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Replacing an earlier digital photo with a better version 27-Sep-20.
Operating on behalf of CMTA Compagnie Mauritanienne de Transport Aerien
Built in 1929, this 17-story Art Deco-style former passenger railroad station was designed by Fellheimer & Wagner to replace the multiple previous train stations and termini in Buffalo, which were scattered throughout the city and belonged to different railroads. The structure stands on the site of the old Union Depot built in 1874, which closed in the early 1920s. The station began construction in 1925 when the New York Central Railroad settled on building their new union terminal in Buffalo at the site, with the station being built to accommodate the expected growth of Buffalo from a city of about 550,000 people to one with 1.5 million people, and to accommodate continued growth in passenger numbers. However, both of these projections never materialized, with the city’s population growth and the railroad’s passenger numbers growth, already slowing in the 1920s, slowing further due to the Great Depression during the 1930s, and then beginning a long, steady decline, only being briefly buoyed by World War II before falling out of favor as automobile travel proved more flexible and air travel more swift than train travel. Due to these circumstances, the terminal was overbuilt and never reached its full capacity during its operations, only coming close during World War II due to resource shortages and mass mobilization of the United States during wartime. The terminal was offered for sale by the New York Central Railroad for one million dollars in 1956, but found no buyers, with continuing declines in passenger numbers, coupled with the decline in the population of Buffalo itself, leading to several services being ended during the 1950s and 1960s. In 1966, the railroad, in an effort to save costs and downsize their facilities, demolished several outbuildings in the complex, and in 1968, the once powerful New York Central Railroad, a husk of its former self, merged with the Pennsylvania Railroad in an attempt to consolidate their expenses and save both companies, but this merger proved unsuccessful, leading to their bankruptcy in 1976, with both railroads absorbed into the public-private partnership known as Conrail.
In the meantime, Amtrak was formed in 1971 to provide passenger rail service in the United States, operating out of the terminal until 1979, with the agency facing budgetary limitations that did not allow them to renovate the aging structure, which, when coupled with the massive expenses of keeping the building comfortable, dry, and well-lit, led to the agency building two smaller stations in Buffalo during the 1970s to replace it. The terminal was subsequently purchased by Anthony T. Fedele, whom managed to maintain the building in decent condition, but was unable to find any interested developers to reuse the building, and eventually fell behind on taxes, leading to the building being seized at foreclosure so the taxes could be recouped by the government. During the time it was owned by Fedele, the building was vacated by Conrail’s offices between 1980 and 1984, and was listed on the National Register of Historic Places in 1984, with the final operations at the terminal, the interlocking towers that once signaled trains arriving at the station, being shut down in 1985. In 1986, the building was purchased at auction by Thomas Telesco, whom did not maintain the building, selling off many artifacts and fixtures from its interior, and proposing grandiose and unrealistic schemes of what he would do with the building, including being a stop on a high-speed rail line between New York and Toronto. The building was then sold to Bernie Tuchman and Samuel Tuchman, with the building seeing further elements removed and sold, and the building continuing to decay.
In 1997, the terminal, then in poor condition, was purchased by Scott Field of the Preservation Coalition of Erie County, whom paid for the building’s back taxes, and shortly thereafter, formed the Central Terminal Restoration Corporation, transferring ownership of the building to the organization. The building was stabilized and secured under the stewardship of the Central Terminal Restoration Corporation, which opened the building for public tours in 2003, and holds many fundraising events at the station every year. The building has been preserved, but a restoration or adaptive reuse of the structure has so far remained elusive.
