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i replaced the original photo, but im putting it in thi comments.
this was the initial edit i did after i shot this photo, but second guessed myself and went with a more basic edit.
+ the original in comments
explored
Another TOC another set of signs to replace the perfectly good set of signs from the previous TOC, they were green, these are orange, another box ticked.
About to spoil the enjoyment of the audience 172222 has left Spring Road station and will shortly arrive with 2S30 the 10.57 Stourbridge Junction to Stratford-upon-Avon service.
Copyright Geoff Dowling: All rights reserved
Replacing an earlier scanned photo with a better version 15-Jul-16.
Originally built as an MD-81, this aircraft was delivered to a lessor and leased to Swissair as HB-INN in Aug-81. It was converted to MD-82 standard prior to being returned to the lessor in Jul-97.
It was re-registered N928TW and stored at Kansas City, MO, USA the following month. It was leased to TWA Trans World Airlines in Dec-97. TWA was taken over by American Airlines in Dec-01 and the aircraft became part of the American Airlines fleet.
It was permanently retired and stored at Roswell, NM, USA in Feb-03. It was last noted still stored at Roswell in Sep-10. The registration was finally cancelled in Mar-13. Presumably it's now been broken up.
Replacing an earlier scanned photo with a better version 28-Nov-18 (DeNoise AI 05-Sep-22).
This aircraft was delivered to Cathay Pacific Airways as VR-HUD in Dec-92. It was re-registered B-HUD in Jul-97 when Hong Kong became an autonomous region of the People's Republic of China.
The aircraft was withdrawn from service and permanently retired at Kemble, UK in Sep-12. It was broken up there in Apr/May-13.
Replacing an earlier scanned photo with a better version 22-May-22 (DeNoise AI). Slightly blurred!
Operated by Eagle Airways on behalf of Air New Zealand Link.
Enlarged from a shot well beyond the focal range of the 200mm lens I had at the time. A little blurred in places, but 'it is what it is'. Bandeirantes were rare in 1999, even more so now.
Replacing an earlier scanned print with a slightly better version 28-Aug-20.
A heavily cropped shot outside the 200mm focal length of the telephoto lens I had at the time.
Adria Airways ceased operations suddenly at the end of Sep-19.
Considering this aircraft had 'one careful owner' for most of it's life, it certainly got around. First flown with the Airbus test registration F-WWIH, this aircraft was delivered to Adria Airways as YU-AOD in Sep-90.
It was wet-leased to Aero Lloyd (Germany) between Jul/Oct-91. After the break-up of the former Yugoslavia, Slovenia was allocated it's own registration prefix and the aircraft became SL-AAB in Feb-92.
It was briefly wet-leased to Transmed Airlines (Egypt) between Apr/May-92 and then to WDL Aviation (Germany) between Dec-92/Mar-93. On it's return to Adria, the Slovenia country code was changed from SL and it became S5-AAB on 15-Mar-93.
The aircraft was wet-leased to Cretan Airlines (Greece) at the end of Mar-93. The lease changed to a dry-lease as Cretan's own crews were trained and it was re-registered SX-BAT. It returned to Adria as S5-AAB in Nov-94. The aircraft was wet-leased to Air Malta between Mar/Nov-96, to Eurofly Italy between Jul-97/Apr-98 and to Afriqiya Airways (Libya) between Apr-06/Apr-08.
It was sold to Phoenix Aircraft Leasing in Nov-09 and leased to MIA Myanmar International Airways as XY-LHD. The aircraft returned to the lessor in May-14 and was immediately sold to Danish Air Transport Leasing A/S as OY-LHD and leased to DAT Danish Air Transport.
It was withdrawn from use and stored at Sofia (Bulgaria) in Apr-19. By now it was 29 years old and I expected it to be scrapped, but no! It was ferried to Tucson, AZ, USA in early Sep-19 for further storage.
It was sold to Elevate Jet as N804RR in Sep-19. It was noted at Tucson in Jul-20 in Elevate's full livery but doesn't seem to have flown yet. Stored, updated 12-May-24.
Note: Elevate Jet are a Business Jet owner/operator, currently with an EMB.135BJ and a Falcon 900.
Replacing an earlier scanned slide with a better version 09-Sep-15, plus Topaz DeNoise AI 01-Sep-25.
