Taken at the 80th anniversary of D Day air show at IWM Duxford.

 

The Red Devils Parachute display team. I have never jumped out of an aircraft in my life, (a serviceable or unserviceable one) nor will I ever do so.

 

This does not mean that I can't appreciate the skill and bravery of those that do so.

 

reddevilsonline.com/

 

124 Pictures in 2024, theme # 100 Something You've never Done

Taken a year before the Italian AF began to phase out the G.222, the type has served the Italians well. After retirement it did not fare quite so well, with the U.S. Government buying and refurbishing around 18 examples to pass on to the Afghan airforce, these were beset with serviceability issues which culminated in 16 being scrapped.

The type was replaced by the much updated C-27J Spartan, which has gone on to win reasonable export orders.

Currently stored serviceable at the Crewe Heritage Centre, Direct Rail Services Class 37/4, No. 37423 "Spirit of the Lakes" seen in the morning sunshine.

DRS have put all their English Electric Type 3's up for sale on a rehire back contract, for RHTT duties in the winter.

Back in 1980, D&H was hurting financially. They needed every serviceable unit they could get. From what I was told be the local railroaders, the folks at Colonie combined the parts from two out of service RS3s to come up with an operating No. 4126. Compared to the blue, gray and yellow, I was never a fan of the dip blue scheme. That said, I think No. 4126 looked pretty spiffy in its fresh paint, resting between shifts at Oneonta, NY on Feb. 18, 1980.

Signs of a hard overnight ground frost remain on the wood yard logs on Friday 24th January 2020, as Wolsztyn's solitary serviceable 2-6-2, Ol49-59, hammers up the grade away from Wloszakowice working the 11:48 Wolsztyn to Leszno passenger service, comprising the one serviceable passenger coach on this day. Suffering from steaming problems, this early 1950s-era loco, one of 116 originally built between 1951 and 1954 by Fablok of Chrzanów, was taken out of service later that day and did not return to traffic on the two regular weekday return services between Wolsztyn and Leszno until 30th January. The 'standby' locomotive, Pt47-65, is waiting to be reunited with its tender, away for repair, which was expected to be returned within days of this photo. The management, shed staff, and loco and train-crew based at Wolsztyn work wonders with keeping this steam operation going against all odds, despite continuing funding difficulties. Whether the same format of these operations will continue beyond 2020 is very much in the balance and a decision will be taken in October.

 

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

The final serviceable PS 20932 continues to put it good service this summer, seen here operating from Stonehaven on a peak working on a congested Market Street.

"Masterpiece"

 

Spending so much time at the Age of Steam Roundhouse Museum, one will really begin to appreciate everything in their collection, not to mention the facility itself. Everything from the extraordinary to mundane will find its way into your mind and heart. I must admit that in my years of steam locomotive research and enjoyment, the Nickel Plate 700's did not strike me. For whatever reason, they just didn't click with me. I'm not sure what it was, but obviously, that's changed now.

 

Cale and I modeled 765 way back in 2017 when we were still figuring out Brick Model Railroader. It took some convincing, but we eventually decided that Nickel Plate Road 765 would be our first collaborative steam locomotive model. We had a running model that needed some adjustment, but quickly became disinterested in the project due to external factors. We were never quite happy with where we left this project, and vowed to each other that we would return to the model some day to do it again, properly.

 

Several years later, in late October 2021, and on a whim, I laid out a scaled wheelbase in stud.io, just to see what it would look like. I left the file alone for a couple more months until the Holiday season of 2021. I began thinking about a Nickel Plate Berkshire running around a Christmas tree, inspired by the amazing "Travel Refreshed" speculative project:

 

www.youtube.com/watch?v=h2mU6jVcv4w&ab_channel=FortWa...

 

This set my mind racing with thoughts of the late 1940's when large mainline superpower led "hotshot manifest" trains through the heart of America. If there was ever a perfect depiction of postwar steam railroading, it was this, and the Nickel Plate Road was the poster child.

 

The Nickel Plate Road connected the farms of the Midwest in St. Louis and Chicago to Buffalo in the east. The road took a fast, level route along the southern edge of the great lakes. A direct competitor to the New York Central, it was purchased by the Vanderbilts in an effort to remove competition. As such, the line was never optimized and operated with older and slower equipment. The Nickel Plate was purchased by Oris and Mantis Van Sweringen, brothers from Cleveland who had controlling interests of several other roads including the Chesapeake & Ohio, Wheeling & Lake Erie, Pere Marquette, Erie, and more. The "Vans" would lead efforts to completely transform the Nickel Plate into the powerhouse bridge road it is remembered as today.

 

One of those efforts included the creation of the Advisory Mechanical Committee (AMC), which served as a design bureau for the roads under control of the Vans. One of the first projects for the AMC was the design of the C&O T-1 class 2-10-4 engines, the largest two cylinder steam locomotives when built. Continuing in efforts to rejuvenate the Nickel Plate, president John Bernet assigned AMC officer William Black the task of designing a super-power locomotive. The result was the Nickel Plate S class of 2-8-4, built by ALCO Schenectady in 1934. The AMC, capitalizing on their winning formula for the T-1, maintained the factor of adhesion just above 4 while scaling down the rest of the locomotive: eliminating the fifth pair of 69" drivers and creating a locomotive with 70% of the tractive effort and 70% of the weight. Unbeknownst to Bernet, Black, and the AMC, they had just captured lightning in a bottle.

 

To truly appreciate why the 700's were such good locomotives, the operating mentality of the Nickel Plate must be understood. The road was a masterpiece of engineering, maintaining a very flat right of way along the mainline, running shorter but faster trains handling bridge traffic over the line. Operating conditions like these coupled with the high-horsepower 700s, there has hardly been a more perfect match of locomotive and railroad. The Berkshires were so effective and loved, the Nickel Plate laughed away EMD diesel demonstrators multiple times until the end of steam in 1958. Even still, several of these locomotives were stored serviceable in anticipation of a traffic spike that never occurred.

 

763, part of the third batch of Berkshires in total (S-2 class) and second batch from Lima (Works #8671), was one of these locomotives. Officially retired a few years after the end of steam, it stayed in Conneaut, Ohio until 1966 when it was purchased by the Virginia Museum of Transportation in Roanoke, Virginia. 763 remained in Roanoke for several years until it was towed to New Jersey for inspection to pull the American Freedom Train, but other locomotives were selected., and 763 returned to Roanoke. Ohio Central and Age of Steam founder Jerry Jacobson purchased the locomotive from the museum in 2007, returning the engine home to Ohio. It is currently stored inside the Age of Steam Roundhouse Museum in stall 4, a regular favorite part of any regular public tour.

 

All that to say: I never expected to have such a deep, genuine understanding and appreciation for these engines. It says a lot when someone can connect with a piece of machinery in such a way, and gain understanding of its purpose and reason for existing. The 700s were truly magnificent machines.

 

So, in deciding that I was going to model one of these amazing locomotives, I began working in stud.io, and over the course of several months, I came up with what must have been at least a dozen iterations of the rough shape of the engine solely to achieve "the look." With 765 currently operating and with countless fans of the locomotives, the 700's are well recognized and people are going to be able to pick out the details, so any model of one has to be done properly. Once I had the correct shape and proportions, I filled in gaps and rebuilt section after section until I had a completed digital model in June of this year. By then, I had just seen 765 operate in person for the second time and was feeling inspired, so work on the custom wheels and connecting rods progressed alongside. Refining, trial, failure, adjustment, and testing continued until December 2022 when I completed the physical model. Naturally, I had to model 763 specifically, being the preserved example at Age of Steam.

 

Under the hood this model is identical to my Mohawk: a pair of Power Functions L motors geared 1:1 driving the third axle, each operating from its own Power Functions IR receiver, and powered by a Tenergy 7.4v 2200 mAh battery. 763 operates smoothly and without issue thanks to the drive train design and high-quality printing of the wheels, rods, and valve gear. Drivers and trailing wheels designed by me and printed by Rob Hendrix, all rods and valve gear designed by me and printed through Shapeways. All artwork was faithfully recreated by Cale Leiphart. Decals printed by OKBrickWorks and UV printed number boards and bearing caps are from Richard Glatter. Thank you all for your help with this project.

 

Having completed and published Buffalo Creek & Gauley 13, Morehead & North Fork 12, and now Nickel Plate Road 763, my Age of Steam collection grows. Those who know me personally understand that I'm not one to brag about my work. However, I feel I must say that I think I've outdone myself with this model. I would say this is the most new, ground-up design of locomotive I have built in a while. I've achieved detail and accuracy that I haven't seen on even some traditional scale models, and it all works together to make 763 perhaps my best model yet. A masterpiece of a masterpiece, if you will.

 

As 2022 winds down, I'm elated to publish this locomotive and check it off the list. As I mentioned earlier this year, I've had a lot in progress recently so wrapping something up feels fantastic. There's a bit more in store for the immediate future, but we'll get to that later.

 

As always, thanks for reading, and thanks to everyone for their support of my work through comments, questions, and compliments. It is always sincerely appreciated and I am thankful to be a part of such a fun community.

 

Video here: www.youtube.com/watch?v=6utq-QdMlnk&ab_channel=GlennH...

 

Glenn

The VLS Model C418y is an industrial variant of the P031m 'Anoure' military frame. The rugged design, easily serviceable parts and additional stability made the frame highly desirable as a short-haul freight carrier over flat terrain in a variety of environments.

'explored' August 4th 2018 #359

 

DSC_0713 SOOC

 

For maximum effect, click the image, to go into the Lightbox, to view at the largest size; or, perhaps, by clicking the expansion arrows at top right of the page for a Full Screen view.

