Built in 1884 in the fashionable Fawkner Park district in what is the modern day Melbourne suburb of South Yarra, "Goodrest" is a large boom-style Italianate two-storey brick mansion designed by Walter Buckhurst for his parents William Parton Buckhurst and Anne Jane Faram. Walter was their eldest son.

 

The two-storey brick mansion standing proudly on Toorak Road West overlooking Fawkner Park from behind century old willow trees and Canary Island date palms has the typical Italianate massing with projecting canted bay wing, tower and two storey cast iron verandah. The tower is capped by a mansard dome. The facade is picked out in primrose yellow and white paintwork, highlighting its elaborate decoration. It is a fine example of the boom-style Italianate mansion popular amid wealthy pastoralists, developers and self-made Melbournian families eager to show off their wealth in the booming economic periods of 1880s and 1890s before the property crash of the late 1890s. The typical composition of the building with its central entranceway and L-shaped verandah is enhanced by the elaborate plaster work decoration and the splendid mansard dome on the tower. The stylised first floor cornice and window mouldings and the ground floor verandah with coupled columns and balustraded plinth are notable features of "Goodrest".

 

Originally, "Goodrest" was a typical large Victorian family home to the wealthy Buckhursts: William and Anne, their six children and a large retinue of indoor and outdoor servants. William was a developer and wool broker from Emerald Hill. The family were prominent members of Christ Church South Yarra, located only a short brougham ride or stroll from "Goodrest" on the corner of Toorak and Punt Roads. The Buckhursts were also important members of Melbourne's social elite and many a fine party was held at "Goodrest" which glittered like an ornately lit layer cake. However, by the time of the Second World War, the mansion's fortunes had changed. Crippled by taxes after the Great War and then hit by the Great Depression of 1929, the gilded age of the Buckhurts had long gone, so during hostilities, "Goodrest" served as the Far Eastern Liaison Office. With the restoration of peace in 1945, the property was no longer required by the War Office and it reverted to private ownership. However times had changed dramatically, as had the lives and fortunes of Melbournians. No-one wanted, nor could many afford, a crumbing Victorian edifice like "Goodrest" as their private home, and in the ensuing years it became the Avon Private Hotel. Situated on what was left of the originally large property, it was hedged in by an encroaching number of flats, and "Goodrest's" grand rooms were converted into smaller, more serviceable spaces. Whilst Coadjutor in the 1960s, Archbishop Justin Daniel Simonds was instrumental in strengthening the Catholic Education Department. After his death in 1967, the church purchased "Goodrest" to run conferences for Catholic teachers, restoring the rooms to their former grand proportions. "Goodrest" was renamed "Simonds Hall" in his honour. In 1971 "Simonds Hall" (formerly "Goodrest") was classified by the National Trust of Australia (Victoria) as being of state significance as an outstanding feature of the South Yarra and Fawkner Park precincts as they once were. The mansion is today owned by Christ Church Grammar School, which sits alongside the church in which the Buckhursts used to worship. The small parcel of land upon which "Goodrest" stands, once neatly separated into paths and flowerbeds, is now a dusty carpark. Only the Canary Island palms and weeping willows remain. In 2016, the school put forth a suggestion to build an underground carpark and re-landscape and terrace the gardens to their former elegance. However the proposal was rejected because of the traffic difficulties it posed, its obstruction of this beautiful building from Toorak Road, and the possible structural damage it posed to "Goodrest". The matter continues to be a matter of discussion.

 

William Parton Buckhurst was born in Rochester, Kent in 1831, the son of John Buckhurst, a farmer. He was educated at local schools. At the age of seventeen he sailed to America and traveled through Canada before settling in Illinois where he was apprenticed to a miller. William became the manager of a flour mill in the Mississippi valley, before he caught ‘California fever’ in 1852. He sailed to Australia in 1857 where he landed in Melbourne. William purchased land in Napier Street, Emerald Hill and built four small cottages that proved to be very profitable when he sold them. He commenced business as an auctioneer and estate agent in the early 1860s. William married Anne Faram in 1860, and they had eight children, born between 1862 and 1872. He built elegant Rochester Terrace, a row of eight roomed terrace houses in St Vincent Place South in fashionable Albert Park between 1869 and 1871. After he returned from a ten month trip to India, the Middle East and Europe, William published "An Australian Abroad". Subsequently he took active steps from 1871 to have the Albert Park lagoon made into a permanent lake, the bowling green and croquet lawn in St Vincent Gardens in 1873, and in 1874 he proposed a canal from the Yarra River to the bay. In 1900 he married his second wife Agnes McCall. His original home was "Kent Villa", named for his native county, and later, "Windarra" in St Vincents Place Albert Park, and finally "Goodrest", Toorak Road, South Yarra, where he died in 1906.

 

Walter Buckhurst was born in Emerald Hill in 1863 to William Parton Buckhurst and his wife Anne Jane Faram. He became a very successful architect, not only designing "Goodrest", but many others. He owned sixty five mansion and villa sites facing the Botanic Gardens and Fawkner Park. He married Ada Jessie Gardiner. He died at his South Yarra home in 1897.

  

Enviro 400 MMC SN66VVH, Stagecoach Fleet 10697, seen on the R route in Exeter High Street. If they are short of serviceable Single Deckers, then this diagram tends to get the Decker. 6th June 2017

DM&IR 215 sits out in the August sun in stored serviceable condition awaiting a return rotation into the E-lead switch job at Proctor MN.

"From 0-60 km/h in one day."

