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Bournemouth Pier is a truly splendid pier, with its fairly unique and charismatic façade. A real treasure on the Dorset coast, she is a very well loved and quite genteel attraction, situated in the heart of Bournemouth, with all its sandy beaches.
Yet this wonderful and grand pier actually came from very humble origins. The very first pier in Bournemouth was a simple jetty that was finished in 1856. Yet a mere 6 years later the jetty was replaced, with a longer pier, of wooden construction. Due to infestation by teredo worm, cast iron piles were installed in 1866 to replace the wooden ones. But the structure of the pier was simply not sound and in 1866, the landing stage was blown away, literally overnight, in a gale.
The remainder of the pier was replaced and in use until 1876, when a storm demolished even more of it, rendering it too short to accommodate steamboat traffic. Eventually a new and more fit for purpose pier was erected in 1880, following a series of ‘temporary’ arrangements. This was specifically designed to be more durable than the other piers had been. To make this happen, Eugene Birch, who had designed amongst other things the West Pier at Brighton.
Whilst not as long as many piers of that era, the pier was a decent 255 metres (838 feet or so) in length. Two extensions were built later, which took her up to around 305 metres (just over 1,000 feet).
Bournemouth Pier did have some quite good facilities, which gradually grew over time and soon she was home to a bandstand with concerts given by military bands on a regular basis.
Closed, like so many other piers during the war, she was then to re-open in 1946, having undergone some substantial repair work. Part of the pier had been demolished or had fallen into disrepair during the war as all efforts were directed to the war effort.
In 1950, she was treated to a refurbishment and survived well, until in 1976, it was discovered that she had suffered quite extensive corrosion and as a result, a major restoration programme began in 1979, to demolish most of the remaining building and replace it with more modern and up to date facilities, which were to be built on solid foundations, that would resist corrosion. The corrosion was surprising, given that Eugene Birch had designed it, however, the disrepair experienced during the war may have allowed the corrosion to take hold.
And so the modern, updated pier that is still in use today came into being!
Bournemouth Pier is home to a fantastic pier theatre, which plays host to some traditional seaside resort entertainment, comedians, magicians and singers all perform on a regular basis, with shows run several times a week. Some of these are reminiscence shows, whilst others feature old classics such as Chas and Dave or Marty Wilde.
What’s On – Bournemouth Pier Theatre
The pier itself is also home to a good restaurant, Key West, which is a licensed bar and restaurant which welcomes children and offers a more healthy and gourmet type of menu than in traditional seaside resorts, with menus featuring game pie and beef with locally produced blue cheese.
Prices are also quite reasonable.
Children can have hours of fun at the Children’s Funfair and there are some very up to date games to be played in the arcade. You can even try your hand at jet skiing without even getting your feet wet.
Similar to Eastbourne, Bournemouth is not home to a wild theme park or any large fairground, which makes it just that little bit different from so many of its contemporaries. It is just that little bit less dramatic and is almost a throwback to another time.
The theatre and the classical design of Bournemouth give it a sense of gentle decorum and although it has the arcade and the usual opportunities to partake of fish and chips or ice cream, it is also a rather sedate pier, when set aside many others.
When at the pier, in season, you could take a ride on the fabulous Dorset Belle and have a trip around the bay. Nature lovers will love this, because not only do you get to see the pier and Bournemouth from the water, but also there are some really good opportunities to see different kinds of birds and perhaps even some kind of form of marine life? It is a trip not to be missed and steam enthusiasts will be delighted by the fact that the Dorset Belle is a paddle steamer.
Many people hold Bournemouth and Bournemouth Pier very close to their hearts. There is even a website dedicated to sharing memories of the pier, so that in some way there can be a recognition of the role that this pier has played in so many people’s lives.
Similar to Eastbourne, Bournemouth is more refined and perhaps just that little bit more refined than many seaside piers and this makes it just that little bit more special. Some people put this down to the fact that she has a theatre at the end of the pier and that this livens it up in a way that simply can’t happen in other piers.
Who knows if this is the case, but it is a great place to visit and somehow there always seems a little bit of nostalgia associated with Bournemouth. There is something very special about a slow walk down the pier, looking out towards the sea and the great expanse of water. At night somehow the pier takes on a life of her own and seems quite resplendent in her glory.
Open all year round, but with only limited shows in the theatre out of season, Bournemouth offers a tremendous day out for all the family and really shouldn’t be missed.
If you do want brash and loud then Bournemouth is not the place to come, but if you simply like the idea of quite a gentle and quite traditional pier, without the shrieks from the fairground, then Bournemouth Pier is sure to delight.
