Again something about foreground and framing ... ; )

ÖBB EMU class 4020 passes the abandoned former station of Vienna "Strandbäder", which was replaced in 2000 by the metro

No. 6 station "Neue Donau" in the background ...

Vienna Strandbäder, 05 / 09

Replaced by 50 of the oldest uploads

Replacing an earlier scanned photo with a better version 03-Nov-14, plus Topaz DeNoise AI 28-Mar-25.

Named: "Nordlingen".

First flown in Mar-87 with the Airbus test registration F-WWAR, this aircraft was delivered to Lufthansa in Jun-87 as D-AIAN. It operated for Lufthansa for almost 22 years until it was withdrawn from service and stored at Dresden, Germany in Oct-08.

It was sold in Apr-09, through an intermediary, to Kyrgyz Trans Avia as EX-35009. This appears to have been a way of getting round western sanctions on exports to Iran, like some of its sister-ships.

It was initially wet leased to Mahan Air in Jul-09. Not wet leased for long though! In Aug-09 it was re-registered in Iran as EP-MNR. I'm unable to verify that it's still in service after Nov-19 and it's given as 'stored' in most databases.

However, we don't know with aircraft in Iran whether it's just 'stored' or permanently retired, although it's now 38 years old! Updated 28-Mar-25.

Replacing an earlier scanned slide with a better version 14-May-15, plus Topaz DeNoise AI 25-Feb-26.

Taken at Tripoli, Libya (TIP). A rare aircraft, even in 1969 when it was already 23 years old.

A very early Douglas DC-6, line No:6, This aircraft first flew in Nov-46 as NX90703 and was delivered to American Airlines as N90703 later the same month.

It served with American until Oct-60 when it was sold to Field Aircraft Services in the UK as G-ARFU. Sold on to Air Jordan in Dec-60 it became JY-ACF for 10 months and was then sold to the US Foreign Air Transport Development Dept in Sep-61, becoming N90703 again.

It was leased to International Airlines in Aug-62. It was then sold to the Diamond Leasing Corporation in Oct-64 and immediately leased to Malta International Airways.

It was sub-leased to the Libyan Aviation Company (LAVCO) in late 1966 and used to transport oil workers from Tripoli out to the desert oil rigs until Jul-70 when it was returned to Diamond Leasing.

It was stored at the old Har Far Airfield at Malta. Sold to ATC Inc in Dec-76, it was gradually stripped of engines and other parts until only the basic shell remained, sitting on it's tail. It was finally broken up at Hal Far around 1991/92.

There are another photographers photo's of this aircraft on Flickr, taken at Hal Far Airfield in 1988. If you're interested, just enter 'N90703' into the box at top right of this page.

UP 7511, GE AC60CW, this photo is the original UP7511 which was replaced by GE with a second UP7511:2

Replacing an earlier scanned photo with a better version 07-Mar-21.

Of the four Jetstream's leased by North Vancouver Air, only two entered service (this one and N423UE) and were never registered in Canada.

First flown with the British Aerospace test registration G-31-780 (780 is also the c/n), this aircraft was transferred to British Aerospace Inc as N331QC in Dec-87. It was sold to the First Security bank of Utah and leased to the Jet Acceptance Corporation in Jun-88. The aircraft was delivered to Westair Holding Inc and leased to Westair Commuter Airlines in May-89. It was operated on behalf of United Express and re-registered N418UE in Sep-89. The aircraft was returned to British Aerospace Inc in May-98 and stored at Kingman, AZ, USA. It was leased to North Vancouver Air in Jun-99. It was returned to the lessor in Sep-00 and again stored at Kingman, AZ, USA. The aircraft was leased to SUM Air Services (FL, USA) in Jul-01 and was still operational in 2005. No further information. Updated Mar-21.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.

Due to the ever-worsening situation, less than 80 E-75 hulls were completed and probably less than 50 combat-worthy vehicles arrived at front line units and were involved in battle until the end of hostilities. In service the vehicle received the inventory ordnance number "SdKfZ. 305" and was officially called "Einheitspanzer 75" (Standard tank), retaining its project abbreviation, but the short “E-75” designation from the development phase remained very common, too.

Specifications:

Crew: Five (commander, gunner, loader, radio operator, driver)

Weight: 72 tonnes (80 short tons)

Length: 7.27 metres (23 ft 10¾ in) (hull only)

9.43 metres (30 ft 8 in) with gun forward

Width: 3.88 metres (12 ft 9 in)

Height 3.46 metres (11¾ ft)

Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)

Suspension: Conical spring

Fuel capacity: 720 litres (160 imp gal; 190 US gal)

Armor:

30–185 mm (1.2 – 7.2 in)

Performance:

Speed

- Maximum, road: 44 km/h (27.3 mph)

- Sustained, road: 38 km/h (24 mph)

- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)

Operational range: 160 km (99 miles)

Power/weight: 12,5 PS/tonne (11.25 hp/ton)

Engine:

V-12 Maybach HL 234 gasoline engine with 900 PS (885 hp/650 kW)

Transmission:

ZF AK 7-200 with 7 forward 1 reverse gears

Armament:

1× 10,5 cm KwK 45 L/68 cannon with 52 rounds

2× 7.92 mm Maschinengewehr 34 with a total of 5.200 rounds;

one mounted co-axially with the main gun and an optional AA gun on the commander's cupola

The kit and its assembly:

After a while, another of the many 1:72 Modelcollect Heer ’46 models, even though with a turret swap. The model is actually the E-75 SPAAG kit with twin 55 mm guns, but the turret was replaced by a resin conversion piece from Silesian Models that depicts a fictional German cast steel turret.

The E-75 hull went together well, without any PSR (but there were other pitfalls, see below). In this case I used the optional PE grates for the engine bay covers. Being an early boxing of this kit, it came with vinyl tracks (instead of IP segments, which are a PITA to assemble…), even though these turned out to be pretty thick and stiff and were molded in a bright, sandish-yellow vinyl. WHY?

The so-called “Beuthen” turret could be easily integrated in-/onto the E-75 hull through the transplantation of the SPAAG turret’s adapter ring. One problem arose in the form of the resin barrel for the set’s 8.8cm KwK 43: it turned out to be (considerably) warped, and the muzzle brake came with bubbles that did not make fixing both flaws worthwhile. Thanks to a generous stack of spare parts I came up with an alternative: a leftover plastic barrel from a 122 mm cannon from an IS-2 tank. Being a bit more massive but having a suitable length, I mounted this alternative and turned it into a fictional 10.5 mm cannon, which had been – nevertheless – actually planned, e. g. for the Königstiger/Tiger II.

The mudguards were slightly dented and spare track links added to the turret flanks and the front of the hull. However, when trying to mount the vinyl tracks the kit revealed its major flaw: the running gear. It is so delicate that it cannot bear the pressure from the flexible tracks – in fact even the model’s own weight seems to affect it. The reason is that each of the sixteen road wheels is attached to the hull with a small, separate wing arm, which has to be aligned with the rest of the seven arms per side, and the inner wheels’ swing arms have no locator pin to hold and stabilize the wheel attached to it. The result is a very wobbly and flimsy affair – if I build an E-75 again, I will glue all eight wheels per side together, so that they stabilize each other.

Painting and markings:

The paint scheme is another variation of the German late WWII "Hinterhalt" camouflage, consisting of Dark Yellow, Olive Green and Red Brown. However, the way these colors were used and arranged differed widely, and one of the more creative application I have found in literature (actually on a small Jagdpanzer 38(t) “Hetzer”) was adapted for this model.

In this case, brown, almost fractal blotches were enframed by dark yellow and the voids in between filled with olive green. In order to lighten the camouflage up a little and blur the outlines further, dark yellow mottles were added to the green areas, and on some of the wider dark yellow frames, small green mottles were added, creating a kind of counter-effect. Quite complex, but IMHO very effective through the complex shapes and contrast effects. As a match for the upper hull’s scheme the wheels were painted uniformly in the same standard colors – but without any pattern, because this would be very obvious and eye-catching when the tank would move.

