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This is something I’ve been wanting to do for a while. Though, sadly I admit that I never took enough of these types of photographs, but those few that I do have deserve to be edited and shared in an album of their own. So, look for more soon in what will be a little series of Alaskan Railroaders.
I had the absolute pleasure to work with the finest and most dedicated group of railroaders in all the land for six wonderful years from 2007 to 2013. It was the greatest honor of my life to lead these men and women as we worked as a team to grow service and become more efficient all while doing it safely in some of the harshest conditions to be found anywhere. And as the smiles in these photos will attest, we strove to have FUN while doing it. As in all jobs, there were bad days and frustrating times and personal conflicts that arise in any organization. But more than anywhere I have ever worked in more than two decades now, there was truly an esprit de corps on the Alaska Railroad and the pride these fine folks felt about their chose career was palpable day in and day out.
I hope these images help show you a tiny glimpse into that wonderful world that was once my family and my home. So raise a glass to the finest railroaders I’ve ever known!
With a big friendly wave is Engineer Bill Bivins at the throttle of GP40-2 3009 on the greatest little gem of a train to be found anywhere, the Hurricane Turn, the last true flag stop wilderness passenger train in the United States.
Hurricane, Alaska
Monday June 19, 2017
Color guard of Negro engineers, Ft. Belvoir(?), [Va.]
[between 1941 and 1945]
1 transparency : color.
Notes:
Title from FSA or OWI agency caption.
Transfer from U.S. Office of War Information, 1944.
Subjects:
United States--Army
African Americans--Military service
Forts & fortifications
Flags
World War, 1939-1945
Night
Soldiers
United States--Virginia--Fort Belvoir
Format: Transparencies--Color
Rights Info: No known restrictions on publication.
Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print
Part Of: Farm Security Administration - Office of War Information Collection 12002-69 (DLC) 93845501
General information about the FSA/OWI Color Photographs is available at hdl.loc.gov/loc.pnp/pp.fsac
Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/fsac.1a35468
Call Number: LC-USW36-1057
French postcard by Cinémagazine-Edition, Paris, no. 212. Photo: First National Pictures. Colleen Moore in Synthetic Sin (William A. Seiter, 1929).
American actress Colleen Moore (1899-1988) was a star of the silent screen who appeared in about 100 films beginning in 1917. During the 1920s, she put her stamp on American social history, creating in dozens of films the image of the wide-eyed, insouciant flapper with her bobbed hair and short skirts.
Colleen Moore was born Kathleen Morrison in Port Huron, Michigan in 1899 (the date which she insisted was correct in her autobiography Silent Star, was 1902). Her father was an irrigation engineer and his job was good enough to provide the family with a middle-class environment. She was educated in parochial schools and studied piano at the Detroit Conservatory. As a child, she was fascinated with films and stars such as Marguerite Clark and Mary Pickford and kept a scrapbook of those actresses. By 1917 she was on her way to becoming a star herself. Her uncle, Walter C. Howey, was the editor of the Chicago Tribune and had helped D.W. Griffith make his films The Birth of a Nation (1915) and Intolerance: Love's Struggle Throughout the Ages (1916) more presentable to the censors. Knowing of his niece's acting aspirations, Hovey asked Griffith to help her get a start in the film industry. No sooner had she arrived in Hollywood than she found herself playing in five films that year, The Savage (Rupert Julkian, 1917) being her first. Her first starring role was as Annie in Little Orphant Annie (Colin Campbell, 1918). Colleen was on her way. She also starred in a number of B-films and in Westerns opposite Tom Mix, like The Wilderness Trail (Edward LeSaint, 1919) and The Cyclone (Clifford Smith, 1920).
The film that defined Colleen Moore as which defined her as the inventor of the 'flapper' look was Flaming Youth (John Francis Dillon, 1923), in which she played Patricia Fentriss. Her Dutch bob in the film was soon copied by hairdressers across America and her air of an emancipated young woman inspired countless imitations. The year she married the first of her four husbands, Frank McCormick, production head of First National Pictures, later part of Warner Brothers. There followed such films as The Perfect Flapper (John Francis Dillon, 1924), The Desert Flower (Irving Cummings, 1925), Ella Cinders (Alfred E. Green, 1926) and Her Wild Oat (Marshall Neilan, 1927). By 1927 she was the top box-office draw in the US, making $12,500 a week. Her second husband was a New York broker, Albert F. Scott. Moore put her money into the stock market, making very shrewd investments. She took a hiatus from acting between 1929 and 1933, just as the sound film was introduced. Her four sound pictures released in 1933 and 1934 were not financial successes. Moore then retired permanently from screen acting. Her final film role was as Hester Prynne in The Scarlet Letter (Robert G. Vignola, 1934). In 1937 she married her third husband, Homer Hargrave, again a stockbroker, and ended her film career. After she retired she wrote two books on investing and she traveled widely, frequently to China. At 83, she married her fourth husband, builder Paul Maginot. In 1988, Colleen Moore died of an undisclosed ailment in Paso Robles, California. She was 88. At the time of her death, she was writing a novel, a Hollywood murder mystery centered around a Mae West type. Tragically, approximately half of Moore's films are now considered lost. Of her most celebrated film, Flaming Youth (1923), only one reel survives.
Sources: Glenn Fowler (The New York Times), Denny Jackson (IMDb), Ed Stephan (IMDb), Wikipedia and IMDb.
Reverse has no message.
Embossed across the bottom - Medway Studios Ld
43 High Str Chatham.
Dates from the late 20s/30s. The cap badge seems to belong to the Royal Engineers.
Engineer Rengo gives two thumbs up for his nice new leader on M340 south of Pokegama. Mr. Bruns was conductor.
The Royal Air Force unveiled impressive images of a unique aircraft formation to celebrate the forty years of service of the Panavia "Tornado GR4" attack jet.
From Wikipedia, the free encyclopedia
The Panavia "Tornado" is a family of twin-engine, variable-sweep wing multirole combat aircraft, jointly developed and manufactured by Italy, the United Kingdom, and West Germany. There are three primary "Tornado" variants: the "Tornado IDS" (interdictor/strike) fighter-bomber, the suppression of enemy air defences "Tornado ECR" (electronic combat/reconnaissance) and the "Tornado ADV" (air defence variant) interceptor aircraft.
