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Of all rail locomotives produced on planet earth nothing has ever touched the versatility and the staying power of the EMD SD40-2. The SD40 series was produced by Electro-Motive Diesel beginning in January of 1966, and lasting until the final Canadian Pacific order of SD40-2F's in late 1988. The two-decade long production run undergirded the reputation these engines had as the most reliable on the rails. As rival General Electric comparatively fumbled with their U Series, and Dash 7 series motors, EMD was raking in order after order for their easy to maintain SD40-2.
Even in 2025 it is still possible to find hundreds of examples of EMD SD, and GP series EMD's working daily in class one, and shortline service.
In this image CSX 8830, formerly Conrail 6435, is paced at 1/10th of a second through the woods in south Alabama. The 8830 was on the point of the then-daily Nashville, Tennessee, to Mobile, Alabama, road train Q519. This lazy spring afternoon 519 was rolling off the miles towards the final destination of Mobile. When viewing a moving train through a zoomed in lens you notice every bump in the rail as the flexicoil trucks that defined the way these motors looked do their best to absorb the impacts even after 45 years in continuous service. At every crossing the side mounted bell dings in the same manner it always has. Even though it's nearly 25 years into CSX ownership the long-since technologically outclassed 8830 continues to roll out the miles some 48 years after Conrail 6435 rolled off the shop floor in La Grange, Illinois.
Reliability Defined.
Thanks for reading and looking!
I can always count on seeing these deer. Not the best shot as then deer are in shade with bright light behind them.
Wegen der unterirdischen Zuverlässigkeit der Baureihe RS1 des Betriebshofes Kempten sollten die störungsanfälligen Schienenbusse Ende Oktober durch die Baureihe 642 ersetzt werden. Da diese normalerweise die PESA LINK im Außerfern ersetzten, musste man drei Einheiten aus anderen Betriebshöfen holen. Daher waren kurzzeitig 642.125 von der Westfrankenbahn, sowie 642.077 und 642.213 um Kempten unterwegs. Während 642.077 und 213 gleich nach Mittelschwaben gelangten, verbrachte 642.125 ihre Zeit zwischen Kempten und Pfronten. Hier erreich besagter Zug mit dem RB57817 gleich Nesselwang.
Gerüchten nach sollen hier ab dem kommenden Fahrplanwechsel die LINKs den Betrieb übernehmen. Nun, angesichts ihrer geringen Zuverlässigkeit, man kann gespannt sein, wie lange es bis zu der x-ten Rückkehr der Baureihe 642 ins Außerfern dauert…
Due to the extremely low reliability of the RS1 series from the Kempten depot, the trouble-prone rail buses were to be replaced by the 642 series at the end of October. However, sine these normally replace the PESA LINKs in the Außerfern, three additional units had been borrowed from another depots. Besides 642.077 and 213, 642.125, which belongs to the depot Schöllkrippen and is used to be run on the so-called Kahlgrundbahn between Hanau and Schöllkrippen, were also in duty around Kempten. While 642.077 and 213 were dispatched straight to the line Günzburg - Mindelheim, 642.125 were mostly used on between Kempten and Pfronten. On the very first day in November, this set is about the reach Nesselwang.
As of December, the Polish-built PESA LINK units are said to take over the operation on this section. Well, considering their low reliability, I am already wondering how long it takes until the Desiros return to the line for the umpteenth time...
Motoring through Thwaite, Yorkshire Dales. Described as, "probably the oldest and toughest regular event for old cars, motorcycles and light commercials certainly in Britain", the Beamish run is approaching it's 50th year and follows some of the routes used by manufacturers to test the same vehicles when originally built.
Unfortunately the event has been cancelled the last two years due to the COVID virus.
CHIPMUNK T.10 (G-BYHL) WG308 8
belonging to M R & I D Higgins.
with KC-135 STRATOTANKER behind it.
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Four DHC-1Chipmunks commenced service with the Aircraft Squadron in 1957. They were replacements for the Tiger Moths and <Harvards which were being phased out. These Chipmunks, also affectionately known as "Chippies", served the Force until 1960, the year that saw the disbandment of MAAF (Singapore Wing)..
The Chipmunk was designed in Canada by Wsiewolod J. Jakimuik, previously Chief Designer for PZL in Poland. It was developed by de Havilland Aircraft of Canada as a military training aircraft to replace the legendry DH.82 Tiger Moth.
This trainer, is a low wing monoplane of all metal, stressed skin construction with the pilot and instructor seated in tandem under a single piece sliding canopy.
