View allAll Photos Tagged Keyworth
Chris Retired from the Haulage job some years ago, The unit is at present Owned by Dave Keyworth of Derbyshire.
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For this week's FlickrFriday #Pathfinder theme. Found, but not followed today, New Year's Day 2022, on a walk in Keyworth.
The Parish Church of Saint Mary the Virgin
Plumtree is a village and civil parish in the borough of Rushcliffe in southern Nottinghamshire. It is situated 5 miles south east of Nottingham, between the villages of Tollerton and Keyworth.
The parish church of St Mary has a Norman tower base on Saxon foundations and a 13th century nave. The church was heavily restored between 1873 and 1874, by George Frederick Bodley and Thomas Garner.
This small church building in Keyworth was designed by W Sutton and opened in October 1903.
This is a three shot vertical panorama. I have been wanting to photograph this church building for a while, having the shift lens finally allowed me to get a picture of it.
Trentbarton 'Keyworth Connection' branded Optare Tempo YJ07 VSK is seen at Nottingham Broadmarsh Bus Station, preparing to depart to Keyworth via. Tollerton. 29/0/17.
The second red Eclipse spare at Manvers Street materialised as 727; the second of only two 08 plate B7RLEs in the fleet (the other being the Keyworth’s 726). I got it ticked off for photos here on 20.6.25 as it took a Skylink along Abbey Street.
Either the blind was set wrong or this Skylink journey was only operating as far as the airport only for unknown reasons, instead of Gateway or Coalville.
FJ08 WHS
Photographed at Nottingham Station is this Trent Barton owned Volvo B7RLE with Wrightbus Eclipse Urban bodywork. It is registered FJ09 BXG with the fleet number of 728 and is pictured working The Keyworth.
Trent Barton (Wellglade Group) 730 (FJ09 BXK) operating a Nottingham – Keyworth service outside Nottingham railway station, 2nd April 2022. FJ09 BXK is a Volvo B7RLE chassis fitted with a Wrightbus Eclipse Urban B45F body. It is one of a batch of fourteen Volvo B7RLE’s delivered new to Trent Barton in March 2009.
Replacing the keyworth connection from Summer 2017, former the mickleover branded 728 now joins the Nottingham fleet, displacing the current Optare Tempos that are being withdrawn and disposed.
Note that the "doughnut" route indicator now shifts to the nearside, in line with PVSAR.
Captured in Derby depot, 728 demonstrates the new brighter palette (not disimilar to the current livery of the mickleover Enviro 200s in situ).
15/02/18 - London Overground Class 710 Aventra Unit 710256 on test on the Old Dalby Test track, running from Plumtree to Asfordby | Keyworth
Trent Barton "Mango" YX17NTL 110 seen shortly after leaving Nottingham Broadmarsh bus station on The Keyworth
A new sight around were the refreshed Keyworths, which are old Mickleovers except for one which is randomly a Volvo. Going back years I mocked up what I hoped an MMC Keyworth would look like if it revived the maroon/plum colour of the old Keyworth Connection Optare Tempos, but sadly they’ve stuck with pink and instead used the nice colour for the genuinely new Mickleovers... so close!
Something which pleases me is that TrentBarton are returning to doing slightly more interesting branding than just the off-coloured circle towards the rear – the Keyworth included. However, just like the buses they’ve recycled this straight off the Mickleover and it’s this aimless swoopy stuff that puts me in mind of the butterfly-shaped MSN logo.
101 is seen here swinging onto Carrington Street as it sets out from Nottingham city centre on 8.2.25
YX66 WLK
CN 382 - Hamtramck, MI - September 2022
Northbound CN manifest rolls past Keyworth Stadium in Hamtramck, MI on a warm and hazy morning. The train is about to run through the CN yard and crossover to main 2 on the Mount Clemens Sub.
Swinging out of Broadmarsh bus station on to Nottingham's Canal Street is TrentBarton Enviro 200 MMC 145 on The Keyworth to... you guessed it, Keyworth!
12.3.23
Once a common sight; trentbarton 'keyworth connection' branded Optare Tempo YJ07 VSK stands at Nottingham Broadmarsh Bus Station, prior to departure back to Keyworth. Everything in this photo is historic - the type of bus is now completely withdrawn from Trent, the route has had a major re-brand, roller blinds in the company are now extinct and the bus station is now no more! It's scary just how much can change in five months.
