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Two trams and a trolleybus await the day's passengers at the East Anglia Transport Museum's main boarding/alighting point. The vehicles at the Carlton Colville, near Lowestoft, site are (from the left): Blackpool Corporation tram, No 159; Sheffield Corporation tram, No 513; and Maidstone Corporation trolleybus, No 52.
Built at the Blackpool Corporation's own workshops, No 159 entered service in 1927. She was one of 53 'standard' double decker trams to be introduced in the Fylde resort between 1923 and 1929. In terms of bogies and controllers, the 'standard' design was deemed reliable, economical and light. No 159 is powered by two British Thompson Houston 35hp motors. Originally equipped with open ends on the upper deck, 17 'standards' were later fully enclosed. No 159 was the first so treated, in 1930. She was withdrawn from service in 1966, after spending her later years festooned with lights for Blackpool Illuminations working, and arrived the following year at the East Anglia Transport Museum.
Built by Charles Roberts & Co Ltd, for Sheffield Corporation, No 513 entered service in 1951. She was withdrawn just nine years later. No 513 was one of a class of 35 powerful, four-wheel trams ('Roberts' cars) suitable for Sheffield's hills. No 513 has two 65hp Metrovick MV101 DR3 motors. Fully enclosed with folding platform doors, No 513 was part of the last batch of double deckers to enter service in the UK. She featured in Sheffield's 'Last Tram' night. No 513 was stored at various places before working at Beamish, the Living Museum of the North, her owners, then in Blackpool. The tram arrived at Carlton Colville circa 2010. After a partial overhaul at the East Anglia Transport Museum, she entered service at the site.
Former Maidstone Corporation No 52 is a Weymann-bodied, 54-seat trolleybus built, in 1950, for British United Traction (BUT) at the Southall works of Associated Equipment Company (AEC). Of the BUT 9611T type, powered by Crompton Parkinson motors, she was one of a final pair of new trolleybuses ordered by Brighton Corporation's transport department. When Brighton Corporation began, in 1959, replacing its trolleybuses with buses, the newest vehicles were sold first, to maximise their value. Maidstone Corporation bought two, including No 52, its original Brighton Corporation fleet number, for a modest price. After the move, No 52's livery changed from red to brown. She ran for slightly longer in Maidstone than she had in Brighton. When Maidstone Corporation withdrew from service, in April 1967, its remaining trolleybuses, No 52 was acquired for preservation and arrived at the East Anglia Transport Museum two years later.
Standing in Matlock bus station c1979 is Hulley's Leyland Panther RKA 955G originally 1076 with Liverpool Corporation.
Saturday, 11 January 2025: Alaska Railroad Corporation (ARRC) 09:00 Fairbanks Extra Crew heads Railroad North through the Healy Canyon. Although this train may look a little overpowered SD70MAC 4013 is most likely not proving power, as it was picked up from Oliver Siding after being set out a few days prior with issues. Behind that is one lone hopper that will be spotted on the Suntrana branch before the the crew returns to Fairbanks. Todays power was a pair of GP40-2 locomotives numbers 3002 and 3012 both built new for the railroad 1975 and 1978.
Alaska Railroad Corporation, Fairbanks Extra
Unincorporated Community of Healy
Denali Borough, Alaska
New to Luton Corporation in November 1957, an early photo of Leyland Titan / MCW UNM 151 is seen here, taken in Bridge Street prior to the construction of the town's new Library, which opened in 1962. The vehicle carries it's original livery, with cream window surrounds, whilst a street sweeper can be seen with a stout brush keeping things tidy.
Scanned from an acquired print.
Photograph of U.S. Navy photographer Guy O. Cox of Wilson, N.C., standing behind a Mitchell 35mm motion picture camera at an unidentified location [believed to be while he was receiving additional Navy training in New England] during World War II [circa 1943].
From Guy O. Cox Papers, WWII 165, World War II Papers, Military Collection, State Archives of North Carolina, Raleigh, N.C.
