View allAll Photos Tagged InterConnect
Stagecoach East Midlands' (Gainsborough based) brand new ADL Enviro 400 MMC (10900 / YX67 VCN) beginning to depart from Scunthorpe Bus Station on the second day of operation in traffic. It's believed that this MMC is testing the waters on the demanding InterConnect 100 - which links Scunthorpe, Gainsborough and Lincoln together on one route. The others are yet to enter traffic yet, though.
The latest vehicles are yet to be put in Stagecoach branding or their unique InterConnect branding - although this may happen sometime soon. Overall, six MMCs will be entering traffic (carrying fleet numbers 10896-10901) in order to replace the current Scania N230UDs that have served InterConnect 100 for 8 years now.
This latest batch of vehicles is specified to the new 'Stagecoach Spec', which includes USB Charging, E-Leather Seats and Full Width Rear Destinations. It's yet to be known whether these have been specified with WiFi, however.
About half the time I'm going to the bus station it's for at least one special thing and on 19.6.21 it was for this. A Grimsby-based Eclipse hitherto unspotted by me running in with a 53 - and a Beachball one at that! I do prefer this livery to InterConnect purple/white on an Eclipse.
21266 searches for a place to park after arriving at Lincoln bus station with a 53. I was very lucky here as the driver was parking up in one of the 'outside' layover bays at the back, facing away from the sun, but he spotted a better spot over by the island and drove around to reach it, meaning I could get a good photo!
I saw this the other day but i didn't get a good picture of it, this still isn't a great angle but, trust me, it's a way better angle than before. Just a shame the rear was only visible. Seen in Hull, doing nothing, is 19209, a 2007 ADL Enviro 400 new to Stagecoach North East, it transferred to Stagecoach East Midlands in 2020. You may notice there's an East Yorkshire bus in the background, that's because Stagecoach are covering East Yorkshires MOTs' for a bit.
As one of the showpiece main rooms of Billilla mansion when male guests came to call, the billiard room is one of the grandest rooms in the house. With an interconnecting door between it and the adjoining dining room, whilst the women retired to the feminine surrounds of the drawing room, the men could retreat to this strictly male preserve with their brandy and cigars and discuss business over a game or two of billiards.
Although part of the original 1878 house and featuring some High Victorian detailing, the billiard room did not escape the 1907 redecoration, and as a result it also features some very fine Art Nouveau detailing.
The Billilla billiards room is also one of the most intact rooms in the whole house, as it still features its original and ornate Victorian carpet and the original walnut Alcock and Company billiard table and scoreboard.
A very masculine oriented room, the walls feature Victorian era dark wood dado panelling about a third of the way up the walls. Above that the walls are simply painted, and even to this day they still feature marks where chalked cues once rested. Original ornate Victorian gasoliers that could be swiveled into position still jut from the walls above the dado panelling. With their original fluted glass shades remaining in place, the gasoliers still have functioning taps to increase or decrease the gas supply.
The room is heated by a large fireplace featuring an insert of beautiful tube lined Art Nouveau peacock feathers, once again quietly underlining the fact that this is a man's room.
The Victorian era carpet of the billiard room is still bright and in remarkably good condition for its age. It is thick and dyed in bright colours in a pattern designed to imitate ornate floor tiles.
The ceiling of the billiard room is decorated with ornate stylised foliate Art Nouveau patterns and mouldings of leaves. Whilst Art Nouveau is often referred to as a feminine style, the ceiling of the billiard room shows how when applied in a particular way it could also be very strong and masculine.
Suspended over the walnut Alcock and Company billiard table the gleaming polished brass foliate style gasolier has subsequently been electrified and features five of its six green glass shades.
One of the few more feminine touches to what is otherwise a very masculine room are the stained glass lunettes over the billiard room's three windows. In keeping with other original windows of the house, they feature a single flower, in this case a red tulip.
Alcock and Company Manufacturers was established in 1853 when Melbourne was still a very new city of less than twenty years old. they still manufacture billiard tables from their Malvern establishment today.
Built in High Victorian style in 1878 for successful gold miner Robert Wright, Billilla mansion was originally a thirteen room mansion erected on seven and a half acres of land.
When economic boom turned to bust in the 1880s, the property was purchased in 1888 by wealthy New South Wales pastoralist William Weatherly who named it Billilla after his land holdings and established a home there for his wife Jeannie and their children Violet, Gladys and Lionel.
The house was substantially altered by architect Walter Richmond Butler in 1907, extending the house beyond its original thirteen rooms and adding the Art Nouveau façade seen today.
After William Weatherly's death in 1914, his wife, who was much younger, remained living there until her own death in 1933. She bequeathed the property to her daughter, Violet, who maintained the home with reduced staff until her own death in 1972.
The property was purchased in 1973 by the Bayside Council who subsequently used Billilla as a historical house with guided tours, a wedding and events venue, a school and finally in 2009 as an artist's precinct in the property's outbuildings. Billilla is a beautiful heritage property retaining many of its original features thanks to its long private ownership still incorporating a stately formal garden and the magnificent historic house.
Billilla, at 26 Halifax Street, Brighton, is one of Melbourne’s few remaining significant homesteads, built on land which had originally been owned by Nicholas Were. The house has a mixture of architectural styles, featuring a Victorian design with Art Nouveau features and has exquisite formal gardens, which retain much of their original Nineteenth Century layout.
Billilla retains many original Victorian elements and a number of outbuildings still stand to the rear of the property including the butler’s quarters, dairy, meat house, stable garden store and coach house.
Billilla was opened to the general public as part of the Melbourne Open House weekend 2022.
Billilla was used as a backdrop in the 1980 Australian Channel 10 miniseries adaptation of Sumner Locke Elliott's "Water Under the Bridge". It was used at the Sydney harbourside home of Luigi, Honor and Carrie Mazzini.
For a few days in a row there was a 'peak time' around 17:20 to 17:40 where several things would happen in a short space of time, with Stagecoach workings from other depots showing up (56, 100, 103, 107 and a NIS Gainsborough decker), the arrival of a Brylaine IC5, an Andrew's rail replacement, a JBT rail replacement, a couple of PC Coaches movements including one of their coaches over the flyover, two eastbound intermodal trains, an eastbound EMR unit plus all the variety that the standard Stagecoach Lincoln buses provided. I went out to get as much as I could each day, but with so much going on I never managed to get everything! Still, for the next couple of uploads I bring you what I caught amidst Lincoln's public transport 'rush hour'.
The two Gainsborough deckers that do a 107 and an out of service move are, typically, the Tridents that I've been trying to spot more of, so imagine my disappointment when not just one but both of them turned out to be MMCs on 17.3.21 - the same MMCs I've spotted time and time again on the 100 and sometimes the 107. Here comes the second of the two, not far behind its identical sibling 10899.
