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Victory Liner Inc.
Bus Number: 1554
Classification: Airconditioned Provincial Operation Bus
Seating Configuration: 2x2
Seating Capacity: 49 Passengers
Model: SR Flextar
Manufacturer: Santarosa Motor Works Inc. Philippines
Chassis: RB46S
Engine: Nissan Diesel PE6-T
Suspension: Leaf Spring Suspension
Shot Location: Victory Liner Caloocan Terminal
Bus No: 765
Capacity: 49; 2x2 seating configuration
Engine: Nissan Diesel PE6T
Fare: Airconditioned
Transmission System: M/T
Shot Location: Victory Liner Caloocan Terminal
Capacity ex-démo sur la ligne 438.
Bus : Capacity
Mise en service : 07/2017
Réseau : KVS - Saarlouis
Opérateur : KVS
The F-16A Block 15 increased the capacity for underwing and fuselage hardpoints. In total, the F-16 has eleven stations for munitions, avionics, and fuel tanks. The numbering of the stations begins on the port wingtip and ends on the starboard wingtips, with nine identified stations. The 1, 2, 8, and 9 stations carry either the AIM-9 Sidewinder or AIM-120 AMRAAM air-to-air missiles (AAM). The 3 and 7 stations can be double-loaded (split into 3 and 3A, 7 and 7A) and carry a variety of AAMs, air-to-ground (AGM) missiles including anti-radiation (ARM) and anti-shipping (AshM) missiles, precision-guided munitions (PGM), Mk-82 and Mk-84 free-fall bombs, dispensers, and ECM pods. Stations 4 and 6 are wet, allowing for 370-gallon or 500-gallon fuel tanks, dispensers, AShMs and AGMs. The 5 station, or centreline, carries a 300-gallon fuel tank, ECM pods, and at one time a 30mm gun pod for the Air National Guard. The intake stations, 5L and 5R, are designated for EO/FLIR/TF pods. There is also the M61 Vulcan cannon mounted on the port fuselage. Later variants of the F-16 would include updated weapons systems and avionics, allowing the aircraft to carry the most up-to-date weapons and avionics currently in service.
In this image, an F-16A (serial number: 87-0702, RTAF 10306) of 103 Squadron of the Kongtap Agard Thai (Royal Thai Air Force, or RTAF) performs a combat air patrol (CAP) with a full load of AIM-9 Sidewinders. Thailand approached the US in April 1985 to purchase of the F-16 and was considered a candidate for the F-16/79. However, the RTAF ordered 12 F-16A Block 15 OCU aircraft in 1987. Under the FMS program Peace Naresuan, eight F100-PW-220 Block 15 F-16As and four F-16Bs were ordered, with an additional six F-16A aircraft following shortly after. The first batch of F-16s was assigned to 103 Squadron at Korat AB. An additional 16 Block 15 OCU F-16A/Bs were ordered in July 1992 and assigned to No, 403 Squadron, replacing their aging F-5E/F aircraft. In July 2000, the RTAF received 16 surplus USAF Block 15 ADF fighters; in 2005, seven Block 15 OCU F-16A/Bs from the Republic of Singapore Air Force.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8 (DC stands for “Douglas Commercial”). A medium-range four-engine Model 2067 was studied, but it did not receive enough interest from airlines and was subsequently abandoned. The idea was not dead, though, and, in 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its own design studies after the cooperation deal expired.
Towards late 1961, several design studies were already underway and various layouts considered. Initial plans envisioned a compact aircraft, powered by two engines, a gross weight of 69,000 lb (31,300 kg) and a capacity of 60-80 passengers. The aircraft was to be considerably smaller than Boeing’s 727, which was under development at that time, too, so that it would fill a different market niche. However, Douglas did not want to be late again, just as with the DC-8 versus the 707, so the development of the “small airliner” was soon pushed into two directions.
One of the development lines exploited the recent experience gathered through the cooperation with Sud Aviation, and the resulting aircraft shared the Caravelle’s general layout with a pair of the new and more economical Pratt & Whitney JT8D turbofan engines mounted to the rear fuselage and high-set horizontal stabilizers. Unlike the competing but larger Boeing 727 trijet, which used as many 707 components as possible, this aircraft, which should become the highly successful DC-9, was an all-new design with a potentially long development time.