Fleet No: "608".
Delivered new to Eastern Air Lines as N8608 in Aug-60, the aircraft was sold to Air Spain in Apr-73 as EC-CDA. Air Spain ceased operating in Feb-75 and the aircraft was stored at Palma, Majorca, Spain.
It was Jun-76 before Eastern was able to repossess it through the Spanish Courts and it became N8608 again. It was ferried back to the USA in Aug-76 and stored at Marana, AZ.
It was sold to JH Goodwin & Associates in Nov-76 and remained stored until it was sold to Hamarein Air of the United Arab Emirates as A6-SHA in Feb-77. It was leased to Bursa Hava Yollari, Turkey, as TC-JBV in Mar-80 and they bought it 4 months later.
It was withdrawn from use and stored at Beek, Holland, in Apr-81. It remained stored at Beek until it was bought by Omega Air for spares in Sep-84. It was broken up at Beek in Dec-84.
Replacing an earlier scanned photo with a better version 29-Mar-21.
This aircraft was only with HeliJet between Feb-99 / Dec-00.
Replaced with Hasselblad X1 scan:
Somewhere in the Tien Shan in southeastern Kyrgyzstan.
August 2010.
Contax G2, Zeiss G Biogon 21mm and Kodak Ektar.
-------------------------
For my photography project, I followed my friend Gloria around for a day, when going to stage school.
And I just really like this photo. :)
Replacing an earlier scanned 6"x4" print with a better version 23-Apr-14 (DeNoise AI 14-Sep-22)
Ahhh! DC-10!
Ex Laker Airways G-GFAL. BCA Charter & British Caledonian Charter, renamed Cal-Air International and later Novair International.
First flown by McDonnell Douglas in Dec-78 using the test registration N1002D, this aircraft was delivered to Laker Airways in Feb-79 as G-GFAL. Laker Airways ceased operations on 05-Feb-82 and the aircraft was repossessed by Mitsui Leasing.
The Rank Leisure Group and Thomson Holidays had a big summer charter programme with Laker Airways and were suddenly short of capacity. They entered into discussions with British Caledonian Airways and as a result B.Cal and Rank Leisure formed British Caledonian Charter with a 51%/49% holding.
The leases of 2 Laker DC-10-10's were transferred and British Caledonian took delivery of G-GFAL on 22-Feb-82 when it was re-registered G-BZJD. It was transferred to British Caledonian (Charter) Ltd on 01-Mar-82.
The company was renamed Cal Air International Airways in Oct-85. When B.Cal was taken over by British Airways, they didn't want Cal Air (they already had British Airtours which became Caledonian Airways Mk:2) and B.Cal's 51% was sold to the Rank Leisure Group.
Cal Air was renamed Novair International in Dec-88. Rank Leisure closed the company down at the end of Mar-90 (and I was out of a job!). The aircraft was initially stored at Prestwick, Scotland, and later, ferried to Waco, TX, USA in Nov-90 for continued storage.
It was sold to ILFC International Lease Finance Corporation in Nov-92 as N581LF and remained stored at Waco until Feb-94 when was converted into a freighter with a main-deck cargo door and leased to FedEx Federal Express as N10060 in Aug-94.
In Nov-08 it underwent the MD-10 conversion with the MD-11 'glass cockpit' and 2 crew operation. Sadly, this aircraft was finally retired in Jan-21 after an amazing 42 years in service. Updated 14-Sep-22.
Replacing an earlier scanned print with a slightly better version 24-Jan-19. Sorry it's a little blurred.
Taken from the Templeton Bridge.
Named: "Derwent Water".
This aircraft was delivered to BOAC British Overseas Airways Corporation as G-AWNE in Mar-71. BOAC was merged with BEA British European Airways to form British Airways in Apr-74. The aircraft was sold to AAR Aircraft Leasing in Feb-98 and leased back to British Airways. After 28.5 years in service it was returned to the lessor and stored at Roswell, NM, USA in Nov-99. It was sold to Kabo Air (Nigerial) in Jan-01 as 5N-RRR. It never left Roswell and was eventually broken up there for spares.
Recently replaced on the 901/906 from Largs to Glasgow is McGills Mercedes-Benz Citaro 3320 - BU64MWN which has now moved onto service X7 and now wears appropriate X7 branding.