Replacing an earlier scanned photo with a better version 15-Apr-21, plus Topaz DeNoise AI 15-Aug-25.
Named: "Arosa", but only shown on the left side.
This aircraft was delivered to Irish Aerospace Ltd as G-GMJM in Nov-91 and was stored until it was leased to Airtours International Airways in Mar-92. They only kept it for 3.5 years and it was returned to the lessor in Dec-95.
It was leased to Edelweiss Air as HB-IKN in Jan-96. The aircraft was returned to the lessor in Feb-99, re-registered EI-CRW and leased to Meridiana SpA (Italy) in Apr-99. Meridiana was renamed Meridiana Fly in Feb-10.
It returned to the lessor in Mar-12 and was stored at Marana, AZ, USA and re-registered N276CS. It was sold to Jetran LLC in Oct-12 and remained stored at Marana. It was sold to Marana Aerospace Solutions Inc in Jul-16 and permanently retired. It was later broken up (date unknown).
replaced this photo with the final version which was exhibited at my 2nd year show at university as a 43"x36" print.
Split zine with Sam Harris
Includes 8 images from my series "Industry" and 8 images from his series "200 Miles"
Hand numbered edition of 50
Printed to 140gsm recycled paper, staple bound with card covers in a printed envelope.
£5.00 posted to the UK a little more elsewhere
This image is part of the "Industry" series featured in the zine.
France - 2010
Replacing an earlier scanned photo with a better version 07-Sep-22 (DeNoise AI).
G-BZZA never got to see the full Astraeus livery as they only leased it for the 2003 summer season from May/Oct.
This aircraft was delivered to Maersk Air Denmark as OY-MAL in Mar-92 and was leased to the British Airways German franchise operator, Deutshe BA as D-ADBA in Jun-92. Maersk sold it to a lessor in Sep-96 while the lease to Deutsche BA continued.
It was returned to the lessor in Sep-99 and was stored until it was leased to KLM's new UK 'low-cost' airline Buzz as G-BZZA in Jan-00. KLM eventually decided that 'low-cost' wasn't for them and Buzz was sold to Ryanair in Mar-03 (Buzz staff couldn't agree to Ryanair's T&C's so Ryanair closed it down at the end of Oct-04).
The aircraft was returned to the lessor at the end of Mar-03. It was leased to Astraeus Airlines in May-03 for the summer season, returning to the lessor at the end of Oct-03. In Dec-03 it was leased to Deutsche BA again, now re-named DBA.com, as D-ADIG.
DBA.com was merged into Air-Berlin in early 2006 but continued to operate as DBA until the merger was completed in Dec-06. It was returned to the lessor in Mar-09 and was stored at Budapest, Hungary.
In Jun-08 the aircraft was leased to the ill-fated Sky Europe as OM-CLD until they ceased operations in Sep-09 and it returned to storage. In Feb-10 it was leased Global Air (Mexico) as XA-UNG. It was stored at Mexico City in early 2011 and returned to the lessor a few months later.
The aircraft was leased to Tajik Air as EY-444 in Oct-11. It was withdrawn from service and permanently retired at Moscow - Vnukovo, Russia in Nov-18. Updated 07-Sep-22.
Replacing an earlier scanned photo with a better version 07-Aug-21.
Peter Max 'New York Millennium 2000' logojet, right side.
I guess Continental had a 'MAX' before Boeing did!
This aircraft was delivered unpainted, except for the standard Continental tail, to Continental Airlines as N77014 in Oct-99. It was painted in the Peter Max 'Millennium 2000' logojet livery prior service entry.
The aircraft was sold to FSBU on delivery and leased back to Continental Airlines. Continental was merged into United Airlines in Oct-10. Current, updated 21-Jul-24.
Known as Feuersee Church, The Protestant Church of St John in Stuttgart was built in the Gothic Revival style from 1864 to 1876 by its chief architect, Christian Friedrich von Leins. It lies on a peninsula of the Feuersee (Fire Lake), while the main entrance and tower marks the beginning of the former Johannesstraße (St. John's Street).
After being nearly destroyed in the Second World War, the main church building was reconstructed, but the Gothic vaults were replaced with modern ones and the tower was intentionally left incomplete to serve as a sort of war memorial.
I have multiple angles of this church that I plan to share.
A lonely pair of 70DACUs in helper service drift past Pennsylvania Railroad EFS-17M (aka EMD GP9) #7048, which replaced K4s #1361 as a display at Horseshoe Curve.
