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9:09 am #düsseldorf #germany "Connecting people" by www.flickr.com/gp/ur-photography/J6zsH4C002 as part of the @24hourproject to support children in conflict zones and raise funds for @DoctorsWithoutBorders #24HourProject2025 #24hr #24hr_düsseldorf #24hr_germany
Press "L". Dashing between portwine cellars in Porto, Portugal.
Pentax 67, Takumar 35mm f4.5, Kodak Tri-X 320 Pan Proffessional (320TXP), developed in T-Max 1+4, wet-mounted drumscan (through PhotoMultiplier Tubes - PMTs - no CCD nor CMOS involved in the digitizing process), no cropping.
Saturday 13th August 2016 was the last day for First Bus operations out of Musselburgh and North Berwick depots before a new subsidy of Lothian Buses known as East Coast Buses commences on Sunday 14th August 2016.
East Coast Buses are introducing services 107 between Edinburgh and Dunbar via Haddington, services 124/X24 between Edinburgh and North Berwick via Aberlady - Gullane and also school services 125/126 and 127.
Today East Coast Buses held a roadshow for local residents to come and get details of their brand new bus service. Roadshows were held in Dunbar (9am - 11.30am), Haddington (12pm - 3pm) and North Berwick (10am - 4pm).
Haddington saw vehicle 10105 come along for the ride and looks very smart in its new East Coast Buses livery. 13th August 2016.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Cessna Model 336 and 337 “Skymaster” were American twin-engine civil utility aircraft built in a unique push-pull configuration. Their engines were mounted in the nose and rear of its pod-style fuselage. Twin booms extended aft of the wings to the vertical stabilizers, with the rear engine between them. The horizontal stabilizer was aft of the pusher propeller, mounted between and connecting the two booms.
The first Skymaster, Model 336, had fixed landing gear and initially flew on February 28, 1961. It went into production in May 1963 with 195 being produced through mid-1964. In February 1965, Cessna introduced the larger Model 337 Super Skymaster with more powerful engines, retractable landing gear, and a dorsal air scoop for the rear engine (the "Super" prefix was subsequently dropped from the name). In 1966, the turbocharged T337 was introduced, and in 1973, the pressurized P337G entered production.
The type was very prolific and Cessna built 2.993 Skymasters of all variants, including 513 military O-2 (nicknamed "Oscar Deuce") versions from 1967 onwards. The latter featured underwing ordnance hard points to hold unguided rockets, gun pods or flares, and served in the forward air control (FAC) role and psychological operations (PSYOPS) by the US military between 1967 and 2010. Production in America ended in 1982, but was continued by Reims in France, with the FTB337 STOL and the military FTMA “Milirole”.
Both civil and military Cessna 336/337 version had long service careers, and some were considerably modified for new operators and uses. Among the most drastic conversions was the Spectrum SA-550, built by Spectrum Aircraft Corporation of Van Nuys, California, in the mid-1980s: Spectrum took the 336/337 airframe and removed the front engine, lengthened the nose to maintain the center of gravity, and replaced the rear piston engine with a pusher turboprop which offered more power than the combined pair of original petrol engines. The Spectrum SA-550 conversion also came together with an optional modernization package that prolonged the airframes’ service life, so that modified machines could well serve on for 20 years or more.
This drastic conversion was executed for both military and civil operators. The best-known military SA-550s were six former USAF O-2A airframes, which had been transferred to the U.S. Navy in 1983 for use as range controllers with VA-122 at NAS Lemoore, California. These aircraft were operationally nicknamed “Pelican”, due to the characteristic new nose shape, and the name unofficially caught on.
However, the SA-550 package was only adopted sporadically by private operators, but it became quite popular among several major police and fire departments. Typical duties for these machines included border/drug patrol, surveillance/observation duties (e.g. traffic, forest fire) and special tasks, including drug interdiction as well for SAR missions and undercover operations like narcotics and serialized criminal investigations. Some SA-550s were accordingly modified and individually outfitted with suitable sensors, including IR/low light cameras, searchlights, and internal auxiliary tanks. None were armed, even though some aircraft featured underwing hardpoints for external extra tanks, flare dispensers for nocturnal operations or smoke charge dispensers for ground target marking to guide water bombers to hidden forest fires.