Don't use or reproduce this image on Websites/Blog or any other media without my explicit permission.

© All Rights Reserved - Jim Goodyear 2018.

 

www.flickriver.com/photos/unclebobjim/popular-interesting/

 

The last month (March 1968) four wheeler trams were used during peak hour services. The 464 has been preserved and is serviceable to this day. The Stationsplein tracks where we see the tram have been removed some time ago. © Henk Graalman

The Chicago & Illinois Midland purchased five SD9s from EMD in November 1955. These units were active well into the 1980s hauling coal and merchandise trains for the Midland. By August 1984, all five were stored at Springfield Shops awaiting an uncertain fate. In 1989 two of the stored SD9s were leased to the Chicago, Missouri & Western for six months. They then returned to storage. In 1991, the C&IM rejuvenated and repainted SD9s 52 and 54 and installed remote control hardware to allow them to work the unloading facility at Havana and at Ellis near the Kincaid Generating Station. After the SP leased all of the SD38-2s a second time in April 1993, the C&IM began reactivating all of the serviceable units in its fleet. SD9 50, shown here swinging off the Illinois Central at CIMIC with a southbound Minerun. I honestly never thought I would see these units in regular service, so I was elated when they were reactivated. SD9 51 was the only unit not to be returned to service due to a blown prime mover in 1982, which it then became a parts source for the rest of the SD9 and SD18 fleet. Photo By: Ryan Crawford

Amsterdam Osdorp Dijkgraafplein in Sep 1970. The high rise on the left is still under construction. Beijnes tram 602 is now part of the heritage fleet and still serviceable to this day. © Henk Graalman

Worn away initially by the many walkers, paths like this then become water courses deepening them ever more. This is about I metre deep in places but only a few feet wide, full of rounded stones and slippery boulders and hemmed in by gorse. Not a pleasant route. It's always a shame when paths like this have to be made more serviceable by the National Park authorities but left alone they become ever wider scars across the landscape as walkers seek to find an easier route.

 

Adding these lines a few days later as I've just discovered that this was the footpath that the female mill workers took everyday from Castleton in the Hope valley, over the ridge and down into Edale to a mill built in the 18th century. What a walk there and back in all weathers! It was also the 'Coffin route', before the church was built in Edale in the 19th century coffins would go the other way, up here, down over the ridge to the graveyard at the village of Castleton.

So my friend got an Eastman 8x10 a while back and set it aside. Fascinated, I decided to try it out before he converted it to use in wet process or some other strange thing. (You gotta know Hans to appreciate all the old process fun he has.)

 

The first problem was the beautiful, pristine Schneider lens. It had no shutter. I was first thinking to shoot it stopped down and use a hat as a shutter. The I spied a really nice Schneider lens on a Linhoff board and decided I could rig it up to one of the empty lens boards. A lot of duct tape and some mild swearing and that looked pretty serviceable.

 

All the boards, except for the one I used, had a push pin kind of fixture mounted in the board. I'm guessing this was to operate some kind of shutter that sat inside the camera, behind the lens. Where? I'll never know and there was nothing in the case to act as a shutter. I also taped up two holes in the bottom of the front standard that seemed purposed to the same end.

 

If anyone knows about how these lenses worked, let me know. I can't find anything on the web.

 

I cleaned up two film holders and loaded 4 sheets of film. This was not a simple task as my changing bag is really too small for this and I did damage some film. I also loaded one sheet improperly and it fell into the camera when I pulled the dark slide. I'll load the rest of the film in a darkroom. As you can see here, one holder has a light leak so I'll have to find that and get some tape on it before I load more film.

 

My first shot was in a wooded area and I'll upload and discuss that shot later. This one was in full sun and, I think, came out pretty well.

 

f/32 @ 1/30 sec

Rodinal 1:25 tray developed for 6 mins

Scanned at 1200 dpi in 8 slices and stitched in Photoshop

  

Looking knackered and weather beaten and generally unloved 37678 at the time was allocated to Crewe Diesel Depot's LWCW Class 37/47 "Freight" Pool of locomotives. At this time English Welsh and Scottish Railway had adpoted a common user policy and it was common to find the shadow freight company's locomotives to be operating well off what had been the normal territory!

37678 is seen having run round its train of loaded and empty Salmon Wagons and rail mounted crane as it seen leaving Sheffield with 7T49 Darnell to Doncaster Wood Yard. The train had been engaged in overnight engineering operations and had run round its train in the station sidings at Sheffield. Along with the 142 and 143 DMU's in the back ground 37678 is also a no more having been Stored un-serviceable by EWS on the 11-12-00 the loco was withdrawn from stock on 29-03-07 and scrapped 04-05-07 at EMR at Kingsbury.

DQ2008, with TR11 at the rear, depart the Cement Australia facility at Devonport as 02 with an empty run back to the Cement Australia production plant at Railton, approximately 21km south.

 

It's expected the DQ will be replaced by "DV2" or "Drivers Van #2" in the coming weeks. DV2 is an ex DQ 2007, which was stored un-serviceable.

 

Previously DV1, an ex TasRail Y class locomotive, was used as a cab to lead empty movements to Railton. However on 21 September 2018, the entire consist (TR/Cement wagons/DV) rolled away from Railton to Devonport, which ended the use of remote controlled trains (pending investigation) and the use of DV1. This resulted in two man crew and two locomotives returning to this train for the time being.

 

Friday 14th February 2020

My husband's favorite pants for winter weather. A little shabby, but still serviceable. (He has about a dozen pair of these. in various shades of blue, black and tan, most in denim, some corduroy.)

_____

Posted for the Monthly Photo Assignment Group, Feb 2018 Theme: Clothing

i want to start swimming for exercise. decided to try my swimsuit on... been a while.

 

i think it's serviceable.

D400 / 50050 "Fearless" in fading light at Salisbury with the 1422 Exeter to Waterloo in the last week of operation for the class on 14th January 1992.

 

I recall we'd headed to the Mule to try for some of the very few class 50 hauled trains left at the time. This was the only success of the day as it was the only serviceable 50 available! The end came four days later.

"Fearless" taken from Sherbourne to Salisbury before heading home in the car.

While pretty much rooted to home in another lockdown I thought I'd root through my previous holiday photos and post some that haven't seen the light of day on Flickr before,

 

In 2017 rumours were going around that the ex London Underground 1938 stock (or Class 483 as it's otherwise known as) on the Isle of Wight hadn't long to go, when South Western Railway took over the running from South Western Trains. I hadn't got any shots of these unique ex LT units working on the Island so we decided to spend a few days on the I-o-W for a short holiday. I could get my fill of the Island Line and it's ancient stock and Vicky could visit Osborne House, the one time home of Queen Victoria and Prince Albert. We also visited other sites on the Island as well and we had a great time, despite Vicky coming down with a bit of food poisoning one day.

 

As it would turn out of course, the Island Lines ancient units would soldier on for another 3 years or so finally retiring in January 2021 when the last serviceable unit finally packed up on the verge of official retirement. After 31 years of service on the Island and after almost 82 years or so in railway service in total! SWR and the Island Line had big plans for a proper send off for these historic trains and hotels in Ryde were heavily booked by enthusiasts who wanted to see them off. Sadly of course, with Lockdown No.3 in force all this came to nothing and they went with more than a whimper than a bang.

 

Here we see 008 approaching Ryde Esplanade Station having travelled the length of Ryde Pier from Ryde Pier Head station in the distance. This unit was withdrawn in December 2020 and has thankfully been saved for preservation on the Epping Ongar Railway in Essex where they originally worked in LT days on the then end of the Central Line. A case of the wheel turning full circle perhaps!?

Saturday May 10th was National Train Day and also the opening day of the Connecticut's Valley Railroad's (DBA: Essex Steam Train and Riverboat) 2025 excursion season. They had three regular steam powered train and riverboat round trips scheduled as well as a diesel powered Mother's Day lunch train and an evening dinner train running. While of course steam was the main impetus for this visit I wasn't above raising my lens for the passage of internal combustion power.

 

The lunch train is seen shoving north at MP 8.9 on the old New Haven Valley Line as they cross the short deck girder bridge over Pattaconk Brook with 80 tonner VRR 904 on the south end. This locomotive is relatively new to the line, having been acquired in 2023 in a government auction after beeing stored serviceable at Naval Weapons Station Seal Beach where they had last served. 904 still wears its USN yellow paint but received a green cab with nee number and logo that mirrors but does not match the green and orange New Haven style colors of the rest of the road's original. GE center cab fleet. To learn more about this unit check out this article:

 

railfan.com/ex-navy-80-tonners-find-new-home-in-connecticut/

 

This view was taken from the bow of boat moored at the Pattaconk Yacht Club at the invite of a gracious owner who invited me aboard as he readied his vessel for another summer of boating on the Connecticut River and Long Island Sound.

 

Chester, Connecticut

Saturday May 10, 2025

Birnbeck Pier and Island, storm ravaged and on the buildings at risk register. It's situated on the outskirts of Weston-super-Mare, North Somerset, in the UK.

 

The pier was designed by Eugenics Birch and opened in 1867.

 

Weston-super-Mare Lifeboat Station is the only serviceable building on the Island.

 

To the right a damaged section of the North Pier can be seen. This collapsed in a storm last year.

 

Out to sea Flatholm Island can be seen and the Welsh coast in the far distance.

 

I've been meaning to photograph the pier and island for some time, and finally got around to it early this morning before breakfast.