The building features a brown brick exterior with an octagonal corner tower, with a large barrel-roofed main concourse structure wrapping around the tower to the south and east. The facade of the tower features multiple setbacks, chamfered corners, corner clock faces at the roofline above the twelfth floor, a rotunda with large archways and buttresses atop the tower with a decorative trim crown at the parapet, vertical window bays that stretch from the building’s base to the roofline, large entrances with metal canopies, large transoms, and stone surrounds, pilasters, and stone trim and caps atop the parapets. The main concourse portion of the building features large arched curtain walls at the ends of its barrel vaulted roof, a cavernous barrel vaulted interior, large metal canopies over the entrances, and a tunnel underneath that once allowed traffic on Curtiss Street to run beneath the building, though this has been closed since the 1980s due to the building’s decay, with a light court between the waiting room and a low-rise office block in the front, which sits just east of the tower and presents a similar facade treatment to that of the tower, with vertically accentuated window bays and pilasters. The rear of the building is more spartan in appearance, with a scar from the former location of the entrance to the train concourse to the rear, with the connecting structure having been removed following the discontinuation of railroad services at the building in 1979. The train concourse features multiple platforms with Art Deco-style aluminum canopies with sleek columns, thin-profile roofs, and rounded ends, with the train concourse featuring arched clerestory windows and a gabled roof, and being in a rather advanced state of deterioration with vegetation having grown throughout the structure and the surrounding abandoned tracks between the platforms. Attached to the southwest corner of the main building is the baggage building, a simpler six-story Art Deco-style structure with a buff brick exterior, a penthouse above the main entrance to the building, pilasters, vertically accentuated window bays, steel windows, stone spandrel panels, stone trim, and stone parapet caps, with long canopies along the base of the front and rear of the building that protected incoming and outgoing mail and baggage from inclement weather. To the west of the baggage building is the one-story mail processing building, which features a similar facade treatment, with the main difference besides height being the rooftop monitor windows in the middle of the building’s roof. Southwest of the baggage and mail processing building, sitting close to Memorial Drive, is a structure that formerly housed the Railway Express Agency, which is more utilitarian than the rest of the surviving complex, and is in an advanced state of decay, with the demolition of the structure being planned to take place sometime this decade. The structure features large window bays with steel windows, stucco cladding on the brick structure, and the remnants of canopies on the north and south facades of the first floor, with a long and low one-story wing to the rear.
The complex is one of the largest designed by Fellheimer & Wagner, and has maintained a remarkable state of preservation in its original form with few changes since its construction, besides some damage from the years of decay and neglect in the 1980s and 1990s. Another notable structure by the firm, and one of the most well-known railroad stations in the world, is Grand Central Terminal in New York City, which was also built for the New York Central Railroad. In addition to Grand Central Terminal, the firm also designed terminals that are more similar in appearance to the Buffalo Central Terminal, including Union Station in South Bend, Indiana, and Cincinnati Union Terminal, with Grand Central Terminal, Buffalo Central Terminal, and Cincinnati Union Terminal being among the largest, most impressive, and most significant railroad stations ever built in the United States. The station, though unrestored, is still impressive, and hopefully will be eventually adaptively reused for an economically sustainable function.
Replacing an earlier scanned photo with a better version 20-Sep-22 (DeNoise AI).
This aircraft was originally ordered by Presidential Airways as N415XV but the order was cancelled. It was first flown with the British Aerospace test registration G-BPBT in Jan-89.
It was converted to a B.Ae 146-200QC ('Quick Change') with a main deck cargo door in May-89 and could be used in either the passenger or cargo role.
It was leased to Ansett New Zealand in Oct-89 and re-registered ZK-NZC in Jan-90. The aircraft was withdrawn from service and stored at Christchurch, NZ in Jul-99. It was sold sold to Titan Airways (UK) as G-ZAPN in Sep-99.
It was wet-leased to British Airways Citiexpress between Aug/Dec-02. The aircraft was damaged at Manchester UK when it was hit by a set of steps during high winds on 15-Dec-02. It was repaired and returned to service on 13-Jan-03.
The aircraft continued in service with Titan Airways until it was withdrawn from use in Mar-13 and sold to Pionair Australia later the same month.
The aircraft was converted to a permanent cargo role and operated by Skyforce Aviation as VH-SIF in May-13. It returned to Pionair Australia in Aug-13.
It was noted still in service with Pionair in Jan-22, and still in its last Titan Airways basic livery (black rear fuselage/tail with the big sun and stars!). However, it's now shown in most databases as 'stored'. It's now 33 years old. Updated 20-Sep-22.
WEEK 51 – Union Avenue OfficeMax, Set IV
Since we’re getting ready to leave the store anyway, we might as well begin to shift our vantage point to face over in that general direction. In the distance, beyond all the furniture display pieces in the foreground, you can make out the services alcove I was discussing on Thursday, which comprises the entrance/exit, the print center, and the registers. Note on the right how that blue paint color shows the way in which that wall shifts inward; presumably there’s stockroom space hidden on the other side.
It’s a little hard to see from this far away, but if you zoom in, you’ll see that underneath the “Thank you for shopping OfficeMax” text, there’s a second line which reads “Also shop online at officedepot.com.” The “officedepot.com” part is a red rectangle which doesn’t necessarily stand out at first glance, but it’s worth mentioning that that merger, of course, was much more recent than when this décor was introduced… indeed, that red rectangle is simply a new sticker, placed directly overtop the old officemax.com reference. We previously discussed this phenomenon at this description, and similar to what I did there, I must also express curiosity here as to why that URL reference would have been replaced at this store but every single other OfficeMax logo was left untouched – after all, all of those have officemax .com references, too!