The type’s versatility, low noise level, high travel speed and good loitering time in the operational area at low speed proved to be vital assets for these public service operators and justified its relatively high maintenance costs. A handful of the modernized Spectrum SA-550 machines were still in active service after the Millennium, primarily in the USA.
General characteristics:
Crew: 1 + 3 passengers (up to 5 passengers possible in special seat configuration)
Length: 32 ft 6½ in (9.94 m)
Wingspan: 38 ft ¾ in (11.62 m)
Height: 9 ft 2 in (2.79 m)
Wing area: 201 sq ft (18.81 m²)
Aspect ratio: 7.18:1
Airfoil: NACA 2412 at root, NACA 2409 at tip
Empty weight: 2,655 lb (1,204 kg)
Max takeoff weight: 4,400 lb (1,996 kg)
Fuel capacity: 92 US gal (77 imp gal; 350 l) normal,
128 US gal (107 imp gal; 480 l) with auxiliary tank
in the cabin instead of two passenger seats
Powerplant:
1× Pratt & Whitney PT6A-27 turboprop engine, delivering 550 shp (410 kW) and
driving a four-blade McCauley fully-feathering, constant-speed propeller, 6 ft 4 in (1.93 m) diameter
Performance:
Maximum speed: 199 mph (320 km/h, 173 kn) at sea level
Cruise speed: 144 mph (232 km/h, 125 kn) at 10,000 ft (3,000 m) (econ cruise)
Stall speed: 69 mph (111 km/h, 60 kn)
Range: 1421 mi (2.288 km, 1.243 nmi) at 10.000 ft (3.050 m) altitude and economy cruise
Service ceiling: 19,500 ft (5,900 m)
Rate of climb: 1,200 ft/min (6.1 m/s)
Takeoff distance to 50 ft (15m): 1,545 ft (471 m)
Landing distance from 50 ft (15m): 1,650 ft (500 m)
The kit and its assembly:
This build is the combination of ingredients that had already been stashed away for a long time, and the “Red Lights” Group Build at whatifmodellers.com in early 2021 was a good motivator and occasion to finally put everything together.
The basis is an ARII 1:72 Cessna T337 model kit – I had purchased it long ago with the expectation to create a military Skymaster from it, but I was confused by a fixed landing gear which would make it a 336? Well, without a further concrete plan the kit preliminarily landed in The Stash™…
However, the ARII model features the optional observation windows in the doors on the starboard side, in the form of a complete(!) fuselage half, so that it lends itself to a police or firefighter aircraft of some sort. This idea was furthermore fueled by a decal sheet that I had been given from a friend, left over from a 1:72 Italeri JetRanger, with three optional police helicopter markings.
The final creative element was the real-world “Pelican” conversion of six O-2As for the US Navy, as mentioned in the background above: the front engine was replaced with a longer nose and the engine configuration changed to a pusher-only aircraft with a single powerful turboprop engine. This looked so odd that I wanted to modify the ARII Cessna in a similar fashion, too, and all these factors came together in this model.
My Arii Cessna 337 kit is a re-boxing from 2009, but its origins date back to Eidai in 1972 and that’s just what you get: a vintage thing with some flash and sinkholes, raised (but fine) surface details and pretty crude seams with bulges and gaps. Some PSR is direly necessary, esp. the fit of the fuselage halves is cringeworthy. The clear parts were no source of joy, either; especially the windscreen turned out to be thick, very streaky (to a degree that I’d almost call it opaque!) and even not fully molded! The side glazing was also not very clear. I tried to improve the situation through polishing, but if the basis is already poor, there’s little you can do about it. Hrmpf.
However, the kit was built mostly OOB, including the extra O-2 glazing in the lower doors, but with some mods. One is a (barely visible) extra tank in the cabin’s rear, plus a pilot and an observer figure placed into the tight front seats. The extended “Pelican” nose was a lucky find – I was afraid that I had had to sculpt a nose from scratch with 2C putty. But I found a radome from a Hasegawa RA-5C, left over from a model I built in the Eighties and that has since long fallen apart. However, this nose fitted almost perfectly in size and shape, I just “blunted” the tip a little. Additionally, both the hull in front of the dashboard and the Vigilante radome were filled with as many lead beads as possible to keep the nose down.