The prototype first flew on 22 May 1946 from de Havilland's factory at Downsview, Toronto. Although designed in Canada, the Chipmunk was built in large numbers in Great Britain for the RAF. The British products carried the mark number T.10.
The Chipmunk T.10 serves with the RAF and differs from the Canadian T.1 in that the T.10 was fully aerobatic from the outset. The T.10 also featured a multi-panel sliding canopy whilst most Canadian-built Chipmunks had a bubble canopy.
Specifications
Manufacturer : De Havilland Aircraft of Canada.
Crew : Two in tandem, pilot and trainee.
Length: 7.75 m
Height: 2.13 m
Wing span: 10.46 m
Wing area : 15.97 m2
Performance
Speed: 222 km/h at sea level
Range : 451km
Climb : 256m/min
Weight: (empty): 646 kg
Max.Take-off Weight: 914 kg
Service ceiling : 5,200 m
Propulsion
Powerplant: 1 x 108kw (145 hp) Gipsy Major 8,
-cylinder incline air-cooled.
T.10 served with the Royal Air Force.
Malayan Auxiliary Air Force Singapore Wing
KC-135 STRATOTANKER
KC-135 Stratotanker
• KC-135 Stratotanker
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Mission
The KC-135 Stratotanker's principal mission is air refueling. This unique asset greatly enhances the Air Force's capability to accomplish its primary missions of Global Reach and Global Power. It also provides aerial refueling support to Air Force, Navy and Marine Corps aircraft as well as aircraft of allied nations. The KC-135 is also capable of transporting litter and ambulatory patients using patient support pallets during aeromedical evacuations.
Features
Four turbofans, mounted under 35-degree swept wings, power the KC-135 to takeoffs at gross weights up to 322,500 pounds (146,285 kilograms). Nearly all internal fuel can be pumped through the flying boom, the KC-135's primary fuel transfer method. A special shuttlecock-shaped drogue, attached to and trailing behind the flying boom, may be used to refuel aircraft fitted with probes. Some aircraft have been configured with the Multipoint Refueling System or MPRS. MPRS configured aircraft are capable of refueling two receiver aircraft simultaneously from special “pods” mounted on the wingtips. One crewmember, known as the boom operator, is stationed in the rear of the plane and controls the boom during in-flight air refueling. A cargo deck above the refueling system can hold a mixed load of passengers and cargo. Depending on fuel storage configuration, the KC-135 can carry up to 83,000 pounds (37,648 kilograms) of cargo.
Background
Air Mobility Command manages more than 490 total aircraft inventory Stratotankers, of which the Air Force Reserve and Air National Guard fly 271 of those in support of AMC's mission.
The Boeing Company's model 367-80 was the basic design for the commercial 707 passenger plane as well as the KC-135A Stratotanker. In 1954 the Air Force purchased the first 29 of its future 732-plane fleet. The first aircraft flew in August 1956 and the initial production Stratotanker was delivered to Castle Air Force Base, Calif., in June 1957. The last KC-135 was delivered to the Air Force in 1965.
Of the original KC-135A's, more than 410 have been modified with new CFM-56 engines produced by CFM-International. The re-engined tanker, designated either the KC-135R or KC-135T, can offload 50 percent more fuel, is 25 percent more fuel efficient, costs 25 percent less to operate and is 96 percent quieter than the KC-135A.
Under another modification program, 157 Air Force Reserve and Air National Guard tankers were re-engined with the TF-33-PW-102 engines. The re-engined tanker, designated the KC-135E, is 14 percent more fuel efficient than the KC-135A and can offload 20 percent more fuel.
Through the years, the KC-135 has been altered to do other jobs ranging from flying command post missions to reconnaissance. RC-135s are used for special reconnaissance and Air Force Materiel Command's NKC-135A's are flown in test programs. Air Combat Command operates the OC-135 as an observation platform in compliance with the Open Skies Treaty.
Over the next few years, the aircraft will undergo upgrades to expand its capabilities and improve its reliability. Among these are improved communications, navigation and surveillance equipment to meet future civil air traffic control needs.