(c) 2021 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
Replacing an earlier scanned photo with a better version 16-Oct-18.
In basic Air Aruba livery with Britannia titles just after return from winter lease in Apr-92.
First flown with the Boeing test registration N60697, this aircraft was delivered to Britannia Airways as G-BYAA in Apr-91. It was leased to Air Holland as PH-AHM in May-91 and immediately wet-leased to Air Aruba. It was returned to Air Holland and to Britannia as G-BYAA in Oct-91. It was wet-leased direct to Air Aruba in Nov-91 and returned to Britannia in Apr-92. Britannia Airways was renamed Thomson.Co.UK (operated by Britannia Airways) in Apr-04, then to Thomsonfly.com (operated by Britannia Airways) in Nov-04. Britannia was officially renamed Thomsonfly.com in May-05. The aircraft was due to be leased to to SilverJet (FlyJet Ltd) in Mar-08 but the lease was cancelled and SilverJet ceased operations in May-08! Thomsonfly was renamed Thomson Airways in Nov-08. The aircraft was leased to Garuda Indonesia Airways in Nov-08 for a Haj Pilgrimage operation, returning to Thomson in Jan-09. On it's return it was sold to AeroTurbine Inc as N152AT and permanently retired at Goodyear, AZ, USA. The registration was cancelled in Mar-12.
Replacing an earlier scanned photo with a better version 26-Jul-17 + DeNoise AI 18-Oct-22.
Fleet No: "50M".
replaced the M9 with an M-P (240) :D
Having sold off a lot of old gear including most of my old Nikon kit, I also got hold of a 35mm 1.4 Summilux FLE
4th August 2018 - CM Coaches Volvo B7 and Target Travel Volvo B10M SUI8207 load outside Exeter St David's Station whilst operating rail replacement services between Exeter and Salisbury due to a strike by South Western Railway staff.
White Mountain Puzzles Inc.
1,000 pieces
24 inches x 30 inches
61 cm x 76 cm
E-books are great, but they'll never replace the *lift-up* *pull-out* *pop-up* *scratch & sniff* *touch & feel* interactive fun from the children's books for the youngest of readers.
Our personal favorite in this collage: "The Giving Tree," by Shel Silverstein.
Replacing an earlier scanned photo with a better version 10-Sep-21 (DeNoise AI).
Named: "Byron Bay".
This aircraft was delivered to QANTAS Airways as VH-OGU in Aug-98. It was leased to Australian Airlines between late May and early Jul-99. The aircraft was retired by QANTAS in Dec-14 and was stored at Alice Springs, NT, Australia in Jan-15.
The aircraft was ferried to Victorville, CA, USA in Oct-15 and sold to ShunFeng Airlines (SF Airlines Cargo, China) as N207CR a few days later. It was transferred to Wells Fargo Bank Northwest, as Trustee, the same day.
It remained stored at Victorville until Jan-16 when it was ferried to Singapore-Paya Lebar for cargo conversion. It was converted to freighter configuration with a main-deck cargo door in Jun-16 and transferred back to SF Airlines Cargo as B-6996. Current, updated Mar-21.
Replacing an earlier scanned 6"x4" print with a better version 27-Feb-22 (DeNoise AI).
First flown in Apr-88 with the British Aerospace test registration G-5-103, this aircraft was due to be delivered to Presidential Airways (USA) as N412XV but the order was cancelled and it was re-registered with British Aerospace as G-OLCB in Jul-88.
The aircraft was leased to the Jet Acceptance Corporation (USA), still as G-OLCB, and sub-leased to American Airlines in Oct-88. It had been due to become N693AA but that wasn't taken up. It was returned to Jet Acceptance Corp in Apr-89 and leased to Loganair (UK) in May-89.
It returned to the lessor in Jan-92 and stored until Mar-92 when it was leased to Loganair again (short term) before being returned to British Aerospace in Apr-92. It was leased to Malmo Aviation (Sweden), still as G-OLCB, in May-92, returning to British Aerospace in Feb-93.
In Apr-93 the aircraft was leased to Jersey European Airways as G-JEAK. It was wet-leased to CityJet (Ireland) in Mar-00. While it was with CityJet, Jersey European was renamed British European Airways in Jun-00 and the aircraft was returned to them in Sep-00.
British European was renamed FlyBe Airlines in Jul-02. The aircraft continued in service until it was returned to British Aerospace in Apr-07 and stored. It was leased to Hemus Air (Bulgaria) as LZ-HBZ in Jun-07. It was wet-leased to Belle Air (Bulgaria) between Jul/Oct-08.