Working the frequent 66 Birchwood route on Woodfield Avenue in Lincoln is East Lancs bodied Vyking 16913. Six of these Volvo B7TL vehicles gained the interconnect purple/lilac, second version of the livery but this was the only one to have been allocated to Lincoln depot.
Both Skegness and Scunthorpe depots managed to send rather unusual vehicles to Lincoln on their respective InterConnect services, both of which are seen together at Lincoln bus station.
The Scanias aren't all that common on the 56, and while I've seen several instances of it happening, there's a big enough fleet of them at Skegness for it to be a completely new one (for me to spot, at least) on most occasions. This particular one appears to be on loan from Long Sutton.
As for Scunthorpe, I didn't even know they had anything in Specialist livery so I was most surprised to find an E300 bearing that colour scheme on the 103. I guess InterConnect is a special set of services in a way, so it kind of works, I guess.
27882 departs Lincoln for Scunthorpe via Kirton in Lindsey, while 15615 sits in the layover bay waiting until it's time to leave with the next 56 to Horncastle and Skegness.
3.6.21
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
New and Old Interconnect livery
Lincoln 16918 FX55AZU seen at Lincoln Prison heading for Grimsby with Skegness' 15809 FX12BBN behind on the 6 to Skegness.
Er... right? Welcome back to Hull, 15612! For whatever reason, welcome back! Making a considerable departure from it's new home far down in Long Sutton, 15612 has been sighted in Hull since yesterday, which might as well confirm that there was some merit in the bustimes mix-up on the 1st. I last saw this when it had been freshly branded up at Hull Fair 2019, and compared to then? God, what an utter disappointment. I get there's a new brand in place, but could Stagecoach at least spare the effort of putting on InterConnect lettering on the sides? At this rate, they may as well just use the new livery with InterConnect colours - it would have worked so much better than this half-effort. What a sad shame, I was looking forward to these, too.
Looking rather unfinished since the last time I saw it in 2019, Stagecoach Lincolnshire RoadCar's 'InterConnect'-'branded' 15612, a 2010 Scania N230UD ADL Enviro 400 new to Stagecoach Oxford for the 'Gold' S1/S2 services there, is seen here on loan to Hull for some reason on the Bransholme Circular 8.
As machine intelligence compute architectures mimic the cortex, the fundamentals of a planar manufacturing process (semiconductors and the solid-state quantum computers of today) bring the interconnect constraint into sharp focus. Today, a cutting-edge chip has 10-13 layers of metal and 30 miles of wires (SemiEngineering). These are the interconnect lines, and if you want to map a 3D construct, like the cortex to an essentially flat chip, the problem is apparent when you consider that the average adult neuron connects to 1,000 others (and 10,000 as an infant). That 1000x synapse-to-neuron fanout means pure biomimicry of the brain implies ~1000 interconnect lines for each compute element.
Pictured here is D-Wave's latest quantum computer interconnect topology, called Pegasus (best seen in this animated GIF). They have evolved from nearest neighbor connectivity to the most-connected commercial system in the world, scaling to 5,000 qubits, as unveiled today (TechCrunch, HPCwire).
In-memory compute from Mythic and QML from D-Wave are already based on massively distributed, memory-centric architectures, much like the brain. I am still on the search for a disruptive breakthrough in interconnect, having first blogged about that as the conclusion here, 14 years ago, as D-Wave was just starting to scale up from their 2 to 4 qubit processor.
From my 2005 post:
“As a former chip designer, I kept thinking of comparisons between the different “memories” – those in our head and those in our computers. It seems that the developmental trajectory of electronics is recapitulating the evolutionary history of the brain. Specifically, both are saturating with a memory-centric architecture. Is this a fundamental attractor in computation and cognition? Might a conceptual focus on speedy computation be blinding us to a memory-centric approach to artificial intelligence? ….
Weaving these brain and semi industry threads together, the potential for intelligence in artificial systems is ripe for a Renaissance. Hawkins ends his book with a call to action: “now is the time to start building cortex-like memory systems. The human brain is not even close to the limit” of possibility.
Hawkins estimates that the memory size of the human brain is 8 terabytes, which is no longer beyond the reach of commercial technology. The issue though, is not the amount of memory, but the need for massive and dynamic interconnect. I would be interested to hear from anyone with solutions to the interconnect scaling problem. Biomimicry of the synapse, from sprouting to pruning, may be the missing link for the Renaissance.”
Waiting to depart from Burgh le Marsh is 16940 with a refresh paint finish to the lower bodyside panels and front in purple. Three Wright Eclipse Geminis remain operational in the interconnect livery in 2018 following the repaint of 16941 in Stagecoach corporate colours and 16942 being withdrawn due to an accident.
Skegness decker 19200 makes a loop of Lincoln bus station, hunting for a parking spot after arriving with a 56. For whatever reason, this bus has had its rear bumper painted a different shade of purple to the rest of it.
Also the radio thing on the roof is bent and poking upwards.
26.4.21
Stagecoach London helped out Stagecoach Midlands in providing services to the Grand Prix 2016 at Silverstone. This year we took mostly new ADL Hybrid MMCs
© All rights reserved - Copyrighted to me Billy Birkett and this photo belongs to me - if you wish to use an image, please Flickrmail me.
Two unusual InterConnect-based occurrences in one photo!
The 354 Gainsborough to Lincoln school run is usually operated by a Trident of some description, but an MMC got in on the act this time and did the usual thing of laying over at Lincoln depot to keep out of the way until half 5. As it was returning to the bus station, the blind was already set for the 107 that takes it back to Gainsborough, resulting in the rather unusual sight of a Gainsborough InterConnect 100 MMC crossing Pelham Bridge with 107 on the front.
Meanwhile, for reasons, Skegness E400 19196 was running on a Lincoln-operated route and just so happened to be crossing the bridge at the same time, resulting in there being two InterConnect deckers crossing Pelham Bridge simultaneously, when most of the time it's rare enough to see one - and even then it's usually going to the depot with 'not in service' on the front.
17.10.22
The final few weeks for the first generation of low floor double deckers that were originally part of the Lincolnshire RoadCar fleet appear to be imminent, sadly. A batch of Scania Enviro 400s are due from Stagecoach Oxfordshire and one is currently on Hull Fair duties at the time of writing.
One of the ever reliable members of the Skegness Vyking fleet is 16913 which is seen passing through Wragby on the hourly Skegness to Lincoln service.
19200 pauses at Chapel St Leonards Bus Station whilst working route 59 Skegness to Mablethorpe. Like most of the batch it’s devoid of InterConnect branding
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning
In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Transferred from the United States Air Force.