The Orbital Sciences Corporation Antares rocket is seen on the Mid-Atlantic Regional Spaceport (MARS) Pad-0A at the NASA Wallops Flight Facility, Tuesday, April 16, 2013 in Virginia. NASA's commercial space partner, Orbital Sciences Corporation, is scheduled to test launch its first Antares on Wednesday, April 17, 2013. Photo Credit: (NASA/Bill Ingalls)
Imperial stood atop the Chrysler Corporation's lineup - its premium marque.
This is where one would find limousines, custom cars, and the finest of everything.
Even then, a special car might appear that was a cut above.
The 1955 Imperial Keller Convertible is such a car.
Kaufman Thuma Keller, also known as K.T. Keller, who found employment with a number of automotive companies in the 1900s and 1910s. Keller kept ascending the GM corporate ladder, becoming the general manager of GM's Canadian operations in 1924, then joined Chrysler in 1926. That led to the presidency of Dodge two years later and, ultimately, to the presidency of Chrysler in 1935.
And while Keller handed over the presidency of Chrysler to his administrative aide, L.L. "Tex" Colbert, in 1950, Keller remained with Chrysler as the board chairman.
This one-off 1955 car was built especially for him. Based off the Chrysler 126in chassis instead of the Imperial 130in frame, the car is an amalgamation of both vehicles, with many unique parts and fittings.
Read more about this remarkable car, and the man for whom it was built here:
www.hemmings.com/magazine/hcc/2009/10/Inimitable-Imperial...
Reference:
volvo.0fees.net/volvo/b10m/photo061.html
Interior photo:
www.flickr.com/photos/vipez/2462024577
Keywords: Bangladesh, Dhaka, Bangladesh Road Transport Corporation, BRTC, Volvo, B10M, Mk.IV, Mk.4, Alexander, completely-knocked-down, CKD.
Seen at the Southsea Spectacular in June 1996 is preserved former Luton Corporation / United Counties / Eastern Counties Bristol LHS6P / ECW B37F WNG102H.
The original registration with Luton was XXE132H but the bus was not used as it arrived weeks before the Corporation sold out to United Counties. UC didn't want it either and it passed unused to Eastern Counties who registered it themselves.
A Genuine Example of One of the Eleven 1971 Hemi ‘Cuda Convertibles
500+hp, 425hp rated, 426 cu. in. vee eight-cylinder engine, dual four-barrel carburetors, four-speed manual transmission, Hurst pistol grip shifter, independent front suspension with torsion bars, live axle rear suspension with semi-elliptical leaf springs, front disc, rear drum power assisted hydraulic brakes. Wheelbase: 108"
Three times Chrysler Corporation has relied upon the Hemi to transform its products and image from dull to sparkling, and three times the Hemi has delivered. In an American car market that has been characterized by glitz, fins and bulk, the technical sophistication of Chrysler’s hemispherical combustion chamber V8 engine has been a refreshing demonstration of the appeal of elegant, thoughtful engineering.
In the late 60’s and early 70’s it also acquired a bad boy image of politically incorrect power and performance, establishing a mythical presence that has made the Hemi a legend.
Hemi History
During development work on World War II aircraft engines, Chrysler’s engineers had seen firsthand the potential for hemispherical combustion chamber engines. In addition to the thermal efficiency of the hemi chamber’s low surface area and its low-restriction cross-flow porting, the angle between the valves ideally disposed the ports for efficient breathing in a
vee-layout engine.
Chrysler was the ideal company to pursue the hemispherical combustion chamber V8. It had a longstanding tradition of investigating, developing and perfecting advanced engineering ideas. Unlike its major competitors, Chrysler had neither overhead valve nor vee-configuration engine history, and thus no preconceived notions of how it should be done. Its engine designers could – and did – explore every conceivable engine idea. Their research showed that the hemispherical combustion chamber not only gave better performance than a comparable wedge-chamber head but also tolerated appreciably higher compression ratios.
The hemispherical head V8 was introduced in the Chrysler line in 1951. With 331 cubic inches displacement in a short stroke oversquare design, Chrysler’s FirePower V8 delivered 180 horsepower at 4,000 rpm and 312 lb-ft torque at 2,000 rpm. The performance potential of the Hemi was quickly recognized, most famously with the Chrysler C300 and its successors, which set the pace both on the highway and on NASCAR’s speedways. By 1958, however, manufacturing economics swung the pendulum in favor of the wedge-chamber V8s. The Hemi was phased out in 1959 … but not for long.