The "Tornado" was developed and built by Panavia Aircraft GmbH, a tri-national consortium consisting of British Aerospace (previously British Aircraft Corporation), MBB of West Germany, and Aeritalia of Italy. It first flew on 14 August 1974 and was introduced into service in 1979–1980. Due to its multirole design, it was able to replace several different fleets of aircraft in the adopting air forces. The Royal Saudi Air Force (RSAF) became the only export operator of the "Tornado" in addition to the three original partner nations. A tri-nation training and evaluation unit operating from RAF Cottesmore, the Tri-National "Tornado" Training Establishment, maintained a level of international co-operation beyond the production stage.
The "Tornado" was operated by the Royal Air Force (RAF), Italian Air Force, and RSAF during the Gulf War of 1991, in which the "Tornado" conducted many low-altitude penetrating strike missions. The "Tornado's" of various services were also used in conflicts in the former Yugoslavia during the Bosnian War and Kosovo War, the Iraq War, Libya during the Libyan civil war, as well as smaller roles in Afghanistan, Yemen, and Syria. Including all variants, 992 aircraft were built.
Development
Origins
During the 1960s, aeronautical designers looked to variable-geometry wing designs to gain the manoeuvrability and efficient cruise of straight wings with the speed of swept wing designs. The United Kingdom had cancelled the procurement of the TSR-2 and subsequent F-111K aircraft, and was still looking for a replacement for its Avro "Vulcan" and Blackburn "Buccaneer" strike aircraft. Britain and France had initiated the AFVG (Anglo French Variable Geometry) project in 1965, but this had ended with French withdrawal in 1967. Britain continued to develop a variable-geometry aircraft similar to the proposed AFVG, and sought new partners to achieve this. West German EWR had been developing the swing-wing EWR-Fairchild-Hiller "A400 AVS (Advanced Vertical Strike) (which has a similar configuration to the "Tornado").
In 1968, West Germany, the Netherlands, Belgium, Italy and Canada formed a working group to examine replacements for the Lockheed F-104 "Starfighter", initially called the Multi Role Aircraft (MRA), later renamed as the Multi Role Combat Aircraft (MRCA). The participating nations all had ageing fleets that required replacing; but, as the requirements were so diverse, it was decided to develop a single aircraft that could perform a variety of missions that were previously undertaken by a fleet of different aircraft. Britain joined the MRCA group in 1968, represented by Air Vice-Marshal Michael Giddings, and a memorandum of agreement was drafted between Britain, West Germany, and Italy in May 1969.
By the end of 1968, the prospective purchases from the six countries amounted to 1,500 aircraft. Canada and Belgium had departed before any long-term commitments had been made to the programme; Canada had found the project politically unpalatable; there was a perception in political circles that much of the manufacturing and specifications were focused on Western Europe. France had made a favorable offer to Belgium on the Dassault "Mirage 5", which created doubt as to whether the MRCA would be worthwhile from Belgium's operational perspective.
Panavia Aircraft GmbH
On 26 March 1969, four partner nations – United Kingdom, Germany, Italy and the Netherlands, agreed to form a multinational company, Panavia Aircraft GmbH, to develop and manufacture the MRCA. The project's aim was to produce an aircraft capable of undertaking missions in the tactical strike, reconnaissance, air defence, and maritime roles; thus allowing the MRCA to replace several different aircraft then in use by the partner nations. Various concepts, including alternative fixed-wing and single-engine designs, were studied while defining the aircraft. The Netherlands pulled out of the project in 1970, citing that the aircraft was too complicated and technical for the RNLAF's preferences, which had sought a simpler aircraft with outstanding manoeuvrability. An additional blow was struck by the German requirement reduced from an initial 600 aircraft to 324 in 1972. It has been suggested that Germany deliberately placed an unrealistically high initial order to secure the company headquarters and initial test flight in Germany rather than the UK, so as to have a bigger design influence.
When the agreement was finalised, the United Kingdom and West Germany each had a 42.5% stake of the workload, with the remaining 15% going to Italy; this division of the production work was heavily influenced by international political bargaining. The front fuselage and tail assembly was assigned to BAC (now BAE Systems) in the United Kingdom; the centre fuselage to MBB (now EADS) in West Germany; and the wings to Aeritalia (now Alenia Aeronautica) in Italy. Similarly, tri-national worksharing was used for engines, general and avionic equipment. A separate multinational company, Turbo-Union, was formed in June 1970 to develop and build the RB199 engines for the aircraft, with ownership similarly split 40% Rolls-Royce, 40% MTU, and 20% FIAT.
At the conclusion of the project definition phase in May 1970, the concepts were reduced to two designs; a single seat Panavia 100 which West Germany initially preferred, and the twin-seat Panavia 200 which the RAF preferred (this would become the "Tornado"). The aircraft was briefly called the Panavia "Panther", and the project soon coalesced towards the two-seat option. In September 1971, the three governments signed an Intention to Proceed (ITP) document, at which point the aircraft was intended solely for the low-level strike mission, where it was viewed as a viable threat to Soviet defences in that role. It was at this point that Britain's Chief of the Defence Staff announced "two-thirds of the fighting front line will be composed of this single, basic aircraft type".
Prototypes and testing
The first of more than a dozen "Tornado" prototypes took flight on 14 August 1974 at Manching, Germany; the pilot, Paul Millett described his experience: "Aircraft handling was delightful... the actual flight went so smoothly that I did begin to wonder whether this was not yet another simulation". Flight testing led to the need for minor modifications. Airflow disturbances were responded to by re-profiling the engine intakes and the fuselage to minimise surging and buffeting experienced at supersonic speeds.
According to Jim Quinn, programmer of the "Tornado" development simulation software and engineer on the "Tornado" engine and engine controls, the prototype was safely capable of reaching supercruise, but the engines had severe safety issues at high altitude while trying to decelerate. The triple shaft engine, designed for maximum power at low altitude, resulted in severe vibrations while attempting to decelerate at high altitude. At high altitude and low turbine speed the compressor did not provide enough pressure to hold back the combustion pressure and would result in a violent vibration as the combustion pressure backfired into the intake. To avoid this effect the engine controls would automatically increase the minimum idle setting as altitude increased, until at very high altitudes the idle setting was so high, however, that it was close to maximum dry thrust. This resulted in one of the test aircraft being stuck in a mach 1.2 supercruise at high altitude and having to reduce speed by turning the aircraft, because the idle setting at that altitude was so high that the aircraft could not decelerate.
