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Luxair, legally Luxair S.A., Société Luxembourgeoise de Navigation Aérienne, is the flag carrier airline of Luxembourg. Descended from Luxembourg Airlines, founded in 1948, Luxair was starting to be set up in 1961 to meet the growing demand for air links between Luxembourg and other European cities. In 1962, Luxembourg Airlines became Luxair and began flights by launching a Luxembourg–Paris route with a Fokker F27 Friendship. Luxair now operates scheduled services to destinations in Europe, North Africa, the Mediterranean and Middle East with additional charter and seasonal services.
LX-LGD (Fokker F-27-600 c/n 10338) was delivered to Luxair by Fokker in September 1967. In July 1988 it was sold to XP Parcel Services as PH-XPS and in June 1989 it was transferred to Schreiner Airways. In July 1990 it was sold to BP British Petroleum as VR-BLZ. WDL acquired the aircraft in November 1993 as D-AELG. The plane was eventually retired in 2006 and stored at CGN to be broken up by March 2012.
Slide taken from LUX terrace in August 1987.
An image from Washington Crossing state park at a celebration for George Washington's 285th birthday.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance Fairey Fulmar, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the Hawker Sea Hurricane and the less robust Supermarine Seafire alongside, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The American Vought F4U Corsair was welcomed as a more robust and versatile alternative.
In November 1943, the Royal Navy received its first batch of 95 "birdcage" Vought F4U-1s, which were given the designation "Corsair [Mark] I". The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.
The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, though: one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed, and because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. However, the change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity to "float" in the final stages of landing. The Royal Navy developed further modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the P-51 B/C’s Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting frequent oil and hydraulic fluid spray around the sides of the fuselage so that the windscreen remained clear.
The Corsair Mk I was followed by 510 "blown-canopy" F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV. A total of 2,012 Corsairs were supplied to the United Kingdom during WWII, and British Corsairs served both in Europe and in the Pacific. Despite the large number of aircraft, the Mk IIs and IVs were the only versions to be actually used in combat.
The first, and also most important, European FAA Corsair operations were the series of attacks in April, July, and August 1944 on the German battleship Tirpitz (Operation Tungsten), for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. From April 1944, Corsairs from the British Pacific Fleet took part in several major air raids in South-East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies. In July and August 1945, RN Corsairs took part in a series of strikes on the Japanese mainland, near Tokyo, operating from Victorious and Formidable. It was during this late phase of the war that the Admiralty was expecting new and more powerful indigenous naval fighters to become available, primarily Griffon-powered Seafires and the Hawker Sea Fury, a navalized derivative of the Hawker Tempest fighter powered by the new Centaurus radial engine. Both types, however, faced development problems, so that the Royal Navy approached Vought and requested a new variant of the proven Corsair, powered by the British Centaurus engine and further tailored to the Royal Navy’s special needs. This became the Corsair Mark V.
The Corsair V was based on the newest American variant, the F4U-4, but it differed in many aspects, so much that it effectively was a totally different aircraft. The F4U-4 was the last American Corsair variant that would be introduced during WWII, but it only saw action during the final weeks of the conflict. It had a 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine, and when the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). To better cope with the additional power, the propeller was changed to a four-blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 m/min) of the F4U-1A. The unarmored wing fuel tanks of 62 US gal (230 L) capacities were removed for better maneuverability at the expense of maximum range. Other detail improvements were introduced with the F4U-4, too: The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with an internal armor glass plate of the earlier variants. The canopy was furthermore without bracing and slightly bulged – an improvement adopted from the Royal Navy Corsairs.
The original "4-Hog" retained the original armament of six 0.5” machine guns and had all the external load (i.e., drop tanks, bombs, HVARs) capabilities of the F4U-1D. A major sub-type, the F4U-4B, was the same but featured an alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon, and the F4U-4P was a rare photo reconnaissance variant with an additional camera compartment in the rear fuselage, but fully combat-capable.