In the early 60s the 413 and 426 Wedge engines were dominant in drag racing but lacked the continuous high rpm performance needed on NASCAR’s speedways. Dodge and Plymouth were being trounced, a situation that couldn’t be allowed to stand. Faced with a need to develop a high performance, free-breathing engine quickly, Chrysler’s engineers turned to the solution they already knew worked, the Hemi. They stuck with the overall dimensions of the Raised Block 426 Wedge so existing fixturing and machining setups could be employed and maintained the original Hemi’s dual rocker shafts and 58° valve included angle. To adapt the Hemi head to the Raised Block engine, the ingenious Chrysler engineers rotated the combustion chamber toward the engine’s centerline about 8 1/2°.
Completed and delivered to the track just days before the 1964 Daytona 500’s green flag, the 426 Hemis proved to be invincible, sweeping the top three places in NASCAR’s most important race.
Production of the second generation Hemi ended after the 1971 model year as emission restrictions and insurance surcharges gave horsepower, which had never been entirely socially acceptable, a distinctly antisocial taint. Chrysler would twice more resurrect the Hemi, however, first as a crate engine program for hot rodders and later as a third generation production engine that brought DaimlerChrysler back to the forefront of performance at the beginning of the 21st century. Like some other forms of antisocial behavior, horsepower has proven to be addictive.
The Hemi ‘Cuda
Of all the Street Hemis built, the most famous, attractive and desirable are the 1970-1971 E-body Plymouth ‘Cudas, combining the visceral delight of the Hemi’s power and torque with the ‘Cuda’s lightweight, streamlined and refined 2+2 platform.
The first Barracuda was introduced in 1964 and in the late 60’s Chrysler engineering and Hurst performance shoehorned Race Hemi engines into the Barracuda’s engine compartment for NHRA drag racing. Seventy-five were built, sold and successfully campaigned around the country. When the Barracuda was redesigned for the 1970 model year the engine compartment was made large enough for the legendary 425 horsepower 426 cubic inch Street Hemi.
The Plymouth Barracuda was the cleanest, most refined and elegant of all the pony car designs. Distinguished by its wide grille, long, flat hood, short rear deck and ominously raised rear fenders – deliberately shaped like the haunches of an animal crouching before a leap – the appearance of the ‘Cuda left no doubt that this was a serious performance car.
Hemi-powered ‘Cudas are surpassingly rare. Built for only two years, 1970 and 1971, their low production numbers reflect the undeniable fact that the combination of the ‘Cuda platform and the Street Hemi engine was irrationally fast. It also was expensive: $871.45 in 1970 and $883.90 in 1971, a prohibitive 70% more than the 390 horsepower 440 Six Barrel.
A Hemi ‘Cuda was not for the faint of heart nor for the cautious of pocketbook. Buying one took serious commitment, backed up by an ample budget. In 1971 there were only 119 souls brave and prosperous enough to make the commitment to check off E74, the Street Hemi’s order code, on the ‘Cuda order form.
• 108 of them ordered hardtops
• Only eleven stepped up for the top-of-the-line ‘Cuda convertible powered by the 426 cubic inch, 425 horsepower dual quad Street Hemi.
• Only three of those were confident enough of their driving skills to opt for the Hurst pistol grip shifted four-speed manual transmission.
• Only two of those were delivered in the U.S.
• Both U.S.-delivered ’71 Hemi ‘Cuda convertibles were B5 Blue with
matching interiors.
That’s only three, in all the world, that combined the Street Hemi engine with the ‘Cuda convertible body and 4-speed transmission in 1971. One of them is the car offered here, BS27R1B269588, the only one with white soft top and elastomeric front bumper cover.
The “Mountain Mopar” Hemi ‘Cuda Convertible
Built in February of 1971, this Plymouth Hemi ‘Cuda convertible’s first owner, Ronald Ambach, lived in St. Louis, Missouri. He owned it only until the fall, accumulating the car’s only street miles, before selling it to its next owner, Nick Masciarelli, in Ohio. He decided to take the Hemi ‘Cuda Stock Eliminator drag racing and turned to renowned Detroit-area engine builder Tom Tignanelli for a hot Hemi V8. The new owner was in a hurry, and the quickest way to meet his request was to swap the original engine for a fresh race-prepared Tignanelli Hemi.