The British Ministry of Supply ordered Chief Engineer Ted Talbot from the Concorde development team to provide intake design assistance to the "Tornado" development team in order to overcome these issues, which they hesitantly agreed to after noting that the "Concorde" intake data had apparently already been leaked to the Soviet Union. The German engineers working on the "Tornado" intake were unable to produce a functional "Concorde" style intake despite having data from the "Concorde" team. To make the problem worse, their management team incorrectly filed a patent on the "Concorde" design, and then tried to sue the British engineers who had provided the design to them. The German lawyers realized that the British had provided the designs to the German team, and requested further information to help their engineers overcome the problems with the "Tornado" intake, but Chief Engineer Talbot refused. According to Talbot, the "Concorde" engineers had determined the issue with the "Tornado" intake was that the engine did not respond to unexpected changes in the intake position, and therefore the engine was running at the wrong setting for a given position of the intake ramps. This was because the "Concorde" had similar issues due to control pressure not being high enough to maintain proper angles of the intake ramps. Aerodynamic forces could force the intakes into the improper position, and so they should have the ability to control the engines if this occurs. The "Tornado" intake system did not allow for this. Due to the behaviour of the German management team, the British engineers declined to share this information, and so the "Tornado" was not equipped with the more advanced intake design of the "Concorde".
Testing revealed that a nose-wheel steering augmentation system, connecting with the yaw damper, was necessary to counteract the destabilising effect produced by deploying the thrust reverser during landing rollouts.
From 1967 until 1984 Soviet KGB agents were provided details on the "Tornado" by the head of the West German Messerschmitt-Bölkow-Blohm Planning department, Manfred Rotsch.
Two prototypes were lost in accidents, both of which had been primarily caused by poor piloting decisions and errors leading to two ground collision incidents; a third "Tornado" prototype was seriously damaged by an incident involving pilot-induced pitch oscillation. During the type's development, aircraft designers of the era were beginning to incorporate features such as more sophisticated stability augmentation systems and autopilots. Aircraft such as the "Tornado" and the General Dynamics F-16 "Fighting Falcon" made use of these new technologies. Failure testing of the "Tornado's" triplex analogue command and stability augmentation system (CSAS) was conducted on a series of realistic flight control rigs; the variable-sweep wings in combination with varying, and frequently very heavy, payloads complicated the clearance process.
Production
The contract for the Batch 1 aircraft was signed on 29 July 1976. The first aircraft were delivered to the RAF and German Air Force on 5 and 6 June 1979 respectively. The first Italian "Tornado" was delivered on 25 September 1981. On 29 January 1981, the Tri-National "Tornado" Training Establishment (TTTE) officially opened at RAF Cottesmore, remaining active in training pilots from all operating nations until 31 March 1999. The 500th "Tornado" to be produced was delivered to West Germany on 19 December 1987.
Export customers were sought after West Germany withdrew its objections to exporting the aircraft; Saudi Arabia was the only export customer of the "Tornado". The agreement to purchase the "Tornado" was part of the controversial Al-Yamamah arms deal between British Aerospace and the Saudi government. Oman had committed to purchasing "Tornado's" and the equipment to operate them for a total value of £250 million in the late 1980s, but cancelled the order in 1990 due to financial difficulties.
During the 1970s, Australia considered joining the MRCA programme to find a replacement for their ageing Dassault "Mirage IIIs"; ultimately the McDonnell Douglas F/A-18 "Hornet" was selected to meet the requirement. Canada similarly opted for the F/A-18 after considering the "Tornado". Japan considered the "Tornado" in the 1980s, along with the General Dynamics F-16 "Fighting Falcon" and F/A-18, before selecting the "Mitsubishi F-2", a domestically produced design based on the F-16. In the 1990s, both Taiwan and South Korea expressed interest in acquiring a small number of "Tornado ECR" aircraft. In 2001, EADS proposed a "Tornado ECR" variant with a greater electronic warfare capability for Australia.
Production came to an end in 1998; the last batch of aircraft being produced went to the Royal Saudi Air Force, who had ordered a total of 96 IDS "Tornado's". In June 2011, it was announced that the RAF's "Tornado" fleet had flown collectively over one million flying hours. Aviation author Jon Lake noted that "The Trinational Panavia Consortium produced just short of 1,000 Tornados, making it one of the most successful postwar bomber programs". In 2008, AirForces Monthly said of the "Tornado": "For more than a quarter of a century ... the most important military aircraft in Western Europe."
An engineers train heads eastbound through Ealing Broadway on 29 December 1972 with Brush type 2 no. 5632 in charge. Built at Loughborough Works, the loco entered traffic in July 1960 based at Stratford. Renumbered as 31208 in 1973, it was withdrawn in March 1990.
The Golden Gate Bridge
(Written upon completion of the Bridge in 1937
by Joseph P. Strauss, Chief Engineer, Golden Gate Bridge and Highway District )
I am the thing that men denied,
The right to be, the urge to live;
And I am that which men defied,
Yet I ask naught for what I give.
My arms are flung across the deep,
Into the clouds my towers soar,
And where the waters never sleep,
I guard the California shore.
Above the fogs of scorn and doubt,
Triumphant gleams my web of steel;
Still shall I ride the wild storms out,
And still the thrill of conquest feel.
The passing world may never know
The epic of my grim travail;
It matters not, nor friend or foe –
My place to serve and none to fail.
My being cradled in despair,
Now grown so wondrous fair and strong,
And glorified beyond compare,
Rebukes the error and the wrong.
Vast shafts of steel, wave-battered pier,
And all the splendor meant to be;
Wind-swept and free, these, year on year,
Shall chant my hymm of Victory!
Inscription on postcard translates to something like "Solemnity [near] monument to Nevelskoy" written in pre-Revolution orthograthy. Gennady Ivanovich Nevelskoy was russian admiral and explorer of Far East. (This information was provided by flickr member Hans KC)
Unveiled in 1897, the monument to Nevelskoy became the first monument in Vladivostok. The cornerstone was laid in 1891 by Cesarevich Nikolai who was to be the last imperial ruler of Russia. The townspeople had been donating since 1889 when the idea of commemorating the memory of G. Nevelskoy was first put into words. Admiral Nevelskoy (1813-1876), Russian explorer of the Far East proved that Sakhalin was an island--not a peninsula as it had been thought of before--and that the Amur was navigable in all its parts--the mouth of the Amur had been believed to be lost in quick sands. Nevelskoy also founded Nikolayevsk-on-Amur in 1850.
Simple in form and modest in embellishment, the Nevelskoy Monument began to symbolize the collective exploration exploits and pioneering spirit of sailors, soldiers, cossacks and first explorers. Designed by the navy engineer A.Antipov, the monument consists of twelve gray granite slabs topped with the globe circled along the diameter and crowned with a two-headed eagle, a symbol of Russian csars' autocracy. In the niche facing the Golden Horn Inlet stands the Nevelskoy bust perfectly executed by a renouned Russian sculptor R.Bach (1859 - 1933). Inconspicuous presence of Nevelskoy highlights the expressiveness of the whole. In the rest three niches there are the bronze plaques bearing the names of Nevelskoy's collaborators who participated in 1849 - 1853 expeditions.