The Royal Navy agreed to adopt the new F4U-4 but insisted on the British Centaurus as powerplant and demanded British equipment and armament, too. The latter included four Hispano 20 mm cannon in the outer wings, adapted wirings for British unguided rockets under the outer wings and a four-channel VHF radio system, a radio altimeter and a G2F compass. Vought reluctantly agreed, even though the different engine meant that a totally different mount had to be developed in short time, and the many alterations to the F4U-4’s original airframe would require a separate, new production line. Since this would block valuable resources for the running standard F4U production for the USN, the Corsair V was outsourced to the newly established Kaiser-Fleetwing company (a ship builder with only limited aircraft experience so far) and designated FK-1 in American circles.
As expected, the development of the FK-1 alone took more time than expected – not only from a technical point of view, but also due to logistic problems. The Centaurus engines and most vital equipment pieces had to be transported across the Atlantic, a hazardous business. The first precious Centaurus engines for the development of the modified engine mount were actually transferred to the USA through the air, hanging in the bomb bays of American B-24 bombers that were used as transporters to supply Great Britain with vital materials.
Because Kaiser-Fleetwings had to establish a proper production line for the FK-1 and supplies for raw F4U-4 airframes had to be diverted and transported to the company’s factory at Bristol, Pennsylvania, delays started to pile up and pushed the Corsair Mk. V development back. The first Centaurus-powered Corsair flew in January 1945 and immediately revealed massive stability problems caused by the engine’s high torque. Enlarged tail surfaces were tested and eventually solved the problem, but this measure changed the F4U-4s standard airframe even more. It was furthermore soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus XVIII engine replaced the earlier variant. Tests and adaptations of British equipment to the airframe continued until May 1945, when the Corsair V was eventually cleared for production. But when the first of 100 ordered machines started to roll off the production lines the war was already over.
At that time many of the Fleet Air Arm's carrier fighters were Seafires and Lend-Lease Corsairs. The Seafire had considerable drawbacks as a naval aircraft, notably the narrow undercarriage, while the Corsairs had to be returned or purchased. As the UK did not have the means to pay for them, the Royal Navy Corsairs were mostly pushed overboard into the sea in Moreton Bay off Brisbane, Australia.
Since the Corsair V had not been part of the Lend Lease agreement with the United States, the Royal Navy was not able to easily retreat from the production contract and had to accept the aircraft. Because the Royal Navy’s intended new standard shipborne fighter, the Hawker Sea Fury, was delayed and almost cancelled during this period of re-organizations and cutbacks, the Admiralty bit the bullet, used the inevitable opportunity and procured the Corsair V as a stopgap solution, even though the original production order from May 1945 was not extended and effectively only 95 Corsair Vs were ever produced in the USA and transferred as knocked-down kits via ship to Great Britain.
The first re-assembled Corsair Vs entered Royal Navy service in August 1946, but their frontline service with 802 and 805 NAS, both based at Eglington (Northern Ireland), was only brief. Following the successful completion of weapons trials at the A&AEE Boscombe Down, the Sea Fury was eventually cleared for operational use on 31 July 1947 and quickly entered service. The Corsair Vs were gradually replaced with them until late 1948; 805 NAS was the first unit to abandon the type when 805 Squadron was reformed as a Royal Australian Navy FAA squadron operating Hawker Sea Fury Mk II aircraft. In 1950, 802 NAS was assigned to HMS Ocean and equipped with the Hawker Sea Fury, too, and sent to Korea.
Most Corsair Vs were then relegated to the Royal Naval Volunteer Reserve (RNVR) in August 1951, where they replaced Supermarine Seafires and took over their role as classic fighter aircraft, despite the Corsair V’s strike/attack potential with bombs and unguided missiles. Most of the time the Corsairs were used for lang range navigation training. RNVR units that operated the Corsair V included Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons. No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the type in August 1955 for the jet-powered Supermarine Attacker, and this ended the Corsair V’s short career.