#7048 is fresh from its most recent cosmetic restoration, which included correctly painting the locomotive in its as-delivered Dark Green Locomotive Enamel, and lettering from the correct PRR diagrams. The low autumn morning sun shows the color is, in fact, green! The museum accomplished this for less than $5,000 and over 120 hours of volunteer labor. To support the museum's efforts, including the rebuilding of K4s #1361 to operation and other projects (a PC N-10 Cabin is next), visit www.railroadcity.org
How much time is appropriate to spend with the pigeons? You could replace all of your television watching time.
As Norfolk Southern continues to slowly but surely replace the vintage CPLs which are still left here in Virginia, particularly in the Shenandoah Valley, it was time to stop making excuses, and prioritize shooting them. A buddy joined me for 2 days of a wild mission shooting sunrise to last light. Having already shot Pkin, we opted to go for Vesuvius upon learning that 11Z was coming our way. The storm clouds were rolling in, and the shadows were getting long, as we nervously awaited 11Z's arrival. As they rolled through, we were treated to absolutely spectacular late afternoon lighting in this legendary location. Fans of O. Winston Link may recall he shot a few of his scenes here in Vesuvius, Virginia, and it is today just as beautiful, rural, and peaceful as it was back in the days of N&W steam railroading. I will be back out trackside soon no doubt, but without any pretense of being owed any luck. The train Gods owe me nothing.
This unit was used to collect commercial recycling by Waste Management of Wheeling for a number of years before being replaced more recently by a Peterbilt/McNeilus rear loader powered by Compressed Natural Gas.
Replacing an earlier scanned slide with a better version 24-Feb-16.
This aircraft was delivered to the Polish Air Force serialled '102' in Apr-66. It was transferred to LOT Polish Airlines as SP-LSI in Mar-75.
The aircraft was sold to Balkan Bulgarian Airlines as LZ-BEH in Jul-91 and re-registered LZ-ZAH in 1999. It was sold to Phoenix Aviation as EX-75905 in 2000 and sold to Intal Air in 2003. Withdrawn from use and stored by 2006. No further information.
This place replaced long-time "institution" Pop's Burger which I posted previously. The reviews seem okay but the neon and 1960s art are missing with only a plane hanging inside adding something unique. It is located near or on one of the flight paths to the Winnipeg airport.
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Replaced photo! Apologies for bad shot !i think I will leave her now added whiskers and some fade colour to background.thanks Krissie for original shot 👍
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 24-May-23.
Named: "Sundance Kid".
First flown with the Airbus test registration F-WWIR, this aircraft was delivered to GECAS, leased to Virgin Atlantic Airlines and sub-leased to Virgin Sun Airlines as G-VKID in Dec-99.
Virgin Sun was closed down by Virgin Atlantic and the aircraft was returned to the lessor in Nov-01 and stored at Bristol-Filton, UK. It was moved to Dublin, Ireland in May-02 and leased to Transair Sweden as SE-RCD the following month.
Transair Sweden immediately wet-leased it to GOODjet and operations continued until the aircraft was repossessed by GECAS in Dec-02 and stored at Bordeaux, France (Transair Sweden was declared bankrupt in Jan-03 with debts of USD 3 million).
The aircraft was leased to Iberworld as EC-IMU in Mar-03. It was damaged at Madrid in Oct-08 when the nosewheel collapsed in the hangar during scheduled maintenance. It was repaired and repainted all white but didn't return to service until Feb-10.
The aircraft was returned to the lessor in Oct-10 and immediately leased to Rossiya - Russian Airlines as VQ-BDR. It returned to the lessor in Feb-18 and was stored at Shannon, Ireland. At the end of May-18 it was sold to Sunrise Asset Management Inc and leased to Allegiant Air as N235NV. Current, updated 24-May-23..
The Daf 1949 A-1500 Series trucks were replaced by A-1600 truck. It received a new designed cabin in 1959 and a new range of engines. The four-part windshield with a central split was only used in 1959. For the 1960 model cabin the central split disappeared.
The first series had a three horizontal strip front grille, in 1964 reduced to only two strips. Around 1964 the small ventilation openings under the A-pillar were replaced by two small ventilation grilles alongside the cooling grille.
L6 petrol or Diesel engine.
Production DAF new A-Series: 1959-1970.
Production A-Series this version: 1964-1970.
Original Dutch reg. number: 1968 (not known anymore, Jan. 2023).
This flatbed truck is part of the Daf Museum collection and is on display in Daf Museum, Eindhoven.
Scan from a postcard.
Publisher: Stichting Vrienden van het Daf Museum for Daf Museum, Eindhoven (1990s).
