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2 Meter Social Distancing in the City Centre of Manchester is very important,photographed on 21/06/2020
1/1 or 1/2 power first shot, 1/8th power second and 1/64 or 1/128th power for the third image. Distance from object was 10-15', 5' and 1.5' away. All bare flash.
Taken with Nikon D7100 and 50mm 1.8 lens, ISO 200 at 1/250 shutter speed.
The paradox circumstance that although Shugnan and Rushan Pamiris are mostly higher in the coloured distance lists, they score considerably less points when played out against other populations. In order to show a more correct distance in the list charts, I took the average Pamiri genetic code (also known as Tajik_Pomiri). Volga Tatars on the other side (Mishar and Kazan Tatars) show a solid distance behavior which may explains the Steppe_MLBA copyright among them.
Frequency list:
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Tatar_Mishar: 1213.3:14 = 86.7%
Tatar_Kazan: 1207.9:14 = 86.3%
Pamiri_Rushan: 1132.0:14 = 80.7%
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Komi: 987.6:13 = 76.0%
Pamiri_Shugnan: 1021.8:14 = 73.0%
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Tajik_Yagnobi: 928.4:14 = 66.3%
Pamiri_Badakshan:865.1:14 = 61.8%
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Mordovian: 758.5:13 = 58.4%
Russian_Leshukonsky:668.4:12 = 55.7%
Tajik: 745.4:14 = 53.3%
Pamiri_Ishkashim:726.8:14 = 51.9%
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Russian_Krasnoborsky:549.8:12 = 45.8%
Russian_Pinezhsky:548.3:12 = 45.7%
Russian_Kostroma:591.9:13 = 45.5%
Pamiri_Sarikoli:627.3:14 = 44.8%
Uyghur_Tor:578.2:13 = 44.5%
Russian_Pinega:508.2:12 = 42.4%
Udmurt: 541.2:13 = 41.6%
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Karelian: 502.3:13 = 38.6%
Dargic:526.0:14 = 37.6%
Russian_Kursk:486.6:13 = 37.4%
Tabasaran: 465.1:13 = 35.8%
Vepsian: 422.4:12 = 35.2%
Finnish: 416.4:12 = 34.7%
Lezgic:469.5:14 = 33.5%
Cossack_Kuban:432.5:13 = 33.3%
Saami_Kola: 407.8:13 = 31.4%
Tatar_Lipka: 390.0:13 = 30.0%
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Turkish_Delior: 405.1:15 = 27.0%
Turkish_Rumeleli: 389.4:15 = 26.0%
Russian_Ryazan:306.1:12 = 25.5%
Cossack_Ukraine:318.2:13 = 24.5%
Khowar:295.2:13 = 22.7%
Turkish_Northwest: 324.2:15 = 21.6%
Russian_Yaroslavl:253.0:12 = 21.1%
Turkish_Balikesir:315.6:15 = 21.1%
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Chechen:262.3:14 = 18.7%
Turkish_Southwest: 268.0:15 = 17.9%
Turkish_South: 266.9:15 = 17.8%
Circassian:247.6:14 = 17.7%
Kumyk: 226.2:13 = 17.4%
Turkmen: 221.1:13 = 17.0%
Balkar: 218.3:13 = 16.8%
Russian_Orel: 215.3:13 = 16.6%
Kalash: 210.4:13 = 16.2%
Norwegian: 207.4:13 = 16.0%
Saami: 206.6:13 = 15.9%
Balkar: 205.8:13 = 15.8%
Ingushian:216.9:14 = 15.5%
Turkish_North: 224.2:15 = 15.0%
Chuvash: 195.1:13 = 15.0%
Russian_Tver: 194.1:13 = 14.9%
Pashtun: 220.8:15 = 14.7%
Turkish_Istanbul: 217.8:15 = 14.5%
Tatar_Crimea: 185.4:13 = 14.3%
Russian_Kaluga:161.9:12 = 13.5%
Russian_Pskov:144.3:12 = 12.0%
Swedish: 154.5:13 = 11.9%
Estonian: 153.7:13 = 11.8%
Russian_Belgorod:138.6:12 = 11.6%
Ukrainian: 147.8:13 = 11.4%
Dutch: 143.0:13 = 11.0%
Hungarian: 141.2:13 = 10.9%
Russian_Voronenzh: 135.6:13 = 10.4%
Burusho:130.0:13 = 10.0%
Czech: 129.6:13 = 10.0%
Turkish_Central: 149.2:15 = 10.0%
Irish: 127.6:13 = 9.8%
Scottish: 123.0:13 = 9.5%
Moldovan: 120.4:13 = 9.3%
Azerbaijani: 117.0:13 = 9.0%
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Polish: 114.3:13 = 8.8%
Kohistani:112.6:13 = 8.7%
Russian_Smolensk: 100.8:13 = 7.8%
Belarusian: 100.5:13 = 7.7%
Bashkir: 86.5:13 = 6.7%
German: 80.4:12 = 6.7%
English: 86.1:13 = 6.6%
Welsh: 84.3:13 = 6.5%
Punjabi_Jatt: 82.0:13 = 6.3%
Croatian: 71.5:13 = 5.5%
Kashmiri_Pakistan: 65.8:13 = 5.1%
Lithuanian: 63.8:13 = 4.9%
Uzbek: 60.1:13 = 4.6%
Mari: 59.3:13 = 4.6%
Uygur_Kashgar2: 59.0:13 = 4.5%
Kurd_Kermanshah: 56.0:13 = 4.3%
Qashqai_Fars: 55.8:13 = 4.3%
Bosnian: 53.6:13 = 4.1%
Qashqai_Isfahan: 51.4:13 = 4.0%
Balti: 51.0:13 = 3.9%
Tatar_Siberian: 42.6:13 = 3.3%
Hazara: 40.2:13 = 3.1%
Uyghur: 39.0:13 = 3.0%
Gagauz: 38.9:13 = 3.0%
Persian_Seyy: 38.5:13 = 3.0%
Romanian: 37.3:13 = 2.9%
Tubalar: 36.6:13 = 2.8%
Kazakh: 35.1:13 = 2.7%
Gujar_Pakistan: 34.7:13 = 2.7%
Shor: 34.1:13 = 2.6%
Swiss_German: 33.7:13 = 2.6%
Serbian: 33.5:13 = 2.6%
French_Paris: 25.6:13 = 2.0%
Khas_Bahun: 28.5:13 = 2.2%
Bulgarian: 28.3:13 = 2.2%
Altaian: 20.5:13 = 1.6%
Kurdish: 18.2:13 = 1.4%
Selkup: 17.2:13 = 1.3%
Italian_NE: 11.0:13 = 0.9%
