appeared in the Register -
'GLANVILLE HALL'
To hand this week from Wilkinson, Sando, & Wyles Limited, is an exceptionally well got up souvenir booklet describing the historic 'Glanville Hall' property at the Semaphore, one of the finest residential establishments on a large scale to be found in South Australia.
As a gentleman's residence and landed estate for a man of ample means, especially for one running a racing or hunting string or a pedigree stud, 'Glanville Hall' is ideal, likewise for scholastic or institutional purposes, and as a subdivisional proposition the 15½ acres of parklike pasture surrounding the residence offer exceptional attractions, the demand for well situated building sites in the vicinity being considerably in excess of the supply. 'Glanville Hall' is now offered for private sale by direction of the trustees in the estate of the late Mr Magnus Wald.
Successive owners used the hall for a family home for the next two decades.
St Francis Home
In 1946 Father Percy Smith purchased Glanville Hall on behalf of the Anglican Church to provide accommodation for young Aboriginal boys from remote areas who were attending school in the local area.
The hall later became known as St Francis’ House, a Home for Inland Children and over the next 14 years more than 50 children were accommodated. Former residents include Dr Charles Perkins AO, Dr Gordon Briscoe AO, Dr John Moriarty AM, Mr Les Nayda AM, and Mr Bill Espie (Queens Medal for Bravery).
Many other boys went on to lead successful lives – regular events and reunions are hosted for the ‘old boys’ at the hall.
A 1953 report of Glanville Hall by Eric Gunton, in the Messenger reads –
Captain Hart was working at his own whaling station at Encounter Bay well before South Australia was proclaimed as a colony, but after his ship the Isabella was wrecked in the gulf on March 29, 1837, he decided to retire from the sea.
After returning to Dublin to get married he came back and settled in Port Adelaide, where he began to build a flour mill…the best in the colony.
While building the mill Captain Hart decided to build a mansion for his family. He owned a large area of land on Lefevre Peninsula, then called Bucks Flat, and he drew up plans.
He had difficulty in obtaining building stone, but remembered seeing some near Port Vincent He hired some flat-bottomed sailing barges and at high tide they were run up to land near Ethelton. When the tide went out the stone would be loaded on to drays and carted to the home.
Because of his parliamentary positions the home entertained many important visitors, including Governors Daly and Sir James Fergusson. The most notable guest, however, was the Duke of Edinburgh, who stayed the night.
Glanville Hall was also the meeting place for the Hunt Club, and the ladies would wave from the tower to the men in hunting pink as they trotted off with the hounds.
In 1954 the Messenger printed the following tribute to Glanville Hall -
GLANVILLE HALL by VERNON SMITH
Two buildings in Semaphore South, St Francis’ Home for Boys and St Margarets Convalescent Hospital, have a history dating back to the very early days of South Australia. Both are a monument to Captain John Hart.
The name of Captain John Hart, early navigator and pioneer, will always be associated with this historic old building now called St Francis’ House. It was built in 1856, when there were many swamps around the Port district, and very few roads, Hart street being one of the first main roads. The building stone was brought from Yorke Peninsula, taken up the Port River and landed near the site of the Ethelton Railway Station, and carted to Semaphore. There was then no Jervois Bridge. He named his home after his mother, known as "the beautiful Mary Glanville."
In 1865, a billiard room and tower were added to the house, while ten acres nearby were planted with a thousand gums and other trees. The 80 acres surrounding the old home have been subdivided and built over during recent years, and most of the trees have disappeared.
The Burdett-Coutts family in England were life-long friends of the Harts, and during one of Captain Hart's visits to London, he suggested that the time had arrived for a bishop to be sent to Adelaide. Later, Bishop Short was sent, due to the influence of Baroness Burdett-Coutts.
Captain Hart landed on Kangaroo Island in 1829 and found there 16 or 18 men, living by means of bartering skins of animals with the masters of ships which occasionally called there, receiving supplies in exchange. The only money they wanted was a sovereign or two for earrings for their native wives whom they had obtained from the mainland. Captain Hart bought seven thousand wallaby skins of a kind peculiar to the island, very small, fine furred and beautifully mottled in colour. These he later sold in Sydney for the Chinese market.
In 1835 Captain Hart established a whaling station at Encounter Bay. In 1836 he furnished sailing directions for Colonel Light, then about to leave London for South Australia in the brigatine "Rapid," as he was the only man in England at the time who had a knowledge of the southern coast. He afterwards made several voyages to Tasmania and to England, sailing in the "Elizabeth," "Isabella," "Hero”, "Rapid" and "David."
In 1831 he became master of the ship "Elizabeth," at the early age of 22.