01/04/17.
trentbarton 'keyworth connection' branded Optare Tempo YJ07 VSN arrives at Square, Keyworth having come from Nottingham Broadmarsh Bus Station. These buses have since left Trent and have been replaced newer, larger ex-Mickleover Wright Eclipse bodied Volvo B7RLEs. 01/04/17.
London Central WHY9, LX11DVB - Route 360 | Elephant & Castle / Keyworth Street With a Royal Albert Hall Bound Service
Saturday 20th December 2014
@ Londontransport3/Mark Mcwalter 2014
Wrightbus Wright Streetlite WF at Queen's Medical Centre QMC Hospital Nottingham on route 63 to Keyworth February 2013
The newest of the four, and the newest in the fleet at the time, was this 1989 B10M, which also had a straight 53-seat layout. It also got the XIB treatment shortly after, becoming XIB 1908. After 14 years here, it spent the rest of its life with Wrights of Keyworth, Notts., and their successor.
Despite having photos of most of TrentBarton's Optare Tempo fleet, I never uploaded very many to Flickr. As you can probably guess following my uploads of older NCT vehicles, I've sorted out the best pictures I have of these buses for ease of referencing, with the added bonus of there now being considerably more photos of Mainline, Keyworth and Twenty One branded Optare Tempos on my photostream.
On 8.9.17 I went to the junction of Arkwright Street and Meadows Way in order to photograph the Tempos before they were replaced, along with anything else that turned up. 303 was one of the buses I saw that day and here it is on an inbound trip at the traffic lights.
Strangely, this coach has no traceable Flickr presence, so here it is now - Jack Jackson stayed loyal to his local body builder Duple when buying new, right up to the end of production, and indeed beyond. It was Bedfords all the way through the 70s and 80s, until the last ones were available in 1987, then they made the switch to DAF, taking 7 new ones with 320 bodies from Duple's 1988 build, with the final pair entering service in 1992.
A21 PFR was a YNT with the only Duple Laser body bought new, although a Laser 2 demonstrator also came when a few months old. It was replaced by a DAF in 1990, and had a succession of owners over the next 15 years, none of whom I can recall seeing it with ! Maybe that tells its own story, and why it has avoided so many cameras ....
Chorlton Street, Manchester, 8/4/85
Arriva London VLA50, LJ53BBE - Route 415 | Elephant & Castle / Keyworth Street With a Tulse Hill Bound Service
Saturday 20th December 2014
@ Londontransport3/Mark Mcwalter 2014
K&M Gagg of Bunny was not a name to forget in a hurry, an operator that brightened up the bus scene in the city for a while in the late 1980s. Here is Routemaster RM790 ahead of tri-axle Talbot Pullman F183JFW, both working out to Ruddington and Keyworth in August 1988.
Pentax MX/50mm
Fujichrome 100
The indigo, i4, Skylink, Skylink Express, Mainline, Keyworth, Cotgrave and Kinch's 9 were all diverting via London Road, Radcliffe Road, the A52, Clifton Bridge and Clifton Boulevard.
205 was seen on Radcliffe Road whilst on a Long Eaton bound indigo.
The indigo, i4, Skylink, Skylink Express, Mainline, Keyworth, Cotgrave and Kinch's 9 were all diverting via London Road, Radcliffe Road, the A52, Clifton Bridge and Clifton Boulevard.
126 was seen on Radcliffe Road whilst on an Airport bound Skylink.
I know I’ve photted all the new Keyworths – it’s just a case of making sure I get at least one photo of each uploaded. Having Flickr as a ‘master’ record of which buses I’ve spotted is great, except for the fact I’m many months behind.
This is my first ever upload to feature TrentBarton 102, and shows it being chased down Meadows Way by Cotgrave 144 on 27.3.25
YX66 WLL
trent barton 728 FJ09BXG Volvo B7RLE Wright Eclipse B45F at Broadmarsh bus station in Nottingham on the keyworth on 8 July 2017.
This was the last day of operation of the bus station before demolition.