The story of the Nevelskoy Monument is typical of post-revolutionary Russia: in 1923 the five-pointed star came to replace the two-headed eagle, the remains of revolutionaries were reburied in front of the monument. Since then the small public garden surrounding it has been named the Victims of the Revolution Public Garden. In 1958 two years before the centenary of Vladivostok, N.Kukel'-Krayevsky, the grandson of Nevelskoy, addressed the local government to restore the monument. By 1960 the Nevelskoy Monument had been restored.
Vladivostok literally 'ruler of the east' is a city and the administrative centre of the Far Eastern Federal District and Primorsky Krai, Russia, located around the Golden Horn Bay, not far from Russia's borders with China and North Korea. The population of the city as of 2018 was 604,901, up from 592,034 recorded in the 2010 Russian census. Harbin in China is about 515 kilometres (320 mi) away, while Sapporo in Japan is about 775 kilometres (482 mi) east across the Sea of Japan. The city is the home port of the Russian Pacific Fleet and is the largest Russian port on the Pacific coast.
The Kampf Ingenieur Panzer-2 is a combat engineering vehicle built by Konigsblau Systems and derived from the SPZ-50 Samurai IFV Hull. The vehicle features a powerful excavator bucket, as well as internal and external stowage for tools. It carries 6 combat engineers, along with a driver and gunner who may also be used for extra hands if needed. The Kipz-2 are usually held in battalion engineer sections, or the brigade engineer battalion, in typical operations, the vehicles are often attached one per company from the battalion engineer section.
66604 tnt 66610 with a Buxton S.B. to Crewe Bas Hall S.S.M. engineers train. This was the only working over the Northwich - Sandbach line on this particular Sunday and is seen here passing Higher Daleacre Crossing around 50 mins late. 21st October 2018.
Taken at Nihonbashihamacho, Tokyo. This image is available to buy from Getty Images
Getty Images ID #158858351
Again on the same stretch of water as my previous shot; the night time views are definitely eye-catching and with a near-constant supply of river traffic, it's a great place to go if you like doing long exposures.
Please press 'L' to view in the lightbox.
Canon EOS 60D | RAW | ISO 100 | f/9.0 | 30s | 18-135mm at 26mm | AWB | Evaluative | RF
This is a photo from my archives. I took this shot near the top of Engineer Pass. I have reworked this photo and reposted it. I had to try my new skills in Lightroom 3.3.
To me this is like being on the top of the world, it is so beautiful and so close to heaven it is a religious experience. I only wish I had a shot of my husband riding his horse and leading the pack string of mules down through this.
I hope you enjoy this shot and thanks for visiting my photostream and leaving your comments.
Susan
Coachwork by in the style of Spohn
Chassis n° 1834
Les Grandes Marques du Monde au Grand Palais 2020
Bonhams
Parijs - Paris
Frankrijk - France
February 2020
Estimated : € 500.000 - 650.000
Sold for € 517.500
Maybach is known today as Mercedes-Benz's most up-market offering, which shows the immense respect that the legendary manufacturer from Stuttgart has for its long-defunct rival. The name once belonged to a marque all its own: the creation of brilliant engineer Wilhelm Maybach, whose engines powered Germany's revolutionary Zeppelin airships. Maybach automobiles were, in the 1920s and 1930s, considered Germany's finest, being built to a superior level of fit, finish, and engineering quality than their rivals.
This extended to the company's SW38, one of its smaller models, which was powered by a 3.8-litre six-cylinder overhead-camshaft engine and was the final Maybach introduced prior to World War II. Each was capable of 100mph, a performance benchmark for the era, with great flexibility provided by one of the company's innovative five-speed gearboxes. Coachwork was most often supplied by the great German coachbuilders such as Spohn and Gläser, both firms with which Maybach enjoyed long and successful relationships.
Like other great German cars of this era, the SW38 enjoyed commercial success, selling 620 chassis, but suffered from a high rate of attrition during World War II. It is believed that fewer than 150 remain in existence worldwide, many with heavy limousine bodies that were frequently specified by the firm's conservative clientele.
The SW38 offered here was acquired in Hungary years ago by a well-known German specialist. It was found complete, including its original 3.8-litre engine, but the original Pullman Limousine coachwork was in disrepair. It was decided that the chassis would be restored by Eastern European specialists with professionally crafted bodywork of a new design, based upon period styling drawings by the respected Karrosserie Spohn of Ravensburg and constructed using traditional methods. While SW38 Special Roadsters were produced in period, few have this car's sense of balance and powerful proportions, created by subtle improvements to the original designs.
The body features a low 'V' windscreen and beautiful pontoon-style wings sweeping elegantly in a broad curve over the wheels, while the belt-line flows harmoniously from the bonnet through the doors and down over the rear deck. The deck itself is nearly flush apart from the low-mounted spare with its metal cover, reminiscent of similarly attractive designs on the Mercedes-Benz 540 K. However, the Spohn Special Roadster is even more flamboyant by virtue of its broad sweep of chrome trim along the doors, reminiscent of a trailing comet, complemented on this car by plated hubcaps and an up-swung chrome running board. The convertible hood is relatively low-slung to the body, even when raised, a feature strikingly different from many German cabriolets of this period. Most importantly the overall presentation remains crisp and as sensational today back as it was in 1937, and complete down to the fitted luggage.
Most importantly, thanks to the Maybach DS G 35 five-speed manual transmission, this is still a wonderful highway performer, able to challenge many of its more famous rivals on the Alpine passes. All Maybachs were grand and imposing, but few were truly beautiful and fewer still were downright sporting. Possessing both dash and grace, this is one of the latter: an impressive tribute to German craftsmanship and engineering from one of the greatest makes of its generation. The car is offered with a copy of an old German Fahrzeugbrief.