Maratha: 8.3:13 = 0.7%
Greek: 3.8:13 = 0.3%
Italian: 3.8:13 = 0.3%
Pictures: Volga Tatars
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Volga Tatar folklore and music videos:
Victor Emmanuel Monument on the Capitoline Hill in Rome Italy. Built in honor of the first king of a unified Italy. Note that the Colosseum can be seen in the distance on the left of the photo.
img723
From Heroes of Modern Europe by Alice Birkhead, 1913 [public domain]:
"For Italy and Victor Emmanuel!"
{195}
The year of Revolution, beginning with most glorious hopes, ended disastrously for the Italian patriots. Princes had allied with peasants in eager furtherance of the cause of freedom but defeat took away their faith. The soldiers lost belief in the leaders of the movement and belief, alas! in the ideals for which they had been fighting.
...
Victor Emmanuel, the young King of Sardinia, had won no such popularity, suffering from the prejudice against his family, the House of Savoy, and against his wife, an Austrian by birth. He came to the throne at a dark time, succeeding to a royal inheritance of {199} ruin and misery. The army had been disgraced, and the exchequer was empty. He had the dignity of a king and remarkable boldness, but it would have been hard for him to have guided Italy without his adviser and friend, the Count Cavour.
...
Cavour raged with fury, regretting that he had trusted Napoleon and trusted his King, Victor Emmanuel, who agreed to the proposals for an armistice. Now he heaped them with reproaches because they had {203} given up the Italian cause. He resigned office in bitterness for it was he who had concluded the alliance of France and Italy.
...
Cavour did not openly approve of the attack which Garibaldi was preparing to make upon the Bourbon's sovereignty. Many said that he did his best to frustrate the plans of the soldier because there was hostility between them. Garibaldi could not forgive the cession of Nice to which the statesmen had, ere this, assented. He was bitter in his feeling toward Victor Emmanuel's minister, but he was loyal to Victor Emmanuel. His band of volunteers, known as the Thousand, marched in the King's name, and the chief refused to enrol those whose Republican sentiments made them dislike the idea of Italian unity. "Italy and Victor Emmanuel," {204} the cry of the Hunters of the Alps, was the avowed object of his enterprise.
...
The Meeting of Victor Emmanuel and Garibaldi (Pietro Aldi)
The Meeting of Victor Emmanuel and Garibaldi (Pietro Aldi)
The Red-shirts landed at Marsala, a thousand strong, packed into merchant vessels by a patriotic owner. Garibaldi led them to the mountain city of Salemi, which had opposed the Bourbon dynasty warmly. There he proclaimed himself dictator of Sicily in the name of Victor Emmanuel, soon to be ruler of all Italy. Peasants joined the Thousand, armed with rusty pistols and clad in picturesque goat-skins. They were received with honour by the chief, who was pleased to see that Sicily was bent on freedom. A Franciscan friar threw himself upon his knees before the mighty leader and asked to join the expedition. "Come with us, you will be our Ugo Bassi," Garibaldi said, remembering with a pang the defence of Rome and the fate of the defenders.
At Palermo, the capital of Sicily, the Neapolitan soldiers were awaiting the arrival of the Thousand. They ventured to attack first, being very strong in {205} numbers. The bravest might have feared to oppose the royal troops with such a disadvantage, but Garibaldi held firm when there were murmurs of surrender. "Here we die," he said, and the great miracle was accomplished. "Yesterday we fought and conquered," the chief wrote to the almost despairing Pilo. The two forces joined and Pilo fell, struck by a bullet. It was May 27th when Garibaldi entered the gates of Palermo.
The bells were hammered by the inhabitants, delighted to welcome the brave Thousand to their city. There was still a fierce struggle within the walls, and the Neapolitan fleet bombarded the town. An armistice was granted on May 30th, for the Royalists needed food and did not realize that Garibaldi's ammunition was exhausted. He refused to submit to any humiliating terms that might be offered to Palermo. He threatened to renew hostilities if the enemy still thought of them. All declared for war, though they knew how such a war must have ended. It was by the Royalists' act that the evacuation of the city was concluded.