Pamir was a four-masted barque built for the German shipping company F. Laeisz. One of their famous Flying P-Liners, she was the last commercial sailing ship to round Cape Horn, in 1949. By 1957, she had been outmoded by modern bulk carriers and could not operate at a profit. Her shipping consortium's inability to finance much-needed repairs or to recruit sufficient sail-trained officers caused severe technical difficulties. On 21 September 1957, she was caught in Hurricane Carrie and sank off the Azores, with only six survivors rescued after an extensive search.
History
Early days and World War I
She was built at the Blohm & Voss shipyards in Hamburg, launched on 29 July 1905. She had a steel hull and tonnage of 3,020 GRT (2,777 net). She had an overall length of 114.5 m (375 ft), a beam of about 14 m (46 ft) and a draught of 7.25 m (23.5 ft). Three masts stood 51.2 m (168 ft) above deck and the main yard was 28 m (92 ft) wide. She carried 3,800 m² (40,900 ft²) of sails and could reach a top speed of 16 knots (30 km/h). Her regular cruise speed was around 8-9 knots.
She was the fifth of ten near-sister ships. She was commissioned on 18 October 1905 and used by the Laeisz company in the South American nitrate trade. By 1914, she had made eight voyages to Chile, taking between 64 and about 70 days for a one-way trip from Hamburg to ValparaÃso or Iquique, the foremost Chilean nitrate ports at the time. From October 1914, she stayed in Santa Cruz de la Palma port in La Palma Island, Canary Islands. Due to post war conditions, she did not return from Santa Cruz de la Palma to Hamburg until 17 March 1920.
In the same year, she was handed over to Italy as war reparation. On 15 July 1920, she left Hamburg via Rotterdam to Naples towed by tugs. The Italian government was unable to find a deep-water sailing ship crew, so she was laid up near Castellamare in the Gulf of Naples.
In 1924, the F. Laeisz Company bought her back for £7,000 and put her into service in the nitrate trade again. Laeisz sold her in 1931 to the Finnish shipping company of Gustaf Erikson, which used her in the Australian wheat trade.
World War II and beyond
Painting of the Pamir by Yasmina (2008)
During World War II, Pamir was seized as a prize of war by the New Zealand government on 3 August 1941 while in port at Wellington. Ten commercial voyages were made under the New Zealand flag: five to San Francisco, three to Vancouver,[1] one to Sydney and her last voyage across the Tasman from Sydney to Wellington carrying 2,700 tons of cement and 400 tons of nail wire.[2] Weathering a storm during the last Tasman voyage is described in detail by one of the mates, Andrew Keyworth, in a letter never posted.[3]
Plaque commemorating the Pamir installed on the waterfront, Wellington, New Zealand
She escaped the war unscathed despite a close call in 1943 when a Japanese submarine was spotted. Evidently as a fast-moving barque under a strong and fair wind, she did not interest the submarine's commander.[4] After the war, she made one voyage from Wellington via Cape Horn to London, then Antwerp to Auckland and Wellington in 1948.
She was returned to the Erikson Line on 12 November 1948 at Wellington and sailed to Port Victoria on Spencer Gulf to load Australian grain. On her 128-day journey to Falmouth, she was the last windjammer carrying a commercial load around Cape Horn, on 11 July 1949.[5]
Gustaf Erikson had died in 1947. His son Edgar found he could no longer operate her (or Passat) at a profit, owing primarily to changing regulations and union contracts governing employment aboard ships; the standard two-watch system on sailing ships was replaced by the three-watch system in use on motor-ships, requiring more crew.[6]
In March 1951, Belgian shipbreakers paid £40,000 for her and Passat.[6] As she was being towed to Antwerp, German shipowner Heinz Schliewen, who had sailed on her in the late 1920s, bought her (and Passat, thus often erroneously referred to as a sister ship).[6] The ships were modernized with refurbished quarters to accommodate merchant marine trainees and fitted with an auxiliary engine, a refrigeration system for the galleys (precluding the need to carry live animals for fresh meat), modern communications equipment and water ballast tanks.[7] Her first trip was to Brazil in 1952 with cement, to return to Germany with iron ore. Early in the outbound voyage the propeller dropped off, "much to the satisfaction of the sail-favoring crew if not the owner."[8] The enterprise went briefly bankrupt but was bought by a new consortium of 40 German shipowners.[9] For the next five years, the ships continued to sail between Europe and the east coast of South America, but not around Cape Horn.[10] They were used as cargo-carrying school ships, primarily to Argentina. Although the German public supported the concept as maritime symbols and sources of national pride, the economic realities of the post-war years placed restraints on the operation. The ships were no longer profitable as freight haulers, and Pamir had increasing technical problems such as leaking decks and serious corrosion. The consortium was unable to get sufficient increased funding from German governments or contributions from shipping companies or public donations, and thus let both vessels deteriorate.[11]
