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Lockdown MK 3 of 3
Not much demand for "clean fuel" at the moment...or even the old fashioned stuff!
Bus No: 727
Model: Yutong ZK6122HD9/3rd Gen
Engine: Yuchai YC6L330-42
Chasis: ZK6122CRD9
Body: Zhengzhou Yutong Bus Co. Ltd.
Susspenssion: Air Susspenssion
Seating Configuration: 2x2
Seat Type: Fabric (Yutong HD Seats)
Seating Capacity: 51
Previous Operator: Genesis Transport Service Inc.
Operator: North Genesis Bus Line
Transmission: M/T
Fare: Airconditioned
Route: Baguio City Benguet - Cubao Q.C via: Marcos Hwy, Rosario La Union, Sison, Pozorrubio, Binalonan, Urdaneta City, Villasis, Rosales Pangasinan, Moncada, Paniqui, TPLEX Pura Exit, SCTEX, NLEX, EDSA.
[EX P2P Unit]
Company/Owner: Victory Liner, Inc.
Fleet/Bus Number: 126
Classification: Air-conditioned Provincial Bus
Coachbuilder: Hyundai Motor Company
Body Model: Hyundai Super Aero City
Engine Model: Hyundai D6AB (Q300)
Chassis Model: Hyundai Super Aero City (KMJTA18BPBC)
Transmission: Manual (5-speed forward, 1-speed reverse)
Suspension: Leaf Spring Suspension
Seating Configuration: 3×2
Seating Capacity: 56
Route: Monumento, Caloocan City–San Fernando City, Pampanga via NLEX-Balintawak–NLEX-Tabang / MacArthur Highway / NLEX-San Simon–NLEX-San Fernando
Municipalities/cities passing: Tabang (Guiguinto)/Malolos City/Calumpit/Apalit/San Simon
Type of Operation: Provincial Operation Public Utility Bus (Economy Class)
Area of Operation: Central Luzon (Region III)
Shot Location: MacArthur Highway (Manila North Road), Barangay Sumapang Matanda, Malolos City, Bulacan
Date Taken: October 8, 2015
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.
Victory Liner Inc.
Bus Number: 8009
Model : KingLong Xmq 6118 Y
Coachbuilder : Xiamen King Long United
Chassis : LKLR1HSH86B6
Engine : Nissan Diesel PE6T
Seating Configuration: 2x2
Capacity: 49
Shot Location: Victory Liner Pasay Terminal
Pangasinan FiveStar Bus Company
Bus number: 88028
Model: Hyundai Universe Space Luxury
Chassis: Hyundai KMJKJ18BPSC
Engine: Hyundai D6AB-D
Suspension: Air Suspension
Area of Operation: Provincial Operation
Seating Configuration: 2x2
Seating Capacity: 45
Shot Location: Cubao
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.
Bus no.: 737 "Alfredo"
Classification: "Business Class With Wifi" Airconditioned Provincial Operation Bus
Route: Cubao-Tabaco, Legazpi Albay
Seating Configuration: 2x2
Seating Capacity: 40 Passengers
Model: SR NV 620
Manufacturer: Santarosa Motor Works, Inc. Philippines
Chassis: JA450SSN
Engine: Nissan Diesel PF6-A
Suspension: Leaf Spring Suspension
(Note: Specification are subjected for verification and may be change without prior notice.)
Shot Location: Araneta Center Bus Terminal Cubao, Quezon City
JOJO’S BIZARRE ADVENTURE : SS GUIDE – New Medals – 2016/03/16
JOJO’S BIZARRE ADVENTURE : SS GUIDE New Medals have come! Please check and get them!
(SSR)Polnareff & Kakyoin
Rarity
Attribute
Cost
Rebirth
SSR
Blue
24
4
Rebirth
Slots
Capacity
Range
...
jp-apps-dl.net/2016/03/16/jojos-bizarre-adventure-ss-guid...
Chassis n° 117
The Dr. Peter and Ulrike Bühner collection of important pioneer and collectors' motorcycles and motor cars
Bonhams
Les Grandes Marques du Monde à Paris
The Grand Palais Éphémère
Place Joffre
Parijs - Paris
Frankrijk - France
February 2023
Sold for € 108.333,34
Producers of (mainly) industrial sewing machines, the Dürkopp company still exists today as Dürkopp-Adler. Dürkopp's origins date back to 1867 when Nikolaus Dürkopp started his sewing machine business in the German city of Bielefeld, a centre for bicycle manufacture. Dürkopp owned another plant in Graz, Austria, and in the 1880s both factories began producing bicycles to meet the Europe-wide boom in this form of transportation. The firm's first automobile followed in 1898. Constructed along Panhard lines, these first Dürkopps featured front-mounted vertical twin-cylinder engines, final drive by chains, and wheels of unequal size. A much smaller car with a rear-mounted engine was on offer in 1899, featuring tandem seating and wire wheels. Motorcycle production commenced around 1901. Dürkopp's range expanded and by 1903 consisted of some five models ranging from an 8PS twin to a 40PS four, while a six-cylinder car was shown for the first time that year. In Britain the importer F Watson marketed Dürkopps under the 'Watsonia' brand name.
By 1914 Dürkopp had produced a succession of large-capacity fours, the ultimate being the 13-litre Type DG of 1912, but these sold in limited numbers, prompting the introduction of new smaller models known as the 'Knipperdolling' range.
After WWI, the firm concentrated mainly on medium-size cars of around 2 litres, plus a small number of larger types. Production of cars ceased in 1927 but commercial chassis continued to be available for a few more years. Production of motorcycles had ceased in 1914 and would not resume until 1949, Dürkopp's most famous product of the post-war period being the immensely successful Diana scooter.
This rare early Dürkopp automobile has been part of the Bühner Collection since 2002, having previously formed part of a private collection in its native Bielefeld, where it was also on loan for a period of time to the local history Museum. It is believed that before then the car had survived many years of barn storage, and numerous photographs attest to its remarkably original condition prior to its sympathetic restoration. The car even comes with a copy of its original Bielefeld registration from 1902, with the number 'X530'.
While in the custody of Peter and Ulrike Bühner the car participated successfully in many events, among them the London to Brighton Veteran Car Run in 2004, 2007 and 2008 (programmes on file). It is believed that only one other Dürkopp from 1901 survives.
Date Taken: May 9, 2015
Basic Details:
Operator: First North Luzon Transit, Inc.
Fleet Number: 3007
Classification: Ordinary Fare / Non-Air-Conditioned Provincial Operation Bus
Seating Configuration: 3x2 Seats
Seating Capacity: 60 Passengers
Body:
Coachbuilder: Sta. Rosa Motor Works, Inc.
Body Model: Sta. Rosa DaewooBus BF106
Chassis:
Chassis Model: Daewoo BF106
Layout: Front-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Leaf Springs Suspension
Engine:
Engine Model: Doosan DE08TIS
Cylinder Displacement: 8.1 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged & Intercooled
Max. Power Output: 240 hp @ 2,300 rpm
Peak Torque Output: 883 N.m @ 1,200 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
the quincy railroad's SW1200 pulls a string of four loaded centerbeams up its connection to the union pacific canyon subdivision along the feather river.
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.
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.
Date Taken: May 9, 2015
Basic Details:
Operator: Saulog Transit, Inc.
Fleet Number: 71755
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 49 Passengers
Body:
Coachbuilder: Sta. Rosa Motor Works, Inc.
Body Model: Sta. Rosa DaewooBus BV115
Chassis:
Chassis Model: Daewoo BV115
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Leaf Springs Suspension
Engine:
Engine Model: Doosan DE12TIS
Cylinder Displacement: 11.1 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged & Intercooled
Max. Power Output: 340 hp @ 2,100 rpm
Peak Torque Output: 1,423 N.m @ 1,260 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
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
TRANSPORTPRO SERVICES INC. #T6
Bus No: T6
Model:
Engine:
Chassis:
Body: Del Monte Motor Works Inc.
Suspension: Air Suspension
Seating Configuration: 2x2
Seat Type: Leather
Seating Capacity:
Operator: GV Florida Transport Inc.
Transmission: M/T
Fare: Deluxe w CR
Route: Sampaloc Manila - Laoag City Ilocos Norte via: A. Bonifacio Manila/NLEX/SCTEX/Dau Mabalacat Pampanga/SCTEX/TPLEX/Pura Exit TPLEX Tarlac,Gerona, Paniqui, Moncada, San Manuel Tarlac/Rosales (Carmen), Villasis, Urdaneta City, Binalonan, Pozorrubio, Sison Pangasinan/Rosario, Santo Tomas (Damortis), Agoo, Aringay, Caba, Bauang, San Fernando City, San Juan, Bacnotan, Balaoan, Bangar, Sudipen La Union/Tagudin, Santa Cruz, Santa Lucia, Candon City, Santiago, San Esteban, Santa Maria, Narvacan, Santa, Bantay, Vigan City, San Ildefonso, Santo Domingo, Magsingal, San Juan, Cabugao, Sinait Ilocos Sur/Badoc, Currimao, Batac, San Nicolas, Ilocos Norte.
PARTAS TRANSPORTATION CO. INC. #83368
Bus No: 83368
Model: 2019 Golden Dragon XML6122J38Y Triumph/Triumph 2
Engine: Yuchai YC6G330-42
Chassis: Golden Dragon XML6122J38
Body: Xiamen Golden Dragon Bus Co. Ltd.
Suspension: Air Suspension
Seating Configuration: 2x1
Seat Type: Leather
Seating Capacity: 44+2
Operator: Partas Transportation Co. Inc.
Transmission: M/T
Fare: Luxury Class w CR
Route: Cubao Q.C. Aurora Metro Manila - Laoag City Ilocos Norte via: E. Rodriguez Sr. Ave. Quezon City Metro Manila/A. Bonifacio Manila/NLEX/SCTEX/Dau Mabalacat Pampanga/SCTEX/TPLEX/Carmen Exit TPLEX Rosales Pangasinan, (Carmen) Rosales, Villasis, Urdaneta City, Binalonan, Pozorrubio, Sison Pangasinan/Rosario, Santo Tomas (Damortis), Agoo, Aringay, Caba, Bauang, San Fernando City, San Juan, Bacnotan, Balaoan, Bangar, Sudipen La Union/Tagudin, Santa Cruz, Santa Lucia, Candon City, Santiago, San Esteban, Santa Maria, Narvacan, Santa, Bantay, Vigan City, San Ildefonso, Santo Domingo, Magsingal, San Juan, Cabugao, Sinait Ilocos Sur/Badoc, Currimao, Batac, San Nicolas, Ilocos Norte.
MV Queen of Oak Bay is a double-ended C-class roll-on/roll-off ferry in the BC Ferries fleet, launched in 1981 at Victoria, British Columbia.
The 139.29-metre (457 ft) long, 6,969-ton vessel has a capacity for 362 cars and over 1,500 passengers and crew. She normally operates on BC Ferries' Horseshoe Bay to Departure Bay (Nanaimo) route, part of the Trans-Canada Highway. She is named for the district of Oak Bay.
Image best viewed in Large screen. Thank-you for your visit!
It is very much appreciated...
Sonja
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.
+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
Reaching T2C on a slightly hazy morning. Saudia has significantly increased capacity on its CDG services over the last few years with now almost double daily 77W.
+++ 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 Cessna Model 336 and 337 “Skymaster” were American twin-engine civil utility aircraft built in a unique push-pull configuration. Their engines were mounted in the nose and rear of its pod-style fuselage. Twin booms extended aft of the wings to the vertical stabilizers, with the rear engine between them. The horizontal stabilizer was aft of the pusher propeller, mounted between and connecting the two booms.
The first Skymaster, Model 336, had fixed landing gear and initially flew on February 28, 1961. It went into production in May 1963 with 195 being produced through mid-1964. In February 1965, Cessna introduced the larger Model 337 Super Skymaster with more powerful engines, retractable landing gear, and a dorsal air scoop for the rear engine (the "Super" prefix was subsequently dropped from the name). In 1966, the turbocharged T337 was introduced, and in 1973, the pressurized P337G entered production.
The type was very prolific and Cessna built 2.993 Skymasters of all variants, including 513 military O-2 (nicknamed "Oscar Deuce") versions from 1967 onwards. The latter featured underwing ordnance hard points to hold unguided rockets, gun pods or flares, and served in the forward air control (FAC) role and psychological operations (PSYOPS) by the US military between 1967 and 2010. Production in America ended in 1982, but was continued by Reims in France, with the FTB337 STOL and the military FTMA “Milirole”.
Both civil and military Cessna 336/337 version had long service careers, and some were considerably modified for new operators and uses. Among the most drastic conversions was the Spectrum SA-550, built by Spectrum Aircraft Corporation of Van Nuys, California, in the mid-1980s: Spectrum took the 336/337 airframe and removed the front engine, lengthened the nose to maintain the center of gravity, and replaced the rear piston engine with a pusher turboprop which offered more power than the combined pair of original petrol engines. The Spectrum SA-550 conversion also came together with an optional modernization package that prolonged the airframes’ service life, so that modified machines could well serve on for 20 years or more.
This drastic conversion was executed for both military and civil operators. The best-known military SA-550s were six former USAF O-2A airframes, which had been transferred to the U.S. Navy in 1983 for use as range controllers with VA-122 at NAS Lemoore, California. These aircraft were operationally nicknamed “Pelican”, due to the characteristic new nose shape, and the name unofficially caught on.