The Revolution had succeeded elsewhere, and for the last time the Bourbon flag was hoisted in Sicilian waters. The conquest of Sicily had occupied but a few days. The Dictator proceeded thence to the south of Italy and advanced on the Neapolitan kingdom.
Victor Emmanuel would have checked the hero of Palermo, and Cavour was thoroughly uneasy. No official consent had been given for this daring act of aggression, and foreign powers wrote letters of protest, while King Francis II, the successor of Ferdinand, held out such bribes as fifty million francs and the Neapolitan navy to aid in liberating Venice. France induced the King of Sardinia to make an effort to restrain the {206} popular soldier. Garibaldi promised Victor Emmanuel to obey him when he had made him King of Italy.
At Volturno the decisive battle was fought on the first day of October 1860, the birthday of King Francis. "Victory all along the line" was the message sent by Garibaldi to Naples after ten hours' fighting. There had been grave fears expressed by Cavour that the army would march on Rome and expel the French after this conclusion. But the King was advancing toward the south of Italy to prevent any move which would provoke France, and Garibaldi, marching north, dismounted from his horse when he met the Piedmontese, and walking up to Victor Emmanuel, hailed him King of Italy. Naples and Sicily, with Umbria and the Marches, decided in favour of a united sceptre under the House of Savoy. It was Garibaldi's proclamation to the people which urged them to receive the new King with peace and affection. "No more political colours, no more parties, no more discords," he hoped there would be from the 7th of November, 1860. It was on that day that the king-maker and the King together entered Naples. Garibaldi refused all the honours which his sword had won, and left for his island-home at Caprera, a poor man still, but one whose name could stir all Europe.
The Italian kingdom was proclaimed by the new Parliament which met in February 1861, at Turin. All parts of Italy were represented save Rome and Venice, and King Victor Emmanuel II entered on his reign as ruler of Italy "by the Grace of God and the will of the nation."
2 West Coast Railway Class 47 Diesels (Top n Tail) on the GN/GE Line from Doncaster to Lincoln power over Carr Lane Crossing with an empty stock movement from Carnforth to Norwich.
Above, In the distance, can be seen the signalling and Catenary where this line rises to cross the East Coast Main Line by bridge.
The average position of the mass of this system of objects is going to be pretty close to the fire extinguisher, as it by far has the most inertia. But the fact that the laptop is so far away from it will give the laptop some "power" to move the center of mass (cm) towards it. Our equation must account for both distance and size of mass
Day 15 - August 22 - 10.09pm
Usain Bolt prepares to pass the baton to Asafa Powell, who will run the anchor leg of Jamaica's world-record beating 4x100m Men's Relay.
The Jamaicans were so fast it's amazing they were able to do the changeovers properly - I felt sorry for the second leg runner who had to pass the baton to Bolt before he accelerated rapidly into the distance. Usual medal favourites USA and Great Britain weren't in the final after completely messing up their changeovers in the heats.
For more details about Falta, please check: weekenddestinations.info/2011/distance/within-200-kms/fal...
Image 1: 580EX @ full power to camera left, 2ft from subject snooted
Image 2: 580EX @ 1/4 Power to camera left, 6ft from subject snooted
Image 3: 580EX @ 1/8 Power to camera left, 12ft from subject snooted.
Subject was approx 6ft infront of a wall.
This was the first view of snow on the mountains where we were heading for a few days skiing in the Victorian alps in 2005.
Ferry crossing from Seattle to Vashon Island across the beautiful Puget Sound (looking west with the Olympic Mountains in the distance).
2020 June Times Square Social Distancing Wednesday NYC during Coronavirus Protection Medical distancing in Clinton Neighborhood Corona virus COVID-19 near Times Square - AD Advertisement side walk forty second St and 9th Ave NYC 06/17/2020 New York City Covid 19 Subway sign Traffic looking South skyscraper department store sign Blue Sky forty second
We all take different paths in life, but no matter where we go, we take a little of each other everywhere. Have a great Day
Hamish Macpherson uses Jewelboxing to keep the fires buring strong in a long distance relationship. The whole heart-warming story is here: www.jewelboxing.com/blogarchive.php?note=000799.php
strobist: Lighting 102: 1.2 - Position | Distance
speedlight to subject about 170cm
yn460 @ full power, f11, iso100, rf602 trigger
The Peebles Railway was a railway company that built a line connecting the town of Peebles in Peeblesshire, Scotland, with Edinburgh. It opened on 4 July 1855, and it worked its own trains.
The friendly North British Railway later promoted a line, at first identified as the Galashiels, Innerleithen and Peebles Railway, from Peebles to Galashiels, making a connection with the Peebles Railway there, and also with the Caledonian Railway which had its own line at Peebles. The GI&PR line was built by the North British Railway and opened on 1 October 1864.
In 1860 the Peebles Railway company leased its line to the North British Railway, which operated the Galashiels and Edinburgh sections as a continuous through route.
Road transport of goods and passengers provided fierce competition in the 1950s and the line closed in 1962. No railway use is now made of the former lines.
History
Before the Peebles railway
In the eighteenth century Peebles had become an important manufacturing town, chiefly for woollen weaving and also the preparation of cotton and linen products, and also brewing. Its location on the banks of the Upper River Tweed put it on the communication routes of the area, constrained by the hills north and south surrounding Windlestraw Law and Dollar Law respectively.