Manufacturer:
Date:
1943
Country of Origin:
United States of America
Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)
Materials:
All-metal
Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.
Long Description:
From 1942 to 1945, the thunder of P-38 Lightnings was heard around the world. U. S. Army pilots flew the P-38 over Europe, the Mediterranean, and the Pacific; from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Measured by success in combat, Lockheed engineer Clarence "Kelly" Johnson and a team of designers created the most successful twin-engine fighter ever flown by any nation. In the Pacific Theater, Lightning pilots downed more Japanese aircraft than pilots flying any other Army Air Forces warplane.
Johnson and his team conceived this twin-engine, single-pilot fighter airplane in 1936 and the Army Air Corps authorized the firm to build it in June 1937. Lockheed finished constructing the prototype XP-38 and delivered it to the Air Corps on New Year's Day, 1939. Air Corps test pilot and P-38 project officer, Lt. Benjamin S. Kelsey, first flew the aircraft on January 27. Losing this prototype in a crash at Mitchel Field, New York, with Kelsey at the controls, did not deter the Air Corps from ordering 13 YP-38s for service testing on April 27. Kelsey survived the crash and remained an important part of the Lightning program. Before the airplane could be declared ready for combat, Lockheed had to block the effects of high-speed aerodynamic compressibility and tail buffeting, and solve other problems discovered during the service tests.
The most vexing difficulty was the loss of control in a dive caused by aerodynamic compressibility. During late spring 1941, Air Corps Major Signa A. Gilke encountered serious trouble while diving his Lightning at high-speed from an altitude of 9,120 m (30,000 ft). When he reached an indicated airspeed of about 515 kph (320 mph), the airplane's tail began to shake violently and the nose dropped until the dive was almost vertical. Signa recovered and landed safely and the tail buffet problem was soon resolved after Lockheed installed new fillets to improve airflow where the cockpit gondola joined the wing center section. Seventeen months passed before engineers began to determine what caused the Lightning's nose to drop. They tested a scale model P-38 in the Ames Laboratory wind tunnel operated by the NACA (National Advisory Committee for Aeronautics) and found that shock waves formed when airflow over the wing leading edges reached transonic speeds. The nose drop and loss of control was never fully remedied but Lockheed installed dive recovery flaps under each wing in 1944. These devices slowed the P-38 enough to allow the pilot to maintain control when diving at high-speed.
Just as the development of the North American P-51 Mustang, Republic P-47 Thunderbolt, and the Vought F4U Corsair (see NASM collection for these aircraft) pushed the limits of aircraft performance into unexplored territory, so too did P-38 development. The type of aircraft envisioned by the Lockheed design team and Air Corps strategists in 1937 did not appear until June 1944. This protracted shakedown period mirrors the tribulations suffered by Vought in sorting out the many technical problems that kept F4U Corsairs off U. S. Navy carrier decks until the end of 1944.
Lockheed's efforts to trouble-shoot various problems with the design also delayed high-rate, mass production. When Japan attacked Pearl Harbor, the company had delivered only 69 Lightnings to the Army. Production steadily increased and at its peak in 1944, 22 sub-contractors built various Lightning components and shipped them to Burbank, California, for final assembly. Consolidated-Vultee (Convair) subcontracted to build the wing center section and the firm later became prime manufacturer for 2,000 P-38Ls but that company's Nashville plant completed only 113 examples of this Lightning model before war's end. Lockheed and Convair finished 10,038 P-38 aircraft including 500 photo-reconnaissance models. They built more L models, 3,923, than any other version.
To ease control and improve stability, particularly at low speeds, Lockheed equipped all Lightnings, except a batch ordered by Britain, with propellers that counter-rotated. The propeller to the pilot's left turned counter-clockwise and the propeller to his right turned clockwise, so that one propeller countered the torque and airflow effects generated by the other. The airplane also performed well at high speeds and the definitive P-38L model could make better than 676 kph (420 mph) between 7,600 and 9,120 m (25,000 and 30,000 ft). The design was versatile enough to carry various combinations of bombs, air-to-ground rockets, and external fuel tanks. The multi-engine configuration reduced the Lightning loss-rate to anti-aircraft gunfire during ground attack missions. Single-engine airplanes equipped with power plants cooled by pressurized liquid, such as the North American P-51 Mustang (see NASM collection), were particularly vulnerable. Even a small nick in one coolant line could cause the engine to seize in a matter of minutes.
The first P-38s to reach the Pacific combat theater arrived on April 4, 1942, when a version of the Lightning that carried reconnaissance cameras (designated the F-4), joined the 8th Photographic Squadron based in Australia. This unit launched the first P-38 combat missions over New Guinea and New Britain during April. By May 29, the first 25 P-38s had arrived in Anchorage, Alaska. On August 9, pilots of the 343rd Fighter Group, Eleventh Air Force, flying the P-38E, shot down a pair of Japanese flying boats.
Back in the United States, Army Air Forces leaders tried to control a rumor that Lightnings killed their own pilots. On August 10, 1942, Col. Arthur I. Ennis, Chief of U. S. Army Air Forces Public Relations in Washington, told a fellow officer "… Here's what the 4th Fighter [training] Command is up against… common rumor out there that the whole West Coast was filled with headless bodies of men who jumped out of P-38s and had their heads cut off by the propellers." Novice Lightning pilots unfamiliar with the correct bailout procedures actually had more to fear from the twin-boom tail, if an emergency dictated taking to the parachute but properly executed, Lightning bailouts were as safe as parachuting from any other high-performance fighter of the day. Misinformation and wild speculation about many new aircraft was rampant during the early War period.
Along with U. S. Navy Grumman F4F Wildcats (see NASM collection) and Curtiss P-40 Warhawks (see NASM collection), Lightnings were the first American fighter airplanes capable of consistently defeating Japanese fighter aircraft. On November 18, men of the 339th Fighter Squadron became the first Lightning pilots to attack Japanese fighters. Flying from Henderson Field on Guadalcanal, they claimed three during a mission to escort Boeing B-17 Flying Fortress bombers (see NASM collection).
On April 18, 1943, fourteen P-38 pilots from the 70th and the 339th Fighter Squadrons, 347th Fighter Group, accomplished one of the most important Lightning missions of the war. American ULTRA cryptanalysts had decoded Japanese messages that revealed the timetable for a visit to the front by the commander of the Imperial Japanese Navy, Admiral Isoroku Yamamoto. This charismatic leader had crafted the plan to attack Pearl Harbor and Allied strategists believed his loss would severely cripple Japanese morale. The P-38 pilots flew 700 km (435 miles) at heights from 3-15 m (10-50 feet) above the ocean to avoid detection. Over the coast of Bougainville, they intercepted a formation of two Mitsubishi G4M BETTY bombers (see NASM collection) carrying the Admiral and his staff, and six Mitsubishi A6M Zero fighters (see NASM collection) providing escort. The Lightning pilots downed both bombers but lost Lt. Ray Hine to a Zero.
