Bataan Transit Company Inc.

“This is an artist concept of the enhanced configuration of the permanently manned Space Station, produced by Martin Marietta. The enhanced configuration includes an upper and lower keel for attaching external payloads, a 50-kilowatt solar dynamic system mounted on the ends of the transverse boom, a servicing bay and a co-orbiting platform.”

The above is per the caption for a similar configuration Martin Marietta space station, linked to below, and rendered by the same artist.

One of multiple “dual keel” proposals during this time period. Note the cylindrical possible large space telescope or satellite being manipulated by the ‘manned’ RMS arm/Manned Remote Work Station (MRWS)? - which I thought was a GAC thing. Near the lower transverse beam, what looks like an OMV is either emplacing or removing either another space station module or rocket stage into/from the servicing/maintenance bay? Multiple & varied antennas, possible experiment packages, maybe even cameras line both the upper & lower transverse beams. The MMU-clad Astronaut is seen tending to the co-orbiting platform aka Science and Applications Manned Space Platform (SAMSP). All capped off with the ever-appealing Florida peninsula below.

8” x 10”. Borderless, which pretty much confirms it being Martin Marietta produced/distributed, probably as part of a presentation/packet.

A beautiful, exquisitely detailed work by Martin Marietta artist Les Pettus. And, in a Lockheed Martin publication from 2006, Mr. Pettus appears to have still been actively employed. Outstanding!

A very nice color lithograph of this image merely references it as “U.S Space Station”, at least on the obverse, along with specific attribution to “Martin Marietta, Michoud Aerospace Division”. Unfortunately, I have no idea what/if anything is written on the verso.

Dual-Keel-opolis:

www.astronautix.com/d/dualkeelspaestation-1985.html

Credit: Astronautix website

Candon Bus Line

Bus NUMBER: 8588

Body: Del Monte Motors Corp.

Engine: Mitsubishi Fuso 6D22

Chassis: Mitsubishi RP118N

Suspension: Leaf Spring Suspension

Seating Configuration: 2x2

Capacity:

Shot Location: NLEX

Solid North

GV Florida Transport Inc.

Been aiming to have this set up for a while. I bought a new guide rail system and extra counterweight. so, now I can hopefully use my 66mm William Optics refractor as a guide scope for my C8 SCT, meaning closer shots of deep sky objects.

BJM BJ Mercantile Inc.

Victory Liner Inc.

RCJ Lines

SkyTrack Bulk Handlers SBH Tipper Trailer

Date Taken: May 9, 2015

Basic Details:

Operator: Pangasinan Solid North Transit, Inc.

Fleet Number: 1908

Classification: Air-Conditioned Provincial Operation Bus

Seating Configuration: 2x2 Seats

Seating Capacity: 51 Passengers

Body:

Coachbuilder: Zhengzhou Yutong Bus Co., Ltd.

Body Model: Yutong ZK6122HD9

Chassis:

Chassis Model: Yutong ZK6122CRD9

Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive

Suspension: Air-Suspension

Engine:

Engine Model: Yuchai YC6L310-20 (L32YA)

Cylinder Displacement: 8.4 Liters

Cylinder Configuration: Straight-6

Engine Aspiration: Turbocharged & Intercooled

Max. Power Output: 310 hp @ 2,200 rpm

Peak Torque Output: 1,150 N.m @ 1,200 - 1,600 rpm

Emission Standard: Euro 2

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)

Dassault Rafale M Marine Nationale, Nounou configuration, landing in Solenzara LFKS

Raymond Transportation

Pangasinan FiveStar Bus Company

Shot Location: FiveStar Cubao Terminal

BJM BJ Mercantile Inc.

Dagupan Bus

FiveStar Bus Company Inc.

ES Transport

Paintified and altered fragment of a photo.

Victory Liner Inc.

Fariñas Trans

Victory Liner Inc.

Partas Trans

Victory Liner, Inc.

Five Star Bus Company Inc.

GV Florida Transport

Bus No: 83338

Model: 2015 Golden Dragon XML6127 "Triumph" Series (Rebodied)

Engine: Yuchai YC6G270-20

Chassis: Forta FZ6120G5

Previous Model/Body: 2006 Golden Dragon XML6129 Series

Suspension: Air Suspension

Seating Configuration: 2x2

Seat Type: Fabric (Blue Yellow Checkered seats)

Seating Capacity: 49

Operator: Partas Transportation Co. Inc.

Transmission: M/T

Fare: Airconditioned

Route: Pasay City Metro Manila - Bangued Abra via: EDSA/NLEX/Dau Mabalacat Pampanga/SCTEX/TPLEX/Carmen Exit TPLEX Rosales Pangasinan, Rosales, Villasis, Urdaneta City, Binalonan, Pozorrubio, Sison Pangasinan/Rosario, Santo Tomas, 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 Ilocos Sur/San Quintin, Pidigan Abra.

Larimer County, Colorado, 2024

Super Fujica, Fujinar 75mm f3.5, Fuji Acros 100 (expired)

Victory Liner Inc.

The Volkswagen Type 1, widely known as the Volkswagen Beetle and Volkswagen Bug, is an economy car produced by the German auto maker Volkswagen (VW) from 1938 until 2003. With over 21 million manufactured in an air-cooled, rear-engined, rear-wheel drive configuration, the Beetle is the longest-running and most-manufactured automobile of a single design platform anywhere in the world.

Although designed in the 1930s, the Beetle was only produced in significant numbers from 1945 onwards, when the model was internally designated the Volkswagen Type 1, and marketed simply as the "Volkswagen". Later models were designated VW 1200, 1300, 1500, 1302 or 1303, the former three indicating engine displacement and the latter two being derived from the type number and not indicative of engine capacity. The model became widely known in its home country as the Käfer (German for "beetle") and was later marketed as such in Germany and as the Volkswagen Beetle in other countries.

In the 1950s, the Beetle was more comfortable and powerful than most European small cars, having been designed for sustained high speed on the Autobahn. It remained a top seller in the U.S., owing much of its success to high build-quality and innovative advertising, ultimately giving rise to variants, including the Volkswagen Karmann Ghia and the Volkswagen Type 2 van.