Every morning you get another 1440 minutes replacement...but do understand that it's a "limited offer".
ODC:Replace
A fine art version of this portrait of the Palm-Nut Vulture - Image cropped to 85% on the long edge -- shot handheld with Z9 and Z 600mm/4.0 TC with aperture f/4.0 (wide open) and subject (Palm Vulture) at 15.9m taken at Willows Bird of Prey Centre, Coolings Green & Pleasant, Main Rd, Knockholt, Sevenoaks TN14 7LJ, UK
Replacing an earlier scanned slide with a better version 21-Apr-15, plus Topaz DeNoise AI 21-Oct-23.
Seen here operating a cargo charter.
The durability of the old Douglas built designs never fails to amaze me. This aircraft is still in service in late Mar-26. Almost 58 years after it was delivered to Martinair!
Delivered new to Martinair Holland as PH-MAN in Jul-68, it was built as a passenger/cargo combi aircraft with a main-deck cargo door. It was sold to Hawaiian Airlines as N94454 in Nov-73.
It was wet leased to Itavia from Oct-78 to May-81. In Sep-81 it was leased to American International Airways and repossessed in Sep-84. In Jan-85 it was sold to Airborne Express and re-registered N933AX in Apr-85.
In Aug-03 the company was sold to DHL Brussels and renamed ABX Air, flying for DHL USA. It was returned to DHL Network Operations (USA) in Oct-08 and stored at Wilmington, OH, USA.
In Feb-11 it was sold to Map Asset Preservation Inc and leased to Kalitta Charters II LLC. In Jul-12 it was re-registered N916CK. The aircraft was withdrawn from service and stored at Oscoda, MI, USA in Dec-19.
After 51 years in service you'd think that was it. No! It was sold to Frontera Flight Holdings Inc (as trustee for Aeronaves TSM) in Nov-21 and registered XA-VFA with Aeronaves TSM SA de CV in Jan-22. Now almost 58 years old it continues in service. Updated 25-Apr-26.
Replacing an earlier scanned photo with a better version 10-Apr-14
09-Feb-19 is the 50th Anniversary of the Boeing 747's first flight.
Replacing an earlier photo from Apr-17 with a better version 25-Sep-18.
This aircraft was delivered to United Airlines as N27958 in Sep-15. Current (Sep-18)
Replacing an earlier scanned slide with a better version 29-Jan-15, plus DeNoise AI 07-Jan-23.
The above photo was taken through the dirty window of a Channel Airways Vickers Viking...
Hybrid livery. Basic Silver City Airlines with British United titles.
Originally built as a Bristol 170 Mk XIA (11A) and registered to the Bristol Aeroplane Company as G-AIME in Dec-46, this aircraft was delivered to Suidair (South Africa) as ZS-BVI in Aug-47.
They didn't have it long and it returned to the Bristol Aeroplane Company two months later, in Oct-47, and was re-registered G-AIME again in Jan-48. It was converted to a Bristol 170 Freighter 21 in early 1948 and was leased to British Aviation Services in Jul-48.
It was returned to the Bristol Aeroplane Company in 1949 and was eventually sold to Silver City Airways in Nov-50 and was converted to 'Wayfarer' standard with passenger seats. It was occasionally leased to the Ministry of Defence for trooping flights and used the RAF serial XF662 during these flights.
In Feb-56 it was leased to Air Kruise (Kent) Ltd. They dropped the '(Kent)' and were renamed Air Kruise Ltd in Feb-57. The aircraft was returned to Silver City in Oct-57 (I can remember seeing it at Blackpool in the early 1960's operating passenger services to the Isle of Man).
Silver City became a part of the British United Group in Jan-63 as part of British United Air Ferries. It remained in the above livery and was withdrawn from use at the end of the summer season in Oct-63 when it was stored at Lydd, UK. It was later moved to Southend, UK and was broken up there in May-64.
Replacing an earlier scanned photo with a better version 11-Feb-18, plus Topaz DeNoise AI 10-Jan-24. Taken into a low early morning sun through a tinted window.
Fleet No: '9050'.
This aircraft was delivered to Ozark Airlines as N950U in Jun-84. It was leased to American Airlines on delivery and returned to Ozark in Dec-84. Ozark Airlines was merged into TWA Trans World Airlines in Oct-86.