The kit’s OOB spatted, fixed landing gear was retained – even though it is dubious for a Cessna 337, because this type had a fully retractable landing gear, and the model has the landing gear covers actually molded into the lower fuselage. On the other side, the Cessna 336’s fixed landing gear looks quite different, too! However, this is a what-if model, and a fixed landing gear might have been a measure to reduce maintenance costs?
The propeller was replaced with a resin four-blade aftermarket piece (from CMK, probably the best-fitting thing on this build!) on my standard metal axis/styrene tube adapter arrangement. The propeller belongs to a Shorts Tucano, but I think that it works well on the converted Cessna and its powerful pusher engine, even though in the real world, the SA-550 is AFAIK driven by a three-blade prop. For the different engine I also enlarged the dorsal air intake with a 1.5 mm piece of styrene sheet added on top of the molded original air scoop and added a pair of ventral exhaust stubs (scratched from sprue material).
Another addition is a pair of winglets, made from 0.5 mm styrene sheet – an upgrade which I found on several late Cessna 337s in various versions. They just add to the modernized look of the aircraft. For the intended observation role, a hemispherical fairing under the nose hides a 180° camera, and I added some antennae around the hull.
However, a final word concerning the model kit itself: nothing fits, be warned! While the kit is a simple affair and looks quite good in the box, assembling it turned out to be a nightmare, with flash, sinkholes, a brittle styrene and gaps everywhere. This includes the clear parts, which are pretty thick and blurry. The worst thing is the windscreen, which is not only EXTRA thick and EXTRA blurry, it was also not completely molded, with gaps on both sides. I tried to get it clearer through manual polishing, but the streaky blurs are integral – no hope for improvement unless you completely replace the parts! If I ever build a Cessna 337/O-2 again, I will give the Airfix kit a try, it can only be better…
Painting and markings:
The choice between the operator options from the JetRanger sheet was hard, it included Sweden and Italy, but I eventually settled for the LAPD because the livery looks cool and this police department not only operates helicopters, but also some fixed-wing aircraft.
I adapted the LAPD’s classic black-and-white police helicopter livery (Gloss White and Black, Humbrol 22 and 21, respectively) to the Cessna and extended it to the wings. At this point – already upset because of the poor fit of the hardware – disaster struck in the form of Humbrol’s 22 turning into a pinkish ivory upon curing! In the tin, the paint and its pigments looked pretty white and “clean”, and I assume that it’s the thinner that caused this change. What a crap! It’s probably the third tin with 22 that causes trouble, even though in different peculiarities!
The result was total rubbish, though, and I tried to rub the paint off as good as possible on the small model with its many windows, the fixed, delicate landing gear and the wing support struts. Then I overpainted the areas with Revell 301 (Semi-matt White). While this enamel yielded the intended pure white tone, the paint itself is rather gooey and not easy to work with, so that the overall finish turned out worse than desired. At least the black paint worked properly. The demarcations were created with black decal stripes (TL Modellbau), because the tiny model left little room for complex masking measures – and I did not risk any more painting accidents.
Since the aircraft would be kept shiny and clean, I just did a light black ink washing to emphasize surface details and did a light panel post-shading on the black areas, not for weathering but rather to accent surface structures. No further weathering was done (and necessary).
The markings/decals come – as mentioned above – from an Italeri 1:72 JetRanger, but they were augmented with some additional markings, e. g. grey walkways on the wings and “L-A-P-D” in large black letters under the wings, to distract from the poor finish of the white paint around them…
Finally, the kit was sealed overall with Italeri semi-gloss acrylic varnish, just with a matt anti-glare shield in front of the windscreen, which received thin white trim lines (generic decal stripes).
A challenging build due to the Arii kit’s rather poor basis, the massive rhinoplasty and the crisp paint scheme. However, I like the result – what-if models do not always have to be armed military vehicles, there’s potential in other genres, too. And this mono-engine “Pelican” Skymaster plays its role as a “flying eye” in police service credibly and well. However, this was my first and last Eidai kit…
The Falkirk Wheel is a rotating boat lift in Scotland, connecting the Forth and Clyde Canal with the Union Canal. The lift is named after the nearby town of Falkirk in central Scotland. It opened in 2002, reconnecting the two canals for the first time since the 1930s as part of the Millennium Link project.
