“This artist’s concept depicts one configuration currently being studied by Textron’s Bell Aerosystems Company in conjunction with its one-man Lunar Flying Vehicle preliminary design work for the National Aeronautics and Space Administration’s Manned Spacecraft Center, Houston, Texas. Powered by twin rocket engines, it would be capable of 10-15 mile minimum flight ranges. It also could perform at least 30 sorties and be able to use the residual propellants from the descent stage of the Lunar Module. Mounted to the back of this design is a payload pallet. Motorcycle-like handle grips would be used for thrust and attitude control.”

To my knowledge, the Descent Propulsion System fuel of the Lunar Module was hypergolic. Wouldn’t that’ve been a risky proposition to use?

Note the deployed EASEP/ALSEP components.

Beautiful & iconic (in my world) ca. 1968/69 artwork by Bell Aerosystems’ immensely talented artist, John J. Carr.

See also...always informative & entertaining:

www.aerospaceprojectsreview.com/blog/?s=Bell+Aerosystems&...

Specifically:

www.aerospaceprojectsreview.com/blog/wp-content/uploads/2...

Both above credit: Aerospace Projects Review website/blog

Additional interesting designs:

www.astronautix.com/l/lunarflyers.html

Credit: Astronautix website

My new North American diesel engine in the Canadian Nation Railway scheme is the first Lego loco I have built since my childhood days and was strongly inspired by the EMD-GP 7, 9 and 20 diesel engines and other similar types that came in full high hood configuration, but I went on to building the model rather freely, leaving out things I didn’t want and not sticking to any particular real model.

Being 9+ studs wide, it’s quite a beast and fits very well to the “large city minifigure scale” preferred by ER0L and me. It drives on two 9V train motors from the 90s. The lighting is realized with materials from that time as well, energized by a separate battery box in the shorter section of the hood and thus illuminating the two fronts and cabin of the engine independently from the transformer. That way, the light can be on even when the model stands still.

I went for moving pilots, even though they don’t exist on such models in reality. This was mostly due to the prolonged bionicle trucks I wanted to use here, which would otherwise have made the stairs stand out too far from the trucks in curves and switches.

I have nearly finished building the first of several tank cars for it, so consider these pics an “opener” for more train equipment to come from me.

NSP Luxury Coach

Boeing has completed the firm configuration of the 737 MAX 8. This milestone marks completion of the major trade studies that define the capabilities of the 737 MAX family.

“We have defined the design requirements for the 737 MAX that provide our customers with the most value in the single-aisle market,” said Michael Teal, chief project engineer, 737 MAX, Boeing Commercial Airplanes. “We continue to follow our disciplined process to ensure that we have completed all the requirements for the development stage of the program and are ready to begin the detailed design phase.”

As detailed designs are completed and released, production can begin. Final assembly of the 737 MAX 8 is scheduled to begin in 2015 with first delivery scheduled for the third quarter of 2017.

The 737 MAX will be 13 percent more fuel-efficient than today’s most efficient single-aisle airplanes and 8 percent more fuel-efficient per seat than tomorrow’s competition. The configuration includes new LEAP-1B engines from CFM International that are optimized for the 737 MAX, a redesigned tail cone and the Boeing designed Advanced Technology Winglet to reduce fuel use. Other changes incorporated include upgrades to the flight deck displays, an electronic bleed air system and fly-by-wire spoiler flight controls.

Boeing provides this photo for the public to share. Media interested in high-resolution images for publication should email boeingmedia@boeing.com or visit boeing.mediaroom.com. Users may not manipulate or use this photo in commercial materials, advertisements, emails, products, or promotions without licensed permission from Boeing. If you are interested in using Boeing imagery for commercial purposes, email imagelicensing@boeing.com or visit www.boeingimages.com.

Victory Liner Inc.

Date Taken: May 9, 2015

Basic Details:

Operator: Luzon Cisco Transport, Inc.

Fleet Number: 9659

Classification: Ordinary Fare / Non-Air-Conditioned Provincial Operation Bus

Seating Configuration: 3x2 Seats

Seating Capacity: 61 Passengers

Body:

Coachbuilder: Pilipinas Hino Auto Body, Inc.

Body Model: Pilipinas Hino MR-Series

Chassis Model: Hino RK1JST 1425

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

Suspension: Leaf Springs Suspension

Engine:

Engine Model: Hino J08C-TK

Cylinder Displacement: 8.0 Liters

Cylinder Configuration: Straight-6

Engine Aspiration: Turbocharged & Intercooled

Max. Power Output: 250 hp @ 2,700 rpm

Peak Torque Output: 745 N.m @ 1,500 rpm

Emission Standard: Euro 2

Transmission:

Type: Manual Transmission

Gears: 6-Speed Forward, 1-Speed Reverse

* Some parts of the specifications may be subjected for verification and may be changed without prior notice...

Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)

Date Taken: June 10, 2014

Basic Details:

Operator: SANTRANS, CORP.

Fleet Number: 2611

Classification: Ordinary Fare / Non-Air-Conditioned Provincial Operation Bus

Seating Configuration: 3x2 Seats

Seating Capacity: 61 Passengers

Body:

Coachbuilder: Santa Rosa Philippines Motor Works, Inc.

Body Model: Santa Rosa Exfoh

Air-Conditioning Unit: None

Chassis:

Chassis Manufacturer: Nissan Diesel Motor Company, Ltd.

Chassis Model: Nissan Diesel SP215NSB

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

Suspension: Leaf Springs Suspension

Engine:

Engine Manufacturer: Nissan Diesel Motor Company, Ltd.

Engine Model: Nissan Diesel FE6-T (FE6-C)

Cylinder Displacement: 422.494 cu. inches (6,925 cc / 6.9 Liters)

Cylinder Configuration: Straight-6

Engine Aspiration: Turbocharged

Max. Power Output: 202 bhp (205 PS - metric hp / 151 kW) @ 2,800 rpm

Peak Torque Output: 434 ft.lbs (588 N.m / 60 kg.m) @ 1,400 rpm

Emission Standard: Euro 1

Transmission:

Type: Manual Transmission

Gears: 6-Speed Forward, 1-Speed Reverse

* Some parts of the specifications may be subjected for verification and may be changed without prior notice...

Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)

How I finally made it comfortable...

- Nitto Grand Bois Elysées handlebar for a nice upright position that still allows me to lean forward due to the 11cm Nitto Tallux stem. Brooks Cambium natural tape to match the saddle.

- Brooks Cambium Carved saddle in natural. Very comfortable and allows about an extra inch of rear saddle positioning which for me, was what I needed to relieve hand pressure and be more comfortable.

