FitOut photos on Flickr

A6-EUB 2 Airbus A380-861 Emirates Airline MAN 11OCT24 by Ken Fielding

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First flown in Feb-16 with the Airbus test registration F-WWSZ, the aircraft was ferried to the Airbus factory at Hamburg-Finkenwerder for interior fitout and painting. It was delivered to Emirates Airline as A6-EUB in Jun-16. Current.

Note: On the 30-Mar-17, the aircraft was slightly damaged at Singapore when it 'made contact' with Scoot Boeing 787-9 9V-OJA. It ferried back to Dubai on 05-Apr-17 after initial repairs and returned to service on 14-Apr-17. The Scoot Boeing 787 suffered moderate wing damage and it was five weeks before it was able to return to service.

Panorama of Roma Street Railway Station, c.1910 by Queensland State Archives

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This image has been digitised from Queensland State Archives, Series ID S2149: Railway Glass Plate Negatives - Queensland Rail Heritage Collection. It is one of the images depicting the many stations, bridges and tracks that people and goods travelled from, on and through all over the Queensland Rail network.

www.archivessearch.qld.gov.au/items/ITM3579459

Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).

Features of Roma Street Railway Station of state-level cultural heritage significance are:

Station building (1875)

Platform (1875)

Country Station platform and awning (1939)

Views

The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).

A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.

The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.

In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.

The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.

The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.

The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).

The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:

The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.

The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.

Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.

The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).

Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.

Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.

The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.

Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.

Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.

The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.

Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.

On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.

Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.

Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.

The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.

In 2020 the building is vacant, pending further repairs.

apps.des.qld.gov.au/heritage-register/detail/?id=601208

308 Exhibition Street Melbourne by Rodney Topor

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I really like these connected twin towers. The exterior is complete compared to a year ago, but I was told the interior fitout could take another year.

Directhaul by Stedwill Imaging

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The last 2 units in an order of 8 new C509s for Directhaul are seen at Kulgera, while en-route to Darwin for final fitout. These will most likely be plying the Tanami goat track in the near future, supplying fuel to The Granites Gold Mine.

A6-EOC 3 Airbus A380-861 Emirates Airline MAN 09SEP24 by Ken Fielding

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First flown Jun-14 with the Airbus test registration F-WWSJ. The aircraft was ferried to the Airbus factory airfield at Hamburg-Finkenwerder for interior fitout and painting.

It was delivered to Emirates Airline as A6-EOC in Nov-14. The aircraft was withdrawn from service and stored at Dubai-World Central in Jul-20 due to the COVID-19 Pandemic. It was moved back to Dubai-International in May-21 for further storage and returned to service on 01-Sep-21. Current, updated 09-Sep-24.

9M-MNE Airbus A380-841 Malaysia Airlines LHR 23APR17 by Ken Fielding

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First flown with the Airbus test registration F-WWAV in Sep-12. After interior fitout and painting at Airbus Hamburg-Finkenwerder the aircraft was delivered to Malaysia Airlines as 9M-MNE in Feb-13. Current (May-17).

A-10 Fitout by David

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Part of my display from Brickvention 2013 tho not my photo! Thanks to those who had functioning cameras.

Jayda Restaurant by Andrew A. Shenouda

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Jayda Restaurant - Sofitel Hotel

Interior Design: El Ghoneimi International

Fitout: SCAS Egypt

Black Ops Varient by MFZeroRA

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weapons fitout and addition picture on my photostream

ZE701 British Aerospace BAe 146-100 (CC.2 Statesman) Queens Flight - Royal Air Force MAN 26JUL02 by Ken Fielding

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Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 11-Dec-24.

First flown in Apr-85, this aircraft was delivered to the Queen's Flight of the UK Royal Air Force as ZE701 in Jul-86 after a full VIP interior fitout.

It was returned to British Aerospace as G-5-029 in early Feb-98 for some modifications and returned to the RAF Queen's Flight as ZE701 at the end of the month.

At the end of Mar-99 it returned to British Aerospace, again as G-5-029, for additional mods and was back with the RAF as ZE701 later in Apr-99.

The aircraft was withdrawn from service and parked at RAF Northolt on 13-Jan-22 and ferried to Duxford on 24-Jan-22 for preservation in the Imperial War Museum collection.

It was registered to Aircraft Maintenance Services, Duxford as G-CMEU on 27-Jan-22 and is preserved on display at Duxford.

A6-EES 7 Airbus A380-861 Emirates Airline MAN 12JUL17 by Ken Fielding

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Having just had the 'FA Cup' special livery removed, the 'Dubai World City 2020' logo hasn't yet been replaced.

First flown in Jul-13 with the Airbus test registration F-WWAD, this aircraft was ferried to the Airbus Factory airfield at Hamburg-Finkenwerder for cabin fitout and painting. it was delivered to Emirates Airline as A6-EES in Dec-13.

The aircraft was withdrawn from service in Mar-20 and stored at Dubai-World Central due to the COVID-19 Pandemic. It was moved back to Dubai-International in Oct-21 and returned to service in late Nov-21 after repainting in the 'DUBAI EXPO' special livery. Current, updated 05-Jan-22.

A6-EDA Airbus A380-861 Emirates Airline (England - Rugby World Cup 2015) FRA 24MAY15 by Ken Fielding

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With Additional 'England - Rugby World Cup 2015' titles and graphics.