In Europe, the first Americans to down a Luftwaffe aircraft were Lt. Elza E. Shahan flying a 27th Fighter Squadron P-38E, and Lt. J. K. Shaffer flying a Curtiss P-40 (see NASM collection) in the 33rd Fighter Squadron. The two flyers shared the destruction of a Focke-Wulf Fw 200C-3 Condor maritime strike aircraft over Iceland on August 14, 1942. Later that month, the 1st fighter group accepted Lightnings and began combat operations from bases in England but this unit soon moved to fight in North Africa. More than a year passed before the P-38 reappeared over Western Europe. While the Lightning was absent, U. S. Army Air Forces strategists had relearned a painful lesson: unescorted bombers cannot operate successfully in the face of determined opposition from enemy fighters. When P-38s returned to England, the primary mission had become long-range bomber escort at ranges of about 805 kms (500 miles) and at altitudes above 6,080 m (20,000 ft).
On October 15, 1943, P-38H pilots in the 55th Fighter Group flew their first combat mission over Europe at a time when the need for long-range escorts was acute. Just the day before, German fighter pilots had destroyed 60 of 291 Eighth Air Force B-17 Flying Fortresses (see NASM collection) during a mission to bomb five ball-bearing plants at Schweinfurt, Germany. No air force could sustain a loss-rate of nearly 20 percent for more than a few missions but these targets lay well beyond the range of available escort fighters (Republic P-47 Thunderbolt, see NASM collection). American war planners hoped the long-range capabilities of the P-38 Lightning could halt this deadly trend, but the very high and very cold environment peculiar to the European air war caused severe power plant and cockpit heating difficulties for the Lightning pilots. The long-range escort problem was not completely solved until the North American P-51 Mustang (see NASM collection) began to arrive in large numbers early in 1944.
Poor cockpit heating in the H and J model Lightnings made flying and fighting at altitudes that frequently approached 12,320 m (40,000 ft) nearly impossible. This was a fundamental design flaw that Kelly Johnson and his team never anticipated when they designed the airplane six years earlier. In his seminal work on the Allison V-1710 engine, Daniel Whitney analyzed in detail other factors that made the P-38 a disappointing airplane in combat over Western Europe.
• Many new and inexperienced pilots arrived in England during December 1943, along with the new J model P-38 Lightning.
• J model rated at 1,600 horsepower vs. 1,425 for earlier H model Lightnings. This power setting required better maintenance between flights. It appears this work was not done in many cases.
• During stateside training, Lightning pilots were taught to fly at high rpm settings and low engine manifold pressure during cruise flight. This was very hard on the engines, and not in keeping with technical directives issued by Allison and Lockheed.
• The quality of fuel in England may have been poor, TEL (tetraethyl lead) fuel additive appeared to condense inside engine induction manifolds, causing detonation (destructive explosion of fuel mixture rather than controlled burning).
• Improved turbo supercharger intercoolers appeared on the J model P-38. These devices greatly reduced manifold temperatures but this encouraged TEL condensation in manifolds during cruise flight and increased spark plug fouling.
Using water injection to minimize detonation might have reduced these engine problems. Both the Republic P-47 Thunderbolt and the North American P-51 Mustang (see NASM collection) were fitted with water injection systems but not the P-38. Lightning pilots continued to fly, despite these handicaps.
During November 1942, two all-Lightning fighter groups, the 1st and the 14th, began operating in North Africa. In the Mediterranean Theater, P-38 pilots flew more sorties than Allied pilots flying any other type of fighter. They claimed 608 enemy a/c destroyed in the air, 123 probably destroyed and 343 damaged, against the loss of 131 Lightnings.
In the war against Japan, the P-38 truly excelled. Combat rarely occurred above 6,080 m (20,000 ft) and the engine and cockpit comfort problems common in Europe never plagued pilots in the Pacific Theater. The Lightning's excellent range was used to full advantage above the vast expanses of water. In early 1945, Lightning pilots of the 12th Fighter Squadron, 18th Fighter Group, flew a mission that lasted 10 ½ hours and covered more than 3,220 km (2,000 miles). In August, P-38 pilots established the world's long-distance record for a World War II combat fighter when they flew from the Philippines to the Netherlands East Indies, a distance of 3,703 km (2,300 miles). During early 1944, Lightning pilots in the 475th Fighter Group began the 'race of aces.' By March, Lieutenant Colonel Thomas J. Lynch had scored 21 victories before he fell to antiaircraft gunfire while strafing enemy ships. Major Thomas B. McGuire downed 38 Japanese aircraft before he was killed when his P-38 crashed at low altitude in early January 1945. Major Richard I. Bong became America's highest scoring fighter ace (40 victories) but died in the crash of a Lockheed P-80 (see NASM collection) on August 6, 1945.
Museum records show that Lockheed assigned the construction number 422-2273 to the National Air and Space Museum's P-38. The Army Air Forces accepted this Lightning as a P-38J-l0-LO on November 6, 1943, and the service identified the airplane with the serial number 42-67762. Recent investigations conducted by a team of specialists at the Paul E. Garber Facility, and Herb Brownstein, a volunteer in the Aeronautics Division at the National Air and Space Museum, have revealed many hitherto unknown aspects to the history of this aircraft.
Brownstein examined NASM files and documents at the National Archives. He discovered that a few days after the Army Air Forces (AAF) accepted this airplane, the Engineering Division at Wright Field in Dayton, Ohio, granted Lockheed permission to convert this P-38 into a two-seat trainer. The firm added a seat behind the pilot to accommodate an instructor who would train civilian pilots in instrument flying techniques. Once trained, these test pilots evaluated new Lightnings fresh off the assembly line.
In a teletype sent by the Engineering Division on March 2, 1944, Brownstein also discovered that this P-38 was released to Colonel Benjamin S. Kelsey from March 3 to April 10, 1944, to conduct special tests. This action was confirmed the following day in a cable from the War Department. This same pilot, then a Lieutenant, flew the XP-38 across the United States in 1939 and survived the crash that destroyed this Lightning at Mitchel Field, New York. In early 1944, Kelsey was assigned to the Eighth Air Force in England and he apparently traveled to the Lockheed factory at Burbank to pick up the P-38. Further information about these tests and Kelsey's involvement remain an intriguing question.
