PHOTOS FROM 2021-2029
View allAll Photos Tagged DECADE
The Steller sea lion (Eumetopias jubatus), also known as the Steller's sea lion and northern sea lion, is a near-threatened species of sea lion in the northern Pacific. It is the sole member of the genus Eumetopias and the largest of the eared seals (Otariidae). Among pinnipeds, it is inferior in size only to the walrus and the two species of elephant seals. The species is named for the naturalist Georg Wilhelm Steller, who first described them in 1741. The Steller sea lion has attracted considerable attention in recent decades, owing to significant and largely unexplained declines in their numbers over an extensive portion of their northern range in Alaska. (Wikipedia)
We saw several groups of these sea lions during our trip, but these two little islands were the most densely packed. The animals at the junction of the rocks would periodically be washed over by crashing waves.
Pacific Rim National Park, British Columbia, Canada. May 2022.
Eagle-Eye Tours - Ultimate British Columbia.
Great Western Railway's 43078 reappears from Crewkerne tunnel into the February sunshine while working the diverted 1103 Paddington to Plymouth service.
Crewkerne tunnel is part of the former double track London & South Western Railway mainline from Waterloo to Exeter and onwards to north Devon and Cornwall.
This view of the western tunnel entrance had been obscured by vegetation for decades, but clearance in late 2018 revealed this view once more.
“There are decades where nothing happens; and there are weeks where decades happen.”
—Vladimir Ilyich Lenin
**I went back early yesterday morning for a few close-ups of the flower bed in my previous post… Wishing you a peaceful/beautiful day. ❧
Digging through the archives takes us back to a decade ago today, August 1, 2012. A pair of real heritage units get serviced at Brewster.
The station reflects the historical moment in which it was built, highlighting the power of coffee in the city's expansion trajectory. Erected next to the Jardim da Luz, for decades its tower dominated part of the central landscape of São Paulo. Its watch was the main reference for setting the city's clocks.
At the height of the season (that is, in the early decades of the twentieth century, when Luz was a prominent region in the city), it was an architectural ensemble that was not only an urban reference but was effectively part of the daily life of the municipality, constituting what may be called the "image of the city".
For literally decades I have passed this beautiful church but usually I was always in a rush as I always had to be someplace to go or people to meet. This day was no better I was busy to heading downtown to cover the Halloween Parade but at least this day I grabbed a quick shot and decided to look up the history. Finished in 1846 in was designed James Renwick Jr. in French Gothic Revival Style. It's walls were built out of Sing Sing Marble from a nearby quarry next to historic Sing Sing Prison were the inmates were hired out to cut out the stone as a cost saving measure. The original spire was wood but was replaced with a stone spire in 1888. When the church opened it became very popular with many of the wealthiest families in the city as it outclassed many of the simpler wooden churches that existed in the city at the time. During the mid 20th century it was designated a New York City Landmark and now also enjoys National Landmark Status.
Many decades ago, this wetland had been the place where stowaways and illegal immigrants risking their lives flocking to Hong Kong by swimming across the muddy channel. Nowadays, the opposite side of Hong Kong has changed to a metropolis whilst our side remains as a preserved wetland for migrating birds.
Shot at Deep Bay, the western border of Hong Kong
2012 A Decade Later:
Digging through the archives takes us back to a decade ago this week - May 20, 2012. Troy "choo-choo" Snead grabs some detail shots of the Lehigh Valley heritage unit.
2010-2019 resulted in some great adventures and photographs. I am going to steal some formatting from Brian Plant and share a few from the archives that have not been previously posted.
While we rarely saw the sun on our second consecutive week long traincation to Colorado the fall color was nothing short of spectacular. The cloudy days allowed for some different angles at more common locations such as HPVODEN seen here quickly approaching the siding at Yarmony just east of Bond.
For the last decade I have driven past this barn scores of times. I have photographed it during sunrises, sunsets and during all four seasons. This week when I ventured out I was surprised to see it was in the process of getting demolished. It will not be replaced by anything that is akin to what it once was and it illustrated again to me how America is losing irreplaceable landmarks of our agricultural past.
It made me think about the landmarks in my life that are no longer present. My first awakening to the uncertainty of life was when my grandparents passed on. As a youngster I thought they would always be around. Then the parade lengthened as aunts and uncles joined the eternal crowd followed by my parents. Now after seven and a half decades the final path has been joined by my siblings. Each passing of a personal landmark has emphasized the brevity of life but especially the last one.
A look at the first Sunset of the Year/Decade. We had a lovely sunny 10C day to bring in the New. As the sun was going down the clouds were rolling in, like this great black on on the top of the shot. More Rain, me thinks!