This was a major business risk, and in order to avoid the market gap and loss of market shares to Boeing, a second design was driven forward, too. It copied Boeing’s approach for the 727: take a proven design and re-use as many proven and existing components as possible to create a new airliner. This aircraft became the DC-8/2, better known as the “Dash Two” or just “Dasher”. This aircraft heavily relied on DC-8 components – primarily the fuselage and the complete tail section, as well as structures and elements of the quad-airliner’s wings, landing gear and propulsion system. Even the engines, a pair of JT3D turbofans in underwing nacelles, were taken over from the DC-8-50 which currently came from Douglas’ production line.
The DC-8’s fuselage was relatively wide for such a compact airliner, and its inside width of 138.25 in (351.2 cm) allowed a six-abreast seating, making the passenger cabin relatively comfortable (the DC-9 developed in parallel had a narrower fuselage and offered only five-abreast seating). In fact, the Dash Two’s cabin layout initially copied many DC-8 elements like a spacious 1st class section with 12 seats, eight of them with wide benches facing each other in a kind of lounge space instead of single seats. The standard coach section comprised 66 seats with a luxurious 38” pitch. This together with the relatively large windows from the DC-8, created a roomy atmosphere.
Douglas decided to tailor the Dash Two primarily to the domestic market: in late 1962, market research had revealed that the original 60-80 seat design was too small to be attractive for North American airlines. In consequence, the Dash Two’s cabin layout was redesigned into a more conventional layout with 12 single 1st class seat in the first three rows (four abreast) plus 84 2nd class seats in fifteen rows (the last row with only four seats), so that the Dash Two’s standard passenger capacity grew to 100 seats in this standard layout and a maximum of 148 seats in a tight, pure economy seating. The needs of airlines from around the world, esp. from smaller airlines, were expected to be covered by the more sophisticated and economical DC-9.
Douglas gave approval to produce the DC-8 Dash Two in January 1963, followed by the decision to work seriously on the DC-9 in April of the same year. While this was a double burden, the Dash Two was regarded as a low risk project and somewhat as a stopgap solution until the new DC-9 would be ready. Until 1964, when the first prototype made its maiden flight, Douglas expected orders for as many as 250 aircraft from American and Canadian airlines. Launch customers included Delta Airlines and Braniff International (10 each with options for 20 and 6 more, respectively) and Bonanza Air Lines (4). Despite this limited number, production was started, since no completely new production line had to be built up – most of the Dash Two’s assembly took place in the DC-8 plant and with the same jigs and tools.
Two versions of the DC-8/2 were offered from the start. Both were powered by JT3D-1 engines, but differed in details. The basic version without water injection was designated DC-8/2-10 (or “Dash Two-Ten”). A second version featured the same engines with water injection for additional thrust and a slightly (3 ft/91 cm) extended wing span. This was offered in parallel as the -20 for operations in “hot and high” environments and for a slightly higher starting weight. Unlike the DC-8, no freight version was offered.
However, even though the Dash Two was designed for short to medium routes, its origins from a big, international airliner resulted in some weak points. For instance, the aircraft did not feature useful details like built-in airstairs or an APU that allowed operations from smaller airports with less ground infrastructure than the major airports. In fact, the Dash Two was operationally more or less confined to routes between major airports, also because it relied heavily on DC-8 maintenance infrastructure and ground crews.
Even though the Dash Two had a good timing upon market entry, many smaller airlines from the American continent remained hesitant, so that further sales quickly stalled. Things got even worse when the smaller, lighter and brand-new DC-9 entered the short-haul market and almost completely cannibalized Douglas’ Dash Two sales. Boeing’s new 737 was another direct competitor, and foreign players like the British BAC One-Eleven had entered the American market, too, despite political influence to support domestic products.
