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Some guy said to me: "Well this is a first. I have never seen a grown woman playing with dolls."
What planet is he from?
CN SD60 #5428 and a SD40-2W #5261 lead CN L514-29 thru Bloomfield Hills, MI. It took nearly four hours for 514 to get from Flint to Ferndale, it should only take an Hour and a Half...
66706 swings by the outskirts of Booths scrapyard working the 1030 6Z70 Peterborough West Yard - Booths Scrapyard , a rake of wagons for disposal. The formation will run up to Hexthorpe Yard where 706 will run round and bring the wagons back this way to access Booths via the main line to the right.
23 8 17
ANNAPOLIS, Md. (August 20, 2021) Col J.P McDonough, 89th Commandant of Midshipman, along with faculty and staff, address family and friends of Midshipman during the Delayed Graduation Ceremony. As the undergraduate college of our country's naval service, the Naval Academy prepares young men and women to become professional officers of competence, character, and compassion in the U.S. Navy and Marine Corps. (U.S. Navy photo by Kenneth D. Aston Jr/Released)
43072 at Crownthorpe Bridge during the Mid Norfolk Railway Steam Gala.
Designed by Oliver Bullied, 257 Squadron was built at the Brighton Works and completed in 1948 as one of the first of the batch produced under BR ownership. The locomotive was allocated to Dover Marine shed, principally to work the Continental Boat Trains to London. One of its main duties appears to have been the Night Ferry. It also worked on local services between the Kent coast and Charing Cross.
The electrification of the Kent coast lines in 1958 saw many of the steam locomotives transferred away from the area and 257 Squadron was moved to Exmouth Junction, in February 1958. This was the Southern Region’s main shed for the West Country and 257 Squadron would have worked trains to Salisbury, Plymouth and to the Southern Regions many destinations in North Devon and North Cornwall. It moved to its final allocation, Eastleigh, in June 1964 and was withdrawn from there in the October 1964, having run a total of 698,843 miles in its working life of just over 16 years.
The locomotive arrived at Woodham’s scrapyard in March 1965 where it quietly rusted away for the next 19 years until it was delivered to Blunsdon in November 1984, where it remained until it was moved into the Swindon Works for restoration.
Network South-East requested that 257 Squadron take part in a Battle of Britain celebration at Folkestone in September 1990. The intention had been to operate a shuttle service between Folkestone Harbour and Central but this was rejected by BR on the grounds that the locomotive was too heavy and an appearance and naming ceremony at Folkestone station was arranged instead. The re-naming ceremony was carried out by Air Commodore Peter Brothers, a former 257 Squadron pilot. Later that afternoon, 257 Squadron hauled a short train to Dover and then back to Ashford.
In 1995 the locomotive acquired a newly built tender, the tender attached to 34072 when it was sold for scrap in 1965 had been sold elsewhere prior to the locomotive being purchased for preservation.
No other locomotive in preservation has operated for so long in one continuous spell, and some 12 years and 4 months after returning to traffic, 257 Squadron was finally withdrawn with serious firebox problems in 2003. After several years open storage 257 Squadron was moved into Herston works on the Swanage Railway, awaiting its turn for overhaul. By mid 2016 the work was well advanced and the boiler was returned to the frames in November 2016. It was planned to have the locomotive back in service in order to participate in a rededication ceremony at the end of September 2017 but this had to be delayed. A fire was lit in 34072 in November 2017 and the steam pressure was brought up to about 120 psi as part of the first steam testing of the locomotive. After final commissioning work was undertaken, the locomotive underwent load tests in August 2018 before returning to traffic in the following month.
The locomotive was taken out of service in April 2021 and prepared for a replacement internal steam pipe, which was fitted at Herston Works, but it was not until November 2021 that the locomotive was transferred back to the Swanage Railway. In December 2022 it was announced that the locomotive was going to be permanently based on the Spa Valley Railway. In July 2023 the locomotive moved to the East Lancs Railway where it was expected to be based until at least September 2023. In August 2023 the tender derailed whilst at the East Lancs Railway and it subsequently ran with the tender from 34092 City of Wells whilst the cause of the problem was investigated.
