View allAll Photos Tagged serviceability
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 A couple of weeks later they were both among around two hundred RM`s withdrawn in a major service reduction - the vast majority (like these two) were in fully serviceable condition.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.)
On 21st January 2020, the one serviceable loco at Wolsztyn, 2-6-2 Ol49-59, returned from its early morning Leszno diagram with a slightly sagging running plate at a joint, resulting in the lubricator not functioning properly on the left-hand side. A quick welding job sorted out the problem before its 11:48 departure just over an hour from this activity taking place.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
This is a portrait of me and Tesla Taliaferro, President of the Rainbow Rose Center.
It's purpose is to demonstrate the beneficial affect of light adjustment for salvaging otherwise unusable images. Heavy contrast is showcased here.
The photo was taken in a well lighted indoor windowless hotel corridor. Lighting and background was uniformly awful - the original photos showed it.
With cropping and light adjustment, the result is a serviceable double portrait. Like it?
Seeking unrecognized potential in photos is part of my art. As an art form, I don't expect everyone to agree with the result. That is why I don't do my art for other people.
Enjoy,
Nora
Gem found Tink roaming in aimless circles in the spoil-dunes behind the old Saisho-Fairlight mineral excavations.
Serviceable - but shabby, confused and in need of a heavy overhaul.
"We could use something with the skills of a TNK-4N," thought Gem.
With new capacitors, a deftly executed brain defrag, a shiny Fleet shoulder-pad (plus a lot of TLC from Gem), Tincan is ready to take its first tentative steps as the rocket-base's first robotic moonscaper.
Seen on display at Swanley Garage (from left to right) Go-Coach 6006 YJ58 VBF which at the time was stored serviceable, privately owned RML 2345 CUV 345C which had been visiting The Bus Doctor for a MOT and Go-Coach 8306 X563 EGK which had just been repainted red and was awaiting collection by its new owner. Tuesday 11th May 2021.
YJ58 VBF - Optare Versa V1040 - Optare Versa 10.4m (Ex-London United RATP OV6)
CUV 345C - AEC Routemaster
X563 EGK - Volvo B7TL - Plaxton President (Ex-Go-Ahead London PVL163)
Dump car from mobile exhibition of the Museum "Mosgortrans". All vehicles are serviceable and on the go.
Just as the RT era in London looked to be drawing to a close, the bizarre situation of preserved examples being hired for use as driver trainers happened in the summer of 1978. This coincided with a need to proceed rapidly with driver recruitment and training to combat a significant shortage whilst the availability of serviceable buses had reached crisis proportions. In order not to take further vehicles from service work to become additional trainers - and even to release some trainers back into service work - around a dozen RT family members were hired. Some were long out of LT service such as RT 1784 pictured at Dorking Garage on 26 October 1978.
There used to be a time when Instructors had the freedom to take their bus and trainees far from their `home` garage during the course of a day`s work. Invariably the destination would be a bus garage canteen somewhere though this freedom was to be reigned in following a particular incident around 1980/1. Imagine the embarrassment of the Instructor who had to call the engineers when his RCL refused to start on Hastings seafront! An edict soon went out that training vehicles had to stay withing the LT operating area.
Bald Eagle - Assateague Island National Seashore, Chincoteague, Virginia
They say, "It's not over 'till the Fat Lady sings",
and here she is singing,
but still, it's not over yet!
The Whole Story
I was contentedly watching a flock of 20 or 30 American Coot when a shadow came over the raft and the whole flock dashed (literally ran across the water) as a Bald Eagle swooped down amongst them as they scrambled into the nearby reeds. Coot would normally dive under such circumstances, but they were too close to shore, and diving wasn't a serviceable strategy in this case. Lucky for them the Eagle came up empty in spite of its seeming advantage.
The eagle then abandoned its attack, flew out a hundred yards into the marsh and landed on a small island to admire the coot from afar. The coot then warily came out out of cover and began feeding again while keeping a close watch on the eagle. Suddenly the coot scattered a second time as another eagle swooped down on them, but it too came up empty, then flew over toward the first eagle and landed a few feet from it. At that point, both eagles began screeching at each other, and I began capturing images of them since I figured there was going to be a fight, or possibly even an airborne battle! But to my surprise they simply stood their ground and screeched at each other. After about 5 or 10 minutes of that I eventually came to the conclusion that these two were not rivals, and the screeching was most likely a domestic dispute with each eagle delivering a critique on the other's coot catching inadequacies. After a few more minutes of squawking they quieted down and stood on their little island watching the coot watch them.
It was then I realized that they had derived a strategy during the course of their "discussion", and that strategy was to wait until dusk and attack the coot under cover of the approaching darkness. And sure enough, at dusk one of the eagles took flight in a direction leading away from the coot, flew a half mile out, and then circled around the coot, and (with the sun at his back) landed in a Loblolly pine about 200 yards on the other side of the coot. Then after the eagle in the pine had been there about 10 minutes, the other eagle launched itself from its island resting place and made a direct attack on the coot causing them to scramble away from it, at which time the second eagle came directly at the fleeing coot making a kill dive at one of the last coot yet to reach cover. Lucky for the coot both eagles came up empty, and the game was played out. Then after their "Hale Mary" plan proved to be a failure, both eagles flew off to their roost, where I’m sure there was another “discussion” about whose fault is was there was no dinner that night!
"The whole story"?
Maybe, or perhaps just the beginning of a looong night
for the guy who missed the kill?
Oh Sorry..Got one thanks....£500,000 a piece anyone.....!!
Clueless UK Government gave 74 of these fully serviceable aircraft to our good mates the USMC...!
Christmas has come early for you guys???