Even though the Dash Two was quite popular among its passengers and crews (it was, for its class, comfortable and handled well), the Dash Two turned out to be relatively expensive to operate, despite the many similarities with the DC-8. By 1970, only 62 aircraft had been sold. In an attempt to modernize the Dash Two’s design and make it more attractive, an upgraded version was presented in May 1971. It featured a slightly stretched fuselage for a passenger capacity of 124 (vs. 100 in the standard layout, total maximum of 162) and was powered by a pair of Pratt & Whitney JT8D-11 turbofan engines, capable of generating up to 6800 kg of thrust. This version was designated -30, but it did not find any takers in the crowded mid-range market. The DC-8/2 was already outdated.
Therefore, a half-hearted plan to replace the Dash Two -10 and -20’s JT3D engines as -40 series with more fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans, together with new nacelles and pylons built by Grumman Aerospace as well as new fairings of the air intakes below the nose, never left the drawing board, despite a similar update for the DC-8 was developed and offered. Douglas had given up on the DC-8/2 and now concentrated on the DC-9 family.
Another blow against the aircraft came in the early 1970s: legislation for aircraft noise standards was being introduced in many countries. This seriously affected the Dash Two with its relatively loud JT3D engines, too, and several airlines approached Douglas (by then merged with McDonnell into McDonnell Douglas) for noise reduction modifications, but nothing was done. Third parties had developed aftermarket hushkits for the Dash Two, actually adapted from DC-8 upgrades, but beyond this measure there was no real move to keep the relatively small DC-8/2 fleet in service. In consequence, Dash Two production was stopped in 1974, with 77 aircraft having been ordered, but only 66 were ever delivered (most open orders were switched to DC-9s). By 1984 all machines had been retired.
General characteristics:
Crew: 3 (+ 3 flight attendants)
Length: 125 ft (38.16 m)
Wingspan: 105 ft 5 in (32.18 m)
Height: 42 ft 4 in (12.92 m)
Wing area: 1,970 sq ft (183 m2), 30° sweep
Empty weight: 96,562 lb (43,800 kg)
Gross weight: 172,181 lb (78,100 kg)
Fuel capacity: 46,297 lb (21,000 kg) normal; 58,422 lb (26,500 kg) maximum
Cabin width: 138.25 in (351.2 cm)
Two-class seats: 100 (12F@38" + 88Y@34")
Single-class seats: 128@34", maximum of 148 in pure economy setup
Powerplant:
2× Pratt & Whitney JT3D-1 turbofan engines, delivering 17,000 lb (76.1 kN) each
Performance:
Maximum speed: 590 mph (950 km/h; 510 kn)
Cruising speed: 470–530 mph (750–850 km/h; 400–460 kn) at 32,808–39,370 ft (10,000–12,000 m)
Range: 1,320 mi (2,120 km; 1,140 nmi) with 26,455 lb (12,000 kg) payload
and 12,456 lb (5,650 kg) fuel reserve
1,709 mi (2,750 km) with 17,968 lb (8,150 kg) payload
and 12,456 lb (5,650 kg) fuel reserve
Service ceiling: 39,000 ft (12,000 m)
Rate of climb: 2,000 ft/min (10 m/s)
Take-off run at MTOW: 7,218 ft (2,200 m)
Landing run at normal landing weight: 4,757–6,070 ft (1,450–1,850 m)
The kit and its assembly:
This model was originally intended to be my final contribution to the “More or less engines” group build at whatifmodelers.com in October 2019, but procurement problems and general lack of time towards the GB’s deadline made me postpone the build, so that I could take more time for a proper build and paintjob.
The idea behind it was simple: since the original DC-8 was stretched (considerably) in order to expand its passenger capacity from 177 to 289(!) passengers, why not go the other way around and reduce its dimensions for a short/medium range airliner with just two engines, as a kind of alternative to the Boeing 737?
The basis is the Minicraft 1:144 DC-8 kit, in this case the late release which comes only in a bag without a box or any decals and which depicts a late -60/70 series aircraft with the maximum fuselage length. Inside of the fuselage halves, markings show where these parts should be cut in order to take the plugs out for shorter, earlier variants. However, my plan would be more radical!
Shortening the fuselage sound simple, but several indirect aspects have to be taken into account. For instance, wingspan has to be reduced accordingly and the aircraft’s overall proportions as well as its potential center of gravity have to be plausible, too. Furthermore, landing gear and engines will have to be modified, too.