The classic Hinterhalt scheme colors are RAL 6003 “Olivgrün”, 7028 "Dunkelgelb" and RAL 8017 “Schokolade”. I used the respective Humbrol equivalents 86, 83 and 160, applied with brushes for rather sharp edges. Since the E-75 would be a pretty new vehicle I did not apply drastic weathering stunts with red primer showing through, just the standard effects (washing with dark brown acrylic paint, dry-brushing).

The horribly colored tracks were painted with dark grey acrylic artist paint, and this worked surprisingly well. Unlike model paint, the artist paint from the collapsible turned out to be much more adhesive and flexible when dry, only small touch-ups were necessary once the track had been mounted and stuck into place with some super glue.

Decals/marking came next, the crosses came from the OOB sheet, the tactical code from a TL Modellbau sheet. Finally, another light dry brushing treatment with beige and light grey followed, highlighting surface details and edges, and after painting some details and adding some rust marks came a coat of matt varnish. The vinyl tracks were rigged into place and the tank’s lower areas received a treatment with a greyish-brown pigment mix, simulating dust and mud residue.

A simple and straightforward project, finished in the course of just a few days and only delayed by the search for an alternative gun barrel. The result looks pretty convincing, with the (fictional) Beuthen Turm the E-75 looks like a Panther on steroids? I really like the complex Hinterhalt scheme variant on this one, because it hides the E-75’s bulk well and effectively blurs its outlines. The round and organic turret looks a bit odd on the boxy hull, though, but it provides the otherwise simple battle tank with a special touch and some Heer '46 futurism. After all, it’s a what-if model.

Replacing an earlier scanned photo with a better version 14-Feb-20.

Operated on behalf of Air Alliance by Air Georgian.

Fleet No: "952".

First flown with the Beechcraft/Raytheon test registration N20707, this aircraft was delivered to Air Georgian as C-GVGA in Dec-97 and operated on behalf of Canadian Regional with 'Ontario Regional' titles. It was returned to Air Georgian in early May-00 and operated on behalf of Air Alliance operating on behalf of Air Canada. Operations continued with Air Canada Regional and Air Canada Express. It was returned to Air Georgian in late 2018 and was possibly stored at Winnipeg, Canada in Jan-19. It returned to operation with Air Georgian at some point, in basic Air Canada 'toothpaste' livery without titles or logo. Air Georgian ceased operations in May-20 and it's assets were sold to a new company, Pivot Airlines, which co-incidentally happens to have the same Management personnel as Air Georgian. Updated Feb-21.

Replacing an earlier scanned photo with a better version 22-Jul-21 (using Topaz DeNoiseAI).

Fleet No: "015".

This aircraft was delivered to Continental Airlines as N27015 in Apr-00. Continental Airlines was merged into United Airlines in Oct-10. It was sold to a lessor in Mar-13, then sold back to United in Oct-17.

The aircraft was withdrawn from service and stored at Washington-Dulles, USA in Mar-20 due to the COVID-19 Pandemic. It was ferried to Roswell, NM, USA for further storage in Sep-20 and returned to service in mid Feb-21. Current, updated 10-Feb-23.

When they finally start in service, they'll be billed as 'new trains'. Yet the D78 stock, from which these were devised from, were constructed between 1978 and 1981, where as the Class 150 that they'll replace, were built between 1984 and 1987. Northern did similar with the Class 319's when introduced on routes out of Lime Street, that were no newer than the trains they replaced.

You can argue the technology to power the train is new, batteries charged up by small diesel engines....Arriva on Merseyside have had a fleet of buses like that in service since 2013! So even that's not really new in the true sense of the word.

Add to that, there are already Class 769 'flex' units in service, so converted bi-mode units aren't new either.

But at the moment, they still run empty....

230008 Storeton Bank

5T01 10:07 Chester to Bidston

The construction of a new fire station to replace Gipton and Stanks fire stations and removal of 24 fulltime posts from the establishment by way of planned retirements.

Key Points:

 Gipton is classed as a very high risk area and Stanks as medium risk area.

 Stanks fire station is poorly located at the outer edge of the local community and access/egress from the site is problematic.

 In the 5 year period between 2004/5 and 2009/10 operational demand in these areas reduced by 28% (there has been a reduction of 61% of serious fires) . 2

 WYFRS has piloted a new type of vehicle (Fire Response Unit) to deal with smaller fires and incidents to free up fire appliances to respond to more serious emergencies.

 The pilot has been successful and it is believed that a District based Fire Response Unit will handle in the region of 3,000 calls per year.

 The new fire station would have lower running costs.

 The two Killingbeck fire appliances would be supplemented by a Resilience Pump for use during spate conditions.

 Targeted community safety and risk reduction work would continue.

1. Foreword

1.1 This proposal forms one of a number of similar initiatives developed by West Yorkshire Fire and Rescue Service (WYFRS) as part of its plans for the future provision of a highly effective and professional Fire and Rescue Service.

1.2 Each proposal is based on sound and comprehensive research, using real data from past performance and predictions of future demand and risk. Multiple sources of analysis have been used, allied to professional judgment and experience, to form the basis of robust business cases for change. The proposals are also reflective of the significant improvements in fire and community safety achieved over the past 10 years and represents a return on the investment made by the Authority on behalf of the public of West Yorkshire.

1.3 The proposals also incorporate a number of new and innovative approaches to addressing the challenge of maintaining high standards of performance for an emergency response service, within ever tightening financial constraints. The proposals have been developed as a package of inter related initiatives, representing major capital investment in local communities, whilst at the same time delivering annual recurring savings.

2. Introduction

2.1. Gipton fire station was constructed in 1937; it provides the initial emergency response cover for the residential and commercial areas of Gipton, Harehills, Burmantofts, Killingbeck, Halton Moor and Oakwood.

 The fire station area covers approximately 8.45 square miles.

 There is a population of 75,316.

 There are approximately 2015 commercial properties within the area.

2.2. Stanks fire station was constructed 1973; it provides the initial emergency response cover for the mainly residential locations of Whinmoor, Swarcliffe, Whitkirk, Colton, Halton, Crossgates, Scarcroft, North Seacroft, Wellington Hill, Manston, Barwick-in-Elmet, Scholes and Thorner.

 The station area covers approximately 14.39 square miles

 There is a population of 42,452

 There are approximately 663 commercial properties within the area.

2.3. Gipton has been classified as a very high risk area using the WYFRS Risk Matrix methodology. During 2009/10 there were 2196 operational incidents within this area including 86 dwelling fires and 33 Road Traffic Collisions. Stanks fire station area has been classified as medium risk and during the same period there were 688 operational incidents in the area including 34 dwelling fires and 12 Road Traffic Collisions. 1

2.4. Three fire appliances currently provide the initial fire and rescue coverage for Gipton and Stanks and are constantly crewed by 60 whole-time firefighters. The operational demand in these areas has reduced by 28% between 2004/5 and 2009/10 (there has been a reduction of 61% of serious fires) yet the provision of operational resources has remained the same over this period of time. 24

3. Community Impact Assessment

3.1. The following statement is taken from the 2011-2015 Community Risk Management Strategy and emphasises our commitment to deliver an efficient economic and effective range of services, “Every area within WYFRS will be considered in order to provide a better service at reduced cost”.

3.2. To enable WYFRS to deliver against this commitment a wide range of analysis and modelling tools have been used to determine the current and predicted levels of service delivery, together with their associated costs. These tools have also been used to undertake four separate impact assessments in regard to WYFRS proposals which will seek to:

 Identify options which minimise reductions in service delivery standards and where there is scope for service delivery improvement.

 Develop measures that will mitigate any negative impact upon service delivery and where possible maximise opportunities to achieve improvements.