With a little heat shimmer...

First flown in Sep-07 with the Airbus test registration F-WWSH, this aircraft was ferried to the Airbus airfield at Hamburg-Finkenwerder for painting and interior fitout. It was re-registered D-AXAA (Airbus Germany) in Mar-08 and was delivered to Emirates Airline as A6-EDA in Jul-08. Initially stored at Dubai (DWC) in Mar-20 due to the COVID-19 Pandemic, it returned to Dubai (DXB) in Apr-20. After storage the aircraft returned to Dubai World Central (DWC) for long term storage in Jun-20. It may be one of the original aircraft which will be used as a spares source. Stored, updated Mar-21.

B-1097 Airbus A33-343E Hainan Airlines MAN 10AUG24 by Ken Fielding

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First flown in Mar-18 with the Airbus test registration F-WWYH. This aircraft was ferried to Tianjin, China a few days later for interior fitout and painting.

It was re-registered with the Airbus Tianjin test registration B-005C in Apr-18.

The aircraft was delivered to Hainan Airlines as B-1097 in Dec-18. Current.

A7-APB Airbus A380-861 Qatar Airways LHR 22APR17 by Ken Fielding

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Replacing an earlier photo from Apr-15 with a better version Apr-17.

First flown with the Airbus test registration F-WWAJ in Nov-13. Interior fitout and painting at Airbus Hamburg-Finkenwerder was completed in Jun-14 and the aircraft was stored at Finkenwerder until it was delivered to Qatar Airways as A7-APB in Nov-14. Current (May-17).

melbourne-2339-ps-w by Peter Williams

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adiscovery101022_rb by Rod Burdick

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Sailing again after early Fall fitout, Canadian vessel Algoma Discovery

The Dixson & Sons Building (Fortitude Valley, Queensland) by Buddy Patrick

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Fortitude Valley was named for the ship Fortitude that was leased by J.D. Lang to bring hard-working Protestants to the new colony. From 1849 the immigrants established farms and dairies in the area just outside the environs of the old penal settlement. Development continued as more settlers arrived and the population grew. By the 1880s a booming local economy led to close residential development which was further encouraged by the extension of the train line from Brisbane Town proper. From the 1890s major department stores, such as T.C Beirne, McWhirter’s, and Overells built substantial stores in the Valley and these were joined by major manufacturing businesses.

In 1890, when Dixson and Sons built this factory, it became the second tobacco manufacturer on this side of Brunswick St, joining a hotel, grocers, boot manufacturers and the Oddfellows’ Hall, Reading Room and Free Library. Cameron Bros. & Co. tobacco manufacturers built their warehouse in the next block on the corner of Martin and Brunswick Streets in the same year.

In 1889 Robert Dixson of Melbourne purchased 32 perches on the corner of Ivory and Brunswick Streets. Within days a new title was issued to Dixson and Sons Ltd. The Dixson family had a well-established tobacco manufacturing and importation firm in Sydney and Robert Dixson was Minister for Education in the South Australia.

In April 1890 the Dixson and Sons Ltd factory on the corner of Brunswick and Ivory Streets was reported as being amongst the many fine buildings recently erected in Brisbane. The four storey building was constructed of ornamentally treated brick work with the dressings picked out in red and white brick. The tobacco factory fitout included hydrants all over the factory and ventilation “as far as the manufacturing of tobacco will allow”. The basement contained sixteen pressing machines, drying cupboards, and a sweating room. The building was designed by notable Queensland architectural firm John Hall and Son. John Hall and Son, and later Hall and Dods (FR Hall & RS Dods) are responsible for some of the finest buildings in Brisbane. In 1890, as well as Dixson’s Building, John Hall and Son designed Burke’s Hotel in South Brisbane, the Town Hall also at South Brisbane, Toombul Shire Hall and a number of villas in the suburbs. At this time, Francis Richard Hall was principal of the firm and, although “not regarded as a distinguished designer,” was a “capable manager” and attracted talented, skilled assistants to the firm.

Dixson and Sons was reported to be “the oldest established and largest tobacco manufacturers in Australia” and that their popular brands are made with imported American leaf tobacco, but manufactured in Australia, thereby being equal to imported brands, but providing employment for labour in Queensland. By 1896 the Dixson Factory was claimed to be improving the locally grown tobacco by insisting that local producers take every care to ensure that their product is equal to imported leaf.

In 1902 all of the businesses of Dixson and Sons. Ltd, and Robert Dixson and Co. tobacco manufacturers were amalgamated. They traded as Dixson Tobacco Company Limited with offices in Sydney, Melbourne, Brisbane, Adelaide and Fremantle. By this time, the Brisbane company had moved out of their building in Brunswick Street and relocated their operations to 173 Elizabeth Street. The building stood empty and was purchased by William Shaw, the Managing Director of British Australasian Tobacco Company, Limited, Sydney in 1905.

In May 1906, the Brisbane Institute of Social Service leased the building for an initial term of five years. The Brisbane Institute of Social Service was inaugurated in 1907 by Rev. L. L. Wirt, the head of the Wharf Street Congregational Church to provide a venue for young people to spent time that would encourage physical and intellectual improvement. The objects of the Institute were reported as “the Formation, not reformation; humanitarian, not sectarian; To give a right start in life with the children of the poor up to school age. To provide an ennobling social and educational centre for working boys and girls. To institute and maintain a place of wholesome amusement and clean recreation as a counter to the influence of the street.” The work of this benevolent organisation was, Rev. Wirth asserted, founded in the “faith in God” and the generosity of the City of Brisbane and its people who earnestly “believed in the brotherhood of man".

