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The Mini Bernese Mountain Dog is a designer breed created through the cross of the Bernese Mountain Dog and the Cavalier King Charles Spaniel. This designer breed can be registered through IDCR and ICA. The Mini Bernese Mountain Dog breed is affectionate, gentle and friendly. They do well with children and other animals. Since both the Bernese and Cavalier have similar temperaments, this makes for a nice family pet
I affectionately call the interesting rocks behind Fire Wave in Valley of Fire State Park “Goblin Rocks” because of their unique appearance; they almost appear to be a group of goblins huddled together giggling in a goblin laugh. Just after sunset, as we were leaving to hike back to the car, they briefly were lit up by the setting sun, and accentuated by the leading lines of the sandstone in the foreground.
Skykomish, known affectionately by railway employees, railfans and those who call it home as "Sky" got its start in life from the Great Northern Railway. In 1889, James J. Hill decided to extend his railroad from Montana west to the Pacific. Hill hired John F. Stevens, famed as the builder of the Panama Canal and his work with the China-Trans Siberian Railroad, to determine the exact route of the railroad.
After discovering Maria’s Pass in Montana Mr. Stevens continued west to Spokane and the Columbia River. Crossing the Cascade Mountain Range they settled on building the railway through the pass that now bears his name. John Maloney was hired to help survey and design the railroad and was advised to develop a homestead seventeen miles east of Steven’s Pass, in an area called the “flat spot”.
Later, during the construction of the line in 1892, the soon to be town was called “Maloney's Siding”. But as the story goes, John was a humble man and preferred to name the new railroad town after the river or the first people in the valley: the Skykomish. “Skaikh” is inland or upriver in Lushootseed, one of the Coast Salish family
languages; and “mish” means people. In February of 1893 Great Northern officially changed the name to Skykomish, and in June
Skykomish Post Office was established with John Maloney as postmaster.
The first scheduled train came through town on June 18, 1893 and this modest wooden depot seen here was built a year later. Its original location was on the south side of the tracks at 5th Street. In 1922, the depot was moved to the the north side of the tracks at 4th Street as seen in this image. The last passenger train called here in 1971 though Amtrak's Empire Builder still passes daily without stopping. In 2012 the modest wood structure moved again back to the south side of the main to become the center piece of Town Center Park on three acres of railroad land after the railroad donated the depot and leased the land. The park features the 1/8 scale Great Northern and Cascade Railway and to learn more check out this link: greatnortherncascaderailway.com/#
On a typical misty gray day a short work train consisting of two geeps, two ballast hoppers, and two cabooses rolls east on the siding on BNSF's Scenic Sub at MP 1732.3. While little remains of its once glorious past, Skykomish was the one time helper terminal here at the base of the mountains for the 30 mile and 1900 foot climb to the top of Stevens Pass at Cascade Tunnel. From 1929 until 1956 Sky was the west end of GN's 73 mile long stretch of electrification east to Wenatchee. To learn more about the town and see some photos check out this link on the towns official page: skykomishwa.gov/about
And for the loco nerds among you BNSF 2914 still in BN Cascade green at the time is a rebuilt GP39E that was originally blt. May 1964 as a GP35 for the Burlington wearing Chinese red and number 686. And a decade later she still appears to be on the roster wearing the modern BNSF swoosh scheme.
Skykomish, Washington
Tuesday June 7, 2011
Affectionately known as "Fat Albert", Blue Angels' USMC C-130 Hercules flew over San Francisco bay at the San Francisco Fleet Week.
Affectionately known as "The Beehive", the Executive Wing of New Zealand's Parliamentary complex is where the Prime Minister and Cabinet Ministers have offices, and where the Cabinet meets.
Parliament (NZ follows the British system of government) convenes in the building that can just be glimpsed to the right, and to the right of that building (but out of sight) is the Parliamentary Library,,,!
The whole complex is at the northern end of Wellington's CBD...!
THE PHONE - The Closing Chapter
Our son weaved his "magic" last night and managed to retrieve all of the data from the phone that was left on a train a week ago... What a relief...!!!
Thanks Guv...!!!
THANKS EVERYONE
And thanks so much for the very kind and encouraging comments beneath this photo...! Your support is always greatly appreciated.
It's tempting to interpret animal behavior in human terms (anthropomorphism), but these two Lappet-faced Vultures seemed to be affectionate. Who knew? Vultures can be "love birds". ; -)
Seen at Detroit Zoological Park (Detroit Zoo), Royal Oak, Michigan
Affectionately called "Gramps" by his men, Mac McMillian, CEO of Zed Busters, Inc., is a widely known businessman and zombie masher.