3.3. WYFRS has developed a risk matrix which allocates a separate score/rating for hazards within communities. It is possible to use this risk rating in conjunction with the costs for providing services to each fire station to compare the cost of fire and rescue cover for each area. Gipton is one of the more cost effective stations in West Yorkshire but Stanks is almost 50% more expensive proportionate to the risk. 6

3.4. For most parts of the day the operational demand on resources based at the new station will be comparable to those of equally resourced fire stations. Figure 1 compares the predicted average operational activity levels for the new station with those of two other fire stations provided with two appliances. It indicates that although operational activity levels are generally comparable they are slightly higher during the evening hours due to the occurrence of smaller nuisance fires. 7

3.5. A Fire Response Unit has been piloted in Leeds District; this unit will attend small fires, car fires and certain fire alarms. These types of incident occur frequently in the East Leeds area. Figure 2 shows the level of activity in the new fire station area with the incidents the Fire response Unit attends taken out of the activity levels. The benefit of the Fire Response Unit can clearly be seen. The activity levels for the new station have been reduced considerably compared to other stations; it also shows that the new station will be less operationally active during the evening than the other local stations.

3.6. The new station in East Leeds will have a comparable level of activity to other fire stations provided with two appliances. 7

Figure 2 - Activity Timeline of Incidents Excluding Secondary Fires and Some False Alarms

Site Locations

3.7. An extensive review of emergency response cover has recently been completed and this has included the use of evaluation tools alongside local knowledge and professional judgment to identify optimum locations to build new WYFRS fire stations.

3.8. A site search mapping system has identified a number of appropriate areas across the County to build new fire stations and a number of sites have been identified within these areas which would provide the best solutions. A new fire station site must first be available for purchase and also provide access to road networks, it must not be located within flood plains and it must meet local planning permission requirements.

3.9. Analysis has been undertaken using the Fire Service Emergency Cover (FSEC – see also para 3.15) toolkit, together with the Phoenix/Active resource modelling toolkit.

3.10. The optimum area for a fire station between Gipton and Stanks has been identified as being situated on the A64 in the vicinity of Killingbeck police station. This proposed site is approximately 1.6 miles from Gipton Approach and 2.2 miles from Sherburn Road. The presence of a large site owned by West Yorkshire Police at this location may also present some potential to co-locate resources.

Determining where resources should be located

3.11. Independent research has assisted WYFRS to determine the potential impact that the implementation of each proposal would have on fire appliance attendance times to operational incidents. A simulation model has been used to identify the performance impact of moving resources to the new fire station. This modelling measures how the location of a new fire station would have performed if it had been in existence and responded to the actual incidents that did occurred in this area between 2007/8 and 2009/10. 4

3.12. Models have been run for locating a two fire appliances at Gipton and closing Stanks, and then run again for locating a two fire appliances at Stanks and closing Gipton, both these options provide a significantly lower level of response performance than would be achieved by locating

3.13. The proposals has a small reduction in performance in fire appliance attendance times against the Risk based Planning Assumptions for all incidents across the whole of West Yorkshire of approximately 0.3% for first appliance and 0.1% for the second appliance. 4

3.14. Local Impact – Figure 3 identifies that:

 There is a reduction in response performance against the Risk Based Planning Assumptions in the Gipton station area. The main reason for this is simultaneous activity. This change will be greatly mitigated by the Fire Response Unit. The predicted response times still represent good performance and are appropriate for the. Further impact will be achieved by targeted risk reduction activities.

Fire Service Emergency Cover (FSEC) toolkit

3.15 The FSEC software toolkit has been developed by Central Government (Department for Communities and Local Government) for use by Fire and Rescue Authorities in determining appropriate fire and emergency cover. It enables the relationship between dwelling fire casualties and the social demographics of small areas in the county (super output areas) and the location of response resources (fire stations) to be determined. Four demographic benchmarks are used to demonstrate this relationship and to represent predicted risk associated with a range of appliance response times.

3.16 Analysis of the FSEC outputs (which is a cost benefit analysis in regard to property and life risk) predicts that the relocating the fire station to Killingbeck will:

 Reduce the risk to the community.

 Result in significant efficiencies. 9

3.17 The FSEC modelling suggests that the impact of the Killingbeck proposal would be less than other relocation options

3.18 The Phoenix/Active software tool is another analysis tool used to identify the impact of any changes of the Risk Based Planning Assumptions referred to above. It predicts that locally there is likely to be a small adverse impact on the performance against Risk Based Planning Assumptions. Across the Brigade the impact is negligible. 10

Predicted Risk Level

3.19. A new fire station located, within the Killingbeck area would attract the same risk classification as the Gipton fire station area therefore the new fire station would be classified as very high risk. Targeted risk reduction activity will help to reduce the risk, with the aim of reducing it sufficiently enough to re-categorise the area as high risk in the future. 1

3.20. Isochrones (travel distance) can be drawn around the proposed location of the new fire station (Section 8). These indicate the distance the appliance would be able to travel within the Risk Based Planning Assumption time of 7 minutes.

3.21. Section 8 also illustrates that for this area of West Yorkshire a single fire station in the new location provides fire appliance coverage which is more proportionate to risk than the current arrangements.

Risk Reduction

3.20 During 2010 a comprehensive and integrated framework for service delivery was developed, this is outlined in the Community Risk Management Strategy 2011-15. This was implemented in 2011 and is proving a very effective means for targeting resources and reducing risk and is an essential method for reducing any negative impact of change in fire cover. Fundamental to this approach is the introduction of District Risk Reduction Teams and Local Area Risk Reductions Teams.

3.21 The location of a fire station in the Killingbeck area will enable targeted community safety activities such as Home Fire Safety Checks to continue.

4 Firefighter Safety Impact Assessment

Risk and firefighters gathering risk information about premises.

4.1 One of WYFRS’s risk indicators is dedicated solely to “Firefighter safety” and has taken cognisance of the following statement within the 2009 WYFRS Firefighter Safety Strategy; “Effective gathering and analysis of information prior to operational incident attendance is of critical importance”.

4.2 The firefighter safety indicator captures the following information to reflect this statement:

 The predominance of specified commercial properties within each fire station area.

 The availability of associated risk information held for commercial properties.

 The predominance of high-rise properties within each fire station area.

4.3 The swift arrival of supporting resources can have a beneficial impact upon the safe management of operational incidents and this is the rationale for this information being captured by the indicator.

4.4 Following the 2009/10 evaluation process the firefighter safety risk bandings for Gipton and Stanks have been determined as high and very low respectively. 1

8

4.5 The targets for operational risk information for the 2012/13 IRMP Action Plan will be set in a proportionate manner, with areas of higher risk levels receiving a greater number of operational risk information inspections. More inspections will take place in areas such as Gipton to increase the availability of risk information available to firefighters via the Mobile Data Terminals (MDT’s) and as more information is made available the corresponding risk level will be reduced.

4.6 The Premises Data-base currently indicates that there are a total of 1650 commercial properties within the Gipton and Stanks area that have not been made subject to an operational information inspection. A high priority has been placed on firefighters in Gipton visiting the premises where incidents could potentially occur. 11

4.7 It is therefore anticipated that the availability of risk information via the Mobile Data Terminals (MDT’s) for properties within all areas will be considerably improved by 2015, by which time the corresponding firefighter safety risk banding will have been reduced to Medium

The arrival times of the 2nd fire appliance

4.9. During 2009/10 there were a total of 333 operational incidents within the areas of Gipton and Stanks which required the attendance of more than one pumping appliance (one every 1.1 days). 12

4.10. Currently the North and East Leeds area has two fire appliances based at Gipton, Moortown and Leeds with one at Rothwell, Garforth, Stanks and Wetherby.

4.11. Increased second pump arrival times require the first attending crew to manage the initial stages of certain incidents in isolation; there is some potential for fires to become more developed in these initial stages.

4.12. The proposal improves the second appliance attendance times into Garforth station areas and there is little impact for the others local station areas.

5. Equality Impact Assessment

5.1 The new Public Sector Equality Duty places a requirement on the organisation to ensure where changes affect service delivery to the community or employees WYFRS assess those changes for any possible negative impact on equality. In this context equality refers to the protected characteristics in the Equality Act 2010, race, gender, disability, religion and belief, sexual orientation, age, gender-reassignment, maternity and pregnancy and marriage and civil partnerships.

