View allAll Photos Tagged Alpine
A collection of bus photos from a holiday in North Wales in May 1996.
Here, Crosville Wales SNL572 (JTU572T) descends Berry Street inside the walled town of Conwy on its journey to Rhyl. The Leyland National Series B is wearing Alpine Bus livery from a time when Crosville Wales had purchased the bus services of local operator Alpine of Llandudno.
The present Park City ski area opened on December 21, 1963. Originally named Treasure Mountain and operated by the United Park City Mines, it boasted the longest gondola in the U.S., as well as a double chairlift and two J-bar surface lifts.
When the slopes opened to the public, skiers were transported nearly 3 miles (5 km) into the mountain on the Spiro Tunnel mine train and then lifted 1800 ft (548 m) to the slopes on a mine hoist elevator. Aerial trams once used for hauling ore were converted into chairlifts. To this day, there are still more than 1000 miles (1609 km) of old silver-mine workings and tunnels beneath the slopes at Park City Mountain Resort and Deer Valley.
The ski area's name change to Park City came in its fourth season of 1966-67. After seven seasons, the resort was sold by the mining company to Edgar Stern in 1970. (Wikipedia)
Before riding this monster, I snapped five bracketed JPG exposures at the bottom of the Park City Alpine Slide. The family had a fantastic time, and I highly recommend it - fun for just about anyone!
I combined and tonemapped the five exposures in Photomatix, edited in Photoshop for color, levels and smoothing, and applied a few Topaz filters for exposure and contrast. GPS info was added in iPhoto.
Hope you're having a great week!
EXIF:
Shutter Program: Aperture Priority AE
Aperture: f/5.6
Focal Length: 50 mm
ISO Speed: 200
Alpine accentor (Prunella collaris) lives in mountain regions at heights above 2000 m. The picture was taken in High Tatras, Slovakia.
Vrchárka červenkastá (Prunella collaris) obýva vysoké pohoria v nadmorských výškach nad 2000 m. Vtáčik bol odfotený vo Vysokých Tatrách.
Our climbing rack in Cirque of the Towers:
One set of stoppers, 12 cams (from Blue Alien to #3 Camalot with Omega Pacific Link Cam thrown in for good measure), 12 alpine draws with ultralight wiregate carabiners, six locking carabiners, two cordalettes, a couple spare wiregate carabiners, gear sling
We climbed with two 8mm 60m ropes to minimize rope drag and extend our rappels as needed
Wind River Mountains, Wyoming
Présentée au Salon de Paris de 19572, celle qui aurait dû s'appeler, dans la logique Alpine, A109 du fait du partage des composants mécaniques de la Dauphine (type R1090 et suivants) est une évolution de l'A106. En effet, si la carrosserie du coach est conservée, le moteur de la 4 CV est remplacé par celui de la Dauphine Gordini.
L'A108 joue un rôle important dans l'histoire d'Alpine car c'est sous cette forme que va naître la berlinette. Au Tour de France automobile de 1960, Jean Rédélé aligne deux berlinettes A108 (le modèle de série prendra d'ailleurs le nom de berlinette « Tour de France » jusqu'en 1969).
La berlinette se présente comme la version fermée du cabriolet, cependant l'avant à phares englobés est nouveau. Produite à partir de l'automne 19601, elle supplanta le coach et prépara la place pour la nouvelle venue : l'A110.
I figured some of you will surely want to trace early narrow gauge mountain railroading. As the original route descended South Park (same place) on Trout Creek,upper right, it encountered the Arkansas and and because of their transcontinental goals, jogged south to Nathrop and on west up Chalk Creek Canyon between the 14ers, to St.Elmo. It then angles southwest to Hancock where normal cars will park for other styles of transport. From the west side of Monarch Pass or Gunnison, head for Pitkin (and a lunch) and up Quartz Creek, Sherrod Loop, the Palisades and West Portal. I have ridden to both the terminal spots I mentioned by car transport. Keep in mind there are DSP&PRR rock works near the top of Ohio Pass past the coal mines of Baldwin..
I snagged this map from Google though it is easier to trace the route on Google Earth with its associated images. The old DSP&PRR route follows atop the bluff south of the deep cut south of Buena Vista and the intersection (officially, Nathrop), west toward the actual Continental Divide. It travels into the Chalk Creek Valley gash south of Princeton and north of Antero (both 14,000 foot peaks in the Collegiate Range)as the Valley rises to meet the grade. It travels straight west along the visible gash past Mt. Princeton Hot Springs past Alpine Junction through Iron City to St.Elmo where it veers south, above St.Elmo, west past Romley and Hancock where it veers west around Hancock and past Sawmill Curve toward the Divide and Alpine Tunnel. I found the dirt road laid on the grade quite good for cars up to Hancock where it splits into two (or three) "special 4WD routes." The west side grade is found in a small valley with the ruins and structures at Alpine thence across the Pallisades and curving west past Woodstock down Quartz Creek to Pitkin. The tunnel is about 38, 37, 35.43 and 105, 20, 40.23. Woodstock is replete with special stories. We found a spike while walking the Pallisades. We drove a car to the portal on the west. St.Elmo on the east side is a photographer's paradise but Tincup Pass west of St.Elmo pretty much sucks even with 4WD. For that matter, Altman and Tomichi Passes are best done on foot.
