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In the early part of 1980 the ex London Country RML`s were starting to appear newly overhauled into red livery. Being inevitably allocated to busy central London routes it was usually possible to stand anywhere in the West End for an hour or so in the expectation of seeing several. Marble Arch was a likely spot and is where I captured RML 2347 emerging from Oxford Street on 9 February 1980.
The expectation for this working was that it would be the Network Rail NMT HST, and so when a pair of Colas Class 37s heaved into view giving it the proverbial beans I was a very happy chappie! Given that they were also racing the clouds to stay in the sun, and winning, was an additional bonus. Colas Class 37 No. 37175, top and tailing with classmate No. 37421, pass Wrenbury on 22nd April 2016 with the 0750 Crewe - Derby test train which ran via Shrewsbury to Newport and back. Copyright Photograph John Whitehouse - all rights reserved
This was taken on Greenwich Ave & W 12th.
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This set of photos is based on a very simple concept: walk every block of Manhattan with a camera, and see what happens. To avoid missing anything, walk both sides of the street.
That's all there is to it …
Of course, if you wanted to be more ambitious, you could also walk the streets of Brooklyn, Queens, Staten Island, and the Bronx. But that's more than I'm willing to commit to at this point, and I'll leave the remaining boroughs of New York City to other, more adventurous photographers.
Oh, actually, there's one more small detail: leave the photos alone for a month -- unedited, untouched, and unviewed. By the time I actually focus on the first of these "every-block" photos, I will have taken more than 8,000 images on the nearby streets of the Upper West Side -- plus another several thousand in Rome, Coney Island, and the various spots in NYC where I traditionally take photos. So I don't expect to be emotionally attached to any of the "every-block" photos, and hope that I'll be able to make an objective selection of the ones worth looking at.
As for the criteria that I've used to select the small subset of every-block photos that get uploaded to Flickr: there are three. First, I'll upload any photo that I think is "great," and where I hope the reaction of my Flickr-friends will be, "I have no idea when or where that photo was taken, but it's really a terrific picture!"
A second criterion has to do with place, and the third involves time. I'm hoping that I'll take some photos that clearly say, "This is New York!" to anyone who looks at it. Obviously, certain landscape icons like the Empire State Building or the Statue of Liberty would satisfy that criterion; but I'm hoping that I'll find other, more unexpected examples. I hope that I'll be able to take some shots that will make a "local" viewer say, "Well, even if that's not recognizable to someone from another part of the country, or another part of the world, I know that that's New York!" And there might be some photos where a "non-local" viewer might say, "I had no idea that there was anyplace in New York City that was so interesting/beautiful/ugly/spectacular."
As for the sense of time: I remember wandering around my neighborhood in 2005, photographing various shops, stores, restaurants, and business establishments -- and then casually looking at the photos about five years later, and being stunned by how much had changed. Little by little, store by store, day by day, things change … and when you've been around as long as I have, it's even more amazing to go back and look at the photos you took thirty or forty years ago, and ask yourself, "Was it really like that back then? Seriously, did people really wear bell-bottom jeans?"
So, with the expectation that I'll be looking at these every-block photos five or ten years from now (and maybe you will be, too), I'm going to be doing my best to capture scenes that convey the sense that they were taken in the year 2013 … or at least sometime in the decade of the 2010's (I have no idea what we're calling this decade yet). Or maybe they'll just say to us, "This is what it was like a dozen years after 9-11".
Movie posters are a trivial example of such a time-specific image; I've already taken a bunch, and I don't know if I'll ultimately decide that they're worth uploading. Women's fashion/styles are another obvious example of a time-specific phenomenon; and even though I'm definitely not a fashion expert, I suspected that I'll be able to look at some images ten years from now and mutter to myself, "Did we really wear shirts like that? Did women really wear those weird skirts that are short in the front, and long in the back? Did everyone in New York have a tattoo?"