5.2 This Equality Impact Assessment has been completed by using information drawn from the Office for National Statistics in regard to this area and has been used to determine whether the removal of a fire appliance from the area will lead to an adverse or disproportionate impact upon any sections of the population. 13

5.3 A 2008 report provided by the Communities and Local Government (CLG) department analysed the correlation between dwelling fires and socio demographics. This report has been used to provide an indication of whether any particular groups within the population are at heightened risk from fire. The report indicates that sick/disabled persons, lone pensioners and Black Caribbean/African groups were associated with a greater incidence of dwelling fires.

5.4 The Gipton and Harehills population was estimated as being 24,904 during 2001 with a fairly equal gender distribution. The predominant ethnic group within the population is White British with Asian/Asian British representing the next major group, followed by Pakistani, Black British/Caribbean and Asian/British Bangladeshi.

9

5.5 Approximately 49% of the resident Gipton and Harehills population are Christians, 23% are of Muslim faith and 25% declared no religious preference. In 2001 16% of the population was aged over 60 and 20% of the population had a limiting long-term illness.

5.6 The WYFRS Prevention strategy contained within the 2011-2015 Community Risk Management Strategy emphasises that risk reduction activities will be focussed toward areas of the county identified as being at higher risk from dwelling fires, deliberate fire setting and road traffic collisions and that an appropriate and proportionate allocation of resources will be made available for District Risk Reduction Teams (DRRT) to achieve this.

5.7 Although the Ward statistics indicate that the communities of Gipton and Harehills are very diverse the findings of the Equality Impact Assessment are that this proposal will not lead to any negative changes in the delivery of Prevention, Protection and Response services and consequently there will be no anticipated impact upon any under-represented groups. The Equality Impact Assessment also confirms that there is no negative impact on any employee group.

6. Organisational Impact Assessment

Efficiencies

6.1 This proposal will enable WYFRS to manage some of the financial deficit caused by reduced government funding.

6.2. The proposal has considered the less than optimal positioning of existing fire stations and appliances together with the reduced operational demand placed and associated costs. The most cost effective solution to these issues is to provide a new fire station and ensure that two fire appliances will be crewed by nine firefighters who will respond to emergencies in less than two minutes from being mobilised.

6.3. This can be achieved by reducing the staffing at Gipton and Stanks by 24 posts; this will be done by way of planned retirements. The staffing and duty system at the new fire station will remain the same.

6.4. The removal of posts that coincide with forecasted retirements will achieve significant revenue savings.

6.5. Although capital investment will be required to construct a new fire station, part of these costs will potentially be off-set by the sale of the two existing fire station sites.

6.6. There will be other associated savings delivered by this proposal, including:

 Reduction of Personal Protective Equipment.

 Reduction in consumables and station maintenance costs.

 The new station will be more environmentally friendly and have energy efficiency technology.

6.7. The analysis undertaken for Gipton and Stanks has identified that there is considerable overlap in the existing Risk Based Planning Assumption isochrones (footprints) for these areas. This overlap represents a duplication of resource coverage and therefore one of the objectives for providing a more efficient service within these areas is to reduce this overlap. 14

10

Impact across West Yorkshire and Resilience

6.8 The reduction in pumping appliances in this area does have a small impact upon attendance times against the Risk Based Planning Assumptions across West Yorkshire for all incidents; performance is reduced by 0.3% for first appliances and 0.1% for second appliances. 4

6.9 In order to maintain WYFRS’s operational resilience, the fire appliance currently sited at Stanks will be relocated at the new fire station. This fire appliance will not be continually staff but will be activated during periods of anticipated or unanticipated high levels of operational activity and in response to significant events which could affect emergency response; such as wide area flooding, bonfire night, periods of bad weather or when attending very large incidents.

6.10 The use of Resilience Pumps supports WYFRS strategy of staffing the appropriate number of fire appliances for normal levels of activity and having the mechanisms to add further fire appliance when required. This strategy is important in maintaining an excellent fire and rescue service whilst meeting the efficiencies required by the reduction in public service budgets.

7. Conclusions

7.1 The existing fire stations at Gipton and Stanks are 3.7 miles apart and consolidating resources at a new fire station at a central location is an economic, effective and efficient way of providing fire and rescue services for these areas.

7.2 The provision of two front-line fire appliances constantly crewed by whole-time firefighters is still deemed appropriate for this area despite the success of previous year’s risk reduction activities.

7.3 Targeted risk reduction initiatives co-ordinated by the Leeds Outer North East, Inner North East and Outer East Local Area Risk Reduction Teams will be undertaken.

7.4 It is expected that the targets established for gathering safety critical risk information, will mitigate the impact upon the safety of WYFRS firefighters resulting from the removal of a pumping appliance from this area.

7.5 The introduction of a Resilience Pump will maintain three appliances in the area and support WYFRSs resilience arrangements

7.6 The consolidation of Gipton and Stanks resources at one central location together with the addition of a Resilience Pump will deliver significant efficiency savings whilst maintaining a high level of service delivery and providing employees with vastly improved accommodation facilities.

Found these instructions on Building School, I did not create this design, nor do I have knowledge in regards to who did.

However, we at the Liberation group feel that this would be an excellent Hardsuit design for our display.

Any thoughts?

~Kai

NOTE: Color Scheme is not locked in, most likely going with Light Gray.

EDIT: Credit for design goes to "Gambort"

Replacing an earlier 6"x4" scanned print with a better version 29-Oct-21 (DeNoise AI).

I was just about to fly on this aircraft from Miami to Key West.

Fleet No: "931".

First flown with the deHavilland Canada test registration C-GFOD, this aircraft was delivered to Henson Airlines as N931HA in Jan-89. Henson Airlines was renamed (the new) Piedmont Airlines in Jul-93 and operated on behalf of US Air Express.

US Air was renamed US Airways in Feb-97 and US Air Express became US Airways Express. US Airways was officially merged into American Airlines in Apr-15 and US Airways Express became a part of American Eagle.

The aircraft was returned to Piedmont Airlines in Jan-17 after 28 years in service. It was initially stored at Salisbury, MD, USA and moved to Roswell, NM, USA at the end of May-17. Permanently retired. Updated 29-Oct-21.

Note: The original Piedmont Airlines was a US regional airline that was merged into US Air in Aug-89. US Air resurrected it when they took over Henson Airlines in Jul-93.

Transdev Harrogate have replaced most of their Dennis Javelin dedicated school buses over Easter with 6 Leyland Olympians from Lancashire, this brings the fleet total up to 9 at Harrogate !! The move is all very political and makes a point... but still it makes things colourful. Perhaps the most interesting of the lot is 25 year old former Merseybus F263YTJ which after repaint and spruce up looks outstanding. Others are from the G/UMJ H/GKX and F/PRE batches and most look equally tidy. Here 163 is seen at one of my favourite spots for photography in Starbeck with the signs of Spring evident in the background. This bus is en-route to operate the service from Rossett to Granby Corner 785H as the reprogrammed destination shows.

The area that was to become West Palm Beach was settled in the late 1870s and 1880s by a few hundred settlers who called the vicinity "Lake Worth Country." These settlers were a diverse community from different parts of the United States and the world. They included founding families such at the Potters and the Lainharts, who would go on to become leading members of the business community in the fledgling city. The first white settlers in Palm Beach County lived around Lake Worth, then an enclosed freshwater lake, named for Colonel William Jenkins Worth, who had fought in the Second Seminole War in Florida in 1842. Most settlers engaged in the growing of tropical fruits and vegetables for shipment the north via Lake Worth and the Indian River. By 1890, the U.S. Census counted over 200 people settled along Lake Worth in the vicinity of what would become West Palm Beach. The area at this time also boasted a hotel, the "Cocoanut House", a church, and a post office. The city was platted by Henry Flagler as a community to house the servants working in the two grand hotels on the neighboring island of Palm Beach, across Lake Worth in 1893, coinciding with the arrival of the Florida East Coast railroad. Flagler paid two area settlers, Captain Porter and Louie Hillhouse, a combined sum of $45,000 for the original town site, stretching from Clear Lake to Lake Worth.