Other stuff that made a huge difference:

- Compass Barlow Pass 38mm tires - huge difference in ride comfort and suppleness compared to the previous Schwalbe Marathon Racers I had before.

I'll be installing the fenders next week.

The Plymouth Prowler, later the Chrysler Prowler, is a retro-styled production car manufactured and marketed in 1997 and 1999-2002 by DaimlerChrysler, based on the 1993 concept car of the same name.

The Prowler was offered in a single generation in a front-engine, rear-drive, rear-transmission configuration — with an overall production of 11,700.

Design

Chrysler engineers were given free rein to design whatever they wanted in a "hot rod" or "sportster" type vehicle. Thomas C. Gale, Chrysler's design and international director "love for 1930s-era hot rods inspired Chrysler's latest design triumph, the retro-styled Plymouth Prowler." Gale, "who has a hotted up 1932 Ford in his garage, ... [approved] the rod-inspired Plymouth Prowler as the company's follow-up show-stopper to the Dodge Viper. An early influence is credited to a Chrysler-sponsored project at the Art Center College of Design that resulted in a thesis by Douglas "Chip" Foose that included drawings of a retro-roadster. Foose "designed it as a coupe for Chrysler to begin with but modified it to a roadster version."

One of the most striking design features of the Prowler are the open, Indy racer-style front wheels. The Prowler featured a powertrain from Chrysler's LH-cars, a 24-valve, 3.5 L Chrysler SOHC V6 engine producing 214 hp (160 kW; 217 PS) at 5850 rpm. For the 1999 model year, the engine was replaced with a more powerful, aluminum-block, 253 hp (189 kW; 257 PS) at 6400 rpm version of the engine. Both engines were coupled to a four-speed Autostick semi-automatic transmission. The transmission was located at the rear of the vehicle and joined to the engine by a torque tube that rotated at engine speed, an arrangement similar to that used by the C5 Corvette, Porsche 944, and Alfa Romeo 75, and helped to facilitate a desirable 50-50 front-rear weight distribution. The Prowler was the first rear-wheel drive Plymouth since the 1989 Plymouth Gran Fury and would stand as the last Plymouth model with that layout. While criticized for having only a V6 engine, Chrysler's High Output 3.5 had a horsepower rating similar to (or higher than) the company's Magnum V8s of that era. While not making nearly as much torque as a V8, Prowler's light weight helped to achieve rapid off-the-line acceleration.

The car prominently featured aluminum construction, in many cases adhesively bonded, chiefly in the chassis. The body was produced in Shadyside, Ohio, and the car was assembled by hand at the Conner Avenue Assembly Plant (CAAP) in Detroit, Michigan.

Legacy

Other retro-styled vehicles followed the Prowler, including the Chrysler PT Cruiser, Chevrolet's SSR, HHR, and the 2010 Camaro, Ford's 2002 Thunderbird and 2005 Mustang, as well as the 2008 Dodge Challenger..

In 1999 at the Specialty Equipment Market Association's annual car show in Las Vegas, Nevada, Chrysler unveiled the Plymouth Howler concept. Inspired by hot rod trucks, and based on the Prowler, the Howler featured a small, truck-like bed with a tailgate and hard tonneau cover. Under the hood, an adapted version of Jeep's new 4.7 L PowerTech V8 engine replaced the production model's 3.5 L V6. A Borg-Warner five-speed manual replaced the production four-speed automatic.

[Text from wikipedia]

en.wikipedia.org/wiki/Plymouth_Prowler

Shell Oil Company

First North Luzon Transit / Bataan Transit

Company/Owner: Maria De Leon Transit, Inc/Bataan Transit Company, Inc.

Fleet/Bus Number: 2311

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer KLQ6128LQ U-Tour

Engine Model: Yuchai YC6L330-42 (L62YB)

Chassis Model: Higer KLQ6128 monocoque chassis

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Laoag (Ilocos Norte)–Manila via NLEX

Route: Sampaloc, Manila City [SMP, MN]–Laoag City, Ilocos Norte [LAO, IN] via E1 (NLEX–SLEX Connector-España–NLEX-Dau; SCTEX-Mabalacat–SCTEX-Amucao–TPLEX-Carmen) / N215 (Dau Access Road) / N2 (MacArthur Highway)

Municipalities/cities passing: Dau (Mabalacat City)–Carmen (Rosales) [CEN]/Villasis/Urdaneta City/Binalonan/Pozorrubio/Sison/Rosario/Santo Tomas/Agoo/Aringay/Caba/Bauang/San Fernando City [SFE]/San Juan (La Union)/Bacnotan/Balaoan/Luna/Bangar/Sudipen/Tagudin/Santa Cruz/Santa Lucia/Candon City [DON]/Santiago/San Esteban/Santa Maria/Narvacan/Santa/Bantay/San Ildefonso/Santo Domingo/Magsingal/San Juan (Ilocos Sur)/Cabugao/Sinait/Badoc/Pinili/Currimao/Paoay or Batac/San Nicolas

Type of Operation: Provincial Operation Public Utility Bus (Regular Deluxe Class with USB charging ports)

Area of Operation: Ilocos Region (Region I)

Shot location: N215, Brgy. Dau, Mabalacat City, Pampanga

Date and time taken: April 9, 2024 (4:11 pm)

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

The Diamond formation with all 4 jets in the carrier landing configuration.

The Blue Angels is the United States Navy's flight demonstration squadron, with aviators from the Navy and Marines. en.wikipedia.org/wiki/Blue_Angels The Blue Angels performed at the 2015 Oregon International Air Show held at the Hillsboro Oregon airport.

OMC

Truck Manufacturer: MAN Truck & Bus AG

Five Star Bus Company.

Royal Cargo

Salamat naman at nagkaroon ng air-conditioned unit itong si Vizcaya Liner. Dati-rati, Bupar lang at may ex-Victory Liner—which is yung SDX or AKR—ang mga unit na gamit nya for Camiling–Roxas, ngunit ngayon ay nagkaroon na siya ng BH120F Royal Cruiser II, at kumportable na pasaheros dito. Mabuti naman at hindi ito 3×2 dahil masikip ang pwesto kapag ganun.