Original photographer and date unknown.
Postcard collection: Sander Toonen.
Halfweg, Jan. 2, 2023.
© 2023 Daf Museum/Sander Toonen Halfweg | All Rights Reserved
Replacing an earlier scanned slide with a better version 15-Feb-15, plus Topaz DeNoise AI 30-Oct-22.
Operating a charter on behalf of Scanair.
Named: "Odd Viking".
This aircraft has quite a simple history. Delivered new to SAS in Oct-56, it flew with them for 11 years until it was traded in to Sud Aviacion in part-exchange for Caravelles.
It was stored at Bordeaux, France in Aug-67. It was sold to Air Management Corp in Aug-74 and continued to be stored at Bordeaux until it was finally scrapped in 1980. Oddly, it spent more time sitting on the ground at Bordeaux (13years) than it did in service with SAS.
Galloping Goose is the popular name given to a series of seven railcars (officially designated as "motors" by the railroad), built in the 1930s by the Rio Grande Southern Railroad (RGS) and operated until the end of service on the line in the early 1950s. They were derived from full-sized automobiles.
Originally running steam locomotives on narrow gauge railways, the perpetually struggling RGS developed the first of the "geese" as a way to keep its contract to run mail into towns in the Rocky Mountains in Colorado. There was not enough passenger or cargo income to justify continuing the expensive steam train service at then-current levels, but it was believed that a downsized railway would return to profitability. The steam trains would transport heavy cargo and peak passenger loads, but motors would handle lighter loads.
Motors were not only less expensive to operate, but were also significantly lighter, thus reducing impact on the rails and roadbeds. This cost saving meant that the first Goose was paid off and making a profit within three weeks of going into service. RGS built more Geese, and operated them until the company abandoned their right-of-way in 1952
History
The RGS built its first motor in 1913, as a track maintenance crew vehicle. This was wrecked in 1925, but inspired the idea of using motors for scheduled service.
All of the "geese" were built in the railroad's shops at Ridgway, Colorado. The first was built in 1931 from the body of a Buick "Master Six" four-door sedan. It was more conventional in its construction than the later geese, though it had a two-axle truck in place of the front axle. Part of the rear of the car was replaced by a truck stake-bed for carrying freight and mail; this was later enclosed and partially fitted with seating. It was used for two years to carry passengers, US Mail, and light freight before being scrapped. A second "goose" was built in the same year from another Buick, but later versions used Pierce-Arrow bodies except for No.6, which was constructed partly out of parts taken from the scrapped No.1.
No. 2 and No. 6 were constructed with two trucks, with the rear truck powered on both axles. No.2 had an enclosed freight compartment (like a very short boxcar), while No.6 had an open bed similar to No.1 (but larger). It was used only for work train service. The other four had three trucks and were articulated in the same manner as a tractor-trailer truck. In these, the second truck was powered, and the freight compartment was essentially a conventional boxcar.
Initially, the "geese" were painted in black and dark green. In 1935 they were all painted in a silver scheme which they retain to this day, though the style of lettering and heralds changed over the years. In 1945, No.3, No.4, and No.5 were rebuilt with Wayne bus bodies (at least the front half) replacing the old Pierce-Arrow bodies. This provided more passenger seating and comfort. A year later they also received new war surplus GMC engines.
In 1950, when the railroad finally lost its mail contract (in favor of highway mail carriers), No.3, No.4, No.5, and No.7 were converted for tourist operations, and the "Galloping Goose" name was officially recognized by the railroad. Large windows were cut in the sides of the freight compartments, and seating was added. A figure of a running goose and the words "Galloping Goose" were added to the carbody doors. This service lasted only two years, and the last work of the "geese" on their home line was to take up the rails.
It is unclear exactly where the name "Galloping Goose" comes from. It is mostly commonly suggested that it referred to the way the carbody and the freight compartment tended to rock back and forth on the line's sometimes precarious track. It is also suggested, though, that the name arose because the "geese" were equipped with air horns rather than the whistles of the steam locomotives. The name was used informally for years before the tourist operations, though the railroad officially referred to the units as "motors".
A similar unit was built for the San Cristobal Railroad, and was rebuilt by RGS in 1934–35. When the San Christobal folded in 1939, this unit was returned to the RGS railroad and dismantled, with some parts going to rebuild and maintain Goose No. 2.
The Galloping Goose Regional Trail on Vancouver Island was named after a similar unit that ran on the Vancouver Island section of the Canadian National Railway from 1922 to 1931.
Galloping Goose No.5 (along with many local landmarks) was popularized in C. W. McCall's song, "Gallopin' Goose".