More than two decades ago I was in Berea watching trains when an eastbound CSX manifest freight stopped to wait on traffic ahead. The locomotive engineer invited me to come up to the cab to get some photographs. The view is looking east on the engineer's side. (Scanned from color negative film)
Expedition 46 Flight Engineer Tim Peake of ESA (European Space Agency), left, Soyuz Commander Yuri Malenchenko of the Russian Federal Space Agency (Roscosmos), center, and Flight Engineer Tim Kopra of NASA pose for a picture at the conclusion of a press conference held at the Cosmonaut Hotel, Monday, Dec. 14, 2015 in Baikonur, Kazakhstan. Launch of the Soyuz is scheduled for Dec. 15 and will send Peake, Malenchenko, and Kopra to the International Space Station for a six-month stay. Photo Credit: (NASA/Joel Kowsky)
Colas 66846 heads up the (almost) daily Hinksey to Eastleigh engineers. A handsome train.
Appleford, Oxon. 18 May 2021
Sometime bright, sometimes overcast
Engineers position a 27.5-foot-diameter cylinder for the first full-scale Shell Buckling and Knockdown Factor Project test held at Marshall Space Flight Center in March 2011. From Dec. 9-13, engineers are conducting a second test, crushing a similar cylinder until it buckles and gathering data to develop new design standards for lighter rocket tanks. The test cylinder, built at the Marshall Center from panels used for external tanks in the space shuttle program, is speckled with markers used by a digital image correlation system. Cameras positioned around the tank monitor the movement of the dots during testing.
Image credit: NASA/MSFC
Read more:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/f...
More about SLS:
www.nasa.gov/exploration/systems/sls/index.html
More SLS Photos:
www.nasa.gov/exploration/systems/sls/multimedia/gallery/S...
Space Launch System Flickr photoset:
www.flickr.com/photos/28634332@N05/sets/72157627559536895/
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These official NASA photographs are being made available for publication by news organizations and/or for personal use printing by the subject(s) of the photographs. The photographs may not be used in materials, advertisements, products, or promotions that in any way suggest approval or endorsement by NASA. All Images used must be credited. For information on usage rights please visit: www.nasa.gov/audience/formedia/features/MP_Photo_Guidelin...
Cocky and arrogant, the Engineers are young and completely full of themselves even though they aren't technically supposed to use firearms. Fortunately for the Blood Wolves army, we don't rely on technicalities.
In other news, some of my favorite TV shows either ended their season or lost on of their stars so expect a Top Shot and The Office scene soon :3
Blood Wolves:
[Basic Squad]
[Grunt]
[ "Major" Payne ]
[ Hercules ]
[Spec Ops]
[Commando]
[Ranger]
[Advanced Units]
[Assassin]
[Pilot]
[Engineer]
[ General ]
[Medic]
[Demolitions]
[ "Mayhem" ]
[ "Ka-Boom" ]
There is no message on reverse. Unfortunately the photo is too grainy to make out the cap badges, though the wreath shape along with the grenade badges on the collars leads me to the Royal Engineers.
33025 stands in Robertsbridge down platform with an engineers working on the 27/03/1998. From memory I think these were ballast workings for a slip at Crowhurst.
Leadville engineer showing them what the gears are for, we all had a chance to walk through the engine.
Pilot: Mademoiselle Aurélie Flouffée
Navigator/Engineer: Hube "The Lube" McHugh
Why TwinGARC? Because:
a) There is no up or down in Space.
b) The GARC regulation 32.1.5 “In-Race Pilot/Navigator Contact” was badly drafted. It says:
“Pilot and Navigator must remain in contact at all times during the race. However, it will be accepted by the race judges if, for short periods (either 6000m or 3 Earth seconds, whichever is the lesser) during collision evasion manoeuvres, Pilot and Navigator sever contact temporarily in order to concentrate fully on the execution of any jog, jink, yaw, pitch, turn, stall or combination thereof to successfully avoid any obstruction (read asteroid) located inside the trajectory of the racing team.”
The incisive legal minds of Team TwinGARC thought, OK, hmm, “sever contact” eh? Righty-ho then. Here’s how we can pick up a few valuable milliseconds. This means we design a craft that’ll take the most direct route through any asteroid field. When we come zooming up against one of those suckers, instead banking right around it, all we do is split apart and re-clamp on the other side of the rock. So long as it all happens within 3 seconds and we are “concentrating fully” we are cool, right?
Having just crossed the Lunan Bay Viaduct, 70804 is seen heading south towards Inverkeilor with 6K20 Montrose to Millerhill.
This was only the second visit of the class to the North East - in May, sister loco 70802 worked light to Craiginches to rescue a cl 60 which had failed..
iss055e020319 (April 13, 2018) --- Flight Engineer Ricky Arnold processes of samples inside the Miniature Polymerase Chain Reaction (miniPCR) for the Genes In Space-5 experiment. The research gathered from Genes in Space-5 may be valuable in the development of procedures to maintain astronaut health and prevent an increased risk of cancer on deep space missions. The investigation also provides a deeper understanding of the human immune system, while giving student researchers a direct connection to the space program and offering hands-on educational experiences on Earth and promoting involvement in STEM fields.
Having arrived overnight with 6C01 01.05 from Eastleigh East Yard,Colas 56090 sits in the engineering possession at Basingstoke on 04/May/25 ,having old rail sections and spent ballast loaded.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The history of Focke Wulf's Fw 190 in Japan started with a rejection: in 1943 a single FW 190 A-5 had been supplied to Japan for evaluation, but at first, the type was not put into production by the Japanese. Anyway, the results of the study by Japanese engineers were incorporated in the design of the Ki-61 fighter. This evaluation did not go unnoticed, since the type received the Allied code-name 'Fred'.
By that time, the teething development problems of Mitubishi's J2M ‘Raiden’ (Thunderbolt) 'Jack' led to a slowdown in production. Biggest issues were the Kasei engine, an unreliable propeller pitch change mechanism and the main undercarriage members. Another drawback of the type was that its design put emphasis on performance and pilot protection rather than maneuverability. By the time the Fw 190 was tested, only fourteen J2M had been completed.
To make matters even worse, the Mitsubishi A7M 'Reppu' fighter was also behind schedule, so that replacements for the A6M 'Zero', backbone of the IJN’s air force, were overdue.
This situation left the Imperial Japanese Navy without a land-based interceptor. The first few produced J2M2 were delivered to the development units in December 1942 but further trials and improvements took almost a year, and it took until June 1944 that the ‘Raiden’ could make its combat debut, during the Battle of the Philippine Sea.
While the Raiden was to be developed further for the high-altitude interceptor role, the IJN decided in January 1944 to adopt the highly effective Fw 190 as a supplementary interceptor for medium heights - only as a stop-gap at first, but the type quickly evolved into various sub-variants, much like in Germany.