However, the SA-550 package was only adopted sporadically by private operators, but it became quite popular among several major police and fire departments. Typical duties for these machines included border/drug patrol, surveillance/observation duties (e.g. traffic, forest fire) and special tasks, including drug interdiction as well for SAR missions and undercover operations like narcotics and serialized criminal investigations. Some SA-550s were accordingly modified and individually outfitted with suitable sensors, including IR/low light cameras, searchlights, and internal auxiliary tanks. None were armed, even though some aircraft featured underwing hardpoints for external extra tanks, flare dispensers for nocturnal operations or smoke charge dispensers for ground target marking to guide water bombers to hidden forest fires.
The type’s versatility, low noise level, high travel speed and good loitering time in the operational area at low speed proved to be vital assets for these public service operators and justified its relatively high maintenance costs. A handful of the modernized Spectrum SA-550 machines were still in active service after the Millennium, primarily in the USA.
General characteristics:
Crew: 1 + 3 passengers (up to 5 passengers possible in special seat configuration)
Length: 32 ft 6½ in (9.94 m)
Wingspan: 38 ft ¾ in (11.62 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.81 m²)
Aspect ratio: 7.18:1
Airfoil: NACA 2412 at root, NACA 2409 at tip
Empty weight: 2,655 lb (1,204 kg)
Max takeoff weight: 4,400 lb (1,996 kg)
Fuel capacity: 92 US gal (77 imp gal; 350 l) normal,
128 US gal (107 imp gal; 480 l) with auxiliary tank
in the cabin instead of two passenger seats
Powerplant:
1× Pratt & Whitney PT6A-27 turboprop engine, delivering 550 shp (410 kW) and
driving a four-blade McCauley fully-feathering, constant-speed propeller, 6 ft 4 in (1.93 m) diameter
Performance:
Maximum speed: 199 mph (320 km/h, 173 kn) at sea level
Cruise speed: 144 mph (232 km/h, 125 kn) at 10,000 ft (3,000 m) (econ cruise)
Stall speed: 69 mph (111 km/h, 60 kn)
Range: 1421 mi (2.288 km, 1.243 nmi) at 10.000 ft (3.050 m) altitude and economy cruise
Service ceiling: 19,500 ft (5,900 m)
Rate of climb: 1,200 ft/min (6.1 m/s)
Takeoff distance to 50 ft (15m): 1,545 ft (471 m)
Landing distance from 50 ft (15m): 1,650 ft (500 m)
The kit and its assembly:
This build is the combination of ingredients that had already been stashed away for a long time, and the “Red Lights” Group Build at whatifmodellers.com in early 2021 was a good motivator and occasion to finally put everything together.
The basis is an ARII 1:72 Cessna T337 model kit – I had purchased it long ago with the expectation to create a military Skymaster from it, but I was confused by a fixed landing gear which would make it a 336? Well, without a further concrete plan the kit preliminarily landed in The Stash™…
However, the ARII model features the optional observation windows in the doors on the starboard side, in the form of a complete(!) fuselage half, so that it lends itself to a police or firefighter aircraft of some sort. This idea was furthermore fueled by a decal sheet that I had been given from a friend, left over from a 1:72 Italeri JetRanger, with three optional police helicopter markings.
The final creative element was the real-world “Pelican” conversion of six O-2As for the US Navy, as mentioned in the background above: the front engine was replaced with a longer nose and the engine configuration changed to a pusher-only aircraft with a single powerful turboprop engine. This looked so odd that I wanted to modify the ARII Cessna in a similar fashion, too, and all these factors came together in this model.
My Arii Cessna 337 kit is a re-boxing from 2009, but its origins date back to Eidai in 1972 and that’s just what you get: a vintage thing with some flash and sinkholes, raised (but fine) surface details and pretty crude seams with bulges and gaps. Some PSR is direly necessary, esp. the fit of the fuselage halves is cringeworthy. The clear parts were no source of joy, either; especially the windscreen turned out to be thick, very streaky (to a degree that I’d almost call it opaque!) and even not fully molded! The side glazing was also not very clear. I tried to improve the situation through polishing, but if the basis is already poor, there’s little you can do about it. Hrmpf.
However, the kit was built mostly OOB, including the extra O-2 glazing in the lower doors, but with some mods. One is a (barely visible) extra tank in the cabin’s rear, plus a pilot and an observer figure placed into the tight front seats. The extended “Pelican” nose was a lucky find – I was afraid that I had had to sculpt a nose from scratch with 2C putty. But I found a radome from a Hasegawa RA-5C, left over from a model I built in the Eighties and that has since long fallen apart. However, this nose fitted almost perfectly in size and shape, I just “blunted” the tip a little. Additionally, both the hull in front of the dashboard and the Vigilante radome were filled with as many lead beads as possible to keep the nose down.
The kit’s OOB spatted, fixed landing gear was retained – even though it is dubious for a Cessna 337, because this type had a fully retractable landing gear, and the model has the landing gear covers actually molded into the lower fuselage. On the other side, the Cessna 336’s fixed landing gear looks quite different, too! However, this is a what-if model, and a fixed landing gear might have been a measure to reduce maintenance costs?
The propeller was replaced with a resin four-blade aftermarket piece (from CMK, probably the best-fitting thing on this build!) on my standard metal axis/styrene tube adapter arrangement. The propeller belongs to a Shorts Tucano, but I think that it works well on the converted Cessna and its powerful pusher engine, even though in the real world, the SA-550 is AFAIK driven by a three-blade prop. For the different engine I also enlarged the dorsal air intake with a 1.5 mm piece of styrene sheet added on top of the molded original air scoop and added a pair of ventral exhaust stubs (scratched from sprue material).
Another addition is a pair of winglets, made from 0.5 mm styrene sheet – an upgrade which I found on several late Cessna 337s in various versions. They just add to the modernized look of the aircraft. For the intended observation role, a hemispherical fairing under the nose hides a 180° camera, and I added some antennae around the hull.
However, a final word concerning the model kit itself: nothing fits, be warned! While the kit is a simple affair and looks quite good in the box, assembling it turned out to be a nightmare, with flash, sinkholes, a brittle styrene and gaps everywhere. This includes the clear parts, which are pretty thick and blurry. The worst thing is the windscreen, which is not only EXTRA thick and EXTRA blurry, it was also not completely molded, with gaps on both sides. I tried to get it clearer through manual polishing, but the streaky blurs are integral – no hope for improvement unless you completely replace the parts! If I ever build a Cessna 337/O-2 again, I will give the Airfix kit a try, it can only be better…
Painting and markings:
The choice between the operator options from the JetRanger sheet was hard, it included Sweden and Italy, but I eventually settled for the LAPD because the livery looks cool and this police department not only operates helicopters, but also some fixed-wing aircraft.
I adapted the LAPD’s classic black-and-white police helicopter livery (Gloss White and Black, Humbrol 22 and 21, respectively) to the Cessna and extended it to the wings. At this point – already upset because of the poor fit of the hardware – disaster struck in the form of Humbrol’s 22 turning into a pinkish ivory upon curing! In the tin, the paint and its pigments looked pretty white and “clean”, and I assume that it’s the thinner that caused this change. What a crap! It’s probably the third tin with 22 that causes trouble, even though in different peculiarities!
The result was total rubbish, though, and I tried to rub the paint off as good as possible on the small model with its many windows, the fixed, delicate landing gear and the wing support struts. Then I overpainted the areas with Revell 301 (Semi-matt White). While this enamel yielded the intended pure white tone, the paint itself is rather gooey and not easy to work with, so that the overall finish turned out worse than desired. At least the black paint worked properly. The demarcations were created with black decal stripes (TL Modellbau), because the tiny model left little room for complex masking measures – and I did not risk any more painting accidents.
Since the aircraft would be kept shiny and clean, I just did a light black ink washing to emphasize surface details and did a light panel post-shading on the black areas, not for weathering but rather to accent surface structures. No further weathering was done (and necessary).
The markings/decals come – as mentioned above – from an Italeri 1:72 JetRanger, but they were augmented with some additional markings, e. g. grey walkways on the wings and “L-A-P-D” in large black letters under the wings, to distract from the poor finish of the white paint around them…
Finally, the kit was sealed overall with Italeri semi-gloss acrylic varnish, just with a matt anti-glare shield in front of the windscreen, which received thin white trim lines (generic decal stripes).
A challenging build due to the Arii kit’s rather poor basis, the massive rhinoplasty and the crisp paint scheme. However, I like the result – what-if models do not always have to be armed military vehicles, there’s potential in other genres, too. And this mono-engine “Pelican” Skymaster plays its role as a “flying eye” in police service credibly and well. However, this was my first and last Eidai kit…
Pangasinan Five Star Bus Company
Bus number: 826
Classification: Airconditioned Provincial Bus
Bus Body Manufacturer: Santarosa Motor Works
Bus Body: MAN SR Exfoh Hi-Deck
Chassis: MAN 18.310 HOCL
Engine: MAN D 2866 LOH 27
Suspension: Air-Suspension
Airconditioning Unit: Overhead Unit
Seating Capacity: 49 Passengers
Seating Configuration: 2x2
Shot Location: Cubao
Bus no.: N767-Michael
Classification: Airconditioned Provincial Operation Bus
Seating Configuration: 2x3
Seating Capacity: 60 Passengers
Model: SR Exfoh
Manufacturer: Santarosa Motor Works Inc. Philippines
Chassis: SP215NSB
Engine: Nissan Diesel FE6-C
Suspension: Leaf Spring Suspension
(Note: Specification are subjected for verification and may be changed without prior notice.)
Shot Location: Araneta Center Bus Terminal, Cubao, Quezon City
DETAILS FOR THIS VEHICLE.
Location : Carlisle Kingmoor Yard.
Date : 06/10/2018.
Type Bogie High Capacity Ballast Wagon.
Weight : 102 t GLW / 24.1 t Tare.
Number : VTG 3486.
Number Series VTG 3400 to VTG 3519.
Builder : 1998 by Marcroft Engineering Ltd, Stoke Works.
TOPS Code : JNA.
Design Code : JN054B.
ADDITIONAL NOTES.
These high capacity aggregate wagons were originally owned by CAIB and leased to Railtrack Plc from new before the fleet was later sold to German leasing company VTG. There original use was for bulk railway ballast but since the advent of Network Rail who now use their own wagon fleet for such work they have passed into the general bulk aggregate sector. Many have seen use on the Cross Rail project carrying spoil away from London to various locations. They were considered to be conversions rather than new builds but original components are only really the bogies, brake gear and a few running components salvaged from former Croxton & Garry operated bulk cement and lime PDA wagons. The box body and underframe being new. Kingmoor Yard has two of them as long term residents stored but why they ended up here I am not sure. They possibly came north when DRS hired some ex Cross Rail Project wagons to move quarry slate waste from Barrow Docks to Drigg in 2016.
Capacity L sur la ligne 5.
Bus : Capacity L
Mise en service : 02/2018
Réseau : Hochbahn - Hambourg
Opérateur : Hochbahn
A 50 ton lifting capacity forklift truck carrying a newly manufactured steel slab on electro-magnets at Scunthorpe Steelworks; the back wheels are hardly touching the ground. The steel the forklift is carrying was sold by Tata before it had even been smelted.
open up
Bus No: 818266
Year released: 2008
Capacity: 53; 2x2 seating configuration
Route: Cubao/Pasay-Balanga via SM Pampanga/Bacolor/Guagua/Lubao/Layac
Body: Xiamen Golden Dragon
Model: 2008 Golden Dragon XML6127
Engine: Cummins
Fare: Airconditioned
Aircon System: Golden Dragon overhead a/c
Transmission System: M/T
Plate No.: TYN-915
Taken on: March 9, 2011
Location: SM City Pampanga, San Fernando, Pampanga
Is it possible to have "too many" mutations? What about "too few"? While mutations are necessary for evolution, they can damage existing adaptations as well. What is a mutation?
A photograph shows approximately 100 different species of beetle arranged in an oval pattern against a black background. The beetles vary in the size of their bodies, the length of their legs, their coloration, and the shape and size of their mandibles.
The diversity of beetle species.
Genetic mutation is the basis of species diversity among beetles, or any other organism.
© 2009 Courtesy of John C. Abbot, Abbott Nature Photography. All rights reserved. View Terms of Use
Mutations are changes in the genetic sequence, and they are a main cause of diversity among organisms. These changes occur at many different levels, and they can have widely differing consequences. In biological systems that are capable of reproduction, we must first focus on whether they are heritable; specifically, some mutations affect only the individual that carries them, while others affect all of the carrier organism's offspring, and further descendants. For mutations to affect an organism's descendants, they must: 1) occur in cells that produce the next generation, and 2) affect the hereditary material. Ultimately, the interplay between inherited mutations and environmental pressures generates diversity among species.
Although various types of molecular changes exist, the word "mutation" typically refers to a change that affects the nucleic acids. In cellular organisms, these nucleic acids are the building blocks of DNA, and in viruses they are the building blocks of either DNA or RNA. One way to think of DNA and RNA is that they are substances that carry the long-term memory of the information required for an organism's reproduction. This article focuses on mutations in DNA, although we should keep in mind that RNA is subject to essentially the same mutation forces.
If mutations occur in non-germline cells, then these changes can be categorized as somatic mutations. The word somatic comes from the Greek word soma which means "body", and somatic mutations only affect the present organism's body. From an evolutionary perspective, somatic mutations are uninteresting, unless they occur systematically and change some fundamental property of an individual--such as the capacity for survival. For example, cancer is a potent somatic mutation that will affect a single organism's survival. As a different focus, evolutionary theory is mostly interested in DNA changes in the cells that produce the next generation.
Are Mutations Random?