Another example: I'm fascinated by the interactions that people have with their cellphones out on the street. It seems that everyone has one, which certainly wasn't true a decade ago; and it seems that everyone walks down the street with their eyes and their entire conscious attention riveted on this little box-like gadget, utterly oblivious about anything else that might be going on (among other things, that makes it very easy for me to photograph them without their even noticing, particularly if they've also got earphones so they can listen to music or carry on a phone conversation). But I can't help wondering whether this kind of social behavior will seem bizarre a decade from now … especially if our cellphones have become so miniaturized that they're incorporated into the glasses we wear, or implanted directly into our eyeballs.
Oh, one last thing: I've created a customized Google Map to show the precise details of each day's photo-walk. I'll be updating it each day, and the most recent part of my every-block journey will be marked in red, to differentiate it from all of the older segments of the journey, which will be shown in blue. You can see the map, and peek at it each day to see where I've been, by clicking on this link
URL link to Ed's every-block progress through Manhattan
If you have any suggestions about places that I should definitely visit to get some good photos, or if you'd like me to photograph you in your little corner of New York City, please let me know. You can send me a Flickr-mail message, or you can email me directly at ed-at-yourdon-dot-com
Stay tuned as the photo-walk continues, block by block ...
My wife Poulami, three days before the birth of our daughter Oli. Happy International Women's Day to everyone!
Shashlyk (meaning skewered meat) was originally made of lamb (in some extent pork or beef ) depending on local preferences and religious observances. The meat is marinated overnight in a high-acidity marinade like vinegar, dry wine or sour fruit/ vegetable juice with the addition of onions, herbs and spices. Shashlyk is usually cooked on a grill called a mangal .
While it is not unusual to see shashlik listed on the menu of restaurants, it is more commonly sold in form of fast-food by street vendors who roast the skewers over wood, charcoal, or coal.
I really liked this shot of the drop at the exact moment when it met the water below... right before it made its splash... Enjoy! :-)
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A transcription of the text of the 'Ghost Ship re-appears' story from the Manning River Times in 1974 is presented in the body of this report.
The largest vessel to be wrecked in the Great Lakes/Manning River area was the American registered barque Harvester. She was built in Bath, Maine in 1875 by E. & A. Sewall. She and her sister ships (Reaper and Gatherer) came to the U.S. Pacific Coast around 1886/7. The Gatherer and the Harvester were converted into barques and traded regularly from San Francisco and Puget Sound; Harvester being a regular visitor to Newcastle from 1895.
Harvester was a substantial vessel; she was a three masted wooden barque of 1494 tons gross, and 1378 tons net. She was 210.1 ft. long, 39.7 ft. beam and 24.1 ft. deep - Registration number: 95385. A. P. Lorentzen of San Francisco was the managing owner, but there were about a dozen people interested in the vessel.
Her final voyage started on November 23rd, 1899 at Chermanius, British Columbia, where she had loaded a cargo of lumber and set sail for Cape Town in South Africa. After unloading her cargo of lumber she was loaded with sand ballast and departed for Newcastle, Australia on 30th April 1900 and was due in Newcastle on 8th June after a 40 day voyage. After a rapid crossing of the Indian Ocean she passed through Bass' Straits and on Wednesday 6th June encountered severe southerly gales that had been raging along the coast of New South Wales. Captain Edwardsen was unable to take solar observations for several days and he decided to exercise caution and hove-to on Friday 8th June for 14 hours; he anticipated that the port of Newcastle would be made on Saturday evening. It was not until later that it was clear that a strong southerly current had carried Harvester much further north than he had calculated. Late in the evening of Friday 8th, Captain Edwardsen finally discerned the revolving light of what he assumed was the Sydney light and set a course of NE by NNE with the expectation of picking up Nobby’s light at the entrance to Newcastle Harbour. Over the period from 6th June to 8th June the winds had swung around from the South to the South-West and the ship was carrying reduced sail area with only the lower and upper topsails in use.