The plan to regenerate central Scotland's canals and reconnect Glasgow with Edinburghwas led by British Waterways with support and funding from seven local authorities, the Scottish Enterprise Network, the European Regional Development Fund, and the Millennium Commission.
Planners decided early on to create a dramatic 21st-century landmark structure to reconnect the canals, instead of simply recreating the historic lock flight.
The wheel raises boats by 24 metres (79 ft), but the Union Canal is still 11 metres (36 ft) higher than the aqueduct which meets the wheel. Boats must also pass through a pair of locksbetween the top of the wheel and the Union Canal. The Falkirk Wheel is the only rotating boat lift of its kind in the world, and one of two working boat lifts in the United Kingdom, the other being the Anderton boat lift.
The two canals served by the wheel were previously connected by a series of 11 locks. With a 35-metre (115 ft) difference in height, it required 3,500 tonnes (3,400 long tons; 3,900 short tons) of water per run and took most of a day to pass through the flight.
By the 1930s these had fallen into disuse, and the locks were dismantled in 1933.
The Forth and Clyde Canal closed at the end of 1962, and by the mid-1970s the Union Canal was filled in at both ends, rendered impassable by culverts in two places and run in pipes under a housing estate.
The British Waterways Board (BWB) came into existence on 1 January 1963, the day the Forth and Clyde Canal was closed, with the objective of finding a broad strategy for the future of canals in the United Kingdom.
In 1976, the BWB decided after a meeting with local councils that the Forth and Clyde Canal, fragmented by various developments, was to have its remaining navigability preserved by building new bridges with sufficient headroom for boats and continuing to maintain the existing locks.
Restoration of sea-to-sea navigation was deemed too expensive at the time, but there were to be no further restrictions on its use.
MMA 1979 survey report documented 69 obstructions to navigation, and sought the opinions of twenty interested parties to present the Forth and Clyde Local (Subject) Plan in 1980.
The Lotteries Act 1993 resulted in the creation of the Millennium Commission to disseminate funds raised by the sale of lottery tickets for selected "good causes."
In 1996, when sufficient funds had been accumulated, the Commission invited applications to "do anything they thought desirable ... to support worthwhile causes which would mark the year 2000 and the start of the new millennium."The conditions were that the Commission would fund no more than half of the project, with the remaining balance being covered by project backers.
The BWB had made an earlier plan for the reopening of the canal link, which comprehensively covered the necessary work. In 1994, the BWB announced its plan to bid for funding, which was submitted in 1995 on behalf of the Millennium Link Partnership. The plans called for the canals to be opened to their original operating dimensions, with 3 metres (9.8 ft) of headroom above the water. The whole project had a budget of £78 million.
On Valentine's Day 1997, the Commission announced it would support the Link with £32 million of funding, 42% of the project cost.
The Wheel and its associated basin was priced at £17 million, more than a fifth of the total budget.Another £46 million had to be raised in the next two years before construction could commence, with contributions from BWB, seven local councils, Scottish Enterprise, and private donations being augmented by £8.6 million from the European Regional Development Fund.
Gruppo Torinese Trasporti (GTT): in the northwest of the city of Torino there is a small rack railway line. It connects the suburb of Sassi (225 m a.s.l.) to the Basilica of Superga at an altitude of 672 m a.s.l. The line has a length of 3.1 km, 1,445 mm single track, with rack type Strub, and electrified by third rail at 600 V DC. Was opened on 27 April 1884 as a cable driven rack railway of the Agudio system. From 16 April 1935 the line was converted to a conventional rack railway.
The service is provided with three electric trams (D.1 with two axles, and D.2-D.3 with bogies), an electric shunter (T450), two closed bogie trailers (D.11-D.12), two open bogie trailers (D.13-D.14), and the two-axle platform wagons S.21 and S.22.
Here we see the tramway D.2 (built by Società Nazionale Officine di Savigliano and Tecnomasio Italiano Brown Boveri in 1934) arriving at Sassi station with a downbound train.
