Air France poster featuring a a Douglas DC-4 cargo plane, 1949

It could be the DC-4's military variant, the C-54 Skymaster.

Glory to Soviet aviation! poster, 1974

'would you like to read a good real book with me?'

Stadler FLIRT Elron DMU, Estonia

Passenger train services in small Estonia has since some years been totally entrusted to a fleet of diesel and electric Stadler FLIRT trains of the government-owned corporation Elron, which has been operating since 2014, also on all the railway lines of the private company Edelaraudtee.

The majority of the population is concentrated in the two largest cities, Tallinn and Tartu and traffic is heavy only in the region of the capital and on the line connecting the two cities; on the rest of the network connections are reduced to a few pairs per day.

Specifications

Total Train Length: 74,900 mm
Vehicle Width: 3,500 mm (Broad body profile engineered for 1520 mm Baltic gauge)
Structure Material: Welded, lightweight car body made of extruded aluminium profiles
Crash Safety: Energy absorption structure fully compliant with collision standard EN 15227
Floor Profiling: Low-floor architecture spanning more than 70% of the entire passenger entry and seating layout 

Performance & Propulsion

Maximum Service Speed: 160 km/h
Maximum Acceleration: 0.85 m/s²
Traction System: Diesel-Electric Drive
Diesel Engine Max Power: 1,340 kW
Energy Storage System: Built-in roof supercapacitors (providing an additional 400 kW for kinetic energy recovery and reduced fuel emissions)
Traction Components: Redundant traction chain paired with water-cooled IGBT power converters 

Bogies (trucks) & Wheels

Bogie Layout: Air-suspended power and trailer bogies to absorb broad-gauge tracking vibration
Motor Bogie Wheelbase: 2,700 mm
Trailer Bogie Wheelbase: 2,750 mm
Wheel Diameters (New): 870 mm for motor bogies; 800 mm for trailer bogies

NSB El-9 2063 at Myrdal at the top of the Flam line

No date, 1960s?  See earlier posts.

EFE class 80 4-8-2, Chile

The EFE Tipo 80 was a series of 4-8-2 steam locomotives constructed for the Chilean State Railways. The series consisted of 69 engines built in five batches between 1929 and 1953. The first four batches were built by Baldwin Locomotive Works, consisting of twelve engines numbered 801 to 812 purchased in 1929, followed by seven additional engines numbered 813 to 819 in 1937, then five more numbered 820 to 824 in 1940, and fifteen numbered 825 to 839 in 1947, the final three of which were built in the railway's Maestranza San Bernardo shops using spare components. The fifth and final batch was built by Mitsubishi Heavy Industries between 1952 and 1953, consisting of 29 engines numbered 840 to 869.

The engines were designed to operate express passenger service between Santiago, Talca, San Antonio, and Cartagena, and would be relegated to more southern portions of the network as the railway electrified. The class was retired around 1980, with most engines scrapped. Eleven examples are known to be preserved.

See earlier post.

Oslo metro class OS T1000 at Skullerud, 1969

As can be seen, the one in the pic is at the end of a line - the Østensjø Line of the Oslo Metro (T-banen). This section travels above ground through picturesque semi-rural landscapes, although urbanisation has happened a lot since this pic. The T1000 series (and its T1300 variants) was completely phased out between 2006 and 2010. They were fully replaced by the modern silver Siemens MX3000 diesel multiple units. 

The T1000 were manufactured primarily by the Norwegian company Strømmens Verksted, in collaboration with NEBB and AEG, between 1964 and 1978. Known for their distinct bright red/orange livery, these steel-bodied cars served as the backbone of Oslo's eastern subway expansion during the late 20th century.

More info

Marseille, France, tram in 1961

A “Standard” tram. a 1944 reconstruction of trams from 1925, power: 4 × 42 hp, empty weight 17.2 tons.

Line No. 68 opened in December 1893 and is the only tramway line to remain in service during the later part of the twentieth century. It “stretched from Noailles to Alhambra, serving La Plaine, the Boulevard Chave, the La Blancarde railway station and Saint-Pierre cemetery. The central terminus [was] situated in a tunnel. This tunnel, built in 1893, [was] unique in France and was built to give access to the city centre, avoiding the narrow streets of some of Marseille’s suburbs. Because of the problems involved in converting the line to bus use it was decided to keep the line operational.”

Line 68 [was] 3 km (1.9 miles) long and was out of use for a few years. The decision to modernise it was taken in 1965 and the line had reopened by 1969 when twenty-one PCC tramcars were purchased and the whole track relaid. “The first of the PCC cars arrived on 26 December 1968 and the first tram went into service on 20th February 1969. The last of the old tramcars was withdrawn that spring. Modernisation resulted in an increase in passengers. Numbers increased from 4,917,000 passengers in 1968 to 5,239,000 in 1973.”

More info

1964 Bedford KELC3 fire truck

This seems to serve an ornamental role for the former Hokitika NZ Fire Station which is now boutique accommodation.

1989 Mercury Cougar LS, Sable GS, Topaz GS, Tracer, Grand Marquis LS