Surviving units
Of the seven "geese", only No.1 does not survive; it was scrapped in 1933. However, a replica was built in 2000 for the Ridgway Railroad Museum and is operational today. The other six are located as follows:
*Geese No.2, No.6, and No.7 are preserved at the Colorado Railroad Museum and are operational.
*Goose No.3 was sold to Knott's Berry Farm and is operated regularly during off-season periods when park attendance is low.
*Goose No.4 was on static display in Telluride, Colorado. It was restored to operation in Ridgway, Colorado, as of June 2012. With the restoration of Goose No.4, all of the Geese are now operable. Goose No.4 was moved back to Telluride in May 2013.
*Goose No.5 was bought by the city of Dolores, Colorado. After restoration in 1998 it is now operated from time to time on the Cumbres and Toltec and Durango and Silverton tourist railroads, as well as at the Colorado Railroad Museum.
(Wikipedia)
Replacing an earlier scanned print with a better version 03-Feb-19.
Built in Feb-66 by Short Brothers & Harland in Belfast, NI, UK. The aircraft was first flown with the Shorts test registration G-52-13 and delivered to the UK Royal Air Force serialled XR368 in Mar-66.
A high level decision at the UK Ministry of Defence saw the whole fleet grounded by mid 1976 and this aircraft was sold to Pan African Freight Liners as G-BEPS in Apr-77.
The aircraft was sold to TAC HeavyLift in Sep-78 and transferred to HeavyLift Cargo Airlines in Oct-80. It was permanently retired at Southend, UK in Apr-01 and was eventually broken up there in Oct/Nov-08.
Replacing an earlier scanned photo with a better version 18-Sep-22 (DeNoise AI).
Yellow/lilac 'Reso'cha' special livery.
This aircraft was delivered to JAL Japan Airlines as JA8116 in Dec-72. It was leased to Japan Asia Airways in Jul-92 and returned to JAL in May-93.
In Nov-96 the aircraft was transferred to JAC Japan Air Charter, JAC was renamed JALways in Oct-99. It continued in service until it was withdrawn from use and stored at Tokyo-Narita in Nov-01.
The aircraft was sold to Boeing in Feb-02 and immediately leased to Orient Thai Airways as HS-UTH. It was transferred to their subsidiary 'One-Two-Go' in Dec-04. It was noted stored at Jakarta (CGK), Indonesia in May-05. Permanently retired, it was broken up at Jakarta-CGK in Dec-05.
To replace their fireless steam locomotive Glaxo acquired 08678 from BR. Withdrawn from Tinsley in October 1988, it arrived on-site in May 1989 and was in use until rail traffic ceased in April 1994. In these latter years the method of working changed with traffic being exchanged in the sidings next to Plumpton Junction signal box and the Glaxo loco working the full length of the branch. This may have been because of concerns over the condition of the unusual rolling bridge that carries the branch over the Ulverston Canal. On 22 January 1994 08678 was seen making its way along the branch from Plumpton Jn with an assortment of tank wagons conveying acetone and caustic soda. The loco is now part of the WCRC fleet at Carnforth. Scan from 645 Kodak T-Max 400 neg.
Replacing an earlier scanned photo with a better version 13-Mar-21 + DeNoise AI 05-Nov-22.
I think this final Canadian Airlines livery was the best they ever had.
Fleet No: "881".
Named: "Maxwell W. Ward" (Canadian Aviation Pioneer and founder of Wardair).
First flown with the Boeing test registration N6018N, this aircraft was delivered to Canadian Airlines International as C-GMWW in Dec-90. Canadian Airlines was merged into Air Canada in Apr-01 and the aircraft continued in service until it was sold to Pegasus MSN 24883 LLC as N987PG in May-05.
It was leased to Aerolineas Argentinas the following month as LV-BBU. The aircraft was withdrawn from service and stored at Buenos Aries (EZE), Argentina in Apr-12. It was returned to the lessor as N278AW and stored at Marana, AZ, USA in Jun-12. In Aug-12 it was sold to Eirtrade Aviation Ireland and permanently retired at Marana. The registration was cancelled in Sep-12 and the aircraft was last noted still at Marana in Oct-13 without engines.
In the fabulous Gloucester cathedral cloisters I had taken one handheld shot to the left with my compact Canon G6 and another to the right, then as an afterthought took one in the centre. Back at the ranch I wondered if they would merge . . .
Some Hogwarts corridor scenes in the Harry Potter films are shot in these cloisters.
The cloisters at Gloucester Cathedral are the earliest surviving fan vaults, apparently designed between 1351 and 1377 by Thomas de Cambridge.
