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Operator : Icelandair
Aircraft : Boeing 767-319(ER)(WL)
Registration : TF-ISN
Airport : Zürich (ZRH / LSZH)
Photo Date : 20.05.2017
Remarks :
Taken in the old telephone exchange at Sherbrooke Village.
Sherbrooke is famous regionally for being the home of Sherbrooke Village, an open-air museum. Sherbrooke Village employs the majority of residents in the area; estimated to around 100 full-time and seasonal workers. There are approximately 30 buildings including include a working blacksmith shop, a pottery shop, a water powered lumber mill (located off site), a tea room (restaurant), and several animal barns (sheep, horses, cow, chickens, turkeys, and peafowl or peacocks). Sherbrooke village is the largest component of the Nova Scotia Museum complex; it open in the summer from June to October and at select times the rest of the year.
Operator: Go North East
Depot: Riverside, Gateshead
Fleet Num: 5240
Registration: NK56 KHH
Livery: ToonLink
Bodywork: Scania Omnicity
Chassis: Scania CN230UB
Location: Grainger Street, Newcastle
Route: 12 to Winlaton
From Wikipedia, the free encyclopedia
History
Netherlands
NameJohan van Oldenbarnevelt
OwnerNetherland Line
Operator
Netherland Line 1930–39
Holland America Line 1939–45
Netherland Line 1946–63
Port of registry
Amsterdam (1930–39)
Batavia (1940–43)
Willemstad (1944 onward)
Route
Amsterdam – Dutch East Indies (1930–39)
Batavia – New York (1939–41)
BuilderNSM, Amsterdam
Yard number194
Launched3 August 1929
Completed13 March 1930
Decommissioned3 February 1963
Refit
1941 as troop ship
1946 as ocean liner
1951
1958
1963 as cruise ship
Identification
Code letters PGHB (until 1933)
ICS Papa.svgICS Golf.svgICS Hotel.svgICS Bravo.svg
Call sign PFEB (1934 onward)
ICS Papa.svgICS Foxtrot.svgICS Echo.svgICS Bravo.svg
FateSold to the Shipping Investment Corporation and renamed TSMS Lakonia
Greece
NameLakonia
OwnerShipping Investment Corporation
OperatorGreek Line
Port of registryGreece
Acquired8 March 1963
FateDamaged by fire at sea 22–24 December 1963 and sank while under tow 29 December 1963
General characteristics
TypeOcean liner
Tonnage19,040 GRT
Length586.2 ft (178.7 m)
Beam74.8 ft (22.8 m)
Depth36.1 ft (11.0 m)
Decks4
Installed power1,555 NHP
Propulsion
two Sulzer diesel enginess,
two propellers
Speed19 kn (35 km/h; 22 mph)
Capacity
As built:
770 passengers:
366 first class
280 second class
64 third class
60 fourth class
cargo:
9,000 tons
Notes
sister ship:
Marnix van St. Aldegonde
TSMS Lakonia was a passenger ship, launched in 1929 for Netherland Line as the ocean liner Johan van Oldenbarnevelt. In 1962 she became the Greek Line cruise ship TSMS Lakonia. On 22 December 1963 she caught fire at sea and on 29 December she sank. 128 people were killed in the disaster.
In the 1930s Johan van Oldenbarnevelt's regular route was between Amsterdam and the Dutch East Indies. She served in the Second World War as an Allied troop ship. She was refitted several times and latterly became a cruise ship.
In 1962 Netherland Line sold her to a Greek company, the Shipping Investment Corporation, who renamed her Lakonia and for whom the Greek Line managed her for cruising. From April 1963 Greek Line operated her on cruises from Southampton.
On 22 December 1963 fire broke out during a Christmas cruise. As the fire spread, alarms sounded too softly to be heard by most people aboard. Evacuation was hampered by the overcrowding of lifeboats and the loss of several boats to fire. Some deaths were caused by the fire itself, others by accidents when abandoning ship, and others by exposure or drowning in the sea.
Lakonia's crew successfully launched just over half of her lifeboats. Some passengers were able to reach the water via gangways and rope ladders. Two ships alerted by distress signals managed to save most of the others.
On 24 December ocean tugs took Lakonia in tow and tried to tow her to Gibraltar. But the ship had developed a list and on 29 December she sank in the Atlantic.