The newly built Alkimos railway station. only 1 of 3 stations opened on the same day. Perth, Western Australia.
(Wikipedia)
Alkimos railway station is a suburban rail station on the Yanchep line in Alkimos, Western Australia. The station opened on 14 July 2024 as part of the Yanchep Rail Extension.
Description
Alkimos station is in Alkimos, a suburb of Perth in Western Australia. It is located north of Romeo Road and east of Marmion Avenue in an area undeveloped as of construction. The station is 43.0 kilometres (26.7 mi) from Perth Underground station and is in fare zone five. The adjacent stations are Butler to the south and Eglinton to the north.
The station consists of two side platforms sunk into a cutting. On top of the platforms is a large ground-level concourse, which will connect down to the platform by a set of lifts, escalators, and stairs. North of the station itself is a bus interchange with eight stands on top of the railway, and further north, on either side of the railway are two car parks with 600 bays in total. Other facilities include parking for bicycles and toilets. The station is fully accessible.
Unlike the other stations on the Yanchep Rail Extension, the land surrounding Alkimos station is government owned and will be developed by LandCorp. Alkimos and Eglinton combined are planned to have a population of 60,000 when they are fully developed, and the land around the station, known as Alkimos Central, is planned to become a city centre for the surrounding area, with 15,000 jobs.
Public art
On the station's interior concourse is an artwork titled Moon Over Ocean, Land Under Sun, by Caroline Christie-Coxon. This consists of two glazed discs either side of the entryway. On the ceiling is an artwork by Jarni McGuire representing the mythical Rainbow Serpent and inspired by the Melaleuca paperbark tree. On the platform walls is a mural by Chris Nixon using horizontal lines to represent the coastline and waves washing up on the beach.
History
The original stage of the Yanchep line, formerly known as the Joondalup line, began construction in November 1989. It was opened between Perth station and Joondalup station on 20 December 1992, and extended to Currambine station on 8 August 1993. An extension to Clarkson station opened on 4 October 2004 and an extension to Butler station opened on 21 September 2014.
To cater for continuous population growth in the northern suburbs of Perth, in 2017, the government initiated the Yanchep Rail Extension, an extension of the Joondalup line 14.5 kilometres (9.0 mi) to Yanchep, with three new stations: Alkimos, Eglinton, and Yanchep. The Yanchep Rail Extension was part of the government's wider Metronet project to expand and upgrade Perth's rail network, and was delivered by the Public Transport Authority (PTA). The PTA chose to put the Yanchep Rail Extension under the same contract as the Thornlie–Cockburn Link. The contract for the Yanchep Rail Extension and the Thornlie–Cockburn Link was awarded to the NEWest Alliance, a joint venture of CPB Contractors and Downer.
Earthworks for the Yanchep Rail Extension began in mid-2020.Designs for Alkimos station were revealed in August 2020. The first major concrete pour for Alkimos station occurred in March 2021. By October 2022, construction of the platform and concourse had begun. By May 2023, the station's four escalators had been installed. By March 2024, the station's structure was complete and internal fittings and furniture was being installed. Landscaping was underway and the public art pieces were being installed.
Opening
The Yanchep Rail Extension was originally meant to open in late 2021. This was first delayed to 2022. After the September 2021 state budget, the extension was delayed to late 2023. After the May 2023 state budget, the government said that the Yanchep extension "is due for completion at the end of 2023, with services commencing in the new year". At the end of 2023, the Yanchep extension was still under construction and services were planned to commence in the first half of 2024. The actual opening date was revealed in April 2024. The station officially opened on 14 July 2024 with an opening ceremony and celebrations. Upon opening, the Joondalup line was renamed the Yanchep line.Regular train and bus services commenced the following day.
Services
Alkimos station is served by the Yanchep line on the Transperth network. Services are operated by the PTA. The line goes between Yanchep and Elizabeth Quay station in the Perth central business district, continuing south from there as the Mandurah line. Peak headways are five to ten minutes, dropping to fifteen minutes outside of peak and on weekends and public holidays. A train journey from Alkimos to Perth will take 41 minutes. It is projected that Alkimos station will have 3,616 boardings per day by 2031.