You know, I had no idea that maple trees had flowers until very recently – they are normally light green and I just assumed these were the first leaves! Unnoticed and unremarkable, they certainly show off under ultraviolet light!
It was a friend of mine, Calvin Jennings, who first discovered the fluorescent potential of maple flowers, thankfully before our trees were ready to bloom. Chaotic flower heads on flimsy stems made it a little tricky to shoot, but thankfully their fluorescence was quite bright and capable of capturing with an instantaneous burst from my UV flashes – other options wouldn’t have been as effective, since the plucked flowers immediately begin to droop.
Because of the pseudo-movement of the subject, it would make aligning images for focus stacking a bit problematic. Not impossible, but you’d have to get really creative in post processing even if you worked quickly. For this reason, I employed a different tactic: throwing away pixels. Using the Lumix S1R with 47 megapixels, and knowing I can throw away half of them and still have a serviceable image, I did just that.
One of the variables that controls depth of field in a scene is how close you are to your subject. Getting further away will yield a greater depth of field, making focus stacking less important for some subjects. Having worked with 18-21 megapixel cameras for much of my professional career, I find that to be a useful resolution for many purposes. While I certainly take advantage of the full 47 megapixels of the S1R for certain projects (and more ideas always come to mind), using the camera effectively like a cropped sensor has its value as well, especially when the sensor scored 100 on DxOMark and the camera itself won the Camera of the Year 2019 from the Japanese Camera Press Club. Working on some techniques to fully utilize the 187 megapixel high-resolution images very soon too! Hint: water droplet refraction photography.
If you’re curious about the lights I use for these images, I recorded a video on how to do the modifications and the parts required: www.youtube.com/watch?v=G7i3jKGwBr0
As for the subject, I had no idea that the flowers would push into such a colourful palette under UV light. The green center is particularly interesting, and something I have a hard time explaining. Pollen fluoresces, but the center is more likely nectar – which I have seen glow green in a few other unrelated flowers before.
Oh, and there are still some spots on my upcoming macro photography workshops as well as the adventure to Iceland in October! Check that out: www.donkom.ca/product/discover-iceland/
Tinsley depot yard in June 1993, with a number of serviceable and withdrawn locomotives present. 37252 is nearest the camera with 37070 behind. Among the Class 47s are nos. 47212 and 47325 on the right.
An improved scan of an image previously uploaded.
When it comes to rare moves on lightly used branches, shooting with less than ideal lighting conditions can be a necessary evil. Such was the case on this day when the Grand Elk ventured down what remains of the old New York Central line between Jackson and Grand Rapids. OOS for nearly 20 years and recently having only been used for car storage, a customer near the end of the branch prompted Watco to get the line serviceable again, including the runaround at the end. I never thought that I would ever see a train on these tracks, let alone a Wisconsin & Southern SD40-2! The 120 crew is seen here running around their load of drywall for L&W supply, which they will drop off on their way back north.
Interested in purchasing a high-quality digital download of this photo, suitable for printing and framing? Let me know and I will add it to my Etsy Shop, MittenRailandMarine! Follow this link to see what images are currently listed for sale: www.etsy.com/shop/MittenRailandMarine
If you are interested in specific locomotives, trains, or freighters, please contact me. I have been photographing trains and ships for over 15 years and have accumulated an extensive library!
There`s actually something quite symbolic regarding this picture taken of RM`s 1383, 1442 and 1443 inside Turnham Green Garage on 16 August 1982.
The adverse reaction to the declaration of the `Fares Fair` policy of cheap travel being deemed illegal, was to remove around two hundred RM`s from service with schedule cuts taking effect from 4 September 1982. Just ahead of this, several serviceable RM`s were taken out of use with four going immediately for reuse abroad and seven being sent as `pilot` vehicles to different scrap metal / vehicle dismantling firms. This was to allow these businesses to break an RM in order to determine if this was something that they wanted to pursue further in the knowledge that LT would be soon looking to appoint a firm to handle bulk scrapping and parts reclaim. The three RM`s here were part of that but for some reason RM 1383 was kept back and remained as a withdrawn bus for over a year with RM 1390 taking its place by going to Sykes (Barnsley) in August 1982 along with RM 1442 going to Way & Williams (Cardiff) and RM 1443 to Birds (Long Marston).
B.R.A. passed away in September of 2022, but some of his beloved GEEPs are still with us. GRWR GP9 6580, 906 and GP7 101 sit quietly stored serviceable at Social Circle, Georgia. February 2023
Ivatt 2-6-2T 41298 stands in the yards at Havenstreet, 17th October 2019.
Locomotive History
At the end of the Second World War the London Midland and Scottish Railway were in desperate need of a modern small tank engine to replace numerous pre-grouping engines on branch line and secondary passenger duties. Chief Mechanical Engineer H G Ivatt developed a 2-6-2T design with incorporating modern labor saving devices such as self-emptying ashpans and rocking grates. Construction began in 1946 and ten were built by the London Midland and Scottish Railway before nationalisation in 1948 and were numbered 1200–9. A further one hundred and twenty were built by British Railways (41210–329) between 1948 and 1952. All but the last ten (built at Derby Works) were built at Crewe Works.