(Many owners, about the 2CVs performance and acceleration)

 

The Citroën 2CV (French: deux chevaux vapeur, literally "two steam horses", from the tax horsepower rating) was an economy car produced by the French automaker Citroën from 1949 to 1990.

It was designed for low cost, simplicity of use, versatility, reliability, and off-road driving. For this it had a light, easily serviceable engine, extremely soft long travel suspension (with adjustable ride height), high ground clearance, and for oversized loads a car-wide canvas sunroof (which until 1960 also covered the boot).

It is considered one of Citroën's most iconic cars.

(Source: Wikipedia)

 

---------------------------------------------------------------------------------------------------------------------

 

Somewhere in Lurs (France)

During the spring and summer of 1981, South Yorkshire PTE experienced an acute shortage of serviceable buses, and hired many vehicles from other operators. A further shortage occurred in November, requiring further hires. GMPTE 7401 arrived in November 1981 and was allocated SYPTE fleet no. 3011. A Daimler Fleetline CRG6LXB with Northern Counties bodywork, it remained with South Yorkshire until May 1982, spending several weeks allocated to Rotherham. It is seen here on Westgate in the town centre, heading for Brinsworth.

 

After withdrawal by Manchester it 1986, it passed to Rossendale Transport (no. 43).

Seen lined up in Northfleet Garage are a whole line of green RML's. Left to right they are 2349, 2336, 2447, 2445, 2344, 2339. Apologies for the blurring at the edges this was due to the wide angle extension lens used. By this time Northfleet for the 480 Route was becoming the home of the last serviceable RML's in the London Country fleet.

Deep in the Kiel Marsh just south of the town of the same name, Wisconsin & Southern power shoves stored tank cars all the way to the end of serviceable trackage on what was once Milwaukee Road's Milwaukee-Green Bay main line. A myriad of birds call these marshes home, and the air was filled with an interesting and beautiful mix of their sounds plus the distant, low rumble of an EMD.

Last 4 wheeler trams returning to the depot Remise Lekstraat after peak hour services rendered in January 1968. Tram 465 has been preserved and is still serviceable to date. © Henk Graalman

#620, 122

92

In modern times, Tavira was one of the seats of the Governor and Captain General of the Algarve and when the 1755 earthquake destroyed his other headquarters in Lagos, the then Governor was instructed to move his base to Tavira. He took up residence in the Alto de Santa Ana (in the present GNR stables and Radio Gilão building) and extended the hermitage of Santa Ana for use as his chapel. The Governor´s base was maintained in Tavira until it moved to Faro in 1834. After 1780 when Tavira had become the military centre of the Algarve, it clearly needed a hospital and the Old Military Hospital was begun in 1761. From 1787 it was a centre of surgical instruction by doctors sent by the royal edict. After serving also as a barracks, in 1953 this beautiful and serviceable building became a mess for officers and sergeants. The Atalaia Barracks, one of the oldest purpose built barracks in the country, was begun in 1795 as home to the Faro Infantry Regiment which transferred to Tavira in 1780. Building work was interrupted by the French Invasions and the ensuing civil wars and later cholera outbreaks delayed its recommencement until 1856. Soldiers were meanwhile billeted on private citizens and after the closure of the religious houses in 1834, the Convento de Nossa Senhora da Graça (from 2007 a prestigious pousada) became a barrack. The ground which today contains the pousada´s swimming pool was used within the last 30 years as a military shooting range. It was not however until the beginning of the 20th century that the garrison moved into the new Atalaia barracks. The rapid increase in the size of the army during the African Wars (1961-74) saw major expansion of the barracks, which was halted only after the Carnation Revolution. From 1996 the Atalaia barracks has been a holiday centre for military personnel. The main façade of the building is so similar to the central buildings of Vila Real de Santo António (constructed 1775-7), that it is believed that same architect, José Sande de Vasconcelos, might have been involved in the designs of both.

Utrecht, 16 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.

Among the large number of buses hired by South Yorkshire PTE during 1981 to cover for a shortage of serviceable vehicles is Kingston-upon-Hull City Transport 203. Allocated fleet no. 1974 during its stay in Sheffield, FRH 403D is a Leyland Atlantean PDR1/1 with angular Roe bodywork, new in 1966.

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.

//logentry

 

//passwordrequest

 

//ussethanallen

 

//accessgranted

 

//date3.28.3258

 

Almost one hundred years after the most devastating war in universe history, another war has been declared. The United States has gone through 2 recessions since the War of the Galaxies (3163-3165 a.d.), due to the fluctuating economy because of the war costs, but it managed to come back through both, surviving, if not thriving. I'm Captain Allen, of the U.S.S. Ethan Allen, and appropriate name I believe. I'm not quite sure who Ethan Allen was, but he was a famous historical character sometime during the Revolutionary War. I've been given permission to search out and destroy all enemy vessels, which isn't hard considering my weaponry. I have a fearsome array. I am the only captain of the entire fleet who is capable of running this ship, deteriorating though it may be. Sadly, many people are claiming it's "unfit to fight". It may be discoloring and aging, but it's still got a lot of fight. I would know, I'm the captain! My crew and I are determined to win this war for America, and like the Marines say, we are "Semper Fidelis", or Always Faithful."

 

~ Captain Robert Allen

 

//logentryclosed

 

---------

 

//ATTENTION

 

//LOGHACKED

 

//date4.5.3259

 

A year later, the Ethan Allen was scrapped and the captain and crew disappeared. They couldn't bear the scrapping of their beloved ship, and even when it was being ripped apart they still loudly protested that it was still very serviceable. They left and haven't been seen since. It's believed they became pirates in some far galaxy. Wherever they are, I wish them all well.