A board of inquiry traced the fire to faulty electrical wiring, but strongly criticised the maintenance of equipment, thoroughness of lifeboat drills, and the standard of supervision. Eight of the ship's officers were charged with negligence.
Building
Nederlandsche Scheepsbouw Maatschappij built Johan van Oldenbarnevelt in Amsterdam. Her yard number was 194. She was launched on 3 August 1929 and completed on 13 March 1930.[1] The same shipyard built a sister ship, Marnix van St. Aldegonde, which was launched in December 1929 and completed in September 1930.[2] Both ships were built for Netherland Line to operate scheduled passenger and cargo services between Amsterdam and the Dutch East Indies.
Johan van Oldenbarnevelt was named after a Dutch soldier and statesman of the same name who was beheaded in 1619.
Johan van Oldenbarnevelt was a motor ship with two Sulzer marine diesel engines driving her two propellers. Between them the engines developed 1,555 NHP and gave her a cruising speed of 19 knots (35 km/h). The ship was 586.2 ft (178.7 m) long, had a beam of 74.8 ft (22.8 m) and her tonnage was 19,040 GRT.[3]
Johan van Oldenbarnevelt was the 89th ship built for the Netherland Line. When she was launched she was the largest ship yet built in the Netherlands. The artist Carel Adolph Lion Cachet and sculptor Lambertus Zijl decorated her interior with teak, marble, and many statues, mosaics, tapestries and chandeliers.
As built, she had berths for 770 passengers: 366 in first class, 280 in second, 64 in third and 60 in fourth class. She had berths for 360 crew. She had four decks[3] and could carry 9,000 tons of cargo.
Until 1933 the ship's code letters were PGHB.[3] In 1934 they were superseded by the maritime call sign PFEB.[4] Until 1939 she was registered in Amsterdam.[5]
Johan van Oldenbarnevelt
World War II service
When the Second World War broke out in 1939, Holland America Line chartered Johan van Oldenbarnevelt, re-registered her in Batavia in the Dutch East Indies[5] and used her as a cargo ship between Batavia and New York City.
On 20 January 1941 she was requisitioned to be an Allied troop ship, and was converted by Harland and Wolff to carry up to 4,000 troops. Orient Line managed her. In 1943 she was re-registered in Willemstad, Curaçao.[6] After servicing India, Singapore and Penang, she finally returned to her home port of Amsterdam on 13 February 1946.
Her sister ship, Marnix van St. Aldegonde, also served as a troop ship. German aircraft sank her by torpedo off the Algerian coast, but all 3,000 troops and crew were saved by rescue ships.
Post-war service
After Johan van Oldenbarnevelt was released from government service, Netherland Line had her refitted and in 1946 returned her to service on the Amsterdam – Batavia route. From 1945 until 1949 Indonesians fought for their independence from the Netherlands. For several years the ship ferried Dutch troops returning home from Indonesia.
By 1950 Indonesia was independent and the ship was withdrawn from the East Indies service. She was transferred to the Amsterdam – Australia service and began her first voyage to Australia on 2 September 1950. She serviced Australia and New Zealand for the next twelve and a half years, with occasional service to Canada and the United States.
The Australia run was an instant success, and 1951, Johan van Oldenbarnevelt was put into dry-dock in Amsterdam for refitting. She was refitted as a one-class ship with berths for 1,414 passengers. Her lounges were restored to their original and additional passenger facilities were installed. Eight lifeboats were added, bringing her total number of boats to 24.
On 23 January 1952 she left for Australia but was forced to return to Amsterdam after four small fires were discovered aboard. The fires were quickly extinguished. Arson was suspected, but no suspects were ever arrested.
In 1958 Johan van Oldenbarnevelt was refitted again, reducing her berths to 1,210. The Amsterdam Dry Dock Company completed the refit in three months at a cost of A$800,000.[clarification needed] Three luxury suites were added, as well as a nightclub, cinema, gift shop, promenade lounge and second swimming pool. All public rooms were refinished and restored. Her main mast was moved to atop the bridge, and her decks were extended aft. Her funnels were raised, given rounded tops and painted yellow and black. Her black hull was re-painted grey.
On 2 April 1959 the ship was assigned to her new port, Southampton, England.[clarification needed] She offered round-the-world service, making stops in Australia, New Zealand, Bermuda and New York City. She was now a cruise ship instead of an ocean liner.