Harvester strikes Big Seal
Shortly after midnight at 12:30 a.m. on Saturday 9th Harvester struck a reef that was later identified as Big Seal Rock – an isolated rock about 2 km South-East of the main group known as Seal Rocks. The revolving light that Captain Petersen had believed to be Sydney light was in fact that of the Seal Rocks lighthouse at Sugarloaf Point. The ship was around 100 miles north of its estimated position.
The man at the wheel, a young Norwegian named Ludwig Fuglestad reported that the rock and breakers were seen but it was too late to change direction as the vessel had “considerable way and went straight on to it. For about five minutes the barque rested on the rock will successive billows crashed over her.” (Newcastle Morning Herald and Miners' Advocate (NSW) Monday 11 June 1900 p.5.)
In the same report, Seaman A. Lundquist, the look-out man, described the scene vividly. He said “that he was barely a hundred yards from the rocks when he saw them. It had been raining, and there was an almost impenetrable mist, objects not being clearly discernible at a distance greater than the ship's length ahead. A moment before he gave the alarm he could see what looked like breakers ahead, but thought that it was only the caps of the seas that were running in long heavy rolls. He had no sooner found out that what he saw were breakers than he discovered rocks. He immediately cried out to the captain, who ordered the man at the wheel to put the helm hard down. The warning and the order were too late, for although the order was immediately obeyed, the vessel had too much way on, and she struck the rocks with such terrific force that he did not think there was a man who was not knocked off his feet. The bows struck first, and the impact was heavy enough to rip the vessel's bottom out. The bows rode over the rock, and then the stern struck. For a couple of minutes the vessel rested on the rock, and then with a couple of wrenches she freed herself. After she got off, the yards were braced, and this enabled the vessel to clear the rocks. When the vessel struck the wind was blowing right astern.” (Newcastle Morning Herald and Miners' Advocate (NSW) Monday 11 June 1900 p.5.)
After a short time Harvester slid off the rock. In his statement to the Sydney Morning Herald (SMH 11 June 1900) Captain John Edwardsen reported “The barque commenced to fill rapidly in the forehold, and in the space of a few minutes we found 2ft of water in the sounding well. The pumps were at once started, but the water gained on us. We had the steam pumps going as well, and all hands worked at the pumps. The leakage, however, increased in volume.”
Captain Issues Order to Abandon Ship
Captain Edwardsen further reported (loc. cit.) “It soon became apparent that she was rapidly sinking, and as she filled she listed on to her beam-ends. The ship's boats were prepared and provisioned with supplies for several days. We stood by the ship for quite a couple of hours, trusting to reach a place of security. At about 2 30 a.m., as near as I can judge, I decided to abandon the Harvester, as she was then completely on her beam-ends. The two boats were launched without much difficulty, one in charge of the first mate and the other in charge of myself. The ship's company numbered 17 all told. There were 11 in the mate's boat and six in mine. We soon became separated in the darkness of the night and lost sight of each other. The barque remained in view for some time, but eventually faded away in the thickness of the night.”
Castaways rescued by Captain Baillie of the steamer Macleay
Captain Edwardsen continued: “We tried to pull towards the beach, but made very little headway. We did not experience any hardship or danger afloat, and were confident that ultimately we would reach the shore. The steamer Macleay hove in sight at daybreak, and we were right in her track. We signalled her with a handkerchief on the end of an oar, but it was unnecessary, as she sighted us just as quickly. The mate's boat with the remainder of the crew was not then in sight. After spending over four hours in open boats during a boisterous night, we were rescued by the steamer Macleay at a point, I believe, five miles distant (north) from the place where we struck. Captain Baillie, in his report confirmed the position “The spot at which I picked up the castaways abreast of Charlotte Head is distant about five miles from the scene of the disaster.