 

~ Joseph Allen, son of Captain Robert Allen.

 

------------------------------------------------

 

My SHIP is complete. After one near fall and one fall, it's survived a swooshing video and multiple photos.

 

Thanks to Simon for starting SHIPtember, I plan on doing it next year if it's continued!

 

Thanks to Ara for encouragement and help!

 

And special thanks to Rivet for all the pieces he gave me. And it wasn't a few. xD

 

And this could be for Best Bricker... why not?

 

-IronBricks

26th August 2020. One of the two remaining serviceable former London Underground 1938 stock sets rumbles across Ryde Pier on a train to Shanklin with the Spinnaker Tower in Portsmouth visible across the Solent.

All 4 serviceable Great Western Railway M420's await their southbound departure on the Vanguard Sub.

This baby required some extensive photoshop surgery! Since I was on a family trip (and not a trip where I could do photos 24/7) I didn't have the luxury of waiting for the best time to grab this shot. Nevertheless, after fighting with panorama stitching, chromatic aberration, ghosting, cloning out lens flare and enough dodging and burning to qualify this as HDR, I think it came out serviceable!

Purchased by Hugh Mc Gonagle as a source of spares as he also purchased two other Translink Serviceable Optare Solos. DCZ 4826

Handley-Page Halifax B.II Series IA devant le hangar aux dirigeables "Piketty".

 

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 Incredible Hulk (2008) - The MCU Infinity Saga No. 2 from Marvel - MCU

 

Ah yes, the MCU film everyone forgets. It's a perfectly serviceable film, with a few great scenes, but otherwise I think it's just meh overall. Excellent fight scenes though!

 

L-R:

Top Row

- Roger Harrington

- Samuel Sterns

- Leonard Samson

- Security Guard (Lou Ferrigno)

 

Bottom Row

- General Joe Greller

- General 'Thunderbolt' Ross

- Emil Blonsky

- The Incredible Hulk

- Bruce Banner

- Betty Ross

- Martina

 

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Camera: Panasonic Lumix DMC-FZ28 Editing: www.watermark.ws

Please credit and comment! Feedback always appreciated! :D

"The newest product of Sweetwater Precision Weapons is the LCU, or Legacy Chassis Upgrade. A high cost, high quality, rock solid platform designed to keep rifles of the 20th century relevant and competitive against all new platforms. The M141 is an example of the chassis system designed to continue the serviceability of M14/M1A rifle into the 2020s and beyond. Solving the problems of previous chassis for the M14, the M141 is super lightweight, streamlined, and drop in ready for any surplus M14 in minutes with no modifications necessary."

 

Credit to the Benjoo for his K2 grip.

 

P.S.

 

In the past, Sweetwater builds tended to lean hard into intense, gear heavy weapons that were awesome, albeit over the top. With the brand being borderline defunct, I won't and don't, feel the need to build to that old style. My SPW builds are gonna be a modern interpretation of where the world is now. Streamlined design and inherent usability over add-ons and gear. I miss the old days, and I still enjoy the challenge of the app. I'll continue to build every now and again under the Sweetwater mantle. I figure there is no longer any harm in chipping away at the old design philosophy of heavyweight design and uber-tactical stuff, I want the brand to actually look high speed, low drag and have a hard grounding of realism. Think of my interpretation of SPW as a PMG Heckler & Koch.

   

A nice 50mm f/1.4 lens on a serviceable Cosina made for Argus Cameras.

The first ever class 68 Thunderbird mission took place for AGA today as the class 90 loco-hauled fleet went into meltdown. A shortage of serviceable Skodas had already seen 321s substituting on a Norwich diagram yesterday and this was exacerbated this morning by a derailment at Orient Way before the start of service trapping this set with 90 011 in the stabling sidings. The 13.00 down with 90 005 had been declared a failure at Liverpool Street and this operated as 5P30 back to Crown Point and this duly followed close behind. It was then recessed in Chelmsford Down loop to let 1P36 past and consequently was hard on the heels of this following it's stop at Colchester but alas just missed full sun (which had been out of course 5 minutes earlier for 1P36!).

To provide a DRS driver for the luckily spare 68 at Norwich (not on a stock move today) the second short set was replaced by a 156 this afternoon!

Incidentally this train has at no point ever appeared on RTT (although bizarrely 5P30 did!) so it was a good job Railmaps were a good fallback option to watch progress.

Unused.

 

On scene is one of the 20 A7V tanks which were fielded by the Germans during WWI. They were developed by the Allgemeines Kriegsdepartement, 7. Abteilung, Verkehrswesen, and codenamed A7V. I would say that this picture could have been taken late 1917, as around that time they had a first serviceable example. The "Nr. 501", the lowest number used, was the only A7V which was a "female" example, only carrying machine guns (6 or 8). This is clearly this female example. Late 1918 it was also retrofitted with a 5.7 cm gun in the front, as all the other A7V Sturmpanzerwagen. Later pictures of this tank show a camouflage paint on this tank, nicknamed "Gretchen". Here however, it is painted an a fieldgrey-ish color and seems to be undergoing tests at a proving ground, making this an early shot of the 501.

The A7V tank was not the right answer to the Allied tanks. It was developed much too late and could only be produced in much too small numbers. It was technically faster than British tanks, but it was harder to maneuver over diffucult terrain and conditions inside the tanks absolutely unbearable for the 18(!) man crew.