Last voyage
Possible last sighting of Pamir
Due to ill health, her regular captain, Hermann Eggers, had been replaced by Captain Johannes Diebitsch, who had sailed on her as a young seaman and had commanded sail-training ships, but had little experience as master of cargo-carrying sailing ships.[10] His first officer, Rolf Köhler, was only 29 at the time, and wrote that he was "getting thin with anger" over the state of the ship and that he was intending to quit the ship's company after arriving home from the next voyage. Captain Diebitsch was criticized for being a harsh and inflexible officer.[11]
On 10 August 1957, she left Buenos Aires for Hamburg with a crew of 86, including 52 cadets. Her cargo of 3,780 tons of barley was stored loose in the holds and ballast tanks, secured by 255 tons in sacks on top of the loose grain.[10] Records indicate that this was one of the major mistakes implicated in the sinking – she had been held up by a dockworkers' strike, and Diebitsch, under severe pressure to sail, decided to let the trimming (the correct storage of loose cargo so that it does not shift in the hold) be done by his own untrained crew. It was later found that he also had the ballast tank filled with barley. Even though testing of the roll period (the time the ship took to right itself after load transfers) showed that she was dangerously unstable, Diebitsch decided to sail.[11]
On the morning of 21 September 1957, she was caught in Hurricane Carrie before shortening sails. It was later considered that because the radio officer had also been given substantial administrative tasks (to save the money required for another officer's position), he had likely not received any of the radio storm warnings. She had also not responded to radio hails by ships that had sighted her earlier in the voyage.[11] She soon listed severely to port in the sudden storm. As hatchways and other openings were not closed at once, they probably allowed considerable amounts of water to enter, as found by the commission which examined the probable causes of the sinking.[11] The shipping company's lawyer at the investigation claimed that the water entered her due to a leak. According to the commission, the water caused her to list further and the grain to shift, which aggravated the list.
The captain did not order the flooding of her grain-filled ballast tanks, which would have helped her to right herself. Once she listed severely, the lifeboats could not be deployed because her port side was underwater and her starboard side was raised to an angle that did not allow use of the boats.
She sent distress signals before capsizing at 13:03 local time, and sinking after drifting keel-up for 30 minutes in the middle of the Atlantic 600 nautical miles (1,100 km) west-southwest of the Azores at position 35°57′N 40°20′W.[11] Three damaged lifeboats that had come loose before or during the capsizing and the only lifeboat that had been deployed was drifting nearby. None contained any provisions or working distress signal rockets. Many sharks were later seen near the position.
A nine-day search for survivors was organized by the United States Coast Guard Cutter Absecon, but only four crewmen and two cadets were rescued alive, from two of the lifeboats. It was reported that many of the 86 men aboard had managed to reach the boats, but most died in the next three days.[11] As none of the officers nor the captain survived, the reasons for the capsizing remained uncertain.
The sinking made headlines around the world; it was a national tragedy in Germany. Wikipedia
This photo was downloaded from facebook
trent barton 717 FJ58KKL Volvo B7RLE Wright Eclipse B45F, in special charity livery: When you wish upon a Star, at Arkwright Street in Nottingham on keyworth connection on 8 October 2016.
trentbarton Optare Tempo YJ07 VSG is imaged arrving into The Sqaure, Keyworth working the Keyworth Connection from Nottingham Broadmarsh Bus Station. 15/06/17.
There can not be many opportunities to photograph the nearside of a British bus in the sun, heading directly East but the month of June does provide that opportunity given the weather plays ball. This is Lynx Buses, Optare Tempo YJ07VSN, very early one morning running dead to start its 14 hour shift. It would be true to say, they need a certain understanding of their idiosyncratic ways, however they are still good workhorses.... but i would say that wouldn't i !