General Characteristics
Primary Function: Aerial refueling and airlift
Prime Contractor: The Boeing Company
Power Plant: KC-135R/T, CFM International CFM-56 turbofan engines; KC-135E, Pratt and Whitney TF-33-PW-102 turbofan engines
Thrust: KC-135R, 21,634 pounds each engine; KC-135E, 18,000 pounds each engine
Wingspan: 130 feet, 10 inches (39.88 meters)
Length: 136 feet, 3 inches (41.53 meters)
Height: 41 feet, 8 inches (12.7 meters)
Speed: 530 miles per hour at 30,000 feet (9,144 meters)
Ceiling: 50,000 feet (15,240 meters)
Range: 1,500 miles (2,419 kilometers) with 150,000 pounds (68,039 kilograms) of transfer fuel; ferry mission, up to 11,015 miles (17,766 kilometers)
Maximum Takeoff Weight: 322,500 pounds (146,285 kilograms)
Maximum Transfer Fuel Load: 200,000 pounds (90,719 kilograms)
Maximum Cargo Capability: 83,000 pounds (37,648 kilograms), 37 passengers
Pallet Positions: 6
Crew: Three: pilot, co-pilot and boom operator. Some KC-135 missions require the addition of a navigator. The Air Force has a limited number of navigator suites that can be installed for unique missions.
Aeromedical Evacuation Crew: A basic crew of five (two flight nurses and three medical technicians) is added for aeromedical evacuation missions. Medical crew may be altered as required by the needs of patients.
Unit Cost: $39.6 million (FY98 constant dollars)
Date Deployed: August 1956
Inventory: Active duty, 195; Air National Guard, 251; Air Force Reserve, 84
Point of Contact
Air Mobility Command, Public Affairs Office; 503 Ward Drive Ste 214, Scott AFB, IL 62225-5335, DSN 779-7843 or 618-229-7843.
July 2006
KC-135 Stratotanker
Air Force Link
Autumn is very much on the horizon now, and with it many changes occur - a new season, falling leaves and in this case, a new operator for the Medilink!
Skills have always had a strong presence in the Nottingham area's private hire and contract work so operating an "open doors" service, so to speak, is a new venture for this operator.
Taking over from previous operator CT4N, Skills have invested in a new fleet of diesel Enviro 400 MMC double deckers for the route. There are 6 of these machines, kitted out to a high specification, branded for the route in the rather attractive Skills emerald livery.
Two of these vehicles were delivered just in time for the start of the new contract on the 1st of September and as such, are registered on 75 plates - brand new, as seen here!
The other 4 have been in the fleet a little longer, being delivered in May 2025 as part of a batch of six 25 plates. The other pair in this batch are to be used on Skills other contracts, such as the extensive Bilborough College "R" series bus network and the usual private hires.
While a slight reduction in frequency from 5 to 4 buses an hour has taken place, the arrival of these new double deckers will mean an overall increase in capacity from the tired K9URs allocated under CT4N. I'm sure the new timing and fleet will help improve the reliability of this route, which passengers and drivers alike are bound to appreciate!
The de Havilland Canada DHC-2 Beaver is a versatile single-engine, high-wing aircraft that was originally designed for bush flying and remote operations. It has since become a popular choice for various applications, including transportation, sightseeing, and aerial surveys. The Beaver is known for its ruggedness, reliability, and short takeoff and landing capabilities, making it well-suited for operating in remote and challenging environments.
Jupiter-9 85mm 2.0, vintage 40mm "Royal" extension tube, edited in Affinity, custom tone map Coolvanda
A sleek and versatile light helicopter, the Robinson R44 Raven II is known for its reliability, agility, and smooth handling. Popular with private pilots, flight schools, and aerial photographers, the Raven II combines a comfortable cabin with impressive performance, making it a favourite for both training and scenic flights.
Weirdly uncommon these days, but reliability is apparently a little unkind to these cars, a shame when you are reminded how good looking they are.
Coastliner has added two of these 8 year old Volvo B9s into the fleet from Lancashire. They are in standard livery but ablaze with Whitby & moors branding. First up was 2780 seen here on York Rd heading East for the coast.
Flying Scotsman Rally 2013
Number 22, a 1935 Bentley Derby Special - CJJ 402 - entered by Olaf Pothoven and Rob van den Berg, seen participating in the Flying Scotsman Rally 2013.
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Like the 900, plenty of 190Es still going, a real testament to the reliability that Mercedes were once legendary for. This one looked particularly good, although the dent at the back was a bit on the large side.
RU- Bournemouth.
HMCR #9554 is a GE U23B originally built as L&N #2800 in December of 1974. The Louisville and Nashville picked up 90 U23Bs between 1973 and 1975 making it the largest owner of the model. The engine changed owners twice in the 1980s as the L&N merged into the Seaboard System 1982 and reorganized into CSX Transportation in 1986. By the mid-1990s, it was relegated to MOW service and renumbered #9554, a number it would keep for the rest of its career.