Johan van Oldenbarnevelt left on her last round-the-world voyage for the Netherland Line on 30 June 1962. She arrived in Sydney, Australia on 3 February 1963 and was decommissioned by the Netherland Line that day, ending a 33-year career for that shipping line. She then sailed for Genoa, Italy, and arrived on 7 March 1963.
TSMS Lakonia
On 8 March 1963 Johan van Oldenbarnevelt was sold to a Greek company, the Shipping Investment Corporation. Her decks and public rooms were renamed and the aft swimming pool was enlarged. 12 extra cabins were added, and air conditioning was installed throughout the ship. Her hull was painted white, and her tonnage increased to 20,314 GRT. She was renamed TSMS Lakonia.
Ormos Shipping Company, also known as the Greek Line, operated Lakonia offering cruises from Southampton to the Canary Islands. She left Southampton on her first voyage as Lakonia on 24 April 1963. She proved very popular, and Greek Line planned 27 cruises for 1964. From 9–13 December 1963 she underwent another minor upgrade. A new pneumatic fuel injection system was installed. Cabins were redecorated, and the kitchen and pantry were completely remodelled.
Lakonia was fitted with a number of safety features. She carried 24 lifeboats capable of holding 1,455 people. She had an automatic fire alarm system and two fire stations with specialist firefighting equipment. She had lifejackets for every person aboard and an extra 400 stowed on deck.
Fire
Lakonia left Southampton on 19 December 1963 for an 11-day Christmas cruise of the Canary Islands. Her first scheduled stop was to be the island of Madeira. She carried 646 passengers and 376 crew: a total of 1,022 people. All but 21 of the passengers were British citizens. Most of her crew were Greek or German. The captain of Lakonia was 53-year-old Mathios Zarbis.
The crew had conducted a boat drill a week before, and the ship passed a safety inspection by the British Ministry of Transport 24 hours before sailing. She carried a Greek certificate of seaworthiness. Passengers took part in a boat drill on 20 December, but one passenger noted that he was the only one at his lifeboat Station.[7]
On 22 December, at around 11:00 p.m., a steward noticed thick smoke seeping under the door of the ship's hairdressing salon. Upon opening the door, he found the room completely ablaze, and the fire rushed into the hallway toward the state rooms. He and another steward tried to fight the flames with fire extinguishers, but the fire spread too fast to be contained. One of the men ran to notify the ship's purser, Antonio Bogetti.
Fire alarms sounded, but too softly to be heard by most passengers. "The fire alarm bell was so weak that it sounded like someone calling the waiter to ask for tea," one survivor later told reporters. An alarm went off on the bridge, showing the fire's location. The ship was about 180 miles north of Madeira at 35°15′N 15°15′W.[8][A][9][10]
At the time the fire was discovered, most of the passengers were in the ship's ballroom, called the Lakonia Room, dancing at the "Tropical Tramps' Ball." Passengers began to notice the smell of smoke, but most dismissed it as strong cigar smoke. Captain Zarbis, who had been notified of the fire, tried to make an announcement on the ship's public address system, but the fire had disabled it. As smoke began to fill the ballroom at about 11:30, the band stopped playing and cruise director George Herbert ushered the frightened passengers to the boat deck. The upper deck was ablaze within 10 minutes.
Many of the passengers who had been asleep in their cabins found themselves unable to escape the fire. Some passengers were told to go to the main dining room to await instructions, but most ignored this order, since the dining room lay directly in the path of the fire.
At 11:30 p.m., the ship's chief radio officer Antonios Kalogridis sent out the first distress call: "Fire spreading up. Prepare evacuation on ship." At midnight, a second distress call was sent out: "We are leaving the ship. Please immediately give us assistance. Please help us." Kalogridis sent out the last call at 12:22 a.m., just before the radio room caught fire: "SOS from Lakonia, last time. I cannot stay anymore in the radio station. We are leaving the ship. Please immediate assistance. Please help."
A six-man fire crew tried to fight the blaze, but the fire spread too quickly to be contained. Boilers began to explode, filling the rooms and hallways with thick, black smoke, and the suffocating passengers were forced on deck.
Evacuation
The ship's purser gave the order to abandon ship shortly before 1:00 a.m. Dazed passengers made their way to the lifeboats, some in their pyjamas and others still wearing their jewellery and evening wear.
A few crew members went below decks to try to save passengers from their burning cabins. The ship's swimming pool attendant and a steward lowered themselves over the side of the ship, by rope, to pull trapped people from portholes.
