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LG Development’s HUGO masterplan includes the construction of mid-rise buildings at 751 N. Hudson Ave. and 411 W. Chicago Av. The two mixed-use structures will each stand 9 stories and will collectively house roughly 19,000 square feet of retail and 227 apartment units. The 751 N Hudson Avenue building will accommodate 134 residences; 411 W Chicago Avenue will house the remaining 93 units. Completion is scheduled for third-quarter 2023.
The two buildings replace parking lots and will be narrowly separated by 415 W. Chicago Ave, a masonry 1930 low-rise building. The seemingly vacant building is reminiscent of the building containing a cleaner (who owns it) and Bella Luna that remains at the south end of the One Chicago development because the woman refused to sell.
The ZIS 110 Series was in principle based on the 1942 Packard Super Eight 180 series.
The development of the successor of the ZIS 101 series started in 1942. Because the Sovjet Union joined the allied forces against Nazi-Germany since 1942, the Sovjets gained access to Western industry and technics. Machinery could be taken over from Packard because production of civil cars stopped in 1942.
The first 110 prototype was ready in July 1945. There were some style differences with the Packard example, like the absence of the running board, and the wrap around chrome strips on the front wings.
ZIS means Zavod Imini Stalina, or Stalin factory. After the death of Josef Stalin (1878-1953) this name stayed till 1956, when Russian contemporary history was suddenly regarded differently. The brand name was replaced by ZIL, after Ivan Likhachov (1896-1956). He was an important director of the ZIS factory.
The ZIS 110 was mainly used for official occasions, and by head of states from Russian allied countries.
6005 cc L8 engine (own engine).
Performance: 140 bhp.
C. 2500 kg.
Production ZIS 110 Series: 1946-1956.
Production as ZIL 110 Series: 1956-1958.
Without reg. number.
Photo source:
Werner Oswald, Kraftfahrzeuge der DDR, Motor Buch Verlag, Stuttgart, 1998.
Original photographer, place and date unknown.
Halfweg, Jan. 1, 2025.
© 2025 Sander Toonen Halfweg | All Rights Reserved
~ ny.curbed.com/maps/williamsburg-brooklyn-new-york-develop...
Run Day - 2/21/2019, Hunters Point South Park, LIC, NY.
Apple iPhone 7 Plus
iPhone 7 Plus back dual camera 3.99mm f/1.8
Æ’/1.8 4.0 mm 1/5300 25
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This is a massive development in Saanich, which is home to the Home Depot. This is the old Save on Foods grocery store that's been now torn down.
Fenix II development transforms old warehouse by stacking new apartments on top of the 100yr old building.
A further "Development" of a "Bradshaw" or "Gwon Gwon" image from the kimberley in Western Australia
The timber tram/bus shelters are important for their association with the development of public transport in Brisbane, particularly the tramway system. The shelters are important for remaining in continuous use as waiting shelters for the public transport system in Brisbane since the early 20th century. The shelters are important as evidence of the former tram routes and of a form of public transport no longer in existence in Brisbane. In form, materials, arrangement of elements and location these shelters are representative of tram/bus waiting shelters. Robust functional structures with simple elegant lines the shelters are distinctive visual elements in the streetscape. The tram/ bus shelters are important for their association with the work of the Brisbane City Council’s Transport Department, responsible for the operation of the tramway system from 1925 to 1969.
Shelter Design Trams were a feature of Brisbane streets from 1885 until 1969. From the 1920s to the 1950s The Brisbane Tramway Trust and then the Brisbane City Council erected a number of timber waiting shelter sheds along the tram/bus routes. Most shelters were constructed by Brisbane City Council in response to petitioning by community groups or progress associations. A survey of usage was undertaken by BCC to determine the most viable locations for the shelters. Waiting sheds promoted the use of the tram/bus system by providing a comfortable waiting area with some protection from the elements. Some shelters were large and purpose-built for the site but most were free-standing shelters constructed to standard designs. In this survey three standard shelter types used during this period were identified – P.1008 Standard Waiting Shelter (hipped roof pavilion shelter); Standard Small Type Tramway Shelter Shed No. 2512 (skillion roof shelter); and the gable roof shelter. Only drawings for the P.1008 and No. 2512 types were located during this study.