Hemus Air also wet-leased it to Taban Airlines (Iran) in Sep-07. By the time it returned, Hemus Air had become Bulgaria Air and it was returned to them in May-11. The aircraft was withdrawn from service and stored in Nov-11. It returned to service in Aug-14 and was stored again in Jun-16 and returned to BAE Systems.
The aircraft was sold to Neptune Aviation Services (USA) as N477NA in Sep-16 and was converted to a fire-fighting tanker, operating as 'Tanker 15'. It was put into winter storage at Missoula, MT, USA in Nov-21. It's now 34 years old. Updated 27-Feb-22.
Replacing an earlier scanned photo with a better version 08-May-16.
Delivered to Thai Airways International as HS-TMG in Jul-92, the aircraft was withdrawn from service and stored at Bangkok in Mar-06. It was sold to UPS United Parcel Service in May-06 as N257UP and ferried to Roswell, NM, USA for further storage. In Nov-06 it was flown to Singapore-Payar Lebar where it was converted to freighter configuration with a main-deck cargo door by Mar-07. The aircraft continues in service with UPS as of May-16.
Replacing an earlier scanned photo with a better version 07-Nov-17.
Fleet No: '3059'.
Originally built as a DC-10-30CF with a main deck cargo door enabling it to carry passengers or cargo, this aircraft was delivered to World Airways as N109WA in Apr-80. It was sold to a lessor in Feb-82 and leased back to World.
It was sub-leased to Air Florida between Mar-83 and Jul-84. It was also sub-leased to Malaysia Airlines between Jul/Sep-85 for a Haj Pilgrimage operation. The aircraft was leased to United Airlines in Apr-86.
It was sold to United in Sep-86 and re-registered N1859U. In Mar-97 it was converted to a full freighter configuration and transferred to United Airlines Cargo.
The aircraft was retired by United in Dec-00 and initially stored at Marana, AZ, USA. It was moved to Roswell, NM, USA in Dec-01 and was due to be sold to Federal Express (N327FE assigned) but the deal fell through.
It was sold to a lessor in Aug-02 and leased to Brasmex (Brasil Minas Express) as PR-BME in Sep-02. It returned to the lessor in Feb-04 and was stored at Sao Paulo-Guarulhos.
The aircraft was re-registered N478CT in Nov-04 and ferried to Marana the following month for further storage. In Feb-05 it was leased to Arrow Air Cargo.
They ceased operations at the end of Jun-10 and the aircraft was returned to the lessor in Jul-10 and was stored at Opa-Locka, FL, USA. It never flew again and was broken up there in Apr-14.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 16-Jul-24.
Operated for Lufthansa by Lufthansa CityLine.
A different view, taken from the old Emirates offices on the 7th floor of the Control Tower extension.
First flown with the Fokker test registration PH-EXX, this aircraft was leased to DLT Deutsche Luftverkehrgesellschaft as D-AFKN in Jul-91. DLT was renamed Lufthansa CityLine in Mar-92.
It was sold to Lufthansa Leasing GmbH in Jul-92 while the lease to Lufthansa CityLine continued. The 'CityLine' titles were removed in Mar-94 although the aircraft continued to be operated by Lufthansa CityLine.
It was returned to Lufthansa Leasing in Jan-97 and leased to Contact Air in Feb-97 when it became part of 'Team Lufthansa' operated by Contact Air. It changed to Lufthansa Regional in Oct-03.
The aircraft was returned to Lufthansa Leasing in Apr-04 and sold to Air Iceland - Flugfelag Islands as TF-JMN at the end of the month. It was wet-leased to Air Baltic between Apr-09 / May-10. It was withdrawn from service and stored at Woensdrecht, Netherlands in May-17.
In Oct-17 the aircraft was sold to the Avmax Group and leased to Silverstone Air (Kenya) as 5Y-SMO a few days later. It was withdrawn from service in Nov-19 and stored at Nairobi-Wilson. Silverstone Air ceased operations in Mar-20, the aircraft was returned to the lessor and remained stored.
Silverstone Air was rebranded as Jetlite Air in Feb-21 and the lease was transferred. It was wet-leased to Saacid Air, Somalia in Aug-23. Jetlite Air appear to have morphed into DragonFly Aviation, Kenya in Nov-23.
Details are a bit sketchy, however the aircraft appears to have been sold to an unknown operator in Malawi as 7Q-SMO in May-25. Now 34 years old the aircraft appears to be still active. Updated 13-Aug-25.