There are four bus routes serving Alkimos station. Routes 485 and 486 run south to Butler station. Routes 491 and 492 run north to Eglinton station. These routes have peak headways of 10 minutes, lowering to 30 minute headways between peaks and 60 minute headways on weekends and public holidays, except for route 492, which has 30 minute headways on Saturdays.
Built by the Public Works Department for a princely £7,000.00, the Mount Buffalo Chalet was opened in 1910 by the Victorian State Government as Australia’s first ski lodge, and it quickly became a popular destination within the alpine region. Initially leased to private enterprise as a guest house, The Chalet was taken over by Victorian Railways in October 1924. Described as the “last word in luxury”, The Chalet featured large sitting rooms, ample fireplaces, a smoking room, well ventilated rooms of capacious size and hot and cold baths. They offered holiday packages with train services running to Porpunkah railway station and then a connecting Hoys Roadlines service. It was a very popular destination for newlyweds as the perfect place for a honeymoon, and over the years traditions began to emerge such as an elegant dress code within The Chalet, a dinner gong to announce dinner, costume parties and grand balls in The Chalet’s ballroom.
Originally intended to be built in granite, cost blowouts of £3,000.00 meant that instead The Chalet was built of timber. To this day, it is still the largest timber construction in Victoria. It was designed in the fashionable Arts and Crafts style of the period. Reminiscent in style to northern European Chalet architecture, the Mt Buffalo Chalet is built on a coursed random rubble plinth, with a series of hipped and gabled corrugated iron roofs. Originally designed as a symmetrical, gabled roof building, early additions were carried out in a similar style and continued the symmetry of the front facade. The second storey addition to the central wing altered the appearance of the building, however the bungalow character was retained. Slender rough cast render chimneys with tapering tops and random coursed rubble bases, a decorative barge board over the main entry, decorative timber brackets supporting timber shingled gable ends, exposed rafters and double hung, paned windows are all typical architectural details of the Arts and Crafts Movement. It was constructed over a thirty year period during which time extensions, extra wings and outbuildings were added and removed with the changing times and its tourism demands. Improvements were made soon after construction and these included a golf links in 1911, a north wing addition in 1912 and a south wing and billiard room in 1914. Heating and lighting in The Chalet was improved and upgraded in 1919. Between 1921 and 1922, an addition to the south wing increased bedroom and bathroom facilities. The billiard room was moved to the front of the house and the terraced garden, with rubble granite retaining walls, was laid out at the front of The Chalet. The present dining room, the kitchen and billiard room wings were constructed in 1925, and the original dining room was converted to a ballroom, with a stage. Balustrading along the front of the building was removed and large windows inserted to provide uninterrupted views. Between 1937 and 1938 major alterations were made with the extension of the south wing and a second storey added to the central wing of the building. At this time the provisions for two hundred guests at The Chalet was noted as more than equalling the best Melbourne hotels. Internally, some remnants of decoration remain, reflecting various stages of The Chalet’s development, and these can be viewed through The Chalet’s large windows, where several suites, the lounge and the dining room are all set up to display what the accommodation was like. The formal terraced gardens built around the Mount Buffalo Chalet were seen as a civilising image within the context of the wild and relatively harsh Australian landscape. The key built features if the gardens seen today remain intact. The garden’s shape and form remain largely unchanged from when they were created including the stonewalling, terracing, central set of stairs and exposed bedrock.
The Mount Buffalo Chalet is lovingly sometimes referred to as the “Grand Old Lady”. If nothing else, she is a unique survivor of the earliest days of recreational skiing in Australia. It was included on the Victorian Heritage Register in 1992 and is maintained today as a time capsule to show what life was like when tourism was done on a grand scale.
48x60
kona cotton solids
connecting threads solids
DS quilts picnic
metro living
connecting threads winter fun
connecting threads wrap it up
amy butler lotus
tufted tweets
alexander henry
it's a hoot
sherbet pips
betty dear
+ others
Mahjong Connect game with the funny Zoobies. Connect 2 of the same Zoobies to remove them. The connecting line cannot have more then two 90 degree angles.
Fairfax Connector 9621, a 2010 New Flyer D40LFR, on route 171 at Huntington Metro Station on Saturday, June 11th, 2022.