General characteristics:
Crew: One
Length: 34 ft (10.37 m)
Wingspan: 40 ft 8 in (12.10 m)
Height: 15 ft 4 in (4.68 m)
Wing area: 314 sq ft (29.17 m²)
Empty weight: 9,205 lb (4,238 kg)
Gross weight: 14,670 lb (6,654 kg)
Max takeoff weight: 14,533 lb (6,592 kg)
Powerplant:
1× Bristol Centaurus XVIII 18-cylinder air-cooled radial engine with
2,470 hp (1,840 kW) take-off power, driving a 4-bladed
Rotol constant-speed propeller with 14 ft (4.3 m) diameter
Performance:
Maximum speed: 453 mph (730 km/h, 397 kn) at sea level
Cruise speed: 215 mph (346 km/h, 187 kn) at sea level
Stall speed: 89 mph (143 km/h, 77 kn)
Range with internal fuel, clean: 1,005 mi (1,617 km, 873 nmi)
Combat range with max. ordnance: 328 mi (528 km, 285 nmi)
Service ceiling: 41,500 ft (12,600 m)
Rate of climb: 4,360 ft/min (22.1 m/s)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings, 250 RPG
A total of 11 hardpoints under the wings and the fuselage for a total ordnance of
4,000 pounds (1.800 kg), including drop tanks, up to 16× 60 lb unguided aircraft rockets on twin
launch rails and/or bombs of up to 1.000 lb (454 kg) caliber
The kit and its assembly:
My first submission to the 2023 “Re-engine” group build at whatifmodellers.com, and a British Corsair with a Centaurus instead of the original R-2800 is almost a no-brainer. But taking the idea to hardware turned out to be a bit trickier than expected. I based my fictional conversion on an Italeri F4U-4, which would have been the appropriate late-WWII basis for a real-life conversion. The kit has good ex- and internal detail with fine engraved panels and offers the late Corsairs’ all-metal wings, too.
The engine replacement is a massive resin piece from OzMods, part of a conversion twin set for a Bristol Brigand; I assume it’s intended for the Valom kit? The set includes resin four-blade props with deep blades which I rather wanted to use than the Sea Fury’s typical five-blade prop.
The Italeri Corsair was basically built OOB, but beyond the different engine, which caused some trouble in itself (see below), I incorporated several mods to change the aircraft’s appearance. The streamlined Centaurus was insofar a problem because it has s slightly smaller diameter than the original R-2800 cowling. Not much, but enough to make a simple exchange impossible or at least look awkward. While the upper cowling section and its curvature blended well into the Corsair fuselage, the difference became more obvious and complicated underneath: late Corsairs have a “flattened” bottom, and from below the Centaurus appears somewhat undersized. To smooth the intersection out I grinded much of the cooling flaps away, and to even out the profile I added a shallow air scoop from an Italeri F4U-7 under the engine, which required some PSR. A good compromise, though. The resin propeller was mounted onto a metal axis and fitted into a hole/channel that was drilled through the Centaurus’ massive resin block.
As an FAA Corsair the wing tips were clipped, which was easy to realize thanks to the massive parts in this area. The Corsair’s original oil coolers in the wing roots were retained, but the four guns in the wings (separate parts in the Italeri kit with quite large holes) were replaced with faired Hispano cannon for/from an early Hawker Tempest, aftermarket brass parts from Master Models.
To change the model’s look further I modified the tail surfaces, too; the rounded fin was replaced with a rather square and slightly bigger donor, a stabilizer from a Novo Supermarine Attacker. The original stabilizers were replaced, too, with trapezoidal alternatives from a Matchbox Meteor night fighter, which offer slightly more area. Since the tail surfaces were all graft-ons now I implanted a vertical styrene tube behind the rear cockpit bulkhead as a display holder adapter for later flight scene pictures. Together with the clipped/squared-off wingtips the new tail creates a consistent look, and with the propeller and its dominant spinner in place the Corsair V reminds a lot of a late Bristol Firebrand mark or even of an Unlimited Class Reno Racer? It looks fast and purposeful now!