With Halton Transport having met its demise, various operators have filled the gaps. Arriva have replaced many service runs, including parts of servcies 14A, 61, 62 and 200, Warrington's Own Buses have taken on parts of service 62 and some college work, Stagecoach have taken on some schools work and Ashcroft Travel have taken on services 26/27.
Warrington's Own buses have drafted in additional vehicles from far and wide, including a trio of ex Transdev Lancashire Volvo B7RLE / Wright. 227 (BD12TEJ) is seen in Runcorn old town working a former Halton service 62.
Replacing an earlier digital photo with a better version 04-Jan-20.
Now with 'billboard' titles
Named: "Prince Sebastian".
This aircraft was delivered to Luxair Luxembourg Airlines as LX-LGU in Oct-98. It was sold to Champion Air LLC (Dale Ernhardt Racing) as N500DE in Oct-07. Current, updated 10-Oct-24.
Note: The registration LX-LGU was previously used on a Luxair Boeing 707-344B between 1987/1993 and is currently on a Luxair B737-8C3/SW since 2012.
replaced the other sunset photo, i like this one better. i still have oodles of pictures to upload.
the last 6 days were the highlight of my summer.
Replacing an earlier scanned photo with a better version 07-Aug-21.
-Delft Blue Daybreak-, Netherlands World Tail livery. Operated by British Airways franchise partner Maersk Air UK.
This aircraft was delivered to Maersk Air (Denmark) as OY-APB in Apr-96. It was leased to Maersk Air UK as G-MSKE in Apr-99 and operated on behalf of British Airways under a franchise agreement. The aircraft was returned to Maersk Air (Denmark) as OY-APB in Dec-01.
Maersk Air was merged into Sterling European Airlines in Sep-05. Sterling European ceased operations at the end of Oct-08 and the aircraft was returned to Maersk Finance in Oct-08. It was initially stored at Copenhagen, Denmark and move to Chateauroux (France) for further storage in Dec-08.
It was sold to the Orix Atlas Corporation in late May-10 as F-HCOA and leased to Air Mediterranee (France) in early Jun-10. They ceased operations in Feb-16 and the aircraft was returned to the lessor and stored at Lourdes, France.
In Jun-18 it was sold to Kalitta Charters II LLC (USA) as N375CK and ferried to Oscoda, MI, USA where it was permanently retired and used for spares. Updated 07-Aug-21.
Replacing an earlier digital photo with a better version 09-Apr-20.
Additional 'Official Airline CHOGM 2005 MT' titles (= 'Commonwealth Heads of Government Meeting' 2005 Malta).
First flown with the Airbus test registration D-AVWQ. This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Air Malta as 9H-AEG in Feb-04.
It was subleased to Skyservice Airlines Canada as C-GAEG in Dec-05, returning to Air Malta in Mar-06, and again between Oct-07/Apr-08. The aircraft was returned to the lessor in Dec-15 and stored at Shannon.
It was re-registered EI-FMT in Feb-16 and leased to Volotea Airlines a week later. It was re-registered EC-MTN in Dec-17. The aircraft was placed in temporary storage at Nantes, France in Mar-20 due to the COVID-19 Pandemic. It returned to service briefly in Oct-21 and was stored again until Feb-22. Current, updated 30-Sep-22.
Where once the laptop had its place is now a quiet little corner. We decided to move the laptop back upstairs in the bedroom...we both have realised we spent waaay too much time on the internet (yes im guilty to being addicted to flickr and a bit facebook) not like we are reaaally,really addicted but it was time ;)
Replacing an earlier scanned photo with a better version 03-Oct-21 (DeNoise AI).
'jmc AIR' sometimes leased aircraft in the USA during the UK winter season. This was leased to Ryan International Airlines and operated for Apple Vacations. It's seen here about to depart Manchester for the USA.
Another long and complicated history... First flown with the Airbus test registration F-WWBQ, this aircraft was delivered to GECAS and leased to Airworld (UK) as G-BXKC in Dec-97.
It was wet-leased on delivery, to Ryan International Airlines (USA) and operated on behalf of US Tour Company 'Apple Vacations'. It returned to Airworld in Apr-98.
Airworld was merged into Flying Colours Airlines in Nov-98 and the aircraft was again wet-leased to Ryan International on behalf of Apple Vacations in Dec-98 and returned to Flying Colours in Apr-99.
This aircraft was repainted in 'jmc AIR' livery in Oct-99 and then wet-leased to Ryan International in Dec-99, again operating for Apple Vacations. At the end of Mar-00, Flying Colours was merged with Caledonian Airways (Mk:2) for form 'jmc AIR' (see below) and the aircraft was returned to 'jmc' in Apr-00.