In 2000, CSX sold five of its MOW U23Bs, including #9554, to the Tishomingo Railway in Mississippi. The TISH sold #9553 and #9554 to Vintage Locomotives (VLIX) in 2008 and were sent up to the SARM at Oak Ridge; the remaining three TISH U23Bs were scrapped. The HMCR picked up the #9554 in 2015 making it the sixth owner of #9554 since it was built in 1974. It is one of the last GE U23Bs in revenue service anywhere.
C&NW C41-8 8577 shows off it's special "Safety and Reliability" paint at Boone, IA in August of 1993.
Great Rocks signal box houses one of the Tyer type of electric token machines for the single line to Buxton.
Fascinating Victorian pieces of kit that just keep going and going with few reliability problems.
Go North East's Chester-le-Street based Dennis Trident/East Lancs Lolyne 3872 (W182 SCU), which carries a special promotional livery for Go North East's now-defunct M-Ticket application, is pictured here on Front Street, Chester-le-Street, whilst covering for a branded vehicle on "Angel" service 21 to Newcastle. 25/04/16
Earlier this month, Go North East revised the timetable on its prestigious "Angel" 21 service. To improve reliability, most short journeys between Newcastle and Chester-le-Street Black Horse were revised to terminate at Chester-le-Street Red Lion, near the town's marketplace. An additional vehicle was also added to the PVR on Sundays to improve reliability.
The timetable revision seems to have worked quite well during the day based on my observations. Towards Newcastle, the "Angel" 21 service from Durham picked up passengers on-time, and then once this bus departed, the next bus (which had terminated at Chester-le-Street Red Lion) swung round, as depicted above, providing a 'turn up and go' frequency at Chester-le-Street.
Even thought the curvature of the earth has been enhanced very slightly in this birds eye view, the Ford grain truck and the silver tile elevator are what makes this image so cool. Having only 90 seconds to deploy the drone and elevate to 100 feet, BNSF 8532 won’t slack up on its 50 mph speed for me with westbound grain loads here at Danville, KS. on 10-07-2020. Compare the painted silver tile grain elevator with almost hidden steel annex bins to the mega bushel white concrete elevators built 50 years later. Today the Danville Co-op elevators only ship grain out by truck, not in covered railroad hoppers. And as best I can find, the Ford C is 57 years old………..good old Ford reliability!
Number 7, a white 1966 Volvo 122S - GAW 623D - entered by Richard White and Bernard Northmore seen here competing in the HERO's (Historic Endurance Rallying Organisation's) Land’s End to John O’Groats Reliability Trial and Classic Car Tour (LE JOG) Scotland December 2016.
Any additional information clarifying the vehicle's make, model, modifications made and its specific history will be welcomed.
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Company; McGill's of Greenock
Livery; McGill's 38
Registration; YJ55 BHK
Fleet Number; I7254
Body; Optare Solo
Chassis; Optare M1020
Seen at what is probably the furthest point that McGill's buses venture from Inchinnan. Optare Solo YJ55 BHK awaits its return to Alexandria on the 305. I don't know if these are really the best buses to run this service given their reliability levels, but really not much of Inchinnan's fleet can claim to be reliable.
The theme for week 12 of the 52 weeks of pix 2013 group is Blue and green.
This picture was taken at the Solarium pool on the Royal Caribbean cruise ship I was on last week. An impressive sight!
It all seems so long ago right now! There is snow outside and I don't feel at all like going outside to take pictures these days. So I am enjoying looking at my vacation pictures. Hope you do too.
Le défi thématique pour la 12e semaine du groupe 52 weeks of pix 2013 est Bleu et vert.
Cette photo a été prise à la piscine du Solarium sur le bateau de croisière de Royal Caribbean la semaine dernière. Un endroit impressionnant!
Comme tout cela semble lointain déjà! Je n'ai pas du tout envie d'aller dehors ces jours-ci, car il y a encore beaucoup de neige au sol. Alors je regarde mes photos de voyage. J'espère qu'elles vous plaisent aussi.
In many western cultures, the elephant meaning pertains to reliability, dignity, power, royalty, pride.
In Christian symbolism the elephant is an icon of temperance, patience, and chastity.
As a Chinese symbol, the elephant is considered a symbol of happiness, longevity, good luck.