Several measures were taken in order to find good points where the fuselage could be cut for a maximum length reduction - after all, a LOT of material had to disappear for the twin-engine variant!
First, the fuselage was completed for a solid cutting base. I decided to take out a total of three plugs, with the plan to achieve a length somewhere near a late Boeing 737, even though this turned out to be more complicated and challenging than expected. All in all, the fuselage length was reduced from ~39cm to ~26.5cm. Less than I hoped for, but anything more would have ended in a total reconstruction of the wing root sections.
Two plugs are logical, the third one in the middle, only 1.5cm long, is less obvious. But since the wing span would be reduced, too, the wings' depth at the (new) roots was also reduced, so that the original DC-8 wing roots/fuselage intersections would not match anymore. The wings themselves were, also based on late Boeing 737 and Dassault Mercure measures, were cut at a position slightly inside of the inner engine pylon positions.
Re-construction started with the rear fuselage; I initially worked separately on the cockpit section, because I filled it with as much lead as possible, and it was connected with the rest of the hull when its three segments were already completed.
The Minicraft DC-8 is basically nice and has good fit, but I found a weak spot: the fin's leading edge. Like on Minicarft’s 727's wings, which I recently built, it's virtually flat. It just looks weird if not awful, so I sculpted a more rounded edge with putty. Since the small air intakes under the radome are open, I added an internal visual block in the form of black foamed styrene.
The JT3D nacelles were taken OOB from the Minicraft kit, I used the inner pair because of the shorter pylons. They were attached under the wings in a new position, slightly outside of the original inner engine pair and of the main landing gear. The latter was modified, too: instead of the DC-8’s four-wheel bogies I used a pair of Boeing 727 struts and twin wheels, left over from the recent build. These were attached to 1.5 mm high consoles, so that the stance on the ground became level and mounted into newly cut well openings in the inner wings. The front wheel was taken OOB from the DC-8. I was a little skeptical concerning the main landing gear’s relative position (due to the wing sweep, it might have ended up too far forward), but IMHO the new arrangement looks quite fine, esp. with the engines in place, which visually shift the model’s center of gravity forward. I just had to shorten the engine pylons by maybe 2mm, because the lack of dihedral on the DC-8’s outer wing sections considerably reduce ground clearance for the engines, despite the added consoles to the landing gear. However, all in all the arrangement looks acceptable.
For the model’s in-flight pics, and also for the application of the final varnish coat, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder/adapter. Due to the massive lead weight in the nose, the adapter’s position ended up in front of the wing roots!
Painting and markings:
I usually do not build civil airliners, so I took the occasion to represent a design icon: the “flying Colors” livery of Braniff International Airlines from the early Seventies. Braniff featured several bright liveries, but my personal favorite is the simple one with uniform fuselages in varying bold colors, mated with simple, white fins, engine nacelles and wing areas.
This choice was also influenced by the fact that 26decals offers a 1:144 sheet for Braniff DC-8s of this era (remember: the bagged Minicraft kit comes without any decal sheet at all). Choosing a color was a long process. Bright red or orange were initial favorites, but the recent 727 already had orange markings, so I rather favored blue, green or even purple. I eventually settled on a light lime green, which has a high shock value and also offers a good contrast to the Braniff markings and the windows. A tone called “Lime Green” was actually an official Braniff tone (check this great overview: web.archive.org/web/20050711080200/http://www.geocities.c..., a great source provided by 26decals in the context oft he decal sheet I used, see below). But my intention was not to authentically replicate it – I rather just wanted a bright color for the model, and I like green.
The basic color I used is simple Humbrol 38 (Lime), which was applied with a brush after the wing areas had been painted in white (Humbrol 22) and aluminum (various shades, including Humbrol 11 and Revell 99). The characteristic black area around the cockpit glazing was created with mix of decals and paint, the silver ventral areas were painted with Humbrol’s Polished Aluminum Metallizer. The fin’s and the stabilizers’ leading edges were created with silver decal sheet material (TL Modellbau), grey and silver bits of similar material were used for some small details on the wings.
As already mentioned, the decals, including all windows, come from a 26decals sheet. Due to the reduced length, the windows’ and doors’ position and numbers had to be improvised. But thanks to the relatively simple livery design without cheatlines or other decorative elements, this was an easy task. Finally, the model received an overall coat of gloss acrylic varnish from the rattle can.