Located at the western edge of Lewis County, this barn is undergoing a much needed restoration. For decades this farm was abandoned.
The 9166 holds down a work train in the T-Yard having just auto started and now idling away at 200 RPM. A holdout in the deadlines at Northtown is the 2819 with a rough batch of H3.
Nearly a decade before the Potomac Eagle began services over the line, the fledgling South Branch Valley Railroad was operating with a small fleet of well-used Alcos. Here S1 switcher number 1 brings an empty ballast hopper north in the area between Romney and the “trough”, a confined valley that is now a tourist attraction thanks to the excursion trains.
Please, have also a look at the pictures I uploaded on my legacy flickr account over the past decade:
www.flickr.com/photos/robertosaba/
Thanks!
2012 A Decade Later:
Digging through the archives takes us back to a decade ago last week - April 7, 2012. W&LE 104 leads a short train to the AVR interchange at Bruceton. The train is seen here at West Belt Junction where the West End Branch connected to the ex-P&WV mainline. The approximately 2 mile long branch once traversed the valley below to the P&LE (now CSX) interchange in Pittsburgh. The branch line was formally abandoned in 2011 and all tonnage is sent East to Connellsville.
HEHEHEHEH - always good to see where we started and where we are now. 10 years ago, and this isn't what I looked like when I started here in SL that's even a bigger difference.
An upright, decades old tree testifies to successfully surviving years of storms, dryness or too much rain. When our two children were young we challenged them to learn how to stand alone, apart from the pressures of their peers. Little did we know that like all of us, their greatest battles were yet in the distant years to come and then they would have to pass this lesson on to their children.
She was a teacher in the class of 1st grade about 40years long, this spring kids from her very last class nearly 3 decades ago were contact her suddenly & they gave a party to celebrate her 88years of age. This huge bouquet was a present from them.
Now she wrap her around with happiness and good memories,
Congrats, mother!
A decade ago today, H19 skirted along the Mississippi just north of Lock and Dam #5 with SOO 6061 doing the honors. During this epoch, H19 was an afternoon departure from La Crosse and reliably had some sort of good power. Another thing of the past are gondolas loaded with sand 10 cars deep. The sand boom had really strained railroads for available cars and the early years saw loads going out in gons. As you can see, a lot of product would be lost to the winds. But by this point, the practice was nearly over.
Another from the archives that was long ago shared over on RP.
The 11AM Anchorage yard job with MP15DC 1553 seen pulling a small cut off 189 flats the US Army Fort Richardson loop area for this first time in over a decade. This test load of Strykers and other equipment will be pulled back to the ARR's main yard for forwarding north back to Fort Wainwright in Fairbanks regular freight service.
Anchorage, Alaska
Wednesday February 27, 2008
Decades of overbuilding have produced extensive and heterogeneous urban areas facing some of the most beautiful Italian beaches.
Even in the event of abuse, the repeated amnesties have regularized the buildings for passing on to future generations.
The buildings, different for structure, materials and colors, have gradually accumulated alongside each other in unlikely and fascinating aggregates, constituting a self-contained universe with strong aesthetic and poetic overtones enhanced by the coastal location.
For decades the harbour has been an area of workers, industry and trade. But after the Mannesmann company had discontinued its tube production in Düsseldorf, parts of the central harbour lost their reason for being (another harbour is in Düsseldorf-Reisholz). As a result the eastern part of the harbour started to be redeveloped.
Six decades after the East Broad Top ended revenue freight operations, a large portion of its rolling stock roster remains at their yard in Mount Union, PA. Most of this equipment has not moved since the shutdown. As a result, trees have grown around and, in some cases, through the strings of coal hoppers lining the yard tracks.
Here's a more than decade old one from a past life and the caption I wrote oat the time when originally shared on RP.net.
It was a splendid cold Sunday with bluebird skies and crisp white snow abounding. An empty intermodal (bare table) train was called for a date with the Northland Services barge at the Alaska Railroad's southernmost terminal in Seward. So, a quick call to my friend Frank Keller and we decided to go for it. What a chase...114 miles from Anchorage to the end of the line with not a cloud in sight. Two clean SD70MAXs led the train, which albeit was not very photogenic consisting of one tank car and 60 flats (most of which were empty) for a total of 2660 tons and 4852 ft. Here the 110S symboled train is seen just out of Anchorage at MP 113 passing Westchester Lagoon which is hot mopped by the city and is a popular place to ice skate and linger by the burn barrels (I put literally hundreds of miles on my skates here ovee the years!) Rising beyond 33 miles across Cook Inlet is the iconic Sleeping Lady, 4396 ft. Mount Susitna.