The gable roof shelter design may have been from a shelter constructed earlier in the 20th century during the time The Brisbane Tramway Company owned and operated the tramway network. The shelter in Chatsworth Road near the corner with Upper Cornwall Street was constructed in 1915 to shelter Greenslopes tram patrons. It had points for lights that the tram drivers would turn on at sunset and off when the last tram left. The P.1008 drawings were drawn up by the Brisbane City Council Department of Works, Planning and Building Branch and signed by City Architect F.G. Costello in 1946. The Standard Small Type Shelter No. 2512 was drawn up by the Transport Department of the Planning and Building Branch and signed by City Architect F.G. Costello in 1945. The P.1008 type shelter closely resembles the shelters constructed by the Brisbane Tramway Trust in the 1920s and 1930s. No drawings for these earlier shelters have been located and this study has been unable to confirm that the 1946 drawings were based on these earlier shelters but the physical evidence suggests that this is the case. The designs for the shelters are uncharacteristic of work designed by Costello which may indicate that the shelter designs are continuing an earlier idiom.
Brisbane Tramway History:
In 1884 a private company, the Metropolitan Tramway and Investment Company, laid Brisbane’s first tram tracks along approximately 10.5 kilometres from Woolloongabba to Breakfast Creek, with branches to the Exhibition Building and New Farm. The company began the operation of a horse-drawn passenger tram system in 1885 with the trams running on rails from the North Quay to the Exhibition Building and Breakfast Creek and later extending the routes to Bulimba Ferry, New Farm, Logan Road and West End.
A power station to supply current to electric trams was constructed in Countess Street in 1897 and The Brisbane Tramways Company introduced the first electric trams to Brisbane that year after purchasing the early horse car system, converting it to electric operation and expanding and extending the routes. Brisbane’s tramway system experienced rapid expansion in response to the growth in the City’s population. From a population of 101,554 in 1891 Brisbane had expanded to a population of 139,480 in 1911, which then doubled to 209,168 by 1921. The number of cars in operation increased from 20 in 1897 to 172 in 1916. At the conclusion of the First World War there was general support for the notion that the tramway system be owned and operated by a public authority rather than a private company. In 1922, the Brisbane Tramway Trust was inaugurated by an Act of Parliament and the Trust assumed ownership and control of the tramways in January 1923. The tramway system had failed to keep pace with the expansion of Brisbane so the Trust faced a considerable backlog of work. It undertook the construction of repair workshops and car depots, laying of additional tracks, purchase of additional cars and the introduction of remote control of points at busy intersections. Innovations introduced by the Trust included the construction of passenger waiting shelter sheds, advertising in trams and a suggestions board scheme. The 1920s and 1930s was a period of tramways expansion following the Brisbane City Council acquisition of the tramways system from the Brisbane Tramways Trust in 1925. The Council continued with the upgrading and extension of the system. During the first half of the 20th century public transport was important in Brisbane and remained the principal form of transport for most residents. By the 1950s Brisbane had one of the highest levels of public transport usage in Australia. The tram system was the principal form of public transport in Brisbane until the 1960s. It is thought that the hipped roof and skillion roof shelters identified in this study were constructed between the 1920s and 1950s by the Brisbane Tramway Trust and then by Brisbane City Council. Most of the routes on which these shelters have been identified were constructed during this period. Further research is required to establish construction dates for the gable roof shelters. As the tram routes to Windsor and Coorparoo were established in 1914 and 1915, the shelter construction post dates this. The construction of the hipped roof waiting shelter in Merthyr Road, New Farm was approved by the Trust in 1924 and probably constructed in 1925.
In 1924 the Brisbane Tramway Trust extended the tram service to Ashgrove, demonstrating a confidence in the future of the suburb. The release of 855 allotments in the Glenlyon Gardens estate in 1924 was the catalyst for the development of Ashgrove as a residential suburb. It is thought that the waiting shelters along Waterworks Road (Ithaca Bridge, Oleander Drive and Stewart Place) were constructed at sometime between the mid-1920s and the 1940s. The Rosalie line opened along Elizabeth Street, Rosalie in 1904 and was extended in 1930 to Rainworth, terminating in Boundary Road adjacent to Rainworth Primary School. The shelters on Boundary Road were built after this 1930 extension of the line. Between 1937 and 1939 the tramline extended to Bardon and the Simpsons Road shelter was built some time after this. From 1940 the Brisbane City Council trialed the use of buses with diesel engines in areas not serviced by trams. In 1940 a diesel bus service ran from Kelvin Grove through Herston and along Butterfield Street to the City. The shelter on Butterfield Street remains as evidence of the diesel bus service which became the backbone of Brisbane City Council public transport after the closure of the tramway system in 1969.