In 1836 he brought out from England the ship "Isabella," but in 1837 on a voyage from Launceston to Port Adelaide, this vessel was wrecked near Cape Northumberland. The 25 passengers she carried and the crew were saved, but the cargo and livestock were lost with the vessel. In 1842 he sailed for England and brought out the barque "Elizabeth Jane," carrying 63 passengers and general cargo to Launceston, which was his last call there. In 1843 he sailed for England in command of the barque "Augustus," returning in 95 days, one of the quickest voyages for those times.
He finally retired from the sea in 1846 and embarked in politics and mercantile pursuits. His flour mill, completed in 1855 at a cost of £3,750, was considered the most complete in the colonies, and is still known as "Hart's Mill." The old grindstones, imported from England, were to be seen until recently.
At Glanville Hall, he kept a good stable and a pack of hounds. It was a great day for the neighbourhood when the hunt was on, and the locals gathered to see the drag drive out, followed by the Master and hounds. Also to see the red-coated soldiers from Glanville Fort, who used to drill in Hart's Paddock.
The Hall was a centre of life and social gaiety. Governors Daly and Sir James Fergusson often visited there, and Lady Edith Fergusson died there on October 28, 1871, while on a visit.
At the suggestion of Captain Hart's daughter, Margaret, he helped her to establish St Margaret's Convalescent Hospital nearby, and she was zealous in furthering the benefits of that institution. It is now under the care of the Church of England.
In 1960 the Port Adelaide council purchased the property and changed the name back to Glanville Hall. It was used for community meetings and a hire venue until 2014 when it was launched as one of the state’s finest heritage event venues.
References: Glanville Hall website, Register 13-8-1925, Messenger 15-10-1953, Messenger 14-10-1954.
Just a couple hours after arriving in San Francisco, I met my friend Scott (Contimental) and we walked over to Alamo Square where we caught one of the most photographed locations in the city.
Afterwards we strolled a few blocks to " r n m " where we dined on the grilled hearts of romaine with fuji apples, saint agur blue cheese, toasted hazelnuts and champagne vinaigrette, the san danielle prosciutto and midnight moon goat cheese pizza with baby artichoke tapenade and lemon oil, and finished with the brownie sundae with vanilla, bittersweet chocolate and dulce de leche ice cream, ganache, brandied cherries and whipped cream.
An amazing city, fabulous food, in addition to enjoying the company of a fellow photographer and classic car lover, makes for one extra special evening.
Thanks again, Scott!
An addition to the fleet at Country Lion is ADL Dart MX62 GNJ ex Ace Travel Liverpool and seen on the recently acquired route 87 in St James Road Northampton...Sep 9 2015.
The crust was thin but had a good chew to, so it wasn't like a cracker. Sauce was had a good acidic quality to it without being too acidic, it had a nice underlying sweetness to round out the flavor. The sprinkle of oregano was a very nice addition. Overall, I think an 8.9 would be a fair score.
Very randomly positioned on a dead-end stretch of track which extends some 50 metres in either direction. Being the first in the series, I assume it dates from when production commenced in 1959.
In PKP-speak 'SM' stands for '[lokomotywa] spalinowa manewrowa' (diesel shunter).
Apart from having been repainted, the loco has also been treated to a few additions – compare with the photo in the comments where it was in a rather sorry state in 2013.
Castle Beach Fire Department is proud to present the brand new Hazmat 1. Built on a 2017 Spartan Gladiator cab with SVI bodywork, this rig was delivered on May 6, 2017 and replaces the 2016 Seagrave Marauder II Hazmat rig that was totaled in an accident. As the role of the Hazardous Materials Team evolves, so did the apparatus. Differences in the new rig as compared to the previous Seagrave include the addition of a slide-out compartment, which added space for command personnel. While it appears that the rig has less compartmentation than the previous rig, the rig contains the same amount of equipment and still has extra space for new technologies, thanks to the awesome work of the manufacturer! This apparatus can serve multiple roles on the scene such as a command center, rehab area, mobile laboratory, and a changing area.
Technical specs:
2017 Spartan Gladiator 24" raised roof/SVI Hazmat
Code 3 Lighting
Federal Signal Q2B Siren
Motorola Spectra Siren
Grover Air horns
NightScan PowerLite
Radios and command equipment
Detection cameras (heat sensitive, infrared)
Wilburt Telescoping Pneumatic Mast
Pelco Command Camera System
Climatronics Tecmet II weather station
Battery operated Holmatro extraction tools
Vanair Pro Air Compressor
Harrison On-Board generator
Flow Sciences model FS2009 bench hood
Gas Chromatography/Mass Spectrometer
Extensive library of MSDS handbooks
CO monitors
Level A and B entry suits
Testing equipment and meters
60 minute air bottles
Leak and spill kits for chlorine and other dangerous chemicals
Sparkless power-tools
Decontamination equipment
Oil Absorbents
Recovery drums
Emulsifiers
Immersion suits
Credit:
Zak O for the compartments
Spartan ERV and SVI for inspiration
Inspired by:
LAFD USAR 88, 2017 Pierce Arrow XT
Elizabeth, NJ FD Rescue 1
Houston, TX Rescue 10
Denver HAMER 1
Seattle Hazmat 1
FDNY Hazmat 1
Deboxing the Designer SQ Elsa and Hans Doll Set. Elsa has been deboxed, and is lying down, with the cape closed and her hair braid over her shoulder.