Evacuation of the ship was very difficult. Some lifeboats burned before they could be lowered. Two of the lifeboats were swamped, spilling their occupants into the sea; one when it was lowered only by one end, and the other when its davits broke off. Chains had rusted in many of the davits, making boats difficult or impossible to move. Only just over half of the lifeboats made it safely away from Lakonia, and some of them less than half full. Several people who dove overboard struck the side of the ship on the way down, killing them before they hit the water.
Passengers were angered when the radio operator left the ship in a launch, with a nurse and two musicians. Kalogridis later testified that he had left to rescue people from the water. He stated that he did not return to the ship because the current pushed the launch away. Passengers also claimed that some of the crewmen took advantage of the chaos to loot state rooms.
When all of the boats were away, there were still people in the water and over 100 people left aboard the burning ship. Lakonia continued to burn fiercely and was rocked by violent explosions. Those who remained aboard flocked to the glass-enclosed Agora Shopping Centre at the stern of the ship. After several hours, the flames closed in on them, and they were forced to descend ropes and rope ladders into the ocean. The port and starboard gangways were lowered as well, and people walked down the gangways single file into the sea.
Rescue
At 3:30 a.m., four hours after the first distress call, the 495-foot (151 m) Argentine passenger ship Salta arrived on the scene. Salta, commanded by Captain José Barrere, had been on her way from Genoa, Italy to Buenos Aires. The 440-foot (130 m) British cargo ship Montcalm arrived half an hour later at 4:00 a.m. The majority of the survivors were saved by these two ships. Salta rescued 475 people and took aboard most of Lakonia's lifeboats.
In the hours that followed, the Belgian ship Charlesville, the USA freighter Rio Grande, the British passenger ship Stratheden and the Panamanian freighter Mehdi all arrived to join the rescue. Each rescue ship launched boats to pluck survivors from the water. The United States Air Force sent four C-54 aircraft from the Lajes Field in the Azores. The planes dropped flares, lifejackets, life rafts and survival kits to people in the water. An RAF Avro Shackleton from Gibraltar criss-crossed the area, pinpointing boats and survivors and guiding rescuers to them.
The rescue was hindered by the fact that Lakonia drifted for several miles during the evacuation. People in the water were dispersed over a 2-to-3 mi (3.2-to-4.8 km) area. Also, rescue ships were reluctant to get too near Lakonia because of the risk that her 500 tons of fuel oil could explode.
Charlesville sent a lifeboat shortly after daybreak to rescue Captain Zarbis, who was spotted pacing the decks of his still-burning ship. Zarbis was the last person to leave Lakonia alive.
Most of the survivors were taken to Madeira. Others, including Captain Zarbis, were taken to Casablanca.
Aftermath
The disaster killed a total of 128 people. 95 were passengers and 33 were crew. Only 53 people were killed in the actual fire. The rest died from exposure, drowning and injuries sustained while diving overboard. Most of the dead were buried in a Gibraltar cemetery after an autopsy which was carried out in a cavern workshop of 1st Fortress Squadron, Royal Engineers.
One passenger who jumped from the ship cut her throat on her life jacket. After being rescued by Montcalm, her injuries were treated by another passenger, Alan Leigh. Largely due to this incident, cruise ship passengers are now instructed how to hold their jackets if jumping from a height.
Crewmen from the Royal Navy aircraft carrier HMS Centaur boarded Lakonia on 24 December, once the flames had died down.[11] Most of the bodies were recovered by the crew of Centaur. By this time Lakonia was a charred, smoking hulk. Her superstructure had partially collapsed amidships, and the bridge and aft decks had caved in. There were holes blasted near her bow, and she was listing 10 degrees to starboard.
The Norwegian tugboat Herkules secured a tow line to Lakonia at 5:30 p.m. on 24 December. Herkules, along with the Portuguese tugboat Praia da Adraga and two other tugs, set off for the British base at Gibraltar with Lakonia in tow. Her list grew more severe each day, and at about 2:00 p.m. on 29 December, Lakonia rolled onto her starboard side. She sank stern-first in only three minutes. The ship went down 230 nmi (430 km) southwest of Lisbon, Portugal, 250 nmi (460 km) west of Gibraltar.