Even though unguided missiles and/or bombs could have been a valid ordnance option I decided to leave the Corsair V relatively clean as a pure gun fighter; I just used the OOB drop tank on the centerline station.
Painting and markings:
Very dry and using real 1948 Royal Navy aircraft as benchmark, the Corsair V ended up with a rather simple and dull Extra Dark Sea Grey over Sky (Humbrol 123 and 90, respectively) with a low waterline, and still with wartime Type C roundels with “Identification red (dull)”, even though the RAF officially had reverted to bright identification colors in 1947 and started to use the high-viz Type D roundel as standard marking. To add a British flavor the cockpit interior was painted in very dark grey (Revell 06, Tar Black) while the interior of the landing gear wells was painted in a pale cream yellow (Humbrol 74, Linen) to mimic zinc chromate primer. The only highlight is a red spinner, a contemporary unit marking of 805 NAS.
The kit received a light black ink washing and post-shading to emphasize and/or add surface structures, and this nicely breaks up the otherwise uniform surfaces. Decals/markings came from Xtradecal Hawker Sea Fury und late WWII FAA/RN aircraft sheets, and some decals were mixed to create a fictional serial number for the Corsair V (TF 632 was never allocated, but the code fits into the model’s era). Some light oil and exhaust stains were also added, but not as severely as if the aircraft had been operated under wartime conditions. Finally, the model was sealed with matt acrylic varnish.
While a classic F4U with a British Centaurus engine sounds simple, and actually is, getting there was not as easy as it sounds – the ventral air scoop came to the rescue. With some more small mods like the new tail surfaces the aircraft got a subtly different look from its American ancestor(s). The Corsair V IMHO has now a very Blackburn-ish look, thanks to the big spinner and the square fin! And I wonder what I will do with the other Centaurus from the conversion set?
The motor vessel Paul R. Tregurtha backs into the Midwest Energy loading dock after passing under the John A. Blatnik bridge. The Richard I. Bong bridge can be seen to the right of the Tregurtha.
Having run round its train of MEA wagons, Class 37/7 37895 eases forward to position the wagons ready for unloading at Deep Navigation Colliery. The 6B17 from Coed Bach Washery was delivering high quality coal from West Wales to be blended for power station consumption at Aberthaw.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
A very limited range of rocks to work with today on the shore of a reservoir, in the company of hundreds of Canada Geese
and warm November sun.
Aldridge Marina is to be found on the Birmingham Canal Navigations (Daw End Branch), at Brickyard Road, Aldridge. The facility offers private moorings for a number of narrow boats.
In 1907 the Hennepin Canal that connected the Mississippi and Illinois Rivers opened for navigation. Numerous bridges of several types were constructed of wrought iron. a few bridges are in service yet today, but many have been closed to traffic for some time, such as this one near Tiskilwa, Illinois.
One of the ferries on the McInroys Point to Dunoon route a bit further upstream than usual. Taken from Scotts restaurant
When lost over Southern England, it's always a relief to stumble upon the unmistakeable cooling towers of Didcot power station. Also handy for figuring out the wind direction.
Source: en.wikipedia.org/wiki/London
London is the capital and largest city of both England and the United Kingdom. Standing on the River Thames in the south-east of England, at the head of its 50-mile (80 km) estuary leading to the North Sea, London has been a major settlement for two millennia. Londinium was founded by the Romans. The City of London, London's ancient core − an area of just 1.12 square miles (2.9 km2) and colloquially known as the Square Mile − retains boundaries that follow closely its medieval limits. The City of Westminster is also an Inner London borough holding city status. Greater London is governed by the Mayor of London and the London Assembly.