Affectionately known as "Coronary Hill" I believe... this quaint cobbled street links the Cathedral Quarter at the top (where our hotel was) with the main centre of the city at the bottom. All I can say is thank goodness there are plenty of bars at the top, I was very dehydrated and in need of lots of liquids (ie. wine and gin) when I got back up there! :-)))
Remembering the era when the Lambton Interchange was known affectionately at the “Bull Ring”, Volvo B58 trolleybuses No. 266 of August 1986 and No. 253 of November 1985 are snapped laying over at the Railway Station terminus before it was revamped in 2002.
253 was scapped in July 2008 while 266 met the same fate in June 2009.
Situated at the hub of Wellington's transportation centre, the Lambton Interchange forms the vital link between Bus and Rail transport.
In 1999, The Wellington City Council and Greater Wellington Regional Council were seeking to improve amenities for the commuting public due to the dilapidated nature of the Lambton Quay Terminus precinct. The Council provided a brief with a key point being that “Land transport terminals and gateways should provide residents and visitors with a sense of pride and connection”.
The existing terminus buildings were demolished to integrate the new terminus requirements. A comprehensive urban renewal solution was developed alongside the design to enable the connection of the developed area with the existing city fabric. Critical to the design was the establishment of clear sight lines to and from the bus loading areas forming a logical sense of direction for the commuter.
Glass was used extensively in all concourse and access areas of the Interchange to ensure high levels of natural lighting and increase public safety. All of the access and exit points to the subway were enlarged and covered by the two new Terminal Buildings to accommodate commuters in all weather conditions.
These points now act as natural lanterns to the subway, dramatically increasing the levels of natural light which in turn improves both the safety and well being of the travelling public. The planar roof form of Terminal Building 1reflects this design intent, while creating a passively solar heated space that requires only nominal mechanical ventilation in the summer.
To combat the increased noise transmission due to the high content of glazing and other reflective surfaces in the Terminal Buildings, perforated plywood ceilings were designed. The ceiling panels maintain the clean lines of the structure and materials while decreasing the reverberated noise transmission.
The Lambton Interchange opened to the public on Monday, 10 March 2003, and was officially opened on 2 April 2003 by Margaret Shields and Kerry Prendergast.
The Interchange revamp consists of several elements:
- Improvements to the pedestrian subway under Featherston Street.
- Improvements to the railway station forecourt including pedestrian shelters
and improved crossing points on Bunny Street.
- Provision of a relocated bus station building and bus turn round area at
Lambton.
- Improved pedestrian access through to Molesworth and Mulgrave Streets.
- Relocation of bus routes to and from Lambton.
- Shorter pedestrian routes to and from the railway station.
The project was budgeted to cost no more than $10,830,000 and was proposed to be funded through several sources over a number of years. Some elements were directly funded by the Council in the year they were undertaken, eg the pedestrian subway improvement and some are being funded through an eight year service agreement with Wellington City Council, eg the terminal building.
At one point the project was delayed over the issue of Transfund New Zealand’s funding contribution. This unfortunately resulted in a reduction of $500,000 in Transfund’s contribution as part of their contribution was time based. This reduction in funding was overcome by making greater use of Adshel shelters.
Wellington City raised a loan to fund the bus terminal and some of the pedestrian shelters. The financial costs of that loan was covered by a service agreement between the councils.
At the end of the eight years it was envisaged that the Wellington City Council will own the asset debt free.
WELLINGTON CITY COUNCIL TRANSPORT DEPARTMENT VOLVO B58 BBC 4ELO 2020 TROLLEYBUSES
In 1978 the tender to supply 68 trolleybuses for Wellington City Transport was made by a consortium including Dalhoff & King who would supply B58 chassis.
It is suspected it may have been a surprise to Volvo that these buses were marketed as Volvos. From then on Volvo have had a significant share of the New Zealand coach market and have sold a small but steady number of buses. Dalhoff & King went out of business during the construction of the Wellington trolley buses. Titan Plant Services took over as Volvo distributor in New Zealand.
Problems in construction meant the last did not enter service till August 1986 (No. 268).
There was a change of ownership from Wellington City Council Transport Department to Wellington City Transport Ltd on 21/8/92.
Intially there was 33 buses (Nos. 201-233) with Hawke Hunter B40D bodies. Brown Boveri 175hp motors, thyristor chopper and Telma eddy current retarder. There were many problems requiring modifications and some years passed between initial registration of the buses and them being accepted for service.