Along with cars including the Morris Minor, Fiat 500, Renault 4CV and Dauphine, and Citroen 2CV, the Beetle pioneered the modern continental economy car and later served as the benchmark for the initial two generations of North American compact cars, including the Chevrolet Corvair and Ford Falcon, as well as later subcompact cars such as the Chevrolet Vega and Ford Pinto.

The Beetle had marked a significant trend led by Volkswagen, Fiat, and Renault whereby the rear-engine, rear-wheel drive layout had increased from 2.6 percent of continental Western Europe's car production in 1946 to 26.6 percent in 1956. The 1948 Citroen 2CV and other European models marked a later trend to front-wheel drive in the European small car market, a trend that would come to dominate that market. In 1974, Volkswagen's own front-wheel drive Golf model succeeded the Beetle, and in 1998 VW introduced the "New Beetle", built on the Golf platform with styling that recalled the original Beetle.

In a 1999 international poll for the world's most influential car of the 20th century the Beetle came fourth after the Ford Model T, the Mini, and the Citroën DS.

The Beetle featured a rear-located, rear-wheel drive, air-cooled four cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat – and offering a Cx or coefficient of drag of 0.41. The bodywork attached with eighteen bolts to its nearly flat chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front and rear stabilizer bars – providing independent suspensions at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction-indicators and the non-synchronized gearbox. Other features, including its distinctive overall shape, endured.

Its engine, transmission, and cylinder heads were constructed of light alloy. An engine oil cooler (located in the engine fan's shroud) ensured optimal engine operating temperature and long engine life, optimized by a thermostat that bypassed the oil cooler when the engine was cold. Later models of the carburetor featured an automatic choke. Engine intake air passed through a metallic filter, while heavier particles were captured by an oil bath. After 1960, steering featured a hydraulic damper that absorbed steering irregularities.

Indicative of the car's simple, no-nonsense design, the interior featured painted metal surfaces, a metal dash consolidating instruments in a single, circular binnacle, adjustable front seats, a fold-down rear seat, optional swing-out rear windows, front windows with pivoting vent windows, heating via air-to-air exchange manifolds operating off the engine's heat, and a windshield washer system that eschewed the complexity and cost of an additional electric pump and instead received its pressurization from the car's spare tire (located in the front luggage compartment) which was accordingly overinflated to accommodate the washer function.

While the overall appearance of the Beetle changed little over its life span, it received over 78,000 incremental changes during its production.

Dr. (h.c.) Ferdinand Porsche

In 1931, Ferdinand Porsche developed the Porsche Type 12, or "Auto für Jedermann" (car for everybody) for Zündapp. Porsche already preferred the flat-4 cylinder engine, and selected a swing axle rear suspension (invented by Edmund Rumpler), while Zündapp insisted on a water-cooled 5-cylinder radial engine. In 1932, three prototypes were running. All of those cars were lost during the war, the last in a bombing raid in Stuttgart in 1945.

The Zündapp prototypes were followed by the Porsche Type 32, designed in 1933 for NSU Motorenwerke AG, another motorcycle company. The Type 32 was similar in design to the Type 12, but had a flat-4 engine. NSU's exit from car manufacturing resulted in the Type 32 being abandoned at the prototype stage.

In 1933, Adolf Hitler gave the order to Ferdinand Porsche to develop a Volkswagen (literally, "people's car" in German, pronounced [ˈfɔlksvaːɡən]). The epithet Volks- literally, "people's-" had been previously applied to other Nazi sponsored consumer goods such as the Volksempfänger ("people's radio"). Hitler required a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). The "People's Car" would be available to citizens of the Third Reich through a savings scheme, or Sparkarte (savings booklet), at 990 Reichsmark, about the price of a small motorcycle (an average income being around 32RM a week).

Development

KDF Propaganda – "A family playing by a river with a KDF-Wagen and radio receiver"

Initially designated the Porsche Type 60 by Ferdinand Porsche, the design team included Erwin Komenda and Karl Rabe. In October 1935 the first two Type 60 prototypes, known as the V1 and V2 (V for Versuchswagen, or "test car"), were ready. In 1936, testing of three further V3 prototypes, built in Porsche's Stuttgart shop, began. A batch of thirty W30 development models, produced for Porsche by Daimler-Benz, underwent 1,800,000 mi (2,900,000 km) of further testing in 1937. All cars already had the distinctive round shape and the air-cooled, rear-mounted engine. Included in this batch was a rollback soft top called the Cabrio Limousine. A further batch of 44 VW38 pre-production cars produced in 1938 introduced split rear windows; both the split window and the dash were retained on production Type 1s until 1952. The VW38 cars were followed by another batch of 50 VW39 cars, completed in July 1939.

The car was designed to be as simple as possible mechanically, so that there was less to go wrong; the aircooled 25 hp (19 kW) 995 cc (60.7 cu in) motors proved especially effective in actions of the German Afrika Korps in Africa's desert heat. This was due to the built-in oil cooler and the superior performance of the flat-4 engine configuration. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will float for a few minutes on water.

The Volkswagen was officially named the KdF-Wagen by Hitler when the project was officially announced in 1938. The name refers to Kraft durch Freude ('Strength Through Joy'), the official leisure organization of the Third Reich. The model village of Stadt des KdF-Wagens was created near Fallersleben in Lower Saxony in 1938 for the benefit of the workers at the newly-built factory. After World War II, it was known as the Volkswagen Type 1, but became more commonly known as the Beetle.

Influence of Tatra

The Austrian car designer Hans Ledwinka was a contemporary of Porsche working at the Czechoslovakian company Tatra. In 1931, Tatra built the V570 prototype, which had a air-cooled flat-twin engine engine mounted at the rear. This was followed in 1933 by a second V570 prototype with a streamlined body similar to that of the Porsche Type 32. The rear-engine, rear-wheel drive layout was a challenge for effective air cooling, and during development of the much larger V8 engined Tatra T77 in 1933 Tatra registered numerous patents related to air flow into the rear engine compartment. The use of Tatra's patented air cooling designs later became one of ten issues for which Tatra filed suit against VW.