The aircraft was sold to a leasing company in Mar-94 and leased back to TWA. In Dec-01 TWA was merged into American Airlines. The aircraft continued in service until it was permanently retired at Roswell, NM, USA in Apr-06.
It was sold to Mid American Aerospace in Mar-09 and broken up at Roswell soon after. The registration was cancelled in Sep-09.
Replacing an earlier scanned slide with a better version 25-Feb-15, plus Topaz DeNoise AI 08-Dec-23.
This photo was taken just a couple of days after delivery, it was brand new!
First flown with the Fokker test registration PH-FGO, this aircraft was delivered to Schreiner Airways as PH-SAD in Apr-65 and wet-leased to Indian Airlines between Oct-65 / Apr-66.
Schreiners had stopped operating the F.27's by Nov-67 and this aircraft was sold to KLM Royal Dutch Airlines the following month. In Sep-68 it was leased back to Fokker and immediately sub-leased to Euralair France, returning to Fokker and KLM in Nov-68.
It was leased to NLM Nederlandse Luchtvaart Maatschappij in Jan-72, NLM was renamed NLM Cityhopper in Jan-77 and became KLM Cityhopper in Aug-90. In Nov-90, now almost 26 years old, it was sold to Aircraft Financing & Trading BV and stored at Woensdrecht, Netherlands.
In Nov-93 it was leased to Sudamericana de Aviacion (Argentina) as LV-WEB. However, it was repossessed in Dec-96 and stored at Buenos Aries-Ezeiza, Argentina, where it was eventually broken up in Oct-03. Updated 10-Dec-23.
Note: Schreiner Airways also operated three Douglas DC-7C's on intercontinental passenger and cargo charter operations between 1965 and the end of 1968. Although still part of the Schreiner Aviation Group, no aircraft were operated. The Schreiner Group was sold to CHC Helicopters in 2005.
Replacing an earlier digital photo with a better version, plus Topaz DeNoise AI 17-Nov-21.
Named: "Madaba".
First flown with the Airbus test registration D-AVZJ, this aircraft was delivered to Royal Jordanian Airlines as JY-AYV in Jun-12.
The aircraft was repainted in an 'Alia' retro livery in Nov-21. Current, updated 30-Nov-24.
Replacing an earlier scanned slide with a better version 25-Jan-15, plus Topaz DeNoise AI 28-Jul-23.
Named: "Jet Clipper Challenger".
This aircraft was delivered to Pan American World Airways as N767PA in Jun-63. It was sold to a lessor in Jun-76 and leased to Dan-Air London as G-BEAF a few days later.
It was sub-leased to IAS Cargo Airlines in Sep-76 and returned to Dan-Air in Jun-78. the aircraft was returned to the lessor in Jun-78 and sold to Interamericana Export (Argentina) as LV-MSG in Jul-78.
It was immediately leased to Transportes Aereo Rioplatense. The aircraft was withdrawn from use and stored at Buenos Aries-Ezeiza, Argentina in 1984. It was broken up there in Oct-96. The fuselage was used as part of a Restaurant until 1998.
Replacing an earlier scanned 6"x4" print with a better version 09-Jan-19 (DeNoise AI 14-Sep-22).
Taken just after a superb 45 minute flight around north Cheshire in this wonderful old aircraft. One of my 'Bucket List' items fulfilled.
Built in 1936 it's one one of the few aircraft I've flown in that's actually older than I am!
It was acquired by Lufthansa in the USA in 1984 and spent a year being restored by LH Technik at their base at Hamburg.
NS 1074, the Lackawanna heritage unit, ducks under the historic Oak Street bridge in Hinsdale, IL, which within a few weeks will be demolished to make room for a much less classy looking replacement bridge. It's been a while since I've seen the DLW unit, and despite the fact the Oak Street bridge is extremely dangerous and does need to be replaced, I will miss shooting trains under the unique structure.
Replacing an earlier scanned slide with a better version 24-Jul-15.
Court Line were part of the Clarksons Holiday group. They also had One-Elevens painted in yellow, green and blue. They were Luton (LTN) based and so I never got the opportunity to photograph the other colours.