Approval was given by the owners of the Dixson Factory in October 1906 for “radical alterations to the fabric of the building” to make it better suited to the work of the institute and the “needs of the industrial classes”. L.G. Corrie was the honorary architect who transformed the building from a tobacco factory to a place of space and light. The ground floor was opened up as a main hall containing the gymnasium which was founded by the sons of a Mr. Campbell and named in his honour. On the first floor were a kindergarten and a crèche to care for the children and babies of “hard-working women." This was Brisbane’s first nursery-kindergarten. A Young Men’s Club and the Wilson clubrooms for Girls occupied the second floor. These facilities were ‘crowned’ by “the roof garden, light and airy”. Harry Doggett was the builder who supervised the construction work. The chimney associated with the Dixson Tobacco Factory was removed in this conversion.

The work of the Brisbane Institute of Social Service flourished in this building and it was formally purchased by the Institute in 1912. Unfortunately, as reported by Mr. J. R. Taylor (president) in 1932, the “upkeep of these premises … [was] found to be greater than could be maintained by the revenue available”. By 1917 the Brisbane Institute of Social Service Buildings were occupied by a broom manufacturer and motor garage on the ground floor, shop fitters and signwriters on the second, with the top floor occupied by the caretaker. That year the former Dixson Factory was transferred to Taylor and Colledge Limited.

Taylor and Colledge were a drug manufacturing company which also sold medical instruments and personal grooming and hygiene accessories. It became Taylors and Elliotts in 1926 and merged with the Australian Drug Co. Pty. Ltd to become Taylors, Elliotts and Australian Drug Co. Pty. Ltd. in 1932. Like Dixsons Tobacco Factory, Taylors and Elliotts proudly proclaimed that “the large number of drugs and pharmaceutical preparations distributed by the .. company are manufactured solely in Australia” whereas previously many medicines were imported. In 1931 the company produced “Addis toothbrushes, Busistos’ eucalyptus oil, Clements’ tonic, hypol emulsion, kotex, Kruse’s magnesia, cherro malto, pino mentho pastilles, Abe’s volatile rub, exhepos (a palatable concentrated extract of mammalian liver for pernicious anaemia), and lubarol (the new palatable laxative emulsion, which is recognised as one of the latest discoveries in modern science).” At the Ipswich Show that year, Taylors and Elliotts also displayed “Queen” perfumes and toilet articles, which were manufactured in Queensland. In 1933 the company opened a new veterinary department in Edward Street featuring veterinary instruments and remedies. By that time the company’s land holding and operations had almost doubled to its current size, bounded by Brunswick, Ivory and McLachlan Streets.

World War Two created a large demand for drugs. By 1941, although the Commonwealth had “bought large quantities early in the war”, drugs obtained from herbs imported from China and France were in short supply. The proposed solution was for “patriotic home gardeners to grow their own plots of medicinal herbs”. Gardeners here could follow the lead of “thousands of members of gardening clubs in the United States” who were growing important herbs for atropine and hyoseyamine, heart ailments and a variety of ointments. Brisbane drug manufacturers were prepared to purchase herbs from backyard growers only if they were grown under proper conditions with special seed. Mr L.A. Poole, the director of Taylors Elliotts and Australian Drug Pty Ltd said the government would have to supervise herb growers and the farmers would need to be encouraged to take up large-scale production. In 1941 Taylors, Elliotts and Australian Drug Pty Ltd manufacturing chemists had two stores in Brisbane (in Charlotte St & Brunswick St), as well as a bulk store in Montague Road West End. They also has offices in Quay Street Rockhampton, and Sturt St, Townsville. In 1942 Taylors and Elliotts Brisbane was providing advice as to whether native quinine samples could be used as substitutes for medicinal quinine.

In 1954 it was announced that, “in the interests of greater co-ordination of the wholesale druggists, importing chemists and merchants throughout the Commonwealth,” Taylors and Elliotts firm was to be changed to Drug Houses of Australia Ltd, known as D.H.A. (Queensland) Pty Ltd.

In 1960 the land was transferred to South Queensland Mines (Pty) Ltd and a Deed of Grant issued with specific reservations excluding mining, petroleum extraction and quarrying on the site. The following year on 4 December 1961 the land was transferred to the State. Since that time, the State of Queensland, represented by various government departments, have controlled to site.

Source: Brisbane City Council Heritage Register.

Charlestown fitout by Fergus Wheatley

UP-A3001 2 Airbus ACJ330-243 Kazakhstan Government (English titles) MAN 12JUN13 by Ken Fielding

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Kazakhstan Government VIP. Left side, English titles. Arriving for a little additional painting at Air Livery.

First flown as F-WWYH in all white livery in Sep-07, this aircraft was delivered to Midroc Aviation as 3B-TSL (Seychelles) in Nov-07 and stored at Toulouse.

It was ferried to Hamburg in Jul-08 for interior VIP fitout by Lufthansa Technik. The aircraft was delivered to the Government of Kazakhstan in Mar-10 as UP-A3001 and is operated by Berkut State Air.