I didn't expect to see another butterfly this year but saw this beauty in the neighborhood as I went out on an errand this afternoon. I don't know if this is a migrating type, but if so, it better get its bags packed and head south.
The Express lanes of Highway 401 was closed at Allen Road this afternoon due to debris on the road at Bayview. I took this just after the Dixon Rd. exit and I could have flown to Chicago in the time that it took me to get to Yorkdale.
Plaistow June 2012.
The lyric/title is from some bad-but-catchy jingle jangle indie song i heard on the radio whilst working thats earwormed me for about two weeks.
The photo is hiding lots of sins and there is a 2nd sunrise fill in the C that isnt really visible unfortunately.
Almost solely painted with Birmingham's new Pyro paint... It's ok, thick, a bit fuzzy, the 'Agent Orange' (basically Melon Yellow) was predictably a bit pissy, and fortunately I had 2 tins of the Menthol (pale mint green) cos one of them appears to be a dud. All round good enough for the price though, i preferred it to Illuminarty but it obviously needs more colours in the range.
During World War II, both Great Britain and Germany had experimented with very large glider designs (the Hamlicar and Gigant, respectively) capable of carrying tanks. Though glider assaults had varied results during the war, the US Air Force briefly considered resurrecting the idea in 1948, and commissioned Chase Aircraft to build a large glider, the XCG-20 Avitruc. The XCG-20 was of all-metal construction, with a fully-equipped flight deck and a rear-mounted loading ramp for vehicles to be driven directly into the fuselage. The USAF abandoned the idea of glider assaults soon after the first XCG-20 was completed, but Chase had anticipated this: through the simple installation of two propeller-driven engines, the XCG-20 became the XC-123. This itself was considered only an interim design, as the XC-123A had four turbojet engines, becoming the first all-jet transport aircraft.
The USAF rejected the XC-123A, as it was found to have poor performance and short range, owing to the thirsty jets of the early 1950s. However, the piston-engined XC-123 showed promise, and the USAF ordered it into production in 1953. Production was delayed due to Chase Aircraft being acquired by Kaiser, who in turn sold the design to Fairchild Aircraft, who would produce it as the C-123B Provider.
The C-123 was considered a supplemental aircraft to the C-119 Flying Boxcar already in service and the soon-to-be-deployed C-130 Hercules. It had better single-engine performance than the C-119, and acquired a reputation for reliability, rugged design, simple maintenance, and the ability to land almost anywhere. A small number were converted to C-123J standard, with ski landing gear for operations in Antarctica and Greenland, and experiments were even made to convert it to an amphibian. Nevertheless, the number of C-123s in service were small compared to other types, and the C-130 began replacing it beginning in 1958.
As the United States involved itself more in the Vietnam War, one major advantage of its Viet Cong and North Vietnamese Army adversaries was the very jungle of Vietnam itself, which provided ready-made cover and camouflage from American air units. In an attempt to deprive the VC/NVA of jungle cover in known concentration areas, the USAF converted a number of C-123s to UC-123 standard, with spraying equipment for the pesticide Agent Orange. Under Operation Ranch Hand, UC-123s were among the first USAF aircraft deployed to Vietnam, and the first USAF aircraft lost in combat was a UC-123B. Spraying Agent Orange was very dangerous work, as it involved flying low and slow over hostile territory; it would not be until after the Vietnam War was over that it was learned that Agent Orange, used in the concentrated quantity employed in Vietnam, was also a deadly carcinogenic.
Besides their controversial employment as defoilant sprayers, standard C-123s were used as transports and Candlestick flareships, as the C-130 demand was exceeding supply, and the US Army’s CV-2 (later C-8) Caribous were proving the worth of a short-takeoff and landing transport. To improve the Provider’s performance in the “hot and high” conditions of Vietnam, two J85 turbojets were added beneath the wings of the C-123K variant, which became the final Provider variant and the main type used in Vietnam. CIA-flown Providers were used by Air America to clandestinely supply friendly Hmong tribes in Laos and in Cambodia. 54 C-123s were lost in Vietnam, second only to the C-130.