The only colour photographs taken of the Lakonia disaster ran in Life magazine on 3 January 1964.[12] Life's photographic coverage of the event marked only the second time in history that a publication was able to offer hour-by-hour photographic coverage of a disaster at sea.[12] The first such coverage appeared on 6 August 1956, when Life ran a series of photos of the Italian liner Andrea Doria sinking. The only person known to have taken photos aboard the ship during the fire was Ian Harris from Finchley, London, who was travelling with his wife, Rita Harris. These photos appeared in Life, edition dated 3 January 1964.[13] Rita Harris recounted the events on 2 July 1964 on Woman's Hour on the BBC Light Programme.[14]
Survivors include British educator Sir Ivor Jennings with wife and daughter, architect Owen Luder and wife Doris, and Henry Wilson, Baron Wilson of Langside.
Investigation
The Greek Merchant Marine Ministry conducted a two-year investigation into Lakonia disaster. The board of inquiry maintained that Lakonia should not have passed safety inspections before sailing. Lifeboat davits were rusted and lockers containing lifesaving equipment failed to open. The drain holes in many of the lifeboats lacked stoppers, so that passengers had to constantly bail water.
The crew had conducted a lifeboat drill a week before the voyage, but only five of the boats had been lowered. The board argued that all of the boats should have been tested.
Charges of looting were dropped after extensive questioning. The crew maintained that they had only broken into cabins to search for lifejackets.
The board of inquiry made a number of other charges. The order to abandon ship was given too late. Operations on deck were not supervised by responsible officers. The crew, except for a few acts of self-sacrifice, failed to rescue sleeping passengers from their cabins below decks.
Eight of Lakonia's officers were charged with negligence. Captain Zarbis, his first officer and the ship's security officer were charged with gross negligence. The other five men were charged with simple negligence.
The cause of the fire was ultimately determined to be a short circuit of faulty electrical wiring.
Operator: United Kingdom Air Force (RAF)
Aircraft: Eurofighter Typhoon FGR4
Registration: ZJ916
C/n: 057/BS007
Time & Location: 05.08.2021, Helsinki, Finland
Remarks: Kaivopuisto Airshow 2021
Pete was the night shift #2 Sander Operator for the finishing side of the plant. All the panels we received from the particleboard side were rough out of the presses. Pete's job was to receive the panels coming from the presses, grade them and sand out any imperfections on them.
Pete was a good friend and we stayed in contact even after the plant closed. He passed away a couple of years ago from diabetes complications.
Everyone there had a nickname or two. Pete was known as "Pedro", a translation from Spanish, or by "Peter". When you heard "Peter, what the hell are you doing up there?" you knew he probably blew a belt on the sander and it was going to down for awhile! Sometimes we called him "Peedro" as well. We were far from politically correct but we had a grand time!
Shot with my Sony MVC-FD100, which appears to be the only one on Flickr?
Date Taken: May 9, 2015
Basic Details:
Operator: Dagupan Bus Co., Inc.
Fleet Number: 71727
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 45 Passengers
Body:
Coachbuilder: Zhengzhou Yutong Bus Co., Ltd.
Body Model: Yutong ZK6107HA
Chassis:
Chassis Model: Yutong ZK6107CRA
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Air-Suspension
Engine:
Engine Model: Yuchai YC6G240-20 (G52MA)
Cylinder Displacement: 7.8 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged & Intercooled
Max. Power Output: 240 hp @ 2,200 rpm
Peak Torque Output: 940 N.m @ 1,400 - 1,600 rpm
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...
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Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
New Haven Railroad SS (signal station or tower) S-404 is seen at West Roxbury Junction, with the operator talking with another employee on the ground in Massachusetts, 1933. In the background along the tracks you can see the passenger station platform. On the far right side of the photo you can see a blade semaphore block signal. Check out the interesting wire mounts that are utilized on the power poles to the left. One of the lines that provides passenger service on this route operates between Franklin Junction and West Roxbury Junction, however, these commuter trains actually operated between Boston and Franklin. Notice too, that the tracks are all passing very close to homes that are situated in a residential neighborhood.
The name of the photographer that captured this image on film is unknown. This photo came from my personal collection.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
Operator : ArkeFly
Aircraft : Boeing 767-304(ER)(WL)
Registration : PH-OYE
Airport : Amsterdam Schiphol (AMS / EHAM)
Photo Date : 11.02.2012
Remarks :
Operator: Parks of Hamilton
Vehicle Type: Volvo B9R/Plaxton Elite
Registration: HSK 643
Seen at Pitlochry coach park.