This was followed by a further 35 buses (Nos. 234-268) with CWI Hunter B40D bodies. Brown Boveri 175hp motors, thyristor chopper and Telma eddy current retarder.
Problems with the first batch were resolved before this batch was built and these buses entered service within a short time of delivery.
Fast forward to 2007 and the Volvo B58 trolleybuses were starting to be broken down to provide front and rear axles [worm drive] and traction motors for the next generation of Designline-built trolleys.
On the last day of revenue service of the Volvo B58 trolleys – 16/11/2009 - there were then only 4 left in service; Nos. 223, 227, 258 and 268. Fortunately NZ Bus donated 223 to Omnibus Society, 268 to the Foxton Trolleybus Museum and 258 to the Tramway Historical Society at Ferrymead Historical Park for preservation. 227 was stored as a supply of spare parts, but eventually scrapped in March 2011. - NZ Omnibus Society notes.
Affectionately known as 'Billy' at the ELR, 4002 is one of a pair of Hudswell Diesel-Electrics which were used by the Manchester Ship Canal Company as part of their extensive fleet operating around Trafford Park.
The pair were numbered 4001/2 at the MSC. Sister loco 4001 also survived for many years as a static non-operational exhibit at the Winfields Store site at Acre Village (between Haslingden and Accrington) however the loco was cut up in 2018 as it was in a poor state. 4001 has donated many parts to allow 4002 to live on as a working example.
Seen here on a photographic afternoon as the locomotive is rarely seen outside the works at Baron street
Affectionately known as 'Pi', this humpback is often seen around the islands during the winter months here on the Isles of Scilly.
This was taken last weekend with my new toy, a mini drone.
Affectionately known as 'Runaway Coaches', the single car Class 153 DMUs always a seem to be in demand, whether like in this instance, forming a through or being used to strengthen busier services. On 19th August 2017 No. 153321 has just emerged from Milford Tunnel at Chevin with East Midlands Trains 2A30, 1047 Newark Castle - Matlock. Copyright Photograph John Whitehouse - all rights reserved
The two affectionate ladies in the forefront of this rppc were enough to prompt me to buy it at a local antique fair. But the third lady peeking through the sheets in the back was a very pleasant surprise when I noticed her when I was paying for the handful of postcards that I bought from that booth. I love how informal it all is. Very nice to see.
The back of the rppc is blank, but I'd say that it was probably taken around 1910 give or take five or six years based on their clothing.
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.
When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.
The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.
By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.
Air Ministry bomber requirements and concepts:
On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.
In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.
Project Mosquito:
Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.
The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.
The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.
During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.
In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.
Overview:
The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.
Construction:
The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.
The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.
The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).
In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.
Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia
Aston Martin Ulster Roadster (1936)
In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.
The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.
The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.
After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.
Aston Martin Ulster information used from:
www.supercars.net/cars/2084.html
In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:
Fergus Mosquito (Aston Martin Ulster replica)
Kop Hill Climb - 25th September 2011
Fergus Mosquito - an Aston Martin Ulster replica.
Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.
UIJ233 is the best of the 7 replicas.
These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.
Known affectionately as the Elephant Oak - viewed from one angle (but not this one) part of the trunk looks like the head of an elephant. This tree made an appearance in the film 'Harry Potter and the Deathly Hallows part 2'.
Quercus Robur - Common Oak or Pedunculate Oak - is native to Britain, and grows for many hundreds of years. Hertfordshire is well known for its oak trees, and Hatfield Park has its own 'Veteran Tree Trail' taking in some 16 sites most of which have ancient trees.
Hatfield House Park, Hertfordshire UK
I won't pretend that my patience has been rewarded. This is not a pair of Great Crested Grebes from my stomping ground. I've been simply lucky again in another place. The harsh midday sun was not ideal, but I was able to observe and photograph this pair building a nest and showing their affection to each other. I did not get the famous display of courtship dance but complaining is not my style ;-)
This is the first half of an animated short, or animatic made by me. It is essentially an affectionate parody of children's stories and fairytales in general. It originally starts as a children's story, but with all of the illustrations I had done I was worried I wouldn't be able to use them all, then the idea of making an animated short hit me and I fell in love with the idea. Special thanks to reesfx.co.uk/ for their free sound effects and thanks to my friend Meep for providing the voice of the main character.