When the turnpikes were introduced, Peebles was within five hours of Edinburgh by post-chaise. In 1807 Thomas Telford was commissioned to design a double-track waggonway connecting Glasgow and Berwick, a distance of 125 miles (201 km), running through Carluke, Peebles and Melrose. The waggonway would have been horse-operated, and was intended to form an outlet for iron products and lime to the borders area, and agricultural products, in particular grain, to the industrial towns of central Scotland.
The mountainous terrain of the route would have required steep gradients which would have been challenging for horse traction, and the estimated cost of construction was £365,000, a huge amount at that time, and the scheme was dropped.
A second waggonway scheme was proposed in 1821, this time designed by Robert Stevenson, on an alternative route but it too was considered too ambitious to be practicable.
In 1838 the Edinburgh and Glasgow Railway was authorised by Act of Parliament. Although local railways had been operating in Scotland, this was a major advance, connecting the two great cities. As the construction progressed, public opinion became active over making a connection between central Scotland and the merging English railway network. The controversy became very heated, and a great number of schemes were put forward, including some that would run through Peebles. Not all of the schemes were realistic, and in time they reduced to what became the North British Railway line between Edinburgh and Berwick, the Caledonian Railway between Edinburgh and Glasgow and Carlisle through the valley of the River Annan, and what became the Glasgow and South Western Railway via Kilmarnock and Dumfries. These great companies were all authorised by Parliament in the middle years of the 1840s.
The Caledonian Railway proposed the Caledonian Extension Railway in 1845, to run eastward from the Lanark area through Biggar and Stobo to Peebles, continuing through Galashiels to Kelso; this would have cost £1,500,000, the same as the Caledonian Railway itself from Edinburgh and Glasgow to Carlisle. However the proposal was rejected in Parliament.
In 1845 too, the North British Railway suggested a Peebles branch from Galashiels on the line that it was then building, which became the Waverley Route. The townspeople of Peebles did not think an eastward line to Galashiels was their highest priority. Supporters of an independent railway to Edinburgh had also been active, and on 23 June 1845 a meeting was held in Edinburgh. It was told that a line had been designed leaving the Edinburgh and Hawick Railway near the later Niddrie station.
In the 1846 Parliamentary session, the Edinburgh and Peebles Bill failed standing orders, and the North British Peebles branch was withdrawn by its proposers: neither line would proceed.
The Peebles Railway
As the Scottish railway network developed in the following years, the cost of transporting goods to and from towns connected to a line fell dramatically; and Peebles, and other towns not connected, felt at a marked disadvantage in the cost of the necessities of living, and in moving its manufactures to markets, and this heightened the feeling that Peebles must have a railway line. John Bathgate was the principal promoter of the Peebles Railway.
In April 1852 a meeting was held, at which a revised version of the failed Edinburgh and Peebles scheme was tabled. The engineer Thomas Bouch was engaged. The line would run through Penicuik and join the Hawick line at Eskbank, near Dalkeith, shortening the length of new construction, and the line could be built for £80,000. There was considerable enthusiasm locally and in London for the line and numerous persons registered for shares, although in the event many of them did not proceed with the commitment they had made. Enthusiasm took hold of the provisional committee too, for they sought tenders for the construction of the line and accepted one.
There remained the issue of actually obtaining the Act of Parliament incorporating the company, but this went through without great difficulty and on 8 July 1853; the Peebles Railway was authorised, with capital of £70,000.
Getting the line ready
The directors put in hand the construction of the line, under Bouch's supervision, and the share subscriptions were coming in satisfactorily. They considered the working of the line, and talked to the North British Railway but found their financial terms unacceptable. They went to some lengths to explore the possibility of getting an independent contractor to work the line, but this proved fruitless, and the company decided to work the line itself. They set about procuring the rolling stock, and planning the workforce, for operating and for track and rolling stock maintenance, that would be required.
On 2 April 1855 the line was ready enough for the steam locomotive Soho to be brought to Peebles, but this seems to have been a demonstration run, for it was not until 29 May that passenger coaches and goods wagons were brought to Peebles.
The line was considered ready for inspection by the Board of Trade Inspecting Officer, and Captain Tyler visited on 28 June. The inspection was thought to have gone well, but the formal approval received from the Board of Trade stipulated working by one engine only, and that sidings were required to shunt goods trains before passenger trains[note 2] were started. The Company had issued printed bye-laws and regulations, but these referred to disciplinary matters and not to operating rules; the Company had two locomotives and appear not to have given thought to signalling arrangements. While considering what was to be done, the Company started operating within the BoT requirements, and on 4 July 1855 the train service started. This apparently involved the construction of a passing loop at Penicuik.
Relations with the contractor for constructing the line appear to have deteriorated in the final months, and after opening it was stated in a General Shareholders' Meeting that there was an outstanding debt of £5,600, but that the Board would not pursue for damages.
The line in operation
Three trains operated in each direction daily, except Sundays. Leaving Edinburgh the Peebles coaches were attached at the rear of an NBR Hawick train, and detached at Eskbank. There the Peebles Railway locomotive coupled to the detached portion and took the train on to Peebles. The physical junction was at Hardengreen. The locomotives ran tender first from Eskbank to Peebles.
The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself.
In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains. One of these was a "fast passenger" service leaving Peebles at 08:50 and taking 65 minutes, returning at 16:20 and also taking 65 minutes.