It hasn't done a lot of flying and as far as I'm aware the aircraft has been in storage since mid 2019. Updated 12-Jun-06.

Stairwell by monkeyc.net

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I can’t say where it is. But it is a stairwell

Sea Cloud II - Aberdeen Harbour Scotland - 1st August 2019. by DanoAberdeen

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First time I have captured this beauty at Aberdeen Harbour Scotland, another fine addition to my archives, she was a mighty fine sight indeed.

The Sea Cloud II is a large barque built as a cruise ship, and operated by Sea Cloud Cruises GmbH of Hamburg, Germany. A luxury vessel, she sails under the Maltese flag. The Roman suffix II indicates that she is the company's second ship. She is neither a sister to, nor the successor of, the Sea Cloud (ex Hussar II), but a separate vessel.

Concept and construction

Due to the success of the operator's first ship, Sea Cloud, but also for economic reasons, the operator decided to put another sailing ship into service.

Unlike the Sea Cloud, the Sea Cloud II is a newbuilding. The contract for her construction was awarded to the Spanish shipbuilder Astilleros Gondán, SA. The keel laying was held there on 24 June 1998.

The rigging was planned and produced by Navicom in Wolgast. The 23 sails were made in Poland.

Sea Cloud II was launched on 18 March 1999.

However, the owner's exacting demands in relation to interior fitout caused delivery problems and personnel problems.

This led to a roughly one-year delay. The ship was eventually handed over to Sea Cloud Cruises on 29 December 2000, in a not yet completely finished state.

On 22 January 2001, the final work was completed.

The Sea Cloud II was christened on 6 February 2001 in Las Palmas, Canary Islands. The sponsor was Sabine Christiansen.

Description

Hull

The Sea Cloud II has an overall length of 105.90 m (347 ft 5 in). Her maximum beam is 16.0 m (52 ft 6 in) and her draught is described as 5.70 m (18 ft 8 in). Her hull is built of standard shipbuilding steel, and is fitted with eight watertight bulkheads.

Three of the Sea Cloud II's decks are continuous. She has a 3,849 gross tonnage (GT), and is equipped with three anchors, weighing a total of 2,280 kg (5,030 lb).

Decks

The ship has five decks. The bridge deck is used as a sun deck behind the superstructure. Below it is the main deck, which is called the lido deck. It has a bar, lounge, the Owner Suites and the library.

The promenade deck, or first sub-deck, houses the reception area, restaurant, boutique, and the junior suites. Outside the windows of the suites is a promenade; no balconies are available.

Externally, the Sea Cloud II is recognizable by the long "cutouts" in her hull.

The cabin deck is the second sub-deck. As its name suggests, it houses the cabins, but also a fitness room, sauna and a room for medical care.

On the lowest deck are cabins for the crew members, along with the kitchen and other service facilities. A freight elevator connects the decks.

There is no pool aboard the Sea Cloud II. Instead, she has a foldable platform, which facilitates sea-based watersports.

Cabins and suites

In the cabins and suites, a maximum of 96 passengers can be accommodated. The interior of the Sea Cloud II is air conditioned, and in the cabins and suites, the temperature can be regulated.

There are 27 outside cabins with portholes. By price category, the room sizes range from 12 m2 (130 sq ft) to 20 m2 (220 sq ft).

They are always equipped with two beds, and a TV, safe, shower, toilet and marble vanity tops with gold-plated taps, amongst other features. In the three interior cabins, the lowest category, there are bunk beds.

The 16 "junior suites" are 23 m2 (250 sq ft) in size, and are equipped with large windows.

They also have more luxurious furnishings and interior decorations.

The bathrooms are slightly larger than in the cabins and have a bath. The two so-called "owner suites" differ from the "junior suites" by having a room size of 27 m2 (290 sq ft), more extensive furnishings (including a four-poster bed) and a much larger bathroom with tub and separate shower.

Rigging

The Sea Cloud II is a square-rigger with fore-mast, main-mast and mizzen-mast. The top of her main-mast is 57 m (187 ft) above deck. Her 23 sails have a total area of approximately 3,000 m2 (32,000 sq ft). She is sailed traditionally by hand, as is common, for example, on sail training ships.

Machinery

The vessel's main power plants consist of two four-stroke diesel engines made by Krupp MaK Maschinenbau GmbH, each developing 1,240 kW (1,660 hp) at 900 revolutions/minute. The propeller is driven via a gear mechanism. Using this means of propulsion, the Sea Cloud II achieves a top speed of about 13 knots. Additionally, she is equipped with a bow thruster.

Three main generators developing a total of 1,653 kW (2,217 hp) generate the on-board voltage of 380/220 V AC, 50 Hz. There is also a 187 kW (251 hp) emergency generator.

Service history

Cruise regions

The Sea Cloud II sails mainly in the Mediterranean in summer and in the Caribbean in winter. Her Atlantic crossings between these two regions are also marketed as cruises.

Rating

Comfort, service and cuisine are at the highest level on the Sea Cloud II. In 2004, the Berlitz Complete Guide to Cruising & Cruise Ships therefore gave her a five star rating.