 

Long term Coventry resident 4421 is captured in 2012 at Prologis Park. The vehicle still remains in service at Coventry in August 2020, some 17 years since it was first delivered there, and remains one of ten Volvo B7TL/ALX400s allocated to the garage, however is reaching the end of its serviceable life.

 

In terms of the route, this image captured the final few weeks of operation into Prologis Park for both service 3 and 13/13A. From memory, the 13 extended to the business park/industrial estate during the peaks.

 

Service 3 and service 4 are long term Holbrooks route numbers. Service 3 continued to Prologis Park every 30 minutes during weekdays, with service 4 continuing to Arena Park (curtailing at Rowleys Green when the shopping centre was closed). The services extended cross-city to Stoke and Binley. Service 3 terminated at Binley Road Morrisons, with service 4 continuing (via the A46 Eastern Bypass) to University Hospital.

 

In 2012, this diagram changed to provide a Arena Park - City Centre - University Hospital service via Wyken, initially using Mercedes Benz Citaro bendybuses displaced from service 27, becoming service 4. In 2019, the 3/3A route number returned to provide a Arena Park - City Centre - Fenside cross city connection.

 

In August 2020, the route will largely return to its historical alignment, offering an Arena Park - City Centre - Binley (Warwickshire Shopping Park) connection, albeit at the slightly reduced frequency of every 12 minutes. The hourly tender to extend to University Hospital via Dorchester Way is retained.

08836 is seen at London Paddington coupled to the sleeper stock ready to work 5A40 Paddington to Old Oak Common, it is very rare now to find a shunter on the main line even though it is quite regular in Paddington due to the lack of serviceable class 57's. (29/11/14)

Although wearing the colours of 11 Squadron, RAF Coninsgby, this airframe was being used by RAF Lossiemouth due to a shortage of serviceable Typhoons.

www.michaelleek.co.uk

Nikon FE2 / Nikkor 55mm F1:1.2 / Kosmo Foto 100 pushed 2 stops

Accidentally metered this film at 400 for a few portraits- I hated the results of this roll of film for the portraits, but salvaged a few serviceable cityscape photos.

Class 40 Indian Summer

After having enjoyed the delights of 40118 on local service 2J66 from Preston-Man Vic, and then again on 1E19 from Man Vic to Leeds - and then a too-long fester at York - the gen was out and finally the late-running 1E71 12.15 Blackpool-Newcastle turned up behind 40152 (Beast!)

In this view we have evidence of my stupidity in baling at Darlington rather than continuing on to Newcastle!

However, at least I got a couple of shots as the driver applied full power and the bashers went crazy - Not sure what that barrier was in aid of 😂😎:)

 

'A day in the life' - log book update:

Saturday 28th July 1984 - 40152 on 1E71 12.15 Blackpool - Newcastle [Load 10x Mark 1s].

YORK

Thirsk

Northallerton

DARLINGTON

 

44 miles

 

This followed two runs earlier in the day with 40118:

40118 on 2J66 06.55 Blackpool - Man Vic.

PRESTON

Leyland

Chorley

BOLTON

Agecroft Jnct.

Windsor Bridge Jnct.

Salford

MAN VIC

 

31 miles

 

40118 on 1E19 08.40 Man Vic. - Scarborough

MAN VIC

Miles Platting

Park

STALYBRIDGE

Greenfield

Marsden

HUDDERSFIELD

Mirfield

DEWSBURY

Morley

Holbeck East Jnct.

Whitehall Jnct.

LEEDS

 

44 miles

 

Between 1982 and 1984 I spent many happy hours with my friends chasing around the North of England after the remaining Class 40s. At the beginning of 1984, there were still 50 members of the fleet in service, but this had already reduced down to 31 by the time I had 40152 towards the end of July. By the end of the summer timetable, just 25 remained in service, and only 17 of the class survived into 1985, all but 3 being withdrawn over the weekend of 21st/22nd Jan 1985.

 

D200/40122, 40118 and 40012 were kept on just for rail tours, although D200 had a second Indian summer :)

 

Locomotive History

D352 / 40152

D352 was built by the English Electric Company at their Vulcan Foundry Works, Newton-Le-Willows, Lancashire and entered traffic in July 1961 and was an Eastern Region loco for most of its life. It lasted in service until the end for the class in January 1985.

 

Detailed Locomotive History

D352 / 40152

Originally D352 it was built by English Electric at the Vulcan Foundry and entered traffic in July 1961, allocated to York MPD. It was built with the final variation of nose design featuring a central four-digit headcode panel (although by this date it has acquired a “domino” screen to the panel) and no gangway doors, giving a much neater appearance. 40152 would be for most of its career associated with Yorkshire and the North East being allocated to Gateshead, Thornaby, York or Healey Mills until 1983 when it transferred to Longsight. It received its last classified repair at Crewe works in September 1979 well after withdrawals had commenced and this enabled 40152 to survive in traffic until January 1985 when it was withdrawn. Even then it was still serviceable and was condemned only because it was “surplus to requirements”. However this did not stop 40152 from being broken up almost immediately two months later in March 1985 at Doncaster works. Extra info courtesy of: [https://www.flickr.com/photos/pics-by-john]

 

My interest in the railways waned permanently with the demise of the Class 50s, initially from the Paddington-Oxford route in 1990, and finally when they retired from the Waterloo-Exeter services in 1992.