Just like my recent Boeing 727 with four engines, this conversion appears simple at first sight, but the execution caused some headaches. The biggest problem was the reduced depth of the shortened wings and how to mount then to the fuselage – but the attempt to take an additional fuselage plug away was an effective move that also helped to reduce overall length.
I am astonished how modern and plausible this shortened DC-8 looks. While building, the aircraft constantly reminded me of the Tupolev Tu-104 airliner, until the engines were added and it now resembled an Airbus A320!
Company/Owner: JoyBus/Genesis Transport Services, Inc.
Fleet/Bus Number: 818570
Classification: Air-conditioned First Class Provincial/Tourist Chartered Bus (with restroom)
Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.
Body Model: Yutong C12PRO II ZK6122HD9
Engine Model: Yuchai YC6L330-20 (L33YA)
Chassis Model: Yutong ZK6122CRD9 (LZYTATE62F1)
Transmission: 6-speed Manual Transmission
Suspension: Air Suspension
Seating Configuration: 2×1
Seating Capacity: 28
Franchise Route: Baguio City–Domestic via North Expressway EDSA
Route: N/A [Pasay City–any point in the Philippines/Pasay City–Baguio City, Benguet]
Municipalities/cities passing: N/A
Type of Operation: Provincial Operation Public Utility Bus (Executive Class/First Class; Tourist Class)
Area of Operation: Cordillera Administrative Region (CAR)
Shot Location: Highway 171 (Tramo Street/Aurora Boulevard) corner Highway 194 (NAIA Road), Barangay Tramo, Pasay City
Date Taken: May 11, 2018 (08:01H)
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Dagupan Bus Co. Inc.- 1205
Bus No: 1205
Year released: 2011
Capacity: 45; 2x2 seating configuration
Route: Cubao/Kamias-Bolinao/Alaminos via Dau/SCTEX-Concepcion/Capas/Tarlac/Gerona/Paniqui/San Julian, Moncada/Camiling/San Clemente/Mangatarem/Aguilar/Socony/Sual/Labrador
Body: Santarosa Motorworks Inc. (rehab by JACG Inc.)
Model: 2011 SR-Cityliner ORD RE Series
Chassis: Daewoo BV115
Engine: Daewoo DE12TiS-BA
Fare: Airconditioned
Transmission System: M/T
Suspension: Leaf Spring suspension
Taken on: February 9, 2017
Location: Romulo Highway, Brgy. Malacampa, Camiling, Tarlac
Company/Owner: GV Florida Transport, Inc.
Fleet/Bus Number: GD100
Classification: Air-conditioned Deluxe Provincial Bus (with Restroom)
Coachbuilder: GV Florida Bus Body
Body Model: Hino/GV Florida DM14 Series 1 RM (modified into King Long XMQ6129Y "Longwei" with PhilHino Grandeza bumpers)
Engine Model: Hino P11C-TH
Chassis Model: Hino RM2PSS
Transmission: Manual (6-speed forward, 1-speed reverse)
Suspension: Wide Air Suspension (WideSus)
Seating Configuration: 2×2
Seating Capacity: 43
Route: Sampaloc, Manila City–Tuguegarao City, Cagayan via NLEX-Dau–SCTEX-Amucao (Tarlac City)–TPLEX-Pura / Pangasinan–Nueva Ecija Road / N1 (Maharlika Highway)
Municipalities/cities passing: Dau (Mabalacat City)–Pura/Guimba/Santo Domingo/Talavera/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/San Isidro/Echague/Alicia/Cauayan City/Reina Mercedes/Naguilian/Gamu/Ilagan City/Tumauini/Cabagan/San Pablo/Peñablanca
Type of Operation: Provincial Operation Public Utility Bus (Deluxe Class)
Area of Operation: Cagayan Valley (Region II)
Shot Location: Maharlika Highway, Soyung, Echague, Isabela
Date Taken: February 1, 2016
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Company/Owner: Del Monte Land Transport Bus Company
Fleet/Bus Number: 1444
Classification: Air-conditioned Provincial Bus
Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.