On November 5, 1894, 78 people met at the "Calaboose" (the first jail and police station located at Clematis St. and Poinsettia, now Dixie Hwy.) and passed the motion to incorporate the Town of West Palm Beach in what was then Dade County (now Miami-Dade County). This made West Palm Beach the first incorporated municipality in Dade County and in South Florida. The town council quickly addressed the building codes and the tents and shanties were replaced by brick, brick veneer, and stone buildings. The city grew steadily during the 1890s and the first two decades of the 20th century, most residents were engaged in the tourist industry and related services or winter vegetable market and tropical fruit trade. In 1909, Palm Beach County was formed by the Florida State Legislature and West Palm Beach became the county seat. In 1916, a new neo-classical courthouse was opened, which has been painstakingly restored back to its original condition, and is now used as the local history museum.

The city grew rapidly in the 1920s as part of the Florida land boom. The population of West Palm Beach quadrupled from 1920 to 1927, and all kinds of businesses and public services grew along with it. Many of the city's landmark structures and preserved neighborhoods were constructed during this period. Originally, Flagler intended for his Florida East Coast Railway to have its terminus in West Palm, but after the area experienced a deep freeze, he chose to extend the railroad to Miami instead.

The land boom was already faltering when city was devastated by the 1928 Okeechobee hurricane. The Depression years of the 1930s were a quiet time for the area, which saw slight population growth and property values lower than during the 1920s. The city only recovered with the onset of World War II, which saw the construction of Palm Beach Air Force Base, which brought thousands of military personnel to the city. The base was vital to the allied war effort, as it provided an excellent training facility and had unparalleled access to North Africa for a North American city. Also during World War II, German U-Boats sank dozens of merchant ships and oil tankers just off the coast of West Palm Beach. Nearby Palm Beach was under black out conditions to minimize night visibility to German U-boats.

The 1950s saw another boom in population, partly due to the return of many soldiers and airmen who had served in the vicinity during the war. Also, the advent of air conditioning encouraged growth, as year-round living in a tropical climate became more acceptable to northerners. West Palm Beach became the one of the nation's fastest growing metropolitan areas during the 1950s; the city's borders spread west of Military Trail and south to Lake Clarke Shores. However, many of the city's residents still lived within a narrow six-block wide strip from the south to north end. The neighborhoods were strictly segregated between White and African-American populations, a legacy that the city still struggles with today. The primary shopping district remained downtown, centered around Clematis Street.

In the 1960s, Palm Beach County's first enclosed shopping mall, the Palm Beach Mall, and an indoor arena were completed. These projects led to a brief revival for the city, but in the 1970s and 1980s crime continued to be a serious issue and suburban sprawl continued to drain resources and business away from the old downtown area. By the early 1990s there were very high vacancy rates downtown, and serious levels of urban blight.

Since the 1990s, developments such as CityPlace and the preservation and renovation of 1920s architecture in the nightlife hub of Clematis Street have seen a downtown resurgence in the entertainment and shopping district. The city has also placed emphasis on neighborhood development and revitalization, in historic districts such as Northwood, Flamingo Park, and El Cid. Some neighborhoods still struggle with blight and crime, as well as lowered property values caused by the Great Recession, which hit the region particularly hard. Since the recovery, multiple new developments have been completed. The Palm Beach Mall, located at the Interstate 95/Palm Beach Lakes Boulevard interchange became abandoned as downtown revitalized - the very mall that initiated the original abandonment of the downtown. The mall was then redeveloped into the Palm Beach Fashion Outlets in February 2014. A station for All Aboard Florida, a high-speed passenger rail service serving Miami, Fort Lauderdale, West Palm Beach, and Orlando, is under construction as of July 2015.

Credit for the data above is given to the following website:

en.wikipedia.org/wiki/West_Palm_Beach,_Florida

Replacing an earlier scanned slide with a better version 16-May-15, plus Topaz DeNoise AI 12-Oct-23.

Sneaky photo taken at Tripoli from behind a GPU.

Originally built as a B720-060B, ordered by Ethiopian Airlines as ET-AAG. The order was cancelled and the aircraft first flew using the Boeing registration N93136.

It was converted to B720-068B standard and delivered to Saudi Arabian Airlines as HZ-ACA in Dec-61. It was sold to Overseas International Distributors in Oct-79 and stored at Van Nuys, CA, USA.

It was re-registered N2628Y in Dec-81 and sold to Sonico Inc. They ferried it to Moses Lake, WA, USA, where it was stored again and used for spares. It was finally broken up there in Oct-82.

15546 is a Scania N230UD with ADL Enviro400 bodywork which was new in October 2009 to Stagecoach East Kent for the Triangle. Earlier this year, it was displaced by a Scania MMC and it transferred West along the Coast to Stagecoach in Eastbourne to replace one of the Trident ALX400s which are long gone and I miss them so much.

At the 1994 North American International Auto Show, Volkswagen unveiled the Concept One, a "retro"-themed concept car with a resemblance to the original Volkswagen Beetle. Designed by J Mays and Freeman Thomas at the company's California design studio, the concept car was based on the platform of the Volkswagen Polo. A red cabriolet concept was featured at the Geneva Motor Show, also in 1994.

Strong public reaction to the Concept One convinced the company that it should develop a production version which was launched as the New Beetle in 1997 for the 1998 model-year, based on the Golf IV's larger PQ34 platform. The New Beetle is related to the original only in name and appearance (including the absence of a car emblem script with the exception of the VW logo). Volkswagen created a web site dedicated specifically to the 1.8T. A convertible was added for the 2003 model-year to replace the Volkswagen Cabrio.

The New Beetle carries many design similarities with the original VW Beetle: separate fenders, vestigial running boards, sloping headlamps, and large round taillights, as well as a high rounded roofline. It was assembled in VW's Puebla factory in Mexico.

As for most of the models built his November, the Volkswagen New Beetle is a major redesign of a previously created model. In LUGNuts there was a build challenge named 'Redo or Redemption' just for this type of build.

Replacing an earlier digital photo with a better version 25-Oct-19.

HISTORY UPDATE - Permanently retired.

First flown with the Airbus test registration D-AUAG, this aircraft was delivered to Air France as F-GUGI in Dec-04.

The aircraft was ferried Toulouse / St. Athan, Wales, UK in Dec-22 and permanently retired. Updated 15-Dec-22.

This aircraft was delivered to a lessor and leased to SunExpress Airlines as TC-SEM in Sep-15. It's standard blended winglets were replaced with 'Split Scimitar' winglets in Mar-17. Current (May-18).

Replacing an earlier digital photo with a better version 02-Jan-23.

First flown with the Airbus test registration D-AVWD, this aircraft was delivered to the CIT Leasing Corporation and leased to Independence Air (USA) as N805BR in Nov-04.

Independence Air ceased operations in Jan-06, it was returned to the lessor and stored at Mexico City. The aircraft was due to be leased to Volaris Mexico in Feb-06 but the lease wasn't taken up.

The aircraft was leased to Air-Berlin as D-ABGD in Jun-06 and returned to the lessor in May-09. It was parked at Dusseldorf (Germany). It was due for lease to Belle Air (Albania) as ZA-ARA but the registration wasn't used.

It was leased to Belle Air using the French Overseas registration F-OARF in Jul-09 (the registration was originally applied to the aircraft as F-OARA in error). The aircraft was transferred to an associate company, Belle Air Europe as EI-LIR in Mar-11.

Belle Air Europe ceased operations in Nov-13, he aircraft was repossessed by the lessor and stored at Ostrava, Czechia. it was leased to Air Serbia as YU-APD in Aug-14. Current, updated 03-Jan-23.

Replacing an earlier digital photo with a better version 09-Oct-19.

Taken just a few months before the BKK airport code was transferred from Don Muang to the new Bangkok airport at Suvarnabhumi. Don Muang was re-coded DMK.

Operated by Bangkok Airways on behalf of Siem Reap Air on some services.

First flown in Mar-95 with the ATR test registration, this aircraft was stored at Toulouse until it was leased to Bangkok Airways as HS-PGE in Nov-95. It was returned to ATR and stored at Toulouse as F-WQNF in May-06. The aircraft was leased to Vietnam Airlines as VN-B216 in Jul-06. It was returned to ATR as F-WKVE in Jun-10 and was stored at St. Brieuc, France the following month. In Feb-11 it was leased to Azul Linhas Aereas Brasileiras as PR-AZT. It was transferred to Imetame Metalmechanica Ltda (Brasil), trading as Imetame Airline, in May-12 and was repainted in a special livery. It doesn't appear to be operational currently and I have no further information. Updated (Oct-19).