The statement that mutations are random is both profoundly true and profoundly untrue at the same time. The true aspect of this statement stems from the fact that, to the best of our knowledge, the consequences of a mutation have no influence whatsoever on the probability that this mutation will or will not occur. In other words, mutations occur randomly with respect to whether their effects are useful. Thus, beneficial DNA changes do not happen more often simply because an organism could benefit from them. Moreover, even if an organism has acquired a beneficial mutation during its lifetime, the corresponding information will not flow back into the DNA in the organism's germline. This is a fundamental insight that Jean-Baptiste Lamarck got wrong and Charles Darwin got right.
However, the idea that mutations are random can be regarded as untrue if one considers the fact that not all types of mutations occur with equal probability. Rather, some occur more frequently than others because they are favored by low-level biochemical reactions. These reactions are also the main reason why mutations are an inescapable property of any system that is capable of reproduction in the real world. Mutation rates are usually very low, and biological systems go to extraordinary lengths to keep them as low as possible, mostly because many mutational effects are harmful. Nonetheless, mutation rates never reach zero, even despite both low-level protective mechanisms, like DNA repair or proofreading during DNA replication, and high-level mechanisms, like melanin deposition in skin cells to reduce radiation damage. Beyond a certain point, avoiding mutation simply becomes too costly to cells. Thus, mutation will always be present as a powerful force in evolution.
Types of Mutations
So, how do mutations occur? The answer to this question is closely linked to the molecular details of how both DNA and the entire genome are organized. The smallest mutations are point mutations, in which only a single base pair is changed into another base pair. Yet another type of mutation is the nonsynonymous mutation, in which an amino acid sequence is changed. Such mutations lead to either the production of a different protein or the premature termination of a protein.
As opposed to nonsynonymous mutations, synonymous mutations do not change an amino acid sequence, although they occur, by definition, only in sequences that code for amino acids. Synonymous mutations exist because many amino acids are encoded by multiple codons. Base pairs can also have diverse regulating properties if they are located in introns, intergenic regions, or even within the coding sequence of genes. For some historic reasons, all of these groups are often subsumed with synonymous mutations under the label "silent" mutations. Depending on their function, such silent mutations can be anything from truly silent to extraordinarily important, the latter implying that working sequences are kept constant by purifying selection. This is the most likely explanation for the existence of ultraconserved noncoding elements that have survived for more than 100 million years without substantial change, as found by comparing the genomes of several vertebrates (Sandelin et al., 2004).
Mutations may also take the form of insertions or deletions, which are together known as indels. Indels can have a wide variety of lengths. At the short end of the spectrum, indels of one or two base pairs within coding sequences have the greatest effect, because they will inevitably cause a frameshift (only the addition of one or more three-base-pair codons will keep a protein approximately intact). At the intermediate level, indels can affect parts of a gene or whole groups of genes. At the largest level, whole chromosomes or even whole copies of the genome can be affected by insertions or deletions, although such mutations are usually no longer subsumed under the label indel. At this high level, it is also possible to invert or translocate entire sections of a chromosome, and chromosomes can even fuse or break apart. If a large number of genes are lost as a result of one of these processes, then the consequences are usually very harmful. Of course, different genetic systems react differently to such events.
Finally, still other sources of mutations are the many different types of transposable elements, which are small entities of DNA that possess a mechanism that permits them to move around within the genome. Some of these elements copy and paste themselves into new locations, while others use a cut-and-paste method. Such movements can disrupt existing gene functions (by insertion in the middle of another gene), activate dormant gene functions (by perfect excision from a gene that was switched off by an earlier insertion), or occasionally lead to the production of new genes (by pasting material from different genes together).
Effects of Mutations
A line graph shows the probability density of mutational effects. A log scale of mutational effects is shown on the x-axis, and probability density is shown on the y-axis. The line follows the shape of a right-skewed bell curve. Probability density increases as mutational effects increase from 10-10 to 10-4, where the curve peaks. As mutational effects increase from 10 4 to 1, probability density decreases. All mutational effects equal to or less than 10-10 are shown as a spike at 10-10 on the x-axis.
View Full-Size ImageFigure 1: The overwhelming majority of mutations have very small effects.
This example of a possible distribution of deleterious mutational effects was obtained from DNA sequence polymorphism data from natural populations of two Drosophila species. The spike at 10-10 includes all smaller effects, whereas effects are not shown if they induce a structural damage that is equivalent to selection coefficients that are 'super-lethal' (see Loewe and Charlesworth 2006 for more details).
© 2008 Nature Education All rights reserved. View Terms of Use
A single mutation can have a large effect, but in many cases, evolutionary change is based on the accumulation of many mutations with small effects. Mutational effects can be beneficial, harmful, or neutral, depending on their context or location. Most non-neutral mutations are deleterious. In general, the more base pairs that are affected by a mutation, the larger the effect of the mutation, and the larger the mutation's probability of being deleterious.
To better understand the impact of mutations, researchers have started to estimate distributions of mutational effects (DMEs) that quantify how many mutations occur with what effect on a given property of a biological system. In evolutionary studies, the property of interest is fitness, but in molecular systems biology, other emerging properties might also be of interest. It is extraordinarily difficult to obtain reliable information about DMEs, because the corresponding effects span many orders of magnitude, from lethal to neutral to advantageous; in addition, many confounding factors usually complicate these analyses. To make things even more difficult, many mutations also interact with each other to alter their effects; this phenomenon is referred to as epistasis. However, despite all these uncertainties, recent work has repeatedly indicated that the overwhelming majority of mutations have very small effects (Figure 1; Eyre-Walker & Keightley, 2007). Of course, much more work is needed in order to obtain more detailed information about DMEs, which are a fundamental property that governs the evolution of every biological system.
Estimating Rates of Mutation
Many direct and indirect methods have been developed to help estimate rates of different types of mutations in various organisms. The main difficulty in estimating rates of mutation involves the fact that DNA changes are extremely rare events and can only be detected on a background of identical DNA. Because biological systems are usually influenced by many factors, direct estimates of mutation rates are desirable. Direct estimates typically involve use of a known pedigree in which all descendants inherited a well-defined DNA sequence. To measure mutation rates using this method, one first needs to sequence many base pairs within this region of DNA from many individuals in the pedigree, counting all the observed mutations. These observations are then combined with the number of generations that connect these individuals to compute the overall mutation rate (Haag-Liautard et al., 2007). Such direct estimates should not be confused with substitution rates estimated over phylogenetic time spans.
Summary
Mutation rates can vary within a genome and between genomes. Much more work is required before researchers can obtain more precise estimates of the frequencies of different mutations. The rise of high-throughput genomic sequencing methods nurtures the hope that we will be able to cultivate a more detailed and precise understanding of mutation rates. Because mutation is one of the fundamental forces of evolution, such work will continue to be of paramount importance.
References and Recommended Reading
Drake, J. W., et al. Rates of spontaneous mutation. Genetics 148, 1667–1686 (1998)
Eyre-Walker, A., & Keightley, P. D. The distribution of fitness effects of new mutations. Nature Reviews Genetics 8, 610–618 (2007) doi:10.1038/nrg2146 (link to article)
Haag-Liautard, C., et al. Direct estimation of per nucleotide and genomic deleterious mutation rates in Drosophila. Nature 445, 82–85 (2007) doi:10.1038/nature05388 (link to article)
Loewe, L., & Charlesworth, B. Inferring the distribution of mutational effects on fitness in Drosophila. Biology Letters 2, 426–430 (2006)
Lynch, M., et al. Perspective: Spontaneous deleterious mutation. Evolution 53, 645–663 (1999)
Orr, H. A. The genetic theory of adaptation: A brief history. Nature Review Genetics 6, 119–127 (2005) doi:10.1038/nrg1523 (link to article)
Sandelin, A., et al. Arrays of ultraconserved non-coding regions span the loci of key developmental genes in vertebrate genomes. BMC Genomics 5, 99 (2004)
www.nature.com/scitable/topicpage/genetic-mutation-1127
"Consider, for example, the dragon. Basic physics will almost certainly combine with biological constraints to prevent the creation of flying or fire-breathing dragons.
But is it possible dragons could ever exist beyond the pages of Celtic mythology or the celluloid of fantasy film?
Academics have suggested in a recent essay the creation of large, winged dragons using cutting-edge genome editing is not beyond the realms of possibility.
Is the seemingly far-fetched idea a flier or, like dragon's breath, just hot air? The BBC asked the authors.
'Not impossible'
The essay in The American Journal of Bioethics said spectacular animals could be brought to life using a targeted gene-editing system known as CRISPR-CAS9.
Co-authors Prof Hank T Greely, director of the Centre for Law and the Biosciences at Stanford Law School, and Prof R Alta Charo, Professor of Bioethics and Law at Wisconsin Law School, said their dragon suggestion was "somewhat tongue-in-cheek" but "not impossible".
"There are the possibilities of spectacles," they wrote. "Animals and plants not created for personal use but to be exhibited.
"But a very large reptile that looks at least somewhat like the European or Asian dragon (perhaps with flappable if not flyable wings) could be someone's target of opportunity."
And it may not be as improbable as it seems at first blush.
CRISPR and other similar techniques involve DNA being inserted, replaced, or removed from a genome using artificially engineered nucleases.
The method has been adopted by scientists around the world.
CRISPRs (clustered regularly interspaced short palindromic repeats) are sections of DNA, while CAS-9 (CRISPR-associated protein 9) is an enzyme.
They are found in bacteria, which use them to disable attacks from viruses.
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They have led to the creation of patented "GloFish" that shine under UV light, the eradication of horns from certain cattle species, manipulation of crops and attempts to produce hypo-allergenic cats.
Artist Eduardo Kac even commissioned a French geneticist to create Alba, a genetically modified "glowing" rabbit.
Debate
Debate has raged over whether CRISPR, which occurs as part of a bacterial process, could be safely and ethically used on humans since 2012.
But professors Greely and Charo argue its potential to produce "CRISPR critters" is "likely to be overlooked" by legislators and regulators "because they are unexpected".
The method is "cheaper and easier" than older forms of genetic engineering and can be done "outside the traditional laboratory setting".
Their essay looks at the possible uses of CRISPR for de-extinction of wild species - such as 700,000-year-old horses - for domestic de-extinction - such as tomato species - and for making creatures of "personal whim".
They point out that Harvard geneticist George Church is using CRISPR to edit Asian elephant cell lines to give them some woolly mammoth genes.
Woolly mammothsImage copyrightTHINKSTOCK
Image caption
Geneticist are working on cloning or engineering woolly mammoths
Asked about the likelihood of dragons, the co-authors said: "We imagine it would be low although not impossible with respect to appearance (the fire-breathing and flying aspects are undoubtedly beyond any plausible genetic engineering).
"In the US, the determining factor is usually cost as compared to return-on-investment, where cost can be substantial given the regulatory hurdles.
"Does this mean some determined and well-funded geneticist might do this as an artistic experiment, similar to the work done on the fluorescing rabbit?
"Yes. But the operative word is 'might'."
A potential process could involve modifications to an existing large reptile - for instance, a Komodo dragon.
Problems
The professors said, even if scientists knew how to make them larger, there would likely be problems with the creature's mass increasing faster than its surface area or its bone cross-sections.
The first issue could make the animals overheat; the second might mean the edited reptile's bones would be too weak to hold its weight.
"If and when we actually come to understand in detail what every specific DNA sequence does and how they all fit together, though, all bets are off - things could move more quickly," they added.
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What does a CRISPR expert think?
Thinkstock
Dr Sam Sternberg - formerly of the University of California's Doudna Lab, which pioneered work with CRISPR-CAS9 - said his boundaries were stretched when Minnesota firm Recombinetics announced it had used a gene-editing technology to dehorn certain types of cattle.
However, he is not hopeful genetic engineers could ever cross the Rubicon to create dragons.
"You're talking about, not just one or a few changes, you're talking about massive changes and it gets to the point where, how much can you cut and paste the DNA that causes some of the traits of one species to another?
"I would say it's probably bordering on impossible/never going to happen."
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Even if the difficulties connected with gene editing could be overcome, there remains the tricky task of assisted reproduction with an existing lizard species.
Giving birth to any edited dragon would involve taking stem cells from, say, a Komodo dragon before inserting an altered nucleus into an egg for in vitro fertilization (IVF) in an adult komodo.
GloFish in an aquariumImage copyrightGETTY IMAGES
Image caption
Bright GloFish were genetically modified for fluorescence in aquariums
That would be no mean feat; in December scientists carried out the first successful IVF on dogs after decades of trying.
"If you got access to Komodo dragons and could quickly resolve the regulatory, stem cell, and assisted reproduction problems, you could start tinkering.
"But it would likely take a very long time before you could hope to get something that looked much like a dragon," Prof Greely and Prof Charo said.
So, how far off might all this be?
"A while," they said.
Fresh from his five goal haul at the 1996 Euros, Newcastle United boss Kevin Keegan splashed £15m on the services of Alan Shearer, an incredible transfer record at the time.
Banging in 28 goals on his debut season, Big Al formed a lethal partnership with Les Ferdinand. Appearing in two unsuccessful FA cup finals in the 1990s, Shearer continued his scoring through managerial changes and a host of injuries.
Big Al would stay at St James Park for a decade, captaining them for a large duration, and in January 2006 he finally surpassed Jackie Milburn's record against Portsmouth at the Gallowgate End. His 206th and final goal for the Magpies came in a 4-1 win against Sunderland.
Newcastle United Football Club is a professional association football club based in Newcastle upon Tyne, Tyne and Wear, England. The team compete in the Premier League, the first level of the English football league system, as of the 2023–24 season. Since the formation of the club in 1892, when Newcastle East End absorbed the assets of Newcastle West End to become Newcastle United, the club has played its home matches at St James' Park. Located in the centre of Newcastle, it currently has a capacity of 52,305.