DSP&PRR decided they needed Mason Bogey engines for this route. Because the drivers were a pivoting bogie, they continually fell off the Alpine Tunnel Route rails through the Continental Divide. That was always a questionable decision and the last Mason Bogey examples went by the way of WWII metal drives leaving the scrap metal around this place. No descendants will take the blame for this bad historical concept today. As always the budding rail lines added the word, "Pacific" to encourage bond sales. Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. Boy am I a doofus for relying on Eduardo! He really wants to see this steam up. Maybe he likes the old wood burning stack. We are REALLY waiting for the RSG #20 to return for a steamup. That day will be shoulder to shoulder at the Colorado Railroad Museum. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town. There are the takes everyone is foaming at the mouth to capture.
The Alpine ibex (Capra ibex), also known as the steinbock or bouquetin, is a species of wild goat that lives in the mountains of the European Alps. It is a sexually dimorphic species with larger males who carry larger, curved horns.
Taken on the Ute Trail in the Alpine Tundra section of Rocky Mountain National Park in Colorado, USA.
ISO 100 - 17m - f/10 - 2.0 Sec
These "Falls" are located just off the highway. It was a great time to take a break, sip on some mulled wine, and take few photos! I love the texture of the water with the long exposure.
Dieppe-based Alpine, once an independent company specialising in faster Renaults, later a Renault subsidiary, established a fine competition history with the Alpine A110 winning the 1973 Monte Carlo Rally and World Rally Championship. The successor was the Alpine A310, initially powered by tuned 17TS/Gordini four-cylinder engine, still rear-mounted. The maximum power reaches 127 PS (93 kW; 125 hp), thanks to the use of two twin-barrel 45 DCOE Weber carburetors.
The first model of the A310, built 1971-1976, was a car with a four-cylinder engine and six frontlights. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly developed 90-degree 2,664 cc V6 PRV engine, as used in some Renaults, Volvos and Peugeots. The car was first shown at the 1971 Geneva Motor Show. The prototype A310 had louvres across the rear windscreen; these were not carried over to the production model. Early models had a NACA duct mounted near the window atop the left front fender, later four-cylinder cars received two, mounted closer to the front of the car. The A310 was labor-intensive, having been developed for small-scale artisanal production - a car took 130 hours to build from start to finish. The front axle also came in for some criticism, although in 1974 the balljoint mountings were replaced by rubber/steel bushings (silent-blocs) which somewhat improved the longevity. While many bits of the A310 came from the Renault parts shelf as expected, others are more surprising - the steering rack is from the Peugeot 504, while the turn signals are Simca 1301 units.
The basis of the A310 was a hefty tubular steel backbone chassis, clothed in a fiberglass shell. As for the previous A110 the entire body was molded in a single piece. Like the ill-fated De Lorean DMC-12, which used the same PRV powertrain, the engine was mounted longitudinally in the rear, driving forward to the wheels through a manual five-speed gearbox. The driving position was low and sporty, although the front wheelwells encroached on the occupants' feet, pointing them towards the centre of the car. The later V6 received a black plastic rear spoiler as well, useful for keeping the tail planted but somewhat marring to purity of the original's lines. With 150 PS (110 kW) on tap, the A310 PRV V6 was Renault's performance flagship capable of 220 km/h (137 mph) and acceptable acceleration. The tail-heavy weight distribution gave handling characteristics similar to the contemporary Porsche 911. Beginning with model year 1981 (in late 1980), the rear suspension was shared with the mid-engined Renault 5 Turbo. Rather than the previous three-lug wheels, the A310 also received the alloys used for the 5 Turbo, albeit without the painted elements.
In the later models (1983-1984) of the A310 a "Pack GT" which was inspired from the Group 4 A310 racing cars would be developed, it gained wheel arches and larger spoilers front and rear. A few Alpine A310 V6 Pack GT Kit Boulogne were built (27 examples), here the PRV V6 was bored out to 2.9 litres and was then further modified by Alpine, fitted with triple Weber 42DCNF carburetors that pushed power to 193 PS (142 kW).
Having photographed one of the very latest Alpine models just a few weeks ago, it was nice to see one of the originals on display at this years Concours ...
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A selection of my photographs from this year's Concours Of Elegance event, held again at Hampton Court Palace.
This time I decided to book the Friday off work, and go on the 'VIP Preview' day, in the hopes that it would be a little quieter than the Saturday. That wasn't really the case - there were huge crowds of people again!
So I had to be as patient as possible in my goal of photographing as many of the cars from the cleanest people-free viewpoint. In some instances it meant waiting between 5-10 mins in front of a single car, just to have one or two seconds of a completely clear view. That seems like a lot of effort to go to, but my aim is to try and capture the beauty of this amazing car designs with as few distractions as possible.
Most of these images were taken with my Fuji X-T2 paired with the 56mm f1.2 lens shot wide open in order to give me some separation from the background. Also in order to minimise rogue heads appearing over the roofs or bonnets of some of the cars I've again generally gone for very low-angle compositions here.
But I think my efforts paid off as I have some great shots of so many truly breathtaking cars, both the original designs, and also the condition in which they've all been kept and maintained.