One of Brownstein's most important discoveries was a small file rich with information about the NASM Lightning. This file contained a cryptic reference to a "Major Bong" who flew the NASM P-38 on April 16, 1945, at Wright Field. Bong had planned to fly for an hour to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. His flight ended after twenty-minutes when "the right engine blew up before I had a chance [to conduct the test]." The curator at the Richard I. Bong Heritage Center confirmed that America's highest scoring ace made this flight in the NASM P-38 Lightning.
Working in Building 10 at the Paul E. Garber Facility, Rob Mawhinney, Dave Wilson, Wil Lee, Bob Weihrauch, Jim Purton, and Heather Hutton spent several months during the spring and summer of 2001 carefully disassembling, inspecting, and cleaning the NASM Lightning. They found every hardware modification consistent with a model J-25 airplane, not the model J-10 painted in the data block beneath the artifact's left nose. This fact dovetails perfectly with knowledge uncovered by Brownstein. On April 10, the Engineering Division again cabled Lockheed asking the company to prepare 42-67762 for transfer to Wright Field "in standard configuration." The standard P-38 configuration at that time was the P-38J-25. The work took several weeks and the fighter does not appear on Wright Field records until May 15, 1944. On June 9, the Flight Test Section at Wright Field released the fighter for flight trials aimed at collecting pilot comments on how the airplane handled.
Wright Field's Aeromedical Laboratory was the next organization involved with this P-38. That unit installed a kit on July 26 that probably measured the force required to move the control wheel left and right to actuate the power-boosted ailerons installed in all Lightnings beginning with version J-25. From August 12-16, the Power Plant Laboratory carried out tests to measure the hydraulic pump temperatures on this Lightning. Then beginning September 16 and lasting about ten days, the Bombing Branch, Armament Laboratory, tested type R-3 fragmentation bomb racks. The work appears to have ended early in December. On June 20, 1945, the AAF Aircraft Distribution Office asked that the Air Technical Service Command transfer the Lightning from Wright Field to Altus Air Force Base, Oklahoma, a temporary holding area for Air Force museum aircraft. The P-38 arrived at the Oklahoma City Air Depot on June 27, 1945, and mechanics prepared the fighter for flyable storage.
Airplane Flight Reports for this Lightning also describe the following activities and movements:
6-21-45 Wright Field, Ohio, 5.15 hours of flying.
6-22-45Wright Field, Ohio, .35 minutes of flying by Lt. Col. Wendel [?] J. Kelley and P. Shannon.
6-25-45Altus, Oklahoma, .55 hours flown, pilot P. Shannon.
6-27-45Altus, Oklahoma, #2 engine changed, 1.05 hours flown by Air Corps F/O Ralph F. Coady.
10-5-45 OCATSC-GCAAF (Garden City Army Air Field, Garden City, Kansas), guns removed and ballast added.
10-8-45Adams Field, Little Rock, Arkansas.
10-9-45Nashville, Tennessee,
5-28-46Freeman Field, Indiana, maintenance check by Air Corps Capt. H. M. Chadhowere [sp]?
7-24-46Freeman Field, Indiana, 1 hour local flight by 1st Lt. Charles C. Heckel.
7-31-46 Freeman Field, Indiana, 4120th AAF Base Unit, ferry flight to Orchard Place [Illinois] by 1st Lt. Charles C. Heckel.
On August 5, 1946, the AAF moved the aircraft to another storage site at the former Consolidated B-24 bomber assembly plant at Park Ridge, Illinois. A short time later, the AAF transferred custody of the Lightning and more than sixty other World War II-era airplanes to the Smithsonian National Air Museum. During the early 1950s, the Air Force moved these airplanes from Park Ridge to the Smithsonian storage site at Suitland, Maryland.
• • •
Quoting from Wikipedia | Lockheed P-38 Lightning:
The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" by the Luftwaffe and "two planes, one pilot" by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, photo reconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.
The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America's top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war. The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.
Variants: Lightning in maturity: P-38J
The P-38J was introduced in August 1943. The turbo-supercharger intercooler system on previous variants had been housed in the leading edges of the wings and had proven vulnerable to combat damage and could burst if the wrong series of controls were mistakenly activated. In the P-38J model, the streamlined engine nacelles of previous Lightnings were changed to fit the intercooler radiator between the oil coolers, forming a "chin" that visually distinguished the J model from its predecessors. While the P-38J used the same V-1710-89/91 engines as the H model, the new core-type intercooler more efficiently lowered intake manifold temperatures and permitted a substantial increase in rated power. The leading edge of the outer wing was fitted with 55 gal (208 l) fuel tanks, filling the space formerly occupied by intercooler tunnels, but these were omitted on early P-38J blocks due to limited availability.
The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically-actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower. Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor. Unfortunately the loss of the kits came during Lockheed test pilot Tony LeVier's four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman" modified to full P-38J-25-LO specs at Lockheed's modification center near Belfast, LeVier captured the pilots' full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little too late because the decision had already been made to re-equip with Mustangs.
The P-38J-25-LO production block also introduced hydraulically-boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.
Noted P-38 pilots
Richard Bong and Thomas McGuire
The American ace of aces and his closest competitor both flew Lightnings as they tallied 40 and 38 victories respectively. Majors Richard I. "Dick" Bong and Thomas J. "Tommy" McGuire of the USAAF competed for the top position. Both men were awarded the Medal of Honor.
McGuire was killed in air combat in January 1945 over the Philippines, after racking up 38 confirmed kills, making him the second-ranking American ace. Bong was rotated back to the United States as America's ace of aces, after making 40 kills, becoming a test pilot. He was killed on 6 August 1945, the day the atomic bomb was dropped on Japan, when his P-80 Shooting Star jet fighter flamed out on takeoff.