Following the end of American involvement in Vietnam, the C-123Ks were either handed over to South Vietnam or relegated to USAF Reserve and Air National Guard units, from which they were finally withdrawn around 1980. A few UC-123Ks were used to spray insecticides in Alaska and Guam as late as 1982. 11 other air forces used Providers, and the last C-123s were retired from the South Korean Air Force in 2001. 27 are preserved as museum pieces and a few remain in revenue service as “bush” aircraft in Alaska and elsewhere; remaining aircraft in storage were scrapped due to Agent Orange contamination.
This C-123K was originally built as a JC-123B testbed, 54-0580, in 1955. It was redesignated as a standard C-123B in 1960 and assigned to the 824th Combat Support Group at Carswell AFB, Texas, providing logistical support to the B-36 Peacemakers and B-52 Stratofortresses there. In 1967, it was converted to a C-123K and assigned to the 1st Special Operations Wing at Hurlburt Field, Florida, where it was used to train crews operating NC-123K Black Spot surveillance aircraft in Southeast Asia. As the C-123 force was wound down, 55-0580's last duty station was the 731st Tactical Airlift Squadron (Air Force Reserve) at Westover AFB, Massachusetts, and was retired in 1982.
54-0580's career was not quite over yet, however: it was bought by TBM of California and converted to a firefighting aircraft. It flew as Tanker 63 for a few years, but was retired for good in 1989. Its last flight was to Arizona for display at the Pima Air and Space Museum, where it has been ever since.
Pima's firefighting aircraft are displayed on the other side of their World War II hangars, and can be a little hard to get to...unless, of course, you use the handy map that the museum provides when you pay admission. I didn't check the map and originally was trying to shoot pictures through the fence, which meant getting entirely too close to a bush-filled ravine, that was probably the home of various rattlesnakes and Gila monsters. Luckily, I had an attack of common sense, checked the map, and went around to get a much better picture of Tanker 63. Though its markings are a little worn, Tanker 63's bare metal is holding up in the Arizona heat.
Tampa International Airport, Tampa, FL. First delayed flight ever, blamed on President Bush in Orlando and high winds in New York City.
In cantonese, the apparently innocent english exhortation 'delay no more' is a well-known
homonym for the hong kong’s most frequently heard curses, which means 'f**k your mother'. everybody knows that this is not acceptable to say in a polite society but this phrase is emblazoned on many of G.O.D’s most popular designs. A fashion brand in Hong Kong produced T-shirts with "DelayNoMore" on it and advertised it on large billboards.
Hong Kong • 香港 ‘10
CPH-Berlin, mi puente aéreo particular. El vuelo del viernes a las 9 de la noche esta vez salió una hora más tarde, pero da igual cuando se tiene una amiga esperando despierta.
Julie and I made this little comic last Friday night while waiting for our flight to depart.
Our flight wasn't delayed that much, it was just almost midnight, we were exhausted and about to fly a red-eye from LA to NYC.
1. All My [Squares] Pt 4, 2. [Squares], 3. Untitled, 4. Untitled, 5. Untitled, 6. Agilux Autoflash Super 44, 7. Cambridge Street, 8. Surrey Street, 9. Heeley Bank Road, 10. Untitled, 11. Untitled, 12. Untitled, 13. Untitled, 14. Hartshead, 15. Arundel Gate, 16. Holly Street, 17. Holly Street, 18. St Paul's Place, 19. Found Film Photo, 20. Found Film Photo, 21. Found Film Photo, 22. Found Film Photo, 23. Untitled, 24. Untitled, 25. Untitled, 26. Untitled, 27. Untitled, 28. Untitled, 29. Eyre Lane, 30. High Rise?, 31. La Rochelle France 2017, 32. Angoulême France 2017, 33. Untitled, 34. Untitled, 35. Untitled, 36. Untitled
Thoughts of the first trip to Grand Central “Madison” Feb 3, 2023
This was an event I had been looking forward to for quite some time, only to be delayed by the now famous ventilation problem at the new station. I finally had the opportunity to go this past Friday, and of course it was to be an extremely cold and windy day (temperatures dropping into the single numbers later in the day). But I’d be inside, so what the heck!