In May of 1973, the Hemi ‘Cuda convertible was sold to John Book and partner John Oliverio in West Virginia who raced it in East Coast and Mid-Atlantic events during 1973 and 1974. Its dramatic appearance, complete with gold-leaf “Mountain Mopar” identification, is documented in several period photos in the car’s documentation file.
Fortunately for today’s collectors, the “Mountain Mopar” Hemi ‘Cuda convertible was retired after 1974 and stored in a climate-controlled building in West Virginia. In 1989 it was sold to the Painter brothers. Two years later it was acquired by Milt Robson in Atlanta, Georgia, still in its as-raced condition. Robson commenced a comprehensive restoration using original or new-old-stock parts to its original, as-delivered condition in his shops, which was completed in the early 90’s. Stored inside for virtually its entire life, 269588 was never subjected to the vicissitudes of the elements which afflicted most of its siblings; its original sheet metal and interior are carefully restored and retained. The engine was rebuilt around a correct 1/19/1970 date-coded Chrysler NOS block.
In addition to the 426/425 horsepower dual quad Street Hemi and pistol grip Hurst shifted four-speed manual transmission, this unique 1971 Hemi ‘Cuda convertible is equipped with power steering, power brakes, Dana Super Track Pack and AM-FM radio. Importantly, it is the only ’71 Hemi ‘Cuda convertible known to have been delivered with the body-colored Elastomeric front bumper cover. Its original configuration is verified by two separate original build sheets; the ownership history is documented with a continuous sequence of titles. It has been personally viewed by Galen Govier and authenticated by him as one of the seven US-delivered ’71 Hemi ‘Cuda convertibles which have been included in the Chrysler Registry.
Finished in B5 Blue inside and out with a white vinyl top, it has been restored to better than showroom condition. Particular attention has been paid to the accuracy of its components and finishes and to the preservation of as much as possible of its almost unbelievable originality, including the carefully preserved original interior.
It has been shown only in local shows around Atlanta in the mid 90s, was featured a decade ago in a May 1995 Car Collector magazine article by Dennis Adler and has appeared in several books, copies of which come with the car.
Putting a free-breathing, high-rpm engine like the 426 Hemi in a lithe, frisky chassis like the ‘Cuda was exactly what the forces of political correctness inveighed against in the early 70s. In 1972 the Hemi was gone for the second time, its visceral appeal buried in a cascade of social responsibility, “net” horsepower and Highway Fuel Economy ratings. There is nothing politically correct, nothing socially responsible about a Hemi ‘Cuda. The 1971 Plymouth Hemi ‘Cuda convertible is wretched excess in a nearly unimaginably limited production package.
This is absolutely the most desirable, rare and handsome of all the American Muscle and Pony Cars. Combining the brute power and torque of the legendary dual quad Street Hemi engine with the sleek, aggressive lines of the ‘Cuda convertible, it is the ultimate combination of personal car style and Muscle Car performance, a singular example and the quintessential muscle car of all time.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=132126
This Lego miniland-scale Plymouth HEMI ' Cuda Convertible (1971), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house for US$2,420,000)
Chesterfield Transport 9 NAK509H a 1969 Leyland Panther PSUR1A/1 Marshall B45D at Elder Way on route 31 to Wythburn Road on 25 September 1982.
New as Bradford Corporation 509.
“MOON BOUND -- Apollo 10 spacecraft and lunar module move away from expended S-IVB stage and head for the distant moon. S-IVB, built by McDonnell Douglas Corporation for the National Aeronautics and Space Administration (NASA), will fire for about five minutes to propel Apollo 10 out of parking orbit about the earth and into lunar trajectory at a velocity of approximately 24,200 m.p.h. (39,000 km.h.) The three Apollo 10 astronauts then will separate the command and service modules from the S-IVB and turn the spacecraft around to dock with the lunar module, attached to the forward end of the stage. Following separation of the three modules from the S-IVB, the depleted stage is scheduled to proceed past the moon and enter an orbit about the sun. As third stage of the giant Saturn V launch vehicle, the S-IVB fires first for about 2½-minutes, providing the final thrust to insert itself, the lunar module and spacecraft into parking orbit. Restart of the S-IVB follows orbital checkout of the stages and Apollo 10. McDonnell Douglas Astronautics Company produces the S-IVB at its facility in Huntington Beach, California, and static fires the stage at its Sacramento, Test Center, Sacramento, California.”