I have finally deboxed the Designer Fairytale Snow Queen Elsa and Hans Doll Set (2015). My set is #4597 of 6000. It was the only set that I didn't get at the Disney Store raffle, so I had to order her online. I show the set boxed, during deboxing and fully deboxed. After deboxing them, I place them back on their display stand, in a different pose.
I was a little surprised that Elsa has the body construction of the 2012 DS Classic Princess dolls, so has external hinged knee joints and ankle joints. It makes her legs a bit unsightly when they are exposed by opening the slit of the skirt. She has shiny pearlescent skin that is similar to the Harrods Elsa doll, but doesn't have the heavy blush. Her Snow Queen outfit also has embellishments that are more similar to that of the Harrods Elsa rather than that of the LE 2500 Snow Queen Elsa. But rather than the jeweled snowflakes of the 17'' LE Elsa she has single clear rhinestones throughout her braid, and a few on her head. The snowflake and icicle design in her cape are printed rather than embroidered (as in the 17'' LE Elsas) or glittered (as in the Classic Elsa). They are flat and smooth, and I don't think are as effective in depicting ice.
The major embellishments of Designer Hans over Classic Hans are the addition of white gloves, and a sword. However, It's disappointing that there is no scabbard for the sword - it is loosely sewn to his pants legs, which looks rather cheap.
I will show the dolls in side by side comparisons to other Elsa and Hans dolls in future postings.
Elsa and Hans Doll Set - Disney Fairytale Designer Collection
US Disney Store
$129.95
Item No. 6003040901259P
Released in store 2015-10-27
Released online 2015-10-28
Sold out online in less than 25 minutes
Purchased online 2015-10-28
#4597 of 6000
Got these at my local Morrisons, 4 F-Types and 4 Cherokee Trailhawks (2 blue and 2 red). Very happy now!
Here are a few recent additions to my brass locomotive collection.
Scale: HO
Category: Steam
Subcategory:
Road: New York Central (NYC)
Whyte: 4-6-4
Description: J-3A HUDSON
Builder: George D. Stock
Year(s): 1950's
Qty Made: 1
Not a pretty building (addition to Trewyn #elementaryschool), but the mess of random massed volumes against the random #clouds is rather pretty. Good weather improves even very bad #architecture. #southpeoria #peoria #school #elementary
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Another addition to the VMT's collection of rare switchers is this GE SL-144. From a company known far more for its classic-era 44-tonners, it represents one of GE's last non-road-diesels, having been built in 1976.
Information on this unit is scarce, but the builder's plate info would seem to indicate that it was once actually a demo unit from GE before its AEP service. This unit is a "ghost" of sorts - not appearing on museum's website - so it is difficult to say much more about it.
Toen de Beneluxtrein nog gewoon elk uur langs de bollenvelden raasde - eind jaren '70. Wat me nu pas opvalt, is dat de koplampen en het roostertje ertussen op het verbouwde Plan D-rijtuig regelrecht zijn overgenomen van materieel '64...
In 1974, push-pull trains were introduced in the hourly Amsterdam-Brussels Intercity service, in addition to the dark blue 'dog head' EMUs of 1957, to provide more passenger capacity.
Nowadays, passengers between Amsterdam and Brussels suffer from the miserable failure (both commercially and technically) of the conversion of this service into a high-speed connection
The newest addition to the ETWC Eslandolan fleet, the Fog-Breaker is a fast trading sloop, built strong enough to weather the toughest gale, and yet sleek enough to cut through the water far faster than most of its possible enemies. Notwithstanding, it is armed with an 18 pounder in the bow, and the crew have weapons enough to be armed to the teeth.
Built for Brethren of the Brick Seas. This was supposed to be an experiment to find out how quickly I could build a ship... but as I got distracted about the middle of the building process and took a break to build my large Weyworth Keep, I'm afraid it ended up taking even longer than my last! The Fog-Breaker has a full interior, which can be accessed by the easily removable deck. Check all the pictures on my photostream!
Thanks for viewing, C&C are always welcome!