Company/Owner: Barrero, Jose Jr./Vizcaya Liner

Fleet/Bus Number: 4076

Classification: Air-conditioned Inter-provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II

Engine Model: Doosan DV11

Chassis Model: Daewoo BH120 (KL5US65JD4P)

Transmission: 5-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Franchise route: TBD

Route: Roxas, Isabela–Camiling, Tarlac via N51 (Santiago–Tuguegarao Road) / [alternate: N53 (Cauayan–Cabatuan Road)] / N1 (Maharlika Highway) / N56 (San Jose–Lupao Road/Umingan–Rosales Road) / N114 (Pangasinan–Nueva Ecija Road) / N2 (Manila North Road/MacArthur Highway) / N55 (Romulo Highway)

Municipalities/cities passing: San Manuel/Aurora/Cabatuan/[alternate: Cauayan City/Alicia/Echague/San Isidro]/San Mateo/Ramon/Santiago City/Cordon/Diadi/Bagabag/Solano/Bayombong/Bambang/Ineangan (Dupax del Norte)/Gabut (Dupax del Sur)/Aritao/Santa Fe/Carranglan/San Jose City/Lupao/Umingan/Balungao/Rosales/Cuyapo/Guimba/Pura/Gerona/Paniqui

Type of Operation: Inter-regional, Inter-provincial Operation Public Utility Bus (Regular Class)

Area of Operations: Cagayan Valley (Region II) / Central Luzon (Region III)

Shot Location: N1/AH26 (Maharlika Highway/Pan-Philippine Highway), Barangay Tayabo, San Jose City, Nueva Ecija

Date Taken: May 17, 2018 (12:48H)

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Company/Owner: Ballesteros Bus Line Corporation

Fleet/Bus Number: 06888

Classification: Air-conditioned Provincial Bus

Coachbuilder: Zyle Daewoo Bus Corporation

Body Model: Daewoo BH120F Royal Cruiser II (in Kia Granbird Headlamps)

Engine Model: Doosan DE12TI

Chassis Model: Daewoo BH120 (KL5US65JD3P)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 45

Route: E. Rodriguez Avenue, Quezon City–Ballesteros, Cagayan via N1 (Maharlika Highway) / Emilio Vergara Highway or Felipe Vergara Highway / Santiago–Tuguegarao Road / Abulug–Ballesteros–Aparri Road

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/Ramon/San Mateo/Cabatuan/Aurora/San Manuel/Roxas/Mallig/Quezon/Rizal/Santa Maria/Enrile/Solana/Maddarulug [(Santo Domingo) Solana]/Tuguegarao City/Iguig/Amulung/Alcala/Gattaran/Lal-lo/Allacapan/Aparri

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Barangay Cut-cot, Pulilan, Bulacan

Date Taken: September 21, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

D.V. Lindo

Partas Trans

Goodmorning Universe

Company/Owner: HM Transport, Inc.

Fleet/Bus Number: A-8058

Classification: Air-conditioned Provincial Bus

Coachbuilder: Autodelta Coach Builders, Inc.

Body Model: Volvo/Autodelta B7R Coach (GL6127HKC2) (in Volvo 9800 front fascia)

Engine Model: Volvo D7E-290 (D7E11)

Chassis Model: Volvo B7R (YV3R6R62*GA)

Transmission: 6-speed Automatic Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Santa Cruz (Laguna)–Cubao (Quezon City) via Los Baños

Route: Santa Cruz, Laguna–Cubao, Quezon City via N66 (Calamba–Pagsanjan Road) / E2 (SLEX-Turbina–SLEX-Magallanes)

Municipalities/cities passing: Pila/Victoria/Calauan/Bay/Los Baños/Calamba City–Magallanes (Makati City)

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: CALABARZON (Region IV-A)

Shot Location: EDSA-Boni, Mandaluyong City

Date Taken: May 14, 2018

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

This Mercury capsule, No. 15B, is one of two left. It alone shows the complete one-man spacecraft in its orbital configuration. It includes the silver and black retrorocket package (left, above) used to slow the capsule for return to Earth, and the nose section containing the parachutes.

The first American in space, Alan B Shepard, Jr., hoped to fly this Mercury capsule on a long-duration orbital mission in late 1963 called Mercury-Atlas 10 (MA-10). After the success of MA-9, flown by astronaut Gordon Cooper in May 1963, NASA decided to cancel MA-10 to concentrate on its next human spaceflight project, Gemini. Reflecting Shepard's hope of flying in space again, he had the name Freedom 7 II painted on the spacecraft in tribute to his historic 1961 capsule, Freedom 7,

Mercury capsule 15 originally was sent to Cape Canaveral in 1961 for a manned sub-orbital mission, Mercury-Redstone 5 (MR-5) that was cancelled. It was then modified for an orbital mission and renumbered 15A, and then modified again as a back-up to the MA-9 spacecraft, No. 20, and as the prime spacecraft for MA-10, and dubbed 15B. In September 1967 NASA transferred the capsule to the Smithsonian Institution.

Project Mercury was the first human spaceflight programme for the USA, running from 1958 to 1963. An early highlight of the space race, its goal was to put a man into Earth orbit and return him safely, ideally before the Soviet Union, in a new element of the Cold War.

Taken over from the US Air Force by the newly-created civilian space agency NASA, it conducted 20 unmanned developmental flights (some using animals), and six successful flights by astronauts. The programme, which took its name from Roman mythology, cost $1.8 billion adjusted for inflation. The astronauts were collectively known as the "Mercury Seven", and each spacecraft was given a name ending with a "7" by its pilot. The film "The Right Stuff" tells a version of those astronauts' selection and flights.

When Project Mercury ended in May 1963, both nations had sent six people into space, but the Soviets led the US in total time spent in space.

The Mercury space capsule was produced by McDonnell Aircraft, and carried supplies of water, food and oxygen for about one day in a pressurised cabin. Mercury flights were launched from Cape Canaveral Air Force Station in Florida, on launch vehicles modified from the Redstone and Atlas D missiles. The capsule was fitted with a launch escape rocket to carry it safely away from the launch vehicle in case of a failure. The flight was designed to be controlled from the ground via the Manned Space Flight Network, a system of tracking and communications stations; back-up controls were outfitted on board. Small retrorockets were used to bring the spacecraft out of its orbit, after which an ablative heat shield protected it from the heat of atmospheric reentry. Finally, a parachute slowed the craft for a water landing. Both astronaut and capsule were recovered by helicopters operating from US Navy ships.

The Mercury project missions were followed by millions on radio and TV around the world. Its success laid the groundwork for Project Gemini, which carried two astronauts in each capsule and perfected space docking manoeuvres essential for manned lunar landings in the subsequent Apollo programme announced a few weeks after the first manned Mercury flight.

The Supermarine Spitfire is a British single-seat fighter aircraft that was used by the Royal Air Force and many other Allied countries during and after the Second World War. The Spitfire was built in many variants, using several wing configurations, and was produced in greater numbers than any other British aircraft. It was also the only British fighter to be in continuous production throughout the war. The Spitfire continues to be a popular aircraft, with approximately 55 Spitfires being airworthy, while many more are static exhibits in aviation museums all over the world.