Following the Second World War, Brisbane experienced a housing boom which encouraged the Council to extend its electric tramway network. At this time the Monday to Friday the morning peak services had 246 tram cars operating and 296 cars were required to meet the evening peak traffic. During the day each route was serviced by a tram every ten minutes. However from the 1950s various factors converged to influence a decline in the patronage of the tram system. An increasing reliance on the private motor car reduced the number of tram passengers and the growth of the Brisbane City Council’s bus fleet gradually outstripped that of the tram system. Urban sprawl saw more and more families move to outer suburbs not connected to the tram system, and a lack of investment in the technological development of trams compared with increasing expenditure on diesel buses contributed to the conversion of Brisbane’s public transport system from trams to buses. In 1962 the Paddington tram depot was burned to the ground with the loss of 65 trams (20% of the fleet). In 1965 the Wilbur Smith Plan, a report on the future transport and traffic requirements of Brisbane, recommended the closure of the tramway system and a conversion to a bus program. As a result of all these various influences and events, the tram system in Brisbane was discontinued in 1969. The tram waiting shelters remain, providing evidence of a mode of transport no longer in use.
Source: Brisbane City Council Heritage Register.
trying some macro...
old beroflex AF 35-70mm lens from an old minolta dynax 3ix cam. as i don't have any adapter on my e-mount, i used some piece of toilette paper roll :).
proceed in darktable
Camera: 24Squared
Lens: 0.10mm Laser-Drilled Pinhole
Film: Ultrafine Extreme 100
Developer: Xtol
Scanner: Epson V600
Photoshop: Curves, Healing Brush (spotting)
Cropping: None
heuer microsplit LED / LCD 1/100-stopwatch development (from left): ref. HL 820 (1973) - ref. 520 (1974, this one is a ref. 530) - ref. 320 (1975) - ref. 370 (1976).
the development can see as a revolution. the size is always getting smaller, also the batterys (from 4 x AAA to 2 x LR1130 - some specials-models with accus)
> the first microsplit was designed inhouse, the other ones by richard sapper.
> the first two models are with split- and taylor-function, the following models only with split-function.
from the ref. 820 you get ref. 802 with 1/10 s. from the ref. 520 there are also models with 1/100 min. or 1/100 h. the ref. 320 has a following model in plastic (also without split-function), who endet up as a solar-model (also to TAGheuer) in diverse colours. the ref. 370 you can have with silver body und black strap.
Eddington - The North West Cambridge Development being built for the University of Cambridge aerial image
This is a massive development in Saanich, which is home to the Home Depot. This is the old Thrifty Food liqueur store that's been torn down now.
All of the images are "tracings" and hail from various sources. The entry covers at least two or three days from last week and more or less reads from top to bottom.
see the whole thing here. it cuts off at the super dramatic part, haha. I promise it gets better, and there's only like 30 seconds more. go watch it!
I really don't blame you if this doesn't make sense to you. It was for school. But here it is anyway.
For my school project, I had to make an exhibit to go with a portfolio of writing. Instead of doing some sort of statue-creation-type thing like most kids, I decided to make a stop motion. It represents how I've 'come of age' as a reader, writer, and a person.
Model is Annie.
A view of the large Exeter GWR Depot development site from St Davids station at dusk on Bank Holiday Monday 26th August 2019.
Nikon D4s in development (image by Nikon)
Read more here
www.kentyuphotography.com/blog/2014/01/nikon-d4s-is-here/
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Big Developments:
Whilst we have been away from the spotlight for a while many new developments have taken place behind the scenes.