Delivered new to Court Line as G-AXMF in Dec-69 prior to their start-up in Jan-70. It was repossessed by the British Aircraft Corporation in Sep-74 when Court Line ceased trading after the collapse of the Clarksons Travel Group. It was leased to Transbrasil in Dec-74 as PT-TYV and returned to BAC in Nov-77. It was sold to Austral Lineas Aereas as LV-MEX in Jan-78. It was retired and stored at Buenos Aries, Argentina, in Oct-94. It was leased to Patagonia Air in Aug-95 and returned to Austral in Jan-96 when it was stored again. In Jun-96 it was bought by European Air Charter who registered it VR-BED and returned it to the UK, intending to turn it into a VIP aircraft. However, it was stored at Bournemouth on it's return. In Apr-97 it was re-registered VP-BED with European Aviation. It became G-IIIH in Jun-97 and was eventually broken up at Bournemouth UK in Apr-01.
Not so happy with some of my recent shots. I must say this one feels really good.
Press the L button!
Updated : desaturated and lightened. NOW it really feels good...
Replaced the original uploaded image with this one as the pano stitch had messed up the lining up of the clouds in the top left corner of the original.
Replacing an earlier scanned photo with a better version 11-May-18, plus Topaz DeNoise AI 20-Apr-24.
Fleet No: '721'.
This aircraft was delivered to Braniff Airways as N416BN in Jul-73. It was sold to American Airlines as N721AA in Dec-80. After 29 years in service the aircraft was retired at Mojave, CA, USA in Mar-02. It was sold to KCP leasing & Services LLC in Sep-02 and ferried to Newburgh, NY, USA for further storage. It made it's final journey in 2003 when it was permanently retired at San Bernadino, CA, USA.
4649 loads in Edgbaston with a 1A for Acocks Green, which has now become route 41 QE Hospital to Heartlands Hospital, also partly replacing the 36.
Replacing an earlier photo from May-18 with a better version 02-Oct-18.
Built in Mar-17 and stored at Toulouse awaiting engines, this aircraft was first flown with the Airbus test registration F-WWTO in Sep-17. It was delivered to Lufthansa as D-AINI in Oct-17. Current (May-18).
Replacing an earlier scanned photo with a better version 14-Sep-17, plus DeNoise AI 04-Dec-22.
First flown with the Boeing test registration N6046P, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to VARIG Airlines Brasil as PP-VOA in Apr-88.
It was returned to the lessor as N830DS in Feb-00 and leased to Air Atlanta Icelandic as TF-ATH in Apr-00. It was wet-leased to El Al Israel Airlines for 5 weeks in Aug/Sep-00.
In Dec-00 the aircraft was wet-leased to Iberia (Spain) for 2 years, returning to Air Atlanta Icelandic in Dec-02 when it was stored at Marana, AZ, USA.
It was returned to the lessor in May-03 and immediately leased to Air Pullmantur as EC-IOO. The aircraft was permanently retired at Roswell, NM, USA in Dec-08. It was last noted still stored at Roswell in Apr-09.
I also have a photo of this aircraft as TF-ATH with Air Atlanta Icelandic at ...
Metroline's DE1670 (YX09AFA) is seen in South Harrow on the 487. I took a ride on this, and it was awful. It wouldn't even climb a hill. Also the route is crowded - does the route need double deck vehicles? Post your opinions in the comments.
Replacing an earlier scanned slide with a better version 11-Feb-15
The prototype Shorts Skyvan with those tiny and under-powered Astazou engines which sounded like angry wasps.
Some years ago the UP replaced a bunch of signal equipment around Ames and my dad found out who the scrappers were and paid them a visit. While he was there looking through the junk, he noticed this particular cabin and was able to save the sign. Last night, I finally got around to hanging it up in my living room, so I reedited this photo from my early days of Flickr.
For those who don't know, this location is where the UP's Jewell Sub branches off the Clinton Sub. This parking lot used to be a much more foamer-friendly location before some intensification of adjacent land uses. The ISU Railroad Club's 24-hours at Ames had been held in the lot annually for at least the 6+ years I spent at ISU and it was a popular spot for people to just drive up on lunch breaks, after work, or for long stretches of in-the-car reading for college kids like me...
Go-Ahead (Metrobus) 212 (SN03 WMC) a Transbus Dart, descends Lodge Lane, Addington, with a 130 to Thornton Heath.