Affectionately called Wood Duck Point for the number of woodies that gather here and dive for acorns. We've also seen raccoons on this island point going down into a den burrowed behind this tree. I also suspect the kingfishers have their burrow close by.
This Foghorn is affectionately called "The Torry Coo", because of its low sonorous sound, which could be heard in the village of Torry. James Dove and Co were responsible for this foghorn in 1902,no longer in use though a beautiful reminder of times gone by.
Girdleness Lighthouse Aberdeen Scotland
Built 1833 by engineer Robert Stevenson. A handsome tapering tower with lanterns at two levels, rising from a semicircular base; the lower lantern is disused. The wrought-iron railings are of the diamond pattern. Keeper's houses are single storey, with flat roofs. J R Hume 1977.
This lighthouse is characterised by its unique minaret-like shape silhouette which reflects the former display of a second (low) light as garland of 13 lamps in a covered gallery at a height of 11m; these were removed in 1890 when a new principal lantern was installed.
The cast-iron ladders that give access to the upper part of the lantern were embellished with an ascending and descending procession of crocodiles, and the lighthouse also has a fine collection of cast-iron panels and flue-pipes.
The preincipal contractor for the construction was John Gibb, and in 1870 the lighthouse was used for the trial installation of paraffin illumination (superseding sperm oil); a radar beacon (Racon) was installed after 1968.
Quarter-plate daguerreotype
[Léon Lecorne (Saint-Germain-en-Laye)], ca. 1850-55
acquired from a Parisian dealer (2016)
Theodor E. Ulieriu-Rostás collection. Accession number: dag.2016.01
The daguerreotype bears the label of Léon Lecorne, bookseller and stationer in Saint-Germain-en-Laye. However, since the label doesn't include any reference to photographic practice, and I have yet to see another daguerreotype signed by Lecorne, this attribution should be treated with caution; Lecorne may have been responsible for the framing (or a later resealing) rather than the actual making of the daguerreotype.
From what I have been able to find out, Léon Lecorne was alive in 1879, when his name appears in a petition of the residents of Saint-Germain-en-Laye against a Parisian sewage project which would have affected the nearby forest (Forêt de Saint-Germain-en-Laye). The Geneanet genealogical database includes one Leon Claudius Lecorne, resident of Saint-Germain-en-Laye ca. 1825-75, and married to Emma Zoe Claire Jary, but access to details is limited to premium users - that will have to wait for now.
Suggestions and possible analogies are more than welcome.
Hundreds of vibrant heart-shaped love locks adorn a railing at night, symbolizing enduring affection against the backdrop of a sparkling city skyline from the Umeda Sky Building in Osaka, Japan.
Affectionately referred to as 'The Tranny', is the furthest downstream bridge across the River Tees, England. It connects Middlesbrough, on the south bank, to Port Clarence, on the north bank.
The opening ceremony on 17 October 1911 was performed by Prince Arthur of Connaught
The bridge is a Grade II* Listed Building, and other elements, such as its Winch House, piers, railings and gates are Grade II listed
mr. cinnamint has returned home and boy, did he do good. along with some other little treats, he surprised me with some fresh azuki-filled mochi! yum! thank you mr. cinnamint. x
Affectionately named the 'Road Urchin', it once belonged to Harold Wright.
Harold's decorated trailer was a recognizable 'landmark' back since the 30s, having traveled all over Australia for 34 years, sharpening all manners of saws, scissors, knives, and even lawnmowers.
Hence he was nicknamed the Saw Doctor!
★Sony DSC-RX1, Zeiss Sonnar T* 35mm f/2
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Thank you all! ありがとうございました! 谢谢大家! Grazie a tutti! Terima kasih semua!
Affectionately known as "The Bean," this sculpture reflects Chicago's skyline or Lake Michigan depending upon which side you're standing.
115 Pictures in 2015 #22: Reflection
The Fishermans Arms, affectionately known as "The Fish," is one of the oldest pubs on the Headland in Hartlepool. Built in 1868, it was originally named "The Burton Vaults" but was renamed in the 1920s. This traditional pub has a rich history and has stood the test of time, even as much of Southgate, where it is located, has been demolished and rebuilt.
The pub is known for its warm and friendly atmosphere, offering a space without TVs, pool tables, or games machines, allowing customers to relax and enjoy live music, quizzes, and themed events. It also hosts regular beer festivals and supports local charities through raffles.
The Fishermans Arms is a community hub, welcoming both people and their furry friends. It serves local real ales and pies from a nearby butcher, catering to various dietary preferences, including vegan options.