Although the caption of this is 'personalized' to apply to Apollo 10, I believe it was used, and is applicable, to all of the lunar landing missions.
+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.
To accommodate the Avon, over 60 percent of the fuselage was altered and there was a 25 percent increase in the size of the air intake. Another major revision was in replacing the F-86F's six machine guns with two 30mm ADEN cannon, while other changes were also made to the cockpit and to provide an increased fuel capacity.
The prototype aircraft first flew on 3 August 1953. The production aircrafts' first deliveries to the Royal Australian Air Force began in 1954. The first batch of aircraft were powered by the Avon 20 engine and were designated the Sabre Mk 30. Between 1957 and 1958 this batch had the wing slats removed and were re-designated Sabre Mk 31. These Sabres were supplemented by 20 new-built aircraft. The last batch of aircraft were designated Sabre Mk 32 and used the Avon 26 engine, of which 69 were built up to 1961.
Beyond these land-based versions, an indigenous version for carrier operations had been developed and built in small numbers, too, the Sea Sabre Mk 40 and 41. The roots of this aircraft, which was rather a prestigious idea than a sensible project, could be traced back to the immediate post WWII era. A review by the Australian Government's Defence Committee recommended that the post-war forces of the RAN be structured around a Task Force incorporating multiple aircraft carriers. Initial plans were for three carriers, with two active and a third in reserve, although funding cuts led to the purchase of only two carriers in June 1947: Majestic and sister ship HMS Terrible, for the combined cost of AU£2.75 million, plus stores, fuel, and ammunition. As Terrible was the closer of the two ships to completion, she was finished without modification, and was commissioned into the RAN on 16 December 1948 as HMAS Sydney. Work progressed on Majestic at a slower rate, as she was upgraded with the latest technology and equipment. To cover Majestic's absence, the Colossus-class carrier HMS Vengeance was loaned to the RAN from 13 November 1952 until 12 August 1955.
Labour difficulties, late delivery of equipment, additional requirements for Australian operations, and the prioritization of merchant ships over naval construction delayed the completion of Majestic. Incorporation of new systems and enhancements caused the cost of the RAN carrier acquisition program to increase to AU£8.3 million. Construction and fitting out did not finish until October 1955. As the carrier neared completion, a commissioning crew was formed in Australia and first used to return Vengeance to the United Kingdom.
The completed carrier was commissioned into the RAN as HMAS Majestic on 26 October 1955, but only two days later, the ship was renamed Melbourne and recommissioned.
In the meantime, the rather political decision had been made to equip Melbourne with an indigenous jet-powered aircraft, replacing the piston-driven Hawker Fury that had been successfully operated from HMAS Sydney and HMAS Vengeance, so that the "new jet age" was even more recognizable. The choice fell on the CAC Sabre, certainly inspired by North American's successful contemporary development of the navalized FJ-2 Fury from the land-based F-86 Sabre. The CAC 27 was already a proven design, and with its more powerful Avon engine it even offered a better suitability for carrier operations than the FJ-2 with its rather weak J47 engine.
Work on this project, which was initially simply designated Sabre Mk 40, started in 1954, just when the first CAC 27's were delivered to operative RAAF units. While the navalized Avon Sabre differed outwardly only little from its land-based brethren, many details were changed and locally developed. Therefore, there was also, beyond the general outlines, little in common with the North American FJ-2 an -3 Fury.
Externally, a completely new wing with a folding mechanism was fitted. It was based on the F-86's so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification enhanced maneuverability at the expense of a small increase in landing speed due to deletion of the leading edge slats, a detail that was later introduced on the Sabre Mk 31, too. As a side benefit, the new wing leading edges without the slat mechanisms held extra fuel. However, the Mk 40's wing was different as camber was applied to the underside of the leading edge to improve low-speed handling for carrier operations. The wings were provided with four stations outboard of the landing gear wells for up to 1000 lb external loads on the inboard stations and 500 lb on the outboard stations.