Replacing an earlier scanned photo with a better version 20-Oct-16.

Operated by Comair

Fleet No: "7044" (also the construction number!)

An Early CRJ.100ER, first flown Jul-94 with the Canadair test registration C-FMLI. This aircraft was delivered to Comair as N936CA in Sep-94. It was leased to and operated for Delta Connection.

It was withdrawn from service and stored at Kingman, AZ, USA in Apr-12. It was broken up at Kingman in 2015.

Historic and picturesque Hereford Inlet Lighthouse, a beacon of safety and assurance to the 19th century mariners, has become a cherished landmark for residents and visitors of this seashore resort community.

The Lighthouse is situated on the south side of the Hereford Inlet, which leads from the Atlantic Ocean to the famed Intra-Coastal Waterway linking Maine to Florida. First used by the 17th century whalers to haul in and butcher their catches, the Inlets use as a haven to mariners greatly increased as travel and shipping along the coast became more prevalent.

Strong currents and shifting sandbars near the entrance to the Inlet caused frequent groundings and shipwrecks. Because of this, in 1849, a Life Saving Station was constructed along the south bank of the Hereford Inlet. A second, larger station replaced this in 1871, the time of the creation of the United States Life Saving Service. As the use of the Inlet and coastal shipping continued to increase, so did the number of shipwrecks. It became obvious that a Lighthouse was needed to mark the mouth of the Inlet.

On June 10, 1872 Congress enacted legislation to finance the purchase of land and the construction of a fourth order Lighthouse. The site chosen held a prominent position on the dune area overlooking the approach to the Inlet.

Construction began on the uninhabited barrier island on Nov. 8, 1873 and was completed on March 30, 1874. This wood frame residential style Lighthouse was designed by the Lighthouse Boards Chief Draftsman, Paul J. Pelz. His Victorian era design is referred to as Swiss Carpenter Gothic and also Stick Style

Hereford is the only Lighthouse like it on the East Coast although it had five sister lights on the West. Pelz designed Point Fermin, East Brother, Mare Island and Point Hueneme in California and Point Adams in Washington State. All of these were almost identical to Hereford and were built about the same time. Only Point Fermin and East Brother still exist.

Paul Pelz would later garner world wide fame as the designer of the Library of Congress in Washington D.C.

On May 11, 1874 a Notice to Mariners formally announced the start of operation of the Light. The fixed white light was located at latitude 39 degrees and longitude 74 degrees, 47 minutes. The tower height is 49 1/2 feet with the light elevation rising to 57 feet above sea level. The light is visible at a distance of 13 nautical miles.

John Marche was the first Lighthouse Keeper. He was in the post less than three months when he drowned when his boat capsized while returning from the mainland. He was replaced by a young man from Cape May Court House, Freeling Hysen Hewitt.

Freeling was a civil war veteran and a former merchant seaman. He would stay on as the keeper of the Light for the next 45 years . Freeling was considered a Pioneer of the island and among his many contributions, held the first formal religious services to occur in the Wildwoods, in the Lighthouse parlor.

In 1888, a third larger Bibb #2 style Life Saving Station was constructed three hundred feet Northwest of the Lighthouse. The Lighthouse Service and the Life Saving Service were both run by the Department of the Treasury but were seperate organizations. They were, however, both in the business of saving lives. The Lighthouse by warning and the Life Saving Service by rescue.

Hereford stood firm against the onslaught of the winds, rains, and tides for 40 years at its original location. A severe storm in August of 1913 significantly damaged the foundation, requiring it to be moved westward 150 feet to where it sits today.

In 1915 the Coast Guard absorbed the duties of the U.S. Life Saving Service. A larger building was needed and in 1939 the modern Roosevelt Style Coast Guard Station was constructed. This Station also had a boathouse and a maintenance garage. These are the white buildings just north of the Lighthouse. 1939 was also the year that the Coast Guard took over control of the Lighthouse Service.

For the next 25 years the Hereford lighthouse continued in operation. By the early 1960s the Coast Guard began to automize many of its lighthouses. In 1964 this was the fate of Hereford when an automatic rotating modern optic was placed on an iron skeletal tower behind the Lighthouse. The Lighthouse was closed as was the Coast Guard Station next door. The entire property was transferred to the control of the New Jersey State Marine Police. The Police made use of the Coast Guard Buildings but the Lighthouse was boarded up and left to deteriorate for the next 18 years.

In 1982 through the long and painstaking efforts of Mayor Anthony Catanoso and his wife Phyllis a lease was signed Whereby the New Jersey Department of Environmental Protection turns over the stewardship of the Lighthouse to the City of North Wildwood.

Restoration of the neglected building was immediately begun. After only ten months of intense work, on July 1, 1983, a portion of the restored building was opened to the public. Hundreds of public spirited citizens who helped raise funds for the restoration and contributed time, talent, energy and materials were on hand to celebrate the official reopening of the historic landmark for public use.

In 1986 the modern automated light was removed from the iron tower and placed in the Lighthouse lantern room making it a fully functional aid to navigation once again.

Efforts were then begun to also create a museum in the Lighthouse. The interior of the building was furnished with period antiques, educational displays and lighthouse memorabilia. The 4th order Fresnel Lens was also restored and placed on display on the 2nd floor of the Lighthouse.

A project to improve the sandy, barren grounds into a park was undertaken by Superintendent of Parks Steve Murray, who designed the Park along with its many garden areas.

Finally an authentic restoration of the entire Lighthouse was begun in 1998 and as with many old, historic structures is always a work in progress. Grants awarded by the New Jersey Historic Trust and the N.J. Department of Transportation have helped finance this work.

The Hereford Lighthouse is listed on both the National and State Registers of Historic Places. It is also part of the New Jersey Coastal Heritage Trail. It is operated and maintained by The Friends of Hereford Inlet Lighthouse Inc with money generated by Lighthouse tours, the gift shop and various fund raising projects.

Credits:

Floor is an IKEA desktop.

Walls are Crescent brand mat board from Blick.

Windows are playscale from Houseworks which have been painted, with a backdrop and full-spectrum lights hung behind them.

Baseboards and door trim came from Manchester Dollhouse and Wood Works, as did the chest of drawers. All were painted white with the same flat white paint.

Bed is from Bruce Dawson’s etsy shop bedMiniatures.

Pillows and bedding were handmade by me.

Posters were edited in Photoshop, printed out on photo paper, painted with clear sealant, and then mounted on 4x6 foamcore.

Electrical outlets are images printed onto laser printer VHS tape labels.

CS Forrester Horatio Hornblower novel was made by me by scanning book cover, retouching in Photoshop, printed on cardstock and glued to blank pages.

Area rug is a placemat from Target.

Papasan chair is a mobile phone holder from Pier 1 Imports, with a custom cushion made by me.

Mirror is a miniature photo frame that has been painted in a mixture of gloss white and ivory.

Mulberry paper flowers and leaves came from Mulberry Crafts USA on Ebay, and were arranged in the vase by me, in a glass mason jar filled with pebbles from WorldMarket.

Door came from a Target child’s jewellery box, with the glass removed and replaced with bass wood and then painted with gloss white.

Robe is from ITBE Welcome Home Hyatt by Integrity.

Miniature books by MiniPlacesStudio on Etsy. Bookcase is 1 1:12 scale dollhouse miniature from The Style Home on ebay.

Miniature polymer clay bamboo from China, as are the hat stand (which has been painted), dollhouse scale alarm clock, and action figure eye glasses.

Bedside table from Pure Dream for Dolls, in China.

Shoes are a mix of Barbie, LIV, Dynamite Girl, and Momoko.

Jewellery box is a vintage pillbox. Small wood plate is a button.

Paper folding money is a scrapbooking embellishment. Jewellery in box and bowl are mix of pieces from my etsy shop, Barbie, Moxie Teenz, LIV, and Integrity Toys.