Both Hitler and Porsche were influenced by the Tatras. Hitler was a keen automotive enthusiast, and had ridden in Tatras during political tours of Czechoslovakia. He had also dined numerous times with Ledwinka.[9] After one of these dinners Hitler remarked to Porsche, "This is the car for my roads". From 1933 onwards, Ledwinka and Porsche met regularly to discuss their designs, and Porsche admitted "Well, sometimes I looked over his shoulder and sometimes he looked over mine" while designing the Volkswagen. The Tatra T97 of 1936 had a 1749 cc, rear-located, rear-wheel drive, air-cooled four-cylinder boxer engine. It cost 5600 RM and accommodated five passengers in its extensively streamlined 4-door body, which provided luggage storage under the front bonnet and behind the rear seats. It also featured a similar central structural tunnel found in the Beetle.

Just before the start of the Second World War, Tatra had ten legal claims filed against VW for infringement of patents. Although Ferdinand Porsche was about to pay a settlement to Tatra, he was stopped by Hitler who said he would "solve his problem". Tatra launched a lawsuit, but this was stopped when Germany invaded Czechoslovakia in 1938, resulting in the Tatra factory coming under Nazi administration in October 1938. The T97, along with the T57, were ordered by Hitler to be removed from the Tatra display at the 1939 Berlin Autosalon and Tatra was later directed to concentrate on heavy trucks and diesel engines, with all car models, except for the V8-engined Tatra T87, being discontinued. The matter was re-opened after World War II and in 1961 Volkswagen paid Ringhoffer-Tatra 3,000,000 Deutsche Marks in an out of court settlement.

Wartime production

The factory had only produced a handful of cars by the start of the war in 1939; the first volume-produced versions of the car's chassis were military vehicles, the Type 82 Kübelwagen (approximately 52,000 built) and the amphibious Type 166 Schwimmwagen (about 14,000 built).

A handful of Beetles were produced specifically for civilians, primarily for the Nazi elite, in the years 1940–1945, but production figures were small. Because of gasoline shortages, a few wartime "Holzbrenner" Beetles were fueled by wood pyrolysis gas producers under the hood. In addition to the Kübelwagen, Schwimmwagen, and a handful of others, the factory managed another wartime vehicle: the Kommandeurwagen; a Beetle body mounted on the Kübelwagen chassis. 669 Kommandeurwagens were produced up to 1945, when all production was halted because of heavy damage to the factory by Allied air raids. Much of the essential equipment had already been moved to underground bunkers for protection, which let production resume quickly after hostilities ended.

Post-war production and boom

1949 Volkswagen Type 1

In occupied Germany, the Allies followed the Morgenthau plan to remove all German war potential by complete or partial pastoralization. As part of this, in the Industrial plans for Germany, the rules for which industry Germany was to be allowed to retain were set out. German car production was set at a maximum of 10% of the 1936 car production numbers.

Mass production of civilian VW automobiles did not start until post-war occupation. The Volkswagen factory was handed over by the Americans to British control in 1945; it was to be dismantled and shipped to Britain. Thankfully for Volkswagen, no British car manufacturer was interested in the factory; "the vehicle does not meet the fundamental technical requirement of a motor-car ... it is quite unattractive to the average buyer ... To build the car commercially would be a completely uneconomic enterprise." The factory survived by producing cars for the British Army instead. Allied dismantling policy changed in late 1946 to mid 1947, although heavy industry continued to be dismantled until 1951. In March 1947, Herbert Hoover helped change policy by stating

"There is the illusion that the New Germany left after the annexations can be reduced to a 'pastoral state'. It cannot be done unless we exterminate or move 25,000,000 people out of it."

The re-opening of the factory is largely accredited to British Army officer Major Ivan Hirst (1916–2000). Hirst was ordered to take control of the heavily bombed factory, which the Americans had captured. His first task was to remove an unexploded bomb that had fallen through the roof and lodged itself between some pieces of irreplaceable production equipment; if the bomb had exploded, the Beetle's fate would have been sealed. Hirst persuaded the British military to order 20,000 of the cars, and by March 1946 the factory was producing 1,000 cars a month, which Hirst said "was the limit set by the availability of materials". During this period, the car reverted to its original name of Volkswagen and the town was renamed Wolfsburg. The first 1,785 Volkswagen Type 1's or "Beetles" were made in 1945.

Following the British Army-led restart of production, former Opel manager (and formerly a detractor of the Volkswagen) Heinz Nordhoff was appointed director of the Volkswagen factory. Under Nordhoff, production increased dramatically over the following decade, with the one-millionth car coming off the assembly line by 1955. During this post-war period, the Beetle had superior performance in its category with a top speed of 115 km/h (71 mph) and 0–100 km/h (0–60 mph) in 27.5 seconds with fuel consumption of 6.7 l/100 km (36 mpg) for the standard 25 kW (34 hp) engine. This was far superior to the Citroën 2CV which was aimed at a low speed/poor road rural peasant market and Morris Minor that was designed for a market that had no motorways / freeways, and even competitive with more advanced and fragile small cars like the Austin Mini.

In Small Wonder, Walter Henry Nelson wrote:

"The engine fires up immediately without a choke. It has tolerable road-handling and is economical to maintain. Although a small car, the engine has great elasticity and gave the feeling of better output than its small nominal size."

Opinion in the United States was not flattering, however, perhaps because of the characteristic differences between the American and European car markets. Henry Ford II once described the car as "a little box." The Ford company was offered the entire VW works after the war for free. Ford's right-hand man Ernest Breech was asked what he thought, and told Henry II, "What we're being offered here, Mr. Ford, isn't worth a damn!"