A new addition to BJ's of Sanquhar is this Mercedes Tourismo with a psvar conversion. It is seen in Edinburgh on rail replacement work.
It was new to Maynes of Buckie as M17 YNE
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The BAC Jet Provost was a British jet trainer aircraft that was in use with the Royal Air Force (RAF) from 1955 to 1993. It was originally developed by Hunting Percival from the earlier piston engine-powered Percival Provost basic trainer, and later produced by the British Aircraft Corporation (BAC). In addition to the multiple RAF orders, the Jet Provost, sometimes with light armament, was exported to many air forces worldwide. The design was also further developed into a more heavily armed ground attack variant under the name BAC Strikemaster, which was not operated by the Royal Air Force but became a worldwide export success.
The Jet Provost was produced for the Royal Air Force in several variants with gradually stronger engines and other detail improvements, the first trainers entered RAF service in 1955. A major development step was the T.5 variant in 1967 with a pressurized cabin, a modified front section and the option for export customers to arm it with machine guns and underwing hardpoints. The T.5 was fitted with the Viper 201 or 202 turbojet engine and its versatility encouraged the RAF to utilize the Jet Provost in more roles besides basic training. With a top speed of 440 mph, excellent maneuverability, mechanical reliability and low operating costs, the Jet Provost was utilized as an aerobatic aircraft, for air warfare and tactical weapons training as well as for advanced training. T.5 deliveries from BAC's Warton factory commenced on 3 September 1969, and operators of the type included the RAFs Central Flying School and No. 1, No. 3, and No. 6 Flying Training Schools. During their career the T.5s were modified with improved avionics and a rough coating on the wing to break up the smooth airflow and give the trainee pilot an early indication of the onset of a stall (the T.5's original clean wing gave the pilot little warning); upgraded aircraft were re- designated T.5A. A sub-variant, unofficially designated T.5B, was a small number of T.5As fitted with wingtip-tanks (so far only used by export customers) and special equipment for long-range low-level navigator training.
During the Mid-Eighties the RAF started to look for a more economical successor for the aging Jet Provost fleet, and this eventually became the turbo-prop Shorts Tucano. The Tucano was selected in 1985 in preference to the Swiss Pilatus PC-9 and the British Hunting Firecracker. The first Tucano flew in Brazil on 14 February 1986, with the first Shorts built production aircraft flying on 30 December 1986. However, problems with the ejection seats delayed the introduction of the aircraft into service until 1989. During this period the Jet Provost remained the RAF’s mainstay trainer, but it was gradually withdrawn from RAF service, mostly due to many airframes’ age. However, late in their career a handful of these robust aircraft eventually saw frontline use and were deployed in a hot conflict during the first Gulf War, in an unexpected but important role that paved the way for new air strike tactics.
When the RAF took part in combat operations during Operation Granby/Desert Storm in 1991, it had been anticipated that complex and fast attack aircraft like the Tornado would autonomously perform air strikes, either with iron bombs against area targets or with precision weapons like laser-guided glide bombs against important or small objects. However, early experience from the front lines showed that deploying precision weapons was not easy: target acquisition and then both target designation and weapon deployment were not feasible with just a single aircraft – it would be exposed to potential enemy fire for too long or require two or more passes over the target, so that any surprise moment was ruined. During the early stages of the RAF’s air raids a strike group of six aircraft would require two of them to act as dedicated target designators, selecting and illuminating targets with laser projectors for other aircraft. Another problem was that these scouts had to fly ahead of the strike force, check out the battlefield and loiter at relatively slow speed in hostile environment until the fast strike aircraft would arrive and drop their weapons. “Wasting” Tornados and their strike capability for these FAC duties was regarded as inefficient, and an alternative aircraft that was better suited for this task was chosen: the vintage but small and nimble Jet Provost T.5A!
Early on, this had been thought to be "unlikely”, but following a short-notice decision to deploy, the first batch of six aircraft were readied to deploy in under 72 hours. These were dedicated long-range navigational trainers, operated by 79(R) Squadron as part of No. 229 Operational Conversion Unit, and the aircraft were hastily prepared for their unusual mission. This included the removal of the aerodynamic wing coating to improve the flight characteristics again, the adoption of desert camouflage, mounting of underwing hardpoints and additional equipment like an encrypted radio with better range and navigation systems (including a GPS sensor in a spinal fairing). As protective measures, Kevlar mats were added to the cockpit floor and lower side walls, as well as a passive radar warning system with sensors on nose and fin and chaff/flare dispensers under the rear fuselage. A fixed refueling probe was considered for the transfer flight and to extend loiter time during missions via air-to-air refueling, but this was not realized due to the lack of time.