Soon after the opening one of the locomotives, St Ronans, became defective, "because it could not negotiate the curves on the track". Although the Company owned two locomotives and was only allowed to use one at a time, nonetheless it found it necessary to hire in a replacement. The other locomotive was named Tweed. The locomotive fleet was soon augmented but the details are unclear. The carriage stock was also required to be increased, but these acquisitions were straining the capital resources of the company and deferment of payment was practised.
The electric telegraph was installed on the line (and the NBR section), giving Peebles telegraph communication with Edinburgh for the first time, from 1858.
Additional capital
A Parliamentary Act was obtained on 27 June 1857 authorising the issue of an additional £27,000 in shares; improvements and rectification of some deficiencies in the original construction of the line needed attention.
In 1859 it was decided to install turntables at Peebles and Hardengreen Junction, as the tender-first running was said to cause excessive wear on the locomotives and the track. The North British Railway had to install the Hardengreen turntable and this seems to have been delayed, being ready in 1860.
The track had been laid with the cheapest materials at the advice of the engineer Thomas Bouch, and already in 1858 it was giving trouble, being in need of major renewal. The routine maintenance was carried out by platelayers with the assistance of a labourer, each responsible for about two miles of route. In August 1860 all the wooden bridges on the line were tarred and repainted.
Extending the line
The Peebles lines in 1866
The Peebles lines in 1866
For some time the community of Innerleithen had agitated for a railway connection, by the building of an independent line from Peebles. A number of attempts were made to bring this about without success, until in 1860 a line was proposed from Galashiels to Peebles through Innerleithen. Agreement was made for the North British Railway to run the trains. The railway was promoted as the Galashiels, Innerleithen and Peebles Railway (GI&PR). A Parliamentary Bill failed in 1860, but being re-presented the following year as an NBR branch, it gained the Royal Assent on 28 June 1861. The capital authorised was £95,000.
A Caledonian dependency, the Symington, Biggar and Broughton Railway, had been extended to Peebles and the GI&PR line would meet it, as well as the Peebles Railway, there.
The first section, from Peebles to Innerleithen, was opened on 10 October 1864 and the remainder on 18 June 1866. The Peebles Railway terminus at Peebles was unsuitable for the through services contemplated, and after unsuccessful overtures to the Caledonian Railway proposing a joint station, the North British Railway built a new single platform station to serve the Galashiels line and the Peebles Railway trains. It was a modest affair, opening in 1864. The Peebles Railway station continued in use for the time being, renamed Peebles (Old).
The train service now operated from Galashiels to Edinburgh via Peebles, as a through route; there were five trains daily, two on Sundays, with some short workings.
The Caledonian Railway station at Peebles was on the south side of the River Tweed and a connection was to be made crossing the river; the connection with the GI&PR line was intended to be a triangle, allowing through running towards Galashiels and towards Edinburgh.
It is doubtful whether the eastward curve was completed, although the earthworks were formed.[note 6] The NBR wished to prevent the Caledonian gaining access to Galashiels, which the curve would have enabled.
When the line opened throughout, the NBR operated passenger trains through from Edinburgh to Galashiels via Peebles.
Lease to the North British Railway
From about 1858 the Peebles Railway considered sale of its line to the NBR "before major expenditure on the line would be required". The NBR itself was planning to absorb several local railways and negotiations were fruitful. On 14 April 1860 a shareholders' meeting heard the proposed sale, but rejected it. The Company Chairman resigned immediately. A further proposal, to lease the line to the NBR, was tabled the following year, on 1 February 1861, and shareholders voted for it. The terms were generous: the line was profitable but considerable upgrade work was necessary. The NBR agreed to pay for PR shareholders to receive between 5% and 6% dividends, as well as considerable other expenses including purchase of the Peebles Railway rolling stock for £20,000. The Peebles Railway (Lease) Act authorised the move on 11 July 1861.
Connecting lines
The Peebles Railway company determined not to extend its line or make branches, but it co-operated with independent concerns that wished to do so and to make connections with its line. In North British Railway days a similar policy was followed.
The Leadburn, Linton and Dolphinton Railway was authorised by Act of 3 June 1862, to form a junction with the Peebles Railway line at Leadburn. It opened on 4 July 1864. The Dolphinton station was separate from the Caledonian Railway station there, although shunt transfers were possible through a siding connection.
During the construction of the Dolphinton line, there was a collision at the junction at Leadburn on 29 October 1863. A construction train working on the Dolphinton line ran away on a steep gradient to Leadburn. The only protection to the main line was a scotch block at Leadburn, and the runaway vehicles ran over the block and collided head on with an approaching passenger train on the Peebles line; a boy was killed and several persons were injured.
The Esk Valley Railway was being promoted in 1860; it was to run to Polton, a village with several important paper mills, from a junction with the Peebles Railway at Hardengreen. The North British Railway provided much of the deposit required to submit the Parliamentary Bill, and the Peebles Railway gave its consent. The Esk Valley Railway got its authorising Act on 21 July 1863, and the line opened on 16 April 1867. The point of divergence of the Esk Valley line was a short distance south of Hardengreen Junction, and the Esk Valley line ran parallel with the Peebles Railway for that section; it was later agreed to convert the two single lines to operate as one double track from Hardengreen Junction to Esk Valley Junction.