The operation was repeated between Dec-00/May-01, Nov-01/Apr-02 and Dec-02/Apr-03. 'jmc AIR' was renamed Thomas Cook Airlines in Mar-03. For the next four European Winter seasons (Dec-03/Apr-04, Dec-04/Apr-05, Dec-05/Apr-06 and Nov-06/Apr-07), the aircraft was wet-leased to Bredan Airways (doing business as USA 3000 Airlines).
It was returned to GECAS in Jan-08 and leased to Vladivostok Avia as VP-BFX a few days later, It was returned to GECAS in early 2014 and stored at Shannon, Ireland. In Apr-14 the aircraft was leased to Hamburg Airways. Hamburg Airways ceased operations in mid Dec-14 and the aircraft was returned to GECAS at the end of the month when it was again stored at Shannon.
It was sold to Sunrise Asset Management Inc and leased to Allegiant Air as N229NV in Apr-15. Current, updated 15-Dec-22.
Note: The 'JMC' in 'jmc AIR' is the initials of Thomas Cook's son John Mason Cook! Who knew!! Well, no one really! The name and the livery were an advertising man's dream, but an airline man's nightmare. The general public (and half the travel trade) had no idea what it meant, what it stood for and what it's history was. It wasn't the greatest success and three years later 'jmc AIR' was renamed Thomas Cook Airlines.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 09-Nov-23.
This aircraft was delivered to Aeroflot Russian Airlines as CCCP-86054 in 1983. It became RA-86504 in 1992 when the Russian Federation was formed.
It was withdrawn from use and broken up by 2006.
The route number 211 has been used five times in London. The current route 211 was formed in 1993 and quite predictably is mainly a spin off from route 11. It replaced route 11 between Hammersmith and Fulham Broadway and then operated via Fulham Road (instead of Kings Road). Unusually it used Beaufort Street towards Waterloo but Finborough Road towards Hammersmith so it only served Chelsea World's End in a westbound direction. It then mirrored route 11 to Parliament Square when it went over Westminster Bridge to terminate at Waterloo Taxi Road. The section between Victoria and Waterloo replaced Red Arrow 511.
Midibuses were all the fashion in the 90's and DRL class Dennis Darts took up the route. The route was one I drove often during the first year I was a bus driver, 1996, and those single door DRL's were painfully inadequate for this busy route. Quite often you'd fill up with a standing load at the first stop in Hammersmith, only for someone stuck down the back to try and get off at Charing Cross Hospital (or even the stop before that!) leading to some long dwell times.
The route initially was run by London General from Victoria midibus base (garage code GB) but this closed by the end of 1993 and the route moved to Stockwell Garage. In 1998 it was won on tender by Travel London, a new company set up by National Express, who operated it from a base in Battersea using Optare Excels. This type was never common in London, and they offered no size advantage to the DRL class but at least had two doors so dwell times should have been better. National Express gave up in 2000 and sold their London operation to Limebourne, who were a bit of a cowboy operation that gained a pretty bad reputation. Limebourne sold out to Connex Bus in 2001.
Under the stewardship of Connex it finally converted to the well needed double deck operation and Dennis Tridents with ALX400 bodies took over. In 2004 it was re-routed in Chelsea via Sydney Street in both directions so that oddity of only serving some areas in one direction was removed. In February 2004 Connex sold the operation back to Travel London and National Express returned to London as a bigger company. They still didn't last and sold out (again) in 2009 to Abellio, a division of NedRailways. The Tridents were replaced by ADL Enviro 400's in 2012. I believe route 211 got diesel versions, but hybrids are regularly used as well in preference to route C3 that they were obtained for.
The route is on the list for New Routemaster operation, although I'm unsure of the timescale. I believe the current fleet is moving to route 344 or 381.
In this photo hybrid Enviro 40H, fleet number 2470, is seen on Westminster Bridge with Big Ben and The Houses of Parliament in the background, a famous London view.
Replacing an earlier scanned photo with a better version 16-Apr-22 (DeNoise AI).
National Jet Systems.
Replacing an earlier scanned photo with a better version 12-Mar-17, although the negative has deteriorated (yellowed) over time.
Taken from the glass fronted viewing terrace at Las Palmas with some reflections!
A UK airline based at Manchester, Av8 Airlines (Aviate - gettit?) was yet another airline that didn't last. Initial services were operated using this leased Icelandair B767 on long-haul flights Manchester / Dublin / Cape Town using Icelandair's AOC. Operations were started in Nov-03. The plan was to have a B767-300ER for long-haul and a B757-200 for inclusive tour flights from Manchester to southern Europe. They took delivery of the B757 (G-OAVB) in Nov-03 and it flew regular training flights but never entered revenue service. Their own AOC was granted in Mar-04 but was rescinded almost immediately as the parent travel company couldn't raise the necessary CAA Bond. They ceased trading in early Apr-04 and the B757 was returned to the lessor.