Passenger ferry

 

Candelária, Rio de Janeiro, Brazil

 

São Paulo (pennant number A12) was a Clemenceau-class aircraft carrier in service with the Brazilian Navy. São Paulo was first commissioned in 1963 by the French Navy as Foch and was transferred in 2000 to Brazil, where she became the new flagship of the Brazilian Navy. IHS Jane's reported that during its career with the Brazilian Navy, São Paulo suffered from serviceability issues and never managed to operate for more than three months at a time without the need for repairs and maintenance. On 14 February 2017, the navy announced the ship's demobilisation and subsequent decommissioning. On 12 March 2021 the carrier was sold to be scrapped for R$10,550,000.00 or US$1,919,857.35.

 

USS Cayuga (LST-1186) was a Newport-class tank landing ship of the United States Navy which replaced the traditional bow door-design tank landing ships (LSTs). The vessel was constructed by the National Steel and Shipbuilding Company in San Diego, California and was launched in 1969 and commissioned in 1970. Cayuga took part in the Vietnam War and Gulf War in American service. Decommissioned in 1994, the LST was transferred to the Brazilian Navy the same year on loan and renamed NDCC Mattoso Maia (G 28). The ship was purchased by Brazil outright in 2001. Mattoso Maia is currently in service.

 

Frigate F42 F Constituição

& F43 F Liberal

Bonus traction this afternoon was DRS 37425 'Sir Robert Mc Alpine' & 37422 'Victorious' heading light to Carlisle Kingmoor to bring the ZZA snow ploughs to Crewe.

Certainly not on my radar, indeed I was there by default only because the light was good.

* All serviceable DRS 37’s are now for sale 😢

* Pole @ 8m.

I have some very serviceable versions of this picture in B&W and full color, but this one had just the right lighting.

Amsterdam GVB tram 909 solo in Osdorp. Up to 4 triple axle trams were on standby on the Prins Hendrikkade to fill in gaps in the regular service. Car 909 has been preserved and is serviceable. © Henk Graalman

With the DRS class 20 fleet down to 3 serviceable locos, none at the start of last week, Harry Needle has come to the rescue providing 20311 and 20314 for the start of the 2019 South Yorkshire RHTT season. On the first working, the 3S11 from York arrives at Sheffield at 06:36 and turns ready to leave at 06:56. I then headed for an early start for work. The benefit being not only did I hit the blue hour, but also missed the rain. At least one other photographer had made it out.

 

Stop press 302 and 303 scheduled for a Crewe to York trip tomorrow.

On July 2, 1997 waited for my train to Platamon at the Leptokaria station. Train 23500 from Athens, the overnight expedited freight train to Thessaloniki, had sampled enough delay to pass Leptokaria in daylight. 7:23 am, to be specific.

The stationmaster wasn't too positive about me taking pictures so I took advantage of the moment when was busy giving a clear.

 

The power that day was A-414, one of two serviceable Krauss-Maffeis. It limped along on engine 2 only. The 1350 hp were sufficient for the few cars, however.

The dieselhydraulic locomotive began life in 1965 as Deutsche Bundesbahn V200 129. After withdrawal in 1987 the unit was sold with a group of 20 other V200.1 to Greece. Together with A-420 it wrapped up the service of the K-Ms only a few weeks later after this summer morning.

Though all 20 K-Ms were eventually sold back to Germany A-414 would be scrapped in 2012 without getting yet another lease of life.

One of 4 steeple-cab electrics that worked on the short but very steeply graded branch line from the exchange sidings adjacent to the ex L&Y Manchester to Bolton line to the power station in the background. I'm not sure which one of the 4 this is - I can't read the number. It was taken on a visit by Manchester University Railway Society (who kindly invited us Manchester Poly students to come along). I think it was March '75. The locos - at least some of them - were serviceable but I think coal deliveries and generation had all but ceased by then - this is borne out by the lack of wagons and rust on the rails. A class 25 scurries past with a brake van, engaged on some mission of its own. No trace of the power station or the railway remains today. Zenith B, CT18.

 

PN’s serviceable DL class loco quintuplets (DL44, DL43, DL41, DL47 and DL50) are seen in warm storage at Werris Creek locomotive depot. These locos are currently surplus to requirements, being placed into storage in August 2023 with a huge downturn in grain traffic in Northwestern NSW. With the coming handover of PN’s haulage contract with Manildra to SSR in November, which will see 25 more Bulk 81 and 82 class locomotives freed up, these DL’s may very well never run in service again. Wednesday 03/01/24.

 

Photo taken on private property with permission from the owner.

Lockheed C-130 Hercules

From Wikipedia, the free encyclopedia

 

en.wikipedia.org/wiki/Lockheed_C-130_Hercules

 

C-130 Hercules

Straight-wing, four-engine turboprop-driven aircraft overflying water

USAF C-130E

Role: Military transport aircraft

National origin: United States

ManufacturerLockheed

Lockheed Martin

First flight23 August 1954

Status: In service

Primary users:

United States Air Force

United States Marine Corps

Royal Air Force

Royal Canadian Air Force

Produced: 1954–present

Number built: Over 2,500 as of 2015[1]

Unit cost

C-130E $11.9 million[2]

C-130H $30.1 million[3]

Variants:

AC-130 Spectre/Spooky

Lockheed DC-130

Lockheed EC-130

Lockheed HC-130

Lockheed Martin KC-130

Lockheed LC-130

Lockheed MC-130

Lockheed WC-130

Lockheed L-100 Hercules

Developed into: Lockheed Martin C-130J Super Hercules

 

The Lockheed C-130 Hercules is a four-engine turboprop military transport aircraft designed and built originally by Lockheed, now Lockheed Martin.

 

Capable of using unprepared runways for takeoffs and landings, the C-130 was originally designed as a troop, medivac, and cargo transport aircraft. The versatile airframe has found uses in a variety of other roles, including as a gunship (AC-130),for

airborne assault,

search and rescue,

scientific research support,

weather reconnaissance,

aerial refueling,

maritime patrol, and

aerial firefighting.

 

It is now the main tactical airlifter for many military forces worldwide. Over forty models and variants of the Hercules, including a civilian one marketed as Lockheed L-100, operate in more than sixty nations.

 

The C-130 entered service with the U.S. in the 1950s, followed by Australia and others. During its years of service, the Hercules family has participated in numerous military, civilian and humanitarian aid operations. In 2007, the C-130 became the fifth aircraft—after the English Electric Canberra, B-52 Stratofortress, Tu-95, and KC-135 Stratotanker—to mark 50 years of continuous service with its original primary customer, in this case, the United States Air Force. The C-130 Hercules is the longest continuously produced military aircraft at over 60 years, with the updated C-130J Super Hercules being produced today.[4]

 

Contents [hide]

1Design and development

1.1Background and requirements

1.2Design phase

1.3Improved versions

1.4More improvements

1.5Later models

1.6Next generation

1.7Upgrades and changes

1.8Replacement

2Operational history

2.1Military

2.2Civilian

3Variants

4Operators

5Accidents

6Aircraft on display

6.1Australia

6.2Canada

6.3Colombia

6.4Indonesia

6.5Norway

6.6Saudi Arabia

6.7United Kingdom

6.8United States

7Specifications (C-130H)

8See also

9References

10External links

Design and development[edit]

 

This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (February 2014)

Background and requirements[edit]

 

The Korean War, which began in June 1950, showed that World War II-era piston-engine transports—Fairchild C-119 Flying Boxcars, Douglas C-47 Skytrains and Curtiss C-46 Commandos—were inadequate for modern warfare. Thus, on 2 February 1951, the United States Air Force issued a General Operating Requirement (GOR) for a new transport to Boeing, Douglas, Fairchild, Lockheed, Martin, Chase Aircraft, North American, Northrop, and Airlifts Inc. The new transport would have a capacity of 92 passengers, 72 combat troops or 64 paratroopers in a cargo compartment that was approximately 41 feet (12 m) long, 9 feet (2.7 m) high, and 10 feet (3.0 m) wide. Unlike transports derived from passenger airliners, it was to be designed from the ground-up as a combat transport with loading from a hinged loading ramp at the rear of the fuselage.

 

A key feature was the introduction of the Allison T56 turboprop powerplant, first developed specifically for the C-130. At the time, the turboprop was a new application of turbine engines that used exhaust gases to turn a propeller, which offered greater range at propeller-driven speeds compared to pure turbojets, which were faster but consumed more fuel. As was the case on helicopters of that era, such as the UH-1 Huey, turboshafts produced much more power for their weight than piston engines. Lockheed would subsequently use the same engines and technology in the Lockheed L-188 Electra. That aircraft failed financially in its civilian configuration but was successfully adapted into the Lockheed P-3 Orion maritime patrol and submarine attack aircraft where the efficiency and endurance of turboprops excelled.

 

Design phase[edit]

The Hercules resembled a larger four-engine brother to the C-123 Provider with a similar wing and cargo ramp layout that evolved from the Chase XCG-20 Avitruc, which in turn, was first designed and flown as a cargo glider in 1947.[5] The Boeing C-97 Stratofreighter also had a rear ramp, which made it possible to drive vehicles onto the plane (also possible with forward ramp on a C-124). The ramp on the Hercules was also used to airdrop cargo, which included low-altitude extraction for Sheridan tanks and even dropping large improvised "daisy cutter" bombs.

 

The new Lockheed cargo plane design possessed a range of 1,100 nmi (1,270 mi; 2,040 km), takeoff capability from short and unprepared strips, and the ability to fly with one engine shut down. Fairchild, North American, Martin, and Northrop declined to participate. The remaining five companies tendered a total of ten designs: Lockheed two, Boeing one, Chase three, Douglas three, and Airlifts Inc. one. The contest was a close affair between the lighter of the two Lockheed (preliminary project designation L-206) proposals and a four-turboprop Douglas design.