Body Model: Yutong C12PRO II ZK6122HD9
Engine Model: Yuchai YC6L310-20 (L32YA)
Chassis Model: Yutong ZK6122CRD9 (LZYTATE6XF1)
Transmission: 6-speed Manual Transmission
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 51
Franchise route: Tabaco (Albay)–Cubao (Quezon City)
Route: Tabaco City, Albay [TAB, AL]–Cubao, Quezon City [CUB, QC] via N636 (Ligao–Tabaco Road)
Municipalities/Cities passing: Ligao City/Oas/Polangui/Bato/Nabua/Baao/Bula/Pili/Naga City [WNP]/Milaor/San Fernando/Pamplona/Libmanan/Sipocot/Lupi/Ragay/Del Gallego/Tagkawayan [TGK]/Santa Elena/Calauag [CUG]/Lopez/Gumaca/Plaridel/Antimonan/Pagbilao/Lucena City [LUC]/Sariaya/Candelaria/Tiaong/San Pablo City [PBO]/Alaminos/Santo Tomas City/Calamba City [CLM]
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Bicol Region (Region V)
Shot Location: EDSA-Boni, Mandaluyong City
Date Taken: May 14, 2018
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Modèle / Model : Renault Mégane III Estate
Affectation / Assignment : Gendarmerie Nationale, Gendarmerie Départementale / National Gendarmerie, Departmental Gendarmerie
Fonction / Function : Véhicule moyenne capacité / Medium capacity vehicle
Mise en service / Commissioning : Décembre 2011 / December 2011
Équipementier / Maker : Gruau
Favorite series ko for EXFOH ito. Silang dalawa ni 6041 ay Sta. Cruz–Caloocan ang ruta. Kaya pala nadaan rito si 6041, Caloocan-based na pala siya. :) Naging Baguio runner dito ito noon kaya sisiw na lang sa kanya ang rutang Sta. Cruz.
Company/Owner: Victory Liner, Inc.
Fleet/Bus Number: 6040
Classification: Air-conditioned Provincial Bus
Coachbuilder: Santarosa Motor Works, Inc./Columbian Motors Corporation
Body Model: Nissan Diesel/Santarosa EXFOH
Engine Model: Nissan Diesel PF6-TA (PF6-A)
Chassis Model: Nissan Diesel JA450SSN
Transmission: 6-speed Manual Transmission
Suspension: Leaf Spring Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Franchise route: Sta. Cruz (Zambales)–Caloocan City
Route: Monumento, Caloocan City–Santa Cruz, Zambales via Olongapo–Gapan Road
Municipalities/cities passing: San Fernando City/Bacolor/Guagua/Lubao/Dinalupihan/Tipo (Hermosa)/Olongapo City/Subic/Castillejos/San Marcelino/San Antonio/San Narciso/San Felipe/Cabangan/Botolan/Iba/Palauig/Masinloc/Candelaria
Type of Operation: Provincial Operation Public Utility Bus (Regular Class)
Area of Operation: Central Luzon (Region III)
Shot Location: Jose Abad Santos Avenue (Olongapo-Gapan Road), San Jose, San Fernando City, Pampanga
Date Taken: February 7, 2016
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Zum Eröffnungszeitpunkt hat der Flughafen eine theoretische Gesamtkapazität von 46 Millionen Passagieren pro Jahr.
At the time of opening, the airport has a theoretical total capacity of 46 million passengers per year.
This power pylon is not very far from the substation feeding it, so only half the lines leading to it go beyond this point. I think they hung the dead-end lines just so they wouldn't have to get clearance again later on.
The clouds helped with the backlighting of the scene as they also line up with the direction of travel of the wires.
Camera Test
Minolta 7sII
Ilford Pan F ISO 50, 36 Exp
Unusually rostered on a container train, Freightliner no. 66616 (a Heavy Haul loco) leads 4L90 (the 1015 container train from Trafford Park FLT to Felixstowe North FLT) towards the WCML at Manchester Piccadilly, with the Manchester cityscape behind.
The long container trains from Trafford Park are a proper headache for Northern, TPE & EMR (who all use the Castlefield Corridor), as they eat up capacity, especially if there's already a delay!