To mark their special status the machines were (now officially) designated T(R).5B. They departed from RAF Brawdy in Wales for the Middle Eastern theatre early on 26 January 1991. Upon arrival the machines were immediately thrown into action. It now became common for each attack formation to comprise four Tornados or Jaguars and two Jet Provosts; each Jet Provost carried a 144-inch-long (3.66 m), 420-lb (209 kg) AN/AVQ-23E ‘Pave Spike’ laser designator pod on one of the outer underwing stations and acted as backup to the other in the event of an equipment malfunction. The machines would typically not carry offensive loads, except for occasional unguided SNEB missiles to visually mark potential targets, since they did not have a sufficient load-carrying capacity, but they were frequently equipped with drop tanks to extend their range and loiter time, and “Dash 10” (AN/ALQ-101) ECM pods to counter radar-guided weapons against them.
The first combat mission already took place on 2 February 1991, operating at a medium altitude of roughly 18,000 feet (5,500 m), and successfully attacked the As Suwaira Road Bridge. Operations continued, practically every available day, even though missions did not take place at night as the RAF’s ’Pave Spike’ pods (a simplified version of the American AN/ASQ-153) lacked night-time functionality. After the first missions the Jet Provosts received black anti-glare-panels in front of the windscreen – they had been re-painted in the UK without them, and the black panel markedly reduced the camouflage’s efficiency, but the strong and constant sunshine reflection from the Jet Provosts’ bulged nose frequently blinded the crews. Another retrofitted feature was the addition of a video camera to document the targeting missions, which was mounted in a shallow blister on top of the nose, just above the landing light cluster.
When the tactical separation of target designation and strike missions proved to be successful, more and more potent aircraft were sent into the theatre of operations, namely the RAF’s Blackburn Buccaneer, which replaced the Jet Provosts on long-range missions and also carried out strike and dive-bombing missions. Approximately 20 road bridges were destroyed with the help of the target spotter aircraft, restricting the Iraqi Army's mobility and communications. In conjunction with the advance of Coalition ground forces into Iraq, the Buccaneers switched to airfield bombing missions, targeting bunkers, runways, and any aircraft sighted on the ground, while the Jet Provosts were used over less dangerous terrain and closer to the air bases, primarily acting as artillery spotters. However, the designator pods were still carried to mark targets of opportunity and strike aircraft were then called in to eliminate them.
The Jet Provost T(R).5Bs took part in 186 missions during the Gulf War. Two from the total of eight deployed Jet Provosts were lost during their short active career: One was shot down at low level by a MANPADS (probably an IR-guided 9K38 Igla/SA-18 Grouse), both crew members were lost; the other crashed due a failure of the hydraulic system but could be brought down over friendly terrain and the crew ejected safely.
After their return to Great Britain the worn machines were quickly phased out and all T(R).5Bs were retired when 79(R) Squadron was disbanded in August 1992. The last Jet Provosts in RAF service were retired in 1993.
General characteristics:
Crew: 2
Length: 34 ft 0 in (10.36 m)
Wingspan: 35 ft 4 in (10.77 m) with wingtip tanks
Height: 10 ft 2 in (3.10 m)
Wing area: 213.7 sq ft (19.85 m²)
Airfoil: root: NACA 23015 mod; tip: NACA 4412 mod
Empty weight: 4,888 lb (2,217 kg)
Gross weight: 6,989 lb (3,170 kg)
Max takeoff weight: 9,200 lb (4,173 kg)
Powerplant:
1× Armstrong Siddeley Viper Mk.202 turbojet engine, 2,500 lbf (11,1 kN)
Performance:
Maximum speed: 382 kn (440 mph, 707 km/h) at 25,000 ft (7,620 m)
Range: 780 nmi (900 mi, 1,440 km) with tip tanks
Service ceiling: 36,750 ft (11,200 m)
Rate of climb: 4,000 ft/min (20 m/s)
Wing loading: 32.7 lb/sq ft (160 kg/m²)
Armament:
No internal guns;
4× underwing hardpoints, each capable of carrying 540 lb (245 kg), for a wide range of loads,
including bombs, pods and launch rails with unguided missiles, gun pods;
the inner pair of pylons were plumbed for auxiliary tanks.
The T( R).5B was outfitted with an AN/AVQ-23E Pave Spike laser designator pod and an AN/ALQ-101
ECM pod on the outer stations, plus a pair of 75 Imp gallon (341 liter) drop tanks or pods with 28
unguided SNEB missiles on the inner pylons
The kit and its assembly:
This fictional Gulf War participant was a spontaneous decision to build – actually as a group build submission, but it turned out to be ineligible. After fellow user SPINNERS posted one of his CG skins, a grey RAF low-viz Jet Provost at whatifmodellers.com, I suggested in the respective thread a machine in Desert Pink – and it was promptly realized, including equipment from the Gulf War Buccaneers and LGBs as ordnance. Inspiration enough to dig out an Airfix kit out of The Stash™ for which I had no concrete plan yet and turn the CG rendition into hardware.