 

The Lockheed design team was led by Willis Hawkins, starting with a 130-page proposal for the Lockheed L-206.[6] Hall Hibbard, Lockheed vice president and chief engineer, saw the proposal and directed it to Kelly Johnson, who did not care for the low-speed, unarmed aircraft, and remarked, "If you sign that letter, you will destroy the Lockheed Company."[6] Both Hibbard and Johnson signed the proposal and the company won the contract for the now-designated Model 82 on 2 July 1951.[7]

 

The first flight of the YC-130 prototype was made on 23 August 1954 from the Lockheed plant in Burbank, California. The aircraft, serial number 53-3397, was the second prototype, but the first of the two to fly. The YC-130 was piloted by Stanley Beltz and Roy Wimmer on its 61-minute flight to Edwards Air Force Base; Jack Real and Dick Stanton served as flight engineers. Kelly Johnson flew chase in a Lockheed P2V Neptune.[8]

 

After the two prototypes were completed, production began in Marietta, Georgia, where over 2,300 C-130s have been built through 2009.[9]

 

The initial production model, the C-130A, was powered by Allison T56-A-9 turboprops with three-blade propellers and originally equipped with the blunt nose of the prototypes. Deliveries began in December 1956, continuing until the introduction of the C-130B model in 1959. Some A-models were equipped with skis and re-designated C-130D.

 

As the C-130A became operational with Tactical Air Command (TAC), the C-130's lack of range became apparent and additional fuel capacity was added in the form of external pylon-mounted tanks at the end of the wings.

 

Improved versions[edit]

 

A Michigan Air National Guard C-130E dispatches its flares during a low-level training mission

The C-130B model was developed to complement the A-models that had previously been delivered, and incorporated new features, particularly increased fuel capacity in the form of auxiliary tanks built into the center wing section and an AC electrical system. Four-bladed Hamilton Standard propellers replaced the Aeroproducts three-blade propellers that distinguished the earlier A-models. The C-130B had ailerons with increased boost—3,000 psi (21 MPa) versus 2,050 psi (14 MPa)—as well as uprated engines and four-blade propellers that were standard until the J-model's introduction.

 

An electronic reconnaissance variant of the C-130B was designated C-130B-II. A total of 13 aircraft were converted. The C-130B-II was distinguished by its false external wing fuel tanks, which were disguised signals intelligence (SIGINT) receiver antennas. These pods were slightly larger than the standard wing tanks found on other C-130Bs. Most aircraft featured a swept blade antenna on the upper fuselage, as well as extra wire antennas between the vertical fin and upper fuselage not found on other C-130s. Radio call numbers on the tail of these aircraft were regularly changed so as to confuse observers and disguise their true mission.

 

The extended-range C-130E model entered service in 1962 after it was developed as an interim long-range transport for the Military Air Transport Service. Essentially a B-model, the new designation was the result of the installation of 1,360 US gal (5,150 L) Sargent Fletcher external fuel tanks under each wing's midsection and more powerful Allison T56-A-7A turboprops. The hydraulic boost pressure to the ailerons was reduced back to 2050 psi as a consequence of the external tanks' weight in the middle of the wingspan. The E model also featured structural improvements, avionics upgrades and a higher gross weight. Australia took delivery of 12 C130E Hercules during 1966–67 to supplement the 12 C-130A models already in service with the RAAF. Sweden and Spain fly the TP-84T version of the C-130E fitted for aerial refueling capability.

 

The KC-130 tankers, originally C-130F procured for the US Marine Corps (USMC) in 1958 (under the designation GV-1) are equipped with a removable 3,600 US gal (13,626 L) stainless steel fuel tank carried inside the cargo compartment. The two wing-mounted hose and drogue aerial refueling pods each transfer up to 300 US gal per minute (19 L per second) to two aircraft simultaneously, allowing for rapid cycle times of multiple-receiver aircraft formations, (a typical tanker formation of four aircraft in less than 30 minutes). The US Navy's C-130G has increased structural strength allowing higher gross weight operation.

 

More improvements[edit]

 

Royal Australian Air Force C-130H, 2007

The C-130H model has updated Allison T56-A-15 turboprops, a redesigned outer wing, updated avionics and other minor improvements. Later H models had a new, fatigue-life-improved, center wing that was retrofitted to many earlier H-models. For structural reasons, some models are required to land with certain amounts of fuel when carrying heavy cargo, reducing usable range.[10] The H model remains in widespread use with the United States Air Force (USAF) and many foreign air forces. Initial deliveries began in 1964 (to the RNZAF), remaining in production until 1996. An improved C-130H was introduced in 1974, with Australia purchasing 12 of type in 1978 to replace the original 12 C-130A models, which had first entered RAAF Service in 1958.

 

The United States Coast Guard employs the HC-130H for long-range search and rescue, drug interdiction, illegal migrant patrols, homeland security, and logistics.

 

C-130H models produced from 1992 to 1996 were designated as C-130H3 by the USAF. The "3" denoting the third variation in design for the H series. Improvements included ring laser gyros for the INUs, GPS receivers, a partial glass cockpit (ADI and HSI instruments), a more capable APN-241 color radar, night vision device compatible instrument lighting, and an integrated radar and missile warning system. The electrical system upgrade included Generator Control Units (GCU) and Bus Switching units (BSU)to provide stable power to the more sensitive upgraded components.[citation needed]

  

Royal Air Force C-130K (C.3)

The equivalent model for export to the UK is the C-130K, known by the Royal Air Force (RAF) as the Hercules C.1. The C-130H-30 (Hercules C.3 in RAF service) is a stretched version of the original Hercules, achieved by inserting a 100 in (2.54 m) plug aft of the cockpit and an 80 in (2.03 m) plug at the rear of the fuselage. A single C-130K was purchased by the Met Office for use by its Meteorological Research Flight, where it was classified as the Hercules W.2. This aircraft was heavily modified (with its most prominent feature being the long red and white striped atmospheric probe on the nose and the move of the weather radar into a pod above the forward fuselage). This aircraft, named Snoopy, was withdrawn in 2001 and was then modified by Marshall of Cambridge Aerospace as flight-testbed for the A400M turbine engine, the TP400. The C-130K is used by the RAF Falcons for parachute drops. Three C-130K (Hercules C Mk.1P) were upgraded and sold to the Austrian Air Force in 2002.[11]

 

Later models[edit]

The MC-130E Combat Talon was developed for the USAF during the Vietnam War to support special operations missions in Southeast Asia, and led to both the MC-130H Combat Talon II as well as a family of other special missions aircraft. 37 of the earliest models currently operating with the Air Force Special Operations Command (AFSOC) are scheduled to be replaced by new-production MC-130J versions. The EC-130 Commando Solo is another special missions variant within AFSOC, albeit operated solely by an AFSOC-gained wing in the Pennsylvania Air National Guard, and is a psychological operations/information operations (PSYOP/IO) platform equipped as an aerial radio station and television stations able to transmit messaging over commercial frequencies. Other versions of the EC-130, most notably the EC-130H Compass Call, are also special variants, but are assigned to the Air Combat Command (ACC). The AC-130 gunship was first developed during the Vietnam War to provide close air support and other ground-attack duties.

  

USAF HC-130P refuels a HH-60G Pavehawk helicopter

The HC-130 is a family of long-range search and rescue variants used by the USAF and the U.S. Coast Guard. Equipped for deep deployment of Pararescuemen (PJs), survival equipment, and (in the case of USAF versions) aerial refueling of combat rescue helicopters, HC-130s are usually the on-scene command aircraft for combat SAR missions (USAF only) and non-combat SAR (USAF and USCG). Early USAF versions were also equipped with the Fulton surface-to-air recovery system, designed to pull a person off the ground using a wire strung from a helium balloon. The John Wayne movie The Green Berets features its use. The Fulton system was later removed when aerial refueling of helicopters proved safer and more versatile. The movie The Perfect Storm depicts a real life SAR mission involving aerial refueling of a New York Air National Guard HH-60G by a New York Air National Guard HC-130P.

 

The C-130R and C-130T are U.S. Navy and USMC models, both equipped with underwing external fuel tanks. The USN C-130T is similar, but has additional avionics improvements. In both models, aircraft are equipped with Allison T56-A-16 engines. The USMC versions are designated KC-130R or KC-130T when equipped with underwing refueling pods and pylons and are fully night vision system compatible.

 

The RC-130 is a reconnaissance version. A single example is used by the Islamic Republic of Iran Air Force, the aircraft having originally been sold to the former Imperial Iranian Air Force.

 

The Lockheed L-100 (L-382) is a civilian variant, equivalent to a C-130E model without military equipment. The L-100 also has two stretched versions.

 

Next generation[edit]

Main article: Lockheed Martin C-130J Super Hercules

In the 1970s, Lockheed proposed a C-130 variant with turbofan engines rather than turboprops, but the U.S. Air Force preferred the takeoff performance of the existing aircraft. In the 1980s, the C-130 was intended to be replaced by the Advanced Medium STOL Transport project. The project was canceled and the C-130 has remained in production.