Name:Sea Cloud II

Owner:Schifffahrtsgesellschaft Sea Cloud II mbH & Co KG

Operator:Sea Cloud Cruises

Port of registry:Valletta, Malta

Builder:Astilleros Gondán, S.A. (Spain)

Yard number:405

Laid down:24 June 1998

Launched:18 March 1999

Sponsored by:Sabine Christiansen

Christened:6 February 2001

Completed:22 January 2001

Acquired:29 December 2000

Identification:

Call sign: 9HUE6

IMO number: 9171292

MMSI number: 248953000

Status:In service

General characteristics

Type:Barque, Cruise ship

Tonnage:3,849 GT

1,154 NT

Length:105.90 m (347 ft 5 in)

Beam:16.0 m (52 ft 6 in)

Draught:5.70 m (18 ft 8 in) max

Decks:5

Installed power:2,480 kW (3,330 hp)

Propulsion:

23 sails (3,000 m² area)

2 Krupp MaK 8 M 20 diesels

Sail plan:Barque

Speed:13 kn (24 km/h; 15 mph) max

Capacity:

96 passengers

379 tonnes deadweight (DWT)

Crew:63

Sydney's Queen Victoria Building (New South Wales, Australia) by Buddy Patrick

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The Queen Victoria Building was designed by City Architect George McRae as Sydney's central market, and constructed between 1893 and 1898. It was named in honour of Queen Victoria in celebration of Diamond Jubilee in 1897. The site, an entire city block, had previously been occupied by a produce market and the Central Police Court. These uses ceased in 1891 and the land was purchased by Sydney City Council. McRae submitted four proposals for the building. The Australasian Builder and Contractors' News described the designs in July 1893 as "scholarly Renaissance", "picturesque Queen Anne", "classic Gothic" and "American Romanesque". The style chosen was the latter and the foundation stone was laid in December 1893 by the Mayor, Sir William Manning. This foundation stone was a five-tonne block of granite, levered and lowered into position at the corner of George and Druitt Streets. The ceremony was the first of a series in which successive mayors laid stones and plaques to mark the progress of construction. The building was notable for its employment in the expansive barrel-form roof of engineering systems which were very advanced at the time of construction. McRae is considered by architectural historians to have been one of the leading protagonists of the new construction methods and materials which were then beginning to break down the conservatism of building techniques. In achieving the strength and space of the building McRae used steel, iron, concrete, reinforcing, machine-made bricks, glass, imported tiles, fire-proofing, riveting and hydraulics on an unprecedented scale. The huge building was finally completed and opened with great ceremony on Mayor Matthew Harris on 21 July 1898. In a lavish ceremony, Alderman Harris said that the building was intended to be more than a municipal market. With judicious management, he said "a marvellous centre of trade will be established here." (SCC)

The original concept was for an internal shopping street 611 feet long with two levels of shops on either side. In 1917 and 1935 alterations converted the interior to office space with shops to the external street frontages. (NT)

In the first few decades the QVB had the atmosphere of an oriental bazaar, and the earliest tenants conducted a mixture of commerce, crafts and skills. There were shops, studios, offices and workrooms for some two hundred traders, dealers and artisans. Housed within the upper galleries were more studious and scholarly tenancies, such as bookshops, sheet music shops, piano-sellers and piano-tuners, as well as the salons of private teachers of music, dancing, singing, elocution, painting, sculpting, drawing and dressmaking. There were also more decorous sports including a billiards saloon, a gymnasium for ladies and a table tennis hall.

The building was heavily criticised in the early years of its operation due to its poor financial return. Original real estate advice indicated the building could pay for itself from rents received, within thirty years. The first few years were slow. In 1898 only 47 out of about 200 available spaces were tenanted. This improved by the following year with another 20 tenants joining the list. By 1905, there were 150 tenants, but it was not until 1917 that the building was reaching its maxim tenancy rate. Up until that time there was a continual shortfall between the costs to Council and the rents received and Council was constantly looking at ways of improving its return.

A remodelling scheme was finally adopted by Council in May 1917. McLeod Brothers were awarded the contract for the work in June 1917 at a cost of (Pounds)40,944.

These alterations in the name of economy and increased floor space destroyed much of the magnificent interior spaces and character of the building. The ground floor arcade was obliterated, the light quality in the basement reduced, the southern entry devalued and the internal voids and galleries reduced and devalued. The alterations were undertaken to remove what Council saw as, 'inherent flaws', in what its Victorian creators considered, an architectural triumph. One of the disturbing aspects of these radical alterations was that now that the building's internal character had been violated and devalued, there was little resistance to further alterations.

The building continued to incur losses and by 1933 the accumulated debt was announced as (Pounds)500,000. No major alterations occurred between 1918 and 1934, but many small alterations to the individual shops such as new partitions, fitouts, and mezzanines were continually taking place.

By the mid 1930s the depression was receding, employment growing, building and business reviving. Time had come to rework the building to further reduce the debt and hopefully return a profit. The Council decided to move the rapidly expanding Electricity Department out of the Town Hall and relocate it in the QVB.

In December 1933, Council voted to approve a major proposal to alter the Queen Victoria Building to suit the requirements of the Electricity Department. Approval was also given to invite tenders for the work. The majority of the work was confined to the central and northern section of the building. Essentially this scheme was to convert the interior to a general office space and install floors in what remained of the Grand Victorian internal spaces. The work costing (Pounds)125,000 was completed by 1935.