The kit is a simple affair and shows its age through (light) flash and shaggy fit around the seams almost everywhere. Nothing dramatic, but you have to invest time and PSR effort. And it features the most complicated landing light arrangement I have ever come across: five(!) single parts if you include the front cover. Why the mold designer did not just provide a single clear piece with three lens-shaped dents at the back - and instead went for a bulkhead, three(!) separate and tiny clear lenses PLUS a clear cover that is supposed to fit in a rather dysmorphic nose opening is beyond me?
The kit was basically built OOB, using the Jet Provost T.5 air intakes and fuselage details but the Strikemaster wing tip tanks and wing pylons. The Pave Spike pod came from a Hasegawa 1:72 aircraft weapon set, the ECM pod from a Revell 1:72 F-16A (the vintage kit of the prototype with the extra engine) – it is shorter than a typical AN/ALQ-101, rather looks like an AN/ALQ-119, but these pods were all modular and could have different lengths/sizes. And I think that the shorter variant suits the Jet provost well, the Pave Spike pod is already quite long for the small aircraft.
Unlike SPINNERS I settled just for drop tanks on the inner wing stations to extend range and loiter time. I also doubt that the Jet Provost had enough carrying capacity and speed for LGBs, and on their target designation missions the RAF Buccaneers did AFAIK not carry much offensive ordnance, either. There’s also not much clearance under a Jet Provost on the ground – I doubt that anything with big fins could safely go under it? However, for a modernized look I replaced the Jet Provost’s OOB teardrop-shaped tanks with cigar-shaped alternatives.
Further mods were only of cosmetic nature: the seats received ejection handles made from thin wire, the characteristic chines under the nose were omitted (the kit’s parts are rather robust, and they were left away on some T.5s in real life, anyway), and I scratched small conformal chaff/flare dispensers from styrene profile and put them under the lower rear fuselage. Fairings for a radar-warning system were scratched from 1.5 mm styrene rods, too, some blade antennae were added around the hull, and sprue material was used to create the GPS antenna “bubble” behind the cockpit. The shallow camera bulge on the nose was created in a similar fashion.
Another problem: the model is seriously tail-heavy. I filled the chamber between the odd landing lights compartment and the cockpit with lead beads, but once the landing gear had been attached the model still sat on its tail. I was lucky that I had not glued the seats into place yet, so I was able to add more ballast in front of the main wheels, therewith creating a bulkhead (which is missing OOB) behind the seats, what was eventually enough to shift the model’s center of gravity forward.
Painting and markings:
Desert Pink was the driving theme for this build (to be correct, it’s FS 30279 “Desert Sand”). While real RAF aircraft from Operation Granby were painted all-over with this tone (and SPINNERS did the same with the CG rendition), I wanted a bit more variety and just painted the upper surfaces and the underside of the leading edges, the inside of the air intakes and the tip tanks in the sand tone, while the undersides were painted in RAF Barley Grey (Humbrol 167), as if an late all-grey low-viz trainer had been painted over just on the upper surfaces.
For the Desert Pink I was able to use the authentic tone, I had a virgin tin of Humbrol 250 in my enamels hoard that now found a good use. After basic painting the kit received an overall black in washing, dry-brushing with Revell 35 (Skin – it’s a perfect match for panel post-shading!) to retain the pinkish hue and, after the decals had been applied, a bit of grinded graphite to simulate wear and dirt and emphasize the raised surface details.
The cockpit interior was painted in Anthracite (Revell 06), the dashboard became medium grey with dark instruments (not painted, thanks to the raised details I simple rubbed some graphite over it, and the effect is nice!). The ejection seats became tar black with grey-green cushions. The landing gear was painted in Medium Sea Grey (Humbrol 165).
The drop tanks became Medium Sea Grey (Humbrol 165) and Barley Grey, as if they had been procured from a different aircraft, while the Pave Spike pod and the ECM pod were both in RAF Dark Green (Humbrol 163), for good contrast to the rest of the model.
Decals/markings come from Xtradecal sheets. The low-viz roundels were taken from a dedicated RAF roundel sheet because I wanted a uniform roundel size (in six positions) and slightly darker print colors. Unit markings and tactical codes came from a Jet Provost/Strikemaster sheet, also from Xtradecal; RAF 79 Squadron actually operated the Jet provost, but AFAIK only the T.4 version, but not the pressurized T.5 or even the T.5A navigator trainers. The nose art at bow side came from a USN EA-6B Prowler.
After some final details (position lights), the model was sealed with matt acrylic varnish.