 

Building on lessons learned, Lockheed Martin modified a commercial variant of the C-130 into a High Technology Test Bed (HTTB). This test aircraft set numerous short takeoff and landing performance records and significantly expanded the database for future derivatives of the C-130.[12] Modifications made to the HTTB included extended chord ailerons, a long chord rudder, fast-acting double-slotted trailing edge flaps, a high-camber wing leading edge extension, a larger dorsal fin and dorsal fins, the addition of three spoiler panels to each wing upper surface, a long-stroke main and nose landing gear system, and changes to the flight controls and a change from direct mechanical linkages assisted by hydraulic boost, to fully powered controls, in which the mechanical linkages from the flight station controls operated only the hydraulic control valves of the appropriate boost unit.[13] The HTTB first flew on 19 June 1984, with civil registration of N130X. After demonstrating many new technologies, some of which were applied to the C-130J, the HTTB was lost in a fatal accident on 3 February 1993, at Dobbins Air Reserve Base, in Marietta, Georgia.[14] The crash was attributed to disengagement of the rudder fly-by-wire flight control system, resulting in a total loss of rudder control capability while conducting ground minimum control speed tests (Vmcg). The disengagement was a result of the inadequate design of the rudder's integrated actuator package by its manufacturer; the operator's insufficient system safety review failed to consider the consequences of the inadequate design to all operating regimes. A factor which contributed to the accident was the flight crew's lack of engineering flight test training.[15]

 

In the 1990s, the improved C-130J Super Hercules was developed by Lockheed (later Lockheed Martin). This model is the newest version and the only model in production. Externally similar to the classic Hercules in general appearance, the J model has new turboprop engines, six-bladed propellers, digital avionics, and other new systems.[16]

 

Upgrades and changes[edit]

In 2000, Boeing was awarded a US$1.4 billion contract to develop an Avionics Modernization Program kit for the C-130. The program was beset with delays and cost overruns until project restructuring in 2007.[17] On 2 September 2009, Bloomberg news reported that the planned Avionics Modernization Program (AMP) upgrade to the older C-130s would be dropped to provide more funds for the F-35, CV-22 and airborne tanker replacement programs.[18] However, in June 2010, Department of Defense approved funding for the initial production of the AMP upgrade kits.[19][20] Under the terms of this agreement, the USAF has cleared Boeing to begin low-rate initial production (LRIP) for the C-130 AMP. A total of 198 aircraft are expected to feature the AMP upgrade. The current cost per aircraft is US$14 million although Boeing expects that this price will drop to US$7 million for the 69th aircraft.[17]

 

An engine enhancement program saving fuel and providing lower temperatures in the T56 engine has been approved, and the US Air Force expects to save $2 billion and extend the fleet life.[21]

 

Replacement[edit]

In October 2010, the Air Force released a capabilities request for information (CRFI) for the development of a new airlifter to replace the C-130. The new aircraft is to carry a 190 percent greater payload and assume the mission of mounted vertical maneuver (MVM). The greater payload and mission would enable it to carry medium-weight armored vehicles and drop them off at locations without long runways. Various options are being considered, including new or upgraded fixed-wing designs, rotorcraft, tiltrotors, or even an airship. Development could start in 2014, and become operational by 2024. The C-130 fleet of around 450 planes would be replaced by only 250 aircraft.[22] The Air Force had attempted to replace the C-130 in the 1970s through the Advanced Medium STOL Transport project, which resulted in the C-17 Globemaster III that instead replaced the C-141 Starlifter.[23] The Air Force Research Laboratory funded Lockheed and Boeing demonstrators for the Speed Agile concept, which had the goal of making a STOL aircraft that can take off and land at speeds as low as 70 kn (130 km/h; 81 mph) on airfields less than 2,000 ft (610 m) long and cruise at Mach 0.8-plus. Boeing's design used upper-surface blowing from embedded engines on the inboard wing and blown flaps for circulation control on the outboard wing. Lockheed's design also used blown flaps outboard, but inboard used patented reversing ejector nozzles. Boeing's design completed over 2,000 hours of windtunnel tests in late 2009. It was a 5 percent-scale model of a narrowbody design with a 55,000 lb (25,000 kg) payload. When the AFRL increased the payload requirement to 65,000 lb (29,000 kg), they tested a 5% scale model of a widebody design with a 303,000 lb (137,000 kg) take-off gross weight and an "A400M-size" 158 in (4.0 m) wide cargo box. It would be powered by four IAE V2533 turbofans.[24] In August 2011, the AFRL released pictures of the Lockheed Speed Agile concept demonstrator. A 23% scale model went through wind tunnel tests to demonstrate its hybrid powered lift, which combines a low drag airframe with simple mechanical assembly to reduce weight and better aerodynamics. The model had four engines, including two Williams FJ44 turbofans.[23][25] On 26 March 2013, Boeing was granted a patent for its swept-wing powered lift aircraft.[26]

 

As of January 2014, Air Mobility Command, Air Force Materiel Command and the Air Force Research Lab are in the early stages of defining requirements for the C-X next generation airlifter program to replace both the C-130 and C-17. An aircraft would be produced from the early 2030s to the 2040s. If requirements are decided for operating in contested airspace, Air Force procurement of C-130s would end by the end of the decade to not have them serviceable by the 2030s and operated when they can't perform in that environment. Development of the airlifter depends heavily on the Army's "tactical and operational maneuver" plans. Two different cargo planes could still be created to separately perform tactical and strategic missions, but which course to pursue is to be decided before C-17s need to be retired.[27]

 

Operational history[edit]

 

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Military[edit]

 

USMC KC-130F Hercules performing takeoffs and landings aboard the aircraft carrier Forrestal in 1963. The aircraft is now displayed at the National Museum of Naval Aviation.

The first production aircraft, C-130As were first delivered beginning in 1956 to the 463d Troop Carrier Wing at Ardmore AFB, Oklahoma and the 314th Troop Carrier Wing at Sewart AFB, Tennessee. Six additional squadrons were assigned to the 322d Air Division in Europe and the 315th Air Division in the Far East. Additional aircraft were modified for electronics intelligence work and assigned to Rhein-Main Air Base, Germany while modified RC-130As were assigned to the Military Air Transport Service (MATS) photo-mapping division.

 

In 1958, a U.S. reconnaissance C-130A-II of the 7406th Support Squadron was shot down over Armenia by MiG-17s.[28]

 

Australia became the first non-American force to operate the C-130A Hercules with 12 examples being delivered from late 1958. These aircraft were fitted with AeroProducts three-blade, 15-foot diameter propellers. The Royal Canadian Air Force became another early user with the delivery of four B-models (Canadian designation C-130 Mk I) in October / November 1960.[29]

 

In 1963, a Hercules achieved and still holds the record for the largest and heaviest aircraft to land on an aircraft carrier.[30] During October and November that year, a USMC KC-130F (BuNo 149798), loaned to the U.S. Naval Air Test Center, made 29 touch-and-go landings, 21 unarrested full-stop landings and 21 unassisted take-offs on Forrestal at a number of different weights.[31] The pilot, LT (later RADM) James H. Flatley III, USN, was awarded the Distinguished Flying Cross for his role in this test series. The tests were highly successful, but the idea was considered too risky for routine "Carrier Onboard Delivery" (COD) operations. Instead, the Grumman C-2 Greyhound was developed as a dedicated COD aircraft. The Hercules used in the test, most recently in service with Marine Aerial Refueler Squadron 352 (VMGR-352) until 2005, is now part of the collection of the National Museum of Naval Aviation at NAS Pensacola, Florida.

 

In 1964, C-130 crews from the 6315th Operations Group at Naha Air Base, Okinawa commenced forward air control (FAC; "Flare") missions over the Ho Chi Minh Trail in Laos supporting USAF strike aircraft. In April 1965 the mission was expanded to North Vietnam where C-130 crews led formations of B-57 bombers on night reconnaissance/strike missions against communist supply routes leading to South Vietnam. In early 1966 Project Blind Bat/Lamplighter was established at Ubon RTAFB, Thailand. After the move to Ubon the mission became a four-engine FAC mission with the C-130 crew searching for targets then calling in strike aircraft. Another little-known C-130 mission flown by Naha-based crews was Operation Commando Scarf, which involved the delivery of chemicals onto sections of the Ho Chi Minh Trail in Laos that were designed to produce mud and landslides in hopes of making the truck routes impassable.[citation needed]

 

In November 1964, on the other side of the globe, C-130Es from the 464th Troop Carrier Wing but loaned to 322d Air Division in France, flew one of the most dramatic missions in history in the former Belgian Congo. After communist Simba rebels took white residents of the city of Stanleyville hostage, the U.S. and Belgium developed a joint rescue mission that used the C-130s to airlift and then drop and air-land a force of Belgian paratroopers to rescue the hostages. Two missions were flown, one over Stanleyville and another over Paulis during Thanksgiving weeks.[32] The headline-making mission resulted in the first award of the prestigious MacKay Trophy to C-130 crews.

 

In the Indo-Pakistani War of 1965, as a desperate measure the transport No. 6 Squadron of the Pakistan Air Force modified its entire small fleet of C-130Bs for use as heavy bombers, capable of carrying up to 20,000 lb (9,072 kg) of bombs on pallets. These improvised bombers were used to hit Indian targets such as bridges, heavy artillery positions, tank formations and troop concentrations.[33][34] Some C-130s even flew with anti-aircraft guns fitted on their ramp, apparently shooting down some 17 aircraft and damaging 16 others.[35]

  

The C-130 Hercules were used in the Battle of Kham Duc in 1968, when the North Vietnamese Army forced U.S.-led forces to abandon the Kham Duc Special Forces Camp.