Many of the shops at ground floor level in the southern part of the building were retained although they received new shopfronts in line with the updated Art Deco image. The library in the northern area was retained with no new major alterations. The basement was subject to various alterations such as new concrete stairs, timber framed mezzanines and some new plant equipment, but the long term tenants remained in the basement ensuring little need for alterations.

These extensive alterations attracted little public comment at the time. They were accepted within the name of progress as a necessary solution. It is fortunate that the majority of the facade fabric was not altered above the awning line. Perhaps the strength of the architectural image was too strong even for the most practical minded official. An enduring quality the building has always retained is in its ability to change without loosing its external imagery and architectural strength as an element in the city. Up until the early 1970s the building became the home of the SCC and much of its identity in the city was based on this use even though the external envelope had not changed.

The occupancy by the SCC did however provide some security for the building by providing a constant income base. The SCC undertook continual changes to the building, some being significant alterations but the majority were minor such as new partitions, showrooms and fitouts. For example in the thirty years between 1936 and 1966 a total of 79 separate building applications were lodged with the City Council by the SCC. There is little evidence that any of this work, which was basically related to functional uses and the needs of occupants, proceeded with any concern for the architectural strengths of the building.

Proposals for demolition of the building gained strength by the late 1950s in a city eager to modernise and grow rapidly. The post war boom was in full swing and business confidence high. In 1959, Lord Mayor Jensen suggested a scheme demolishing the QVB and replacing it with a public square. Revenue from a badly needed underground carpark would pay for the demolition of the QVB and construction of the square. This scheme gained much support both from the public and the design professions in general. Jensen further suggested an international design competition similar to the competition for the Opera House site and won much support for the idea.

Demolition proposals at the time were largely postponed by the continued presence of the SCC in the building. The SCC required another long lease which was granted by the City Council in 1961. The SCC was planning a new large building opposite town hall and required the existing facilities in the QVB to be retained until its completion. The City Council was in no position to refuse the SCC and thus the demolition proposals were temporarily thwarted, although opinion was always behind demolition and a reuse of the site at the time.

A form of demolition actually started in 1963 with removal of the cupolas on the roof. Concern about their stability was given as the reason for their removal. The contractor paid for their removal, in fact made a larger profit out of the sale of the salvaged cupolas as souvenirs and garden decorations, than for the contract to remove them.

As the new SCC building was nearing completion the question of the QVB's ultimate fate was approaching again. The debates in the late 1950s and early 1960s were largely deflated by the continued occupation of the SCC and other long term tenants, but, as this was not an issue any more, the debate was to enter another stage.

By 1967 calls for its preservation were being made by the National Trust declaring it should be saved because of its historical importance. Calls were also made not only for its preservation but also for its restoration by stripping away the numerous disfigurements, restoring the glass vaulted roof, ground floor arcades, tiled floors, and stone stairs. Many schemes were promoted such as linking the building by underground tunnels to the Town Hall and other city buildings, schemes involving constructing nightclubs or planetariums under the dome, with shops on the lower levels, art galleries, hotel rooms etc on the upper levels. Although these plans would have to wait, the Council actually spent considerable funds on renovating the City Library.

Demolition was still the favoured option by many in the Council. Even as late as 1969 the Labour Party candidate running for mayor in the City Council elections stated that, if elected he would propose demolition of the QVB, which he said was 'a firetrap to make way for a new civic square'. Shortly after and perhaps as a threat to possible demolition, the National Trust upgraded its classification to category 'A', which defined it as 'urgently in need of acquisition and preservation'. By 1971 the Royal Australian Institute of Architects entered the debate advocating preservation, on the grounds of the QVB's historical importance.

In 1971 the new Lord Mayor, Alderman Emmet McDermott, leader of the Civic Reform Group, announced that the QVB would be 'preserved and restored to its original state'. There was no suggestion of how that was going to take place, but such a statement became very much the turning point in the buildings history and eventual fate.

The building was to be saved, but there was no plan or suggestions about where the funds were to come from. In 1979 the Town Clerk, Mr Leon Carter stated; 'The Council is determined that the high cost of rebirth of the QVB will not fall on the blistered shoulders of the weary ratepayer'.

Restoration proposals were held up by a combination of lack of funds and continuing disagreements between Council, potential operators and stakeholders such as the National Trust and the Royal Australian Institute of Architects

Finally in 1979 a team was established between Architects Stephenson & Turner and Rice & Daubney, Engineers Meinhardt and Partners, Kuttner Collins & Partners for administration, with financial backing by IPOH Garden Berhad. Key conservation groups backed the plan. Negotiations about plans and leases continued for almost three years, but eventually on 1 August 1983 the Lord Mayor and IPOH Garden, signed a ninety-nine year profit-sharing lease.

The building reopened at the end of 1986 in time to catch the busy Christmas trading season. The work took almost four years to complete and included a new underground carpark, linking tunnels and a restored interior. As almost nothing of the original interior fabric was left intact the work largely involved reconstructing the details and atmosphere of the place. The completed project can be considered a sound commercial scheme, but not a true reconstruction. A museum approach to conserving the building was recognised by all authorities as being unworkable as the building would be empty and devoid of the life the restoration brief considered essential.

By 2006, after successfully trading for twenty years, comprehensive plans were being prepared to conserve the exterior and refurbish the interior of the building to ensure the place was commercially viable as an ongoing retail complex. The major upgrade of the building's interiors were designed by the architectural firm Ancher Mortlock and Woolley in association with interior design firm Freeman Rembel.