The club has been a member of the Premier League for all but three years of the competition's history, spending 91 seasons in the top flight as of May 2023, and has never dropped below English football's second tier since joining the Football League in 1893. Newcastle have won four League titles, six FA Cups and an FA Charity Shield, as well as the 1968–69 Inter-Cities Fairs Cup, the ninth-highest total of trophies won by an English club. The club's most successful period was between 1904 and 1910, when they won an FA Cup and three of their League titles. Their last major domestic trophy was in 1955. More recently the club have been League or FA Cup runners-up on four occasions in the 1990s. Newcastle were relegated in 2009, and again in 2016. The club won promotion at the first time of asking each time, returning to the Premier League, as Championship winners, in 2010 and 2017. In October 2021, a consortium led by the Public Investment Fund, the sovereign wealth fund of Saudi Arabia, became majority owners of Newcastle United.
The team's traditional kit colours are black-and-white striped shirts, black shorts and black or white socks. Their crest has elements of the city coat of arms, which features two grey hippocamps. Before each home game, the team enters the field to "Going Home", with "Blaydon Races" also being sung during games. The 2005 film Goal! featured Newcastle United, and many signings mentioned the influence the film had on them.
The history of Newcastle United Football Club, an English professional association football club based in Newcastle upon Tyne, North East England, covers the club's entire history from its formation to the present day. Formed by a merger between Newcastle East End and Newcastle West End to become 'United' in 1892, the club was elected to the Football League, which they entered in 1893.
Newcastle are England's 9th most successful club of all time. They have been English champions four times (in 1905, 1907, 1909, 1927) and FA Cup winners six times (in 1910, 1924, 1932, 1951, 1952, 1955). The club have also won the 1909 Charity Shield, the 1968–69 Inter-Cities Fairs Cup, and the 2006 Intertoto Cup. Newcastle have reached the League Cup final twice, finishing runners-up in both years ( 1976 and 2023). They have played in England's top league from 1898–1934, 1948–61, 1965–78, 1984–89, 1993–2009, 2010–2016, and 2017–present, playing in the second tier at all other times.
The first record of football being played on Tyneside dates from 3 March 1877 at Elswick Rugby Club. Later that year, Newcastle's first association football club, Tyne Association, was formed. The origins of Newcastle United Football Club itself can be traced back to the formation of a football club by the Stanley Cricket Club of Byker in November 1881. They won their first match 5–0 against Elswick Leather Works 2nd XI. The team was renamed Newcastle East End F.C. in October 1882, to avoid confusion with the cricket club in Stanley, County Durham.
Shortly after this, another Byker side, Rosewood FC, merged with East End to form an even stronger side. Meanwhile, across the city, West End Cricket Club began to take an interest in football and in August 1882, they formed Newcastle West End F.C. West End played their early football on their cricket pitch, but in May 1886, the club moved into St James' Park. The two clubs became rivals in the Northern League. In 1889, Newcastle East End became a professional team, before becoming a limited company the following March.
West End soon became the city's premier club. East End were anxious not to be left behind and lured Tom Watson into becoming the club secretary/manager in the close season of 1888 and from that point, never looked back; Watson made several good signings, especially from Scotland, and the Heaton club went from strength to strength, while West End's fortunes slipped dramatically.
The region's first league competition was formed in 1889 and the FA Cup began to cause interest. Ambitious East End turned professional in 1889, a huge step for a local club, and in March 1890, they made an even more adventurous move by becoming a limited company with capital of 1,000 pounds in ten shilling notes. During the spring of 1892, in a season during which their results were at an all-time low, and in which they had lost to their bitter rivals, East End, five times, West End found themselves in serious trouble. They approached East End with a view to a take over, the directors having decided that the club could no longer continue.
What actually happened was that West End wound up, while some of its players and most of its backroom staff joined East End. East End also took over the lease on St. James' Park in May 1892.
With only one senior club in the city for fans to support, development of the club was much more rapid. Despite being refused entry to the Football League's First Division at the start of the 1892–93 season, they were invited to play in their new Second Division. However, with no big names playing in the Second Division, they turned down the offer and remained in the Northern League, stating "gates would not meet the heavy expenses incurred for travelling". In a bid to start drawing larger crowds, Newcastle East End decided to adopt a new name in recognition of the merger. Suggested names included Newcastle F.C., Newcastle Rangers, Newcastle City and City of Newcastle, but Newcastle United was decided upon on 9 December 1892, to signify the unification of the two teams. The name change was accepted by the Football Association on 22 December, but the club was not legally constituted as Newcastle United Football Club Co. Ltd. until 6 September 1895. At the start of the 1893–94 season, Newcastle United were once again refused entry to the First Division and so joined the Second Division, along with Liverpool and Woolwich Arsenal. They played their first competitive match in the division that September against Woolwich Arsenal, with a score of 2–2.
Turnstile numbers were still low, and the incensed club published a statement claiming "The Newcastle public do not deserve to be catered for as far as professional football is concerned". However, eventually figures picked up by 1895–96, when 14,000 fans watched the team play Bury. That season Frank Watt became secretary of the club, and he was instrumental in promotion to the First Division for the 1898–99 season. However, they lost their first game 4–2 at home to Wolves and finished their first season in thirteenth place.
In 1903–04, the club built up a promising squad of players, and went on to dominate English football for almost a decade, the team known for their "artistic play, combining team-work and quick, short passing". Newcastle started to purchase talented players, especially from Scotland, and soon had a squad to rival all of England. With players like Colin Veitch, Jackie Rutherford, Jimmy Lawrence and Albert Shepherd, Newcastle had a team of international talent. Bill McCracken, Jimmy Howie, Peter McWilliam and Andy Aitken were also household names in their day. Long after his retirement, defender Peter McWilliam said "The Newcastle team of the 1900s would give any modern side a two goal start and beat them, and further more, beat them at a trot".
Newcastle United went on to win the League on three occasions during the 1900s: in 1904–05, 1906–07 and 1908–09. Newcastle reached five FA Cup finals in the years leading up to World War I. In 1904–05, they nearly did the double, losing to Aston Villa in the 1905 FA Cup Final. They were beaten again the following year by Everton in the 1906 FA Cup Final. They reached the final again in 1908 where they lost to Wolves. In 1908 the team suffered a record 9–1 home defeat to local rivals Sunderland in the league but still won that season's league title. They finally won the FA Cup in 1910 when they beat Barnsley in the final. They lost again the following year in the final against Bradford City.
The team returned to the FA Cup final in 1924, in the second final held at the then new Wembley Stadium. They defeated Aston Villa, winning the club's second FA Cup.Three years later they won the First Division championship a fourth time in 1926–27. Record signing & Scottish international centre-forward Hughie Gallacher, one of the most prolific goal scorers in the club's history, captained the championship-winning team. Other key players in this period were Neil Harris, Stan Seymour and Frank Hudspeth. Seymour was to become an influential figure for the next 40 years as player, manager and director.
In 1930, Newcastle United came close to relegation, and at the end of the season Gallacher left the club for Chelsea, and at the same time Andy Cunningham became the club's first team manager. In 1931–32, the club won the FA Cup a third time in the infamous 'Over the Line' final. United won the game 2–1 after scoring a goal following a cross from Jimmy Richardson which appeared to be hit from out of play - over the line. There were no action replays then and the referee allowed the goal, a controversial talking point in FA Cup history.
Newcastle boasted master players like Sam Weaver and Jack Allen, as well as the first player-manager in the top division in Scottish international Andy Cunningham. But at the end of the 1933–34 season, the team were relegated to the Second Division after 32 seasons in the First. Cunningham left as manager and Tom Mather took over. Amazingly in the same season as they fell into the Second Division, United defeated Liverpool 9–2 and Everton 7–3 within the space of a week.
The club found it difficult to adjust to the Second Division and were nearly further relegated in the 1937–38 season, when they were spared on goal averages.
When World War II broke in 1939, Newcastle had a chance to regroup, and in the War period, they brought in Jackie Milburn, Tommy Walker and Bobby Cowell.
Newcastle United won no Wartime League trophies, but Jackie Milburn made his debut in 1943 in a "Stripes vs Blues" match. Milburn's side was losing at half-time 3–0, but following a switch from midfielder to centre forward, he scored 6 goals to help them win the match 9–3. Jackie went on to score 38 goals in the next 3 years of the league's life.
By the time peace was restored in 1945, Seymour was at the forefront of Newcastle's affairs, manager in all but name. He ensured that the Magpies possessed an entertaining eleven full of stars, a mix of home-grown talent like Jackie Milburn, Bobby Cowell and Ernie Taylor, as well as big signings in the shape of George Robledo, Bobby Mitchell, Joe Harvey, Len Shackleton and Frank Brennan.
Newcastle spent the first couple of years post-war in the Second Division. Crowds were extremely high after the return to football, and in 1946 Newcastle recorded the joint-highest victory in English League Football history, defeating Newport County 13–0. Len Shackleton, playing his debut in that match, scored 6 goals in the match, another record for Newcastle United.
Newcastle returned to the First Division in double of the time. Promotion was achieved in 1948 in front of vast crowds. An average of almost 57,000 at every home game saw United's fixtures that year, a national record for years to come. That was just the start of another period of success.
During the Fifties decade United lifted the FA Cup trophy on three occasions within a five-year period. In 1951 they defeated Blackpool 2–0, a year later Arsenal were beaten 1–0 and in 1955 United crushed Manchester City 3–1. The Magpies were known in every corner of the country, and so were their players; 'Wor Jackie' Milburn and Bobby 'Dazzler' Mitchell the pick of a side that was renowned the nation over. Other players of this time were Frank Brennan (like Mitchell a Scot), Ivor Broadis, Len White and Welshman Ivor Allchurch.
Despite having quality players throughout the era, stars like Allchurch, White and George Eastham during the latter years of the decade, United slipped from the First Division in 1961 under the controversial management of ex-Manchester United star, Charlie Mitten. It was a huge blow to the club.
An old war-horse returned to revitalise the Magpies in the shape of Joe Harvey, who had skippered the club to much of their post-war success. He teamed up with Stan Seymour to rebuild United and the Black'n'Whites returned to the elite as Second Division Champions in 1965. United then became very much an unpredictable side, always capable of defeating the best, but never quite realising their huge potential until very recently.
Joe Harvey's side qualified for Europe for the first time in 1968 and stunned everyone the following year by lifting the Inter Cities Fairs Cup; the forerunner of the UEFA Cup. United possessed a solid eleven and Newcastle's tradition of fielding a famous Number 9 at centre-forward since earliest years continued as big Welshman Wyn Davies was prominent along with the likes of Pop Robson, Bobby Moncur and Frank Clark.
In the years that followed European success, manager Harvey brought in a string of talented entertainers who thrilled the Gallowgate crowd. Pleasers like Jimmy Smith, Tony Green and Terry Hibbitt. And especially a new centre-forward by the name of Malcolm Macdonald.
Nicknamed 'Supermac', Macdonald was one of United's greatest hero figures. Brash, arrogant and devastating in front of goal, he led United's attack to Wembley in 1974, against Liverpool in the FA Cup. But the Magpies failed to bring the trophy back to Tyneside, and a complete lack of success in any of the competitions the next season resulted in Joe Harvey being sacked in mid-1975.
Blackburn manager Gordon Lee was appointed to replace Harvey, and despite a mediocre league campaign in 1975–76, led the club to its first League Cup final, which ended in defeat by Manchester City. Despite Macdonald controversially being sold to Arsenal for a cut price deal, the following season saw United's best League campaign for years, and by Christmas the club looked to have an outside chance of winning the title. However, Lee walked out on the club to take over at Everton at the start of 1977, and inexperienced coach Richard Dinnis was put in charge of the team after the players demanded that he be given the job. United's form initially remained quite consistent under Dinnis, and they secured 5th place and a UEFA Cup spot at the end of the season. However, the team totally fell apart the following season, and Dinnis was sacked after a run of ten straight League defeats and a thumping UEFA Cup exit at the hands of French team SC Bastia. Bill McGarry took over as manager, but was powerless to prevent United from being relegated in statistically their worst season ever. The only mercy they had was Leicester City's terrible goal difference preventing United from finishing bottom of the table.
McGarry remained in charge of the club, but only managed two midtable finishes before being sacked in the wake of an uninspiring start to the 1980–81 season, and it was his successor Arthur Cox who steered United back again to the First Division with ex England captain Kevin Keegan leading the attack, having joined the Magpies in a sensational deal in 1982.
The football inspired by Keegan captivated Tyneside and United stormed into the top division in a style only bettered by Kevin's own brand of football when he returned to the club as manager a decade later. Cox had also signed young winger Chris Waddle out of non-league football, as well as young striker Peter Beardsley, Liverpool midfielder Terry McDermott and former Manchester United midfielder David McCreery. The club was rocked however when Cox resigned after the board refused to offer him an improved contract in the aftermath of promotion, and, surprisingly, accepted an offer to take charge of Derby County - who had been relegated from the Second Division.
One of English footballs greatest talents, Paul Gascoigne or 'Gazza', emerged as an exciting 18-year-old midfielder in 1985-86, under Newcastle's next manager Jack Charlton, who left after only one season despite Newcastle achieving a secure mid-table finish on their return to the First Division. His successor was former player Willie McFaul. Newcastle consolidated their place in Division One but then a period of selling their best players (Beardsley to Liverpool, and Waddle and eventually Gascoigne both to Tottenham), rocked the club and led to supporter unrest, as did a share-war for control of the boardroom. The effect of this on the pitch soon proved evident, as McFaul was sacked after a dismal start to the 1988–89 season, and new boss Jim Smith was unable to turn Newcastle around, resulting in them finishing at the foot of the First Division in 1989 and dropping back into the Second Division.