Charles Lindbergh
The famed aviator Charles Lindbergh toured the South Pacific as a civilian contractor for United Aircraft Corporation, comparing and evaluating performance of single- and twin-engined fighters for Vought. He worked to improve range and load limits of the F4U Corsair, flying both routine and combat strafing missions in Corsairs alongside Marine pilots. In Hollandia, he attached himself to the 475th FG flying P-38s so that he could investigate the twin-engine fighter. Though new to the machine, he was instrumental in extending the range of the P-38 through improved throttle settings, or engine-leaning techniques, notably by reducing engine speed to 1,600 rpm, setting the carburetors for auto-lean and flying at 185 mph (298 km/h) indicated airspeed which reduced fuel consumption to 70 gal/h, about 2.6 mpg. This combination of settings had been considered dangerous; it was thought it would upset the fuel mixture and cause an explosion. Everywhere Lindbergh went in the South Pacific, he was accorded the normal preferential treatment of a visiting colonel, though he had resigned his Air Corps Reserve colonel's commission three years before. While with the 475th, he held training classes and took part in a number of Army Air Corps combat missions. On 28 July 1944, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" flown expertly by the veteran commander of 73rd Independent Flying Chutai, Imperial Japanese Army Captain Saburo Shimada. In an extended, twisting dogfight in which many of the participants ran out of ammunition, Shimada turned his aircraft directly toward Lindbergh who was just approaching the combat area. Lindbergh fired in a defensive reaction brought on by Shimada's apparent head-on ramming attack. Hit by cannon and machine gun fire, the "Sonia's" propeller visibly slowed, but Shimada held his course. Lindbergh pulled up at the last moment to avoid collision as the damaged "Sonia" went into a steep dive, hit the ocean and sank. Lindbergh's wingman, ace Joseph E. "Fishkiller" Miller, Jr., had also scored hits on the "Sonia" after it had begun its fatal dive, but Miller was certain the kill credit was Lindbergh's. The unofficial kill was not entered in the 475th's war record. On 12 August 1944 Lindbergh left Hollandia to return to the United States.
Charles MacDonald
The seventh-ranking American ace, Charles H. MacDonald, flew a Lightning against the Japanese, scoring 27 kills in his famous aircraft, the Putt Putt Maru.
Robin Olds
Main article: Robin Olds
Robin Olds was the last P-38 ace in the Eighth Air Force and the last in the ETO. Flying a P-38J, he downed five German fighters on two separate missions over France and Germany. He subsequently transitioned to P-51s to make seven more kills. After World War II, he flew F-4 Phantom IIs in Vietnam, ending his career as brigadier general with 16 kills.
Clay Tice
A P-38 piloted by Clay Tice was the first American aircraft to land in Japan after VJ-Day, when he and his wingman set down on Nitagahara because his wingman was low on fuel.
Antoine de Saint-Exupéry
Noted aviation pioneer and writer Antoine de Saint-Exupéry vanished in a F-5B-1-LO, 42-68223, c/n 2734, of Groupe de Chasse II/33, out of Borgo-Porreta, Bastia, Corsica, a reconnaissance variant of the P-38, while on a flight over the Mediterranean, from Corsica to mainland France, on 31 July 1944. His health, both physical and mental (he was said to be intermittently subject to depression), had been deteriorating and there had been talk of taking him off flight status. There have been suggestions (although no proof to date) that this was a suicide rather than an aircraft failure or combat loss. In 2000, a French scuba diver found the wreckage of a Lightning in the Mediterranean off the coast of Marseille, and it was confirmed in April 2004 as Saint-Exupéry's F-5B. No evidence of air combat was found. In March 2008, a former Luftwaffe pilot, Horst Rippert from Jagdgruppe 200, claimed to have shot down Saint-Exupéry.
Adrian Warburton
The RAF's legendary photo-recon "ace", Wing Commander Adrian Warburton DSO DFC, was the pilot of a Lockheed P-38 borrowed from the USAAF that took off on 12 April 1944 to photograph targets in Germany. W/C Warburton failed to arrive at the rendezvous point and was never seen again. In 2003, his remains were recovered in Germany from his wrecked USAAF P-38 Lightning.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
SIEM 19196 struggles up Lindum Road with quite a shabby appearance, a bandit and a smokey exhaust. Working InterConnect route 56 to Skegness
New to Busways Oct 2007
with the IMU ball, cooling system and all of the interconnect, an artifact in the Future Ventures’ 🚀 Space Collection.
----
UPDATE: the CollectSpace community is just incredible. Overnight, they identified the Apollo Guidance Computer. Amazingly, it comes from the second Lunar Module, LM-2.... the one that is in the Smithsonian! Documentation of its history starts in 1967. The rope-core memory modules contain the Aurora program for the Apollo 14 Lunar Module where they were used for extensive testing before launch. It was listed as a flight-worthy spare for Skylab, and finally, it was used extensively at Edwards AFB with new interface modules to test the first use of digital fly-by-wire (DFBW) technology in F-8 jets in 1972, and finally implemented in the space shuttle.
UPDATE 2: The accelerometers in the IMU Ball flew to the moon and back on Apollo 12, and other parts flew on Apollo 7 and 9.
----
I am still doing research on this one, and it is fascinating. The Apollo Guidance Computer (AGC) is a module at the bottom of the stack on the left, revealed in comment stream below. And at minute 2 of this impromptu video, you can see the whole rig.
The program it contains is "Aurora revision 88", the final release of the Lunar Module system test program. Current belief is that this rig was used subsequently for research into F-8 Digital Fly-By-Wire control used on the Shuttle eventually (NASA summary). Thanks MStewart and Spaceaholic for help on this.
RR Auction is about to auction the first AGC ever seen for sale: "The Apollo Guidance Computer was a technical marvel: in the era of room-sized computers, NASA allocated one cubic foot on their spacecraft for the electric brain that would be responsible for guiding humans to the lunar surface and safely returning them home. It was up to the best and brightest at the MIT Instrumentation Lab to make it fit. Rather than using the large vacuum tubes or big discrete transistors typical in computers of the time, MIT engineers pioneered the application of integrated circuits—microchips—to accomplish the same task in a diminutive package. During 1963, the Instrumentation Lab consumed 60 percent of the integrated circuit production in the United States, and by 1964 Fairchild Industries had shipped more than 100,000 ICs for use in the Apollo program.
The AGC hardware was thus a combination of cutting-edge technology and old-school craftsmanship: while these innovative, mass-produced chips made their way into the AGC's logic modules, the computer's mission-critical software was stored in handmade 'rope memory,' contained inside its fixed memory modules, which could not be erased, altered, or corrupted. This rope memory required absolute precision and was sewn by workers recruited from local textile factories: copper wire was woven in and around ring-shaped magnetic cores, with each wire threaded through the core representing a binary "1," and each wire bypassing the core representing a "0." It took eight weeks for the workers to weave the memory for a single flight computer, at a cost of $15,000 per module.
Developed using a mix of assembly language and an interpreted mathematical language, the software contained on these modules was as innovative, and as important to mission success, as the pioneering hardware. Many of the design principles developed at MIT for coding the AGC became foundational to software engineering in general—particularly in the design of critical systems that rely on asynchronous software, priority scheduling, fault-tolerance, fly-by-wire capability, and human-in-the-loop decision making." (update: it just sold for $280K)
Back to my AGC, it is P/N 203993-091, S/N Ray 26.
The memory modules are:
Memory B1 2003972 -011 Ray 86
Memory B2 2003972 -091 Ray 87
Memory B3 2003972 -111 Ray 115
And the memory jumper modules are 2003076 with -021 and -031, and S/N Ray 1, 2 and 5.