The first station on the Esk Valley line was to be called Bonnyrigg. It was closer to the town than the Peebles Railway Bonnyrigg station, but the Peebles Railway was unwilling at first to change the name of its own station. The PR later agreed to change the name of its Bonnyrigg station to Bonnyrigg Road. This led to confusion of passengers, and the NBR renamed the station Broomieknowe and the Peebles Railway station reverted to Bonnyrigg.
The nominally independent Penicuik Railway was authorised by Act of 20 June 1870, for a 4-mile (6.4 km) branch from Hawthornden on the Peebles Railway to Penicuik. It was opened on 2 September 1872, and the company was absorbed by the NBR on 1 August 1876 along with the Esk Valley Railway.
The Peebles Railway had a Penicuik station, which was a considerable distance from the town, and it was now renamed Pomathorn
The North British Railway had renamed Roslin as Rosslyn in 1864 and renamed it again Rosslynlee in 1872 because of the Rosslyn station on the Penicuik Railway line. Rosslyn on the Penicuik line was renamed Rosslyn Castle on 11 Feb 1874. Rosslynlee closed from 1 January 1917 to 2 June 1919.
Amalgamation
From 1870 the Peebles Railway and the NBR considered amalgamation, and agreement having been reached, the North British Railway (Additional Powers) Act of 13 July 1876 authorised the amalgamation, which became effective on 1 August 1876.
Angling Club Cottage Platform
Edinburgh Angling Club had acquired a house, named The Nest, close to the River Tweed, near Clovenfords. (The location is on Cliff Road, a short distance west of the roundabout junction of the present-day A72 and A707.) In 1898 an unadvertised halt named Angling Club Cottage Platform was provided there for the use of club members. The halt became disused in the mid-twentieth century.
The twentieth century
Passenger train services had now been enhanced to six daily from Galashiels to Edinburgh via Peebles with an additional Saturdays Innerleithen to Edinburgh train; by now the typical journey time was a little under an hour from Peebles to Edinburgh. A Peeblesshire Express was introduced for business travel from Peebles to Edinburgh. It left Peebles at 08:44 daily, stopping at Leadburn to attach a portion from Broomlee on the Dolphinton branch, arriving at Edinburgh at 09:37. The return train left Edinburgh at 16:32 Monday to Friday, and 13:33 on Saturdays.
In 1905 the North British Railway extended and improved the Peebles station, although it remained a one-platform station, with no passing loop.
The Border Show was held in Peebles by the Highland and Agricultural Society in July 1906, and the North British was asked to arrange special services at reduced rates, which it declined to do. In 1904 the NBR had declared that it considered Peebles an inappropriate location for the heavy traffic that the show would attract, due to the limited track facilities there. 20,000 visitors daily were expected, requiring 20 to 30 trains. Considerable public criticism resulted, and in March 1905 the NBR realised that the rival Caledonian Railway was improving its own Peebles branch. This resulted in an immediate move to arrange the necessary facilities. Additional stabling sidings and a passing loop were provided, and the Old station was to be reopened temporarily for passenger use. The company was still concerned about line capacity and issued a public notice that "The Company will not guarantee passengers will reach Peebles and will not be responsible for delays." In the event the trains ran and some delays were experienced. The NBR lost considerable good will because of its stance over the matter.
There was a daily goods service over the link line between the Caledonian and North British stations at Peebles, but there was never a regular passenger service. Light engines used it after the closure of Peebles (NBR) engine shed if they required to turn, using the Caledonian turntable. However some passenger excursions used the link. On 25 June 1936 a Caledonian Railway excursion from Lanark ran to Galashiels, using the link, and reversing in Peebles NBR station.
In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). Twenty five years later, nationalisation of the nation's railways took place, and the Peebles route was part of the Scottish Region of British Railways. Now that both railway lines to Peebles were under the same ownership, Peebles NBR station was renamed Peebles (East) on 25 September 1952, although the former Caledonian Railway branch had closed to passengers by then. The NBR station reverted to simple Peebles in February 1958.
Diesel multiple unit trains were introduced on the line from 17 February 1958 after a demonstration run on 11 June 1956; a considerably enhanced passenger service was introduced in the Edinburgh suburban area, extending out as far as Rosewell.
A new station, Rosslynlee Hospital Halt, was opened on 11 December 1958 to serve Rosslynlee Hospital; the exiting Rosslynlee station was not conveniently situated for the hospital. The House Steward at the hospital sold tickets.
However the general decline in local rural passenger services was hastened by the improving bus services, and the Peebles line was nominated for closure. The final passenger trains ran on 3 February 1962, and the following day the route between Hawthornden Junction and Galashiels via Peebles was closed completely.
The Edinburgh suburban passenger service from Edinburgh to Rosewell and Hawthornden continued until Saturday 8 September 1962, being closed from 10 September. The Penicuik branch continued to operate a goods train service, and the Peebles Railway section from Hardengreen Junction to Hawthornden Junction (where the Penicuik line diverged) remained open to serve those trains, until they ceased in 1967.
The entire network of lines is closed to railway activity; the section between Hardengreen Junction and Rosewell has been converted to a cycleway.