1. National Park park and rides:
For some time now we have been working with the national parks authority on trying to reduce emissions from road transport in the national park areas. Together we have found that the best solution is to create a series of park and rides outside National parks on their approaches, with attractive luxury vehicles and pricing to tempt more passengers. Over the past year existing park and ride sites have been extended and new ones created in strategic towns and cities near national parks. The first of these to be completed is the two for the Lake district National Park.
Two new park and ride sites have been created at Lancaster and Carlisle near to the motorway to tempt more travellers. There will be three services running through the park, each requiring 7 vehicles to keep up a 20 minute frequency. We have ordered Plaxton elite interdecks for these services as they provide wheelchair access with the luxury of a coach, however these are to the new shorter 13.8m length as on stagecoach’s X7 route in Scotland.
A new brand, called National Park Connect, has been created for what will eventually be a network of services that cover most national parks within the country, with the intention of linking these in time with Crosslinks services to the park and ride sites. One of the Elites is below.
Many thanks to Chris H for the net.
Cleaner Emissions for TFL
As part of TFL’s mission to reduce bus emissions by using new exhaust technology to clean up older vehicles, Sullivan’s are the next fleet to be retrofitted with the SCRT system for reducing particulates under the TFL programme. This will affect all vehicles built in 2001 to 2004, a significant proportion of the fleet. We have been assure that it will cost nothing to us and mean that the emissions of these vehicles are close to Euro 6 levels, however with other technologies we have been using (such as the GKN flyweel system) we believe emission may be well under that target one all modifications are completed.
Introduction of Eminox technology
Since last year we have been trialing the eminox fuel additive in the Crossways fleet. It saves around 1% of fuel used by a normal bus over the year. Although this may not sound like much, it is still on average a £500 per bus per year saving on fuel costs even when factoring in the cost of buying the additive.
Since trials have been successful, all fleets within the Crossways Group will now start to use the technology, potentially saving us £50,000 per year and further reducing our emissions. Crossways has already been using the technology (including the events fleet), however fleets affected by this will be the Cross Bristol, Sullivan Buses, Crosslinks, Rail Replacement and National Park Fleets.
The development where I live and also my church lost a great man this past Saturday. He was having a great time with friends at Dollywood, and when back to his hotel and passed away soon after his return. I will miss my fellow Astronomer enthusiast, and brother in Christ. Godspeed, Bill.
Theme: Guitar Tuesday
Year Sixteen Of My 365 Project
Original Caption: Access to Niguel Beach Park along the coast in Orange County, is through an area that was scheduled for development however, the plans were halted when the state passed the Coastal Zone Conservation Act in November, 1972. State and regional regulatory commissions must present a final report to the legislature by January, 1976, recommending passage of laws affecting future coastal development. Some 84 percent of the state residents live within 30 miles of the coast, May 1975
U.S. National Archives’ Local Identifier: 412-DA-15007
Photographer: O'Rear, Charles, 1941-
Subjects:
Los Angeles (California)
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: research.archives.gov/description/557459
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
this land used to be an informal settlement now reclaimed by the national government for development
Instead of working on the important stuff in life, I of course chose something else to do ;). After having a quick look through the Bricklink Designer Program palette for Series 7, I quickly got inspired to build something for it, and now that submissions have closed I'm happy to say that this little steam tram will be a part of the Public Vote starting February 10th!
For now, I'll stick to these teasers, but expect more details and pictures soon!
Row houses in Anacostia, Southeast, Washington, D.C.. While there are definite signs of resurgence in this area, there is still a long road ahead. A number of government agencies, including Homeland Security, are expected to move into the area in the near future, so development may possibly forge ahead faster than one might expect. The biggest problem is that many landowners have sat upon their properties and have done absolutely nothing. Perhaps the expected bonanza of Federal dollars may change their minds. Then again, such activity could bring about wholesale demolition, something I'm never in favor of seeing.
Lo que posiblemente sea un tanque está justo delante del cielo. - What is possibly a water tank is right in front of the sky.
(spy)camera > Porst KX50 (Yashica Atoron rebranded) (*)
film > Minox Minocolor400 (@200iso)
development > Tetenal Colortec C41, 38 °C, homemade in tank AP Compact, attached on an old film 120 already developed.
scanned > Epson V600
negli ultimi frame, la pellicola è uscita dalla spirale e ha restituito questi colori strani... ;/)