The Spitfire was designed as a short-range, high-performance interceptor aircraft by R. J. Mitchell, chief designer at Supermarine Aviation Works (which operated as a subsidiary of Vickers-Armstrong from 1928). In accordance with its role as an interceptor, Mitchell designed the Spitfire's distinctive elliptical wing to have the thinnest possible cross-section; this thin wing enabled the Spitfire to have a higher top speed than several contemporary fighters, including the Hawker Hurricane. Mitchell continued to refine the design until his death from cancer in 1937, whereupon his colleague Joseph Smith took over as chief designer, overseeing the development of the Spitfire through its multitude of variants.

During the Battle of Britain (July–October 1940), the Spitfire was perceived by the public to be the RAF fighter, though the more numerous Hawker Hurricane shouldered a greater proportion of the burden against the Luftwaffe. However, because of its higher performance, Spitfire units had a lower attrition rate and a higher victory-to-loss ratio than those flying Hurricanes.

After the Battle of Britain, the Spitfire superseded the Hurricane to become the backbone of RAF Fighter Command, and saw action in the European, Mediterranean, Pacific and the South-East Asian theatres. Much loved by its pilots, the Spitfire served in several roles, including interceptor, photo-reconnaissance, fighter-bomber and trainer, and it continued to serve in these roles until the 1950s. The Seafire was a carrier-based adaptation of the Spitfire which served in the Fleet Air Arm from 1942 through to the mid-1950s. Although the original airframe was designed to be powered by a Rolls-Royce Merlin engine producing 1,030 hp (768 kW), it was strong enough and adaptable enough to use increasingly powerful Merlin and, in later marks, Rolls-Royce Griffon engines producing up to 2,340 hp (1,745 kW); as a consequence of this the Spitfire's performance and capabilities improved, sometimes dramatically, over the course of its life.

Mk V (Types 331, 349 & 352)

Spitfire LF.Mk VB, BL479, flown by Group Captain M.W.S Robinson, station commander of RAF Northolt, August 1943. This Spitfire has the wide bladed Rotol propeller, the internal armoured windscreen and "clipped" wings.

Late in 1940, the RAF predicted that the advent of the pressurised Junkers Ju 86P bomber series over Britain would be the start of a new sustained high altitude bombing offensive by the Luftwaffe, in which case development was put in hand for a pressurised version of the Spitfire, with a new version of the Merlin (the Mk VI). It would take some time to develop the new fighter and an emergency stop-gap measure was needed as soon as possible: this was the Mk V.

The basic Mk V was a Mk I with the Merlin 45 series engine. This engine delivered 1,440 hp (1,074 kW) at take-off, and incorporated a new single-speed single-stage supercharger design. Improvements to the carburettor also allowed the Spitfire to use zero gravity manoeuvres without any problems with fuel flow. Several Mk I and Mk II airframes were converted to Mk V standard by Supermarine and started equipping fighter units from early 1941. The majority of the Mk Vs were built at Castle Bromwich.

The VB became the main production version of the Mark Vs. Along with the new Merlin 45 series the B wing was fitted as standard. As production progressed changes were incorporated, some of which became standard on all later Spitfires. Production started with several Mk IBs which were converted to Mk VBs by Supermarine. Starting in early 1941 the round section exhaust stacks were changed to a "fishtail" type, marginally increasing exhaust thrust. Some late production VBs and VCs were fitted with six shorter exhaust stacks per side, similar to those of Spitfire IXs and Seafire IIIs; this was originally stipulated as applying specifically to VB(trop)s. After some initial problems with the original Mk I size oil coolers, a bigger oil cooler was fitted under the port wing; this could be recognised by a deeper housing with a circular entry. From mid-1941 alloy covered ailerons became a universal fitting.

Spitfire VC(trop), fitted with Vokes filters and "disc" wheels, of 417 Squadron RCAF in Tunisia in 1943.

A constant flow of modifications were made as production progressed. A "blown" cockpit hood, manufactured by Malcolm, was introduced in an effort to further increase the pilot's head-room and visibility. Many mid to late production VBs - and all VCs - used the modified, improved windscreen assembly with the integral bullet resistant centre panel and flat side screens introduced with the Mk III. Because the rear frame of this windscreen was taller than that of the earlier model the cockpit hoods were not interchangeable and could be distinguished by the wider rear framing on the hood used with the late-style windscreen.

Different propeller types were fitted, according to where the Spitfire V was built: Supermarine and Westland manufactured VBs and VCs used 10 ft 9 in (3.28 m) diameter, 3 bladed de Havilland constant speed units, with narrow metal blades, while Castle Bromwich manufactured VBs and VCs were fitted with a wide bladed Rotol constant speed propeller of either 10 ft 9 in (3.28 m) diameter, with metal blades, or (on late production Spitfires) 10 ft 3 in (3.12 m) diameter, with broader, "Jablo" (compressed wood) blades. The Rotol spinners were longer and more pointed than the de Havilland leading to a 3.5 in (8.9 cm) increase in overall length. The Rotol propellers allowed a modest speed increase over 20,000 ft (6,100 m) and an increase in the service ceiling. A large number of Spitfire VBs were fitted with "gun heater intensifier" systems on the exhaust stacks. These piped additional heated air into the gun bays. There was a short tubular intake on the front of the first stack and a narrow pipe led into the engine cowling from the rear exhaust.

The VB series were the first Spitfires able to carry a range of specially designed "slipper" drop tanks which were fitted underneath the wing centre-section. Small hooks were fitted, just forward of the inboard flaps: when the tank was released these hooks caught the trailing edge of the tank, swinging it clear of the fuselage.

With the advent of the superb Focke Wulf Fw 190 in August 1941 the Spitfire was for the first time truly outclassed, hastening the development of the "interim" Mk IX. In an effort to counter this threat, especially at lower altitudes, the VB was the first production version of the Spitfire to use "clipped" wingtips as an option, reducing the wingspan to 32 ft 2 in (9.8 m).The clipped wings increased the roll rate and airspeed at lower altitudes. Several different versions of the Merlin 45/50 family were used, including the Merlin 45M which had a smaller "cropped" supercharger impeller and boost increased to +18 lb. This engine produced 1,585 hp (1,182 kW) at 2,750 ft (838 m), increasing the L.F VB's maximum rate of climb to 4720 ft/min (21.6 m/s) at 2,000 ft (610 m).