Earrings on chest of drawers were made by me from jewelled headpins. Miniature curling iron is from a LIV playset. Purses on the hat rack are mix of LIV and Stardoll. Hat on hat rack is from a Barbie Basics fashion pack.

Miniature netbook and iPad are from the Payton: Senior Secretary 1:6 scale action figure by ZCWO.

Shoeboxes from Barbie Collector and The Vogue in China. Shopping bag from Barbie The Look: City Shopper and Paul Frank Barbie.

Make-up on top of dresser from Jazz Diva Barbie & LIV Boutique playset.

Doll:

Barbie Collector Twilight Victoria, eyes enhanced by me. Rebodied onto an Integrity Bride of Dracula body.

Top: Spinmasters LIV

Jeans: Stardoll by Mattel

Leg warmers: Moxie Teenz by MGA

Jewellery: from my etsy shop (scarydollperson)

"The Laramie Railroad Depot was built in 1924 to replace the town's original Union Pacific Depot/Hotel that was destroyed by fire in 1917. It served as Laramie's Union Pacific passenger depot until 1971 and as an Amtrak depot until 1983. In 1985, the Union Pacific Railroad gave the Depot to the Laramie Plains Museum, which then transferred ownership to the Laramie Railroad Depot Association in 2009. Currently, the building houses a small museum of railroad memorabilia and is used for various community functions such as music concerts, art exhibits and public meetings. The building is also used to raise revenue to maintain itself through rentals for weddings, banquets and other events. The Depot is the only remaining building left from the once large Union Pacific presence in Laramie and was added to the National Register of Historic Places in 1988. The railroad is the reason for the City’s original existence, and the Depot is an important part of Laramie’s historic legacy.

The Laramie Railroad Depot Association oversees the operation, maintenance and restoration of the Laramie Depot in accordance with the Association’s mission: 'To preserve Albany County's railroad heritage, to educate and promote the importance of the railroad to the history, culture and economic development of the local area, the State of Wyoming and the nation, and to preserve this history for posterity.' " - www.laramiedepot.org

Replaced to add back the EXIF data that Picasa dropped.

Replacing an earlier digital photo with a better version 14-Jul-19.

Taken just a few months before the BKK airport code was transferred from Don Muang to the new Bangkok airport at Suvarnabhumi. Don Muang was re-coded DMK.

This aircraft was delivered to the Texas Air Corporation and leased to Continental West Airlines as N17306 in Aug-85. Continental West was merged into Continental Airlines in May-86. It was sold to the Wilmington Trust Company in Apr-00 while the lease to Continental continued. The aircraft was returned to Wilmington Trust in Mar-04 and stored. It was leased to AirAsia (Malaysia) as 9M-AAS in Sep-04 and transferred to Thai AirAsia as HS-AAS in Dec-04. The aircraft was returned to the lessor and permanently retired at Kuala Lumpur, Malaysia in Oct-10. It was last noted stored at Kuala Lumpur in May-11 and was subsequently broken up.

Replacing an earlier digital photo with a better version 11-Nov-19 + DeNoise AI 29-Oct-22.

With Additional 'Bayer Leverkusen' titles & logo (German football/soccer team).

First flown with the Airbus test registration F-WWBQ, this aircraft was delivered to GECAS and leased to LTU International Airways as D-ALTC in Apr-01. It was painted in the 'Bayer Leverkusen' livery in Sep-03.

LTU International was taken over by Air Berlin in Apr-07 but they continued to operate separately. The aircraft was repainted in Air Berlin livery in Jan-08 and the take-over was completed in May-09.

It was returned to the lessor in Feb-11 and leased to Brussels Airlines as OO-SNA a few days later. The aircraft was painted in the full 'Belgian Red Devils' special livery in Mar/Apr-16. After 21.5 years in service it was ferried to St. Athan, Wales, UK in Oct-22 and permanently retired. Updated 29-Oct-22.

Replacing the usual Airbus A330-300.

[FR-ECR] ECR JT42CWR 66212 en cours de manœuvre par son mécanicien pour être replacée en tête d'un céréalier @La Ville Aux Dames 16/01/2016

Woordfoto: fietsen

Replacing an earlier scanned slide with a better version 16-Mar-15, plus DeNoise AI 07-Jan-23.

"The aircraft now arriving at Gate 2.... " Cambrian Airways taxiing accident. Training will out! The first thing the ground crew did was straighten the props ( as they would on a normal turnround). Having demolished a couple of sets of British Eagle steps and a baggage truck, the two on the other wing needed a bit more attention! The aircraft demolished the wall at Gate 2 and you can see the broken nosewheel resting on it.

G-AMOE was a very early Viscount, delivered to BEA British European Airways in Jul-53. It was sold to Channel Airways in Mar-64 and leased to British Eagle International Airlines the same month. It returned to Channel Airways in Dec-64 and was sold to Cambrian Airways in Jan-65.

It survived its argument with Gate 2, the nose was rebuilt (as was Gate 2!) and it continued to operate with Cambrian until it was transferred to Northeast Airlines (formerly BKS) in Jan-72 for spares use. It was withdrawn from use at Newcastle, UK, in Jan-72 and used as a cabin crew trainer until Apr-77 when it was transferred to Lampton Pleasure Park, 'preserved'. It was finally broken up in Mar-93.

Having replaced a defective Dart, 31496 is seen heading to Duntocher on the 81 service.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Sep-23.

This aircraft was ordered by Libyan Arab Airlines as a 'Combi' passenger/freighter with a side cargo door (SCD). It was due to be registered 5A-DIK but the order was cancelled prior to delivery.

The aircraft first flew in Mar-80 and was stored at Seattle-Everett, WA, USA until it was delivered to VARIG Brasil as PP-VNB in Feb-81. In Dec-82 VARIG sold it to Orient Leasing and leased it back.

It was returned to Orient Leasing in Dec-94 and was stored at Rio de Janeiro-Galeao, Brazil. In Feb-96 it was sold to Cathay Pacific Airways as VR-HME. The aircraft was converted to a full freighter configuration by Apr-96 and leased to Cathay's subsidiary, Air Hong Kong.

In Oct-97 it was re-registered B-HME when Hong Kong became an autonomous region of China. The aircraft was returned to Cathay Pacific Airways Cargo in Jul-02 and continued in operation until it was retired in Sep-08 and stored at Victorville, CA, USA. It was last noted still at Victorville in May-15.

i might delete this photo to replace it with something that doesn't have that awful line..

Replaced on X43 duties by 'Sky Class' Enviro 400s, several of the previous 'Witch Way' Volvo B9TL / Wright are now in 'Hotline' livery for the 152 on which The Blackburn Bus Company 2768 was photographed in Hoghton.

This image is copyright and must not be reproduced or downloaded without the permission of the photographer.

Replacing an earlier scanned photo with a better version 09-Apr-17 + DeNoise AI 11-Oct-22.

Taken through glass with some slight reflections.

This aircraft was delivered to VARIG Brasil as PP-VMA in May-74. It was sold to a lessor in Dec-98 and leased back to VARIG. It was returned to the lessor in Feb-99 after 25 years in service.

The aircraft was leased to AVENSA Venezuela as YV-051C the following month. It returned to the lessor as N940PG in Aug-00 and was stored at Rio de Janeiro-Galileo International.

It was leased to AVENSA again in Jul-01, this time as YV-069C. The aircraft returned to the lessor in Jan-03 as N940PG. It was leased to SBA Santa Barbara Airlines as YV-1052C in May-03.

It was returned to the lessor in Dec-05 and permanently retired at Roswell, NM, USA after 31 years in service.

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI.

First flown with the Airbus test registration D-AVZG, this aircraft was delivered to SABENA Belgian World Airlines as OO-SUB in Apr-99. SABENA ceased trading in Nov-01 and the aircraft was stored at Brussels, Belgium.

It was stored at Brussels for more than 4 years until it was sold to Nouvelair Tunisie as TS-IQB in Mar-05. In Apr-14 the aircraft was sold to a lessor and was originally due to be leased to Onur Air as TC-OEB, however the lease wasn't taken up and it was leased to Germania as D-ASTV later that month.