Locations on the line were:
Hardengreen Junction; the Peebles Railway diverged from the Hawick line;
Esk Valley Junction; the Esk Valley line diverged;
Bonnyrigg; renamed Bonnyrigg Road from 1868; closed 10 September 1962;
Hawthornden; variously known as Rosewell and Hawthornden, and Hawthornden Junction and Rosewell; closed 10 September 1962;
Hawthornden Junction; the Penicuik Railway diverged;
Roslin; renamed Rosslyn 1864; renamed Rosslynlee 1872; closed 1 January 1917; reopened 2 June 1919;
Rosslynlee Hospital Halt; opened 11 December 1958;
Penicuik; renamed Pomathorn 1872; renamed Pomathorn Halt 1947;
Leadburn; the Dolphinton line diverged; the summit of the line at 935 feet was near Leadburn; closed 7 March 1955;
Earlyvale Gate; opened June 1856; trains stopped at the level crossing on market days etc.; closed 28 February 1857;
Eddleston;
Peebles; closed after 1 October 1864, superseded by new station built by NBR.
North British Railway extension to Galashiels: opened 1 October 1864; closed 5 February 1962.
Peebles; renamed Peebles East 1950; renamed Peebles 1958;
Cardrona;
Innerleithen;
Walkerburn; opened 15 January 1867;
Thornilee; opened 18 June 1866; soon renamed Thornielee; closed 6 November 1960;
Angling Club Cottage Platform; opened 1898; closed after 1932;
Clovenfords; opened 18 June 1866;
Kilnknowe Junction; convergence with the NBR line to Galashiels.
Thought I'd bring new life to an 'old' photo.
Tried some new PP in Photomatix and GIMP. I like this one much better.
Ducks Unlimited observation deck, Shelby Farms, Memphis, Tennessee.
Amboseli National Park, Kenya, Africa - March 5, 2023: Directional sign inside of the park, pointing out distances between landmarks for safari guides
#1 #2 & #3
Nikon D40 18-200mm f/3.5-5.6 VR
ISO 200
1/400
F5.6
Vivitar 285HV 1/8 Power
ebay trigger
#4
Nikon D40 18-200mm f/3.5-5.6 VR
ISO 200
1/400
F7.1
Vivitar 285HV 1/8 Power
ebay trigger
#5
Nikon D40 18-200mm f/3.5-5.6 VR
ISO 200
1/400
F11
Vivitar 285HV 1/8 Power
ebay trigger
#6
Nikon D40 18-200mm f/3.5-5.6 VR
ISO 200
1/400
F36
Vivitar 285HV 1/8 Power
ebay trigger
Feel free to use this image, but make sure to link to brightdrops.com/long-distance-relationship-quotes
Here you can see each portrait with two lateral views, one from the side and the other at 45º from the camera-subject axis. The exposure is adjusted for the portrait, so in each frame the exposition of the face is about the same. You can see clearly how the Inverse Square Law make more apparent the light falloff as the flash approach the subject.
Staring in the top-left frame and turning around in clockwise direction the distances subject-light where about 6m, 3m, 1.5.m and 0.5m
Mr Cyprien Bazikuvuga is a community health worker in the village of Kabuga. Cyprien is using a 'tumbling E chart' to screen a person for their distance vision. If a person reads to line 6 or less in both eyes then they may need eyeglasses and require a pin-hole test.
Revolutionary new adjustable specs invented in Britain will help bring 20/20 vision to hundreds of thousands of people in the world’s poorest countries.
UK charity Vision For A Nation has tested two new ‘adjustable lense’ glasses, developed by an Oxford firm, alongside traditional spectacles and eye tests. The glasses have fluid-filled lenses for which the focus can be adjusted by turning a dial, meaning there is no need for opticians or costly prescription glasses.
The UK’s Department for International Development has invested £250,000 in Vision For A Nation to scale up the project across Rwanda, helping the charity to deliver the new adjustable specs as well as thousands of regular glasses to those in need. The country has a population of 10 million people but just 14 eye doctors, leaving hundreds of thousands of people with entirely preventable poor eyesight.
Picture: Vision for a Nation
One third of the final system.composing my thesis project.
1. Base point for individual towers, slant, and friendliness given, height and count derived from site fitness calculation.
2. Axis subdivided gathered together when within set distance, and lean apart to rebalance. Additional shift to provide view of/from closest urban epicenter.
3. Profile curves based on footprint, proportion, and tapering, potentially n-gon (though in later versions like this one, I've stopped including the parameter). Oriented to superblock at base, toward focus point at zenith.
4. Massing through profiles can be either 0:stepped, 1:bent, 2:smooth (shown here, bent)
5. Core transfers established mediated condition between tendency for continuity and deviation of massing geometry.
6. Cores sized appropriately for floor area. Cores beyond 30 floors are stacked and include additional express elevators.
7. Required elevator calculator, floor area and height determine number of passengers, expected stops, winding cycle, etc...
8. Core location is extracted at each floorplate
9. Pseudo-convex hull operation captures cores which are not directly connected to a floorplate.
10. Tower intersections are resolved to prevent overlap
11. Floorplates converted to slabs, transfer floors are created on a separate layer (limited application of program sorting).
12. Stairs added to stair cores.
13. Glazing added between floors (more complicated than you'd expect since each floorplate has a different number of vertices-as a result of the pseudo-convex hull-and sorts them in a different order-as a result of tower intersections)
14. Structural diagrid at facade
15. Facade cladding, increased transparency with elevation.
more inclusive graphs are here and here, this diagram as a flowchart here.
Sneeze - Before the Storm. Last drag show before the second national UK lockdown in November 2020. Social distancing and all Coronavirus regulations and laws were abided by during the show.