41298 was built by British Railways at Crewe Works and entered traffic in October 1951. Throughout its British Railways career, it was a Southern Region engine spending time allocated to Bricklayers Arms, Barnstaple, Eastleigh, Weymouth and finally Nine Elms from where it was withdrawn in July 1967 at the end of Southern Region steam operation. 41298 was purchased directly from British Rail by the Ivatt Locomotive Trust, still serviceable and moved to the Longmoor Military Railway in Hampshire. In December 1970 it moved to Quainton Road, Buckinghamshire following closure of the military railway and a heavy overhaul commenced. In 2008 41298 was moved to the Isle of Wight arriving at Havenstreet on 28th November and a year later the Ivatt Locomotive Trust transferred ownership of 41298 to the Isle of Wight Steam Railway. During September 2015 41298 hauled its first passenger train on the Isle of Wight
The chap enjoying the facilities at Coombe Junction Halt had arrived on a day trip with a friend from London to visit the least used station in Cornwall; having watched a Geoff Marshall 'Least Used Stations' video. Amazingly the telephone in the waiting shelter is still serviceable and when we arrived the chap was calling himself on it, just to check. The Help Point, on the other hand, certainly wasn't very helpful cutting out before telling the user when the next train was due. 150263 can be seen coming into view with the final service of the day, 2L86 Looe to Liskeard.
The crew is getting Ventura County Railway No. 2 ready for another day of running at OERM, Perris. December 9, 2006.
No. 2 was originally built as No. 107 for the Cascade Timber Company at Reliance, Washington, where it hauled lumber and supplies until 1942. The outbreak of World War II brought the locomotive to Southern California’s Ventura County Railway, a six-mile line linking the Naval Construction Battalion (Seabees) at Port Hueneme with the Southern Pacific Railroad at Oxnard. Throughout World War II, No. 2 hauled supplies needed for construction activities in the Pacific. After the Ventura County Railway replaced its steam locomotives with diesels in the late 1950’s, No. 2 was stored in serviceable condition and used occasionally for fan trips. It was sold to the Museum in 1972 and first operated in 1978, and has been maintained in operating condition ever since.
A picture taken on the service road/parking area up the side of Birchills Garage, Walsall in March 1981.
The 'Jumbo' Fleetline with it three destination blind apertures, could have been possibly a withdrawn Birmingham example in for unit extraction, or a Wolverhampton Jumbo in for attention? The Wolverhampton cull of the type would begin in the April of 1981.
Bristol VRs abound, likely awaiting attention as serviceable buses were generally parked either inside the garage or at the other side of the garage on the open yard.
I'm finding it more difficult to hand hold my 100-400 lens without some lens blur. I found out that, even though I'm missing a part, my mono-pod (by Manfrotto, with Manfrotto ball head) is still quite serviceable. I recently put my feeder back up on my deck (after HOA restrictions were lifted). The Red-breasted nuthatches are quite irritated by my presence on the deck, and scold me with a nasal "neet, neet, neet," before feeding.
When war broke out, the IAR 75 was found to be more than a match for anything the Soviet Air Force had at the time. It was far faster than either the I-153 or the I-16, although the I-153 was vastly more maneuverable. In addition, neither of those fighters were particularly well armored, meaning the IAR 75 could make quick work of them. Furthermore, per Soviet tactics, bombers rarely flew with fighter escorts, allowing Romanian pilots to fend off bombing raids with ease. However, due to the Soviet doctrine of "quantity has a quality all its own," (bringing over 2,000 aircraft with them during the invasion), a lack of serviceable Romanian airfields, and the arrival of the Yak-1 on the frontlines in late 1940, the air war would at best remain a stalemate, with Romanian pilots being able to just stand their ground through coordination with ground observers and anti-air units.
On 12/03/2019 GB Railfreight's 92020, formerly named Milton, worked its first revenue-earning train since 2001 - 6L48 from Garston Car Terminal to Dagenham Dock. It's seen in the late afternoon sun just North of Acton Bridge with 66730 tagging along as insurance.
This move was the culmination of countless man hours put in by engineers from Brush, GBRf and DB who worked to get the loco back into a serviceable state after nearly 18 years of storage.
The next challenge will be getting 92006 in a similar state when it eventually leaves Brush...
Arriva Thameside (NF)
SN67 WUC (4115)
ADL Enviro200 MMC
New to Kent & Surrey at Gillingham, before transferring to Northfleet via Paynes of Maidstone for a repaint and modifications for Fastrack to be installed.
An MMC has been used on Fastrack A of late due to a lack of serviceable StreetLites.
The crisis that beset London Country regarding lack of serviceable buses in the 1970`s and the increasing unreliability of the Merlin class in their later life are summed up in this picture within Garston Garage on 27 January 1979. Looks like the garage roof leaks too.....
Battery Way - Work on setting up of Battery Way started in 1904 and it was completed in 1914 at a cost of $112,969. It was named in honor of 2nd Lieutenant Henry N. Way of the 4th U.S. Artillery who died in service in the Philippines in 1900. Armed with four 12-inch mortars, it was capable of lobbing a 1000-lb deck piercing shell or 700 lb high explosive shell 14,610 yards in any direction. This gun emplacement was equipped with anti-personnel firepower. It was designed to penetrate the thin deck armor of warships and against any enemy entrenched on higher grounds in Bataan. Its firing elevation was from 45 degrees minimum to 70 degrees maximum. The length of its rifled bore is 10 ft. To fire each mortar, a standard crew consisting of 14 men were needed. Three of the serviceable mortars opened fire on April 28, 1942 and on May 2, 1942. After the 12 hours of continuous firing, the remaining mortar finally frose tight on May 6, 1942. It was the last of Corregidor's "concrete artillery" to cease firing before the surrender of Bataan.
Corregidor Island
Cavite
Philippines
47th FP
Explore #34
#381
August 23, 2009
As one of the chief villages once served by daily steam-hauled passenger services on the Sroda-Zaniemysl 750mm gauge line until the late-1990s, the halt at Snieceska boasted a corrugated iron shelter, complete with the name of the village that it served. In a scene that does not in any way give the impression that this is a heritage railway operation in the 21st century, the line's serviceable steam locomotive, Px48-1756, one of only a handful operational in Poland, slowly runs into the rural halt.