Stagecoach East Midlands 10901 is arriving in Retford on service 27 from Misson. It is an Alexander Dennis Enviro400 MMC, new in 2017 and painted in InterConnect livery for use on service 100 between Lincoln and Scunthorpe.
An unusual occurrence saw Local liveried Eclipse 21214 on the 56 from Skegness in place of a double decker. It is seen here in Lincoln bus station on 13.7.21, looping round as it prepares to begin its return journey.
Meanwhile, 18432 was receiving attention from three or four men in Stagecoach hi-viz, with the offside mirror being the point of interest... it was loose and looked to have been clipped in an accident as the actual mirrored part was missing, or at least had been removed for it to be fixed.
Passing through the Lincolnshire village of Messingham with a bed of flowers in full bloom is InterConnect liveried Enviro 400MMC 10899. One of six numbered 10896-901 in the fleet that operate the service between Scunthorpe-Gainsborough & Lincoln.
The FastCat lived up to its name and didn't stick around for long, only giving Lincoln a quick visit before heading off once more for Scunthorpe. 26173 is photographed making its departure from the bus station on 2.2.23
Taken from the nearside front seat of Louth bound vehicle 16909, in this shot Stagecoach Wright bodied Volvo B7TL type number 16941 is captured on the A157 between South Reston and Withern as it heads for Mablethorpe and ultimately Skegness with the above journey on InterConnect service 59. Since I last snapped this bus at Mablethorpe working a similar journey on a cold morning in January 2014 it has lost the InterConnect livery and former service 9 has been renumbered 59.
The embankment to the right of 16941 as we look marks the course of the Great Eau River which rises in the Lincolnshire Wolds and flows into the North Sea at Saltfleet Haven.
As one of the showpiece main rooms of Billilla mansion when male guests came to call, the billiard room is one of the grandest rooms in the house. With an interconnecting door between it and the adjoining dining room, whilst the women retired to the feminine surrounds of the drawing room, the men could retreat to this strictly male preserve with their brandy and cigars and discuss business over a game or two of billiards.
Although part of the original 1878 house and featuring some High Victorian detailing, the billiard room did not escape the 1907 redecoration, and as a result it also features some very fine Art Nouveau detailing.
The Billilla billiards room is also one of the most intact rooms in the whole house, as it still features its original and ornate Victorian carpet and the original walnut Alcock and Company billiard table and scoreboard.
A very masculine oriented room, the walls feature Victorian era dark wood dado panelling about a third of the way up the walls. Above that the walls are simply painted, and even to this day they still feature marks where chalked cues once rested. Original ornate Victorian gasoliers that could be swiveled into position still jut from the walls above the dado panelling. With their original fluted glass shades remaining in place, the gasoliers still have functioning taps to increase or decrease the gas supply.
The room is heated by a large fireplace featuring an insert of beautiful tube lined Art Nouveau peacock feathers, once again quietly underlining the fact that this is a man's room.
The Victorian era carpet of the billiard room is still bright and in remarkably good condition for its age. It is thick and dyed in bright colours in a pattern designed to imitate ornate floor tiles.
The ceiling of the billiard room is decorated with ornate stylised foliate Art Nouveau patterns and mouldings of leaves. Whilst Art Nouveau is often referred to as a feminine style, the ceiling of the billiard room shows how when applied in a particular way it could also be very strong and masculine.
Suspended over the walnut Alcock and Company billiard table the gleaming polished brass foliate style gasolier has subsequently been electrified and features five of its six green glass shades.
One of the few more feminine touches to what is otherwise a very masculine room are the stained glass lunettes over the billiard room's three windows. In keeping with other original windows of the house, they feature a single flower, in this case a red tulip.
Alcock and Company Manufacturers was established in 1853 when Melbourne was still a very new city of less than twenty years old. they still manufacture billiard tables from their Malvern establishment today.
Built in High Victorian style in 1878 for successful gold miner Robert Wright, Billilla mansion was originally a thirteen room mansion erected on seven and a half acres of land.
When economic boom turned to bust in the 1880s, the property was purchased in 1888 by wealthy New South Wales pastoralist William Weatherly who named it Billilla after his land holdings and established a home there for his wife Jeannie and their children Violet, Gladys and Lionel.
The house was substantially altered by architect Walter Richmond Butler in 1907, extending the house beyond its original thirteen rooms and adding the Art Nouveau façade seen today.
After William Weatherly's death in 1914, his wife, who was much younger, remained living there until her own death in 1933. She bequeathed the property to her daughter, Violet, who maintained the home with reduced staff until her own death in 1972.
The property was purchased in 1973 by the Bayside Council who subsequently used Billilla as a historical house with guided tours, a wedding and events venue, a school and finally in 2009 as an artist's precinct in the property's outbuildings. Billilla is a beautiful heritage property retaining many of its original features thanks to its long private ownership still incorporating a stately formal garden and the magnificent historic house.
Billilla, at 26 Halifax Street, Brighton, is one of Melbourne’s few remaining significant homesteads, built on land which had originally been owned by Nicholas Were. The house has a mixture of architectural styles, featuring a Victorian design with Art Nouveau features and has exquisite formal gardens, which retain much of their original Nineteenth Century layout.
Billilla retains many original Victorian elements and a number of outbuildings still stand to the rear of the property including the butler’s quarters, dairy, meat house, stable garden store and coach house.
Billilla was opened to the general public as part of the Melbourne Open House weekend 2022.
Billilla was used as a backdrop in the 1980 Australian Channel 10 miniseries adaptation of Sumner Locke Elliott's "Water Under the Bridge". It was used at the Sydney harbourside home of Luigi, Honor and Carrie Mazzini.
A labyrinthine section of rail road tracks interconnecting LA's Union Station and the freight yard, and out to the Port of Los Angeles is seen from the top of the 6th Street bridge. In the back ground another iconic building is City Hall, that has been in just as many movies or more than the 6th Street bridge.
The former Newcastle now InterConnect E400s at East Midlands have never been typically allocated to Hull, but 19208 had found its way here as one of many loans for the annual Hull Fair. Nowadays it is based at Lincoln.
SIEM 21272 climbs up the steep incline on Lindum Road on InterConnect route 53 to Grimsby. Eclipse Urbans and B7RLEs are not common sights with Stagecoach and this batch in question is ex First Potteries
New to First Potteries Jun 2009
Wait, didn't I literally get this bus last Tuesday? I don't know about you, but while this can be classed as a duplicate upload of 15809, it is a better shot in every way - minus the glare on the destination board.