Captain Baillie of the Macleay drops rescued crew at Newcastle
Captain Baillie diverted from his route to Sydney to drop the shipwrecked men at Newcastle. Mr. Goding, the American Consul, took charge of the men and sent the majority of them to the Sailors' Home, where their wants were attended to by Mr. Charles Booth, the superintendent. The ship's company was made up as follows: Master, John Edwardsen; first mate, P. Rorwick; second mate, S. Olsen; cook, Henry Alvan; steward, K. Yoshida (Japanese); seamen, L. Green, A. Coleman, A. Kayherr, B. Schoefen, E. Holzerland, W. Jonsson, L. Koster, E. Evers, A. Lundquist, L. Fuglestad, Josef Anderson, and Jacob Gundersen. Three of the men were on the German ship (Undine) that was wrecked about 780 miles south of Trinidad some three months ago. On that occasion, the castaways were picked up by a steamer after being three days in an open boat; they were taken to Cape Town, where they joined the Harvester.
Wollumbin locates the wreck of the Harvester
The first vessel to see the wreck of the Harvester was the steamer Wollumbin. On Saturday (9th June) she reported that she had sighted the barque Harvester which she said is a total wreck on the south side of Cape Hawke, distant about 14 miles from Seal Rocks, where she struck. The Wollumbin stated that she steamed round the wreckage for several hours in the hope of seeing some of the crew who, unknown to the Wollumbin, had already been rescued. (Newcastle Morning Herald Monday 11 June 1900 (p5))
Australian finds wreckage from the Harvester
The second vessel to locate wreckage was the steamer Australian. Captain Edward Farrell reported that on Sunday (10th June), when five miles north of Seal Rocks, he ran through a quantity of wreckage, including a white painted skylight, a ship's door, two drawers, and other fittings (Newcastle Morning Herald Tuesday 12 June 1900).
Kallatina also notes wreckage from the Harvester
The captain of the steamer Kallatina reported having passed a quantity of wreckage, which he sighted on Monday afternoon [11th June], about four miles north of Cape Hawke, in-the track of vessels passing. (The Inquirer and Commercial News (Perth, WA) Friday 15 June 1900)
Wreckage strewn along the coast from Cape Hawke to Black Head
Reports from Forster indicate that wreckage was strewn along the coastline from Cape Hawke to Blackhead. One location that received particular attention during later years was Diamond Rock at the northern end of Tuncurry Beach. Numerous stories of a substantial amount of debris being washed up after storms around the vicinity of Diamond Rock The Manning River Times Centenary Supplement, June 1969 reported the following:
BEACH HAS A GHOST SHIP: Black Head has a “ghost ship”. The ship, an American sailing vessel, built of Oregon, and called the Harvester, is lodged on Diamond Reef, on the northern end of Tuncurry Beach, just around the corner from Black Head. Parts of her are sighted periodically after heavy seas. One of the last reported sightings was in 1955.
Called locally “The Wreck That Would Not Sink”, the boat struck Seal Rocks in 1900 and the crew made it to shore. As the big tides came later, the ship is reported to have moved off Seal Rocks and sailed about the waters from Cape Hawke to Old Bar for some time, then hit Cape Hawke and partly broke up, drifting to Diamond Reef. Halliday’s Point residents still talk of fittings which were washed up on the beach.
Nineteen years later The Manning River Times (June 13th 1974) reported:
“GHOST SHIP” RE-APPEARS AFTER 20 YEARS IN SAND.
Black Head’s “ghost ship” has made a re-appearance after almost 20 years. The old timbers, normally metres deep in the sand, were unearthed by heavy seas during the past week. She disappeared again under heavy seas on Tuesday. Legend has it that the ship, an American vessel called Harvester built out of Oregon, that struck Seal Rocks about 1900, with the crew all making it safely to shore.
As the big tides came later, the ship is reported to have moved off the rocks and sailed about the waters from Cape Hawke to Old Bar for some time, then hit Cape Hawke and partly broke up drifting to Diamond Reef. The last reported sighting of the ship was 19 years ago.
Pieces of the Harvester were collected by local residents. A dead-eye block found on the beach near Black Head by 9-year-old Moore Hoy and his father was later donated to the Great Lakes Museum Laurie Nicholson. The following is the history of the “DEADEYE BLOCK” on display in the Great Lakes Museum, as told by Mr Moore Hoy who lived most of his life at Tuncurry as a fisherman.