18th August 2017
I was here again only last weekend, and these now seem to have been replaced with 17 plate MMCs
Years ago, large columns were replaced during a renovation of the congressional complex on Capitol Hill in Washington, DC. Some of those columns now stand in a clearing in the National Arboretum. "Cores" of others, stripped of their facades, lie atop Mt. Hamilton, in a corner of the Arboretum. Now, dogs that wouldn't have been allowed near those columns may walk on them.
Replacing an earlier scanned photo with a better version 13-Jul-22 (DeNoise AI).
This aircraft was delivered to Lufthansa as D-ABHW in Feb-82. It was sold to Croatia Airlines as 9A-CTE in Jul-93. In Dec-98 it was sold to Aerotrans Ltd (South Africa) as ZS-OIV and leased to Nationwide Air Charter the same month.
Nationwide Air Charter ceased operations in Apr-08 and the aircraft was stored at Johannesburg. It was sold to KAL Aviation (UAE) as AP-BIP in Apr-09 and leased to Shaheen Air International (Pakistan) the same day.
After 30 years in service the aircraft was permanently retired at Karachi in Mar-12 and the registration was cancelled the following month. It was last noted still stored at Karachi in Jan-14.
Replacing an earlier scanned photo with a better version 02-Aug-16, plus Topaz DeNoise AI 23-Oct-24.
Originally delivered to Ansett Airlines Australia as VH-CZL in Nov-71, this aircraft was sold to Midway Airlines as N935ML in Jun-82. Midway sold it to a lessor in Aug-84 and leased it back.
In Jul-91 Midway ceased operations and the aircraft was repossessed and stored at Orlando, Fl, USA. A year later, In Jul-92, it was leased to AeroMexico, still as N935ML.
AeroMexico operated it for 10 years and returned it to the lessor in Jul-02 when, now 31 years old, it was permanently retired and stored at Tucson, AZ, USA. It was broken up at Tucson in Feb-06 although the registration wasn't cancelled until 08-Aug-13.
Replacing an earlier 6"x4" scanned print with a better version 03-Mar-14, plus Topaz DeNoise AI 01-Jul-23.
Inter European were a Cardiff, UK, based company that started up in May-87 with just this one aircraft (it was returned to the lessor in Oct-87).
First flown with the Boeing test registration N8295V, this aircraft was delivered to Maersk Air, Denmark as OY-APP in Sep-80. It was sold to the GPA Group (later to become part of GECAS) in Apr-87 and briefly leased back to Maersk Air until it was returned to GPA the following month.
Ten days later, in May-87, it was leased to Inter European Airways as G-BNGK for the summer season, returning to the the lessor at the end of Oct-87.
The aircraft was leased to EAS Europe Aero Service (France) as F-GEXI in early Nov-87. It was sub-leased to Air Charter (France) between Dec-87 / Apr-94. It was returned to the lessor in Mar-95 and stored.
In Aug-96 the aircraft was leased to Air Toulouse and sub-leased to AOM French Airlines in Sep-96 for six weeks, returning to Air Toulouse in Oct-96. It was returned to the lessor in Jun-99 and stored at Toulouse, France.
It remained stored until it was leased to Air Mediterranee (France) in May-03. The aircraft was returned to the lessor in Jul-03 and was leased to Bali International Air Service (Indonesia) as PK-KJO in Aug-03.
The aircraft was withdrawn from use and stored at Yogyakata, Indonesia in Jul-07. I have it noted in my own records that it was seen stored at Surabaya, Indonesia in Nov-08 and was still there in derelict condition without engines in Nov-12.
It was 'preserved' at Sememi, West Surabaya, Indonesia in Aug-13 as part of a Restaurant in a fictional airline livery. Updated 01-Jun-23, no further information.
Note: In later years Inter European had B.737-300/400's, a B757 and an A320. In Jun-93 their owners, Aspro Travel (always good for a headache!), were taken over by the Airtours Travel Group. Inter European ceased ops at the end of Oct-93. The B737's were returned to the lessors while the A320 & B757 were transferred to the Airtours fleet.
Rajiv Gandhi International Airport
Rajiv Gandhi International Airport (IATA: HYD, ICAO: VOHS), also known as Hyderabad International Airport, or simply RGIA, is an international airport serving the metropolis of Hyderabad located at Shamshabad, about 22 km (14 mi) south of Hyderabad.