During the 1950s, the car was modified progressively: the obvious visual changes mostly concerned the rear windows. In March 1953, the small oval two-piece rear window was replaced by a slightly larger single-piece window. More dramatically, in August 1957 a much larger full width rear window replaced the oval one. 1964 saw the introduction of a widened cover for the light over the rear licence plate. Towards the end of 1964, the height of the side windows and windscreen grew slightly, giving the cabin a less pinched look: this coincided with the introduction of a very slightly curved ("panoramic") windscreen, though the curve was barely noticeable. The same body appeared during 1966, with a 1300 cc engine in place of the 1200 cc engine: it was only in the 1973 model Super Beetle that the Beetle acquired an obviously curved windscreen. The flat windscreen remained on the standard Beetle.

There were also changes under the bonnet. In 1954, Volkswagen added 2 mm to the cylinder bore, increasing the displacement from 1,131 cc to 1,192 cc.[30] This coincided with upgrades to various key components including a redesign of the crankshaft. This increased power from 33 bhp to a claimed 40 bhp and improved the engine's free revving abilities without compromising torque at lower engine speeds. At the same time, compression ratios were progressively raised as, little by little, the octane ratings of available fuel was raised in major markets during the 1950s and 1960s.

There were other, less-numerous models, as well. The Hebmüller cabriolet (officially Type 14A), a sporty two-seater, was built between 1949 and 1953; it numbered 696. The Type 18A, a fixed-top cabriolet, was produced by Austro-Tatra as a police and fire unit; 203 were assembled between January 1950 and March 1953.

Beetle sales boomed in the 1960s, thanks to clever advertising campaigns, and the Beetle's reputation for reliability and sturdiness. On 17 February 1972, when Beetle No. 15,007,034 was produced, Beetle production surpassed that of the previous record holder, the Ford Model T. By 1973, total production was over 16 million, and by 23 June 1992, over 21 million had been produced.

As of 2009, the Beetle is arguably the world's best-selling car design. More units of the Toyota Corolla brand have been sold, but there have been 10 total redesigns of the Corolla, each amounting to a new car design with the same name.

Diesel

In 1951, Volkswagen prototyped a 1.3 L diesel engine. Volkswagen made only 2 air-cooled boxer diesel engines that were not turbocharged, and installed one engine in a Type 1 and another in a Type 2. The diesel Beetle was time tested on the Nürburgring and achieved 0–100 km/h (0–62 mph) in 60 seconds.

Introduction to Ireland

Volkswagen began its involvement in Ireland when in 1949, Motor Distributors Limited, founded by Stephen O'Flaherty secured the franchise for the country at that years Paris Motor Show. In 1950, Volkswagen Beetles started arriving into Dublin packed in crates in what was termed "completely knocked down" (CKD) form ready to be assembled. The vehicles were assembled in a former tram depot at 162 Shelbourne Road in Ballsbridge. This is now the premises for Ballsbridge Motors who are still a Volkswagen dealer. The first Volkswagen ever assembled outside Germany was built here.[35] This vehicle is now on display at the Volkswagen Museum in Wolfsburg.

Introduction to the UK

The first Volkswagen Beetle dealer in the UK was J.Gilder & Co. Ltd. in Sheffield, which began selling Volkswagens in 1953. Jack Gilder had been fascinated by both the design and engineering of the Beetle when he came across one in Belgium during the war.[citation needed] He applied for the franchise as soon as the opportunity presented itself and became Volkswagen’s representative in the North of England.

VW Beetle 1953–1957

During this period, the rear window of the VW Beetle lost the "bar" in the center and as a result has been referred to as the "oval" or "oval window" Beetle.

VW Beetle 1967

Engine1500 cc OHV H4, 40 kilowatts (54 hp) @ 4200 rpm, 105 N·m (77 lb·ft) @ 2600,

bore 83 mm,

stroke 69 mm,

comp ratio 7.5:1

Transmission4-speed manual

Wheelbase2,400 mm (94.5 in)

Length4,079 mm (160.6 in)

Width1,539 mm (60.6 in)

Curb weight840 kg (1,900 lb)

The Volkswagen Beetle underwent significant changes for the 1967 model. While the car appeared similar to earlier models, much of the drivetrain was noticeably upgraded. Some of the changes to the Beetle included a bigger engine for the second year in a row. Horsepower had been increased to 37 kW (50 hp) the previous year, and for 1967 it was increased even more, to 40 kW (54 hp).

On US models, the output of the electrical generator was increased from 180 to 360 watts, and upgraded from a 6-volt to a 12-volt system. The clutch disc also increased in size, and changes were made to the flywheel, braking system, and rear axle. New standard equipment included two-speed windscreen wipers, reversing lights, a driver's armrest on the door, locking buttons on the doors, and a passenger's side exterior mirror.

In February 1967, inventor Don P. Dixon of San Antonio, Texas filed and was ultimately granted a patent for the first air conditioning unit specifically designed for the Beetle, which were soon offered by US dealerships.

The 1967 model weighed 840 kg (1,900 lb), which was a typical weight for a European car at this time. Top speed was 130 km/h (81 mph).[citation needed]

That same year, in accord with the newly enacted U.S. Federal Motor Vehicle Safety Standard 108, the clear glass headlamp covers were deleted; the headlamps were brought forward to the leading edge of the front fenders, and the sealed-beam units were exposed and surrounded by chrome bezels. For the 1968 model year, Beetles sold outside North America received the same more upright and forward headlamp placement, but with replaceable-bulb headlamps compliant with ECE regulations rather than the U.S. sealed beams.

The Super Beetle and final evolution

In 1971, alongside continued production of the "standard" Beetle, a Type 1 variant which featured MacPherson strut front suspension and a redesigned front end. Officially known (and marketed in Europe) as the VW 1302 from 1971–1972, and VW 1303 from 1973 onwards, but commonly called Super Beetle, the new stretched nose design replaced the dual parallel torsion bar beams which had compromised trunk space and relocated the spare tire from a near vertical to a low horizontal position. The redesign resulted in a tighter turning radius despite a 20 mm (0.79 in) longer wheelbase, and a doubling of the front compartment's cargo volume. As with previous models, air pressure from the spare tire pressurized the windshield washer canister, in lieu of an electric pump.