Slightly larger stabilizers were fitted and the landing gear was strengthened, including a longer front wheel strut. The latter necessitated an enlarged front wheel well, so that the front leg’s attachment point had to be moved forward. A ventral launch cable hook was added under the wing roots and an external massive arrester hook under the rear fuselage.
Internally, systems were protected against salt and humidity and a Rolls-Royce Avon 211 turbojet was fitted, a downrated variant of the already navalized Avon 208 from the British DH Sea Vixen, but adapted to the different CAC 27 airframe and delivering 8.000 lbf (35.5 kN) thrust – slightly more than the engines of the land-based CAC Sabres, but also without an afterburner.
A single Mk 40 prototype was built from a new CAC 27 airframe taken directly from the production line in early 1955 and made its maiden flight on August 20th of the same year. In order to reflect its naval nature and its ancestry, this new CAC 27 variant was officially christened “Sea Sabre”.
Even though the modified machine handled well, and the new, cambered wing proved to be effective, many minor technical flaws were discovered and delayed the aircraft's development until 1957. These included the wing folding mechanism and the respective fuel plumbing connections, the landing gear, which had to be beefed up even more for hard carrier landings and the airframe’s structural strength for catapult launches, esp. around the ventral launch hook.
In the meantime, work on the land-based CAC 27 progressed in parallel, too, and innovations that led to the Mk 31 and 32 were also incorporated into the naval Mk 40, leading to the Sea Sabre Mk 41, which became the effective production aircraft. These updates included, among others, a detachable (but fixed) refueling probe under the starboard wing, two more pylons for light loads located under the wing roots and the capability to carry and deploy IR-guided AIM-9 Sidewinder air-to-air missiles, what significantly increased the Mk 41's efficiency as day fighter. With all these constant changes it took until April 1958 that the Sabre Mk 41, after a second prototype had been directly built to the new standard, was finally approved and cleared for production. Upon delivery, the RAN Sea Sabres carried a standard NATO paint scheme with Extra Dark Sea Grey upper surfaces and Sky undersides.
In the meantime, the political enthusiasm concerning the Australian carrier fleet had waned, so that only twenty-two aircraft were ordered. The reason behind this decision was that Australia’s carrier fleet and its capacity had become severely reduced: Following the first decommissioning of HMAS Sydney in 1958, Melbourne became the only aircraft carrier in Australian service, and she was unavailable to provide air cover for the RAN for up to four months in every year; this time was required for refits, refueling, personnel leave, and non-carrier duties, such as the transportation of troops or aircraft. Although one of the largest ships to serve in the RAN, Melbourne was one of the smallest carriers to operate in the post-World War II period, so that its contribution to military actions was rather limited. To make matters worse, a decision was made in 1959 to restrict Melbourne's role to helicopter operations only, rendering any carrier-based aircraft in Australian service obsolete. However, this decision was reversed shortly before its planned 1963 implementation, but Australia’s fleet of carrier-borne fixed-wing aircraft would not grow to proportions envisioned 10 years ago.
Nevertheless, on 10 November 1964, an AU£212 million increase in defense spending included the purchase of new aircraft for Melbourne. The RAN planned to acquire 14 Grumman S-2E Tracker anti-submarine aircraft and to modernize Melbourne to operate these. The acquisition of 18 new fighter-bombers was suggested (either Sea Sabre Mk 41s or the American Douglas A-4 Skyhawk), too, but these were dropped from the initial plan. A separate proposal to order 10 A-4G Skyhawks, a variant of the Skyhawk designed specifically for the RAN and optimized for air defense, was approved in 1965, but the new aircraft did not fly from Melbourne until the conclusion of her refit in 1969. This move, however, precluded the production of any new and further Sea Sabre.
At that time, the RAN Sea Sabres received a new livery in US Navy style, with upper surfaces in Light Gull Gray with white undersides. The CAC Sea Sabres remained the main day fighter and attack aircraft for the RAN, after the vintage Sea Furies had been retired in 1962. The other contemporary RAN fighter type in service, the Sea Venom FAW.53 all-weather fighter that had replaced the Furies, already showed its obsolescence.