License production of the adopted Fw 190 started at Hitachi in May 1944. The original airframe was modified to cater to Japanese needs and customs, and the most obvious difference of the J10F1, how the plane was officially called, was the use of the Mitsubishi MK4R Kasei 23c radial engine instead of the original BMW 801. It was a modified version of the engine in the J2M, but simplified and made more reliable. The engine produced 1.820hp and drove a four-bladed propeller. Another distinctive feature was a small fin fillet, which compensated directional instability due to the longer forward fuselage.
By its pilots, the J10F quickly became called “hueruge” (フエルゲル), a transcription of the Fw 190's German nickname "Würger" (=Shrike).
Variants:
J10F1
The original main variant with the MK4R Kasei 23e and armed with 2× 13.2 mm Type 3 machine guns and 4× 20 mm two Type 99 Model 2 cannons, 354 aircraft produced.
While no official sub-variant was developed or designated, single machines differed considerably in equipment. This included field-modifications like reduced armament for better performance or ground-attack equipment, e .g. racks for a total of four unguided 60kg air-to-air missiles under the outer wings.
J10F1-G
In late 1945 a few J10F1 were modified for the anti-ship role and night attacks, and they received the "-G" suffix for their new land-based bomber role. These planes had a reduced gun armament, flame dampers and an IR sight, similar to the German “Spanner” device.
Most of these planes were to carry special weapons, like a single indigenous Ke-Go 110 heat-seeking guided bomb under the belly, or, alternatively, a copy of the German Bv 246 "Hagelkorn" gliding bomb, which had been delivered to Japan in 1944 for tests and adopted for production. To allow more space under the fuselage while carrying these bombs on the ground, some of these aircraft had a longer tail wheel strut fitted. Additionally, tests were made with a torpedo on the centerline hardpoint. It is uncertain if these weapons were actually used in combat, though.
J10F2
The only variant that was developed so far that it entered service, incorporating many detail modifications and improvements. These included thicker armored glass in the cabin's windshield (from 5.5 cm/2.2” to 7.6cm/3”) and extra armor plating behind the pilot's seat. The wing skinning was thickened in localized areas to allow for a further increase in dive speed. A water-methanol engine boost was added, which allowed an engine output of 2.050 hp for short periods, which boosted the top speed to 695 km/h. 52 were produced.
J10F3
High altitude project with a pressurized cabin, a larger wing span of 11.96 m (39 ft 2 in) and a turbo-supercharged MK4R-C Kasei 23c engine, with the turbo-supercharger mounted behind the cockpit (itself made wider). This doubled the altitude at which the engine could produce its rated power, from 15,750ft up to 30,185ft. The J10F3 only carried two 20mm cannons in the wing roots, but had two extra oblique-firing 20mm cannon installed aft of the cockpit for use against high flying American B-29 bombers (much like the German "Schräge Musik" installments). Two prototypes were completed in June 1945, but the turbo-supercharger proved troublesome, and no further aircraft of this type were produced.
From late 1944 on, the J10F1 was quickly thrown into service and became a nasty surprise for Allied aircraft. The modified Focke Wulf design proved to be agile, fast and much tougher than earlier Japanese fighters, coupled with a relatively heavy armament. Beyond interception duties, the J10F1 was frequently employed in close support and anti-shipping tasks, since its low level handling and ordnance load was excellent.
Its only drawback was - as with the original Fw 190 - that performance dropped at heights above 6.000m. This should not have posed a problem with the J2M, but that type's delay left the Allied high-altitude bomber attacks relatively unharmed, so that the J10F3 version was hastily developed, but failed to realize. In Germany, the similar situation resulted in the Fw 190 D-9 variant and finally in the superb Ta-152.
J10F1General characteristics:
Crew: 1
Length: 9.29 m (30 ft 6¾ in)
Wingspan:10.51 m (34 ft 5 in)
Height: 3.95 m (12 ft 12 in)
Wing area:18.30 m² (196.99 ft²)
Empty weight: 3,490 kg (7,694 lb)
Max. take-off weight: 4,840 kg (10,670 lb)
Performance:
Maximum speed: 656 km/h (408 mph) at 19,420 ft (5,920 m)
Rate of climb:17 m/s (3,300 ft/min)
Range: 800 km (500 mi)
Service ceiling: 12,000 m (39,370 ft)
Engine: 1 Mitsubishi MK4R Kasei 23e radial engine with 1.820hp
Armament:
2 × 13.2 mm Type 3 machine guns, 300 rpg, in the nose
4 × 20 mm two Type 99 Model 2 cannons, 200 rpg, two in the wing roots, two outside of the landing gear.
Three hardpoints, one under the fuselage (max. 500 kg/1.102 lb) and one under each wing for 250 kg/550 lb each for bombs or fuel tanks. Total external ordnance load of 1.000kg (2.205 lb).
The kit and its assembly
The 'Japanese Fw 190' is a popular what-if topic, so I wanted to add my interpretation to the plethora of whifs and replicas of the real test machine. Actually, a clean Fw 190 looks pretty Japanese with its radial engine and sleek lines. When I recently came across a similar build at britmodelers.com, I thought that painting a Fw 190 green/grey and putting some Hinomarus on is logical and simple, but there's more in the subject than just cosmetics. I wanted a bit more... And while the concept remained simple, I had enough ideas and spare parts for a twin combo! In the end, the J10F was built as a pure interceptor and as a 'special purpose' night strike aircraft.
Basically, my limiting design idea for the J10F's design was the idea that Japan would not have received the Fw 190’s original BMW 801 radial engine, so that an alternative powerplant had to be fitted. I had hoped that this would have set the 'new' plane outwardly a bit apart from its German ancestor, and also make you look twice because the result would not be a 1:1 "Japanized" Fw 190 A/F. I tried, but I suppose that the effect is not as 'powerful' as intended – but judge for yourself?
The basic kits for both conversions come from Hobby Boss. It is a simple and clean kit, but with very good fit and engraved details. In an attempt to change the plane's look a little, I tried to transplant other engines - radials, too. Donation parts for both kits come from an Italeri Ju 188, which features two pairs of engines. The radials I used are actually BMW 801’s, too, but they lack the typical cooling fan and the cowlings are 3-4mm longer because they'd carry the engine mountings on the Ju 188's wings. Actually, the fuselage is minimal longer now, maybe 4-5mm, but the shape is still very close to the original Fw 190, so I think that this mod hardly is recognizable at all?
The change was a bit tricky, due to the massive fuselage of the Hobby Boss kit, but it worked. The new cowlings received new cooling louvres and exhaust pipes. New, four-bladed propellers were added, scratch-built from leftover Mosquito NF.30 propellers from the Airfix kit and drop tank front halves.