The deadeye block came from the “HARVESTER”, a 1494 ton, 64 metre, wooden barque built in the USA in 1875. Mr Hoy’s father’s home was about half way from the sea on the Blackhead road. It was when he was a boy of 9 years old on the 8th June 1900 when the fully rigged three mast sailing ship hit the outer Seal Rocks.
The wreckage from the ship was strewn on the northern end of Tuncurry beach, most of the deck wedged in the Diamond Reef and on the beach, and over a period of time covered with sand.
Moore Hoy’s father (William Hoy) took his horse and sled across country to the beach, and recovered the two square fresh water tanks from the Harvester and conveyed them home to his property where they were used for many years as water tanks on the house. It was on this trip with his father that Moore picked up the “DEAD EYE BLOCK” on the beach among the wreckage, and had it in his possession until it was given to Laurie Nicholson of Tuncurry
Moore Hoy’s history of the HARVESTER as told to us was that the ship was heading to Newcastle under ballast for a consignment of coal. As the weather was southerly, while tacking into the wind [not possible] the ship was on such a lean that the ballast shifted to one side, making it impossible to sail. The rigging was cut away, hoping this would right her, but to no avail, and she hit Seal Rocks, unfortunately she finally drifted into the face of “The Hawke” and broke up.
The crew took to the lifeboats and were picked up by the “S.S.MACLEAY”.
The “DEAD EYE BLOCK” was donated to the museum by the Nicholson family.
Image Source: Manning River Times 13th June 1974.
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
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Lowaldie.
Farmers took up land here in 1912 with the expectation of a rail siding on the Tailem Bend to Brown’s Well railway. Lowaldie siding opened in 1913 after protests to the railways as they had not planned for a siding at Lowaldie. Lowaldie station finally closed in 1974. A town of 72 allotments was surveyed in 1913 with parklands and suburban lands beyond. By 1916 only two allotments had been sold! The first building in town was a stone Post Office shed. One allotment was set aside for an institute and the locals began amassing money but very slowly. In 1919 they purchased the Post Office stone shed for an institute. It served this purpose from 1920 to 1925. In 1920 the institute was hired out for Methodist church services but this stopped with a year or so for want of a good sized congregation. The building was sold in 1927 to a new postmaster. It remained the Post Office until 1958. A school opened in the Institute in 1922 but closed at the end of that year. The Lowaldie School was then started up a few miles out of town in a rural location to the north of the town. It operated from 1930 to 1940 before final closure. Nothing remains on that site now except for a memorial cairn. In 1934 the residents began to plan for a second institute which was built of limestone and red bricks and it opened in 1935. Sporadic Methodist church services were held in the new Lowaldie Institute from 1936 through to 1970. From 1930 the town parklands and suburban lands were leased to broad acre farmers for cropping. Only two residential allotments were ever sold in Lowaldie.
a gentleman sitting expectantly with picnic table prepared
photographed at Scarborough on the Redcliffe Peninsula, Queensland.
Royal Albatross arriving to check out potentail mate on Campbell Island in the New Zealand Sub Antarctic. For licensing see:
www.gettyimages.co.uk/detail/photo/beautiful-new-zealand-...
For video see:
San José, 2014
Against all expectation the costarican soccer team took the 8th place in the World Football Cup, Brasil 2014, and became the big surprise. We passed first in group D (aka "death group") winning against Uruguay 3-1, Italia 1-0, and finishing equal with England 0-0. In the next round we finished 1-1 with Greece and won the penalties series in extra time. Then, in quarterfinals we finished 0-0 with Holland. Holland continues to semifinals winning the penalties series in extra time. Keylor Navas, our goal keeper (that only receives 2 goals during the entire cup) was nominated best goal keeper and is now playing with Real Madrid. This photo was taken during de match with Greece and became the back page of Semanario Universidad.
Expectation followed by disruption
is the basis for musical melodies.
Too much harmony and sounds become expected and unexciting,
Its the disruptions in the expected that make for the best music,
and images.
They are connected because the same instrument is used to observe both,
the human mind.