20/5/2022.
Operator: Team The Victors.
Aircraft: 4x Piper PA-28-161 Warrior III
Registration: OO-EBU, OO-VMC, OO-VMY, OO-VCU
Time & Location: 16.08.2014, EFHF, Finland
Operator | First North Luzon Transit
Bus No | 8049
Coachbuilder | Xiamen Golden Dragon Bus Co, Ltd.
Model | 2014 Golden Dragon XML6103 series (SnowfoxEdition)
Engine | Yuchai YC6G270-20
Chassis | Golden Dragon XML6103J92
Suspension | Air Suspension
Route | Cubao Q.C-Sn Carlos/Tarlac/Camiling/Urbiztondo
Date |
Shot Location | Munoz, Q.C
Operator: Penafrancia Tours and Travel Transport Inc.
Fleet No: 1 "Comfortec Benz Deluxe
Plate No: TYM 942
Route: Cubao - Legaspi City, Albay vice versa.
Model: DMMW Aero Xtreme (AX)
Engine: Mercedes-Benz O500M - 1725
Chassis :Mercedes-Benz OM 906 LA
Coachbuilder: Del Monte Motor Works Inc.
Shot Location: National Highway, Tiaong Quezon, Philippines.
*Specifications are subjected for verification and may be changed without prior notice.
Operator: United States Air Force (493rd FS)
Aircraft: McDonnell Douglas F-15C-42 Eagle
Registration: 86-0172
C/n: 1021/C400
Location: RAF Fairford (FFD/EGVA)
Date: 15-7-2018
Operator | Victory Liner, Inc.
Fleet Number | 7026
Classification | Regular-Airconditioned Bus
Coachbuilder | Almazora Motors, Corp.
Model | Tourist Star RE
Chassis | PBMR39
Engine | D2066LOH
Suspension Type | Airsuspension
Seat Configuration | 2x2
Maximum Capacity | 49+2
Shot Location | Munoz, Q.C
An extremely... fast jet boat in a zig zag motion!
Their exciting moment frozen in time, with smiles included!
Thank you for taking time to stop in for a visit, always appreciated my friends!!
Country: SPAIN
Operator: RENFE
Item: DIESEL & FREIGHT
Class or Maker:
Wheel Arrangement or Type:
Number: 10813
Place details: POUSADAS (between Seville and Cordoba)
Additional notes: Gauge 1674mm
Original source material: 35mm colour slide
Photographer: John Sloane
Copyright: Photographer
Library locator reference: JSLO.1968
30937 Transport Photograph Database
1968AUG11JSLO0031cs
Operator:
Plate Number:
Bus Number:
Bus Body:
Type of SVC:
Area of Operation:
Route:
Manufacturer:
Transmission System:
Fare:
Shot Taken at:
Specifications may change due to verification and correction without prior notice.
Airlynx, North Baddesley, Hampshire.
Yutong ZK6938H C33Ft, new in 2014.
Photographed in Winchester, August 2016.
Date Taken: June 10, 2014
Basic Details:
Operator: DELTA TRANSPORT, INC.
Fleet Number: 544
Classification: Air-Conditioned City Operation Bus
Seating Configuration: 3x2 Seats
Seating Capacity: 56 Passengers
Body:
Coachbuilder: Xiamen Golden Dragon Bus Company, Ltd. (Golden Dragon) / Trans-Oriental Motor Builders, Inc.
Body Model: Golden Dragon XML6103J92 "Marcopolo 2"
Air-Conditioning Unit: Dependent Overhead Unit
Chassis:
Chassis Manufacturer: Fujian New Forta Automobile Industry Company, Ltd. (New Forta)
Chassis Model: Forta LFZ6103TRE
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)
Suspension: Leaf Springs Suspension
Engine:
Engine Manufacturer: Guangxi Yuchai Machinery Group Company, Ltd.
Engine Model: Yuchai YC6G270-20 (G46MB / G4606)
Cylinder Displacement: 476.061 cu. inches (7,803 cc / 7.8 Liters)
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged and Intercooled
Max. Power Output: 266 bhp (270 PS - metric hp / 199 kW) @ 2,400 rpm
Peak Torque Output: 795 ft.lbs (1,080 N.m / 110 kg.m) @ 1,400 - 1,600 rpm
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...
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This operator operates with other operators in operational operations. Just something thrown together. More lego soon. Enjoy!