I purchased my tickets at the Mineola TVM, and noticed that instead of three machines there were now two. And as my tickets came out, along with two $1.00 coins, they were printed as going to “Grand Central” without the Madison. Arrived on track 1 at Jamaica and the “shuttle” train to Grand Central was waiting on track 5. A train of 8 M7’s, and it was to be an express train. Ridership was very light, only 4-5 passengers on the car I was on. All verbal announcements were to “Grand Central”.
Trip through the East River tunnel was very quick and smooth, and as we arrived near GCM we were held for an outbound train for about 1”.
We arrived on track 304 on the lower level of the new Grand Central (Madison) terminal, and all I can say is “Magnificent!” To summarize several hours of wandering around the facility, and purposely trying to get lost, it is a trip well worth the effort! As I stated before, ridership was very light, and now is a great time to visit, as the facility is very empty and you can roam around at leisure, and do whatever photographic work you want without people in the way. It is also perhaps the safest place to be in New York City, as there are uniformed MTA police in abundance, in fact you will never be out of sight of one. Also there are numerous MTA/LIRR employees and “Ambassadors” around to ask for assistance.
Architecturally the facility is both simple and modern, yet is highly functional, and contains some very colorful and pleasant art work. Even though you are way below ground (some 150’ from street level) there is no feeling of claustrophobia as the areas are spacious and well lite throughout. Also there are excellent views of arriving and departing trains at the train rooms. Along the upper corridors are many empty vendor locations, which in my opinion will most likely remain empty for quite some time to come, as I simply do not think there will be a demand for anything more than a place to pick up a few cans of beer for the trip home. Also the logistics of bringing product into the station will be difficult at best.
About the only criticism I might have is with the very long escalators from the Madison Ave corridor to the track levels. They are long, very, very, long! And when you look down (which you really don’t want to do), it’s a bit unnerving (182’ long and 90’ in depth, the ride takes almost two minutes). If you have a tendency towards Acrophobia & Vertigo, beware! To make matters worse the rubber hand rail belt moves slightly faster than the stairs (not uncommon) and as you hold on for dear life you will find your upper body being pulled forward and down. You’ll need to release your “death” grasp of the railing and move your hand back several times. Perhaps this will be less of a problem when the escalators are more crowded in the future, as sight distances will be less.
The upper Madison Ave corridor also contains state of the art ticket, & police areas, and there is plenty of signage to direct you into GCT. It can be said that the new facility does not in any way detract from the magnificence of Grand Central as we all knew it. It is separate and apart from the terminal, but certainly does provide a wonderful and weatherproof connection between the LIRR and MNRR. It really makes going to JFK airport simple for the MNRR rider, while providing the rider from Long Island an access to the East Side.
In retrospect it seems as though the “soft start” to the Grand Central service was a wise decision so that operational bugs could be sorted out before regular operations begins. This is an unusual luxury, as this is a service of “addition” rather than a replacement.
The return trip was with a train of 8 M9 cars, and the electronic signage was functional. I changed trains at Jamaica, and had considerable time to explore Jamaica station for the first in a long time.
Delays in the introduction of class 385s meant that the Edinburgh - Glasgow service was covered by a mix of class 380s and 365s during the summer of 2018. On 10 August, 365525 arrives at Falkirk High on the 1445 from Glasgow Queen Street. ScotRail marketed these as the "happy trains"!
Cálido Delay construido para Matías Aldea, de Chiloé. Éste Delay cuenta con un retraso máximo de 580mS con sonido orgánico, ideal para acompañar guitarras rítmicas y solos, tanto de guitarra como bajo.