Otherwise, though, not much was changed, the two kits just differ in equipment details and received Matchbox pilot figures in order to cover up the bleak and very deep cockpit.
The interceptor:
As an interceptor I left the plane clean, without external ordnance. I wanted to emphasize its elegant look, which makes it look like a Ki-43 on casual glance, or even an A6M. The plane carries the normal gun armament (from a Fw 190 A-8), this is supposed to be the original/standard J10F mentioned above.
The night attacker:
The J10F1-G variant saw more modifications, including a new exhaust system with flame dampers built from scratch. Other special equipment comprises an IR sight in front of the canopy, flare protectors, the fuselage hardpoint and the scratch-built Ke-Go 110 bomb. In order to cover the deleted gun access panels under the wings, I added streamlined bomb shackles for two Japanese 60kg bombs each, donated from a Matchbox Ju 87 kit.
About the Ke-Go bomb
This bomb, which looks like a penguin, is a fantasy derivate of a real Japanese development series until summer 1945. In a nutshell, the Ke-Go bomb actually was one of the first “fire and forget” weapons I have heard of. With the guidance of a bolometer seeker and a self-correcting steering mechanism, the bomb would (only) be useable against strong and clear heat sources – a ship’s kettle at night, when surrounding heat level was low, would qualify, and the bomb would be guided by deviation and correction from that heat source - if it locked on correctly, though! My Ke-Go 110 is a smaller version of the original Ke-Go bombs, suitable for lighter planes.
Painting
Being an IJN plane, paint scheme choices for the J10F were rather limited - and since it is a whif plane I stuck to my policy that I rather use a simple/subtle paint scheme.
The interceptor:
For the clean and rather conservative interceptor I settled for a simple IJN Green/Gray livery (N. 2 ‘Aomidori-iro’, a bluish, very dark green and N.10 ‘Hairyokushoku’, respectively), with Testors 2116 and 2117 as basic tones. Yellow wing leading edges were added, cut from an aftermarket decal sheet. As a design twist I painted the engine cowling black, A6M-style. The propeller spinner was painted in red brown (typical Japanese WWII primer color), with an orange tip, matching the arrow symbol decal on the tail fin. The propeller blades were painted with Testor’s ‘Rubber’, #1183.
A slightly worn look was achieved through a light wash with black ink and some dry painting with paler shades of Green (Humbrol 91 and 185) and Aluminum, plus light exhaust marks and gun smoke residues with flat black. Some bare metal spots were added, which also highlight some details and add to the worn look.
All decals for the green fighter come from a Hobby Boss A6M, only the arrows come from the Hobby Boss He 162. Finally, everything was sealed under a semi-matte varnish, for a light shine to the surface – typical IJN machines appear to be rather shiny?
The night attacker:
This variant received a more fantastic and stealthy paint scheme - I wanted to set the plane apart from the clean and shiny interceptor: a grunty, desperate strike aircraft against overwhelming sea forces.
AFAIK, there had not been specific nocturnal cammo schemes at the IJNAS, except for all-green aircraft? A bit boring, I thought, esp. with a typical green/gray sister plane.
So I made up a personal variant: In a first step, upper surfaces were painted in a brownish-grey basic tone, AFAIK called ‘Ameiro’ – it is the color which was used on early Zeroes which were based on carriers, and the tone faded quickly to a light gray. This color is very similar to RAL 7014 ‘Fenstergrau’ and reminds of B.S. ‘Hemp’. I improvised it with a mix of Humbrol 141 (60%), 83 (35%) and a bit of 155 (5%). On top of that a dense array of dark green blotches (Humbrol 185, Chrome Green, at first, and later also with Humbrol 116 for more contrast) was applied, breaking up the plane’s lines and covering the light gray tone almost completely.
Undersides originally sported ‘Ameiro’, too, but they were painted as if they had been covered with a very dark gray tone in the field (Humbrol 67), even leaving out the hinomarus and flaking off everywhere. The black engine cowling was retained.
Hinomaru and squadron emblems come from the same Mitsubishi A6M from Hobby Boss as mentioned above, featuring even less markings. As a side note: I have never seen Hinomaru with a black(!) rim before? I am not certain if this is correct or an authentic modification - it matches the night fighter role perfectly, though. This time I chose a matte varnish, except for the cowling which received some streaks with more shiny semi-matte varnish.
In both cases, cockpit interior surfaces and landing gear wells were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue lacquer on top.
All in all, these pair of rather simple model kit was built in a couple of days, taking the pictures and waiting for good light took almost the same time! I am not 100% happy, because the engine mod is not as obvious as I expected, even though the four-bladed prop and the slightly elongated fuselage give the J10F a menacing and fast look, like a “Baby Tempest”.
70802+70805+70809 take the Westbury Down T.C. M to Bescot Up Engineers Sidings through Leamington Spa
Between 2018 and 2022 relief lifeboat RNLB MARINE ENGINEER served on the Douglas station following the withdrawal of the RNLB SIR WILLIAM HILLARY. She is seen here alongside the visitor pontoon at Battery Pier, Douglas whilst maintenance work is undertaken on the boathouse and slipway.
The station is currently served by RNLB RUBY CLERY the former Ramsey Lifeboat.
Click here for more photographs of the RNLI Douglas Station the birthplace of what became the Royal National Lifeboat Institution: www.jhluxton.com/Shipping/RNLI-Lifeboats-Stations/RNLI-Do...
Douglas Lifeboat Station is located at Battery Pier, Douglas Head, in the City of Douglas, capital of the Isle of Man.
Douglas and the Isle of Man holds a special place in the history of the Royal National Lifeboat Institution (RNLI), previously the Royal National Institution for the Preservation of Life from Shipwreck (RNIPLS), as this was the home of its founder, Sir William Hillary, 1st Baronet, 1771–1847.
The first Douglas lifeboat was funded by the Duke of Atholl, Governor of the Isle of Man, and arrived in 1802. A lifeboat station operated by the RNIPLS was opened in 1825. The station was re-established by the RNLI in 1868.
The station currently operates one of the last two Mersey-class lifeboats still in active service, 12-22 Ruby Clery (ON 1181), on station since 2022.
In 1802, a lifeboat was provided to Douglas by the John Murray, 4th Duke of Atholl, Governor of the Isle of Man. She was an 8-oared 25-foot-long boat costing £130, named Atholl, and was one of 31 lifeboats built by Henry Greathead. There are no records of any service by the boat. The boat was kept out in the open on the beach and was washed away and wrecked in a storm of December 1814.