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
ZH103 departs Waddington for the final time heading to Chile for a new life. This leaves one serviceable E3 at Waddington (ZH106) which is expected to depart 26th July after being delayed
Seen in the depot yard of Bain of Oldmeldrum is one of the few serviceable members of the fleet; King Long XMQ6129Y coach BK63ZSP. New to Terravision of Peckham.
This is "The Big Unit" from early June 2015 when he was in my opinion at his peak, and carrying at the very minimum 700 lbs on his frame, probably he was closer, or even beyond 750 lbs.
They are perhaps not my best photos of him, he was in a tough position on the field for the 7D and EF300 F/4L with 1.4 x TC to fully utilize otherwise ample sunshine, and they have been heavily cropped. Nonetheless, the photos are serviceable, and remain the only series I have of him at his super-massive peak.
I am quite confident this bruiser went to den in late November of 2015 solidly north of 800 lbs...
Since its opening in 1865, Queensland Railways through its tentacles out into far flung reaches of the state, opening up thousands of miles of countryside to farming, livestock, mining etc. There were quite a few branches opened across the rich black soil plains of the Darling Downs which eventually became synonymous with grain growing. In the end, for most of these before their demise, grain was the only traffic left with rationalisation of silos and logistics bringing the final curtain down on those remaining. One or two still operate but their extent and traffic has been drastically curtailed. This is not a new story to my photos, I have documented quite a few of these now closed lines, even on this trip.
One line struck north, laid to minimum standards on bare earth generally without ballast to the small town of Bell in the shadow of the Bunya Mountains and a town boasting silos, when active, needing trains of course.
But that's all past history now, like those before and no doubt afterward, the abandoned rails lay sleeping in the long grass for most of the length of the line - euphemistically labelled "mothballed". The old station and its railway yard though mostly look waiting for the next grain train that will never arrive. They even have a nice big shed behind me with some railway relics in a small rail history museum.
The line did have one brush with fame and parts were used in the movie "Chase through the Night" with Nicole Kidman quite a few years ago when the line was still serviceable.
From Wikipedia:-
"In 1889 Queensland Parliament approved the construction of a line to run northeast from the Darling Downs town of Dalby to the Bunya Mountains but financial hardship prevented the commencement of work. In 1904 further approval enabled construction of a 39 km line to Cattle Creek, later renamed Bell after Lands Minister Sir Joshua Peter Bell.
The branch opened for business on 10 April 1906 and stops were established at Bonyumba, Sanatorium, Mocatta's Corner, Moffatt, Kaimkillenbun, Squaretop, Warmga and Koondai-i.
A daily service was initially provided, a thrice-weekly service sufficed by 1923 and a rail motor service prevailed between 1928 and 1956. During its time, goods transport was prolific. Farm produce was the initial mainstay but later cream traffic increased as did the carriage of wheat and timber from the Bunya Mountains.
The line was mothballed on 1 January 1994. The Bell station precinct has been restored and houses an historical display."
PLEASE, NO invitations or self promotions, THEY WILL BE DELETED. My photos are FREE to use, just give me credit and it would be nice if you let me know, thanks.
On December 20, 1995, after 25 years of service, CP Rail System made the donation of M-630 No 4563 to the CRHA with a handover ceremony held at the St. Luc shop. Some St. Luc employees had beforehand repainted the unit’s interior and exterior. This ceremony marked for CP the end of the “Big Alco” era.
In the mid-sixties, CP purchased 55 DS40 units which proved to be less than a success. Following this experience, CP turned its attention to MLW which was claiming to have a much better wheel-slip control system and a better product - the “M-Line” series. No. 4563 was built in 1969 (serial number M6030-10) as No. 4575 and was originally assigned to the coal fields of British Columbia.
However, CP soon found that these locomotives were certainly not living up to expectations. A rash of mechanical failures and trains stalling on the main line because of slipping locomotives proved to be too much. Perhaps the assignment of MLW units to a mostly GMD region and maintenance facility was not the wisest decision on CP's part. The M-630s soon migrated back to eastern Canada, joining their 4700-series sisters, where they were assigned to the St. Luc diesel shop. They saw service in any type of assignment east of Winnipeg, such as intermodal service in the Montreal-Windsor corridor and general freight service between Montreal and Saint-John, N.B.
In the mid-eighties, it became quite clear that their years were becoming numbered as they received at that time, their last heavy overhaul. This reality became even clearer when the famed Angus Shops were closed. 4563 is notable for being the last M-Line locomotive to receive such an overhaul. As major failures started to occur in the early nineties, their numbers started to dwindle, and the last one (4706) was retired on December 23, 1993.
However, this was not the end of the story, for CP found itself in a severe power shortage as its traffic level rose quite significantly in early 1994. Desperately seeking to put back on the road any operable locomotives, it decided in mid-1994 to "un-retire" the 34 best of the recently retired veterans, and to strip the remaining 29 for any serviceable parts that could be used to keep the remaining locomotives of the MLW fleet running. Restricted to trailing unit status, these battle-scarred warriors saw service for the last time throughout most of the system, with some making it as far as Vancouver, B.C., but time soon caught up with them and the last ones (4743, 5573, 4736) were retired in the summer of 1995. No 4563 had already been retired on November 19, 1994.