1972 Super Beetles had an 11% larger rear window (4 mm (0.16 in) taller), larger front brakes, four rows of vents (versus two rows previously) on the engine deck lid, tail lights incorporating reverse lights, a four-spoke energy-absorbing steering wheel and steering column, and an engine compartment socket for a proprietary VW Diagnosis system.

In 1973, the VW 1303 introduced a curved windscreen, pushed forward and away from the passengers, allowing a redesigned, padded dashboard to replace the pre-1973 vertical dash. A 2-speed heater fan, higher rear mudguards, and larger tail lights were added. The changes to the heater/windshield wiper housing and curved windshield resulted in slight redesign of the front hood, making the 1971 and 1972 Super Beetle hoods unique.

For 1974, the previous flat steel bumper mounting brackets were replaced with tubular "self restoring energy absorbing" attachments, effectively shock absorbers for the bumpers, on North American market Beetles. These cars also got stronger "5mph" bumpers that added an inch to the length of the car. The steering knuckle and consequently the lower attachment point of the strut was redesigned to improve handling and stability in the event of a tire blowout. This means struts from pre-1974 Super Beetles are not interchangeable with 1974–79s.[39]

1975 models featured Air Flow Control (AFC) Fuel Injection on U.S., Canadian, and Japanese Beetles, a derivative of the more complex Bosch fuel injection system used in the Volkswagen Type III – and equivalent to Bosch L-jetronic. The fuel injected engine also received a new muffler and the option of an upstream catalytic converter required on some models (e.g. California), necessitating a bulge in the rear apron sheet metal directly under the rear bumper, and replacing the distinctive dual "pea shooter" pipes with a single offset tailpipe – making fuel injected models identifiable at a glance. Other changes were rack and pinion steering replacing the traditional worm and roller gearbox on Super Beetles, and a larger license plate lamp housing below the engine lid. The front turn indicators were moved from the top of the fenders into the bumper bars on European models.

In 1976, the optional "Auto-stick" transmission and the Super Beetle sedan were discontinued, with VW continuing to market the standard sedan and VW 1303 convertible. 1976-on convertibles received no significant engineering changes, only a few cosmetic touches and new paint options, including the "Champagne Edition" models (white on white was one example) to the final 1979 "Epilogue Edition" black on black, in salute to the first Beetles produced in the 1930s. 1977 model sedans received front seats with separate head restraints.

Beetle Cabriolet

The Beetle Cabriolet began production in 1949 by Karmann in Osnabrück. It was in 1948 when Wilhelm Karmann bought a VW Beetle limousine and converted it into a four-seated convertible. After successfully presenting it at VW in Wolfsburg, production started in 1949. After a number of stylistic and technical alterations made to the Karmann Cabriolet (corresponding to the many changes VW made to the Beetle throughout its history), the last of 331,847 cabriolets came off the conveyor belt on 10 January 1980.

Decline

Though extremely successful in the 1960s, the Beetle was faced with stiff competition from more modern designs. The Japanese had refined rear-wheel-drive, water-cooled, front-engine small cars to where they sold well in the North American market, and Americans introduced their own similarly sized rear-wheel-drive Chevrolet Vega, Ford Pinto and AMC Gremlin in the 1970s. The superminis in Europe adopted even more efficient transverse-engine front-wheel-drive layouts, and sales began dropping off in the mid 1970s. There had been several unsuccessful attempts to replace or supplement the Beetle in the VW product line throughout the 1960s; the Type 3, Type 4, and the NSU-based K70 were all less successful than the Beetle, though aimed at more upscale markets for which VW lacked credibility. The over-reliance on the Beetle meant that Volkswagen was in financial crisis by 1974. It needed German government funding to produce the Beetle's replacement. Only when production lines at Wolfsburg switched to the new watercooled, front-engined, front-wheel drive Golf designed by Giorgetto Giugiaro in 1974, (sold in North America as the "Rabbit") did Volkswagen produce a car as successful as the Beetle. The Golf would be periodically redesigned over its lifetime – entering its sixth generation in 2008 – with only a few components carried over between generations, while the Beetle used only minor refinements of its original design.

The Golf did not kill Beetle production, which continued in smaller numbers at other German factories until 19 January 1978, when mainstream production shifted to Brazil and Mexico, markets where low operating cost was more important. It is important to note that the Beetle Cabriolet was still produced for the North American and European markets in Germany until 10 January 1980. The last Beetle was produced in Puebla, Mexico, in July 2003. The final batch of 3,000 Beetles were sold as 2004 models and badged as the Última Edición, with whitewall tires, a host of previously discontinued chrome trim, and the choice of two special paint colors taken from the New Beetle. Production in Brazil ended in 1986, then started again in 1993 and continued until 1996. Volkswagen sold Beetle sedans in the United States until August 1977 (the Beetle convertible/Cabriolet was sold until January 1980) and in Europe until 1985, with private companies continuing to import cars produced in Mexico after 1985. The Beetle outlasted most other automobiles which had copied the rear air-cooled engine layout such as those by Subaru, Fiat, Renault and General Motors. Porsche's sport coupes which were originally based on Volkswagen parts and platforms continue to use the classic rear engine layout (which later became water-cooled) in the Porsche 911 series, which remains competitive in the first decade of the 21st century.

Worldwide end of production

The final original Beetle (No. 21,529,464, VIN 3VWS1A1B54M905162)

As of 2002 over 21 million Type 1s had been produced, but by 2003, annual production had fallen to 30,000 from a peak of 1.3 million in 1971. VW announced the end of production in June 2003, citing decreasing demand, and the final original Type 1 VW Beetle (No. 21,529,464) rolled off the production line at Puebla, Mexico, on 30 July 2003[40] – 65 years after its original launch and unprecedented 58-year production run (counting from 1945, the year VW recognizes as the first year of non-Nazi funded production). This last Beetle, nicknamed El Rey (Spanish for "The King" after a legendary Mexican song by José Alfredo Jiménez). was delivered to the company's museum in Wolfsburg, Germany.