It is named after former Prime Minister of India, Rajiv Gandhi. It replaced the former international airport at Begumpet and commercial flight operations began on 23 March 2008. Rajiv Gandhi International Airport is the second public-private partnership venture after Cochin International Airport.Its Domestic terminal is named after former CM of united Andhra Pradesh Late NT Ramo Rao. In 2010–11, it was the sixth busiest in India by international and overall passenger traffic.[6]
The airport features as the top among Indian airports in the ranking of world airports for the year 2013 by Skytrax.[7] It serves as a hub for SpiceJet, Lufthansa Cargo and Blue Dart Aviation and as a focus city for Air India, Jet Airways, and JetLite.
Development[edit]
Design and construction began in September 2005, and the airport was opened in March 2008.[8] The project is a public-private joint venture between GMR Group, Malaysia Airports Holdings Berhad and the government of Telangana and Airports Authority of India (AAI). GMR Group holds 63% of the equity, MAHB 11%, while the government of Telangana and Airports Authority of India each hold 13%.[1]
Airport Terminal
It is being developed in three phases, and when completed will provide infrastructure for 40 million passengers annually.[9] After the first phase of development, it will accommodate 10 million passengers a year.[9] The cost of the project is INR 24.7 billion (US$560 million).[10] The airport is being built on an area of 5,500 acres (2,200 ha) making it the largest airport in India in terms of area. It was designed by the UK engineering design firm Arup, which designed Dubai Terminal 3 and Beijing Terminal 3.[11]
First phase[edit]
In the first phase of development, the 105,300 m2 (1,133,000 sq ft) Terminal 1, with the capacity to handle 14 million passengers per annum has been constructed. Terminal 1 has 18 contact and 36 remote stands for aircraft parking. Other buildings, including the air traffic control tower, technical building, cargo hangars (100,000 tonnes capacity), maintenance hangars, utilities under a combined area of 49,500 m2 (533,000 sq ft) have been developed. An 1800-car parking lot in front of Terminal 1 is operational for the convenience of passengers and visitors. A hotel has been constructed in this phase.
Air traffic control tower[edit]
Cafe and Shops in Terminal, Hyderabad Airport
The ATC tower is 75 m (246 ft) tall and has a column-free perimeter to give uninterrupted views of the airfield.[12]
Second phase[edit]
In the second phase of the airport development, Terminal 1 will be expanded to an area of 260,000 m2 (2,800,000 sq ft) to cater to the growing demand. Post expansion, the terminal building will have 30 stands for aircraft parking. The low-cost terminal will be expanded to its full capacity of 18 million passengers per year.
An increase in established facilities such as hotels, offices, cargo and maintenance facilities will be undertaken. The total developed area at the end of this phase will be approximately 480,000 m2 (5,200,000 sq ft).
Final phase[edit]
The airport will reach its full maturity after the third phase. An additional floor area of 420,000 m2 (4,500,000 sq ft) will be developed bringing the total built-up area to 900,000 m2 (9,700,000 sq ft).
The ultimate master plan provides for a capacity of 40 million passengers yearly[11] with the accompanying air and ground facilities. Further acquisition of land to the north and south will allow expansion of a third and fourth runway on demand.
Cargo terminal[edit]
The state-of-the-art cargo terminal has implemented a concept of an integrated cargo facility housing domestic and international facilities under one roof. The Air Cargo Complex has a built-in area of 14,330 m2 (154,200 sq ft). The complex is a modular building with a capacity to handle cargo throughput of 100,000 MT annually. It has dedicated cargo apron facilities for handling regular and freighter operations.[13]
Bowes Castle is a medieval castle in the village of Bowes in County Durham, England. Built within the perimeter of the former Roman fort of Lavatrae, on the Roman road that is now the A66, the early timber castle on the site was replaced by a more substantial stone structure between 1170 and 1174 on the orders of Henry II. A planned village was built alongside the castle. Bowes Castle withstood Scottish attack during the Great Revolt of 1173–74 but was successfully looted by rebels in 1322. The castle went into decline and was largely dismantled after the English Civil War. The ruins are now owned by English Heritage and managed as a tourist attraction. There is free admission during daylight hours.