On 6 October 1822, the Royal Naval Ship Vigilant was wrecked on the Conister Rock (later the location of the Tower of Refuge), and it was only due to the daring actions of Sir William Hillary, Bt. and a group of volunteers, using local boats, that 97 men were rescued.
Having witnessed many wrecks and loss of life whilst living in Douglas, and now inspired by the events of 1822, Hillary published his Appeal to the Nation in 1823. He gained the support of his philanthropic friends in London Society.
A public meeting was held at the City of London Tavern, Bishopgate on 4 March 1824, with attendees including the archbishop of Canterbury, various MPs, and high-profile public figures such as William Wilberforce and sea rescue expert Capt. George William Manby FRS. It was resolved to form the National Institution for the Preservation of Life from Shipwreck.
The Institution was granted royal patronage by King George IV on 20 March 1824, thus becoming the Royal National Institution for the Preservation of Life from Shipwreck. Prime Minister Robert Jenkinson was made president, with Archbishop of Canterbury, Dr Charles Manners-Sutton becoming vice-president. Hillary was awarded an honorary Gold Medal as founder.
In August 1824, Hillary requested of the Institution, that a new lifeboat station be established at Douglas. The request was approved, and an order for a boat, the first lifeboat ordered by the Institution, was placed with William Plenty of Newbury, previously the winner of a lifeboat-design competition. He provided a 20-foot lifeboat, named Nestor, which arrived in Douglas in early October 1825.
However, also following the events of October 1822, a group of marine insurance companies including Lloyd's of London had already agreed in April 1824 to fund a new lifeboat for Douglas. She was a 29-foot North Country type, built by Wake of Sunderland, and cost £112. She arrived in Douglas in November 1824, 11 months before the Institution boat, and was named True Blue.
It may be that Nestor suffered a very short career. On her first and only recorded service, to the vessel City of Glasgow in trouble in Douglas Bay, Nestor was driven onto the rocks on her return trip and badly damaged, although the 15 people rescued from the ship and the lifeboat crew made it safely ashore.
There are conflicting reports of exactly which lifeboats were in service at Douglas after this time. Certainly, the True Blue remained in service for many years until 1851, with many heroic and medal-winning services performed. Hillary requested that new stations be set up in Peel (1828) and Ramsey (1829), and a new boat for Peel was ordered from Taylor of Blackwall. Another boat was ordered locally, a 29-foot 10-oared Palmer-type boat, from boat builder Robert Oates of Douglas. Whilst one report shows that this boat was being built for Ramsey, another report indicates that Ramsey's boat was actually built by Harton of London and transported to Ramsey aboard HM Cutter Industry, arriving on 20 February 1829.
A Glasgow boat, Eclipse, ran aground in Douglas Bay in January 1830. Hillary, along with lifeboat coxswain Isaac Vondy and crew, took the unfinished boat from Robert Oates's yard and launched to her aid. In extreme circumstances, with the lifeboat still missing air-cases, causing her to carry excess water from the pounding waves, everyone was safely recovered. Hillary received his second Gold Medal for gallantry.
In 1833, RNLI records show two Douglas lifeboats in service. One was the True Blue, but it is unclear as to the identity of the second boat – maybe the unnamed boat from Robert Oates, or possibly the Nestor, which may have been repaired. By 1843, just True Blue was reported to be in service at Douglas.
A period of decline followed the death of Hillary in 1847, the driving force behind the Institution on the island. A report of 1851 records the True Blue as unserviceable. The Institution decided to commission a 24-foot Peake-class lifeboat from Wallis of Blackwall, to be named Sir William Hillary, Bt., and by May 1853, it was reported as ready. But no records show any service by this boat, or indeed that it was ever delivered to Douglas.
In 1866, the RNLI resolved to form a new lifeboat station at Douglas. A new boathouse was built on Harris promenade, at the corner of Church Road, and a 32-foot self-righting lifeboat was commissioned with Forrestt of Limehouse, London, costing £246.
£325 was received from the Manchester and Salford Sunday School Fund, which covered the cost of the boat, plus all kit and equipment, and the launching carriage. On 6 February 1868, the boat was transported by rail to Manchester, and paraded through the streets to Peel Park, Salford, where she was greeted by about 10,000 Sunday-school children and parents and was named Manchester and Salford Sunday School.
In 1872, William Curphey took over as coxswain. However, when a launch in September 1873 failed to rescue 3 men from drowning, he resigned, citing that the boathouse was in the wrong location, which had caused unnecessary delays in launching.
The RNLI subsequently decided to place a second boat at the harbour, to be kept afloat at its moorings, and creating a No. 2 station. This boat arrived in 1874, and was named John Turner-Turner in the memory of the late husband of Mrs Turner-Turner of Ringwood, Hampshire, who had provided the funds for the boat.
The No. 1 station effectively closed when the boat house on Harris promenade was sold to Douglas Corporation in 1892, although the No. 1 boat Thomas Rose (ON 191) was still in service, and kept under a tarpaulin at the quay. A severe storm of December 1895 caused the No. 2 boat, by then Civil Service No. 6 (ON 273), to break her moorings, and she was wrecked on the rocks. She was withdrawn from service, and No. 2 station closed.
In 1896, following a meeting between the RNLI and Douglas Harbour Commissioners, a new boat house on the Battery Quay was commissioned, along with a slipway. A replacement boat was also ordered, another 42-foot 12-oared self-righting boat, built by Rutherford's of Birkenhead. Costing £618, she was also named Civil Service No.6 (ON 384), arriving in Douglas on 5 June 1896. The entire cost was met by the Civil Service Fund. Thomas Rose was withdrawn from service.
In 1920, the RNLI announced that a new motor-powered lifeboat would be provided for Douglas. A new lifeboat house and slipway was constructed, mounted on piles built in the harbour in front of the existing boathouse, and costing £10,000. The lifeboat was a 45ft Watson-class, built by S. E. Saunders, costing £8,456. Arriving in Douglas in November 1924 and funded by the Manchester and Salford branch of the RNLI, she was sailed over to Trafford Wharf on the Manchester Ship Canal in June 1925, for a naming ceremony attended by over 25,000 people. She was duly named Manchester and Salford (ON 689) by Lady Fry, wife of the Lieutenant governor of the Isle of Man.
Present day: In March 2024, the 1920s boathouse is still in use, awaiting a decision on a replacement boathouse and lifeboat. All-weather Mersey-class lifeboat 12-22 Ruby Clery (ON 1181) is on service, having been transferred from her previous homes at Peel and Ramsey.