To celebrate the occasion, Volkswagen marketed a final special series of 3,000 Beetles marketed as "Última Edición" (Final Edition) in light blue (Aquarius Blue) or beige (Harvest Moon Beige). Each car included the 1.6 engine, whitewall tires, a CD player with four speakers, chrome bumpers, trim, hub caps and exterior mirrors, a Wolfsburg emblem above the front trunk's handle, chrome glove box badge, body coloured wheels, tinted glass, a rear parcel shelf, and VW Ultima Edicion plaque. At 84,000 pesos, the model cost approximately $1,300 more than the typical model.

A mariachi band serenaded production of the last car. In Mexico, there was also an advertising campaign as a goodbye for the Beetle. For example, in one of the ads was a very small parking space on the street, and many big cars tried to park in it, but could not. After a while, a sign appears in that parking space saying: "Es increíble que un auto tan pequeño deje un vacío tan grande" (It is incredible that a car so small can leave such a large void). Another depicted the rear end of a 1954 Beetle (year in which Volkswagen first established in Mexico) in the left side of the ad, reading "Erase una vez..." (Once upon a time...) and the last 2003 Beetle in the right side, reading "Fin" (The end). There were other ads with the same nostalgic tone.[41] The Volkswagen Sedan is used as a taxi in Mexico City up to 2013. The Mexican government is removing this type of taxi and already made the green colours change into red-gold.

Engine: Fuel injected (Bosch Digifant) 4 Cyl horizontally opposed,1584 cc, 50 hp (37 kW), 98.1 N·m (72.4 lb·ft) @2200 rpm, 3-way catalytic converter

Rated fuel milage: 32.5 mpg-US (7.24 L/100 km; 39.0 mpg-imp)

Max cruising speed: 130 km/h (81 mph)

Brakes: front disc, rear drum

Passengers: Five

Tank: 40 L (11 US gal; 9 imp gal)

Colours: Aquarius blue, Harvest Moon beige.

(Source Wikipedia)

Date Taken: June 10, 2014

Basic Details:

Operator: PANGASINAN FIVE STAR BUS COMPANY, INC.

Fleet Number: 1007

Classification: Air-Conditioned Provincial Operation Bus

Seating Configuration: 2x2 Seats

Seating Capacity: 53 Passengers

Body:

Coachbuilder: Trans-Oriental Motor Builders, Inc.

Body Model: Trans-Oriental Golden Dragon XML6127 "Marcopolo 2" (replica)

Air-Conditioning Unit: Dependent Overhead Unit

Chassis:

Chassis Manufacturer: MAN Truck and Bus AG

Chassis Model: MAN R39 18.350 HOCL

VIN / WMI Code: PBMR391421MX

Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)

Suspension: Air-Suspension

Engine:

Engine Manufacturer: MAN Truck and Bus AG

Engine Model: MAN D2066LOH12

Cylinder Displacement: 641.703 cu. inches (10,518 cc / 10.5 Liters)

Cylinder Configuration: Straight-6

Engine Aspiration: Turbocharged and Intercooled

Max. Power Output: 345 bhp (350 PS - metric hp / 257 kW) @ 2,200 rpm

Peak Torque Output: 1,291 ft.lbs (1,750 N.m / 179 kg.m) @ 1,000 - 1,400 rpm

Emission Standard: Euro 3

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)

This assailant seems more skilled than either of the two I faced on the rooftop in Bludhaven. His aggressive style keeps me from launching a successful counter attack against him, and when I do manage one he manages to intercept it before I have a chance to do hardly any damage to him at all. Barbra on the other hand appears to be having a completely different experience, her staff allows her to block every strike made against her without seeming to break a sweat. For a brief moment, I wonder if I should do the same and join my sticks together into the staff configuration.

Before I have a chance to test that idea though, the edge of the assailant’s blade manages to scrape my right knee creating another open wound. Damn it. The pain itself is minimal and from what I can see of the cut itself it’s nothing major, but that doesn’t make it any less of a problem. I can already feel it start to throb as my body begins to process what just happened. It’s a minor issue, almost nothing, but ultimately what brings someone down isn’t the big things….it’s the small things.

A fact I quickly begin to realise as I continue to spar with the assailant. He’s quick to change his combat style and begins delivering a series of heavy blows to my escrima sticks. The attacks aren’t intended to kill, or even to maim, the aim is simply to force me back which requires me to move my feet. Now that doesn’t sound bad at all. Hell, you’d think I was weird for thinking that’s a problem were it not for the fact that he’s deliberately wounded both of my legs.

You can tell these are the people Bruce trained with as I could easily see him using a similar tactic against someone. Come to think of it, I think he did it to Killer Croc once. Or was it someone else? Who knows these days.

Just as I feared, being forced to retreat backwards forces me to put pressure on the wounds Of both of my legs and even though it distracts me for less than second, he’s quick to exploit my position. Rather than go for a killing strike, he deliberately targets my chest which leaves me no choice but to block his blade with both of my sticks, exactly as he’d hoped. Before I have a chance to respond, he kicks my right knee cap causing a surge of pain throughout most of my body.

It’s only by clenching my teeth that I manage to stop letting out a cry of pain as I lose my footing and collapse onto the ground.

Christ that hurt, and he knows it.

Against my better judgement, I glance across to see how Barbra’s doing against her assailant. Given how much trouble I’m having against mine and unlike her, I didn’t walk into all this with a previous injury. Much to my surprise and also relief, she’s not just faring better than me, she’s mopping the floor with the guy. Typical. Of course she’d get the easy one….

———————

Whilst I am somewhat lucky that this goon’s punch to my face didn’t break anything, the endless throbbing I keep feeling now is difficult to ignore. Better make this quick before it becomes too much of a distraction. As he readies himself to try and make his next move, I can’t help but hear a subdued groan coming from Dick’s direction and look over my shoulder just to be sure that it’s not the sound of what I fear it could be. I see nothing as both he and his opponent clash their weapons together in quick succession with the League’s agent attempting to strike him and Dick narrowly managing to block every swipe at him.