London is considered to be one of the world's most important global cities and has been termed the world's most powerful, most desirable, most influential, most visited, most expensive, innovative, sustainable, most investment friendly, most popular for work, and the most vegetarian friendly city in the world. London exerts a considerable impact upon the arts, commerce, education, entertainment, fashion, finance, healthcare, media, professional services, research and development, tourism and transportation. London ranks 26 out of 300 major cities for economic performance. It is one of the largest financial centres and has either the fifth or sixth largest metropolitan area GDP. It is the most-visited city as measured by international arrivals and has the busiest city airport system as measured by passenger traffic. It is the leading investment destination, hosting more international retailers and ultra high-net-worth individuals than any other city. London's universities form the largest concentration of higher education institutes in Europe. In 2012, London became the first city to have hosted three modern Summer Olympic Games.
London has a diverse range of people and cultures, and more than 300 languages are spoken in the region. Its estimated mid-2016 municipal population (corresponding to Greater London) was 8,787,892, the most populous of any city in the European Union and accounting for 13.4% of the UK population. London's urban area is the second most populous in the EU, after Paris, with 9,787,426 inhabitants at the 2011 census. The population within the London commuter belt is the most populous in the EU with 14,040,163 inhabitants in 2016. London was the world's most populous city from c. 1831 to 1925.
London contains four World Heritage Sites: the Tower of London; Kew Gardens; the site comprising the Palace of Westminster, Westminster Abbey, and St Margaret's Church; and the historic settlement in Greenwich where the Royal Observatory, Greenwich defines the Prime Meridian, 0° longitude, and Greenwich Mean Time. Other landmarks include Buckingham Palace, the London Eye, Piccadilly Circus, St Paul's Cathedral, Tower Bridge, Trafalgar Square and The Shard. London has numerous museums, galleries, libraries and sporting events. These include the British Museum, National Gallery, Natural History Museum, Tate Modern, British Library and West End theatres. The London Underground is the oldest underground railway network in the world.
Source: en.wikipedia.org/wiki/River_Thames
The River Thames, known alternatively in parts as the Isis, is a river that flows through southern England including London. At 215 miles (346 km), it is the longest river entirely in England and the second longest in the United Kingdom, after the River Severn.
It flows through Oxford (where it is called the Isis), Reading, Henley-on-Thames and Windsor. The lower reaches of the river are called the Tideway, derived from its long tidal reach up to Teddington Lock. It rises at Thames Head in Gloucestershire, and flows into the North Sea via the Thames Estuary. The Thames drains the whole of Greater London.
Its tidal section, reaching up to Teddington Lock, includes most of its London stretch and has a rise and fall of 23 feet (7 m). Running through some of the driest parts of mainland Britain and heavily abstracted for drinking water, the Thames' discharge is low considering its length and breadth: the Severn has a discharge almost twice as large on average despite having a smaller drainage basin. In Scotland, the Tay achieves more than double the Thames' average discharge from a drainage basin that is 60% smaller.
Along its course are 45 navigation locks with accompanying weirs. Its catchment area covers a large part of south-eastern and a small part of western England; the river is fed by at least 50 named tributaries. The river contains over 80 islands. With its waters varying from freshwater to almost seawater, the Thames supports a variety of wildlife and has a number of adjoining Sites of Special Scientific Interest, with the largest being in the remaining parts of the North Kent Marshes and covering 5,449 hectares (13,460 acres).
Source: en.wikipedia.org/wiki/Westminster
Westminster is an area of central London within the City of Westminster, part of the West End, on the north bank of the River Thames. Westminster's concentration of visitor attractions and historic landmarks, one of the highest in London, includes the Palace of Westminster, Buckingham Palace, Westminster Abbey and Westminster Cathedral.
Historically the area lay within St Margaret's parish, City & Liberty of Westminster, Middlesex.
The name Westminster (Old English: Westmynstre) originated from the informal description of the abbey church and royal peculiar of St Peter's (Westminster Abbey), literally West of the City of London (indeed, until the Reformation there was a reference to the 'East Minster' at Minories (Holy Trinity Priory, Aldgate) east of the City). The abbey was part of the royal palace that had been created here by Edward the Confessor. It has been the home of the permanent institutions of England's government continuously since about 1200 (High Middle Ages' Plantagenet times), and from 1707 the British Government — formally titled Her Majesty's Government.