VB Trop of 40 Squadron SAAF fitted with the "streamlined" version of the Aboukir filter, a broad-bladed, 10 ft 3 in (3.12 m) diameter Rotol propeller, and clipped wings.

The Mk VB(trop) (or type 352) could be identified by the large Vokes air filter fitted under the nose; the reduced speed of the air to the supercharger had a detrimental effect on the performance of the aircraft, reducing the top speed by 8 mph (13 km/h) and the climb rate by 600 ft/min (3.04 m/s), but the decreased performance was considered acceptable. This variant was also fitted with a larger oil tank and desert survival gear behind the pilot's seat. A new "desert" camouflage scheme was applied. Many VB(trop)s were modified by 103 MU (Maintenance Unit-RAF depots in which factory fresh aircraft were brought up to service standards before being delivered to squadrons) at Aboukir, Egypt by replacing the Vokes filter with locally manufactured "Aboukir" filters, which were lighter and more streamlined. Two designs of these filters can be identified in photos: one had a bulky, squared off filter housing while the other was more streamlined. These aircraft were usually fitted with the wide blade Rotol propeller and clipped wings.

Triumph Spitfire Mk I Roadster

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the ladder chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivaled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Overview:

Production1962–1964

45,753 made

Powertrain:

Engine1,147 cc (1.1 l) I4

Transmission4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions:

Curb weight1,568 lb (711 kg) (unladen U.K.-spec)

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 17.3 seconds. Average fuel consumption was 31mpg.

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Wire wheels and a hard top were also available.

Text regarding the Supermarine Spitfire aeroplane and Triumph Spitfire Roadster has been taken from excerpts of Wikipedia articles on each model.

The Supermarine Spitfire Mk VB aircraft and 1962 Triumph Spitfire Mk I road car have been modelled in Lego miniland-scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts, ' - featuring automotive vehicles named after, inspired by, or with some relationship to aircraft.

Company/Owner: Luzon Cisco Transport, Inc.

Fleet/Bus Number: 107

Classification: Air-conditioned Provincial Bus

Coachbuilder: Pilipinas Hino Auto Body, Inc.

Body Model: Pilipinas Hino Grand-Echo II RM

Engine Model: Hino P11C-TH

Chassis Model: Hino RM2PSS

Transmission: 6-speed Manual Transmission

Suspension: Wide Air Suspension (WideSus)

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Santa Cruz (Zambales)–Pasay City

Route: Santa Cruz, Zambales [CRZ, ZA]–Pasay City [PSY]/Cubao, Quezon City [CUB, QC] via N306 (Olongapo–Bugallon Road) / N55 (Romulo Highway) / E1 (SCTEX-Concepcion–NLEX-SCTEX Connector–NLEX-Angeles Exit–NLEX-Balintawak)

Municipalities/cities passing: Infanta/Dasol/Burgos/Mabini/Alaminos City [AMN]/Sual/Labrador/Bugallon/Aguilar/Mangatarem/San Clemente/Camiling [CAM]/Santa Ignacia | Gerona/Tarlac City [TRL]/Capas/Concepcion–Marquee Mall (Angeles City [ALS])

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III) via Ilocos Region (Region I)

Shot Location: E1 (SCTEX), Mabalacat City, Pampanga

Date Taken: May 17, 2018

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Santrans

Dominion Bus Lines

Bus Operator: Victory Liner, Inc.

Bus number: 1203

Area of Operation: Provincial Operation

Seating Configuration: 2x2

Seating Capacity: 45+1

Bus Manufacturer: Hyundai Motor Company (Korea)

Model: Hyundai Universe Space Luxury

Chassis: Hyundai KMJKJ18BPSC

Engine: Hyundai D6AB-D

Suspension: Air Suspension

Bus number: 3

Area of Operation: Provincial Operation

Seating Configuration: 2x1

Seating Capacity: 29+1

Bus Manufacturer: Del Monte Motor Works, Inc.

Model: DM10 Series 2

Chassis: Hyundai KMJRL18CPAC Aero Xpress HSX

Engine: Hyundai D6AC-A

Suspension: Air Suspension

Taken at: Victory Liner Cubao Terminal, Cubao, Quezon City, Philippines

*note:

(Victory Liner 3 Deluxe)

- Restroom equipped

- WiFi on board

- No stopover

Company/Owner: First North Luzon Transit, Inc.

Fleet/Bus Number: 28109

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Zhengzhou) Yutong Bus Company, Ltd.

Body Model: Yutong ZK6100H

Engine Model: Yuchai Y6CA240-20 (A3515/A3522)

Chassis Model: Yutong ZK6100CRU (LZYTBTD6981)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 61

Route: Cubao/Farmers, Quezon City–Macabebe, Pampanga via NLEX-Balintawak–NLEX-Tabang / MacArthur Highway / Apalit–Macabebe–Masantol Road

Municipalities/cities passing: Tabang (Guiguinto)/Malolos City/Calumpit/Apalit

Type of Operation: Provincial Operation Public Utility Bus (Economy Class)

Area of Operation: Central Luzon (Region III)

Shot Location: MacArthur Highway (Manila North Road), Barangay Sumapang Matanda, Malolos City, Bulacan

Date Taken: August 8, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Company/Owner: Pangasinan Five Star Bus Company, Inc.

Fleet/Bus Number: 88146

Classification: Air-conditioned Provincial Bus

Coachbuilder: Hyundai Motor Company

Body Model: Hyundai Universe Space Luxury Premium

Engine Model: Hyundai D6AB (Q300)

Chassis Model: Hyundai Universe (KMJKG18BPDC)

Transmission: Manual (5-speed forward, 1-speed reverse)

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Route: Cubao, Quezon City–San Antonio, Nueva Ecija via N1 (Maharlika Highway) / Jose Abad Santos Avenue (Olongapo–Gapan Road)

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Isidro/Jaen

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Central Luzon (Region III)

Shot Location: Doña Remedios Trinidad Highway (Maharlika Highway), Cut-cot, Pulilan, Bulacan

Date Taken: August 10, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Truck Manufacturer: MAN Truck & Bus AG

Model: TGS

Chassis: 26.360

Engine:

Suspension:

Axle Configuration: 6x4

Isarog Line Express Transport

Truck Manufacturer: MAN Truck & Bus AG

Model: CLA

Chassis: 26.280

Engine:

Suspension:

Axle Configuration: 6x4

Bataan Transit Co., Inc

Mabuti at may kuha akong Aero Adamant ni Dalin noon bago maglaho. Isa ito sa mga na-recover shot ko—simula noong mawala 'yung mga raw file nito. Hindi ko aakalain na makikita ko pa itong shot na ito.