It was painted in an Alltours (German Tour Operator) logojet livery in May-14 and repainted into Germania's standard livery in Mar-15. Germania ceased operations in Feb-19, the aircraft was returned to the lessor and initially stored at Dusseldorf before being flown to Castellon de la Plana - Costa Azahar, Spain in Mar-19 for further storage.

It was re-registered OE-IDK in May-19 and permanently retired. It was broken up at Castellon de la Plana in Jan-20

Replacing an earlier scanned photo with a better version 06-Sep-22 (DeNoise AI).

Leased from / operated by Titan Airways.

First flown in Sep-90 with the British Aerospace test registration G-PRCS, this aircraft was converted to a -200QC (Quick Change) with the addition of a main cabin cargo door in Mar-91. It had been ordered by Princess Air (UK), however, they ceased operations in Feb-91.

The aircraft was leased to National Jet Systems (Australia) as VH-NJQ in Jul-91. It was returned to BAe Asset Management as G-BWLG in Jan-96. The aircraft was sold to Sterope Leasing and leased to Air Jet (France) as F-GMMP in Apr-96. It was operated on behalf of Air France between Jan/Jul-00 before being returned to Asset Management and to BAe Systems in Aug-00.

In Sep-00 the aircraft was leased to Titan Airways as G-ZAPO. It was wet-leased to Go Fly ('Just Go / Go Today') in May-01 and returned to Titan Airways in Sep-01. It was wet-leased to Aurigny Airlines (Guernsey CI, UK) between Aug-03/Feb-04, then to Scot Airways (Scotland, UK) between May/Jul-05.

The aircraft continued in operation for Titan until it was withdrawn from service and stored at Kemble, UK in May-11. It was returned to BAe Systems Asset Management five days later. BAe Systems returned it to Falco Regional Aircraft in Jul-11 when it was permanently retired. It was broken up at Kemble in Jul-16. Updated 06-Sep-22.

Replacing an earlier scanned slide with a better version 17-Jan-15.

Aer Lingus operated their Carvairs into Liverpool and initially the 'hi-lo' drivers had problems positioning correctly to load the cars. The simple answer was a few bit's of 2 x 4 nailed together and used as a 'chock' under the nosewheel (it was essentially a 'T' bar with two side bracing pieces and little chocks where the 'hi-lo wheels went). When the 'hi-lo' hit the buffers (so to speak), it was in the right place!

Named: "Iarfhlaith / St Jarlath".

Built as a Douglas C-54B, this aircraft was delivered to the USAAF United States Army Air Force in Nov-44 serialled 42-72343. The USAAF was renamed the USAF United States Air Force in Sep-47.

The aircraft was 'demobbed' in 1950 and sold to North American Airlines as N88819. It was bought by Resort Airlines in 1955. They leased it to World Airways in Jul-60 and it was returned to Resort Airlines in Jun-61.

Slick Airways bought it in early 1962 and they sold it to Aviation Traders (Engineering) Ltd in Oct-62, still as N88819. It was converted into an ATL.98 Carvair and sold to Aer Lingus in Apr-63 as EI-AMR. In May-68 it was sold to Eastern Provincial Airways, Canada, as CF-EPV.

It was sold to British Air Ferries in Sep-63 and stored at Southend, UK. At the end of May-74 the registration officially changed to C-FEPV when the Canadian Government introduced the C-Gxxx registration series, although it remained as CF-EPV on the stored aircraft.

Two attempts were made to buy it by a new Norwegian airline. Norwegian Overseas Airways, once as LN-NAB and once as LN-MDA. Both failed!

(Note: While researching Norwegian Overseas, I found that they tried to buy seven aircraft at different times, 2 Carvair's, 4 C-54's and a C-47. They only managed to acquire two, a Carvair and a C-54E and they had gone out of business by 1976!).

C-FEPV was sold to a 'J Jorgensen' in Sep-74 but it remained stored at Southend until it was broken up in Sep-78. The nose section was preserved at the '100th Bomb Group Museum' at Thorpe Abbots, UK. However, it now resides at Halesworth Airfield Museum, Suffolk, UK, (Updated Jan-17).

Replace the 2x4 white slopes with 2x2.

I shortened the tanker to 28 long. It needs alot more work on the top, but

this is mainly just a sketch.

Replacing an earlier scanned print with a better version 25-Nov-18 (also the date of the final British Airways Boeing 767 service).

In an hybrid livery, halfway between the old 'Landor' livery and the 'World Tails' livery.

First flown with the Boeing test registration N6005C, this aircraft was delivered to British Airways as G-BNWH in Oct-90. After 24 years in service the aircraft was permanently retired at Victorville, CA, USA in Aug-14.

Replacing an earlier digital photo with a better version 13-Oct-19.

Photo taken from the Templeton overpass.

Named: "Leverkusen".

First flown with the Airbus test registration F-WWCF, this aircraft was delivered to Lufthansa as D-AIHE in Jan-04. It was withdrawn from service in Mar-20 as a consequence of the COVID-19 Pandemic and stored at Teruel, Spain in Apr-20. It never returned to service and was broken up at Teruel in Jul-25

Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 07-Aug-24.

Early dates are approximate... This aircraft was delivered to Aeroflot as CCCP-86092 in 1987, it became RA-86092 when the Soviet Union became the Russian Federation in 1992.

It was transferred to Pulkovo Airlines in late 1998. Pulkovo was merged into Rossiya Russian Airlines in Oct-06. The aircraft was permanently retired at St. Petersburg, Russia in Dec-08. It was broken up there in Sep-09.

replaces the previous shot...Okanagan Lake BC Canada

Replacing an earlier scanned photo with a better version, plus DeNoise AI 04-Dec-22.

Taken into the sun on a very cold, misty and frosty December morning.

First flown with the Airbus test registration F-WWKG, this aircraft was delivered to Airtours Financial Services and leased to Airtours International Airways as G-MDBD in Jun-99.

It was wet-leased to Garuda Indonesia Airways for a Haj Pilgrimage operation between Mar/May-01. Airtours was renamed MyTravel Airways in May-02. The aircraft was sub-leased to MyTravel Airways A/S (Denmark) in Nov-06 and returned to MyTravel Airways in Feb-07.

The MyTravel Group was merged into Thomas Cook AG and MyTravel Airways was merged into Thomas Cook Airlines UK in Mar-08. The aircraft was wet-leased to Garuda Indonesia Airways again in Sep-11, returning to Thomas Cook UK in Dec-11.

The Thomas Cook Travel Group (UK) ceased operations on 23-Sep-19, taking Thomas Cook Airlines UK with it. The aircraft was initially impounded at Manchester, UK and then stored in Oct-19.

Along with two other 20 year old A330-243's which were owned by Thomas Cook, no other airline was interested in buying it and all three aircraft were broken up at Manchester in Feb-21.

Replacing an earlier scanned photo with a better version 30-Apr-22 (DeNoise AI).

Named: "Tooa".

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Polynesian Airlines as 5W-ILF in Sep-92. It was sold to Polynesian in Jun-97. The aircraft was briefly leased to Ansett Australia between Apr/May-01 and then leased to Freedom Air (New Zealand) between May/Aug-01.

It was sold back to ILFC in Oct-01 and immediately leased to QANTAS Airways as VH-TAB. It was returned to the lessor in Oct-03 as N262KS and was leased to Cayman Airways as VP-CKY in Nov-03. The aircraft was returned to the lessor in Nov-17 and stored at Goodyear, AZ, USA.

In Apr-19 it was re-registered N282AA with Aerownership and ferried to San Salvador, El Salvador where it was again stored. It was leased to One Airlines, Chile as CC-DAN in Aug-19 although I can't see anywhere that it ever entered service (according to Wikipedia the airline "is in a semi-operational state").

One Airlines ceased operations in Jun-20 and the aircraft appears to have been ferried to Asheville, NC, USA in Jul-20 and stored. It was returned to Aerownership as N282AA in Apr-22. It'll be 30 years old this year! Stored, updated 07-May-22.

Replaces Kool and Chaz that got buffed.