 

As well as enjoying the thrash, I managed to record many of the trips and railway scenes encountered on film for posterity. Those days are now long gone, but happily the photos remain for me to reminisce over and share. ;)

 

Taken with a Zenith TTL SLR camera and standard lens. Scanned from the original negative with no digital restoration

 

You can see a random selection of my railway photos here on Flickriver: www.flickriver.com/photos/themightyhood/random/

 

'Indian Summer' - a period of happiness or success occurring late in life...English Electric Type 4 1958-1984

Stevensons of Uttoxeter 44 MLH315L Daimler Fleetline CRG6LXB MCW DMS, ex London Transport DMS1315 at Spath Bus Depot on 21 June 1980.

Also possibly still serviceable 3 ex TTT780 Devon General AEC Regent V MCW tree lopper / tow wagon bus.

 

Excerpt from uelac.org:

 

The Joseph Brant Memorial cost $16,000 and was unveiled in Victoria Square October 13, 1886 by the Hon. John Beverly Robinson, Lieutenant Governor of Ontario. The cornerstone was laid earlier on August 11, 1886, by Chief Ka-non-kwe-yo-teh.

 

The memorial consists of a colossal statue of Brant, nine feet in height, two groups of three life sized figures each, and two trophies flanking the sides of the upper base, and four bassi-relievi upon the lower base, which terminates in a step upon the ground line.

 

The pedestal is of gray granite, quarried near Penryn, Cornwall, England and weighs slightly less than fifty tons. The stone is of the very finest quality and chosen with regard to a coarse grain.

 

The right-hand group as one faces the memorial shows chiefs of the Mohawk, Tuscarora, and Oneida Nations, furnished with the scalping knife, spear, and pipe of peace. The left-hand group shows the Seneca, Onondaga, and Cayuga Natives, with the bow and arrows, war-club, and flintlock gun. The trophies consist of artistic arrangements of their weapons and instruments, including snowshoes and lacrosse sticks. The totems of the Six Nations, the bear, the wolf and the tortoise, are introduced in the memorial, especially at the request of the Indians themselves.

On the front of the lower base is a bas-relief, showing about 15 Indians engaged in a war dance. At the back another relief shows Brant addressing the chiefs in council.

 

Two circular reliefs at the sides are devoted to the bear, with winter Canadian scenery, pines, etc., and the owl with maple tree foliage etc.

 

The trophy at the back of the memorial exhibits the designations of the six tribes or nations and upon the trophy in front is inscribed in bold characters the single word "Thayendanegea".

 

Her Majesty’s Government recognized the importance of the work by granting 13 bronze cannon weighing about 600 pounds each, to be melted and used in the casting of several statues. Some of these guns were over a hundred years old, formerly cast at Woolwich and a number of them were in use during the Crimean War.

 

The sculptor, Percy Wood of London, England, received his education at University College, London, England, and studied medicine for some little time. The knowledge of anatomy thus acquired has doubtless proved serviceable in the profession which he subsequently adopted.

 

The inscription at the memorial reads:

This national monument erected by the Brant Memorial Association, incorporated 41 Vic. Cap. 62 S.O. to THAYENDANEGEA.

 

Capt. Joseph Brant, born 1742, died 1807, interred at the Mohawk Church and to the Six Nations Indians for their long and faithful services on behalf of the British Crown and their strict observance to treaties.

 

Contributed to by the Six Nations Indians, the Chippewas, the Dominion of Canada, Province of Ontario,the City of Brantford, the Counties of Brant and Bruce, and private subscriptions.

 

The British Government presented bronze cannons for the statues.

 

Patrons: H.R.H. Duke of Connaught, the Marquis of Lorne, The Earl of Dufferin, the Marquis of Lansdowne.

 

Directors: Allen Cleghorn, president; I. Cockshutt, v.p.; Robt. Henry, treas.; G. H. Muirhead, sec.; Alex Robertson, Lt.-Col. Gilkison, Wm. Paterson, M.P.; C.B. Heyd, Mayor; H. McK. Wilson, Q.C.; Wm. Buck, J. W. Digby, M.D.; A. J. Wilkes, LL.B.; Dan'l Burt, Warden C.B.; Wm. Watt, R. Henwood, M.D.; J. H. Stratford.

 

Chiefs: Ska-na-wa-dih, Ah-wem-in-neh; Ska-ko-ka-nyes, Kenehdageh, Ka-non-kwe-yo-teh, A. G. Smith, Interpreter.

 

Sculptor: Percy Wood, (gained by international competition).

 

Corner Stone laid August 11, 1886, by Chief Ka-non-kwe-yo-teh.

 

Unveiled October 13th by the Hon. J. B. Robinson, Lieutenant-Governor of Ontario.

 

Joseph Brant (1741-1807) was born on the banks of the Ohio River. Brant’s first appearance as a warrior was at the Battle of Lake George, where the Six Nations, under their chief, Hendrick, and Sir William Johnson in command of the colonial troops, repulsed a formidable advance of French troops composed of the old veteran regiments of France. At this engagement, which was most severe, a young Indian made himself conspicuous in the fight, so much so, that after the battle was over, his brave conduct was reported to Sir William Johnson, who sent for him.

He found him to be a tall young Indian named Brant, very intelligent but uneducated, being at the time only 14 years of age. Sir William Johnson determined to have him educated, and for that purpose placed him under the instruction of Dr. Wheelock, where Brant remained until he had secured a good English education.

 

After finishing his studies, he devoted his whole time to the welfare of his people, translating the Gospel of St. Mark and the Common Book of Prayer into the Mohawk language for their benefit and doing everything he could do to promote civilizing influences among them. During the American Revolutionary War, Brant and the Six Nation Indians refused all temptations and remained true and loyal to their treaties with the crown.