Company/Owner: HDG Dalin Liner, Inc.

Fleet/Bus Number: 2629555

Classification: Air-conditioned Provincial Bus

Coachbuilder: Del Monte Motor Works, Inc.

Body Model: Nissan Diesel/Del Monte Aero Adamant

Engine Model: Nissan Diesel PE6-T

Chassis Model: Nissan Diesel RB46S

Transmission: 6-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: unknown

Route: Sampaloc, Manila City–Tuguegarao City, Cagayan via N1 (Maharlika Highway)

Municipalities/cities passing: Santa Rita (Guiguinto)/Plaridel/Pulilan/Baliuag/San Rafael/San Ildefonso/San Miguel/Gapan City/San Leonardo/Santa Rosa/Cabanatuan City/Talavera/Santo Domingo/Science City of Muñoz/San Jose City/Carranglan/Santa Fe/Aritao/Gabut (Dupax Del Sur)/Ineangan (Dupax Del Norte)/Bambang/Bayombong/Solano/Bagabag/Diadi/Cordon/Santiago City/San Isidro/Echague/Alicia/Cauayan City/Reina Mercedes/Naguilian/Gamu/Ilagan City/Tumauini/Cabagan/San Pablo/Peñablanca

Type of Operation: Provincial Operation Public Utility Bus (Regular Class)

Area of Operation: Cagayan Valley (Region II)

Shot Location: Pulilan–Plaridel Regional Road/Bypass Road, Cut-cot, Pulilan, Bulacan

Date Taken: January 26, 2016

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Company/Owner: JTB Travel and Tours, Inc.

Fleet/Bus Number: N/A

Classification: Air-conditioned Tourist Chartered Bus

Coachbuilder: Fuji Heavy Industries, Ltd. / Nissan Diesel Corporation Philippines

Body Model: Nissan Diesel Space Arrow Euro Tour (Jonckheere Deauville)

Engine Model: Nissan Diesel RG8

Chassis Model: Nissan Diesel JA530RAN

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

Suspension: Air Suspension

Seating Configuration: 2+1×2

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

Route: Various (Tourist Chartered)

Municipalities/cities passing: N/A

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

Area of Operation: Any point of Luzon: Ilocos Region (Region I), Cagayan Valley (Region II), Central Luzon (Region III), CALABARZON (Region IV-A), MIMAROPA (Region IV-B), Bicol Region (Region V), Cordillera Administrative Region (CAR)

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

Date Taken: August 7, 2015

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

www.ravishlondon.com/londonstreetart

Together Shoreditch and Spitalfields in the East of London constitute the most exciting place to be in London. The population is young, dynamic and imaginative; Friday and Saturday nights are a riot with a plethora of bars and clubs many with their own unique flavour. But what makes this area really special is that Shoreditch and Spitalfields comprise what one might call, ‘the square mile of art’; a de factor open air art gallery; with graffiti, posters and paste-ups being displayed on the main streets, down the side roads and in all the nooks and crannies of this post-industrial environ.

From Eine’s huge single letters being painted on shop shutters, to the haunting propaganda posters of Obey, to Cartrain’s political black and white pop-art; and to the one very small bronze coloured plastic circle, with the imprint of a dog shit and a man's foot about to step into it, which I once saw pasted to a wall, there is an incredible diversity.

Being on the streets, the work can be destroyed, taken or painted over at any minute. It is fragile and transient. Furthermore the juxtaposition of different pieces of art is random and unpredictable both in content and its location, which means that each day throws up a new and unique configuration of work within the streets, which you can only experience by travelling through the city.

Street Art Beginnings

The reasons for why East London has seen the flowering of street art are manifold. The post-industrial legacy of Shoreditch’s crumbling low-rise warehouses, not only provides an environment in which the artists and designers can do their work, but East London’s proximity to the City of London provides an economic source of support for the artists and designers; and finally Shoreditch with its building sites, old dilapidated warehouses provides a canvas upon which those artists can display their work and increase their commercial value.

Set against the characterless nature of the steely post-modernity of the city, the autumnal colours of the terraced warehouses in Shoreditch, no bigger than four to five stories high; offer a reminder of the legacy of a thriving fabrics and furniture industry which blossomed in the seventeenth Century. Both Shoreditch and Spitalfields have industrial pasts linked to the textiles industry, which fell into terminal decline by the twentieth century and was almost non-existent by the end of Wolrd War II. The decline was mirrored in the many three to four storey warehouses that were left to decay.

The general decline was arrested in the 1980s with the emergence of Shoreditch and Hoxton (Hoxton and Shoreditch are used interchandeably to refer to the same area) as a centre for new artists. It is difficult to say what attracted the artists to this area. But it was likely to be a combination of the spaces offered by the old warehouses, the cheap rents, and the location of Shoreditch and Spitalfields close to the City of London; where the money was to buy and fund artistic endeavour.

Not just that but post-war Shoreditch dominated by tens of post-war tower blocks, built amidst the ruins of the terraced housing that lay there before, which was bombed during World War II; had the rough edge which might inspire an artist. Shoreditch hums with the industry of newly arrived immigrants but also of the dangers of the poorer communities which inhabit these areas. Homeless people can be found sat underneath bridges on the main thoroughfares on Friday and Saturday nights; and Shoreditch is apparently home to one of the largest concentrations of striptease joints and a number of prostitutes. So, Shoreditch is a crumbling dirty, dodgy, polluted mess but it also has money; and these two factors provide an intoxicating mix for artists, who can take inspiration from their environment, but also rub shoulders with people who have the kind of money to buy their work.

By the early nineties Hoxton’s reputation as a centre for artists had become well established. As Jess Cartner-Morley puts it ‘Hoxton was invented in 1993. Before that, there was only 'Oxton, a scruffy no man's land of pie and mash and cheap market-stall clothing…’ At that time artists like Damien Hirst and Tracy Emin were taking part in ‘A Fete Worth than Death’ an arts based event in Hoxton. Gradually these artists began to create their own gravity, attracting more and more of their own like. Clubs and bars began to emerge, as did a Hoxton style, ‘the Hoxton fin’ being a trademark haircut. Many designers and artists located around Shoreditch and Spitalfields. Shoreditch has also become a hive of studios for artists, vintage fashion shops, art students and musicians.

At the same time as an artistic community was forming fuelled by money from the City, London was subject to a revolution in street art. According to Ward, writing for Time Out, the street art scene began in the mid-1980s as part of London’s hip-hop scene. Graffiti artists, emulating what was going on Stateside, began to tag their names all over London. According to Ward many of those pioneers ‘went on to paint legal commissions and are at the heart of today’s scene’. That is to say, from the community of artists congregating in East London, a number were inspired by graffiti, and because the East London, with its countless dilapidated warehouses, and building sites, offered such a good canvas; they went on to use the East London as a canvas for their work.