This aircraft was delivered to SAS Scandinavian Airlines as SE-DKX in Oct-91. It was sold to the Sunrock Aircraft Corporation in Jan-94 and leased back to SAS. At the same time it was transferred to SAS Norway and re-registered LN-RCL. The aircraft was returned to the lessor in Nov-03 as N365SR.
It was leased to Icelandair the following month and immediately wet leased to a new UK company, Av8 Airlines. They ceased operations in Apr-04 and the aircraft was returned to Icelandair.
In Dec-04 it was wet leased to NEOS (Italy) for the winter, returning to Icelandair in Apr-05. It was wet-leased to SBA Santa Barbara Airlines in Nov-06, returning to Icelandair in Sep-08.
After major maintenance at Tel Aviv the aircraft was leased to Travel Service Airlines (Czech Republic) in Dec-09. In May-09 it was sub-leased by Travel Service Airlines to Kabo Air (Nigeria), still operated by Icelandair. The aircraft returned to Travel Service Airlines in Dec-09 and was returned to Icelandair in Apr-10.
In May-10 it was wet-leased to SBA Santa Barbara Airlines again, returning to Icelandair in Feb-11. It had a major maintenance check at Guangzhou, China and was dry leased, long term, to Air Niugini as P2-PXW in Apr-11. Now 31 years old, it continues in service. Updated 29-Oct-22.
Note: The registration TF-FIB was previously used on an Icelandair B737-400.
Replacing an earlier scanned photo with a better version 17-Nov-17, plus Topaz DeNoise AI 11-Jul-23.
Fleet No: '5BU'.
This aircraft was delivered to American Airlines as N684AA in Jul-91, it was sold to a lessor on delivery and leased back to American. It was fitted with blended winglets in Apr-08.
After 21 years with American, the aircraft was retired and stored at Roswell, NM, USA in Jan-12. It was returned to the lessor in Jan-13 and leased to Icelandair as TF-ISK the following month.
The aircraft was permanently retired at Reykjavik-Keflavik, Iceland in May-21 after 30 years in service. Updated 11-Jul-23.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 24-Aug-23.
This aircraft was delivered to PIA Pakistan International Airlines as AP-BID in Mar-08. It was repainted into standard livery Apr-10.
It was withdrawn from service in Feb-20 and stored at Karachi, Pakistan, presumably due to the COVID-19 Pandemic. However, it hasn't returned to service. Stored, updated 28-Dec-24.
Replacing an earlier photo from Feb-16 with a better version 22-Jun-16.
This aircraft was delivered to TUIfly, Germany as D-ATUO in Feb-15 and retro-fitted with Splic Scimitar winglets. TUIfly was renamed TUI Airlines Germany in Oct-17. It was leased to Sunwing Airlines, Canada as C-GTUO in Dec-19 and returned to TUI Germany as D-ATUO in Apr-20. Current, updated 11-Jun-25
Replacing an earlier scanned photo with a better version 01-Oct-16.
Leased from/operated by Falcon Air Express on behalf of Aeromar Líneas Aéreas Dominicanas.
Named: "Lillian II".
Quite a late build Boeing 727, this aircraft was delivered to Avianca Colombia in Dec-80. It was originally to have been registered HK-2474 but that wasn't taken up and it was delivered as N203AV (the registration it kept all it's life).
It was sold to International Air Leases Inc in Jul-91 and leased back to Avianca. It was returned to the lessor in Apr-93. In Jul-93 it was leased to AvAtlantic. They sub-leased it to APA International Air between May/Jun-96 and it was returned to the lessor in May-97.
The aircraft was leased to Nations Air Express in Jul-97 and returned to the lessor in Sep-98. In Jan-99 it was leased to Falcon Air Express and sub-leased to Aeromar Líneas Aéreas Dominicanas the same day.
It was returned to Falcon Air Express in mid 1999 and continued in operation until it was retired and stored at Tucson, AZ, USA in Jul-02. It was sold to Pegasus Aviation in Feb-03. According to the US FAA Register, the registration wasn't cancelled until May-15 but the aircraft had been broken up well before that.
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.
Replacing an earlier digital proto with a better version 17-Mar-20.
Hybrid basic British Airways livery with FlyBe titles. It was only operated for 4 months, this photo was taken the day before it left the fleet.