Locomotive VIA 6921
With the 1940s rise in popularity of civil aviation, railways responded by adopting futuristic all-steel designs and by introducing comfortable but slow and heavy trains. In the 1960s, several countries adopted fast trains, or even very fast ones. Japan introduced the first of the high-speed trains—the famous Shinkansen—followed by France and Spain. Achieving high speeds is easy with powerful engines—even more so with jet turbines!—but that is not enough. To achieve high speed, the centrifugal force must be overcome; it is such that a derailment in curves is bound to happen at high speed. To compensate, the outside rail can be raised; however, the higher the speed, the more the rail must be raised. Slower trains would then be too tilted towards the inside of the track and could overturn.
Faced with this problem of different types of trains on the same tracks, some countries—such as France—decided to build a separate network for high-speed trains (TGV). Others, such as Spain, Canada and the United States, choose the technological solution of the tilt mechanism. Tracks are not inclined anymore; it is rather the cars that tilt to compensate for the centrifugal force effect.
The Spanish Talgo is of a “passive” type and a licenced version was used for the TurboTrain designed by United Aircraft Corporation. The TurboTrain was adopted by the American national carrier Amtrak and the Canadian National in 1968 but only entered service in 1973. In 1978, the Canadian National’s trains are transferred to the new Canadian national carrier, VIA Rail. Assigned to the busiest corridor in the country—Québec—Windsor—this first high-speed Canadian train was unsatisfactory—the titlting system often broke down—and it was finally retired from service in 1982 just in time for the arrival of its replacement: the LRC.
In 1966, an Alcan engineer conceived of a fast and light train, using aluminum and aerodynamic design. The concept of what was to become the LRC was presented to the Canadian National; it would offer, as its acronym indicates, a Light, Rapid and Comfortable Train. A consortium made up of Montreal Locomotive Works (engines), Dofasco (bogies and pendulum suspension) and Alcan (cars and bodies) got to work. Pendulum technology was developed by SPAR Aerospace and Sperry Rand Canada. In 1974, the LRC-JV1 prototype started its testing. The following year, Bombardier bought MLW and became the main contractor for the project. It was this company that built the equipment and delivered the first LRC trains in 1977 to Amtrak and in 1981 to VIA Rail Canada.
An LRC train consists of two locomotives and low profile cars. The latter being equipped with the “active” compensation system (“active tilt mechanism”) using advanced sensors. The locomotives remained conventional, therefore more reliable; their 16-251-F engines being relics from the 1950s and the bogies being without tilt compensation.
For its part, in 1977, the American company Amtrak leased two LRC trains for two years to test this technology in 1980, before rejecting it in 1987. They were transferred to VIA Rail and used on its service to Chicago. LRC locomotives remained in service until 2001. LRC cars are still in service—their pendulum system deactivated—despite the serious problems encountered. For the record, in 1984 No. 6921 had the honour of towing the papal train during John Paul II’s visit.
The main obstacles to high-speed trains in Canada are the issues of track sharing with freight trains and unsuitable signalling. The LRC-2s were designed to achieve speeds of 200 km/h on ordinary tracks. The LRC-3 had a more modest target: 167 km/h. Subsequently, for various technical reasons, all LRCs were limited to 153 km/h. In the absence of “Rapidity”, they remained “Light and Comfortable” …
Ironically, the US Company Amtrak finally adopted a high-speed train from the Bombardier-Alstom consortium—the Acela—which entered service in 2000 in the northeast corridor forsaken by the Turbo Train and the LRC and which was electrified for the purpose. The Acela benefits from the experience acquired with the LRC’s active tilting mechanism by Bombardier. Since then, several other high-speed rail projects are under construction in the United States. But even, if Bombardier designs and builds very high-speed trains for the world market, as long as there is no dedicated track on the Quebec—Windsor corridor, it will be impossible to reach the level of service of the French TGV or the Japanese trains. Therefore, because of the high cost of the required infrastructures, the high-speed train must finally be understood for what it is: an ecological alternative to the plane on the Quebec—Windsor corridor, the busiest in the country.
No. 6921 and 6917 are the only two LRC locomotives kept in a museum. The others have been scrapped or are for sale.
All the information used with the pictures was taken from information at the Canadian Railway Museum Site.
Ever defiant. ever reliable, the old girls save the day once more.
Seemingly in the grips of some bizarre loco shortage, the morning train had to be cancelled today due to lack of serviceable locomotives, so this pair of old troopers were sent into battle to save the day, hitching a ride in on the next service up, and sent back with a full load in tow!
Certainly a treat for this hogger
- its been quite some time since I last spent a shift driving a DC :-)
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
RoleMilitary transport aircraft
National originUnited States
ManufacturerLockheed
Lockheed Martin
First flight23 August 1954
StatusIn service
Primary usersUnited States Air Force
United States Marine Corps
Royal Air Force
Royal Canadian Air Force
Produced1954–present
Number builtOver 2,500 as of 2015[1]
Unit cost
C-130E $11.9 million[2]
C-130H $30.1 million[3]
VariantsAC-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 intoLockheed 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]
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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
The Regional Transportation Commission of Southern Nevada (RTC) bought another 40 twin staircase enviro 500s recently. These were delivered in this grey and black livery, i understand this was a prelude to a big advertising project but it has failed to come to fruition at press. These buses also have two mini staircase windows between decks, which takes some getting used to on the eye. Of the 40 only around 3 carry the stylish gold livery, the rest adverts or this grey.
It takes some getting your head around that RTC have scrapped nearly 90 enviro 500s ( plus all 50 of the wright streetcars ) in the last year or so, replaced by gas powered articulated buses via government grants or federal funding. Most were perfectly serviceable and very well maintained. This has eliminated the first ( 200-49 ) and second batch of deckers ( 101-141 ) and now withdrawals have started on the third batch ( 151-191 ). Perhaps a shame the opportunity wasn't realised to keep one bus from the first batch, they were trailblazers in the states and the first "modern" double deckers to run on normal service in Las Vegas or indeed America. Only BC Transit in Canada were buying them at the same time.