Little seems to have been written about the individual journey’s particular street artists have taken to get to where they are, which help illuminate some of the issues talked about in this section. Cartrain said that Banksy was a huge influence for him commenting that, "I've sent him a few emails showing him my work and he sent me a signed piece of his work in the post."

What created the East London street art scene may also kill it

The East London urban art scene is unlikely to last forever, being the symptom of a delicate juxtaposition of industrial decline and economic forces.

The irony is that the same factors which are responsible for the creation of the East London art scene are likely to destroy it.

Politicians from all parties, spiritual leaders for global capital, tell us of the unstoppable forces of globalisation. They say if Britain is to continue to dip its paw into the cream of the world’s wealth it needs to become a post-industrial service economy; suggesting a rosy future of millions of Asians slaving away co-ordinated by keyboard tapping British suits, feet on desk, leant back on high backed leather chairs, secretary blowing them off.

Art, which is feeble and dependent upon the financial growth of an economy for its survival, will have to shape itself around the needs and demands of capital.

The financial district of the City of London, lying to the south of Shoreditch, has been successfully promoted as a global financial centre, and its mighty power is slowly expanding its way northwards. Plans are afoot for the glass foot soldiers of mammon, fuelled by speculative property investment, to gradually advance northwards, replacing old warehouses with a caravan of Starbucks and Japanese sushi places and a concomitant reduction in dead spaces to portray the art, increased security to capture and ward off street artists, increased property prices and the eventual eviction of the artistic community. Spitalfields has already had big corporate sized chunks taken out of it, with one half of the old Spitalfields Market being sacrificed for corporate interests in the last five years.

So then the very same financial forces, and post-industrial legacy, which have worked to create this micro-environment for street art to thrive, are the same forces which will in time eventually destroy it. Maybe the community will move northwards, maybe it will dissipate, but until that moment lets just enjoy what the community puts out there, for its own financial interests, for their own ego and also, just maybe, for the benefit of the people.

Banksy

Banksy is the street artist par excellence. London’s street art scene is vibrant and diverse. There is some good, cure, kitschy stuff out there, but in terms of creativity and imagination Banksy leads by a city mile. His stuff is invariably shocking, funny, thought provoking and challenging.

Banksy considers himself to be a graffiti artist, which is what he grew up doing in the Bristol area in the late eighties. According to Hattenstone (2003) Banksy, who was expelled from his school, and who spent some time in prison for petty crimes, started graffiti at the age of 14, quickly switching over to stencils, which he uses today, because he didn’t find he had a particular talent for the former. His work today involves a mixture of graffiti and stencils although he has shown a capacity for using a multitude of materials.

Key works in London have included:

•In London Zoo he climbed into the penguin enclosure and painted "We're bored of fish" in six-foot-high letters.

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•In 2004 he placed a dead rat in a glass-fronted box, and stuck the box on a wall of the Natural History Museum.

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•‘A designated riot area’ at the bottom of Nelson’s Column.

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•He placed a painting called Early Man Goes to Market, with a human figure hunting wildlife while pushing a shopping trolley, in the British Museum.

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His work seems to be driven by an insatiable desire to go on producing. In an interview with Shepherd Fairey he said, ‘Anything that stands in the way of achieving that piece is the enemy, whether it’s your mum, the cops, someone telling you that you sold out, or someone saying, "Let’s just stay in tonight and get pizza." Banksy gives the impression of being a person in the mould of Tiger Woods, Michael Schumacher or Lance Armstrong. Someone with undoubted talent and yet a true workaholic dedicated to his chosen profession.

Its also driven by the buzz of ‘getting away with it’. He said to Hattenstone, ‘The art to it is not getting picked up for it, and that's the biggest buzz at the end of the day because you could stick all my shit in Tate Modern and have an opening with Tony Blair and Kate Moss on roller blades handing out vol-au-vents and it wouldn't be as exciting as it is when you go out and you paint something big where you shouldn't do. The feeling you get when you sit home on the sofa at the end of that, having a fag and thinking there's no way they're going to rumble me, it's amazing... better than sex, better than drugs, the buzz.’

Whilst Banksy has preferred to remain anonymous he does provide a website and does the occasional interview putting his work in context (see the Fairey interview).

Banksy’s anonymity is very important to him. Simon Hattenstone, who interviewed Banksy in 2003, said it was because graffiti was illegal, which makes Banksy a criminal. Banksy has not spoken directly on why he wishes to maintain his anonymity. It is clear that Banksy despises the notion of fame. The irony of course is that ‘Banksy’ the brand is far from being anonymous, given that the artist uses it on most if not all of his work. In using this brand name Banksy helps fulfil the need, which fuels a lot of graffiti artists, of wanting to be recognised, the need of ego.

Banksy is not against using his work to ‘pay the bills’ as he puts it. He has for example designed the cover of a Blur album, although he has pledged never to do a commercial job again, as a means of protecting his anonymity. Nevertheless he continues to produce limited edition pieces, which sell in galleries usually for prices, which give him a bit of spending money after he has paid the bills. Banksy has said, ‘If it’s something you actually believe in, doing something commercial doesn’t turn it to shit just because it’s commercial’ (Fairey, 2008). Banksy has over time passed from urban street artist into international artistic superstar, albeit an anonymous one.

Banksy has a definite concern for the oppressed in society. He often does small stencils of despised rats and ridiculous monkeys with signs saying things to the effect of ‘laugh now but one day we’ll be in charge’. Whilst some seem to read into this that Banksy is trying to ferment a revolutionary zeal in the dispossessed, such that one day they will rise up and slit the throats of the powers that be, so far his concern seems no more and no less than just a genuine human concern for the oppressed. Some of what seems to fuel his work is not so much his hatred of the system but at being at the bottom of it. He said to Hattenstone (2003) ‘Yeah, it's all about retribution really… Just doing a tag is about retribution. If you don't own a train company then you go and paint on one instead. It all comes from that thing at school when you had to have name tags in the back of something - that makes it belong to you. You can own half the city by scribbling your name over it’

Charlie Brooker of the Guardian has criticised Banksy for his depictions of a monkey wearing a sandwich board with 'lying to the police is never wrong' written on it. Certainly such a black and white statement seems out of kilter with more balanced assessments that Banksy has made. Brooker challenges Banksy asking whether Ian Huntley would have been right to have lied to the police?