In a government context, Westminster often refers to the Parliament of the United Kingdom, located in the UNESCO World Heritage Palace of Westminster — also known as the Houses of Parliament. The closest tube stations are Westminster and St James's Park, on the Jubilee, Circle, and District lines.
The area is the centre of Her Majesty's Government, with Parliament in the Palace of Westminster and most of the major Government ministries known as Whitehall, itself the site of the royal palace that replaced that at Westminster.
Within the area is Westminster School, a major public school which grew out of the Abbey, and the University of Westminster, attended by over 20,000 students. Bounding Westminster to the north is Green Park, a Royal Park of London.
Source: en.wikipedia.org/wiki/London_Eye
The London Eye is a cantilevered observation wheel on the South Bank of the River Thames in London. It is Europe's tallest cantilevered observation wheel, is the most popular paid tourist attraction in the United Kingdom with over 3.75 million visitors annually, and has made many appearances in popular culture.
The structure is 135 metres (443 ft) tall and the wheel has a diameter of 120 metres (394 ft). When it opened to the public in 2000 it was the world's tallest Ferris wheel. Its height was surpassed by the 525-foot (160 m) Star of Nanchang in 2006, the 165 metres (541 ft) Singapore Flyer in 2008, and the 550-foot tall (167.6 m) High Roller (Las Vegas) in 2014. Supported by an A-frame on one side only, unlike the taller Nanchang and Singapore wheels, the Eye is described by its operators as "the world's tallest cantilevered observation wheel".
The London Eye offered the highest public viewing point in London until it was superseded by the 245-metre (804 ft) high observation deck on the 72nd floor of The Shard, which opened to the public on 1 February 2013.
The London Eye adjoins the western end of Jubilee Gardens (previously the site of the former Dome of Discovery), on the South Bank of the River Thames between Westminster Bridge and Hungerford Bridge beside County Hall, in the London Borough of Lambeth.
In the late 1930s directions were painted on rooftops to point the way to towns or airports. I ran across this sign at a remote ranch in the middle of nowhere (actually in the middle of Montana). By the sign on this barn, you can see Helena is 35 miles away.
A boat emerging from Tinsley Top Lock (Upper Flight) No 1 on the Sheffield and Tinsley Canal, in Sheffield, South Yorkshire.
Sheffield is on the River Don, but the upper reaches of the river were not navigable. In medieval times, the goods from Sheffield had to be transported overland to the nearest inland port - Bawtry on the River Idle. Later, the lower reaches of the Don were made navigable, but boats could still not reach Sheffield. Proposals to link Sheffield to the navigable Don at Tinsley (and so to the Rivers Ouse and Trent, and to the Humber and the North Sea) were made as early as 1697, but these came to nothing.
In 1815, the Sheffield Canal Company was formed by Act of Parliament in order to construct a canal. The surveyors' recommended route was to leave the River Don at Jordan's Lock, opposite where the "Holmes Cut" of the Don Navigation joins the river and follow the north side of the Don Valley to a basin "in or near Savile Street". When this was put forward the Duke of Norfolk's estate noted that it would preclude coal from their collieries at Tinsley Park and Manor reaching the canal and as the Duke was the largest financial backer of the project an alternative should be sought more favourable to their cause.
The alternative route was on the south side of the Don Valley, to terminate at a basin on the site of the former orchards of Sheffield Castle. This would require two series of locks, one, at Tinsley to raise the level from the river and a second, at Carbrook, to gain the necessary height for a level flow into the city centre. It was suggested that a short branch, known as "The Greenland Arm" should be built to afford access to Tinsley Park Collieries. Although the longer and more expensive option, the Duke's support meant that this route was the one for which parliamentary approval was sought.
The Act of Parliament was passed on 7 June 1815 with 182 subscribers, the Duke of Norfolk (2,000) and the Earl Fitzwilliam (1,000) being the largest contributors. The civil engineer William Chapman had prepared the plans, and he became the Engineer for the project, which would cost £76,000. The foundation stone of the canal basin was laid by Hugh Parker of Woodthorpe Hall on 16 June 1816 and all was ready for opening less than three years later.