Smith then signed Portsmouth striker Mick Quinn and Newcastle began the 1989–90 season on a high note, beating promotion favourites Leeds United 5–2 on the opening day with Quinn scoring four goals, and Newcastle appeared to be on the path to a revival. However, they missed out on automatic promotion by one place, before enduring a humiliating play-off exit at the hands of local rivals Sunderland. The intensifying boardroom battle soon took its toll on the club, and Smith resigned early in the following season with the side stuck in mid-table. Ossie Ardiles became the club's new manager, and despite being initially being the club's most popular manager since Joe Harvey, Newcastle dropped to the bottom of the Second Division in October 1991. Results failed to improve, despite the acquisition of a new striker in David Kelly and the efforts of promising young players including Steve Howey, Steve Watson and Gavin Peacock, and in February 1992 Ardiles was sacked. Despite being the best-supported side in the division and frequently still managing to pull in crowds of more than 20,000, Newcastle were also millions of pounds in debt and faced with the real prospect of third-tier football for the first time ever. A saviour was needed, and in came new chairman John Hall, who offered the manager's job to Kevin Keegan. Despite having vowed never to enter management following his retirement as a player, Keegan accepted the offer to manage Newcastle. His first task was to deliver Second Division survival.
Kevin Keegan returned as manager in the 1991–92 season, and survived relegation from the Second Division. The club's finances were transformed, with Hall aiming to put Newcastle among Europe's biggest clubs, and signings like Rob Lee and Andy Cole helped Newcastle to promotion the following season, 1992–93, as champions of the new First Division. The finish also secured qualification for the 1993–94 UEFA Cup upon return to the top flight in the 1993–94 Premier League season.
St James' Park was redeveloped during this time into an all-seated stadium with a capacity of 36,000. This increased to 52,000 in the late 1990s, after the rejection of Hall's proposal to build a larger stadium at Castle Leazes.
Keegan stunned fans and critics alike in 1995 when prolific striker Andy Cole was sold to Manchester United in exchange for £6 million and midfielder Keith Gillespie, leaving many to blame the sale to have affected Newcastle's title chances for the 1994–95 season, in which they finished sixth. The club, however, continued to build up a reputation for playing attacking football under Keegan. In the 1995–96 season, high-profile foreign stars David Ginola and Faustino Asprilla, in addition to British players Peter Beardsley and striker Les Ferdinand, guided the team to a second-place finish. During the 1996–97 season, Keegan made one signing, securing the services of England striker Alan Shearer for a then-world record transfer fee of £15 million to produce a shrewd partnership with Les Ferdinand, and claim a 5–0 victory over title rivals Manchester United. whilst remaining in contention to win the league.
With the team having failed to win any trophies under his reign, Keegan resigned as manager on 8 January 1997, saying, "I feel that I have taken the club as far as I can."
Kenny Dalglish replaced Keegan as manager, and maintained the club's good form through to the end of the season, finishing second. In the 1997–98 season, Les Ferdinand and David Ginola both left the club, whilst Alan Shearer broke his ankle in a pre-season friendly, keeping him out for the first half of the season. Dalglish signed Ian Rush, John Barnes, Duncan Ferguson and Stuart Pearce to bolster the squad, and achieved a 3–2 victory over Barcelona in the UEFA Champions League through a Faustino Asprilla hat-trick, but Dalglish's cautious brand of football, as opposed to the attacking style played under Keegan, did not prove successful—the club failed to progress beyond the Champions League group stage, finished 13th in the Premier League, and lost the FA Cup final to Arsenal. Dalglish began the 1998–99 season signing Nolberto Solano and Dietmar Hamann, but was soon dismissed following the club's declining form.
Ruud Gullit replaced him, however the club again finished the league in 13th place and again lost in the FA Cup final, this time to Manchester United F.C. Gullit resigned early in the 1999–2000 season, having fallen out with several senior players, including Alan Shearer and captain Rob Lee. Keith Gillespie later blamed Gullit's arrogance for his failure as manager of the club.
Ex-England manager Bobby Robson was brought in to replace Gullit in September 1999. He ensured Newcastle's survival in the Premiership, but the club remained in the bottom half of the table, finishing 11th in 1999–2000 and 2000–01. Robson, however, built up an exciting young squad, and an unlikely top four challenge emerged in 2001–02 season—Newcastle finished in fourth place.
Playing in the Champions League in 2002–03, Newcastle progressed to the second group stage in unlikely circumstances, beating Italian squad Juventus 1–0 along the way. United finished the 2002–03 season third in the Premier League, but lost their Champions League qualifier and played in the 2003–04 UEFA Cup instead, reaching the semi-final. In 2003–04, Newcastle finished fifth in the Premiership, lower than in previous seasons, and outside of Champions League contention.
Robson was then sacked following a poor start to the 2004–05 season and alleged discontent in the dressing room. In his autobiography, Robson was critical of Shepherd, claiming that while manager he was denied information regarding the players' contracts and transfer negotiations. He had previously publicly criticised the club's highly financed offer for Wayne Rooney, which the club later claimed they could not afford, stating young players were making excessive demands without first proving themselves on the pitch. He also criticised Shepherd and the club's deputy chairman Douglas Hall for their focus on the first team and St James' Park, causing them to neglect less glamorous issues, such as the training ground, youth development and talent scouts.
Graeme Souness replaced Robson and finished the season 14th in the league. Souness' arrival, however, was met with mixed reactions, with many expecting Robson being a hard task to improve upon, despite insisting he was aware of Sir Bobby's admiration and was ready for the role. In the January transfer window, Souness caused controversy in securing an £8 million bid for France international Jean-Alain Boumsong, who had joined Rangers for free just months before, prior to which Sir Bobby had travelled to France to review Boumsong but declined to sign him. The Stevens inquiry in 2007 documented that in this purchase Souness was accused of lack of consistency and was reviewed over the large media speculation the transfer received, but was eventually exonerated from any illegal participations. Going into 2005–06 season, despite signing several new players, including the return of Nolberto Solano from Aston Villa as well as Albert Luque from Deportivo de La Coruña for £10 million, Souness struggled with the opening games. He later blamed the state of the club's training ground for injuries suffered to players. The signing of Michael Owen (for a club record £17 million from Real Madrid) and his strike partnership with Alan Shearer produced goals at the end of 2005, but an injury caused Owen to miss the rest of the season and following a poor start to the new year, Souness was sacked in February 2006. Robbie Elliiot and Shay Given announced regret over his exit in the club's Season Review DVD but acknowledged his seeming favouritism of players and the amounting pressure on him damaged morale, whilst Alan Shearer blamed the injury crisis to first-team players.
Caretaker manager Glenn Roeder was issued the role of temporary first-team manager, seeing his first game against Portsmouth secure Alan Shearer's 201st goal for Newcastle United, becoming the club's all-time highest-scoring player. Roeder guided Newcastle from 15th to seventh place securing 32 league points from a possible 45 by the end of 2005–06, as well as securing a place in the UEFA Intertoto Cup and was given a two-year contract by chairman Freddy Shepherd. His appointment caused controversy, as at the time he did not hold the necessary UEFA Pro Licence to manage in the UEFA leagues and cup tournaments His role, however, was approved by UEFA who acknowledged that Roeder's diagnosis with a brain tumour in 2003 prevented him from developing his career, whilst Chairman Freddy Shepherd also fulfilled UEFA's request that he gain backing from all 19 other Premier League clubs to appoint him as manager. Alan Shearer retired at the end of the 2005–06 season scoring a record 206 goals.
Roeder encountered a difficult 2006–07 season, losing many players to injury, in particular Michael Owen, who had severely damaged his ligaments during the 2006 FIFA World Cup seeing him only play the final two games of the season. Newcastle won the 2006 Intertoto Cup, but a 5–1 exit to Birmingham City in the FA Cup, a round of 16 exit in the UEFA Cup and poor league results seeing a 13th-place finish led Roeder to resign in May 2007.
As the 2007 season drew to a close, St James Holdings Limited, the bid vehicle of billionaire businessman Mike Ashley, was reported to be in the process of buying the club. Ashley successfully acquired Sir John Hall's majority stake in the club in May 2007, leaving many to believe chairman Freddie Shepherd was set to depart after stepping down as chairman, should Ashley acquire more than 50 percent, which would see Shepherd no longer in control of the club and Ashley able to replace the board. Shepherd dismissed all speculation and proceeded to appoint ex-Bolton Wanderers boss Sam Allardyce as Newcastle manager, but eventually met with Mike Ashley and the board on 29 May. On 7 June 2007, Shepherd ended his 11 years with the club after Mike Ashley accepted his bid to buy his shares and in his role as chairman of the board, also having Shepherd advise the remaining shareholders to sell to Ashley. Ashley then announced he would be delisting the club from the London Stock Exchange upon completion of the takeover. The club officially ceased trading on the Stock Exchange as of 8 am on 18 July 2007 at 5p a share. Ashley brought in lawyer Chris Mort as the new club "deputy chairman".
Despite signing and building a seemingly strong squad, Sam Allardyce soon became widely unpopular with fans and players alike, and was surprisingly sacked by Ashley halfway through his first season after underwhelming results and pressure from the fans. Ashley, however, defended his decision to sack Allardyce, stating he made a mistake in not appointing his own choice of manager before the season started.
Kevin Keegan then made a sensational surprise return as manager. His return had an instant impact on club ticket sales as he sat with the fans, Mike Ashley and Chris Mort for the FA Cup replay 4–1 win against Stoke City. Following his return, Keegan had a disappointing first ten games back, with the club not winning a single game until his decision to include strikers Obafemi Martins, Michael Owen and Mark Viduka into a 4–3–3 formation, which saw the club back on goal-scoring and winning form and eventually finishing 12th in 2007–08. In May Keegan met with Mike Ashley and Director of Football Dennis Wise after he had suggested Champions League qualification was out of Newcastle United's reach and expressed dissatisfaction with the board's financial backing. Ashley was battling reports that he had lost hundreds of millions of pounds in a disastrous attempt to rescue bank HBOS. The morning following, after the club's 3–0 defeat to Arsenal, rumours were circulating that Keegan had either been sacked or resigned as Newcastle boss, citing board interference and his lack of control over transfers. Keegan confirmed the reports the same week, and reportedly held unsuccessful resolution talks with Mike Ashley the following week, leading to fan fury and protests around St James' Park, and marring the club's home defeat to Hull City, with fans accusing Ashley and club executives Dennis Wise, Tony Jimenez and Derek Llambias of forcing Keegan out.
Following mass media coverage of Keegan's departure, the club struggled to find a replacement, with the majority of managers showing no interest in the role. Ashley released a statement to the club's fans that in fear of his and his families reputation and safety, he was placing the club for sale. It was then announced that former Nottingham Forest manager Joe Kinnear was appointed temporary manager His appointment, however, saw a backlash from fans, prompting a verbal tirade from Kinnear at the media, who questioned his decision to take the job at such a time. By the end of the year, Ashley took the club off the market claiming he was unable to find a suitable buyer.
In the remainder of 2008–09, Kinnear won four out of 18 matches before stepping down due to reported heart problems. Chris Hughton then took temporary charge before Alan Shearer returned to Newcastle United as manager in April with Iain Dowie as his assistant. After winning only one out of eight games, the club was relegated to the Championship for the first time since 1992. Mike Ashley then re-issued his desire to sell the club once again and issued a £100 million sale price tag.
Prior to the start of the 2009–10 season, Keegan's dispute with the club was resolved after a Premier League Arbitration Panel ruled that he had been misled to believe he had the final word on the club's transfer policy when in fact Director of Football Dennis Wise had been handed such control. The signings of Xisco and Nacho González were ruled to have been made without the manager's approval; with González, Dennis Wise signed him only after viewing him off of YouTube. Wise and Derek Llambias were ruled to have deliberately misled the media to believe Keegan had the final say, which amounted to constructive dismissal. Keegan was awarded £2 million in compensation and re-offered his job as Newcastle United manager under fresh new terms, though in response to the offer, he stated the fans had "had enough" for the time being and declined. He stated in 2013 he would consider a return should Mike Ashley leave the club.
Chris Hughton was appointed full-time manager early in the 2009–10 season. The club dominated the Championship, winning 30 games, drawing 12 and losing only four, scoring a total of 90 goals and finishing top of the league with 102 points, thus re-gaining Premier League status at the first attempt.
Beginning 2010–11, Hughton remained on course to secure survival from relegation with the club's first win at the Emirates over Arsenal, and a memorable 5–1 defeat over Sunderland. However, fury once again was caused by the board, as the club controversially sacked Chris Hughton after a 3–1 defeat to West Bromwich Albion on 6 December 2010. Critics players and fans alike were shocked by Hughton's dismissal, leading to protests prior to the club's game against Liverpool in a bid to thank him for his work and support. Alan Pardew was then announced as being appointed manager on a five-and-a-half-year contract, with the club announcing they wanted a manager with more experience. Pardew stated he had nothing but respect for Chris Hughton and acknowledged the fact that other managers questioned his appointment. He secured his first win on his debut as manager with a 3–1 win over Liverpool On 31 January 2011, Newcastle sold striker Andy Carroll to Liverpool for a club record of £35 million. The sale of a young player at a high value proved controversial for Liverpool, with Alan Shearer ridiculing the price Liverpool paid as well as expressing sorrow at Newcastle for losing Carroll. Carroll himself stated that he did not want to leave the club but was forced out by the club's directors after Liverpool's final offer of £35 million; the board responded that Carroll had previously handed in a transfer request. Pardew said he was disappointed to lose Carroll, but pledged to invest in the club's summer transfer window. The remainder of the season saw Leon Best score a hat-trick on his debut in a 5–0 defeat of West Ham United, a memorable 4–4 comeback against Arsenal, and a 4–1 defeat of Wolverhampton Wanderers, eventually finishing 12th in the league.