4M95, from Southampton to Trafford Park (led by 70005) can be seen heading the other way.
To boost capacities Lothian have added ex London Volvo B9's to stock and fleet 1012 is seen at Balerno terminus ready to leave west to east for Wallyford.
Going back to Edinburgh Corporation days the 44 service was confined to working within the city limits - from Juniper Green at the western end to Eastfield on the Musselburgh boundary. Until 1955 it was numbered '8' and served by Crossley single decks, but given 44 and upgraded to double deck. For those historically interested the 44 goes back to December 1954 when the road under the railway bridge at Slateford was lowered to allow double deck clearance. For years afterwards 14 buses were allocated shared by Longstone and Marine. In recent years old boundaries have been crossed and today's much longer route, which effectively replaces old SMT routes 53 and 130, needs 23 buses to enable a 10 minute frequency. Recent timetable changes have given Central garage a share of duties hence seeing these incomers joining B5's on this long route.
Victory Liner Inc.
Bus Number: 6012
Body: Santarosa Philippines "Exfoh"
Chassis: Nissan Diesel JA450SSN
Engine: Nissan Diesel PF6A
Seating Configuration: 2x2
Capacity: 49
Shot Location: Victory Liner Cubao Terminal
Victory Liner Inc.
Bus Number: 1835
Model: Phil Hino Partex
Classification: Ordinary Fare / Unairconditioned Provincial Operation Bus
Coachbuilder: Partex Auto Body, Inc.
Chassis: Nissan Diesel RB46S
Engine: Nissan Diesel PE6-T
Airconditioning unit: None
Suspension: Leaf Spring Suspension
Seating Configuration: 3x2
Seating Capacity: 64 Passengers
Shot Location:
Modèle / Model : Dacia Duster I
Affectation / Assignment : Gendarmerie Nationale, Gendarmerie Départementale / National Gendarmerie, Departmental Gendarmerie
Fonction / Function : Véhicule moyenne capacité / Medium capacity vehicle
Mise en service / Commissioning : Décembre 2016 / December 2016
Équipementier / Maker : Gruau
Journée Porte Ouverte du Centre de Secours de Mouy (60) / Open Day of the Center of Rescue of Mouy
Gardner Trucking tandem axle Capacity yard spotter parked at the International Paper cardboard facility in Gresham, OR in December 2020.
The Second Severn Crossing (Welsh: Ail Groesfan Hafren), officially named the Prince of Wales Bridge (Welsh: Pont Tywysog Cymru) since July 2018, is the M4 motorway bridge over the River Severn between England and Wales, opened in 1996 to supplement the traffic capacity of the Severn Bridge built in 1966
23rd June 2016 will go down in history for the United Kingdom being the first country within the European Union choosing the vote to leave. Since the vote, it has had a lasting impact... The UK now has a new Prime Minister and the second female Prime Minister since Margaret Thatcher's tenure which ended in 1990, The Right Honorable Theresa May MP, currently holds the constituency seat for Maidenhead.
Away from all the political changes, the UK's vote to leave the European Union has undoubtedly made a number of airlines nervous which are susceptible to changing political and economy status.
Delta Air Lines have been the first international carrier to be publicly vocal since the Brexit vote... A number of media articles have since stated that Delta is willing to scrap a number of flights to the UK following the vote plus the British Pound's plummeting value.
According to the Independent, "Delta has decided to reduce 6 points of US-UK capacity from its winter schedule." Delta's decision to take action comes as no surprise, the airline is the smallest US carrier to have a presence in the UK, even with its 49% stake in Virgin Atlantic. American holds the biggest amount of capacity with 6.2%; thanks to its close partnership with British Airways, United holds 5.3% and Delta holding 2.7% of capacity.
What sort of cuts remains to be seen... All depends on whether individual flights will be reduced, or whether bigger aircraft will be swapped with smaller examples.
Delta currently operates the largest Boeing 767 fleet in the world with 91 in service, which includes 12 Boeing 767-300's, 58 Boeing 767-300ER's and 21 Boeing 767-400ER's.
November Eight Four Zero Mike Hotel is one of 21 Boeing 767-400ER's in Delta's fleet, delivered new to the carrier in May 2001 and she is powered by 2 General Electric CF6-80C2B7F engines.