First flown with the Embraer test registration PT-SBQ, this aircraft was delivered to a lessor and leased to BRA British Regional Airlines as G-EMBG in Nov-98 and operated on behalf of British Airways. British Regional was merged into British Airways Citiexpress in Mar-02. Citiexpress was renamed BA Connect in Feb-06. The aircraft was transferred to FlyBe Airlines in Mar-07 when British Airways 'gave away' their loss-making UK regional services. It was returned to the lessor in Jul-07 and leased to Dniproavia (Ukraine) as UR-DNB at the end of Aug-07. In Mar-12 the Ukranian Government 'consolidated' Dniproavia into Aerosvit and operations continued using Aerosvit flight numbers. Both companies ceased operations in early Jan-13 but some services were resumed the following month. Dniproavia was declared bankrupt in Dec-17 and the aircraft was transferred to Windrose Airlines, It was permanently retired in Apr-18.
Replacing an earlier scanned slide with a better version 14-Sep-15, plus Topaz DeNoise AI 01-Sep-25.
Named: "City of Watertown".
Delivered to Mohawk Airlines as N7822M in Nov-67, Mohawk was merged into Allegheny Airlines in Apr-72. The aircraft was sold to Sudwes Legdiens, South Africa, as ZS-SWK in Dec-74.
TAT Touraine Air Transport bought it in Jan-79 when it became F-GBRQ. TAT were renamed Transport Aerien Transregional in Apr-84. The aircraft was wet-leased to Jenair between Apr/Nov-92 and wet-leased to Air Martinique in Apr/May-93.
It was withdrawn from use and stored at Dinard, France in May-93. It was leased to Air Provence International in 1996 and then sold to Sahara Airlines, Algeria as 7T-VKK in Jul-99.
Sahara Airlines ceased operations in 2003 and their fleet of 5 FH-227's were stored at Algiers. Some of them were still there in 2006 but I can find no further information on this aircraft.
Ulsterbus operated Iriar i6s between Stranraer, Dumfries and Birmingham on behalf on National Express. Bruce of Salsburgh have replaced Ulsterbus on this work and the Irizars have been repainted into Scottish Citylink livery to replace older Plaxtons on the 923 between Stranraer and Edinburgh.
Seen departing Glasgow Buchanan Bus Station is 137 - NFZ9137.
Replacing an earlier digital photo with a better version 25-Aug-20.
Photo taken from the Templeton Bridge.
Fleet No: "309". Green Jazz... (the aircraft was later repainted in 'Red Jazz' livery).
This aircraft was delivered to Air BC as C-FACT in Mar-91. Air BC was merged into Air Canada Regional in Nov-10. Air Canada Regional was renamed Air Canada Jazz in May-02. It was transferred to Jazz Air Ltd in Dec-04. Operations for Air Canada Jazz continued. Jazz Air Ltd became Jazz Aviation LP in Mar-11 and Air Canada Jazz became Air Canada Express in May-11, still operated by Jazz Aviation LP. Now 30 years old, the aircraft continues in service. Current, updated Mar-21
Replacing an earlier scanned 6"x4" print with a better version 05-Feb-19 (DeNoise AI 29-Jul-22).
First flown with the Airbus test registration F-WWDN, this aircraft was delivered to the Orix Aircraft Corporation as G-OOAB in Mar-92 and leased to Air 2000 the following month. It was wet-leased to Bahamas Air in Nov-93, returning to Air 2000 in Mar-94.
It was returned to the lessor in Oct-00 and re-registered N292MX in Nov-00. The aircraft was leased to Mexicana in Dec-00. Mexicana ceased operations in Aug-10, it was repossessed and stored at Mexico City. It was to have been leased to the 'new' Mexicana but the finance didn't materialise and it was ferried to Marana, AZ, USA in Sep-11 for further storage.
It never flew again. The aircraft was sold to Evergreen Trade Inc in Oct-11 and was broken up at Marana in Oct-12.
Replacing an earlier scanned photo with a better version 17-Feb-22 (DeNoise AI).
An off-white aircraft on a very grey day.
Built in 1988, this aircraft was originally with Aeroflot Russian Airlines as CCCP-78756. It became UR-78756 around 1992 before being re-registered UR-UCH with Ukraine Cargo Airways. No further info.
Estamos substituindo cartas por e-mails, radio por televisão, livros por livros de internet, a realidade por computador... Iremos substituir as pessoas pelas máquina?
we're replacing the letters for e-mails, the radio for the television, books for internet's books, the reality for the computer... Are we going to replace people for machines?
minha internet não poderia estar pior!