Entering 2011–12, Pardew was reportedly denied the £35 million from the sale of Andy Carroll for transfers and told to sell players to raise funds, having claimed he had been assured the finances upon Carroll's departure. Kevin Keegan had previously stated Alan Pardew should not have expected the money following his issues with the board in 2008. The club signed many French-speaking players in the transfer window, including Yohan Cabaye, Mathieu Debuchy, Sylvain Marveaux and Demba Ba. and with impressive results throughout the season, Newcastle finished fifth.
In the 2012–13 UEFA Europa League, Newcastle reached the quarter-finals, and in the January transfer window, the French revolution continued into the new year, with Moussa Sissoko and Yoan Gouffran joining the squad. The team, however, had a poor 2012–13 Premier League and finished 16th in the Premier League.
Beginning the 2013–14 season, in a surprise move Joe Kinnear returned to the club as Director of Football, instantly causing fan fury following his outburst that he was "more intelligent" than the fans and critics, as well as mispronouncing various players names during a radio interview. However, he resigned after just eight months on the job following further critique for managing to sign only two players on loan—Loïc Rémy and Luuk de Jong—throughout the season's summer and January transfer windows, as well selling Yohan Cabaye to Paris Saint-Germain for £20 million, considered to be one of the most influential players at the time. Following the lack of transfer activity, Mike Ashley once again faced a fan revolt, with protests being launched at him to sell the club, and entered a dispute with several media titles whom the club banned from Newcastle United media facilities, press conferences and player interviews, declaring stories reported were intensely exaggerated and aimed only to damage Ashley's image further. Throughout the season, the club remained on course to ensure a top half finish, notably defeating Manchester United at Old Trafford for the first time since 1972. Nonetheless, the team struggled for goals following the sale of Cabaye. Further dismay upon the season was caused when Pardew was banned for seven matches and fined £100,000 for an assault on Hull City midfielder David Meyler. The club then encountered a poor run of form, losing eight out of ten games and finishing the season tenth in the league, though the club confirmed Alan Pardew would stay on.
The opening eight games of the 2014–15 season proved disappointing, with the club failing to secure a win. After the dip in form, however, the club had an emphatic resurgence, seeing a five-game unbeaten run whilst also surprising League Cup holders Manchester City with a 2–0 win and progressing to the quarter-finals of the tournament. Pardew, however, resigned from the club on 30 December 2014 following immense pressure from fans calling for his departure, with many posters at games designed with the Sports Direct logo advertising a website demanding his resignation. Pardew admitted in the months leading up to his departure that protests from the fans were affecting his family and was subsequently feeling unhappy at the club. He was replaced by his assistant manager John Carver, though the team subsequently earned just 13 points out of a possible 50, surviving relegation on the final day of the season with a victory over West Ham, Carver was dismissed before the club's pre-season for 2016 began. The club paid tribute to player Jonás Gutiérrez following his successful recovery from testicular cancer to resume his playing career.
Beginning the 2015–16 season, former England F.C. Manager Steve McClaren was appointed manager, signing Georginio Wijnaldum, Aleksandar Mitrovic, Chancel Mbemba, Florian Thauvin, Henri Saivet, Jonjo Shelvey, Andros Townsend and Ivan Toney. McClaren however struggled to produce results winning 6 and drawing 6 out of 28 games, whilst exiting both the FA Cup and League Cup in the Third Round. McClaren was subsequently sacked on 11 March 2016 with critics and former players voicing their favour of the decision. Rafael Benítez was announced as McClaren's successor the same day, signing a three-year deal. Benítez recorded his first victory in 3–0 defeat of Swansea City in the Premier League on 17 April 2016 after 5 games in charge, and maintained an emphatic 5-game unbeaten streak to the end of the season. Newcastle were however relegated from the Premier League along with Aston Villa and Norwich finishing 18th place, 2 points below safety. Betting websites confirmed after the final game that the club's 5–1 defeat of Tottenham Hotspur matched the initial odds of Leicester City's 5000/1 win of the 2015–16 Premier League season.
Starting the 2016-17 season, Rafa Benítez signed 12 new players full-time and also acquired 5 players on loan, whilst 8 players left the club and another 12 on loan. New signings Dwight Gayle and Matt Ritchie proved popular scoring a combined total of 39 goals, finishing among the top goalscorers that season. Despite failing to improve on their dominant success in the 2009/10 championship season, the club remained in contention for the trophy throughout; threatened only by Brighton & Hove Albion Newcastle enjoyed a 3-game winning streak to the final day of the season and lifted the Football League Championship trophy on 8 May 2017 following a 3–0 win over Barnsley. Rafa Benítez denied speculation that he would leave the club following promotion to the Premier League and confirmed his commitment to the club for the foreseeable future. Shortly prior to the season's finish, the club was subject to raids by HMRC following suspicions of tax evasion. Managing Director Lee Charnley was arrested during the raid, but was later released without charge.
Ending the 2017-18 season, the club finished 10th in the Premier League defeating the current champions Chelsea on the final day of the season, the highest finish achieved within 4 years. Beginning the 2018–19 season, Mike Ashley again came under scrutiny following lack of major signings in the summer transfer window, with many fans accusing him of lacking interest in the club following his purchase of troubled retail chain House of Fraser for £90m. Despite the January signing of Miguel Almirón from Atlanta United FC for £21 million surpassing the club's transfer record fee of £16.8 million for Michael Owen in 2005, the club struggled throughout the season with 12 wins, 9 draws and 17 losses seeing a 13th place league table finish, whilst exiting the League Cup at the 2nd round in a 3–1 defeat of Nottingham Forest F.C and a 4th round exit of the FA Cup in a 2–0 defeat to Watford F.C. The season also saw heavy speculation regarding Rafa Benítez remaining at the club following reports he was still in negotiations following the end of the season.
Following fresh reports of Ashley's intention to sell the club, Sheikh Khaled Bin Zayed Al Nahyan, Founder and Chairman of The Bin Zayed Group of Companies, a member of the Al Nahyan royal family of Abu Dhabi, confirmed he had agreed terms to purchase the club for £350 million. On 5 June 2019 a company named Monochrome Acquisitions Limited was registered in Nahyan's name, whilst managing director Lee Charnley applied to have four companies linked to Ashley's company St James Holdings Ltd struck off, leaving many to believe the club was on course to be sold. Talks of a takeover however stalled throughout the summer transfer window, whilst Ashley confirmed he had not received an official bid from any prospective buyer.
Benítez rejected a new contract offer and departed the club on 30 June 2019, accepting a move to Chinese Super League side Dalian Yifang in a £12 million deal. Ashley criticised Benítez stating unfair demands were made making it impossible for him to remain as manager. Notable player departures saw Salomón Rondón join Benitez at Dalian Yifang after returning to West Bromwich Albion F.C. from loan, whilst Ayoze Perez joined Leicester City for £30 million and Mohamed Diamé was released by Newcastle upon the expiry of his contract at the end of the 2018–19 season.
BBC Sport reported in July 2019 that Steve Bruce had resigned from his managerial position at Sheffield Wednesday after he earlier admitted that he had held talks with Newcastle United over their managerial vacancy. His appointment was confirmed on 17 July. Sheffield Wednesday however stated there were still outstanding legal issues with Bruce having resigned just 48 hours before, leading a report being filed to the Premier League alleging misconduct in his appointment. Newcastle United denied any wrongdoing and stated they were confident no case could be escalated. Reaction from the fans was mixed, with some feeling Bruce would not achieve the standard set by Benítez, whilst his recent lack of Premier League football and management of rival club Sunderland proved controversial. Bruce later acknowledged Benítez's popularity and stated he hoped the fans would not rush to judgement and give him time to prove himself and manager of Newcastle. Due to visa problems in China, Bruce watched his first match as manager from the stands which saw Newcastle achieve a third-place finish in the pre-season 2019 Premier League Asia Trophy following a 1–0 victory over West Ham United F.C. Bruce quickly made his first transfer, signing Joelinton from TSG 1899 Hoffenheim for £40 million, breaking the club's transfer fee record previously held by Miguel Almirón at £21 million just 6 months before, before signing French international winger Allan Saint-Maximin from OGC Nice on a permanent deal for £16.5 million, Sweden international defender Emil Krafth for £5 million, central midfielder Kyle Scott on a free signing following his departure from Chelsea, and Netherlands international defender Jetro Willems on loan from Frankfurt F.C until the end of the 2019–20 season. Bruce made his final transfer of the pre-season on deadline day by re-signing striker Andy Carroll, who had left the club over 7 years earlier. On 4 February 2020, Steve Bruce's side ended a 14-year drought by reaching the 5th round of the FA Cup they beat League One side Oxford United 2–3 in a replay thanks to a late winner from Allan Saint-Maximin in extra time.
From March 2020, the season was affected by the COVID-19 pandemic. On 13 March, following an emergency meeting between the Premier League, The Football Association (FA), the English Football League and the FA Women's Super League, it was unanimously decided to suspend professional football in England. On 19 March, the suspension was extended indefinitely, with a restart date of 17 June announced in late May with all remaining games to be played without crowd attendance.
Newcastle finished the season in 13th place. Defender Danny Rose was an outspoken critic of the decision to continue the season, citing the virus was still in major circulation and accused the FA of having no concern for footballers' health. Karl Darlow has since urged players at the club to get vaccinated following his hospitalisation from complications of Covid, whilst manager Steve Bruce admitted some players had voluntarily declined the vaccination.
The 2020-21 season saw all matches played without crowd attendance until May 2021, in light of the COVID-19 pandemic. Newcastle failed to improve on the previous season, finishing 12th in the premier league and were knocked out of the FA Cup in the third round added time to Arsenal and exited the EFL Cup in the quarter-finals losing 1–0 to Brentford.
In April 2020, it was widely reported that a consortium consisting of Public Investment Fund, PCP Capital Partners and the Reuben Brothers, was finalising an offer to acquire Newcastle United. The proposed sale prompted concerns and criticism, such as arguments considering it sportwashing of the country's human rights record, as well as ongoing large-scale piracy of sports broadcasts in the region. However the consortium announced its withdrawal from the Newcastle deal on July 30, 2020, after multiple media reports highlighted realm as the staunch violator of human rights, and the WTO ruled that it was behind the piracy campaign using pirate-pay-service beoutQ. "With a deep appreciation for the Newcastle community and the significance of its football club, we have come to the decision to withdraw our interest in acquiring Newcastle United Football Club," the group said in its statement upon withdrawal. The group also stated that the "prolonged process" was a major factor in them pulling out. The collapse of the takeover was met with widespread criticism from Newcastle fans, with Newcastle MP Chi Onwurah accusing the Premier League of treating fans of the club with "contempt" and subsequently wrote to Masters for an explanation. Despite the consortium's withdrawal, disputes over the takeover continued. On 9 September 2020, Newcastle United released a statement claiming that the Premier League had officially rejected the takeover by the consortium and accused Masters and the Premier League board of " acting appropriately in relation to [the takeover]", while stating that the club would be considering any relevant legal action. The Premier League strongly denied this in a statement released the next day, expressing "surprise" and "disappointment" at Newcastle's statement.
On October 7, 2021, the Public Investment Fund, PCP Capital Partners and RB Sports & Media confirmed that they had officially completed the acquisition of Newcastle United. Governor of the investment fund Yasir bin Othman Al-Rumayyan was appointed non-executive chairman, whilst Amanda Staveley and Jamie Reuben were both appointed as directors and each held a 10% shareholding in the club.
The takeover led to widespread speculation that manager Steve Bruce was expected to leave the club. Although not denying the speculation that the club was keen to appoint a new manager, Staveley stated Bruce was to remain for the new owners first game against Tottenham Hotspur; his 1000th match as a football manager. However following Newcastle losing the game 3-2 and alleged discontent among the players, Bruce left the club by mutual consent. Bruce stated his sadness at leaving the club and felt Newcastle fans launched unnecessary verbal abuse at him during his time there. Interim manager Graeme Jones as well as Arsenal manager Mikel Arteta supported Bruce's claims stating the abuse he received was off putting for other managers to take the role.
Eddie Howe was appointed as manager on 8 November 2021. The announcement was made following reports that the club had discussed the role with him the previous week and confirmed following his attendance at the away draw to Brighton & Hove Albion. On 19 November 2021, Newcastle announced that Howe had tested positive for COVID-19 and would miss his first game in charge, which instead forced him to watch his first game as manager from a hotel room as Newcastle drew 3–3 with Brentford on 20 November.
Lee Charnley, who acted as Managing Director under Ashley's ownership, left the club on 19 November 2021 following a six-week handover period. His departure was the final of Mike Ashley's hierarchy, with Staveley stating the club was undergoing a "formal process" to appoint a new figure to replace the role.
Eddie Howe had to wait until 4 December 2021 for his first win as Newcastle manager in a 1–0 win against Burnley, which was also the first win since the takeover happened. Howe then made five signings in the first January transfer window under the new ownership which included a marquee singing in Brazilian midfielder Bruno Guimarães from Olympique Lyonnais. The transfer window and the players that were already there that Howe improved helped Newcastle to go on a 9-game unbeaten run in the Premier League to get them 10 points clear from the relegation zone and increasing the chance of guaranteeing survival. After Newcastle's 1–0 win against Crystal Palace, this was the first time the club had managed to win 6 home games in a row since 2004 when Sir Bobby Robson was in charge. Newcastle finished in 11th place after a run of 12 wins in their final 18 games, and became the first team in Premier League history to avoid relegation after not winning any of the first 14 games they played.