By 1840 the city could boast a service second to none, services to Greasbrough ran in connection with the twice weekly "fly-boat", which itself ran in connection with the Hull and London steamers. Richard Preston & Company offered a "fly-boat" service to Thorne for onward transshipment, whilst the London and Sheffield Union Company offered a service "without transshipment" to the capital. Other services ran to Gainsborough (fortnightly) and Leeds (every three weeks). Only five years on and the first major change came about when William Cobby offered water transport from London to Hull and Selby with onward forwarding to Sheffield by rail.
In 1846 there was a move by the long titled Sheffield, Rotherham, Barnsley, Wakefield, Hull and Goole Railway to acquire the Sheffield Canal Company and provide itself with a city terminus. Before this deal could be completed the Sheffield and Lincolnshire Junction Railway came in with an offer which was accepted. The S.& L.J.R. became part of the Manchester, Sheffield and Lincolnshire Railway and on 22 July 1848 they became the owners of the canal. The canal was transferred to the River Dun Navigation Company by an Act of 28 July 1849 where it was joined by the Stainforth and Keadby Canal and the Dearne and Dove Canal. After fusion with the South Yorkshire, Doncaster and Goole Railway it became the South Yorkshire Railway and River Dun Navigation Company. The South Yorkshire Railway passed to the M.S.& L.R. and they again became the canal's owners.
In 1895 the Sheffield Canal was amalgamated with the River Don Navigation and the Stainforth & Keadby canal to form the Sheffield and South Yorkshire Navigation. The following year the facilities at Sheffield were modernised and a new warehouse built straddling the basin.
Still in the same roll of illford 100, but now on a second trip out to Terlingua, Texas (several weeks after the first trip yielding the photos up to this one).
This time I went out with Thomas to stay on his property in Terlingua. Here he is taking a GPS reading with his hand-held. We played alot with mapping and gps software on that trip, however the classic USGS topo survey plates of that area are still appealing... we even bought one plate despite being able to download scans of them online.
"Solitario" area of the Terlingua Ranch in the west Texas desert.
L&YR Aspinall class 27 0-6-0 No.12322 operating a Preston Riverside-Strand Road service on the Ribble Steam Railway on 13 September 2014. It is passing the exchange sidings, used by the Ribble Rail Bitumen trains during the week to take over the full tankers from the National Network and form the empties for collection.
© Copyright Gordon Edgar - Strictly no unauthorised use
Metrolink Altrincham train to left, Cheshire Lines Chester train to right. Both trains headed in the same direction.
I found it somewhere I unfortunately forgot the origin from. Below is my attempt to interpret:
A: one main image.
B: one main image and five sub-images (of previous/next ones) on the bottom side.
C: one main image and five sub-images (of previous/next ones) on the right side.
D: two main images in portrait orientation.