Not a new weight loss technique but instead related to communications and data transmission I’m pretty sure!
The vehicle is a Generation 2 Ford Transit Connect cargo van that was offered in North America from model year 2014-on. This one appears to be fitted with aftermarket alloy wheels.
These were made in Spain and arrived in the US equipped with windows and seating in the back to qualify as passenger vehicles. Once they landed in the US, the rear seating and extra windows were removed and then replaced with blank sheet metal panels to convert them to cargo vans. This was done to avoid a high tariff on trucks made outside of the US.
Ashbourne Connect Volvo B10M Caetano Enigma Reg 01-D-120430 ex ICZ 6696
this coach was new to Ulsterbus Tours as Fleet Number 696
5G: the new generation of wireless communication.
But what has space got to do with it?
Credits: ESA
Bluff Drive is a residential street in Isle of Hope with historic mansions, massive live oak trees and spectacular views of the Intracoastal Waterway. The long, winding road, which begins at LaRoche Avenue and ends at Noble Glen Drive, is also home to Isle of Hope Marina, a popular spot for boaters.
"Established as a retreat in the 19th century for the elite of Savannah, Isle of Hope provided a refuge from the intense heat and outbreaks of malaria prevalent throughout the summer months. Originally owned by Henry Parker, the land was divided into lots in the 1850s and 1860s. These were sold to prominent Savannah families who built palatial homes along the water. A small African American settlement in the district dates from after the Civil War when freed slaves from Wormsloe Plantation settled in the town. In 1871 a railroad was built connecting Savannah with Isle of Hope and by the early 20th century many residents were living in the town year-round. The historic district encompasses a large area extending back from the Skidaway River. Landscaped with old oak trees covered in Spanish moss, the houses range in style from Greek Revival, Victorian, and Neoclassical to Craftsman Bungalows. Many of the residences also have both formal and informal gardens."
www.nps.gov/nr/travel/geo-flor/7.htm
"Isle of Hope is an island surrounded on all side by water at high tide. Early maps referred to in French as "L'Isle Desperance" (modern French: L'Île d'Espérance). Legends abound of pirates using the island to hide their booty, and generations of children have gone digging for this treasure. Legend also says that French Huguenots used the island as a place of refuge for fleeing persecution.
In 1733, when General James Edward Ogelthorpe founded the Georgia colony, a surveyor named Noble Jones was granted a tract on the island that was eventually named Wormsloe, possibly after an English estate but more probably due to the mulberry trees that were grown there, the worms of which, it was hoped, would form the basis for a silk industry. A Revolutionary War-era earthwork fort was built at the Skidaway Narrows and today can be visited as part of Wormsloe Historic Site.
Jones, along with James Fallowfield and Henry Parker, settled permanently on the island. During nearby Savannah's not-infrequent yellow fever epidemics, the island was host to Savannahians fleeing the miasma of the city's fevers. As greater numbers of people discovered the island, the former plantation lands were subdivided and the lots sold, and it became a fashionable summer retreat. Several homes from the antebellum period remain, including the 1820 former caretaker's cottage of Carsten Hall plantation. Although the plantation itself burned in the early 20th century, the family moved into the caretaker's cottage overlooking the Intracoastal Waterway.
In the early 20th century, with better transportation options, the summer resort became the year-round home of many, and the terrapin farm at Barbee's Pavilion became world famous for the export of terrapins for stew, including to the major restaurants of New York City and to the Czar of Russia. It was also the destination of dashing race car drivers from around the world for the International Grand Prix races.
The Isle of Hope United Methodist Church is another historic location on the island. Built before the Civil War, the property was used by the Confederates as an encampment and the church building as a hospital. During their recuperation, soldiers carved their initials into the pews, which they used for makeshift beds. When the old church burned down during its 1984 renovation, the pews had been removed and were saved. 33 Confederate soldiers are buried in the churchyard. In 2000, the church finished construction of transepts to the main sanctuary structure.
The island's beauty and history has attracted a number of Hollywood film productions, including the Oscar-winning Glory, the original Cape Fear, The Last of the Belles, Forrest Gump, and The Last Song."
en.wikipedia.org/wiki/Isle_of_Hope,_Georgia