Operator : Asiana Airlines
Aircraft : Airbus A350-941
Registration : HL7771
Airport : London Heathrow (LHR / EGLL)
Photo Date : 12.07.2018
Remarks :
Operator: NAT Group
Branding: Standard Livery
Depot: Pontypridd
Route: 600 Aberdare via Cilfynydd, Mountain Ash & Fernhill
Manufacturer: Optare
Model: Solo SR
More Info:
Location: Pontypridd Bus Station
Operator: Konectbus Ltd
Fleet Number: 623
Registration: SN65OAB
Body/Chassis: Alexander Dennis Enviro400
Chassis No: SFD4DSBRFFGXD8482
Seating: H47/31F
New: September 2015
Ex: --
Livery: Norwich Park & Ride
Date: Saturday 1st July 2017
Location: Norwich Bus Station
Route: 501 (City Centre via Thickthorn P&R)
Operator: Philippine Rabbit Bus Lines, Inc.
Fleet No.: 1065
ENGINE
Maker: Guanxi Yuchai Machinery Co., Ltd.
Model: YC6A260-20
CHASSIS
Maker: Guilin Daewoo Bus Co., Ltd.
Model: GL6110GR (LGLFD5A)
COACH
Coachbuilder: Guilin Daewoo Bus Co., Ltd.
Model: GDW6119H2
----
Location: Oroquieta St. cor. Mayhaligue St., Sta. Cruz, Manila
I have been watch this Barn owl for some time now over the winter months, but the light has generally been unkind. Today it shone and so very bright to capture 'Barnaby' quartering a field in and around Lavenham. A truly magical sight.
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Technically a v.2 of the AK-47, but got out of control after a few mistakes.
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The operator who requested this sent a bog standard Czech SA Vz 58 to us, missing it's stock, and asked for a full tactical conversion.
The handguard has been severely remodelled with top rails, and better grip/gas block cover, but set into the remaining woodwork (on request). An AEK style recoil reduction system was also added.
The receiver was mainly kept the same, except for the top rails, and stripes.
A solid folding stock was made, with detachable cheekrest, and the grip was remade and modified with ergonomic inserts.
Suppressor was added for potential night/stealth operations.
Finally an all-purpose mid-range scope was added, with it's own top rails for BUIS, torch, laser etc.
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Hope that's enough tweaking for you Jake ;). Also made the mag bigger, realised it wasn't really to scale with the AK.
Operator: DAGUPAN BUS CO., INC.
Fare Class: Regular Air Conditioned
Type of Operation: Provincial Operation
Manufacturer: Zhengzhou Yutong Bus Co., Ltd.
Layout: Rear-Engine
Chassis: Yutong ZK6107CRA(LZYTBTD6)
Engine: YuChai YC6A260-30
Transmission: 1-6 + R Manual Transmission
Body: Yutong ZK6107H
Suspension: Air Suspension
Seat Config.: 2x2
Total Pass.: 45
Note: SPECIFICATIONS ARE SUBJECT TO CHANGE WITHOUR PRIOR NOTICE
Unknown original operator 8 (no, it isn't "Hickory Stick School District 13"), Springfield, Illinois.
Time to dig into the vaults again and exhume some sights from the summer of 2015, when I journeyed through the US states of Illinois and Missouri and touched the northwest corner of Arkansas before turning back again!
This bus was parked for many years at Shea's Service Station, a Route 66 historic site and roadside memorabilia repository in Springfield. The "museum" fell into disuse following the death of Bill Shea in 2013, and the entire collection was in the midst of being cleared and auctioned by the time I passed by.
K.S.K.T. (Kosovan Strike-Kill Team) bomb squad operator.
YAY MULTICAM!!!!
Smaller light tan is on the list to fix, what else should I do?
Operator: Saulog Transit, Inc.
Bus body no.: 71782, 71784, 71785
Manufacturer: BAR (Daewoo Surplus)
Model: Golden Dragon Marcopolo
A/C System: Overhead
Seating Configuration: 2 x 3
Seating Capacity: 56
Route: Cavite City or Ternate - Lawton
Shot Location: Saulog Transit, Inc. Cavite City Terminal
Operator: Finnish Air Force
Aircraft: British Aerospace Hawk Mk51A
Registration: HW-357
C/n: 416/5F007
Time & Location: 13,05.2019, EFTP, Finland
Remarks: Pihti 2019 military exercise.