E. one main image with a film roll-style navigation (small thumbnails) on the bottom side.
F. 3×4 grid of thumbnail images.
Grampian Dee
General
IMO: 9599470
Name: GRAMPIAN DEE
MMSI: 235091304
Vessel Type: STANDBY SAFETY VESSEL
Gross Tonnage: 1343
Summer DWT: 690 t
Build: 2012
Flag: UNITED KINGDOM
Home port: ABERDEEN
Dimensions
LOA 50.70 metres
LBP 40.40 metres
Breadth Moulded 13.00 metres
Draft Loaded / Depth 4.3 metres / 6.0 metres
Tonnage
GRT 1130 Tonnes
NRT 398 Tonnes
DWT 690 Tonnes
Capacities/Cranes
Fuel Oil (MGO) / Connection 300 m³
Fresh Water / Connection 150 m³
Ballast Water Approx 350 m³
Oil Based Mud / Connection N/A
Brine / Connection N/A
DMA (Base Fluid) / Connection N/A
Dry Bulk(s) / Connection N/A
Deck Area Approx 120 m² (Steel Deck)
Deck Loading 3 Tonnes per metre²
Deck Crane # 1 Heila 1.5T @ 15 Metres (3t @ 10m)
Deck Crane # 2 N/A
Deck Crane # 3 N/A
Winch Option - Buoy Recovery System fitted
Wire Reel N/A
Deck Tuggers N/A
Engines/Thrusters/Aux
Main Engine(s) MAK 6M20 (2133 BHP)
Propeller(s) 1 x CPP
Bow Thruster(s) HRP Azimuth @ 500BHP
Stern Thruster(s) N/A
Rudder Systems / Type Fishtail HP Rudder
Aux Engines 2 x Cat @ 547kW per unit
Shaft PTO’s 1 x PTO from Main Engine
Emergency Generators 1 x Emer Genset @ 365 kW
Control Systems/Dynamic Positioning
Control Positions Fwd, Aft, Port & Stbd
Full Manual Control Fwd & Aft consoles
Integrated Joystick Control Coverteam Joystick System
Joystick Control Aft, Port and Starboard consoles
Dynamic Positioning System N/A
Fan Beam Laser N/A
DGPS # 1 N/A
DGPS # 2 N/A
Hydro Acoustic Pos Ref # 1 N/A
Hydro Acoustic Pos Ref # 2 N/A
Vertical Taut Wire N/A
Rescue/Emergency Response Equipment
Daughter Craft Davit # 1 NED DECK MARINE Heave Compensated
Daughter Craft Delta Phantom 10.25 metre (Diesel)
Daughter Craft Davit # 2 Option
Daughter Craft Option
Fast Rescue Craft Davit # 1 NED DECK MARINE Heave Compensated
Fast Rescue Craft 1 x Avon SR 6.4 15 Man (Petrol)
Dacon Scoop Fitted
Dacon Rescue Crane Heila Telescopic Boom crane 1.5t@15m
Cosalt Rescue Basket Fitted & Launched from aft deck
Jason Cradles Frames Fitted
Winch Area Located on Aft Main Deck
Emergency Towing Capability Towing Hook Fitted
Dispersant Tanks 2 x 5 Tonne Tanks below Main Deck
Dispersant Spray Booms Fully outfitted Port & Starboard
Searchlights 4 x IBAK Kiel Fwd, Port, Stbd & Aft
Navigation/Communication Equipment
Radar(s) (Fwd) Furuno 2817 ARPA Furuno 2837 ARPA
Radar Rptr (Aft) Hatteland
ECDIS Microplot ECDIS
PLB System N/A
DGPS(s) Furuno DGPS 90
Gyro(s) Anschutz S22 Gyro
Autopilot Anschutz NP 60
Magnetic Comp Gillie 2000
Echo Sounder FE 700 ES
Digital Depth Recorder FE 720
Navtex Furuno NX 700 Navtex
Sat Comms Inmarsat C Felcon, Fleet 77 CapSat (A3)
MF/HF Radio Furuno FS 2570 C (A3)
UHF 3 x UHF Units
VHF (Fwd) FM8800 GMDSS VHF, ICOM ICM 401E
VHF (Aft) FM8800 GMDSS VHF, ICOM ICM 401E
Helo Radio ICOM IC A110
AIS Jotrun AIS TR 2500
VHF Direction Finder Taiyo TDL 1550
Doppler Log Furuno DS 80
SSAS Furuno Felcom
Portable VHF 3 x Jotrun GMDSS
Portable VHF 6 x ENTEL HT 640 VHF
Portable UHF 3 x ENTEL HT 880 UHF
Portable UHF 2 x Kenwood UHF
Sonic Helmets 4 x Sonic Helmets Mk 10
Smartpatch Phone ICOM PS1
Crew Facilities
Crew Cabins 15 Man Single Berth cabins c/w en suite facilites
Recreation & Leisure 1 Messroom, 2 Lounges
Leisure 1x Sauna, 1x Gym, 1x Ship's Office