A quick project, and the Operation Granby Jet Provost looks better than expected. However, I am not sold on the vintage Airfix kit. It clearly shows its age, nothing really went together smoothly, gaps and sinkholes, PSR on every seam. It also required tons of nose weight to keep it on its spindly legs. The alternative Matchbox kit is not much better, though, with even more simple surface and cockpit details, but at least the parts fit together. I might try to hunt down a Sword kit if I should want to build one again, AFAIK the only other IP option? The result looks interesting, though, quite purposeful with its low-viz markings, and the simple livery turns out to be very effective over the desert terrain where it would have been supposed to operate. Furthermore, the model fits well into the Jet Provost’s historic final years of duty with the RAF – even though in an unlikely role!
Such a gorgeous sweater…….. absolutely delighted with the look and colour of this latest addition to my winter wardrobe 😊❤️️⚧️
Newest XC HST Additions 43208 + 43239 (Formally LNER) at Penzance working 1C09 0624 Plymouth to Penzance/1S49 0931 Penzance to Newcastle (As for as Plymouth, Double voyager from Plymouth).
First XC HST into Cornwall since 19th March due to Covid.
February 26, 2008 - This was a hard picture to take, plus I took it with my cell phone, but this is my largest and favorite tattoo so far! "One good thing about music, when it hits you feel no pain. So hit me with music...brutalize me with music." - Bob Marley
The buses of Scotland - MacBraynes (for the Highlands!)
A famous and long missed of the Scottish bus scene is MacBraynes, who for many years since and before the advent of the motor bus provided services to and from some of the remote parts of Scotland.
The company, known currently as David MacBrayne is still with us, and exists as a limited company owned by the Scottish Government. Formed in 1851 as the private shipping company David Hutcheson & Co. with three partners, David Hutcheson, Alexander Hutcheson and David MacBrayne, it passed in 1878 to David MacBrayne.
It became the main carrier for freight and passengers in the Hebrides, with a co-ordinated network of shipping, road haulage and bus operations. In 1973, it was merged with Caledonian Steam Packet Company as state-owned Caledonian MacBrayne. Since 2006 it has been the holding company for CalMac and Argyll Ferries.
The company history is quite complex. In 1851, Burns Brothers, G. and J. Burns of Glasgow, passed their fleet of Hebridean vessels to their chief clerk, David Hutcheson. David Hutcheson was married to Margaret Dawson, who was born at her parents home 'Bonnytoun House' in Linlithgow. She was the sister of Adam Dawson, who owned the St. Magdalene Whisky Distillery in Linlithgow, and James Dawson, who were also born at 'Bonnytoun House'.
The new company, David Hutcheson & Co., had three partners, David Hutcheson, Alexander Hutcheson and David MacBrayne (1817-1907), nephew of Messrs. Burns. In 1878, the company passed to David MacBrayne (and was renamed David MacBrayne).
The company rapidly became the main carrier on the West Highland routes, providing passenger and freight services to most islands. It initially operated from Glasgow down the Firth of Clyde through the Crinan Canal to Oban and Fort William, and on through the Caledonian Canal to Inverness.It added the mail run to Islay, Harris and North Uist from Skye and then the Outer Isles run from Oban to Barra and South Uist. As each opened, the company added the railheads at Oban, Mallaig, and Stromeferry, subsequently extended to Kyle of Lochalsh.
MacBraynes remained in the hands of the family until 1928, when it was unable to support a bid for the renewal of the mail contract and effectively became bankrupt. No other operator was found for the contract and the company was reformed, with ownership divided between Coast Lines and the London, Midland and Scottish Railway (LMS).
The new owners rebuilt the ageing fleet with motor vessels such as MV Lochfyne, MV Lochnevis and MV Lochiel. In 1948 the shares in the company owned by the LMS Railway passed to the British Transport Commission, thus partially nationalising it.
Motor bus services began with a Fort William to Ballachulish route in 1906, and by the outbreak of the First World War several other bus routes had been established around Inverness, Fort William and Ardrishaig. No routes actually connected these detached operations with each other at that stage, and road operations remained a very small part of the business until after the reconstituting of the company in 1928. The new owners provided capital to modernise the business, including setting up a substantial road haulage division to replace cargo shipping services at many of the smaller ports. Expansion of the bus division was gradual, and mainly achieved by acquisition of existing small operators.