Brooker has also criticized Banksy for the seemingly meaninglessness of some of this images. Brooker says, ‘Take his political stuff. One featured that Vietnamese girl who had her clothes napalmed off. Ho-hum, a familiar image, you think. I'll just be on my way to my 9 to 5 desk job, mindless drone that I am. Then, with an astonished lurch, you notice sly, subversive genius Banksy has stencilled Mickey Mouse and Ronald McDonald either side of her. Wham! The message hits you like a lead bus: America ... um ... war ... er ... Disney ... and stuff.’ Brooker has seemingly oversimplified Banksy’s message, if indeed Banksy has one, to fuel his own criticisms. It is easy to see that for many the Vietnam painting tells us that the United States likes to represent itself with happy smiling characters, that hide the effects of its nefarious activities responsible for the real life faces of distress seen on the young girl. Something that we should be constantly reminded of. But then that’s a matter of politics not of meaninglessness.

Banksy’s ingenuity comes through in his philosophy on progression, ‘I’m always trying to move on’ he says. In the interview he gave with Shepherd Fairey he explained that he has started reinvesting his money in to new more ambitious projects which have involved putting scaffolding put up against buildings, covering the scaffolding with plastic sheeting and then using the cover of the sheets to do his paintings unnoticed.

Banksy has balls. Outside of London he has painted images in Disney Land; and on the Israeli wall surrounding Palestine. How far is he willing to push it? What about trying something at the headquarters of the BNP, or on army barracks, or at a brothel or strip club employing sex slaves, or playing around with corporate advertising a la Adbusters?

www.ravishlondon.com/londonstreetart

Bus Operator: Victory Liner Inc.

Bus number: 8028

Area of Operation: Provincial Operation

Classification: Regular Aircon Economy

Chassis: Hyundai Aero City

Engine: Hyundai D6AV/AB

Body: Hyundai Korea

Seating Configuration: 2x3

Model: Golden Dragon Marco Polo Replica

Engine: Daewoo

Body/chassi: BAR

Fare: Airconditioned

Seating Configuration: 2x2

Transmition: 6 speed Manual

Susspenssion: Leaf Spring Susspenssion

My new North American diesel engine in the Canadian Nation Railway scheme is the first Lego loco I have built since my childhood days and was strongly inspired by the EMD-GP 7, 9 and 20 diesel engines and other similar types that came in full high hood configuration, but I went on to building the model rather freely, leaving out things I didn’t want and not sticking to any particular real model.

Being 9+ studs wide, it’s quite a beast and fits very well to the “large city minifigure scale” preferred by ER0L and me. It drives on two 9V train motors from the 90s. The lighting is realized with materials from that time as well, energized by a separate battery box in the shorter section of the hood and thus illuminating the two fronts and cabin of the engine independently from the transformer. That way, the light can be on even when the model stands still.

I went for moving pilots, even though they don’t exist on such models in reality. This was mostly due to the prolonged bionicle trucks I wanted to use here, which would otherwise have made the stairs stand out too far from the trucks in curves and switches.

I have nearly finished building the first of several tank cars for it, so consider these pics an “opener” for more train equipment to come from me.

Victory Liner Inc.

Company/Owner: Laguna Starbus Transportation Systems, Inc.

Fleet/Bus Number: 833

Classification: Air-conditioned City Bus

Coachbuilder: (Xiamen) Golden Dragon Bus Company, Ltd./Trans-Oriental Motor Builders, Inc.

Body Model: Golden Dragon XML6102 Splendour

Engine Model: Yuchai YC6G270-20 (G46MB/G4608)

Chassis Model: Golden Dragon XML6102J13 (LFZ6102TR)

Transmission: 5-speed Manual Transmission

Suspension: Leaf Spring Suspension

Seating Configuration: 3×2

Seating Capacity: 56

Franchise route: Baclaran–Malanday via EDSA

Route: Malanday, Valenzuela City [DAY, VL]–Baclaran/Coastal Mall, Parañaque City [BCL, PQ] via N2 (MacArthur Highway) / EDSA / Macapagal Avenue

Areas/landmarks/stations passing (underlines are designated stops for this bus scheme - EDSA area only: Kamuning–Buendia): Dalandanan\Malinta\Karuhatan/SM City Valenzuela\Marulas/Our Lady of Fatima University/BBB\Potrero\Monumento\MCU Caloocan\Bagong Barrio\Balintawak\Kaingin Road\Muñoz/Roosevelt\SM North EDSA/TriNoma/Paramount\West Avenue\Quezon Avenue\GMA-Kamuning\Kamuning\Ermin Garcia\Monte de Piedad\Arayat Cubao\Main Avenue\Santolan\VV Soliven\Connecticut\POEA Ortigas\Shaw Boulevard/Starmall EDSA-Shaw\Pioneer/Boni\Reliance\Guadalupe\Estrella\Buendia Avenue\Ayala Avenue\Mantrade\Magallanes\Evangelista\Malibay

Pasay Rotonda/Taft Avenue\Heritage Hotel\Double Dragon\SM MOA (roundabout)\Macapagal Boulevard\DFA Office of Consular Affairs/Aseana Avenue/City of Dreams\Seaside Drive\Coastal Mall

Type of Operation: City Operation Public Utility Bus (Bus C Segregation | Regular Class)

Area of Operation: National Capital Region (NCR)

Shot Location: Pasay Rotonda, Pasay City

Date Taken: May 11, 2018 (11:13H)

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos.

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Bus No: 8413

Model: 2014 Golden Dragon XML6103 Series (Snowfox Edition)

Engine: Yuchai YC6G270-20

Chassis: Golden Dragon XML6103J92

Body: Xiamen Golden Dragon Bus Co. Ltd.

Suspension: Air Suspension

Seating Configuration: 2x2

Seat Type: Fabric (Blue yellow checkered) Marco Polo 2 Seats

Seating Capacity: 45

Operator: Jac Liner Inc.

Transmission: M/T

Fare: Airconditioned

Route: Dagupan City Pangasinan - Cubao Q.C. via: Mangaldan, San Jacinto, Manaoag, Laoac, Binalonan, Urdaneta City, Villasis, Rosales (SM Carmen) Pangasinan/San Manuel, Moncada, Paniqui, Gerona, Pura Exit TPLEX Tarlac/TPLEX/SCTEX/NLEX/Dau Mabalacat Pampanga/Camachile Balintawak/A. Bonifacio. Manila/E. Rodriguez Sr. Ave. Quezon City Metro Manila.

Engine: JO8C-TK

Chassis: RK1JST

Route: Cubao-Bulacan, Bulacan via Bocaue Exit

Seating Configuration: 3 x 2