Notoriously difficult to photograph these buses on "the strip" but at certain stops the timing of the traffic lights, and the bus stopping at the stand give a few seconds of opportunity if you wish to risk it ! This is RTC No 20803 on a southbound Deuce at Circus Circus.
...the Tap Room at the annoyingly expensive Langham Hotel, (formerly the annoyingly expensive, Huntington Hotel in Pasadena, California). While they charge $42 per day to park your car (even as as a guest), the bar will validate your $24 day-use parking fee down to a mere $17 for the hour or so you spend relaxing in the bar. It's all obscenely expensive but the history of the place is nearly worth it. Read more about that here:
www.langhamhotels.com/en/the-langham/los-angeles/discover...
IMG_3352
Parked up where the serviceable trainers normally sit and now complete with L plates, I assume former Manchester/Diamond Bus Volvo B7RLE 69138 is now in use with First Aberdeen on training duties.
Seen here at King Street Depot.
0Z20 Worksop - Willesden, probably on hire to DCR due to their lack of serviceable locos at the present time.
The large and important family of Mallows are most abundant in the tropical region, where they form a large proportion of the vegetation; towards the poles they gradually decrease in number. Lindley states that about a thousand species had been discovered, all of which not only contain much mucilage, but are totally devoid of unwholesome properties. Besides the medicinal virtues of somany species, some are employed as food; the bark of others affords a substitute for hemp; the cotton of commerce is obtained from the seed vessels of yet other species, and many ornamental garden flowers are also members of this group, the Hibiscus and our familiar Hollyhock among the number.
MALLOW, BLUE
Botanical: Malva sylvestris (LINN.)
Synonym---Common Mallow.
Parts Used---Flowers, leaves.
Medicinal Action and Uses
Preparation and Dosage
The Common or Blue Mallow is a robust plant 3 or 4 feet high, growing freely in field, hedgerows and on waste ground. Its stem is round, thick and strong, the leaves stalked, roundish, five to seven lobed, downy, with stellate hairs and the veins prominent on the underside. The flowers are showy, bright mauve-purple, with dark veins. When they first expand in June, the plant is handsome, but as the summer advances, the leaves lose their deep green colour and the stems assume a ragged appearance.
Cattle do not appear to be fond of this plant, every part of which abounds with a mild mucilage.
Medicinal Action and Uses---The use of this species of Mallow has been much superseded by Marsh Mallow, which possesses its valuable properties in a superior degree, but it is still a favourite remedy with country people where Marsh Mallow is not obtainable. The roots are not considered of much value compared with those of the Marsh Mallow, and as a rule the leaves and flowers are used only, mainly externally in fomentations and poultices. The infusion has been a popular remedy for coughs and colds, but the internal use of the leaves has fallen into disuse, giving place to Marsh Mallow root, though they are still employed as a decoction for injection, which, made strong, cures strangury and gravel.
The foliage when boiled, forms a wholesome vegetable. The seeds, or 'cheeses,' are also edible.
A tincture of the flowers, which turn blue in fading, forms a very delicate test for alkalis.
The flowers were used formerly on May Day by country people for strewing before their doors and weaving into garlands.
Preparation and Dosage---Fluid extract, 1/2 to 2 drachms.
MARSH-MALLOW
Synonyms---Mallards. Mauls. Schloss Tea. Cheeses. Mortification Koot.
(French) Guimauve.
Parts Used---Leaves, root, flowers.
Habitat---Marsh Mallow is a native of most countries of Europe, from Denmark southward. It grows in salt marshes, in damp meadows, by the sides of ditches, by the sea and on the banks of tidal rivers.
In this country it is local, but occurs in most of the maritime counties in the south of England, ranging as far north as Lincolnshire. In Scotland it has been introduced.
Description---The stems, which die down in the autumn, are erect, 3 to 4 feet high, simple, or putting out only a few lateral branches. The leaves, shortly petioled, are roundish, ovate-cordate, 2 to 3 inches long, and about 1 1/4 inch broad, entire or three to five lobed, irregularly toothed at the margin, and thick. They are soft and velvety on both sides, due to a dense covering of stellate hairs. The flowers are shaped like those of the common Mallow, but are smaller and of a pale colour, and are either axillary, or in panicles, more often the latter.
The stamens are united into a tube, the anthers, kidney-shaped and one-celled. The flowers are in bloom during August and September, and are followed, as in other species of this order, by the flat, round fruit called popularly 'cheeses.'
The common Mallow is frequently called by country people, 'Marsh Mallow,' but the true Marsh Mallow is distinguished from all the other Mallows growing in Britain, by the numerous divisions of the outer calyx (six to nine cleft), by the hoary down which thickly clothes the stems, and foliage, and by the numerous panicles of blush-coloured flowers, paler than the Common Mallow.
The roots are perennial, thick, long and tapering, very tough and pliant, whitish yellow outside, white and fibrous within.
The whole plant, particularly the root, abounds with a mild mucilage, which is emollient to a much greater degree than the common Mallow. The generic name, Althaea, is derived from the Greek, altho (to cure), from its healing properties. The name of the order, Malvaceae, is derived from the Greek, malake (soft), from the special qualities of the Mallows in softening and healing.
Most of the Mallows have been used as food, and are mentioned by early classic writers in this connexion. Mallow was an esculent vegetable among the Romans, a dish of Marsh Mallow was one of their delicacies.