 

While his role as the warrior was his most native characteristic, he was outstanding as Indian adviser and mentor of his people, Indian affairs agent, diplomat to the British and American governments on their behalf, captain in the British Army during the American Revolution War, a biblical and liturgical translator, and builder of Anglican churches. When he died, he was buried at his home in Burlington but was re-interred beside Mohawk Chapel in Brantford in 1850.

 

Brantford and the County of Brant are both named after him.

 

Joseph Brant encouraged Loyalist settlement. He sold or leased land to settlers and the revenue was invested to provide an income for the Six Nations.

The 760mm gauge depot at Tîrgu Mureş was one of the larger narrow gauge depots on the CFR network before it all closed in 1997. It had a sizable allocation of type L45DH B-B diesel hydraulics (class 87's) plus a few serviceable steam locomotives retained for special occasions. The narrow gauge network radiating from here once had over 200kms of running lines but by the time of my visit only the the line to north to Miheşu de Câmpie and its branch from Band to Lechinta survived with the southern line to Băile Sovata having already shut .Here 87 0026 stands on the depot reception lines in a rather non standard tangerine red livery while more traditional burgundy and silver liveried example no.87 0015 is in the left background. To the right is 0-8-0T no. 764 159 being made ready for a charter special to Miheşu de Câmpie.

The first withdrawals have commenced across Stagecoach of the Plaxton Profile fleet. Unlike the B10M/Interurbans they succeeded, they have not proved as reliable vehicles and with a history of combustions Stagecoach now seem happy to cannibalise the failed examples and sell the serviceable ones.

 

Ensign have acquired a pair of East Scotland examples while Bluebird have withdrawn a pair for scrapping, 53272 being the Aberdeen example seen here at Tullos.

The Bodmin and Wenford Railway are currently suffering from a lack of serviceable kettles, a bonus for diesel enthusiasts. Here 37142 leads the last train of the day back to Bodmin having completed the days schedule vice the only working kettle which was having its boiler washed out.

Obilić / Kastriot, 1 October 2019.

 

Our reason to visit Obilic was to see if any of these former Dutch buses. This was previously operated by SVD in Dordrecht, number 90 and I believe is the last serviceable Dutch O405 the company has.

a few adjustments to the "Ugly Duckling". 😊 Citroën 2CV

 

The Citroën 2CV was designed for low cost, simplicity of use, versatility, reliability, and off-road driving. For this it had a light, easily serviceable engine, extremely soft long travel suspension (with height adjustment by lengthening/shortening of tie rods), high ground clearance, and for oversized loads a car-wide canvas sunroof (which until 1955) also covered the boot.

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Can AI "photos" coexist with the "traditional" imagery? Who are we kidding. Can't imagine a Hollywood movie without AI. too many to mention

 

Do you feel "betrayed" when (if) you found out a photo was an Artificial "photo"... are we getting used to being "lied" too?

 

Things are likely to become yet more complex as use of artificial intelligence by artists becomes more widespread, and as the machines get better at producing creative works, further blurring the distinction between artwork that is made by a human and that made by a computer.

 

contentauthenticity.org/blog/leica-launches-worlds-first-...

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This artwork was created with the help of Artificial Intelligence. Create your own AI-generated artworks using NightCafe Creator.

 

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HIT THE 'L' KEY FOR A BETTER VIEW! Thanks for the favs and comments. Much Appreciated.

 

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All of my photographs are under copyright ©. None of these photographs may be reproduced and/or used in any way without my permission. Just ask! 😊

 

© VanveenJF Photography

  

Olympic National Park is just one of many splendid - and precious - parks in our National Park System. Unfortunately, "sequestration" is hurting - not the mid- and upper-level managers, but the 'boots on the ground' - the Rangers and seasonal employees [many of them] that the under-staffed Rangers depend on to keep these places protected and serviceable for the public's enjoyment. These are the ones who will be asked to take longer furloughs, or their positions will not be funded at all.

[I have this info straight from the mouths of Rangers from two of Washington's Parks]

The KBS railroad is interesting for many reasons, but one of which is its trackage. I touched on it previously, but the railroad is formed like a triangle with tracks from the New York Central, Nickel Plate Road, and Milwaukee Road. Each of them is pretty straight, with little in the way of curvature - typical of midwestern rail lines - but curves can most certainly still be found.

 

At Templeton, Indiana, the former New York Central merges with the former Nickel Plate Road. From here onwards to Lafayette, the tracks were actually shared by both the NYC and NKP. Little remains that would identify either long-dead company, but the tracks are still used by the KBS today. Templeton itself is rather small, hosting a few blocks worth of homes as well as one rail-serviceable industry. I'm not sure what that industry is nor if it is even still rail served, but the tracks are there anyways.

 

KBS701 and 702 lead our train on the ex-NYC curve onto the final stretch towards Lafayette. Clouds had been troublesome for the previous few shots, but Templeton was thankfully sunny enough for a good photo. Always nice to get a curve shot!

THE GREENWOOD TREE IN AUTUMN

 

A ‘RURAL OBSERVER’ WRITES:

 

‘With the arrival of Autumn a chill enters the air, and the people of the village seek their fires before night brings silence and darkness.

The trees bear witness to comings and goings, the folk venturing outside and later returning to their dwellings.( Image owned by the account holder)

Though the work of the harvest is over, their reward comes later than might be wished for. Instead of rushing to buy new things, local ladies look to preserve their wardrobe, cleaning, securing buttons, sewing here and there. Spinster or matron, the same customs prevail, the same social calendar is followed. For more than a few, a costume’s appearance is almost set in stone- tidied perhaps, but robust and serviceable for the next occasion. As the years go by, a slight change of tone in a piece’s color is far from unacceptable.