Boeing 767-432/ER N840MH on final approach into Runway 27L at London Heathrow (LHR) on DL10 from Minneapolis-St. Paul (MSP), Minnesota.
Metroline DEL2159 (LK16DDU) is seen at Uxbridge on route U1.
The DEs and even these get rammed in peak hours. They used to have double deckers frequently, but they should happen more often.
Box Canyon Dam is a gravity-type hydroelectric dam on the Pend Oreille River, in northeastern Washington state in the United States.
It has a capacity of 69 MW and an average expected production of 52 MW. The reservoir extends 55 miles (89 km). The dam is 160 feet (49 m) wide and 62.4 feet (19.0 m) high at the top of the gates. The maximum head of water is 46 feet (14 m). It produces power using four Kaplan turbines.
en.wikipedia.org/wiki/Box_Canyon_Dam_%28Washington%29
Photo of Box Canyon Dam, Box Canyon, the I&WNRR railroad trestle (Idaho and Washington Northern Railroad), the Selkirks and the Pend Oreille River captured via Minolta MD Zoom Rokkor-X 35-70mm F/3.5 lens and the bracketing method of photography alongside State Route 31, the International Selkirk Loop and the North Pend Oreille Scenic Byway. Selkirk Mountains Range. Northern Rockies Region. Inland Northwest. Pend Oreille County, Washington. Mid March 2016.
Exposure Time: 1/250 sec. * ISO Speed: ISO-200 * Aperture: F/8 * Bracketing: + 1 / -1
The new track is in position (nearest the camera) but the opening of the new Trimley loop is still a few months away. Here, on the final leg of its journey to Felixstowe, Freightliner’s 66 414 passes under the new bridleway bridge near Trimley.
The sole MAN at Elgin, drafted in to give extra capacity for social distancing at Elgin depot, 22791. Seen here on the Elgin Town Service approaching the bus station.
Can't translate it all, but looks like a weird warning to me.
"le mémoire vive de votre cerveau est insuffisante"
Canon EOS 7D
EF-S 18-135mm f/3.5-5.6 IS
Ang weird, naka-Dongfeng ang chassis VIN n'ya.
Company/Owner: Arayat Express
Fleet/Bus Number: 3021
Classification: Air-conditioned Inter-provincial Bus
Coachbuilder: Kia Motors Corporation
Body Model: Kia Granbird SD-II Parkway
Engine Model: Hyundai D6AC (Q340)
Chassis Model: Kia KM949S (LGG6ALA34CF)
Transmission: 5-speed Manual Transmission
Suspension: Air Suspension
Seating Configuration: 2×2
Seating Capacity: 49
Franchise route: TBD
Route: Olongapo City, Zambales [GAP, ZA]–Cabanatuan City, Nueva Ecija [CAB, NE] via N3 (Jose Abad Santos Avenue/Olongapo–Gapan Road) / N1 (Maharlika Highway)
Municipalities/cities passing: Tipo (Hermosa)/Dinalupihan/Lubao/Guagua [GGA]/Bacolor/San Fernando City [SFP]/Mexico/Santa Ana/Arayat/Cabiao/San Isidro [ISI]/Gapan City/San Leonardo/Santa Rosa
Type of Operation: Intra-regional, Inter-provincial Operation Public Utility Bus (Economy Class)
Area of Operation: Central Luzon (Region III)
Shot Location: N3 (Jose Abad Santos Avenue), Barangay Lagundi, Mexico, Pampanga
Date Taken: May 28, 2018 (12:14H)
Notices:
* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.
** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.
*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.
**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.
Temperance River near full capacity on a foggy morning.
Temperance River State Park, MN
©2016 copyright Jeff Bartelt. All rights reserved.
My days are pretty full. I’m up early to exercise the dogs and usually have an evening activity. Of course, work happens in the middle. I’m currently training another sales consultant and I don’t know how I’m managing to fit it all in (as well as continue to blog!)
Dress, Banana Republic (consignment). Dress (worn as a slip), Mossimo. Shoes, Seychelles. Sunglasses, Toms. Earrings, street fair. Bag, Aldo.