Originally built to house the monks, the cloisters provided space for them to live, work and meditate. In many abbeys, the cloisters were traditionally built on the south side, but at Gloucester, it unusually lies on the north.
Using the normal Benedictine layout, all of the domestic buildings would have originally branched off three of the cloister walks.
Begun in the late 14th century and finished by Abbot Froucester before 1412, it replaced an earlier Norman cloister.
The design itself incorporates a row of twenty carrels (niche like spaces), which would have originally houses desks for the monks to study. The Cloister also includes a lavatorium, (washing place) which would have made use of a local stream.
In PMT livery but with Crosville fleetnames, GMB 377T is a Leyland National 11351A/1R, new in 1978 as Crosville SNL377. It later had its Leyland engine replaced by a Gardner unit, and passed to PMT with the Wirral and Chester area operations of Crosville.
In the late 1980s Network SouthEast placed contracts for 710 trainsets to replace the Southern Region's EPB suburban slam door stock. The contract led to the delivery of the Networker class 465 and 466 units. Once deliveries were underway the EPB units began to be withdrawn from service but prior to scrapping the units were stripped of reuseable components at Bournemouth depot in Dorset. Scrapping took place at Margam in South Wales, under the auspices of an organisation called Gwent Demolition.
A regular Tuesdays and Thursday-only movement for several years in the early 1990s was the dragging of withdrawn EPB stock from Bournemouth to Margam. Here 47579 'James Nightall G.C.' hauls 4 EPB cars up Parkstone bank while running 7V15, the 0928 Bournemouth to Margam.
After ETH-conversion in 1981 from 47183, 47579 returned to Stratford depot in East London and stayed until 1990 when it moved across London to Old Oak Common. From Old Oak 47579 operated on both the Thames Valley services to Oxford and Newbury as well as the West of England line to Exeter from Waterloo.
In April 1993 47579 was released from regular passenger operation and was assigned to a dedicated NSE pool related to new stock delivery: effectively tying the locomotive into the Networker programme. As well as Networker delivery runs thus pool also provided traction for the Bournemouth to Margam runs.
47579 survived the mass cull of class 47s through the 1990s and in 2017 the locomotive is preserved at Mangapps Railway Museum in Essex.
Replacing an earlier scanned photo with a better version 23-Aug-22 (DeNoiseAI).
-Rendesvous-, China World Tail livery.
This aircraft was delivered to British Airways as G-DOCM in Mar-92. It was sold to a lessor in May-99 and leased back to British Airways. It was sub-leased to DBA.com (previously Deutsche BA, Germany) in May-04, returning to British Airways in Jul-04.
The aircraft was returned to the lessor in Nov-04 as N843BB and stored at Greensboro, NC, USA. It was leased to Sundowner Oklahoma City LLC in Dec-04 and operated on their behalf by Ryan International Airlines for the US Department of Justice.
It was stored at Miami, FL, USA in early 2011. The aircraft was sold to Aviation Technologies Inc and permanently retired. It was last noted still at Miami in Oct-11 in poor condition and without engines.
Excerpt from militarybruce.com/restoring-the-past-the-canadian-nationa...:
Originally built around 1907, the single-story station replaced an earlier two-storey station. It was considered a union station, as it served both the Great Western Railway and Hamilton & Northwestern Railway, two historic railway companies that operated in southern Ontario from the mid to late 1800s.
Both railway companies were taken over by the Grand Trunk Railway, which itself was taken over by Canadian National Railway in 1923.
A unique feature of the station was that it had operators bays at both the front and back of the building.
In 1996, CN abandoned the line, by then known as CN Cayuga Subdivision, and sold the aging station. The tracks, which hadn’t seen trains running along it for years, were removed.
Re-purposed into a book store called “Neat Little Bookstore,” the station was later occupied by “Michaud Fine Woodworking.” Growth in the company, now called “Michaud Toys” caused it to look for bigger accommodations.
The former station sat vacant for several years before it was finally sold, this time by Tim Hortons Corporation, the famous Canadian coffee chain, for a new Tim Hortons location.
Not wanting to see the station demolished, the local Walpole Antique Farm Machinery Association (WAFMA) approached Tim Hortons about buying and moving the station. Tim Hortons agreed to sell former station to them for one dollar.
Members of the WAFMA fundraised in order to move the century-old station to the WAFMA property, owned by Association president Larry Moyer and his wife Margaret, at the south end of Jarvis.
Also required was a complete restoration of the station, along with adding new plumbing, hydro servicing and building of a new concrete foundation. The station’s deteriorating roof shingles were replaced with a new steel roof.