The Chinese use some sort of Mallow in their food, and Prosper Alpinus stated (in 1592) that a plant of the Mallow kind was eaten by the Egyptians. Many of the poorer inhabitants of Syria, especially the Fellahs, Greeks and Armenians, subsist for weeks on herbs, of which Marsh Mallow is one of the most common. When boiled first and fried with onions and butter, the roots are said to form a palatable dish, and in times of scarcity consequent upon the failure of the crops, this plant, which fortunately grows there in great abundance, is much collected for food.
In Job XXX. 4 we read of Mallow being eaten in time of famine, but it is doubtful whether this was really a true mallow. Canon Tristram thinks it was some saline plant; perhaps the Orache, or Sea-Purslane.
Horace and Martial mention the laxative properties of the Marsh Mallow leaves and root, and Virgil tells us of the fondness of goats for the foliage of the Mallow.
Dioscorides extols it as a remedy, and in ancient days it was not only valued as a medicine, but was used, especially the Musk Mallow, to decorate the graves of friends.
Pliny said: 'Whosoever shall take a spoonful of the Mallows shall that day be free from all diseases that may come to him.' All Mallows contain abundant mucilage, and the Arab physicians in early times used the leaves as a poultice to suppress inflammation.
Preparations of Marsh Mallow, on account of their soothing qualities, are still much used by country people for inflammation, outwardly and inwardly, and are used for lozenge-making. French druggists and English sweetmeat-makers prepare a confectionary paste (Pâté‚ de Guimauve) from the roots of Marsh Mallow, which is emollient and soothing to a sore chest, and valuable in coughs and hoarseness. The 'Marsh Mallows' usually sold by confectioners here are a mixture of flour, gum, egg-albumin, etc., and contain no mallow.
In France, the young tops and tender leaves of Marsh Mallow are eaten uncooked, in spring salads, for their property in stimulating the kidneys, a syrup being made from the roots for the same purpose.
Cultivation---Marsh Mallow used always to be cultivated in gardens on account of its medicinal qualities. It is said to have been introduced by the Romans.
It can be raised from seed, sown in spring, but cuttings will do well, and offsets of the root, carefully divided in autumn, when the stalks decay, are satisfactory, and will grow of their own accord.
Plant about 2 feet apart. It will thrive in any soil or situation, but grows larger in moist than in dry land, and could well be cultivated on unused ground in damp localities near ditches or streams.
Parts Used---Leaves, root and flowers. The leaves are picked in August, when the flowers are just coming into bloom. They should be stripped off singly and gathered only on a fine day, in the morning, after the dew has been dried off by the sun.
---Constituents---Marsh Mallow contains starch, mucilage, pectin, oil, sugar, asparagine, phosphate of lime, glutinous matter and cellulose.
---Medicinal Action and Uses---The great demulcent and emollient properties of Marsh Mallow make it useful in inflammation and irritation of the alimentary canal, and of the urinary and respiratory organs. The dry roots boiled in water give out half their weight of a gummy matter like starch. Decoctions of the plant, especially of the root, are very useful where the natural mucus has been abraded from the coats of the intestines, The decoction can be made by adding 5 pints of water to 1/4 lb. of dried root, boiling down to 3 pints and straining: it should not be made too thick and viscid. It is excellent in painful complaints of the urinary organs, exerting a relaxing effect upon the passages, as well as acting curatively. This decoction is also effective in curing bruises, sprains or any ache in the muscles or sinews. In haemorrhage from the urinary organs and in dysentery, it has been recommended to use the powdered root boiled in milk. The action of Marsh Mallow root upon the bowels is unaccompanied by any astringency.
Boiled in wine or milk, Marsh Mallow will relieve diseases of the chest, constituting a popular remedy for coughs, bronchitis, whooping-cough, etc., generally in combination with other remedies. It is frequently given in the form of a syrup, which is best adapted to infants and children
RECIPES
Marsh Mallow Water
'Soak one ounce of marsh mallow roots in a little cold water for half an hour; peel off the bark, or skin; cut up the roots into small shavings, and put them into a jug to stand for a couple of hours; the decoction must be drunk tepid, and may be sweetened with honey or sugar-candy, and flavoured with orange-flower water, or with orange juice. Marshmallow water may be used with good effect in all cases of inveterate coughs, catarrhs, etc.' (Francatelli Cook's Guide.)
For Gravel, etc.
'Put the flower and plant (all but the root)of Marsh Mallows in a jug, pour boiling water, cover with a cloth, let it stand three hours - make it strong. If used for gravel or irritation of the kidney, take 1/2 pint as a Tea daily for four days, then stop a few days, then go on again. A teaspoonful of gin may be added when there is no tendency to inflammation.' (From a family recipe-book.)
The powdered or crushed fresh roots make a good poultice that will remove the most obstinate inflammation and prevent mortification. Its efficacy in this direction has earned for it the name of Mortification Root. Slippery Elm may be added with advantage, and the poultice should be applied to the part as hot as can be borne and renewed when dry. An infusion of 1 OZ. of leaves to a pint of boiling water is also taken frequently in wineglassful doses. This infusion is good for bathing inflamed eyes.
An ointment made from Marsh Mallow has also a popular reputation, but it is stated that a poultice made of the fresh root, with the addition of a little white bread, proves more serviceable when applied externally than the ointment. The fresh leaves, steeped in hot water and applied to the affected parts as poultices, also reduce inflammation, and bruised and rubbed upon any place stung by wasps or bees take away the pain, inflammation and swelling. Pliny stated that the green leaves, beaten with nitre and applied, drew out thorns and prickles in the flesh.
The flowers, boiled in oil and water, with a little honey and alum, have proved good as a gargle for sore throats. In France, they form one of the ingredients of the Tisane de quatre fleurs, a pleasant remedy for colds.
Preparations and Dosage---Fluid extract leaves. 1/2 to 2 drachms.