In October 1968, a C-130Bs from the 463rd Tactical Airlift Wing dropped a pair of M-121 10,000 pound bombs that had been developed for the massive B-36 bomber but had never been used. The U.S. Army and U.S. Air Force resurrected the huge weapons as a means of clearing landing zones for helicopters and in early 1969 the 463rd commenced Commando Vault missions. Although the stated purpose of COMMANDO VAULT was to clear LZs, they were also used on enemy base camps and other targets.[citation needed]

 

During the late 1960s, the U.S. was eager to get information on Chinese nuclear capabilities. After the failure of the Black Cat Squadron to plant operating sensor pods near the Lop Nur Nuclear Weapons Test Base using a Lockheed U-2, the CIA developed a plan, named Heavy Tea, to deploy two battery-powered sensor pallets near the base. To deploy the pallets, a Black Bat Squadron crew was trained in the U.S. to fly the C-130 Hercules. The crew of 12, led by Col Sun Pei Zhen, took off from Takhli Royal Thai Air Force Base in an unmarked U.S. Air Force C-130E on 17 May 1969. Flying for six and a half hours at low altitude in the dark, they arrived over the target and the sensor pallets were dropped by parachute near Anxi in Gansu province. After another six and a half hours of low altitude flight, they arrived back at Takhli. The sensors worked and uploaded data to a U.S. intelligence satellite for six months, before their batteries wore out. The Chinese conducted two nuclear tests, on 22 September 1969 and 29 September 1969, during the operating life of the sensor pallets. Another mission to the area was planned as Operation Golden Whip, but was called off in 1970.[36] It is most likely that the aircraft used on this mission was either C-130E serial number 64-0506 or 64-0507 (cn 382-3990 and 382-3991). These two aircraft were delivered to Air America in 1964.[37] After being returned to the U.S. Air Force sometime between 1966 and 1970, they were assigned the serial numbers of C-130s that had been destroyed in accidents. 64-0506 is now flying as 62-1843, a C-130E that crashed in Vietnam on 20 December 1965 and 64-0507 is now flying as 63-7785, a C-130E that had crashed in Vietnam on 17 June 1966.[38]

 

The A-model continued in service through the Vietnam War, where the aircraft assigned to the four squadrons at Naha AB, Okinawa and one at Tachikawa Air Base, Japan performed yeoman's service, including operating highly classified special operations missions such as the BLIND BAT FAC/Flare mission and FACT SHEET leaflet mission over Laos and North Vietnam. The A-model was also provided to the South Vietnamese Air Force as part of the Vietnamization program at the end of the war, and equipped three squadrons based at Tan Son Nhut AFB. The last operator in the world is the Honduran Air Force, which is still flying one of five A model Hercules (FAH 558, c/n 3042) as of October 2009.[39] As the Vietnam War wound down, the 463rd Troop Carrier/Tactical Airlift Wing B-models and A-models of the 374th Tactical Airlift Wing were transferred back to the United States where most were assigned to Air Force Reserve and Air National Guard units.

  

U.S. Marines disembark from C-130 transports at the Da Nang Airbase on 8 March 1965

Another prominent role for the B model was with the United States Marine Corps, where Hercules initially designated as GV-1s replaced C-119s. After Air Force C-130Ds proved the type's usefulness in Antarctica, the U.S. Navy purchased a number of B-models equipped with skis that were designated as LC-130s. C-130B-II electronic reconnaissance aircraft were operated under the SUN VALLEY program name primarily from Yokota Air Base, Japan. All reverted to standard C-130B cargo aircraft after their replacement in the reconnaissance role by other aircraft.

 

The C-130 was also used in the 1976 Entebbe raid in which Israeli commando forces carried a surprise assault to rescue 103 passengers of an airliner hijacked by Palestinian and German terrorists at Entebbe Airport, Uganda. The rescue force — 200 soldiers, jeeps, and a black Mercedes-Benz (intended to resemble Ugandan Dictator Idi Amin's vehicle of state) — was flown over 2,200 nmi (4,074 km; 2,532 mi) almost entirely at an altitude of less than 100 ft (30 m) from Israel to Entebbe by four Israeli Air Force (IAF) Hercules aircraft without mid-air refueling (on the way back, the planes refueled in Nairobi, Kenya).

 

During the Falklands War (Spanish: Guerra de las Malvinas) of 1982, Argentine Air Force C-130s undertook highly dangerous, daily re-supply night flights as blockade runners to the Argentine garrison on the Falkland Islands. They also performed daylight maritime survey flights. One was lost during the war. Argentina also operated two KC-130 tankers during the war, and these refueled both the Douglas A-4 Skyhawks and Navy Dassault-Breguet Super Étendards; some C-130s were modified to operate as bombers with bomb-racks under their wings. The British also used RAF C-130s to support their logistical operations.

  

USMC C-130T Fat Albert performing a rocket-assisted takeoff (RATO)

During the Gulf War of 1991 (Operation Desert Storm), the C-130 Hercules was used operationally by the U.S. Air Force, U.S. Navy and U.S. Marine Corps, along with the air forces of Australia, New Zealand, Saudi Arabia, South Korea and the UK. The MC-130 Combat Talon variant also made the first attacks using the largest conventional bombs in the world, the BLU-82 "Daisy Cutter" and GBU-43/B "Massive Ordnance Air Blast" bomb, (MOAB). Daisy Cutters were used to clear landing zones and to eliminate mine fields. The weight and size of the weapons make it impossible or impractical to load them on conventional bombers. The GBU-43/B MOAB is a successor to the BLU-82 and can perform the same function, as well as perform strike functions against hardened targets in a low air threat environment.

 

Since 1992, two successive C-130 aircraft named Fat Albert have served as the support aircraft for the U.S. Navy Blue Angels flight demonstration team. Fat Albert I was a TC-130G (151891),[40] while Fat Albert II is a C-130T (164763).[41] Although Fat Albert supports a Navy squadron, it is operated by the U.S. Marine Corps (USMC) and its crew consists solely of USMC personnel. At some air shows featuring the team, Fat Albert takes part, performing flyovers. Until 2009, it also demonstrated its rocket-assisted takeoff (RATO) capabilities; these ended due to dwindling supplies of rockets.[42]

 

The AC-130 also holds the record for the longest sustained flight by a C-130. From 22 to 24 October 1997, two AC-130U gunships flew 36 hours nonstop from Hurlburt Field Florida to Taegu (Daegu), South Korea while being refueled seven times by KC-135 tanker aircraft. This record flight shattered the previous record longest flight by over 10 hours while the two gunships took on 410,000 lb (190,000 kg) of fuel. The gunship has been used in every major U.S. combat operation since Vietnam, except for Operation El Dorado Canyon, the 1986 attack on Libya.[43]

  

C-130 Hercules performs a tactical landing on a dirt strip

During the invasion of Afghanistan in 2001 and the ongoing support of the International Security Assistance Force (Operation Enduring Freedom), the C-130 Hercules has been used operationally by Australia, Belgium, Canada, Denmark, France, Italy, the Netherlands, New Zealand, Norway, Portugal, South Korea, Spain, the UK and the United States.

 

During the 2003 invasion of Iraq (Operation Iraqi Freedom), the C-130 Hercules was used operationally by Australia, the UK and the United States. After the initial invasion, C-130 operators as part of the Multinational force in Iraq used their C-130s to support their forces in Iraq.

 

Since 2004, the Pakistan Air Force has employed C-130s in the War in North-West Pakistan. Some variants had forward looking infrared (FLIR Systems Star Safire III EO/IR) sensor balls, to enable close tracking of Islamist militants.[44]

 

Civilian[edit]

 

A C-130E fitted with a MAFFS-1 dropping fire retardant

The U.S. Forest Service developed the Modular Airborne FireFighting System for the C-130 in the 1970s, which allows regular aircraft to be temporarily converted to an airtanker for fighting wildfires.[45] In the late 1980s, 22 retired USAF C-130As were removed from storage at Davis-Monthan Air Force Base and transferred to the U.S. Forest Service who then sold them to six private companies to be converted into air tankers (see U.S. Forest Service airtanker scandal). After one of these aircraft crashed due to wing separation in flight as a result of fatigue stress cracking, the entire fleet of C-130A air tankers was permanently grounded in 2004 (see 2002 airtanker crashes). C-130s have been used to spread chemical dispersants onto the massive oil slick in the Gulf Coast in 2010.[46]

 

A recent development of a C-130–based airtanker is the Retardant Aerial Delivery System developed by Coulson Aviation USA . The system consists of a C-130H/Q retrofitted with an in-floor discharge system, combined with a removable 3,500- or 4,000-gallon water tank. The combined system is FAA certified.[47]

 

Variants[edit]

 

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C-130H Hercules flight deck

 

A U.S. JC-130 aircraft retrieving a reconnaissance satellite film capsule under parachute.

 

C-130s from the: U.S., Canada, Australia and Israel (foreground to background)

 

RAAF C-130J-30 at Point Cook, 2006

 

Brazilian Air Force C-130 (L-382)

For civilian versions, see Lockheed L-100 Hercules.

Significant military variants of the C-130 include:

 

C-130A/B/E/F/G/H/K/T

Tactical airlifter basic models

C-130A-II Dreamboat

Early version Electronic Intelligence/Signals Intelligence (ELINT/SIGINT) aircraft[48]

C-130J Super Hercules

Tactical airlifter, with new engines, avionics, and updated systems

C-130K

Designation for RAF Hercules C1/W2/C3 aircraft (C-130Js in RAF service are the Hercules C.4 and Hercules C.5)

AC-130A/E/H/J/U/W

Gunship variants

C-130D/D-6

Ski-equipped version for snow and ice operations United States Air Force / Air National Guard

CC-130E/H/J Hercules

Designation for Canadian Armed Forces / Royal Canadian Air Force Hercules aircraft. U.S. Air Force used the CC-130J designation to differentiate standard C-130Js from "stretched" C-130Js (Company designation C-130J-30s).