Seen here actually operating a Hull Fair route this time, Stagecoach Lincolnshire RoadCar's 15809, a 2012 ADL Enviro 400 in 'InterConnect' livery, however lacking in actual 'InterConnect' fleetnames, is seen here heading straight through the Hull Interchange roundabout en-route on an extended route 10 to Hull Fair.
InterConnect liveried Enviro 400 MMC 10897 arrives at Lincoln bus station on 7.6.23 with a 354 school service from Gainsborough.
Here's the upstairs interior of InterConnect purple liveried E400 19197 while it was sat in Lincoln bus station, showing that although it has the regular Stagecoach seat type, they are covered in a blue vinyl rather than the Beachball fabric. Some of the purple E400s do have the fabric moquette though, like 19203. I've been on three of these and two had vinyl and one fabric.
I already went on about how remarkably pleasant this bus was to be on, for a 15/16 year old E400 on a 30+ mile route, but look how spotless the interior is, not just because it's 7am and not had time to get mucky, but the fact it looks almost brand new inside; just a bit of paint chipped off some of the poles and a small strip hanging from one of the windows, but no damaged seats or graffiti etc.
The only disappointing thing here is the same issue as on the outside; no branding. Those cove panels are crying out for diagrammatic maps of routes 56/57/59, promotion of the wider InterConnect network, adverts for the Seasiders, Skegness day/week/group ticket information, "download our app" and so-on. I don't know if the fully branded InterConnects have anything like that, or the older ones, but most of these E400s got the half-arsed job with a livery and no branding.
19.5.23
Sister vehicle 16912 also spent the day off the InterConnect network - and spent the day as part of a once again varied set of allocations on the 44/66!
It's seen here waiting for time at the Round Shops on Moorland Avenue, working the 1600 44A from Birchwood to Lincoln.
Painted in Lincolnshire InterConnect livery.
Stagecoach East Midlands
Scania N230UD/ADL Enviro400
OU10BGK (15615)
Boston bus station
17 June 2021
19196 on the back of a tow lorry at Blyth , North Notts. Enviro 400 last tracked in may at Cleethorpes. 6/6/25
Once I figured out 10738 was a regular performer on the 56, the next step was to spot it on the Sunday 18 working that uses a vehicle from the 56. I was in luck, as on 31.1.21 it did just that and I was able to find it heading down down Lindum Road on its way back into the city centre, having completed its lap of the housing areas to the north. So here we see the unlikely sight of a Hull motor on loan to Skegness, in a completely different city working a route normally run by a Lincoln vehicle. While probably not 'working of the year' it's definitely an interesting one!
I thought only one turn on the 18 was run by the Skeggy vehicle, but here the driver has put the outward blind on again, complete with typo ('e' missing from Broxholme). If it only does the one trip then he's put this up just for me, in which case "thanks".
As one of the showpiece main rooms of Billilla mansion when male guests came to call, the billiard room is one of the grandest rooms in the house. With an interconnecting door between it and the adjoining dining room, whilst the women retired to the feminine surrounds of the drawing room, the men could retreat to this strictly male preserve with their brandy and cigars and discuss business over a game or two of billiards.
Although part of the original 1878 house and featuring some High Victorian detailing, the billiard room did not escape the 1907 redecoration, and as a result it also features some very fine Art Nouveau detailing.
The Billilla billiards room is also one of the most intact rooms in the whole house, as it still features its original and ornate Victorian carpet and the original walnut Alcock and Company billiard table and scoreboard.
A very masculine oriented room, the walls feature Victorian era dark wood dado panelling about a third of the way up the walls. Above that the walls are simply painted, and even to this day they still feature marks where chalked cues once rested. Original ornate Victorian gasoliers that could be swiveled into position still jut from the walls above the dado panelling. With their original fluted glass shades remaining in place, the gasoliers still have functioning taps to increase or decrease the gas supply.
The room is heated by a large fireplace featuring an insert of beautiful tube lined Art Nouveau peacock feathers, once again quietly underlining the fact that this is a man's room.
The Victorian era carpet of the billiard room is still bright and in remarkably good condition for its age. It is thick and dyed in bright colours in a pattern designed to imitate ornate floor tiles.
The ceiling of the billiard room is decorated with ornate stylised foliate Art Nouveau patterns and mouldings of leaves. Whilst Art Nouveau is often referred to as a feminine style, the ceiling of the billiard room shows how when applied in a particular way it could also be very strong and masculine.
Suspended over the walnut Alcock and Company billiard table the gleaming polished brass foliate style gasolier has subsequently been electrified and features five of its six green glass shades.
One of the few more feminine touches to what is otherwise a very masculine room are the stained glass lunettes over the billiard room's three windows. In keeping with other original windows of the house, they feature a single flower, in this case a red tulip.
Alcock and Company Manufacturers was established in 1853 when Melbourne was still a very new city of less than twenty years old. they still manufacture billiard tables from their Malvern establishment today.
Built in High Victorian style in 1878 for successful gold miner Robert Wright, Billilla mansion was originally a thirteen room mansion erected on seven and a half acres of land.
When economic boom turned to bust in the 1880s, the property was purchased in 1888 by wealthy New South Wales pastoralist William Weatherly who named it Billilla after his land holdings and established a home there for his wife Jeannie and their children Violet, Gladys and Lionel.
The house was substantially altered by architect Walter Richmond Butler in 1907, extending the house beyond its original thirteen rooms and adding the Art Nouveau façade seen today.
After William Weatherly's death in 1914, his wife, who was much younger, remained living there until her own death in 1933. She bequeathed the property to her daughter, Violet, who maintained the home with reduced staff until her own death in 1972.
The property was purchased in 1973 by the Bayside Council who subsequently used Billilla as a historical house with guided tours, a wedding and events venue, a school and finally in 2009 as an artist's precinct in the property's outbuildings. Billilla is a beautiful heritage property retaining many of its original features thanks to its long private ownership still incorporating a stately formal garden and the magnificent historic house.
Billilla, at 26 Halifax Street, Brighton, is one of Melbourne’s few remaining significant homesteads, built on land which had originally been owned by Nicholas Were. The house has a mixture of architectural styles, featuring a Victorian design with Art Nouveau features and has exquisite formal gardens, which retain much of their original Nineteenth Century layout.
Billilla retains many original Victorian elements and a number of outbuildings still stand to the rear of the property including the butler’s quarters, dairy, meat house, stable garden store and coach house.
Billilla was opened to the general public as part of the Melbourne Open House weekend 2022.
Billilla was used as a backdrop in the 1980 Australian Channel 10 miniseries adaptation of Sumner Locke Elliott's "Water Under the Bridge". It was used at the Sydney harbourside home of Luigi, Honor and Carrie Mazzini.