In 1969, the RAN purchased another ten A-4G Skyhawks, primarily in order to replace the Sea Venoms on the carriers, instead of the proposed seventh and eighth Oberon-class submarines. These were operated together with the Sea Sabres in mixed units on board of Melbourne and from land bases, e.g. from NAS Nowra in New South Wales, where a number of Sea Sabres were also allocated to 724 Squadron for operational training.
Around 1970, Melbourne operated a standard air group of four jet aircraft, six Trackers, and ten Wessex helicopters until 1972, when the Wessexes were replaced with ten Westland Sea King anti-submarine warfare helicopters and the number of jet fighters doubled. Even though the A-4G’s more and more took over the operational duties on board of Melbourne, the Sea Sabres were still frequently deployed on the carrier, too, until the early Eighties, when both the Skyhawks and the Sea Sabres received once more a new camouflage, this time a wraparound scheme in two shades of grey, reflecting their primary airspace defense mission.
The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.
General characteristics:
Crew: 1
Length: 37 ft 6 in (11.43 m)
Wingspan: 37 ft 1 in (11.3 m)
Height: 14 ft 5 in (4.39 m)
Wing area: 302.3 sq ft (28.1 m²)
Empty weight: 12,000 lb (5,443 kg)
Loaded weight: 16,000 lb (7,256 kg)
Max. takeoff weight: 21,210 lb (9,621 kg)
Powerplant:
1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)
Performance:
Maximum speed: 700 mph (1,100 km/h) (605 knots)
Range: 1,153 mi, (1,000 NM, 1,850 km)
Service ceiling: 52,000 ft (15,850 m)
Rate of climb: 12,000 ft/min at sea level (61 m/s)
Armament:
2× 30 mm ADEN cannons with 150 rounds per gun
5,300 lb (2,400 kg) of payload on six external hardpoints;
Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for
2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder
AAMs
A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs
or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus
two drop tanks as day fighter
The kit and its assembly:
This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.
This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?
The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.
While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.
The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!
Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.
For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.
The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.
A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!
Painting and markings:
From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.
I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.
The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.
The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.
The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.
Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.
In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.
The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?
Seen here at the Luton Corporation Depot at Kingsway, most likely shortly before or after the United Counties takeover in January 1970 are several Leyland Titans and an Albion Lowlander from the council owned Luton Corporation Fleet. The Titans, new in the mid-1950's were coming to the end of their lives when UCOC took over and only a small number were taken into stock as operational vehicles. The Albions were less than successful and many suffered from chassis corrosion when only a few years old.
Scanned from an acquired, un-copyrighted slide.
Former Liverpool Corporation Tramways tram 245 is pictured at the Woodside Ferry terminus of the Wirral Heritage Tramway on October 7th 2018.
ECT 497, a Leyland Titan PD2/20 with MCW Orion body, storms up Dundas Street towards Princes Street and The Mound in 1974. Note the stylish hats on the passengers, and the solitary smoker condemned to the upper deck.
Service 23 was the route I took to school. I used to get off at the terminus at Lennox Row, which ECT described on the blind as 'Trinity'. If I was lucky, the conductor let me change the side destination screen to 'Morningside' for its next trip out.
Rawtenstall Corporation Tramways FA 157, a 1907 built Ryknield bus parked on Burnley Road in Water awaiting departure with a Water to Waterfoot service
Note, Rawtenstall Corporation Tramways commenced operating a Waterfoot to Water bus service using FA 157 on 16th December 1907. The bus service was withdrawn in September 1910. FA 157 was then converted to a tower wagon and used as such until circa 1932
The seating is quoted as O16/18RO but appears to be O18/16RO
Ref no Bus00591
Arriva Midlands Wright Streetdeck FJ64ETZ 4600 working route 3 Corporation Street Tamworth to Fontameye Road Coton Green
Making its way back to the tramshed at Beamish Museum, under tow, is restored Newcastle-upon-Tyne Corporation Trolleybus 501 (LTN 501) , the sole survivor of a batch of 30 Sunbeam S7 3-axle trolleybuses supplied to Newcastle-upon-Tyne Corporation in 1948.