In October 2016, the station was moved from its home of 99 years to the WAFMA property, slowly through fields and on back roads. A small section of track was laid across the front of the station, simulating the rail line that it used to serve.
The station now serves as a local museum, with historic railway artifacts, maps, photographs, signs, model trains and other artifacts from the history of Jarvis.
Having been associated with the DfT sponsored hire arrangement between Direct Rail Services and Northern Rail almost since its inception in May 2015 37 401 'Mary Queen of Scots' is seen passing the terraced cottages at Comley Bank on the approach to Aspatria station. She is working train 2C45 the 09.18 Barrow-in-Furness to Carlisle on a grey damp winters morning.
Northern Rail are keen to dispense with this hire arrangement ASAP but it has been subject to a DMU cascade from ScotRail and Anglia releasing suitable class 156 DMU's to Northern which have been delayed. There have been several dates suggested for the final day but one has passed already namely the timetable change on the 8th December. Another possible end date was mid January but a new date of the 28th December is being banded about after 4 x 156's arrived from Scotland in mid December. That said the contract doesn't formerly finish until the end of March 2019, there was never an intention to run them to the bitter end so the two class 37 diagrams could finish at very short notice. I guess the motto "Catch them while you can" holds true. The four year hire period was deemed long enough for Northern Rail to obtain replacement stock after a botched cascade by the DfT in 2015 saw TPE 170's go to Chiltern to be replaced by 156's from Northern who were already short of units to the point it left an operational shortfall of stock.
Replacing an earlier scanned photo with a better version 02-May-18, plus Topaz DeNoise AI 20-Mar-24.
Named: "Caliacan".
Delivered to AeroMexico as XA-AMB in Apr-80, this aircraft was sold to GECAS in Jun-89 and leased back to AeroMexico until it was returned to the lessor in Nov-03.
It was stored at Goodyear, AZ, USA. The aircraft was re-registered N481SG in Jan-04 and remained stored at Goodyear until it was sold to Bravo Air Congo as TN-AHQ in Jan-07.
It operated for just over a year before being stored at Kinshasa in early 2008. It was last reported still stored at Kinshasa in Nov-11 and has presumably been broken up.
As the clouds break, the Santa Fe duo leads M-CHIGAL (CHIGAL now runs 7 days a week replacing L-CHI102 5 days) west through Lockport, IL.
Replacing an earlier scanned 6"x4" print with a better version 15-Mar-18, plus Topaz DeNoise AI 12-Nov-25.
With additional 'Freightmaster' titles.
This aircraft was delivered to BEA British European Airways as G-AOYJ in Jan-58. It was wet-leased to Cyprus Airways in Oct-65, returning to BEA in May-70. It was sold to Cambrian Airways in Oct-70.
In early 1971, BEA formed British Air Services and merged both Cambrian Airways and BKS Air Services into it although they both kept their separate identities. At the end of Mar-74 both airlines were merged into the newly formed British Airways along with BEA and BOAC.
G-AOYJ continued in service with British Airways until it was sold to BAF British Air Ferries in Apr-81. It was wet leased to Air Algerie between May/Sep-81. It was sold to Panavia Air Cargo in Jan-84 and leased back to BAF.
In Aug-84 the aircraft was re-registered G-BLOA and was sub-leased to Manx Airlines between Oct-84/Feb-85. Manx Airlines sub-leased it again for a couple of weeks in Oct-85. It was sub-leased to Guernsey Airlines in Jun-86, returning to BAF in Sep-87.
In Jan-89 the aircraft was sub-leased to Securicor Air Cargo for a year, returning to BAF in Jan-90. BAF was renamed British World Airlines in Apr-93 and the following month the aircraft was retired at Southend, UK. It was broken up there in Aug-96.
Replacing an earlier scanned photo with a better version 19-May-22 (DeNoise AI)
"N'debele - Martha", Southern Africa World Tail livery.
Operated by British Airways franchise partner, British Regional Airlines.
First flown with the British Aerospace test registration G-4-018 in Jul-93, this aircraft was due for delivery to Markair (USA) as N140MA but the order was cancelled and the aircraft was stored.
It was registered to Jetstream Aircraft Ltd (British Aerospace) as G-BVKT in Mar-94 and leased to Manx Airlines Europe as G-MAJB in Jun-94. It was operated on behalf of British Airways Express from Jun-95.
In Sep-96 the aircraft was transferred to BRA British Regional Airlines while the operation on behalf of British Airways Express continued. The 'Express' titles were dropped in Jun-97.