Anchorage, Alaska
Sunday March 11, 2012
A decade ago on the Lancaster & Chester Railway you could still find SW900s on the railroad, and nothing but 4 axles. The entire roster was painted in their well-known-locally baby blue paint scheme, as trains spent their days going back and forth between Chester, Lancaster, Kershaw and everywhere in between.
Today, the L&C is very different. Half of the line has been upgraded to handle 6 axles, and the other half of the line should be upgraded sometime in the short term future. They have been adding traffic left and right, and are busier than ever. G&O, the L&C's parent company, has stopped painting engines blue and is putting everything in corporate black. 9 years ago it was GP38s and SW900s. Today you can find SD60Ms, SD40-2s, and even a D8-40C.
But not everything has changed, and you can still find scenes like the one here. L&C #2866, a very rare high hood GP38AC, leads train 14 past the depot at Heath Springs, SC on their way towards Lancaster on the morning of 2/15/21. The railroad does still have 3 blue GPs on the roster, but at this point their days are likely numbered.
Taken at Dark Future
Stuff wot I'm wearing:
Avec Toi Emma Bodysuit
Unholy Maleficarum Arm
PFC Magic Fingers (OMG I am so in love with these!)
Cubic Cherry Chonkeh belts leather for Maze Mods and Razor Jaw
718 Hardcore Warmers
Art&Ko Boots
Seka U.P. Chest
TF R3negade Glitching Sign
ThisisWrong Fugazi Core
Contraption Light Bender Boa
Kensho Burning Heart
Diabli Design Yakuza Sunglasses @ Tokyo Zero
NEON Stapled Shut Scar
CX Lance Piercing and Chained Deceit
NK Matsumoto Cyber Eyes
Lamb Jimi Hair
Lilithe Vorta Tattoo
!UK! The Gorgon Leg Tattoo
SU Funeral Eyeshadow
Core&Jaw RSX666 Hunt Jaw
Experimenting with black and white photos.
We had some rain today, the sky was overcast with low light when I captured this flower.
Uploaded for the theme "Black and White" in The Flickr Lounge .
Critique is welcomed.
Thank you all very much for your visits, favs and comments.
Visit Fab Free, bookmark it and read it daily just as I've been doing for over a decade! So many awesome freebies and gifts you can get every day!
fabfree.wordpress.com/2024/02/08/days-like-dead-moths/
"Days Like Dead Moths" by Suede
Days like dead moths
On a bathroom window
They can leave us
But they never go
Front View
1911 Baker Electric Special Extension Coupe, Model V
In the first decades of the 20th century, electric vehicles seemed poised for primacy. Early internal-combustion engines were rudimentary, dangerous, and difficult to operate, requiring all sorts of pump priming and starter torqueing. Those tasks were uncouth for the wealthy gentlemen who were the automobile’s first customers and downright risky for the era’s women, clothed in voluminous, billowing Edwardian dresses and patriarchal notions of competence. Electric cars, on the other hand, were extremely simple to use. So long as the heavy batteries were maintained and charged, all one had to do was click the on switch, twist the go lever, and roll.
Having founded the American Ball Bearing Company in 1895, Midwestern engineer Walter C. Baker understood the basics of carriage production. This background gave him faith that he could make the leap into car building. Teaming up with his father-in-law and brother-in-law, he started the Baker Motor Vehicle Company in Cleveland in 1899. Seeing the aforementioned advantages inherent in electric vehicles, Baker decided to place his faith in this powertrain.
“Number one, it’s comfortable, and it’s not terribly difficult to drive,” said Stew Somerville, a volunteer mechanic at the Old Rhinebeck Aerodrome museum in upstate New York, which holds a 1911 Baker in its eclectic collection. “But part of the attraction of the electric automobile was the fact that it did not emit gasoline fumes, you didn’t have to crank-start the engine, there was no big wheel to wrestle with. It was a very smooth-handling automobile. You didn’t even have a loud, offensive horn. There’s a dainty little bell to warn of its coming.” Period ads were frequently, although not exclusively, pitched directly at women.
Baker’s first car to market was a two-seater, the Imperial Runabout. Priced at a competitive $850, it was first shown in New York at the city’s (and nation’s) first auto show. It attracted a number of notable buyers, including Thomas Edison, who purchased one as his very first car. (Edison designed the long-lived nickel-iron batteries used in some Baker vehicles.) By 1906, Baker was, briefly, the world’s top producer of electric vehicles.