A few lined and crinkled photographs sit on the mantelpiece above the fire- a lady of the house is seen in a statuesque pose, naturally in her best costume. It’s a modest memory, fading as the years pass, while the trees stand outside, facing the wind but almost as steadfast as the dignified figure portrayed within.’

 

It was always futile going to the South Wales valleys expecting the weather to be "as forecast" on the national weather. The area has it's own micro-climate, it is a law unto itself.

With lifting mist clinging to the hills 37896 is standing at Pontycymer loading point, it will work the 09.50 Pontycymer to Jersey Marine steel supply.

37896 was built at the Vulcan Foundry as D6931, it entered service 12/03/1964, under TOPS it became 37231. In 1985 it was partially rebuilt and was re-numbered to 37896. 02/05200 it was allocated to EWS special projects, on 11/05/2000 it was sent to France, 13/09/2000 saw it return and arrive at Toton. It spent time as stored serviceable it was fitted for Sandite and was in either Strategic reserve or Tactical reserve depending on the buzz word of the day. The official withdrawal date was 04/01/2010, the loco was cut by Ron Hull Jnr at Rotherham in August 2010.

Copyright Geoff Dowling 04/05/1994; all rights reserved

 

7499 sits on the pan following the official retirement ceremony on the morning of 5 May 2017. Just 3 RF-4E remand serviceable and flying on the day.

Today was a first. I arranged my first ever photo charter for a private group of friends on the Middletown and Hummelstown Railroad. This came about because of my quest to photograph as many street running railroads as I can. A post of photos by a friend ultimately led to a query to the railroad and before I knew it I'd rented the railroad for the day and was selling tickets!

 

The M&H runs about 1000 ft down Brown Street through the center of Middletown passing homes, an old school diner and down an alley beside a busy local grocery. This was what I wanted to shoot, but the railroad offers so much more as you will see.

 

Per the railroad's website, the original Middletown & Hummelstown Railroad Company was formed in 1888 by local businessmen. Construction of the line between its namesake boroughs was completed in 1890. From then until 1976 it was part of the Philadelphia & Reading Railroad, later the Reading Company. In 1976 upon the coming of Conrail the route was not included in the USRA's final system plan and a group of investors saved the line and created the current Middletown & Hummelstown Railroad, nicknamed "The Milk and Honey Line." Since then they have operated the 7-mile line between their namesake towns providing freight service, and in 1986 they began offering excursion passenger trains which have continued unabated for more than three decades. Freight service is provided to a Univar facility in Middletown that is currently the line's only regular active customer generating several hundred carloads a year. The remainder of the line as far as the bridge over Swatara Creek sees only the passenger trains and the last mile or so into Hummelstown has been out of service since 2011 when Tropical Storm Lee washed out the trackage just north of the bridge.

 

Anyway, the fine folks at the M&H opened their railroad to us, and at our behest put together a mixed freight behind their classic Alco S6 which was built in March 1956 for the Western Maryland. Trailing was a consist of two open hoppers (one ex C&O and one PRR), an old riveted tank car, a PFE reefer, a 1954 CNJ caboose, and a DL&W passenger MU cab car.

 

We ran shoved up through the street and posed the train beside Amtrak's Harrisburg Line main before returning to the yard, running around, and then shoving back to the end of serviceable track at the Swatara Creek bridge. A few photo stops were made on the return trip to Middletown where we wrapped up with some more street running with our train and then a bonus run with a second train. The railroad graciously put together a double header with their other two serviceable locomotives GE 65 tonners number 1 (blt. Aug. 1941 as US Army 7272) and number 2 (blt. Apr. 1955 as Standard Slag 46) a side dump hopper and six revenue modern tank cars. It was a day for the ages!

 

I shot hundreds of images and will have many to share but lets start with this.

 

M&H 151 shoves west up Brown Street passing the more than six decade old Kuppy's Diner with its classic neon sign becoming folks in for coffee and hash. And yes, we did have breakfast there to start the day and it was FABULOUS! If you like the good old American diner I highly recommend it.

 

Middletown, Pennsylvania

Saturday November 14, 2020

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

Manufacturer: Lockheed

Lockheed Martin

First flight 23 August 1954

Status: In-service

Primary usersUnited States Air Force

United States Marine Corps

Royal Air Force

Royal Canadian Air Force

Produced1954–present

Number built: Over 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 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 a 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. Thirty-seven (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 that 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, the 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, tilt-rotors, or even an airship. The 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 km (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 wind tunnel 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. The 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]

 

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)

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 was 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 minefields. 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 air tanker 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 air tanker 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 result of a fail really but thought it worth the upload to tell the story......

 

A West Mids Class 172 stands blocking my intended shot of DRS/Chiltern Class 68 No. 010 working 1K50 1715 London Marylebone to Kidderminster as it passes through Cradley Heath.

 

Trains were running with caution through the station, due to an idiot (drugged up or half cut) crossing the running lines to get from the Brum platform to the Worcester platform (despite the presence of a perfectly serviceable footbridge).

 

The act of stupidity happened about 10 minutes before I took this shot, just prior to the arrival of the previous (Worcester bound) train. In fact, the guy had just stepped up onto the edge of the Worcester platform as the train entered the station, no doubt causing a worrying moment for the driver, who give him a blast. The moron then tried to board the train but wasn't allowed to. As far as I am aware, when I left the station car park, he was still sitting on the platform, waiting for the next train, and had not been apprehended....