On 30 May 2022, the club announced they had reached an agreement of a compensation fee with Brighton & Hove Albion to appoint Dan Ashworth as the new Sporting Director, the appointment was confirmed on 6 June 2022. On 15 July 2022, the club brought in Darren Eales, from MLS side Atlanta United, as the club's new Chief Executive Officer - acting as a "key member of the club's leadership structure".
Newcastle United was set up as a private company limited by shares on 6 September 1895. However, by the 1930s, ownership of the company was dominated by a small number of individuals: Alderman William McKeag, George and Robert Rutherford, and William Westwood, 1st Baron Westwood. George Stanley Seymour was allocated some shares when he joined the board in 1938.
By the second half of the 20th century, these shareholdings had passed to the next generation: Gordon McKeag, Robert James Rutherford, Stan Seymour Jr. and William Westwood, 2nd Baron Westwood. The Magpie Group led by Sir John Hall built up a large shareholding in the club and then took control in 1992. In 2007, St James Holdings Limited, the bid vehicle of billionaire businessman Mike Ashley, secured control of the club and in 2021, the Public Investment Fund of Saudi Arabia, PCP Capital Partners and RB Sports & Media confirmed that they had acquired ownership of the club.
C8NDD, the very smart & functional looking ERF EC12 8-wheeler owned by Martin Conod of Leominster seen with a trailer and a good load of tractors aboard at the very sunny Welland steam rally (well the Saturday was!)
Design PSV VS 485 CD
Classification DNV + 1A1, Ice C, DYNPOS Autr, Clean Design,
Comf- V(3) C(3), E0, LfL, SF Oil rec,
d k+, hl(p), Compliance to NAUT-OSV
Builders Hellesøy Yard Løfallstrand
Port of reg. Fosnavaa g
Flag BAHAMAS
MMSI 311 071 800
IMO no 9470193
Delivery Date june 2010
Callsign C6ZY3
MEASUREMENTS
Length o.a.: 85.00 m
Length b.p.p.: 77.70 m
Breath moulded: 20.00 m
Depth moulded: 8.60 m
Draught, Max.: 6.825 m
Freeboard, min.: 1.775 m
Air Draft (at summerdr.) 35.00 m
Gross tonnage: 4 366 t
Net tonnage: 1 813 t
Deadweight: 5 486 t
Lightship: 3 069 t
Classification
DNV + 1A1, Ice C, DYNPOS Autr, Clean Design, Comf- V(3) C(3), E0,
LfL, SF Oil rec, dk+, hl(p), Compliance to NAUT-OSV
CARGO CAPACITIES NOFO 2 0 0 5
Deck cargo: 2 800 tons
Deck area max: 1 005 m2
Deck Length: 60.6 m
Deck breadth: 16.8 m
Cargo Rail height: 4.46 m
Deck strength: 10 tonnes/m2
Fuel Oil: 903.5 m3 Flow meter with printer
Liquid Mud: SG 2.8 702.9 m3
1 Agitators in each tank (Hyd. Driven)
Brine: SG 2.5 418 m3
Base oil: 203 m3
Pot water: 1 007.3 m3
Drillwater / ballast: 2 470 m3
Methanol +: 145.5 m3
Nitrogen bottle rack system + 1 Nitrogene Comp.
Special Product: 146 m3
Slop: 186.8 m3
ORO: 1 803.2 m3 (SG 2.8)
Cement / Barite/bentonit: 440 m3s
8 x 55 m3 Tanks arranged in 2 sevtion, what allows simultaneous loading and discharging or loading/discharging
of two different cargoes.
Dispersant: 34.4 m3
Lubrication oil: 34.8 m3
TANK CLEANING SYSTEM
A total of 11 cleaning machines fitted in: MUD, Brine, special product and Slop tanks
Hot Water Tank: 1 x 45.7 m3
DISCHARGE RATES
Fuel Oil: 2 x 0-150 m3/h 9 bar
Liquid Mud: 4 x 0-100 m3/h 24 bar
Brine: 2 x 0-150 m3 22.5 bar
Base Oil: 2 x 0-100 m3/h 9 bar
Base oil: 2 x 0-100 m3/h 9 bar
Pot.water: 1 x 0-150 m3 9 bar
Drillwater/ballast: 2 x 0-150 m3 9 bar
Methanol: 1 x 0-75 m3 7.2 bar
Special Product: 1 x 0-75 m3 10.8 bar
Slop: 2 x 100 m3/hrs 7,0 bar
ORO: 8 x 0-100 m3/bar 7.0 bar
Cement / Barite: 2 x 30 m3/h 6.5 bar
CARGO MANI FOLDS
Manifolds midships each side inside safe haven and aft starboard and port side.
MACHINERY / D/E-PROPULSION Resiliently Mounted
Main Engines: 4 x 1 901 kW Cat: Type 3 516 BTA
Main generators: 4 x AvK DSG 86 M1-4W. (2 028 kVA)
Harbour & Emergency Engine: 1 x 265 kW Volvo Penta D9A
Harbour & Emergency generator: 1 x 223 kVA. UC.M274H-1
690V; 60Hz
MAIN PROPULSION
Frequency controlled: 2 x 2 300 KW Azi Diesel Electric QD-
560M2-6W. (Fixed pitch)
Fwd. Tunnel thrusters: 2 x 1 000 KW. Brunvoll
Fwd. Brunvoll Retractable Azi: 1 x 800 Brunvoll AR-63-LNA-1650 retracable thruster
PERFORMANCE / CONSUMPTION
Max speed: 15.4 knots / 28.4 m3/24 hrs
Transit speed: 14.2 knots / 23.32 m3/24 hrs
Econ- speed: 11.0 knots / 12 m3/24 hrs
Service. speed: 12.5 knots / 17.14 m3 pr 24 hrs
DP II Average: 5.6 m3/ 24 hrs
Harbour Mode: 2.0 m3 / 24 hrs
BRIDGE DES I GN: NA U T - OSV
1 x Consol forward bridge
3 x Consol aft bridge
1 x Consol each bridge wing
1 x Radio station
1 x Operation Control/office
AUTOMATION SYSTEM
Wartsila IAS FlexiBridge (BridgeControl System)
DP S Y S TEM DYNPOS A U TR
Kongsberg DP II K-Pos
1 x Fanbeam Kongsberg Lazer Mk4.2
1 x Radascan
2 x DPS Kongsberg 200CM
2 x Vindsensor Gill
1 x Roll & Pitch Sea Tex MRU2
1 x DP motion Sea Tex MRU5
THRUSTER CONTROL
Kongsberg C-Joy Constant
BRIDGE WATCH MONITORING SYSTEM
Kongsberg Integrated Bridge
ACCOMMODATION 23 PERSONS
Cabins 13 off single cabins
5 off double cabins
1 off office
1 off Hospital
LIFE SAVING EQUIPMENT
Safety Equipment: Acc to NMD/SOLAS for 23 persons
Life Raft: 4 x 25 persons Viking
Mob boat: Norsafe type 655 makojet, 10 persons
Mob boat davit: 1 x HLT 3 500 TTS
Survival suits: 23 persons
INCINERATOR
1 x Teamtec. 500 000 kcal/h for solid waste, plastic and sludge oil.
STEAM GENERATOR
1x 1 450 kW and el.heating 4 x 10 kW
ENTERTAINING EQUIPMENTS
1 x Sat. TV: Seatel
1 x Rack with 4 x Tuners and 1x DVD
1 x TV in all crew cabins
1 x TV in all lounges
1 x Radio / CD in all cabins
1 x Gymnasium w/Equipments
DEC K EQUIPMENT
Windless 2 x Windlass Mooring winch
Mooring 4 x Mooring lines 180 m each
Capstan 2 x 8t, NMD
Anchor chain 5225 m Ø 46 mm steel grade NVK3
Cargo securing winch 6 x 3t SWL. NMD CSW-3
Placed on each side Shelter Deck.
Tugger Winch 2 x SWL 15t, type TU-15
Deck Crane PS Basket transfer 1 x 3 t/13 m SWL. TTS Marine GPK 115
Deck Crane Stb. Cargo handling 1 x 3t /13 m SWL. TTS Marine GPT-80
ANTI ROLLING SYSTEM
2 x Stabilizing tanks. Passive anti.roll system. 439.9 m3 (aft) and 159.6 m3 (fwd)
Navigation Equipment
1x Furuno FAR-2837S. S-band radar (10 cm)
1 x Furuno FCR-2827. X-band radar (3 cm)
1 x Autopilot. Simrad AP-50
3 x Gyro Simrad GC-80
2 x GPS Furuno GP-150
1 x AIS Furuno FA-150
1 x Speed Log. Skipper EML224
1 x Echo Sounder Furuno FE-700
1 x Speed repeater Skipper IR300
ECDIS. Furuno Tecdis T-2137
VDR. Furuno VR-3000
COMMUNICATION EQUIPMENT GMDS S A 3
GSM Telephones. Samsung
Radar transponders. 1 x Jotron Tron SART
GMDSS hand portable VHF. Jotron Tron TR-20
UHF Portable radio. Motorola GP-340
Inmarsat-C. Furuno Felcom 15
Radio Station MF/HF. Furuno FS-2570C
Radio Station VHF/DSC. Furuno FM-8800S
DSC Terminal. MF/HF Furuno FS-2570C
NavTex. Furuno NX-700B
Manual EPIRB. Jotron 45 SX
Sarsat free float EPIRB. Jotron Tron 40S MkII
Internal Telephone System. Zenitel ACM-144-66/VO
Sound reception System. Vingtor
Fixed wiewlwaa terminal, Ericson G32/G36
Emergency Telephone System, Vingtor VSP-211-L
Public Announcement/GA Alarm: Zenitel VMA-2
The main environmental issues associated with the implementation of the 5G network come with the manufacturing of the many component parts of the 5G infrastructure. In addition, the proliferation of new devices that will use the 5G network that is tied to the acceleration of demand from consumers for new 5G-dependent devices will have serious environmental consequences. The 5G network will inevitably cause a large increase in energy usage among consumers, which is already one of the main contributors to climate change. Additionally, the manufacturing and maintenance of the new technologies associated with 5G creates waste and uses important resources that have detrimental consequences for the environment. 5G networks use technology that has harmful effects on birds, which in turn has cascading effects through entire ecosystems. And, while 5G developers are seeking to create a network that has fewer environmental impacts than past networks, there is still room for improvement and the consequences of 5G should be considered before it is widely rolled out. 5G stands for the fifth generation of wireless technology. It is the wave of wireless technology surpassing the 4G network that is used now. Previous generations brought the first cell phones (1G), text messaging (2G), online capabilities (3G), and faster speed (4G). The fifth generation aims to increase the speed of data movement, be more responsive, and allow for greater connectivity of devices simultaneously.[2] This means that 5G will allow for nearly instantaneous downloading of data that, with the current network, would take hours. For example, downloading a movie using 5G would take mere seconds. These new improvements will allow for self-driving cars, massive expansion of Internet of Things (IoT) device use, and acceleration of new technological advancements used in everyday activities by a much wider range of people. While 5G is not fully developed, it is expected to consist of at least five new technologies that allow it to perform much more complicated tasks at faster speeds. The new technologies 5G will use are hardware that works with much higher frequencies (millimeter wavelengths), small cells, massive MIMO (multiple input multiple output), beamforming, and full duplex.[3] Working together, these new technologies will expand the potential of many of the devices used today and devices being developed for the future. Millimeter waves are a higher frequency wavelength than the radio wavelength generally used in wireless transmission today.[4] The use of this portion of the spectrum corresponds to higher frequency and shorter wavelengths, in this case in the millimeter range (vs the lower radio frequencies where the wavelengths can be in the meters to hundreds of kilometers). Higher frequency waves allow for more devices to be connected to the same network at the same time, because there is more space available compared to the radio waves that are used today. The use of this portion of the spectrum has much longer wavelengths than of that anticipated for a portion of the 5G implementation. The waves in use now can measure up to tens of centimeters, while the new 5G waves would be no greater than ten millimeters.[5] The millimeter waves will create more transmission space for the ever-expanding number of people and devices crowding the current networks. The millimeter waves will create more space for devices to be used by consumers, which will increase energy usage, subsequently leading to increased global warming. Millimeter waves are very weak in their ability to connect two devices, which is why 5G needs something called “small cells” to give full, uninterrupted coverage. Small cells are essentially miniature cell towers that would be placed 250 meters apart throughout cities and other areas needing coverage.[6] The small cells are necessary as emissions [or signals] at this higher frequency/shorter wavelength have more difficulty passing through solid objects and are even easily intercepted by rain.[7] The small cells could be placed on anything from trees to street lights to the sides of businesses and homes to maximize connection and limit “dead zones” (areas where connections are lost). The next new piece of technology necessary for 5G is massive MIMO, which stands for multiple input multiple output. The MIMO describes the capacity of 5G’s base stations, because those base stations would be able to handle a much higher amount of data at any one moment of time. Currently, 4G base stations have around eight transmitters and four receivers which direct the flow of data between devices.[9] 5G will exceed this capacity with the use of massive MIMO that can handle 22 times more ports. Figure 1 shows how a massive MIMO tower would be able to direct a higher number of connections at once. However, massive MIMO causes signals to be crossed more easily. Crossed signals cause an interruption in the transmission of data from one device to the next due to a clashing of the wavelengths as they travel to their respective destinations. To overcome the cross signals problem, beamforming is needed. To maximize the efficiency of sending data another new technology called beamforming will be used in 5G. For data to be sent to the correct user, a way of directing the wavelengths without interference is necessary. This is done through a technique called beamforming. Beamforming directs where exactly data are being sent by using a variety of antennas to organize signals based on certain characteristics, such as the magnitude of the signal. By directly sending signals to where they need to go, beamforming decreases the chances that a signal is dropped due to the interference of a physical object.