Bowes Castle was built within the ruins of the Roman fort of Lavatrae. The route was one of the few upland passes to link England and Scotland and had remained strategically important during the medieval period. The castle site lay within the Honour of Richmond, a grouping of lands traditionally owned by the Counts of Brittany during the early medieval period, but the land itself was a demesne estate, owned by the Crown.
Around 1136, Alan de Bretagne, the Count of Brittany, built a timber castle in the north-west corner of the old fort. The use made of the older Roman fort at Bowes was similar to that at the nearby castles of Brough and Brougham to the west, on the same Roman road over the Stainmore Pass. Bowes Castle was inherited by his son, Conan, and when he in turn died in 1171, it was claimed by Henry II.
Royal concerns over security led to Henry II investing heavily in a new castle structure on the site between 1171 and 1174. It was unusual for a new royal castle to be built in this part of England during the 12th century, and Henry appears to have been driven by the military threat from Scotland before and during the Great Revolt of 1173 to 1174. Henry II spent almost £600 on the castle between 1170 and 1187, most of it in the first few years, rebuilding the older structure under the supervision of the Count of Brittany's local tenants, Torfin, Osbert and Stephen of Barningham.
The rebuilt castle featured a hall-keep, an uncommon design in English castles; built of stone, this was a three-storied structure 82 feet (25 m) long, 60 feet (18 m) wide and 50 feet (15 m) high. Internally the keep was divided to form a long hall and a solar and was lit by large, rounded windows. The keep had architectural similarities to various nearby castles in the region, but in particular to those at Middleham and Outhgill. A ditch formed an inner defensive bailey around the keep, with the ramparts of the old fort forming a larger, outer bailey. A mill, then an essential part of any castle, was built by the River Greta to supply flour for the garrison . The village of Bowes was built after the castle and formed a planned site running up to the castle, complete with a church and a market place; this form of planned village is again unusual in England.
In England, the Great Revolt against Henry's rule involved a coalition of rebel barons, bolstered by support from the King of Scots and European allies. King William the Lion pushed south from Scotland in 1173 and Bowes Castle was damaged in the raids; work was carried out in anticipation of further attacks the following year, including repairs to the chamber, gates and the construction of bulwarks around the keep. The next year William, King of Scots directly besieged the castle, but was he forced to retreat after the arrival of a relief force led by Henry's illegitimate son Geoffrey, then the Bishop of Lincoln.
Henry II was successful in quelling the Great Revolt, capturing William the Lion at the Second Battle of Alnwick and imprisoning him until a peace treaty was agreed, extending Henry's authority north into Scotland. In the subsequent years the security situation in the north of England improved significantly. King John gave control of Bowes Castle to Robert de Vieuxpont, an important administrator in the north, in 1203 and he retained control of the fortification until 1228. John stayed there himself in 1206 and in 1212, and the castle was also used briefly to hold John's niece Eleanor of Brittany, who had been placed under the custody of Vieuxpont. Henry III granted it briefly to William de Blockley and Gilbert de Kirketon, until it was given to Duke Peter of Brittany in 1232, and then to William de Valence. In 1241 Peter II, the Count of Savoy was made the Earl of Richmond and was then given Bowes by the king.
The castle remained in the hands of the Earls of Richmond until 1322, by when it was in a poor state of repair. Edward II then gave Bowes Castle to John de Scargill instead; the local tenants of the Earl of Richmond rebelled and attacked the castle. The lord of the castle was away at the time, and the attackers burnt part of a hall, drank four tuns of wine and stole armour, springalds and other goods. Conflict with Scotland led to further raids against the castle and the surrounding manor; the neighbouring fields were abandoned as a result and by 1340 the castle was in ruins and the manor worth nothing.
Still ruined, Bowes Castle was reclaimed by the Crown in 1361; between 1444 and 1471 it was controlled by the Neville family, powerful regional landowners, before reverting to the Crown once again. James I sold the castle in the early 17th century and most of the remaining fortifications were dismantled in the mid-17th century after the English Civil War. By 1928, the castle was in a poor condition, with little interest being shown in it from locals or its owner, Lady Lorna Curzon-Howe. Facing death duties on her estate, Curzon-Howe agreed to pass the castle into the care of the Office of Works in 1931.
In the 21st century, the castle is controlled by English Heritage and operated as a tourist attraction. The ruins of the keep survive, largely intact, and are protected as a Grade I listed building and as a scheduled monument.