  

Instagram I Web I Phoenix-RPC

 

1973 Daimler Fleetline CRL6 MCW H44/24F

New to London Transport, no. DMS1469

 

After withdrawal and sale to Ensigns in 1982 this bus spent several years in their operational fleet on both sightseeing and LRT contract work, but when (or if) it passed to Metrobus is not clear. Possibly when seen here it was hired or borrowed to overcome a temporary shortage of serviceable vehicles.

- has a 4 July 1936 postmark on back...

 

This picture was taken when a 60-pounder field gun was fired by the Third Medium Battery, Royal Canadian Artillery (Kingston), at Petawawa Camp. Pembroke, Ont. The shell fired by this gun travels at 1.700 feet per second,

 

(Clipped from - The Gazette newspaper - Montreal, Quebec, Canada - 17 August 1929) - A distinctive feature of this year's manoeuvres will be the use of modern six-wheeled mechanical transport vehicles for drawing the guns with which the medium batteries are armed. These vehicles have already been utilized in the camp during the annual training of the non-permanent active militia batteries. Heavy motor trucks, specially designed and manufactured under a British War Office patent in England, have, it is stated by experts, placed the medium batteries armed with 60-pounder guns, In the "mobile" class of artillery units, so easily are the heavy pieces of ordnance transported over the roughest ground.

 

(Clipped from - The Ottawa Citizen newspaper - Ottawa, Ontario, Canada - 4 Sep 1939) -The Canadian forces are armed with the Lewis gun, the Vickers machine gun, the 18-pounder field gun, the 4.5 inch Howitzer and the rifled 60-pounder gun used during the Great War. These weapons have been worked on to give them wider range and most of them have had new "A" tubes inserted. They are thoroughly serviceable, according to military authorities.

English Welsh & Scottish Railway Limited The English Electric Company Limited Type 3 Co-Co class 37/4 diesel-electric locomotive number 37415 of Crewe Diesel Traction Maintenance Depot passes by Crow Nest Junction signal box at Hindley on the Down Main line with an additional Bolton to Wigan North Western Sandite train (4Z08). Monday 15th November 1999

 

Note, 37415 was built by The English Electric Company Limited (works number 3537) at the Vulcan Works (works number D966) at Newton-le-Willows in 1965 for British Railways as number D6977, being renumbered 37277 in May 1974. It was refurbished with CP7 bogies and fitted with electric train heating equipment, being renumbered 37415 in October 1985. It was stored serviceable in March 1994 but was restored to Immingham Traction Maintenance Depot on 7th October 1994 and was transferred to Loadhaul Limited on 1st April 1995 as part of the privatisation of British Railways. Loadhaul Limited was purchased by North and South Railways Limited on 24th February 1996 and the company’s assets were transferred to English Welsh & Scottish Railway Limited on 14th October 1996

 

Ref no 15169

Tiger Cubs have never been that common a visitor to Reliance Bus Works, but off the top of my head I can think of three. The most recent was this ex Jones of Aberbeeg semi-automatic example. It arrived with several engines to choose bits from to produce something capable of powering it again. Eventually sufficient serviceable parts were gathered to make it operable and this picture was taken on its first proper road test. Hopefully the surroundings make a sympathetic backdrop to be a reminder of its erstwhile life in the mining communities of South Wales. The picture was taken outside Stoke on Trent's erstwhile mining museum, the former Chatterley Whitfield colliery.

Bodywork 889 AAX is by Weymann to their once very popular 'Hermes' design. Shortly after this, the bus returned to its home at Barry as part of the Cardiff Bus Museum.

This was a fortunate fall-upon after I'd been dropped off at the station by a mate with whom I'd been walking & climbing in Skye with the previous week.

I was heading back to Edinburgh and so was committed to the train and was delighted to see it was this formerly very rare Motherwell allocated loco.

Having said that, its availability had been easy since the previous few weeks it had been a regular feature on the Kyle services and for the rest of the the summer and indeed for the following year too.

 

The loco had to do a triple run-round and backshunt at Kyle to release the good loco and marshal the dead one in rear before it departed south.

 

37156 was stored serviceable in October 1996 and cut up at Wigan Springs Branch in January 2000

 

37416 was renumbered from 37302 in October 1985 and transferred to Scotland for sleeper and other use. It was stored in September 2007 and cut up at Rotherham in March 2013.

Colas Rail Freight liveried 37254 waits patiently at Plymouth station where it has just arrived with a late running 5Q51 - 23:17 Exeter Riverside - Plymouth.

 

Owing to a fault on one of the coaches on Monday night at Reading, the train unusually ran in transit from Exeter Riverside before continuing its eight-weekly UTU recording circuit, albeit from Plymouth and not Penzance.

 

Also of note, due to a lack of serviceable DBSO’s at Network Rail, this service unusually ran in “top ‘n’ tail” formation with BR Green 37057.

 

The train will now go on to form 3Q51 01:35 Plymouth - Exeter Riverside.

A telephoto cityscape of the Liverpool waterfront with its Three Graces taken from Seacombe. The Anglican Cathedral can just be seen peeking out from behind the Liver Building.

 

Passing in front is the only currently serviceable Mersey Ferry, working as a tourist cruise ship. This is one of the original ferries (IMO 8633712) that currently carries the name 'Royal Iris of the Mersey', but was known as 'Mountwood' when I used to travel on her in the 1960s.