My brief pause unwillingly creates an opening which the assailant I’m dealing with attempts to exploit. You can tell these guys were trained similar to how Bruce was. Were he in the same position, I’m sure he would have tried to exploit that narrow opening as well. Can’t say I like being on the receiving end of these tactics though. Luckily, thanks to my staff I manage to block his surprise without too much difficulty.

Far more easily than he would have liked. I wonder, does he know about my wound? He mustn’t….otherwise he’d have focused in on it by now…..that’s what Bruce would have done were he in this guy’s shoes. Hell, that’s what Dick would do and he’s almost oblivious to these things. But with this guy seemingly unaware of my injury, I choose to go back on the offensive and employ the infamous ‘Flying Grayson’.

Here’s hoping I can still do it even with a stab wound in my chest.

I draw my opponent in by making it seem as though I’ve accidentally created another opening. Just as I had hoped, he sees the opening and takes the bait attempting to slash his blade against my chest in the hopes of delivering a fatal wound. Sadly for him, he’s nowhere near that lucky and instead I block his blade with my staff and force it upwards back into his helmet, causing him to retreat backwards for a brief moment.

The assailant is quick to try and correct his mistake, but not quick enough to stop me from using the ‘Flying Grayson’.

Before he can take another swing at me, I lunge forward and jump into the air.

As I race towards him in mid-air, I tuck my legs in mere moments before my feet into contact with the assailant’s torso. Unfortunately for him, my feet collide with his torso knocking him backwards before he has a chance to even think about making a counter attack. But I don’t stop there. The momentum I have keeps me moving forwards and my feet remain pressed into his chest as he falls back into the wall behind him.

Ouch that’s got to hurt.

It’s difficult to tell just how badly that hurt him given that most of his face is obstructed since he’s wearing a mask, but the force of the blow knocks him out cold.My instincts say to check his condition to make sure he’s alright. But before I have a chance to do so, I look across to see how Dick’s doing. Much to my horror, he’s on the ground desperately blocking every blow his attacker is trying to make against him.

He won’t last long in that situation, especially with the two wounds I can see on both his legs. Though I should first make sure that my opponent has been properly dealt with, I can’t help but race over to try and save Dick before either his attacker gets lucky or worse yet, Dick gets unlucky and fails to block of the attacks…….

Victory Liner Inc

Shot Location: Victory Liner Caloocan Terminal

Don Mariano Transit, Corp

Infiltrator Configuration - 2Ra / 2Rd / 2W

Imbrium Lunokhod Industries Model VS-M/S-71 'Degei' - The next evolution of the Imbrium Lunokhod Industries Frame System, the Degei takes the lessons learned during the development of the VS-A-GR5K 'Krivlyaka' and applies the well loved stylings that made the VS-MX-04 'Rangi' and the VS-M/A-Z9A 'Muku' such a success. The Degei is a versatile assault frame perfect for space-based interdiction and other zero-g tactical operations.

From a design perspective, the frame fits perfectly into the 7P scale and aligns with the desired aesthetic. Unfortunately, the thigh joints that worked so well on the Krivlyaka were very fragile when paired with a stiff ankle joint. Additionally, the design of the shoulder joint didn’t add enough range of motion to justify the parts usage. Finally, the hip/waist connection was too loose, even with a friction pin which made it difficult to find stable footing.

If I was going to revise this build, I think I would start with the ankles. A looser and more scale-conventional joint (using a pneuma-T or tap) would probably work better in the long run.

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Built for Mobile Frame Zero - a tabletop wargame.

Mobile Frame Hangar (MFZ Community Forums).

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BJM BJ Mercantile Inc.

Victory Liner Inc.

Dagupan Bus Co. Inc.

Victory Liner Inc.

Dagupan Bus Co. Inc / GV Florida Transport

Victory Liner Inc

Linda's configuration is: 2-4-0STT

She was built in 1893 in the Hunslet Engine Co. Penrhyn Mainline Hunslet .

Originally an 0-4-0ST running on the Penrhyn Quarry Railway, purchased by the Ffestiniog Railway in 1962. Named after Linda Blanche Douglas-Pennant. Returned to service in 2011 after a lengthy seven-year overhaul.

Image was shot on a Canon EOS 550D with an Canon EF 18-135 mm lens.

These delightful illustrations of configurations for displaying combined litre/gallon, or just gallon pricing, are part of booklet called" The Ultramar Metrication Package" — I've reproduced the text below since it's a useful historical document to understand one of the stages of metrication in fuel retailing. It's OCR'd from a scan so there may well be errors.

This marked the point at which dispensing petrol in litres started to become what larger or more modern garages did, particularly company-owned sites as mentioned below, while smaller or more old-fashioned garages might have chosen to stick with gallons—until they could afford to have the pumps converted or replaced. Note the stipulation that pricing displays for litres had to have all the numerals the same size, whereas for gallons there wasn't the same requirement.

This particular era of Ultramar branding was the final one as far as the UK was concerned, lasting until the sites were rebranded in the late 80s following the network's sale to Q8. Although I liked the stripes on the pumps and canopy, I always felt limiting the golden eagle only on the pole sign in this era was a bit of a shame — it was such a powerful symbol. Although Ultramar Golden Eagle's registered office address was Morgan House, 1 Angel Court, next to the Bank of England, I've put their correspondence address of Pembroke House, 40 City Road, just a few streets away towards Old Street station, as the 'location' for the image.

EDIT: I forgot to add that for many garages the voluntary metrication (via converting the pump) was also a way for pumps with price displays to, at a stroke, reduce the price figures shown by 1/4.54 — as petrol prices rose through the 70s it wasn't uncommon to see "X2" or similar added to pumps to deal with the maximum cost the pump dials could display, being exceeded. The conversion to litres meant this could be (temporarily) reset. And it's also worth noting the requirement for the price per gallon, which was still the public's mental model for petrol prices, to be displayed on a sticker and on the pole sign, to enable easier mental reckoning, even if the actual pump dispensed in litres.