One way that 5G will follow through on its promise of faster data transmission is through sending and receiving data simultaneously. The method that allows for simultaneous input and output of data is called full duplexing. While full duplex capabilities allow for faster transmission of data, there is an issue of signal interference, because of echoes. Full duplexing will cut transmission times in half, because it allows for a response to occur as soon as an input is delivered, eliminating the turnaround time that is seen in transmission today. Because these technologies are new and untested, it is hard to say how they will impact our environment. This raises another issue: there are impacts that can be anticipated and predicted, but there are also unanticipated impacts because much of the new technologies are untested. Nevertheless, it is possible to anticipate some of detrimental environmental consequences of the new technologies and the 5G network, because we know these technologies will increase exposure to harmful radiation, increase mining of rare minerals, increase waste, and increase energy usage. The main 5G environmental concerns have to do with two of the five new components: the millimeter waves and the small cells. The whole aim of the new 5G network is to allow for more devices to be used by the consumer at faster rates than ever before, because of this goal there will certainly be an increase in energy usage globally. Energy usage is one of the main contributors to climate change today and an increase in energy usage would cause climate change to increase drastically as well. 5G will operate on a higher frequency portion of the spectrum to open new space for more devices. The smaller size of the millimeter waves compared to radio frequency waves allows for more data to be shared more quickly and creates a wide bandwidth that can support much larger tasks.[15] While the idea of more space for devices to be used is great for consumers, this will lead to a spike in energy usage for two reasons – the technology itself is energy demanding and will increase demand for more electronic devices. The ability for more devices to be used on the same network creates more incentive for consumers to buy electronics and use them more often. This will have a harmful impact on the environment through increased energy use. Climate change has several underlying contributors; however, energy usage is gaining attention in its severity with regards to perpetuating climate change. Before 5G has even been released, about 2% of the world’s greenhouse gas emissions can be attributed to the ICT industry.[16] While 2% may not seem like a very large portion, it translates to around 860 million tons of greenhouse gas emissions.[17] Greenhouse gas emissions are the main contributors to natural disasters, such as flooding and drought, which are increasing severity and occurrence every year. Currently, roughly 85% of the energy used in the United States can be attributed to fossil fuel consumption.[18] The dwindling availability of fossil fuels and the environmental burden of releasing these fossil fuels into our atmosphere signal an immediate need to shift to other energy sources. Without a shift to other forms of energy production and the addition of technology allowed by the implementation of 5G, the strain on our environment will rise and the damage may never be repaired. With an increase in energy usage through technology and the implementation of 5G, it can be expected that the climate change issues faced today will only increase. The overall contribution of carbon dioxide emissions from the ICT industry has a huge impact on climate change and will continue to have even larger impacts without proper actions. In a European Union report, researchers estimated that in order to keep the increase in global temperature below 2° Celsius a decrease in carbon emissions of around 15-30% is necessary by 2020. Engineers claim that the small cells used to provide the 5G connection will be energy efficient and powered in a sustainable way; however the maintenance and production of these cells is more of an issue. Supporters of the 5G network advocate that the small cells will use solar or wind energy to stay sustainable and green.[20] These devices, labeled “fuel-cell energy servers” will work as clean energy-based generators for the small cells.[21] While implementing base stations that use sustainable energy to function would be a step in the right direction in environmental conservation, it is not the solution to the main issue caused by 5G, which is the impact that the massive amount of new devices in the hands of consumers will have on the amount of energy required to power these devices. The wasteful nature of manufacturing and maintenance of both individual devices and the devices used to deliver 5G connection could become a major contributor of climate change. The promise of 5G technology is to expand the number of devices functioning might be the most troubling aspect of the new technology. Cell phones, computers, and other everyday devices are manufactured in a way that puts stress on the environment. A report by the EPA estimated that in 2010, 25% of the world’s greenhouse gas emissions comes from electricity and heat production making it the largest single source of emissions.[22] The main gas emitted by this sector is carbon dioxide, due to the burning of natural gas, such as coal, to fuel electricity sources.[23] Carbon dioxide is one of the most common greenhouse gases seen in our atmosphere, it traps heat in earth’s atmosphere trying to escape into space, which causes the atmosphere to warm generating climate change. Increased consumption of devices is taking a toll on the environment. As consumers gain access to more technologies the cycle of consumption only expands. As new devices are developed, the older devices are thrown out even if they are still functional. Often, big companies will purposefully change their products in ways that make certain partner devices (such as chargers or earphones) unusable–creating demand for new products. Economic incentives mean that companies will continue these practices in spite of the environmental impacts. One of the main issues with the 5G network and the resulting increase in consumption of technological devices is that the production required for these devices is not sustainable. In the case of making new devices, whether they be new smart-phones or the small cells needed for 5G, the use of nonrenewable metals is required. It is extremely difficult to use metals for manufacturing sustainably, because metals are not a renewable resource. Metals used in the manufacturing of the smart devices frequently used today often cannot be recycled in the same way many household items can be recycled. Because these technologies cannot be recycled, they create tons of waste when they are created and tons of waste when they are thrown away. There are around six billion mobile devices in use today, with this number expected to increase drastically as the global population increases and new devices enter the market. One estimate of the life-time carbon emissions of a single device–not including related accessories and network connection–is that a device produces a total of 45kg of carbon dioxide at a medium level of usage over three years. This amount of emission is comparable to that of driving the average European car for 300km. But, the most environmentally taxing stage of a mobile device life cycle is during the production stage, where around 68% of total carbon emissions is produced, equating to 30kg of carbon dioxide. To put this into perspective, an iPhone X weighs approximately 0.174kg, so in order to produce the actual device, 172 iPhone X’s worth of carbon dioxide is also created. These emissions vary from person to person and between different devices, but it’s possible to estimate the impact one device has on the environment. 5G grants the capacity for more devices to be used, significantly increase the existing carbon footprint of smart devices today. Energy usage for the ever-growing number of devices on the market and in homes is another environmental threat that would be greatly increased by the new capabilities brought by the 5G network. Often, energy forecasts overlook the amount of energy that will be consumed by new technologies, which leads to a skewed understanding of the actual amount of energy expected to be used.[30] One example of this is with IoT devices.[31] IoT is one of the main aspects of 5G people in the technology field are most excited about. 5G will allow for a larger expansion of IoT into the everyday household.[32] While some IoT devices promise lower energy usage abilities, the 50 billion new IoT devices expected to be produced and used by consumers will surpass the energy used by today’s electronics.
The small cells required for the 5G network to properly function causes another issue of waste with the new network. Because of the weak nature of the millimeter waves used in the 5G technology, small cells will need to be placed around 250 meters apart to insure continuous connection. The main issue with these small cells is that the manufacturing and maintenance of these cells will create a lot of waste. The manufacturing of technology takes a large toll on the environment, due to the consumption of non-renewable resources to produce devices, and technology ending up in landfills. Implementing these small cells into large cities where they must be placed at such a high density will have a drastic impact on technology waste. Technology is constantly changing and improving, which is one of the huge reasons it has such high economic value. But, when a technological advancement in small cells happens, the current small cells would have to be replaced. The short lifespan of devices created today makes waste predictable and inevitable. In New York City, where there would have to be at least 3,135,200 small cells, the waste created in just one city when a new advancement in small cells is implemented would have overwhelming consequences on the environment. 5G is just one of many examples of how important it is to look at the consequences of new advancements before their implementation. While it is exciting to see new technology that promises to improve everyday life, the consequences of additional waste and energy usage must be considered to preserve a sustainable environment in the future. There is some evidence that the new devices and technologies associated with 5G will be harmful to delicate ecosystems. The main component of the 5G network that will affect the earth’s ecosystems is the millimeter waves. The millimeter waves that are being used in developing the 5G network have never been used at such scale before. This makes it especially difficult to know how they will impact the environment and certain ecosystems. However, studies have found that there are some harms caused by these new technologies. The millimeter waves, specifically, have been linked to many disturbances in the ecosystems of birds. In a study by the Centre for Environment and Vocational Studies of Punjab University, researchers observed that after exposure to radiation from a cell tower for just 5-30 minutes, the eggs of sparrows were disfigured.[34] The disfiguration of birds exposed for such a short amount of time to these frequencies is significant considering that the new 5G network will have a much higher density of base stations (small cells) throughout areas needing connection. The potential dangers of having so many small cells all over areas where birds live could cause whole populations of birds to have mutations that threaten their population’s survival. Additionally, a study done in Spain showed breeding, nesting, and roosting was negatively affected by microwave radiation emitted by a cell tower. Again, the issue of the increase in the amount of connection conductors in the form of small cells to provide connection with the 5G network is seen to be harmful to species that live around humans. Additionally, Warnke found that cellular devices had a detrimental impact on bees.[36] In this study, beehives exposed for just ten minutes to 900MHz waves fell victim to colony collapse disorder.Colony collapse disorder is when many of the bees living in the hive abandon the hive leaving the queen, the eggs, and a few worker bees. The worker bees exposed to this radiation also had worsened navigational skills, causing them to stop returning to their original hive after about ten days. Bees are an incredibly important part of the earth’s ecosystem. Around one-third of the food produced today is dependent on bees for pollination, making bees are a vital part of the agricultural system. Bees not only provide pollination for the plant-based food we eat, but they are also important to maintaining the food livestock eats. Without bees, a vast majority of the food eaten today would be lost or at the very least highly limited. Climate change has already caused a large decline in the world’s bee population. The impact that the cell towers have on birds and bees is important to understand, because all ecosystems of the earth are interconnected. If one component of an ecosystem is disrupted the whole system will be affected. The disturbances of birds with the cell towers of today would only increase, because with 5G a larger number of small cell radio-tower-like devices would be necessary to ensure high quality connection for users. Having a larger number of high concentrations of these millimeter waves in the form of small cells would cause a wider exposure to bees and birds, and possibly other species that are equally important to our environment.As innovation continues, it is important that big mobile companies around the world consider the impact 5G will have on the environment before pushing to have it widely implemented. The companies pushing for the expansion of 5G may stand to make short term economic gains. While the new network will undoubtedly benefit consumers greatly, looking at 5G’s long-term environmental impacts is also very important so that the risks are clearly understood and articulated. The technology needed to power the new 5G network will inevitably change how mobile devices are used as well as their capabilities. This technological advancement will also change the way technology and the environment interact. The change from using radio waves to using millimeter waves and the new use of small cells in 5G will allow more devices to be used and manufactured, more energy to be used, and have detrimental consequences for important ecosystems. While it is unrealistic to call for 5G to not become the new network norm, companies, governments, and consumers should be proactive and understand the impact that this new technology will have on the environment. 5G developers should carry out Environmental Impact Assessments that fully estimate the impact that the new technology will have on the environment before rushing to widely implement it. Environmental Impact Assessments are intended to assess the impact new technologies have on the environment, while also maximizing potential benefits to the environment. This process mitigates, prevents, and identifies environmental harm, which is imperative to ensuring that the environment is sustainable and sound in the future. Additionally, the method of Life Cycle Assessments (LCA) of devices would also be extremely beneficial for understanding the impact that 5G will inevitably have on the environment. An LCA can be used to assess the impact that devices have on carbon emissions throughout their life span, from the manufacturing of the device to the energy required to power the device and ultimately the waste created when the device is discarded into a landfill or other disposal system. By having full awareness of the impact new technology will have on the environment ways to combat the negative impacts can be developed and implemented effectively.
jsis.washington.edu/news/what-will-5g-mean-for-the-enviro...
fly-by-night day-tripper.....
Bus No: 2880
Year released: 1991
Capacity: 56; 2x3 seating configuration
Route: Cubao/Pasay-Dagupan via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Moncada/Carmen/Urdaneta
Body: Five Star Bus Body (rebodied)
Previous Body: 1991 SR-SDX ORD FE Series
Chassis: Nissan Diesel CPB87N
Engine: Nissan Diesel FE6B
Fare: Ordinary Fare
Transmission System: M/T
Plate No.: NXP-609 (NCR- National Capital Region)
Taken on: July 26, 2013
Location: Mabalacat Bus Terminal, Brgy. Dau, Mabalacat, Pampanga
Providing extra capacity on London Buses route 15 during the strike on the Underground is Ensignbus RTL453. Seen here in Minories in the City of London, on its way to Blackwall.
All my images are my copyright and cannot be used, altered or distributed in any way, shape or form without expressed written permission by myself. All Rights Reserved.
"The Ringneck is heavily armored MRAP style vehicle with a useful troop carrier capacity. It is chunky and tall, with a V-shaped hull to increase survivability in the event of hitting mines or IEDs.
Its main turret mounts a low-velocity 76 mm cannon and a machine gun, while the side positions sport twin machine guns. The Ringneck has a crew of four - a driver, two side gunners, and a commander/main gunner.
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"The Ringneck is a lesser known vehicle from the era after the main G.I.Joe line I usually take my inspiration from. It's a big nasty looking thing, a perfect ride for the Alley Vipers and the Urban Assault Force.
www.yojoe.com/vehicles/03/ringneck/
I decided to give it an MRAP look, and envision it as a sort of bullyish vehicle that it very adept at attacking infantry, but not so well equipped to pick on anything its own size - like an actual tank or anything with dedicated antiamor missiles.
Trundling along the seafront, looking for an out-of-town parking space, was one of the recent arrivals in the growing fleet of Orion Travel, Manchester. YN06 NYM was originally a Terravision vehicle, and would have spent its life thrashing up and down between London and Stansted, so has done well to survive intact until now. Despite having had all the bodywork repaired, and a repaint into the latest livery, there isn't a great deal you can do to make one of these vehicles look attractive - the Irizar Century body just doesn't stretch all that well !