Seen in Bad Soden/Ts (Hessia, Germany)
Image taken with Nikon D800 with Unmarked double Meniscus lens , possibly of German manufacture ("Schülerobjektiv"), adapted for Nikon F mount using 46-49mm step-up ring, 49-42mm step-up ring, 52-42 step down ring, a M42 36–90mm focussing helicoid, M42 to M39 setp-down ring and a M39 to Nikon F adapter, a Meike N-AF 46–68mm focussing helicoid and a 20mm DG extension tube.—As part of the Antique Camera Simulator project.—Image shot 'wide-open', ie f/27.—Post processing: RW to JPG conversion in Nion View NX2. Minor sharpening DS lighting only.
The lens had been acquired (via eBay) under the assumption that, from the looks of it, it was a wide angle landscape lens. Alas it turned out to be a 21cm / 8 inch lens.—As a result of the small maximum aperture, the viewfinder is very dark, making shots closer than infinity extremely difficult to focus in normal, let alone in low light. Moreover, due to the maximum aperture of f/27 there is essentially no bokeh to speak of. — Focal length 21cm.—Rotary aperture disc with 6 holes (1, 2, 3, 4, 6, 8mm) which equate to aperture stops of f/26.6, f/35, f/52.5, f/70, f/115 and f/210. While the front glass has a diameter of 28mm, and thus theoretically an aperture of f/7.5 might be possible, the construction of the lens is such that even if the aperture disc were removed altogether, the maximum aperture that can be reached would only be f/21.—At short distance (5m) the lens seems to be the sharpest at f/53 (4mm opening).
© Dirk HR Spennemann 2014, All Rights Reserved
When the thought of working with wild animals crosses your mind, you think about viewing them from a distance or working along side an animal specialist who is looking over your shoulder at every moment, but on the Guatemala trip, that was hardly the case. Fourteen students, led by Kira Moyer and staff member Jim Terkelsen, traveled to the Petén region of Northern Guatemala to volunteer for ARCAS, a wildlife rescue and rehabilitation center, located deep in the heart of the Mayan Biosphere Reserve. The ARCAS center in Petén was founded with the idea of rescuing and returning animals to their natural habitat and providing education on wildlife as well as the human effects on the environment. The rehab center features acres of tropical forest, veterinary facilities, rehabilitation cages and the hundreds of animals ARCAS works to save each and every day. Volunteers work 3 animal husbandry shifts throughout the day in pairs or in groups to ensure that animals are fed and cared for depending on their stage in the rehabilitation process. We also put in hard labor restoring the primate and aviarian rehabilitation cage, where Guacamayas (Macaws) and Mono’s (monkeys) will make their final stay before being returned to the wild. Throughout the acres of land and in the quarantine center, students were able to interact with kinkajous, monkeys, macaws, parrots, crocodiles, white tail deer, ocelots, a baby otter and many other species. The highlight of working with the animals was the interaction with the ARCAS staff and their willingness to allow the Eckerd students to be very hands on throughout the week. We even had the opportunity to assist in a surgery on a white tail deer and complete a necropsy on a baby deer and a spider monkey!
The travel to and from Guatemala certainly made an impression on the students and was an adventure that many will not forget. After a short plane ride from Miami, an overnight bus ride from Guatemala City delivered us to the small town of Flores on Lake Petén. The sleepy well-travelled group stepped out of the “luxury bus” in this small outpost town and was immediately greeted by the bounding veterinarian and Assistant Director, Alejandro Morales. After a quick greeting, a quick boat ride brought us over to the ARCAS grounds and then the final leg was a “wake you up” hike up to the facility. Our days were filled with tons of animal work and “chores” around the facility in high temperatures, but the pay off was a relaxing swim in Lake Petén at the end of each day and cold showers at night before going to bed. Completing the aviaries and primate cage for next months planned animal moves was a major help to the staff and they were impressed that we were able to complete the work in such a short time.
Our trip also included some fun, as well as immersing ourselves in the culture of Guatemala. Throughout the week, the students worked tirelessly to interact with the ARACS staff, learn the Spanish language and experience Guatemalan cuisine. Later in the week, the group traveled into the island town of Flores, where our limited experiences were put to the test in the streets and the local shops and then the culmination of a group dinner while we were in town. But, that was hardly the end of our cultural experience. Our last day was a visit to the Mayan Ruins at Tikal. After rising early in the morning and after a packed van ride to Tikal, the group enjoyed a 3 hour tour of several Mayan Temples, the Lost City and a palace while learning about how the ruins were constructed and what they were used for in past times. Along the tour, many of the animals we worked with at ARCAS were abundant in the trees around us, as well as the flora and fauna that we had experienced while living in a remote area of Guatemala. Following the tour and the long trip home, the group reflected on their experience and wished they were back in the jungle of ARCAS and leaving their stamp on this special organization who serves so many animals, with so little funding.
Le distanze sono percorsi complicati, annullate solo dal pensiero e dalla memoria.
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Distances are complicated paths. They can only be overcome by the thought and memory.
Bald Eagles nest between October and July in Southeast Texas and always return to the same nest. Right on cue I spotted this one this afternoon here in The Woodlands (there are a couple of pairs here). Actually spotted it, had to quickly get home to get my gear and then return - hoping it was still there. I captured this shot handheld with the Sigma 150-500. ISO 400, 1/500, f11. The bird was at least 150 yards from me and so this is cropped quite a bit. Considering the distance I was from the bird, I am pretty happy with the result. This is also my first capture of an adult Bald Eagle.