In 1929 Link Line of Glasgow introduced a coach route from Glasgow to Tarbert (Kintyre) in competition with MacBrayne's steamer service, and MacBrayne quickly responded by introducing its own coach service, which would become one of the firm's principal routes. Coaches were timed to connect at Tarbert with MacBrayne's steamer to Islay and McConnachie of Campbeltown's bus service to that town. Link Line sold out to MacBrayne in 1932 ending the competition, although from 1935 onward West Coast Motors of Campbeltown provided an overnight passenger and mail coach service between Campbeltown and Glasgow. MacBrayne's own buses did not reach Campbeltown until 1940, when they replaced the Glasgow to Campbeltown steamer. MacBraynes and West Coast co-existed on the route thereafter.
Another significant takeover was of Shields of Kinlochleven in 1934. Shields operated a service from Fort William to Tyndrum, where a connection could be made with W. Alexander & Sons' Oban to Glasgow (via Helensburgh) service. MacBrayne extended some journeys on this route through to Glasgow (via Luss), although connections with the Alexander service also continued. McIntyre of Fort William was acquired in 1936, giving MacBrayne an interest in the Fort William to Fort Augustus route, and through services between Fort William and Inverness were finally introduced in 1939 following cessation of the Fort Augustus to Inverness steamer.
This important route was jointly operated with Macrae & Dick of Inverness (a Highland Omnibuses predecessor). Various other small operators were taken over in the 1930s and 1940s, expanding or consolidating the route network on the mainland. Most MacBrayne bus services carried parcels and in some cases mail as well as passengers. In addition to the stage carriage routes, MacBraynes developed a significant coach tour operation in the West Highlands, often operated in conjunction with the firm's pleasure steamers.
On the islands served by MacBrayne steamers, connecting bus services were provided by local independent operators, but from 1941 onwards MacBrayne began to take over many of these businesses and to operate the buses themselves. Firms so acquired were McGibbon of Bowmore (Islay) in 1941, MacKinnon of Askernish (South Uist) in 1947, Ferguson of Clachan (South Uist) in 1947, MacLean & Donald of Ardvasar (Skye) in 1948, MacDonald of Sollas (North Uist) in 1948, Skye Transport (a Scottish Co-operative Wholesale Society subsidiary) of Portree (Skye) in 1958, Cameron of Tarbert (Harris) in 1964, Cowe of Tobermory (Mull) in 1964 and finally Carson of Dunvegan (Skye) in 1970.
Postwar expansion on the mainland included a detached operation on the Ardgour Peninsula. When Ardgour and Acharacle Motor Services ceased trading at the end of 1950, MacBaynes took over their services connecting Acharacle and Kilchoan with the Corran Ferry, by which means onward connection could be made with MacBrayne's buses for Fort William or Glasgow.[12] MacBraynes also took over operation of the ferry itself in 1954. Another acquisition on the mainland was Campbell of Glenshiel in 1960, with the route from Inverness to Kyle of Lochalsh and a connecting service from Shiel Bridge to Glenelg.
Due to the highly dispersed nature of its operations, the MacBrayne bus fleet used a remarkably large number of bus depots relative to its size, none of which was particularly large and many of which were simply small sheds for overnight parking of one vehicle. For example, the five-vehicle operation on Islay had a depot at Port Ellen and overnight sheds at Port Askaig and Portnahaven. Many garage facilities were shared with the company's road haulage fleet. The largest bus depot was Fort William, and other larger facilities were at Ardrishaig, Glasgow, Inverness, Kinlochleven, and Portree.
Turning to the livery of the buses, this evolved out of the haulage business - which was a very important part of the business - and was predominantly red with cream and duck egg green. The logo was the famous clansman with the sword and shield as seen here on LUS524E. At the rear buses also carried ‘MacBraynes- for the Highlands’ highlighting its role as a transport provider for the region.
In July 1969, Coast Line's 50% shareholding passed into state ownership, the company becoming a wholly nationalised subsidiary within the Scottish Transport Group. It was then decided to split MacBraynes shipping, road haulage and bus divisions into separate undertakings. The company's bus and coach services were transferred to the Scottish Bus Group in stages during 1970–72. The Glasgow-based coach tours passed to Alexander (Midland), the Ardrishaig depot including the Glasgow-Campbeltown and Ardrishaig-Oban routes passed to Western SMT and ultimately ended up with West Coast Motors when Western withdrew from the region post deregulation, but the bulk of the MacBraynes bus operations passed to Highland Omnibuses (as did Alexander (Midland)'s Oban depot). Highland then divested itself of some of the most peripheral routes within a few years, including all of the island operations except those on Skye. The road haulage division became MacBrayne Haulage Ltd., which was privatised and absorbed by Kilcionan Transport in 1985.
On 1 January 1973 the Scottish Transport Group's other shipping company, the Clyde-based Caledonian Steam Packet Company Ltd., acquired most of the ships and routes of David MacBrayne Ltd., and commenced joint Clyde and West Highland operations under the new name of Caledonian MacBrayne, with a combined headquarters at Gourock.