The Z-car is a series of sports cars manufactured by Nissan Motors Ltd.. The original Z was sold in October 1969 in Japan as the Nissan Fairlady Z and was sold in Japan at Nissan Exhibition dealerships that previously sold the Nissan Bluebird. It was exported as the Datsun 240Z. Since 2009 Nissan has manufactured the newest Z, the 370Z.
The earlier models of the Nissan Z were built at the Nissan Shatai plant in Hiratsuka until 2000, while the later models (350Z and 370Z) are built at Oppama (2002–2004) and Tochigi (2004–present). Enthusiasts praise the cars for their looks, reliability, performance, and affordability. Nissan Z cars currently hold the record for the best selling sports car series of all time with over 2 million cars sold. Every Z car has been sold in Japan as the Fairlady Z and elsewhere under the names 240Z, 260Z, 280Z, 280ZX, 300ZX, 350Z and 370Z.
Nissan was a relatively small automaker when it entered the international market in the 1960s and partnered with Yamaha to design a new sports car prototype to update the Nissan Fairlady. Nissan executives saw the prototype as a halo car that would improve their company's image in the minds of consumers. By 1964 Nissan realized that Yamaha's DOHC 2.0-liter engine was not meeting Nissan's expectations and the project was scrapped. Yamaha later finished a prototype and took their design to Toyota, resulting in the Toyota 2000GT.
Yutaka Katayama, the president of Nissan USA at the time, realized the importance of an affordable sports car internationally. Nissan had already produced for many decades the successful series of Fairlady roadsters that competed mainly with English and Italian roadsters, and product planners envisioned a new line of GT cars that would be stylish, innovative, fast, and relatively inexpensive through the use of interchangeable parts with other Nissan vehicles. Nissan also had the engineering background and product development experience with the recently acquired Prince Motor Company, which manufactured the Prince Skyline that was later renamed Nissan Skyline in 1966.
The 240Z design project was carried out primarily by 10 people:
Mr. Yutaka Katayama (President of Nissan USA, known as "Mr. K")
Mr. Teiichi Hara (Manager, Nissan Design and Development)
Mr. Kazumi Yotsurnoto (Manager, Passenger Car Styling Section)
Mr. Yoshihiko Matsuo (Chief of Design, Styling Studio #4)
Mr. Akio Yoshida (Assistant Designer on Exterior Design)
Mr. Sue Chiba (Interior Design)
Mr. Eiichi Oiwa (Styling Studio Assistant)
Mr. Kiichi Nishikawa (Styling Studio Assistant)
Mr. Hidemi Kamahara (Design Engineer)
Mr. Tsuneo Benitani (Design Engineer)
First generation: Nissan 240Z (S30)
Sales of the Nissan Z Car started on October 1969 (for 1970 model year), with 2 separate versions: one for the Japanese market and one for the US market. The Japanese Fairlady Z featured a SOHC L20A inline-6 producing 130 PS (96 kW), while the US 240Z featured a 2.4L L24 inline-6 with twin Hitachi SU-type carburetors that produced 151 hp (113 kW) (SAE gross horsepower). A third Z, the Z432 (PS30) shared a performance version of the DOHC 2.0 L S20 engine with the Nissan Skyline 2000 GT-R.
In Japan, the Z was still known as the Fairlady to keep the car in line with the previous generation Datsun Sports roadster. However, Yutaka Katayama ensured the American version had all Nissan badging replaced with "Datsun" and prevented all dealer shipments until they were replaced.[citation needed]
The 240Z was released in America on October 22, 1969. Combining good looks, and powerful performance, it sold over 45,000 units through the '71 model year and over 50,000 and 40,000 in 1972 and 1973, respectively.[citation needed]
The 260Z was released in 1974, it featured an increased engine displacement of 2.6 L and an available 2+2 model with a slightly longer wheelbase. Despite the engine size increase, power decreased to 139 hp (104 kW) (SAE net horsepower) in most areas of the US due to new camshafts, carburetors, and lower compression that were introduced to comply with new emissions regulations. In other export regions the power was increased to 154 PS (113 kW).
The 280Z was released in 1975 in North America (not to be confused with the 280ZX, which is a second-generation Z-car) and featured another engine displacement enlargement to 2.8 L. A major change was the introduction of Bosch fuel injection, replacing the previous SU carburetors. This resulted in a power increase to 170 hp (127 kW), offsetting increased weight from added luxury features and an enlarged bumper that met US Federal regulations. Export markets outside North America continued to receive the Datsun 260Z until the introduction of the Datsun 280ZX at the end of 1978.
Wikipedia