The Ultramar Metrication Package

METRICATION

1. General

Most major company owned service stations will start to sell petrol in metric measure

(the litre) from the 1st September 1981 on a planned programme of conversion. The

pump maintenance contractors expect the major companies to commence earlier rather than later, i.e. September rather than November or December 1981. It is also expected that some of the major companies will be advertising the change from Imperial to Metric measure extensively to acquaint the general public with the change.

The Price Marking (Petrol) 1980 Order which came into operation on 1st January 1981 revokes the requirements contained in the Petrol Price (Display) Order 1978, and covers the statutory requirements contained in the change.

These notes are not intended to cover all the provisions contained in the Price Marking (Petrol) Order 1980, but illustrate the signalisation that will be available from Ultramar for use on service stations to meet the Ultramar metrication proposals.

These notes also outline the assistance available to Ultramar dealers with regard to

equipment replacement and conversion .

2. The Order for Gallon Measure; all sites - pump and price displays

All sites must display on each pump the lowest cost price (inclusive of taxes and duties) and the unit of measure (gallon) for each grade which that pump dispenses and any circumstances in which a higher price is payable.

Price Display Notices (using road side price display)

A service station where the price of petrol is displayed and legible to a person in a motor vehicle on the highway -

(a) must display at the road side, the lowest cash price for 4 Star, or if 4 Star is not

available, the highest octane grade available together with any conditions relating

to the purchase at that price (e.g. cash sales only) .

(b) any conditions must be in letters not less than 80mm high .

(c) all information on the poster must be repeated on the pumps .

(d) the unit of measure (gallons) must be displayed .

(e) no other information may be given (except similar information relating to other

grades)

3. The Order for the Litre Measure - pump and price displays, all sites

All sites must display on each pump the lowest cash price (inclusive of taxes and duties) and the unit of measure ( litre) for each grade that the pump dispenses, together with the equivalent price per gallon and any circumstances in which a higher price is payable.

(A conversion chart for display upon the pump may also be used at premises selling

product in litres) .

Price Display Premises

The equivalent price per gallon means the price per litre divided by 0.22 and the result

rounded up to the nearest 1/10th of a penny, e.g. 33.1 pence per litre divided by 0.22

equals 150.45 pence per gallon but rounded up to the nearest 1/10th of a penny equals

150.5 pence per gallon.

Price Display Premises (where there is a road side display)

A station where the price of petrol is displayed and legible to a person in a motor

vehicle on the highway -

(a) must display at the road side the lowest cash price per litre for 4 Star or if 4 Star

is not available, the highest octane grade available, together with the equivalent

price per gallon and any condition relating to the purchase at that price (i.e. cash

sales only).

(b) the litre price numerals must all be the same size.

(c) any conditions must be in letters of not less than 80mm high.

(d) all information at the road side display must be repeated on the pumps.

(e) the unit of measure must be displayed (i.e. litres) and the equivalent price per

gallon must also be shown.

(f) no other information may be given (except similar information relating to other

grades).

Ultramar have an attractive sign package to enable you to comply with these requirements.

Your representative will discuss these proposals with you shortly.

Although we believe that the information given in these notes is correct it is the

dealer's responsibility to see that the order is complied with at his particular site.

Failure by the dealer to ensure compliance with the order could result in a prosecution

by the relevant authority.

4. Metric conversion - mechanical/electronic pumps

1. In this information sheet we cannot cover all the problems that may arise in the

conversion of existing pumps to metric measures.

At its very simplest those mechanical pumps (whether Monos, Duos or Blenders)

which have a Veeder Root 2002 head (either 2002 or 2002TE) can be readily

and cheaply converted because the head was designed for this purpose. Mechanical

pumps that do not have a Veeder Root 2002 head cannot be easily converted and

will almost certainly require a new head. It will be impossible to convert some

particularly old pumps.

Almost all electronic pumps can be readily converted to metric measures. In the

rare cases where pumps need replacement or alteration we will be able to offer you

assistance.

2. The following points therefore arise from this:-

(a) Metrication is voluntary and no-one has to sell in metric measures if they do

not want to, but we recommend conversion .

(b) The Price Marking (Petrol) 1980 Order is likely to remain in force for some

time but when it is revoked it is clear that for those still selling in gallons a

two tier market will exist-the large majority will sell in litres and a small

minority will sell in gallons.

Pump Conversion Programme

Ultramar's company owned network and some dealers are being converted to metric

measures during the last four months of 1981. Ultramar is very well aware of the

problems that metrication is going to cause us all and we have geared ourselves to help

you.

In addition to the comprehensive poster and pump sign programme referred to above,

we have available an attractive pump replacement package based on both mechanical

and electronic pumps specially adapted for our requirements.

Conversion Costs

The costs of converting a pump that is prepared for metrication range from £23 - £60

per pump. These charges include weights and measures inspection. Please note that these

charges fall on you the dealer. Although Ultramar may be able to assist you in this area.

Your representatives will be discussing these programmes with you-we hope you will

join with us in maximising the joint benefit in updating forecourt equipment and

displays at this opportune moment.

Partas Trans

Victory Liner Inc.

Company/Owner: 4NS Kingsway Tours, Inc.

Fleet/Bus Number: N/A

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Mitsubishi Fuso Trucks and Bus Corporation

Body Model: Mitsubishi Fuso Aero Queen

Engine Model: Mitsubishi Fuso 8DC9

Chassis Model: Mitsubishi Fuso U-MS726S

Transmission: Manual (6-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2+1×2

Seating Capacity: 60 (49 + 11 jump-seats)

Route: Various (Tourist Chartered)

Municipalities/cities passing: N/A

Type of Operation: Tourist Operation Non-Public Utility Bus (Special Trip / Tourist Class)

Area of Operation: Any point of Luzon (Region I, Region II, Region III, Region IV-A, Region IV-B, Region V, CAR)

Shot Location: In-front of Barasoain Church, Malolos City, Bulacan

Date Taken: October 10, 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 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