DC-130A/E/H

USAF and USN Drone control

EC-130

EC-130E/J Commando Solo – USAF / Air National Guard psychological operations version

EC-130E – Airborne Battlefield Command and Control Center (ABCCC)

EC-130E Rivet Rider – Airborne psychological warfare aircraft

EC-130H Compass Call – Electronic warfare and electronic attack.[49]

EC-130V – Airborne early warning and control (AEW&C) variant used by USCG for counter-narcotics missions[50]

GC-130

Permanently Grounded "Static Display"

HC-130

HC-130B/E/H – Early model combat search and rescue

HC-130P/N Combat King – USAF aerial refueling tanker and combat search and rescue

HC-130J Combat King II – Next generation combat search and rescue tanker

HC-130H/J – USCG long-range surveillance and search and rescue

JC-130

Temporary conversion for flight test operations

KC-130F/R/T/J

United States Marine Corps aerial refueling tanker and tactical airlifter

LC-130F/H/R

USAF / Air National Guard – Ski-equipped version for Arctic and Antarctic support operations; LC-130F previously operated by USN

MC-130

MC-130E/H Combat Talon I/II – Special operations infiltration/extraction variant

MC-130W Combat Spear/Dragon Spear – Special operations tanker/gunship[51]

MC-130P Combat Shadow – Special operations tanker

MC-130J Commando II (formerly Combat Shadow II) – Special operations tanker Air Force Special Operations Command[52]

YMC-130H – Modified aircraft under Operation Credible Sport for second Iran hostage crisis rescue attempt

NC-130

Permanent conversion for flight test operations

PC-130/C-130-MP

Maritime patrol

RC-130A/S

Surveillance aircraft for reconnaissance

SC-130J Sea Herc

Proposed maritime patrol version of the C-130J, designed for coastal surveillance and anti-submarine warfare.[53][54]

TC-130

Aircrew training

VC-130H

VIP transport

WC-130A/B/E/H/J

Weather reconnaissance ("Hurricane Hunter") version for USAF / Air Force Reserve Command's 53d Weather Reconnaissance Squadron in support of the National Weather Service's National Hurricane Center

 

86637 & 86638 pass over the industry of Ditton and the last few of the 49 arches on the northern viaduct of Runcorn bridge with 4M45 0250 Felixstowe to Garston on 22nd December 2020.

 

The remaining 8 serviceable locos saw a limited amount of work in early 2021 but the reality was the end was very near for the 55 year old machines as the transferred class 90s from Anglia were becoming more numerous in the Freightliner stable than ever.

Another Monday - another quartet of Cans - except uniquely it was in the opposite direction. This was a result of eight out of the ten remaining serviceable examples spending the weekend at Ipswich and the need to return an extra pair back to Crewe. Alas the light simply couldn't have been worse with a dark heavy overcast north of Colchester (it looked a lot brighter to the west). There must be plenty of slack in the schedule as it passed Halifax Junction, Ipswich five minutes late but was bang on time passing Manningtree.

After being up on the hill for a couple hours (actually pretty relaxing after being in the truck for the better part of two days) our target train snaked through the canyon with 90-some cars, 30 of which were ballast cars to be dropped off at Logan for a rock train a couple of days hence.

 

As advertised, SD45 382 was second out. This is the last operating SD45 on the MRL right now, although others are stored serviceable. Sunlight was muted at best but it was still an amazing scene.

The closed level crossing barriers provide an opportunity for a quick conversation on the way to work as Wolsztyn's solitary serviceable 2-6-2, Ol49-59, storms past Wolsztyn South signalbox in charge of diagram 77670, the 05:34 Wolsztyn to Leszno passenger service on Wednesday 22nd January 2020.

 

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

The MV Wenatchee is one of the Jumbo Mark II-class ferries that were built for Washington State Ferries (WSF) between 1997 and 1999, at Todd Pacific Shipyards in Seattle. Each ferry can carry up to 2,500 passengers and 202 vehicles, making them the largest ferries in the fleet, and the second longest double-ended ferries in the world. There were three of these ferries built and I believe just two are serviceable.

 

The MV Wenatchee is seen arriving in Seattle whilst catching some glorious light with a background of heavy clouds. If I recall correctly I took this photo just after we departed the ferry terminal on our ferry which was bound for Bremerton.

GV II Control tower. 1939-40, to 1939 Watch Office with Meteorological Section design by Air Ministry's Directorate of Works. Drawing no. 5845/39. Painted brickwork walls, reinforced concrete floors and roof, with asphalt finish.

 

PLAN: a near-square plan on three floors with wide glazed balconies facing the flying field. The ground floor has the main watch office and pilots' room, forecast and teleprinters, and WCs; at first floor is the main control room backed by the meteorological and signals offices; the rear staircase gives access also to the glazed observation room at second floor level.

 

EXTERIOR: the original steel casements with horizontal glazing bars have been retained almost throughout, including those to the long observation frontages. At ground floor the front has three large 4-light windows separated by brick piers, under a concrete balcony cantilevered out to semi-circular ends, and with a 'nautical' style steel balustrade in four horizontal bars and handrail to simple uprights; at this level is a continuous multi-light window returned to quadrants at each end, above a low breast wall, and with a deep parapet wall taken up as a balustrade to the top deck, which has a further range of full-width glazing to a set-back observation room. The return walls each have a series of tall casements, linked at the upper level by a 'frieze band' under the cantilevered flat slab with the nautical balustrade continued to the rear to the stair tower. The rear faÎade has a single light each side of the projecting stair tower, with a small bulls-eye above a deep stair light, and small lights on the return.

 

Later alterations comprise timber-framed and glazed observation room, and extension over rear doorway. The building is flanked at each side by two-bay and three-bay fire tender and flare stores.

 

INTERIOR: original doors and joinery; solid concrete staircase.

 

HISTORY: This is the best example of this type of control tower after Swanton Morley. It is the most sophisticated Air Ministry design of the inter-war period both in terms of its planning, with a meteorological section incorporated into the design behind the control room. Its distinctly Art Deco treatment strongly recalls the Bauhaus tradition from which this style was evolved. In the second half of the 1930s, increasing attention was being given to the dispersal and shelter of aircraft from attack, ensuring serviceable landing and take-off areas, and the control of movement: the result was the development of the control tower, from the simple watch office of the 1920s, and the planning from 1938 of the first airfields with runways and perimeter tracks. The development of radio communication, and the increasing need to organise the flying field into different zones for take-off, landing and taxiing, brought with it an acceptance that movement on the airfield needed to be controlled from a single centre: control towers thus evolved from the simple duty pilot's watch office to the tower design of 1934 and integration of traffic control and weather monitoring in the Art Deco horizontality of the Watch Office with Meteorological Section of 1939. The control tower became the most distinctive and instantly recognisable building associated with military airfields, particularly in the Second World War when they served as foci for base personnel as they awaited the return of aircraft from operations.

 

From 1930 the Maidstone School of Flying used the area as a private landing ground, which was registered as Maidstone airport in 1932. A satellite of Biggin Hill within Fighter Command's strategically critical 11 Group, West Malling was opened as a fighter station in June 1940, although a series of raids in August and September 1940 rendered the airfield unserviceable for much of the Battle of Britain. It reopened in October of that year, although the station was able to accept a full station only in April 1941. It became a nightfighter station at this time, its Bristol Beaufighter pilots including Guy Gibson and Don Parker - both becoming famous names in Bomber Command, the former for his leadership of 617 Squadron in the Dams Raid and other precision attacks. It was later used by Mosquitos and Typhoons in operations against occupied Europe, including the support of 'D' Day, and became the principal station during 'Operation Diver' in 1944, the name given to the defence of the east and south-eastern coasts against the V1 bomb. It is significant, in this context, that there are no other fighter stations associated with 'Operation Diver' that have survived in a sufficiently complete state of preservation to merit listing: the other key sites in the London area - Northolt, Biggin Hill and Kenley - were placed behind the balloon barrage erected for the operation. With the end of the war, West Malling became the main rehabilitation centre for POWs returning from Germany to Britain. The base was put into 'care and maintenance' in August 1960, and was acquired in 1970 by Kent County Council: in 1972 it became a centre for dispossessed Ugandan Asians, and eventually some of the major buildings were adapted for Local Authority use (notably the Officers' Mess and Building 60), whilst others were retained and incorporated as part of a larger commercial park.

 

(Paul Francis, British Military Airfield Architecture (Sparkford, 1996); RAF Museum, Hendon, drawings collection; RJ Brooks, The 50th Anniversary of RAF West Malling, Tonbridge and Malling Borough Council, 1989; Bruce Barrymore Halpenny, Action Stations 8: Military Airfields of Greater London (Cambridge, 1984), pp.213-7) TQ6773255249

Prussian Class T16.1 0-10-0 tank 94 1292-5 on the turntable at Lokschuppen Arnstadt on Saturday 3rd February 2024. Built by Henschel in 1922, it spent most of its career working in the Halle and Leipzig railway districts. Between 1977 and 1992, it was maintained serviceable as an official 'traditional locomotive' of the DR. It was last used up until the expiry of its boiler ticket in August 2005 on the Rennsteigbahn at Ilmenau. A subsequent inspection of the locomotive detected severe frame damage, and since 2011 it has been on loan to the Arnstadt museum as a cherished former DR Class 94 locomotive.

 

© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission

The Strasburg Rail Road (reporting mark SRC) is the oldest continuously operating railroad in the western hemisphere and the oldest public utility in the Commonwealth of Pennsylvania. Chartered in 1832, the Strasburg Rail Road continues to operate under its original charter and original name (Strasburg Rail Road Company). Located just outside of the town of Strasburg, Pennsylvania, the railroad is a heritage railroad offering excursion trains, hauled by steam locomotives, through the heart of world-famous Pennsylvania Dutch Country. Strasburg currently has five serviceable historic steam locomotives (Canadian National 7312, Canadian National 89, Great Western 90, N&W 475, Brooklyn Eastern District Terminal 15 (rebuilt as Thomas the Tank Engine) on its roster and has the nation's largest fleet of historic wooden passenger coaches in operation. The Strasburg Rail Road is also one of the few railroads in the United States to occasionally use steam locomotives to haul revenue freight trains. It hosts 300,000 visitors per year.