The recent conservation and refurbishment approach has aimed to clarify the legibility between historic fabric and the new fabric which must be continually updated to ensure the building is viable as an ongoing commercial complex. After its successful refurbishment, the QVB was officially reopened by the Lord Mayor of Sydney Clover Moore on 25th August 2009.

Source: New South Wales Heritage Register.

Hotel Hotel Staircase by iainwalker

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3129 - 3100 Class Railcar - Adelaide by Jungle Jack

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North Adelaide Station, Adelaide, South Australia, Australia.

The 3000/3100 class are a class of diesel railcars operated by TransAdelaide. They were built by Comeng and Clyde Engineering, all in Dandenong, between 1987 and 1996.

In March 1985, the State Transport Authority awarded a tender for 20 diesel multiple units (eight 3000 class units with a cab at each end and twelve 3100 class with a cab at one end only) to Comeng, Dandenong. The design was based on the stainless steel shell of the Comeng electric train then in production for Melbourne's Public Transport Corporation, but 2.3 metres longer and with only two doors per side. Because of a contractual requirement to maxmise local content, the fitout was conducted at Dry Creek. The first entered service in November 1987. A further 50 were ordered and built between 1992 and 1996 by Clyde Engineering, still at Comeng's former Dandenong factory.

Each railcar features an underfloor mounted Mercedes Benz 475 hp V12 twin turbo direct injection diesel engine, operating at a constant 1500 RPM, which is directly coupled to a Reliance 400kVA alternator. Drive is provided by two Stromberg traction motors, rated at a continuous 130 kW each, mounted on a single bogie. The railcars also feature an auxiliary transformer providing 3 phase 50 Hz at 415 V which supplies air-conditioning and other ancillary power needs.

The 3000 class bogies are built by Comeng and feature airbag secondary suspension. All 3000 class railcars are fitted with electro-magnetic track brakes, which are comparatively rare on trains, though they are commonly found on trams. These are operated separately from the normal mechanical and dynamic braking.

Trains are equipped with automatic Scharfenberg couplers which are operated from the driver's cab. Coupling operations are sometimes performed at Adelaide station, requiring an extra staff member to flag the driver as well as to connect the safety chains. This feature allows sets of up to six cars to be formed.

Two headlights are mounted at the top of the car in the centre on driver's cab ends. There are no marker lights at the front; however, there are red marker lights for the rear located on the upper corners.

HMS Prince of Wales (R09) - Rosyth Dockyard - Rosyth - Fife - Scotland - UK by John Simm

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HMS Prince of Wales (R09) under construction and fitout at Rosyth Dockyard, Rosyth, Fife, Scotland, UK.

F-WWIX (5802 F-HEPG) A320-214S Airbus Industrie (Air France) TLS 23SEP13 by Ken Fielding

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Leaving Toulouse on it's first flight, it continued on to Hamburg-Finkenwerder for interior fitout.

This aircraft was first flown with the Airbus test registration F-WWIX, it was delivered to Aerventure and leased to Air France as F-HEPG in Oct-13. It was sold on delivery to Quadrant MSN 5802 Ltd, the lease to Air France continues. Current, updated 06-May-21.

shibuya-5583-ps-w by Peter Williams

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A6-EER 2 Airbus A380-861 Emirates Airline (United for Wildlife) MAN 01MAY18 by Ken Fielding

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'United for Wildlife' special livery.

This aircraft was first flown with the Airbus test registration F-WWSB in Jul-13. It was ferried to the Airbus factory at Hamburg-Finkenwerder for interior fitout and painting and delivered to Emirates Airlines as A6-EER in Dec-13. Current, updated (Feb-20).

Big closed offices for our developers by Campaign Monitor

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Lots of natural light and an outlook straight across to the park.

Dive..dive..dive..!! by Trigantara

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30mm f/1.4

On board an Oberon Class Submarine...

The Royal Australia Navy acquired six Oberons: an initial order of four and a second order of two. The second order was originally for four submarines, but two were cancelled in favour of expanding the RAN Fleet Air Arm.[4]

Australian Oberons had a different electronic fitout, using primarily American radar and sonar systems. They were equipped with Sperry Micropuffs passive ranging sonar and Krupp CSU3-41 attack sonar.[2] Instead of the British Tigerfish torpedoes, the Australians used American Mark 48 torpedoes.[2] They had a slightly larger payload, carrying 22 torpedoes for the forward tubes, six of which were pre-loaded. Shortly after entering service, the aft torpedo tubes in all six submarines were sealed.

The Australian submarines were later updated to be equipped with the subsonic anti-ship Harpoon missile. In 1985, off the island of Kauai in Hawaii, HMAS Ovens became only the second conventional submarine in the world—and the first Oberon—to fire a sub-surface-launched Harpoon missile, successfully hitting the target from over the horizon. Consequently, the designation for the Austalian Oberons changed from SS to SSG.

Trig::Photographie's Most Interesting Photos on Flickriver

A6-EOI Airbus A380-861 Emirates Airline FRA 17JUN17 by Ken Fielding

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First flown in Dec-14 as F-WWAD, this aircraft was ferried to the Airbus airfield at Hamburg-Finkenwerder for painting and interior fitout. It was delivered to Emirates Airline as A6-EOI in May-15. Current (Feb-19).