British Regional Airways was merged into British Airways CitiExpress in Mar-02 while the operation for British Airways continued. The aircraft was withdrawn from service and stored at Hull-Humberside Airport, UK in Apr-03.
It was sold to Eastern Airways (UK) in Jul-03 and remained stored until it entered in Sep-03. In Sep-16 the aircraft was wet-leased to the UK Coastguard and painted in their full livery.
It was returned to Eastern Airways in Jan-17 and repainted in their full livery before returning to service. Now almost 29 years old it continues in service. Updated 07-Mar-22.
06.08.2023.- Szombathely
The first week of August 2023. brought really rainy weather and caused floods all over Central Europe.
Because of this, for two-three days almost the whole Slovenian railway network was unable to operate.
Some trains were replaced by buses, some were cancelled, and some of them had to run on detoured.
The seasonal night connection between the Slovak, Austrian capitals and Split - for only one time - used another way to reach the sea. They decided to run the train via Hungary: Hegyeshalom - Szombathely -Gyékényes.
On my picture the EN1152 (Split - Bratislava hl. st.) is leaving behind the cloudy Kőszeg Mountains - the eastest part of Alps - to head northwards, to reach Vienna and Bratislava.
Replacing an earlier scanned slide with a better version 10-Mar-22 with Topaz DeNoise AI.
Operated for Airbus Industrie by Aeromaritime.
This aircraft was built from parts of other Boeing 377 / C-97's. It was first registered N211AS to Aero Spacelines Inc, California, USA in Sep-69 and had it's first flight in Aug-70.
It was delivered to Aeromaritime, France as F-BTGV in Sep-71 and operated on behalf of Airbus Industrie for 25 years until it was retired in Jun-96.
The aircraft was ferried to Bruntingthorpe, UK in early Jul-96 and presented to a preservation group. It stayed at Bruntingthorpe for another 25 years. Unfortunately the airfield owner sold the land in Nov-20 and as the aircraft could no longer fly, it was broken up in Jan-21, which is very sad!
However, the flight deck section from the swinging nose has been preserved and is awaiting display at the South Wales Air Museum at St. Athan, UK. Updated 12-Mar-22.
There is another one in the museum at Toulouse Airport...
The next step. My mechanic friend Dave, pulling the engine out of a 1975 Aston Martin Vantage. The Aston Martin is undergoing a complete restoration for a client in Vancouver BC Canada. Dave will rebuild the engine bumping the horsepower up, replacing the automatic transmission with a Tremec 5 speed gearbox, lowering the suspension and upgrading the disc brakes to a larger size. While he is working on that the body will go to Coachwerks, a shop well known for restoring mid 50's Mercedes Gull Wing cars for the world! They will give it a complete make over and repaint while the existing leather upholstery will be replaced with new burgundy leather by another local artisan in Victoria BC Canada. The restoration will take close to a year. We have a wealth of specialists in our city who restore cars of all descriptions.
Replacing an earlier scanned 6"x4" print with a better version 29-Jan-21.
Fleet No: "605". Named: "Al-Muharraq".
This aircraft was delivered to Gulf Air as A4O-GJ in Jun-89. It was sold to a lessor in Jun-00 and leased back to Gulf Air, it was also repainted in in a '50th Anniversary' livery later the same year.
Gulf Air was originally owned by four Arabian Gulf countries, Bahrain, Qatar, the UAE (Abu Dhabi) and Oman. Qatar left the group when they formed Qatar Airways in 1994 and the UAE (Abu Dhabi) pulled out in 2003 when they formed Etihad Airways.
That left Bahrain and Oman. All Gulf Air's aircraft had been registered in Oman until they decided to invest more in the fledgling Oman Air and pulled out in 2007. As a consequence, all of Gulf Air's aircraft were re-registered in Bahrain. A4O-GJ became A9C-GJ in Nov-07.
Gulf Air had to downsize to survive and this aircraft was returned to the lessor and stored at Dublin, Ireland in Apr-08. It was sold to Wells Fargo Bank Northwest as N182AQ in Jan-09 and in Apr-09 it was moved to Maastricht, Netherlands for further storage.
It was at Maastricht for two years before making it's final move to Sanford, FL, USA in Mar-11, still in Gulf Air's 50th anniversary livery. The aircraft was sold to Bank of Utah in Jul-12 and permanently retired. It was broken up at Sanford in late 2014. Updated 29-Jul-21.
Note: Oman's registration prefix is 'Alpha Four Oscar' (A4O) and not 'Alpha Four Zero' (A40) as some people assume...