The trolleybus, which is in fully working order, has been back at Beamish in deep storage for several years now, following an extended loan to the National Trolleybus Museum at Sandtoft. It is planned that this trolleybus will become a regular working feature of the new 1950's area that the museum is currently developing and its move back to public view in the tramshed is definitely a step in the right direction.
Copyright © 2021 Terry Pinnegar Photography. All Rights Reserved. THIS IMAGE IS NOT TO BE USED WITHOUT MY EXPRESS PERMISSION!
Ex-Glasgow Corporation 1958 Leyland Titan PD2/24 (L163) turns at the roundabout outside Glasgow's Botanic Gardens to head back to the Riverside Museum.
Rotherham Corporation FSK502 AEC Matador seen at Sandtoft Trolleybus Museum for "The Gathering" event (31/07/16)
Ex Manchester Corporation 362, one of a few unrebuilt Condor diesels sold to Blair and Palmer of Carlisle in 1940 as seen here. It's thought that these were used on Royal Ordnance staff transport work.
A location that hasn't changed much to this day; the buildings are still there - though the Belisha crossing isn't. This was a Sunday view, with the Atlantean (then one of only four in the fleet) operating in "one man" mode. Other than Sundays and evenings, these vehicles were usually still worked with conductors at this time.
There was a batch of five Mulliner bodied Guy Otters in the Douglas Corporation fleet. Numbered 8-12 (WMN 484-488) these were broadly similar to the London Transport GS class
Guy Vixens, although these had bodywork built by ECW. However what made the Douglas vehicles unique was the massive front and rear destination and route number indicators. In fact even the nearside of the buses was fitted with a large destination aperture. Withdawn in 1970, four of the five 8, 9, 11 & 12 were sold to bus dealer Martin of Weaverham, Cheshire. Curiously reregistered UTU 596J, 9 was resold to the Gateshead Education Department, for use in connection with recreational projects organised by schools within the borough. I'm not sure when this vehicle passed into preservation but it was noted in open storage at the Birmingham & Midland Museum of Transport, Wythall on May 9th 1999.
Preserved bus seen at Wythall Bus Museum. Walsall Corporation, Daimler Fleetline with Northern Counties bodywork no. 116 XDH516G.
Old and new buildings in Manchester City Centre at the corner of Corporation street.
Canon Mark 5D Mark 2
Lens: Canon 24-70 f2.8
Location: City Centre, Manchester
Date: 23/11/2012
Balloon tram No706 after sustaining very heavy damage in an accident.The craftsmen at Rigby Road did a terrific job of repairing it
The car resumed service converted into an open topper with the front looking as new.Apparently back in 1980 car 705 was heading for the Pleasure Beach loop and car 706 was about to return to the main line towards Fleetwood.A conductor had left the points incorrectly set and 705 vered into the path of 706 and a head on smash was inevitable.Both cars were very badly damaged luckily without loss of life..705 was scrapped and used for spares.706 was repaired and returned to service as an open topper,it still exists as part of Blackpool's heritage fleet.
At the enquiry blame was put firmly on 705s driver who had failed to stop his car and check the setting of the points.
unknown photographer
Preserved former Sunderland Corporation Transport Atkinson Alpha/Marshall, 48 (WBR248), pictured at the North East Bus Preservation Trust's Seaburn Historic Vehicle Display on the 29th August 2022, about to work a trip on the free bus tour around the local area as part of this event.
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This alternative version of the Sheffield Routemaster depicts the front-entrance RMF version with blue window frames. The registration 254 CLT indicates that this is the former London Transport prototype, modifed with Sheffield's standard three-part destination display but retaining the London-style drop windows vents. In reality this bus was acquired by Northern General and rebuilt with provincial-type sliding window vents (27-Oct-12).
See also also Routemaster RML in Sheffield Corporation livery:
www.flickr.com/photos/northernblue109/8097658766/in/photo...
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Preserved former South Shields Corporation Transport Daimler CCG6/Roe, 140 (LCU112), seen here at the North East Bus Preservation Trust's North East Bus and Coach Show at the Gateshead Metrocentre on the 5th May 2024.