Popup Kiosk by martyr_67

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sea-container fit-out

Hobart, Tasmania

Nikon D800, Voigtlander 40mm SLII Ultron

A6-EVH Airbus A380-842 Emirates Airline MAN 05JUL19 by Ken Fielding

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This aircraft was first flown in Jul-18 with the test registration F-WWAX. It was ferried to the Airbus facility at Hamburg-Finkenwerder for interior fitout and painting and was delivered to Emirates Airlines as A6-EVH in Dec-18. Current (Jul-19).

HMS Prince of Wales (R09) - Rosyth Dockyard - Rosyth - Fife - Scotland - UK by John Simm

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HMS Prince of Wales (R09) under construction and fitout at Rosyth Dockyard, Rosyth, Fife, Scotland, UK.

"spring ice" by JeffMast98

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Jumping aways back in the memory - I went down to Detroit on the 12th of March in 1993 to get a picture of the 1927 built steamer S.T. Crapo a cement carrier as I had heard her spring fitout had began as she was one of the few remaining coal burning Lakers. It was a cold 14 degree morning right after sunrise and yes she had steam up and a little whisp of coal smoke and steam rising from her stack. Suddenly a voice called down from the deck . . . "if you want better pictures, come on up on deck " . . . "sure thank you" . . . I answered . . . . . and climbed the ladder up to the deck. It was slippery with a fine coat of snow and deckhands were working everywhere prepping for her first trip of the season to Alpena for a return load of cement for Detroit in a couple days.

It was a stark contrast looking aft at the stern with that tall stack topped with twin steam whistles, the coal bunker pile with traces of snow and the Detroit Rennaissance Center rising behind her. Looking toward the bow with the rising sun above the still ice covered Detroit river, the Crapo was usually the first boat to head up in the spring, breaking her way north thru remaining winter ice most years. A number of days later in the morning I heard the traffic chopper on the radio, remark of the wonderful view of a lake boat smoking it up working her way across Lake St. Clair in the ice.

A6-API 1 Airbus A380-861 Etihad Airways LHR 22APR17 by Ken Fielding

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First flown with the Airbus test registration F-WWAK in Oct-16. After interior fitout and painting at Airbus Hamburg-Finkenwerder the aircraft was delivered to Etihad Airways as A6-API in Mar-17.

As a consequence of the COVID-19 Pandemic the aircraft was withdrawn from service in Mar-20 and stored at Abu Dhabi, UAE.

It was ferried to Lourdes, France in Jan-21 for long term storage and it was thought it might not return to service. However, it was ferried back to Abu Dhabi in May-23 for post storage heavy maintenance and returned to service on 27-Jul-23. Current, updated 17-Jul-25.

Preassembled Rumblemumbles by Meremail

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7DOS Update 22/10/2017 - I found this as a theme candidate and had totally forgotten about it. I had a good chuckle and hope you will too.

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Rumblemumbles and I went for the long drive to Ikea early this Saturday morning, as she had found just the right size table for her new home that she moves into in July.

On entering we passed a cafe full of people shovelling an amazingly cheap breakfast into their mouths, then entered the rabbit warren from hell.

After diving into the sea of humanity swimming along the torrent of winding walkways, there is no escape. Cleverly designed fitout stop you taking shortcuts to the exit, thus preventing premature freedom.

Anyone climbing the walls of Swedish delight in an attempt to srcamble over the top, were quickly despatched by snipers in striped uniforms as if it were the Berlin wall.

She showed me the table and after a tick of approval, noted the number and pressed on down the marked path to the warehouse, hoping to get out by sunset.

RMs joy knew no bounds as we put the boxs onto a large trolley that was clearly the runt of the litter. With a large piece of glass and some steel legs aboard, RM started mocking my driving as the trolley suddenly veered left then right threatening to leave tyre tracks over the little 2yo kids who were foolish enough to get too close.

I gladly passed the driving over to her cleverness and laughed loudly as she spun out of control.

Leaving the store through the food section, we were forced to eat what tasted like cheese cake, by a lady with a huge tray of free samples. I just knew that she wouldn't take "no" for an answer so surrendered to the dessert delights.

As we tried to get the trolley back to the car, I pondered how much effort must have gone into the design of the store, and what my chances were of getting 2 or 3 more samples from the lady if I smiled sweetly, after all, it was a very big tray.

A6-EEI 6 Airbus A380-861 Emirates Airline(United for Wildlife) FRA 16JUN17 by Ken Fielding

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Replacing an earlier photo from Feb-16 with a better version.

The original 'United for Wildlife' special livery.

First flown with the Airbus test registration F-WWAM in Jan-13, the aircraft was ferried to the Airbus factory at Hamburg-Finkenwerder for interior fitout and painting. It was delivered to Emirates as A6-EEI in Jun-13. Current, updated 10-Oct-22.

prc83022_rb by Rod Burdick

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Sailing again after mid-season fitout - Classic laker and steamer Philip R. Clarke

rose gold fittings by guy wilkinson photography

allergy medical, double bay, sydney. interior design by hassell studio and constructed by FDC Construction & Fitout

Tyseley at Crick by Kez

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Mikron Theatre Company's narrowboat Tyseley moored at Crick wharf awaiting fitout

A6-EER 3 Airbus A380-861 Emirates Airline MAN 16FEB20 by Ken Fielding

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