But like many of his cohort in the emergent automotive industry, Baker wasn’t just in it for the business. He was in it for the speed. As his company was enjoying success in the consumer market, he was pursuing his dream by developing a series of advanced, record-setting racing cars. His first, the Torpedo, was built in 1902, at great personal expense to Baker. With its 11 batteries, 14-hp mid-mounted motor, outrageously low-slung 48-inch height, streamlined and lightweight white-pine and oilcloth body, and bizarre webbed canvas seat restraints, it seemed poised to set a world land speed record.
Sadly, in that year’s Automobile Club of America speed trials on Staten Island, the car was involved in a disastrous crash. After crossing the 1-kilometer (0.6 mile) mark in just over 30 seconds, Baker and his co-driver lost control and crashed into a group of spectators. One person died at the scene, and another died later from injuries. The drivers were both arrested and charged with manslaughter but were freed when it was determined that the crowd had pushed past protective barriers and onto the course. (Baker’s innovative safety harness likely protected the car’s occupants from serious injury.)
Further attempts with two smaller, single-seater race cars he named Torpedo Kid were also employed in pursuit of the land speed record but were subsequently abandoned following another, nonlethal spectator crash in 1903. Baker has often been noted as the first person to cross the 100-mph barrier, although his records weren’t official due to these wrecks.
Given this peril, Baker decided to forgo his quest for top speed. As gasoline-powered vehicles increased in popularity and gained infrastructural support, he shifted his attention instead to diminishing the electric car’s liabilities, particularly their limited range. He worked diligently on new battery designs, shaft drives, and other componentry. In 1910, Baker’s new chief engineer, Emil Gruenfeldt, set a record for distance driven on a single charge, taking a Baker Victoria for a 201-mile trip at an average speed of 12 mph. Not exactly Ludicrous speed, but an impressive feat nonetheless.
Baker’s successes gave the company prominence among the elite, and the company capitalized on this publicly. In advertisements around 1909, the brand boldly boasted about the King of Siam owning a Baker. The company made a similar splash in American politics when President William H. Taft’s administration purchased a 1909 model as one of the White House’s first automobiles. (A steam-powered White and two gasoline-powered Pierce-Arrows were also included, Taft hedging his bets on how the battle of the powertrains was going to play out.) Taft later added a 1912 Baker Victoria that went on to be driven by five First Ladies. The Baker brand maintains some celebrity allure today, with car-collecting comedian Jay Leno holding a 1909 model in his expansive collection.
As a means of offsetting some of the powertrain’s inherent shortcomings, Baker made investments in battery-charging infrastructure. The brand announced plans to open stations at every major intersection in Cleveland and to grow the network from there, although this effort became cost prohibitive and never came to fruition. Expansion into the production of electric trucks, police patrol wagons, and even trucks and bomb handlers for the U.S. Army during World War I was not enough to fend off the rising dominance of the internal-combustion engine, especially after the proliferation of the electric starter, first available on the 1912 Cadillac, significantly increased safety and convenience. By 1915, the Baker company was defunct.
By Brett Berk, Car and Driver
It's 0500 on the day after Christmas and I'm headed home after a 5 hour trip home from Wellington on a Z2. With the sky conditions I decided to stop at Santa Fe Jct. and take a couple pictures of the endangered searchlight signals.
After decades of authorizing trains across the KCT, the last strongholds of these are starting to fall roughly 8-12 years after many of their siblings were replaced. A pair of routes are lined through, up 79 and up 80 Track on the KCT North-South Corridor. The skies are cloudy and misty. It's quite other than the distant rumble of an idling DPU's prime mover and spitter valves. One day, probably sooner than I'd like to think, this will be a bygone visual.
12-26-24
Kansas City, MO
Australian National broad gauge Alco 965 descends The Hummocks with the last Up goods from Wallaroo, South Australia, to travel via Port Wakefield on Thursday 31 December 1981.
The port at Wallaroo would continue to be served via a more circuitous route through Brinkworth and Snowtown for another decade, but sadly too, those rails are now gone.
A Bob Grant image shared with permission - 1607E
decades - Our Daily Challenge
'The Many Lives of Erik Kessels' presents the artist’s photographic body of work...
Instead of shooting new images, for most of his projects he brings together pre-existent photographs and reuses them as tiles to form his own mosaic.
He is a photographer without a camera or even a lens: in his practice, photography is a ready-made element to be sampled and re-contextualized ...
Erik Kessels collects photographs he finds in flea markets, fairs, junk shops, and online, and appropriates and re-contextualises them.
Sean O'Hagan, writing in The Guardian, said "Kessels made his name as a champion of found photography, seeking out discarded family albums in order to show us anew their mundane beauty and oddness.