The Cape Cod Central / Mass Coastal Railroad welcomed a big crowd to their second annual Railfans Day on Saturday August 17, 2024. The big draw for photographers this year was the operation of their two serviceable (they also own a third) classic original New Haven FL9s coupled back to back just as they would have operated leading the Neptune or Day Cape Codder up from New York City back in the early 1960s.

 

The railfan festival has wrapped up in Hyannis and this is the third train of the day headed north to Bourne to drop of visitors, and then it will return later empty under the cover of darkness. For the third time this day I found myself at the Bridge Creek tidal marsh, MP 70 on the MassDOT owned and Mass Coastal operated former New Haven Railroad Cape Mainline. I decided to try yet a third different angle this one more centered on the tracks right over the creek so as to incorporate the water in the scene. While I like that aspect the angle is a bit more going away for my taste and isn't quite as good ad the other two for units on the south end in my opinion.

 

Leading the way north was MC 2012, a rebuilt GP38-2 that began life as a straight GP40 in October 1966 as Milwaukee Road 2011 and here on the rear of course are the stars of the day, New Haven 2011 and 2026 (blt. Sep. 1960 and Sep. 1957 as NH 2038 and 2007 respectively).

 

As an aside I really wanted to get the osprey in this shot with the train. He (or perhaps she I don't know!) was sitting on the nest when I arrived...then left...then came back....five times I think only to take off for the sixth just before the train showed. Man and I thought shooting trains was a challenge....glad I'm not a birder!

 

Barnstable, Massachusetts

Saturday August 17, 2024

Built by Neilson Reid possibly earlier than in 1902, which was the date on the sales ledger for the Coltness Iron Co. of Newmains, Lanarkshire.

 

No.1 was transferred to the National Coal Board Scottish Division (NCB) as part of the Scottish coal industry nationalisation and worked from Twechar. It was fitted with electric lighting powered from a Stones turbo-generator mounted on a plate above the RH side bunker. The reason being that the remaining collieries were in full production and the railway system was working on a 24 hour basis with certain pugs treble shifted. A partial overhaul was undertaken to improve the locomotive’s mechanical condition.

 

It was then transferred to Bedlay during April 1965 where it suffered a crosshead failure and was sidelined due to the many serviceable pugs being available from closed collieries.

 

In 1968 the loco was donated to the SRPS and stored at Falkirk. Eventually, the loco was restored at the Bo'ness and Kinneil Railway and it became a fully licenced Thomas the Tank Engine replica. Oh dear.

 

At least it rejoices in the name "Lord Roberts", named as far as I can ascertain, after Field Marshal Frederick Sleigh Roberts, 1st Earl Roberts ,one of the most distinguished commanders of the British Empire.

 

From a slide by Ray Gell in my collection.

I was chasing the second southbound trip of the day with a good friend and he wanted to do several of the spots I hit on the first trip. But that didn't matter because it gave me a chance to try some different angles at each and the lighting was a bit more favorable.

 

The Cape Cod Central / Mass Coastal Railroad welcomed a big crowd to their second annual Railfans Day on Saturday August 17, 2024. The big draw for photographers this year was the operation of their two serviceable (they also own a third) classic original New Haven FL9s coupled back to back just as they would have operated leading the Neptune or Day Cape Codder up from New York City back in the early 1960s.

 

I tried a lower angle down in the marsh for the second time here and I do think I prefer it...other than having to navigate all the poison ivy in shorts! New Haven 2011 and 2026 (blt. Sep. 1960 and Sep. 1957 as NH 2038 and 2007 respectively) are leading the second of three trips back to the festivities in Hyannis from Bourne as they hustle past the osprey nest and over Bridge Creek through the tidal marsh at MP 70 on the MassDOT owned and Mass Coastal operated former New Haven Railroad Cape Mainline.

 

Barnstable, Massachusetts

Saturday August 17, 2024

British Railways Brush Type 2 A1A-A1A class 31/4 diesel-electric locomotive number 31411 of Crewe Diesel Traction Maintenance Depot stands on Number 6 Siding at Manchester Victoria railway station Friday 28th August 1992

 

Note, 31411 was built by Brush Traction (works number 292) at the Falcon Works in Loughborough in 1961 for British Railways as number D5691, being renumbered 31411 in February 1974. Its electric train heating equipment was isolated, being renumbered 31511 on 30th May 1990. It was stored serviceable on 2nd January 1992 and restored to traffic on the following day, was stored serviceable on 6th January 1992 and restored to traffic on 10th January 1992, was stored serviceable on 13th January 1992 and restored to traffic on 17th January 1992, and was stored serviceable on 22nd January 1992 and was restored to traffic 24th January 1992. The electric train heating equipment was restored to working order, being renumbered 31411 on 28th May 1992

 

The unofficial 'Our Eli' name was carried between July and December 1992 in memory of driver Bill Bailden who had passed away on 11th January 1992

 

Ref no DJW/00152

This was the only occasion I ever managed to capture a Hoover on a Barnstaple branch local service (I have plenty on freight and railtours) and I only made this by the skin of my teeth. A shortage of serviceable dmus had seen a DCWA class 50 and load 4 regularly substituting on the branch that week and this was sole reason for my coming down to Devon for a few days. Alas this was predictably the last occasion it happened hence this being all I have got. I had literally only just arrived on the train from London when this duly arrived, with plenty of bashers heads leaning out of droplights. My plans for a few days on the branch quickly evaporated!

The Cape Cod Central / Mass Coastal Railroad welcomed a big crowd to their second annual Railfans Day on Saturday August 17, 2024. The big draw for photographers this year was the operation of their two serviceable (they also own a third) classic original New Haven FL9s coupled back to back just as they would have operated leading the Neptune or Day Cape Codder up from New York City back in the early 1960s.

 

The railfan festival has wrapped up and this is the third train of the day headed back south to Hyannis as an empty deadhead move after dropping off visitors at the Bourne Station who had parked and ridden in from there. The train is ducking into the 2000 ft long Sagamore siding here at MP 59.6 on the MassDOT owned and Mass Coastal operated former New Haven Railroad Cape Mainline. After locking up in the clear they will pull down to the south end to await a meet with the northbound CapeFLYER headed back to Boston. Leading the train are the stars of the day, New Haven 2011 and 2026 (blt. Sep. 1960 and Sep. 1957 as NH 2038 and 2007 respectively).

 

Overhead can be seen the Sagamore Bridge which was built between 1933 and 1935 by the Public Works Adminstration along with its sister span the Bourne Bridge to the west. It is 1408 ft long and 275 ft high and a rather narrow 40 ft width with four lanes. The bridges became necessary after the government purchased the privately owned toll canal in 1928 and began widening and deepening it between 1935 and 1940.

 

Bourne, Massachusetts

Saturday August 17, 2024

Standing in the former steam shed sidings at Stewarts Lane Depot, Battersea are 33 052 named 'Ashford' with sisters 33 029 and 33 050 in line behind.

By this date both 33 052 and 33 029 were both in the BR Southern Region "weekend only" use pool for locos with high engine hours and facing an uncertain future. 33 052 soldiered on until 1995 being used for weekend engineering trains until it was switched off and stored serviceable on 16/01/1995. Passing to EWS ownership in February 1996 it was never reinstated and instead was withdrawn on 13/2/1997 and sold into preservation on the Kent & East Sussex Railway the following month.

33 029 behind also in the NKJR (Network South East Restricted Use) pool faced a more bleak future as six days later it was withdrawn on 17/05/1993. The loco then languished at Stewarts Lane Depot for 9 months in open storage. Seeing as it was mechanically still a runner a stay of execution came in February 1994 when it was reinstated on 11/02/1994 to active service but three months late was stored unserviceable on 21/05/1994, as a non runner its career now looked over. The following year it towed to Toton Depot in 1995 for apprentice fitter training before passing into EWS ownership with privatisation in 1996. EWS then sold it to Harry Needle Railroad Co. in March 1997 who subsequently sold it to DRS (Direct Rail Services) in December 2000. It took over four years before it was mainline approved again after an extensive refurbishment and entered service with DRS based at Kingmoor TMD on 28/04/2005. Amazingly five months later DRS decided they no longer wanted Sulzer type 3's and the focus instead would by English Electric type 3's (class 37's) so they sold their four active class 33's with 33 029 going to West Coast Railways at Carnforth on 15/09/2005 where it remains in active service to this day. So both the BR blue ones in my picture are still with us some 28 years after I took this photo.

still making adjustments in the setup and technique (this is handheld after all) but I would say this is serviceable.

We had today a visit from the crocodile locomotive in Rapperswil. The driver needed to move the machine a quarter turn further to make the lubrication points serviceable to the staff.

RM`s 1674 and 1551 in Leyton Garage on 19 August 1982. A couple of weeks later they were both among around two hundred RM`s withdrawn in a major service reduction - the vast majority (like these two) were in fully serviceable condition.

In the summer of 1979 there was an acute shortage of serviceable stock on the Central Division of the Southern Region. To ease this a couple of London Bridge to Brighton services were operated with a class 73 and hauled stock. One such is seen here approaching Norwood Junction, almost certainly the 16.55 service. (There were balancing workings in the morning peak, obviously.)