Taken in the Dillonvale suburb of Cincinnati, Ohio during a period when they were repaving the streets.
Making an effort to keep the dust and debris from the asphalt removal process under some level of control.
From Elgin's web site:
"The Elgin® Pelican® broom sweeper is a three-wheel mechanical sweeper based on one of the original street sweeper designs, which has been continuously improved since 1914, meeting the highest sweeper standards. Maneuverability, visibility, economy, serviceability and single lane dumping with a sweep system that easily handles heavy compacted dirt and bulky debris are all features of the Elgin Pelican. An isolation-mounted cab provides a cleaner, quieter operation, and the improved 360-degree visibility and easier access for service and maintenance make the Elgin Pelican an industry leader in road sweepers."
Quite often people ask 'is it difficult to dismantle a camera?' or 'what kind of tools are needed?'
At first: I do not (try to) open modern cameras. They contain lots of electronics - usually not serviceable. Older cameras are better - a set of screwdrivers is enough. Most old cameras were built before Phillips, Pozidriv, Torx etc were invented. So a set of good flat blade type is enough. Some knowledge of proper use is, however, needed...
Bombardiers Halifax, transférés en 1945 par la Royal Air Force aux forces françaises des Groupes de Bombardement de la France Libre GB. II/23 Guyenne et GB. I/25 Tunisie.
Photographe inconnu, vers 1950
D'après négatif gélatino-bromure d'argent sur film, 13x18 cm
"On October 6, 1945, after flying with the RAF for 11 months and making 1,479 sorties, No 346 Guyenne Sqn transferred to the French Air Force. Its sister unit, No 347 Tunisie Sqn transferred in November after ten months and 1,355 sorties with Bomber Command. By the end of October, the two squadrons had returned home.
In France, a revitalised Armée de l’Air incorporated the two Halifax squadrons into its Groupes de Bombardement as GB. II/23 Guyenne and GB. I/25 Tunisie, based at Bordeaux-Marignac. To maintain serviceability on their B. VIs, the French requested and received from the RAF at least four Halifax B. IIs and Vs for ground training at Rochefort."
"Armée de l’Air Halifaxes France began its association with the Handley Page Halifax following the establishment of `Free French’ squadrons in Britain in 1940, initially with Spitfires and later with Boston light bombers. In 1944, personnel who had experience on the twin-engine Loire et Olivier 451 bomber in the Middle East were brought together in England to form two heavy bomber squadrons equipped with Handley Page Halifaxes.
Established with RAF help, the two squadrons were No 346 Guyenne Sqn and 347 Tunisie Sqn".
Extraits de weaponsandwarfare.com/2019/04/28/halibag/
The official Go-Coach Volvo Plaxton President farewell took place on Thursday 30th December 2021 and featured 8304 Y825 TGH visiting a number of haunts which have been popular for the type over the past seven years.
Its seen here on Azalea Drive, Swanley at the start of its marathon journey. From here it would work an extended S31/431 to Sevenoaks Bus Station via Orpington, then an S6 to Kemsing Noah's Ark, 431X to Tunbridge Wells via A21, 402X back to Sevenoaks Bus Station, a 409C/S12 to Crockenhill via Eynsford, a 412/D12 to Dartford and then a mystery tour via Amazon LCY3 back to Swanley.
Sadly 8301 Y809 TGH had a faulty alternator so was not used although it was repaired later in the day. Both remained in serviceable condition throughout January 2022, with 8304 last working a p.m. S12 on Tuesday 4th January which left 8301 to perform the honours of the final of the type in service working the p.m. S8 on Monday 31st January 2022.
Alphen aan den Rijn, 15 December 2024.
At the start of the concession Qbuzz didn't have enough serviceable buses, therefore a wide variety of buses were drafted in from various other smaller operators.
Norman Park was largely settled in the interwar period, though ‘Eulalia’, the property behind this shelter, was built in 1889. The suburb was serviced by the Norman Park railway station from 1911, a short-lived Belmont tramline from 1912 - 1926 and by a new tram service from 1926, but the stops and stations were fairly removed from McIlwraith Avenue.
Increased vehicular traffic in the 1950s led to the introduction of the trolley buses on many routes as these were considered to be more trafficable on the increasingly busy city streets. Cavendish Road tramline was closed in 1955 and the entire length of the road serviced by electric trolley bus.
After the formation of the Greater Brisbane Council in 1925, the Council took over the tramway system and instigated immediately a programme of route extensions and shelter construction. For example, provision was made in the budget for construction of shelters for the comfort and convenience of passengers.
Brisbane’s association with trolley buses began in 1947 - 1948 with an order by the Brisbane City Council for thirty electric trolley buses. In some cases the trolley buses provided an extension of the existing tramline, such as that on Cavendish Road. As the 1950s progressed, trolley buses began to be the preferred transport for servicing new routes. For example the bridging of Norman Creek and expansion of East Brisbane allowed the extension of the trolley bus route out to Carina and down the length of Cavendish Road.
Trolley bus shelters were identical to tram shelters. There are several remaining types to be found in Brisbane. The most common is the four-posted ‘standard waiting shelter’. The ‘standard small-type’ two-posted shelters is also found, with the six-posted inner city shelter less common.
All types were built of timber with either terracotta-tiled roofs (during the earlier period) or corrugated iron roofs. They were built to service not only tram routes, but also trolley buses and, later, buses. Referred to as ‘A’ type shelters, their construction was phased out by the Brisbane City Council during the 1960s with the introduction of aluminium and steel shelters, known as ‘J’ type shelters.
This trolley bus shelter is still in a serviceable condition and continues to be part of the Brisbane bus system.
Source: Brisbane City Council Heritage Register.