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A Millers Falls no 3 hand drill, marked Millers Falls , MASS. This drill was made between 1915 and 1920 and is in overall good condition, intact with side handle and detachable main handle.
Handles are made of hardwood with brass ferrules and a well functioning three jaw Ryther's chuck. SIngle pinion drive gear runs smoothly and silently. Crank marked with three dents partially covering logo. These could be owner's marks as they seem intentional. Handle locking mechanism works well, but slight wear to attachment ferrule makes the handle a fraction wobbly.
Hyvä, pinei käsipora malliltaan nro 3. Kookltaan samankokoinen kuin Millers Fallsin nro 1. Irroitettava kahva jonka sisällä on tilaa terille. Kolileukainen hyväkuntoinen ja hyvin toimiva istukka, yksi hammasrata täyshyvässä kunnossa. Tässä porassa on yksi ainut pieni virhe, kahvan kiiinnitysmekanismi on vähän kulunut jonka ansiosta kahva on hivenen löysä. Puuosat öljyttyä kovaapuuta. Valmistuaika: 1915-1920.
These are crappy photos, but I shot the roll in 10mins testing to see if the blutack holding the holga lens onto the nikon was light-tight...yes - blutack.
I love how the handles attach to the purse! Details here: grayallday.wordpress.com/2014/01/02/new-presidio-purse-fr...
Handle up, red gel in main light, 1/1 power, through coroplast grid, with steel lit by flash at 1/32.
This is the underside of the bone handle showing how the corrosion of the tang has caused the halves of the handle to open up and separate. Note how the scales of the handle are carved to match the shape of the scale tang, also the discreet chamfers.
The flag lowering ceremony at the American Military Cemetery near Cambridge in England.
I've seen this ceremony conducted so many times on TV and in films, but this was the first time I'd ever witnessed it at first hand: it was quite a moving experience to see the care with which the flag was handled.
The Cemetery commemorates the names of nearly nine thousand US military service personnel who gave their lives during WW2: 3,812 are actually buried here, and a further 5,127 names are remembered on Tablets of the Missing.
As well as ground forces, a great many of the casualties died as a result of flying missions over Europe, or at sea during the Battle of the Atlantic.
www.abmc.gov/cemeteries-memorials/europe/cambridge-americ...
Bristol Temple Meads is the oldest and largest railway station in Bristol and one of the most historically important railway stations in Britain. Its story begins with Isambard Kingdom Brunel and the opening of the Great Western Railway's original Bristol terminus in 1840, but the station has since been enlarged and rebuilt repeatedly as Bristol grew and the railway expanded. The surviving complex combines Brunel's pioneering Victorian architecture with later Victorian, inter-war and modern additions.
The name “Temple Meads” comes from the land on which the station was built. In the medieval period, the area was associated with the Knights Templar, who owned land here during the 12th and 13th centuries. “Meads” referred to the meadows associated with the site.
Brunel's original station
The railway age reached Bristol through the Great Western Railway, whose main line was engineered by Brunel. The original Bristol station was designed by Brunel in a distinctive mock-Tudor style, deliberately different from the classical architectural language used for many railway buildings. It formed the western terminus of the GWR's broad-gauge railway from London.
The original station opened on 31 August 1840, initially handling trains between Bristol and Bath. Through services to London began almost a year later, after the rest of the Great Western main line had been completed. The London–Bristol route was fully open in July 1841.
Brunel's station was considerably smaller than today's complex. It was essentially a terminus with an arrival platform and a departure platform, together with offices, a boardroom and railway facilities. The surviving Brunel building, now incorporated into the larger station, is exceptionally important because so much of its original arrangement survives. Historic England describes it as “easily the most complete survivor of the early provincial termini” and an exceptionally important example of early railway architecture.
Brunel's original train shed was an impressive engineering structure. Its timber roof used ornamental hammer-beam construction, inspired by the great medieval roof of Westminster Hall. It was designed to shelter the broad-gauge railway while allowing steam and smoke to escape. Historic England regards the roof as an important example of Brunel's response to the particular engineering demands of an early steam railway.
Part of the original engine-shed complex also survives. These buildings were designed in the same mock-Tudor idiom and date from the 1840s. They provide an unusually direct physical connection with the railway's earliest years.
The arrival of other railway companies
Brunel's original station quickly became inadequate because Bristol was not served by the GWR alone.
The Bristol & Exeter Railway began running into Temple Meads in 1841. Its trains initially used the GWR station, but the arrangement proved unsatisfactory. The B&ER subsequently built a temporary station of its own in 1845, at right angles to Brunel's building. A permanent B&ER station followed in 1854, designed in a Jacobean style.
The Midland Railway also reached Bristol in the 1840s after taking over the Bristol & Gloucester Railway. Bristol was consequently becoming a major railway crossroads, with three important railway companies seeking access to the same city.
The result was an increasingly complicated collection of stations and railway facilities. Passenger numbers grew, trains became longer and the railway companies needed much greater capacity.
The great Victorian rebuilding
The solution was a new joint station. An Act authorising the reconstruction was obtained in 1865, and the new station was designed by Sir Matthew Digby Wyatt, who had previously worked with Brunel on the later development of Paddington. The architecture was Gothic, creating a dramatic contrast with Brunel's earlier Tudor Revival buildings.
Construction began in 1871.
The intention was to create a station capable of serving the GWR, Bristol & Exeter Railway and Midland Railway. Separate entrances and booking offices were originally provided for the different companies, with their names carved into the stonework. Before the new arrangement was fully completed, however, the GWR and Bristol & Exeter Railway had amalgamated.
The first part of the rebuilt station opened on 6 July 1874. The full station opened on 1 January 1878, with seven platforms. Another platform was added in 1898.
The Victorian station is the core of the building that survives today. Historic England lists it at Grade I, recognising its exceptional architectural and historic importance. The listing describes the main train shed as having a two-centred trussed roof with traceried arch braces, octagonal corbel shafts and decorative black diaper work.
The surviving station is therefore not simply “a Victorian station”. It represents a remarkable combination of two generations of railway architecture: Brunel's original 1840 station and Wyatt's later 19th-century expansion.
Bristol becomes the gateway to the West
By the late Victorian period, Temple Meads had become one of the principal railway gateways to south-west England.
The expansion of the GWR network towards Exeter, Plymouth and Penzance, together with routes into South Wales and towards Gloucester and the Midlands, transformed Bristol into a major railway interchange. The station was increasingly handling long-distance passengers travelling for business, commerce and holidays.
The railway was also crucial to Bristol's industrial development. Goods trains brought raw materials into the city and carried manufactured products away, while the passenger railway connected Bristol with London and the rapidly developing railway network throughout Britain.
The station consequently became much more than a terminus. It became the principal gateway through which people and goods entered and left the city.
The 1930–35 expansion
The Victorian station was eventually overwhelmed by traffic.
Holiday travel became particularly important after the First World War. Bristol was a major interchange for passengers heading towards the West Country, and the existing station had insufficient capacity.
In 1929, the GWR decided to undertake another major enlargement. The plan effectively doubled Temple Meads in size, increasing the number of platforms from nine to 15.
Work began in November 1930, under the direction of architect P. G. Culverhouse, and was completed in December 1935. The new sections incorporated distinctive cream-coloured terracotta buildings and gave the station much of its present scale.
This expansion is particularly interesting because it did not replace the Victorian station. Instead, the 1930s work was carefully integrated with the existing complex, producing a layered station in which architecture from different periods sits alongside itself.
The Second World War
The station was affected by wartime bombing. Bristol was an important industrial and port city, making it a target during the Second World War.
One of the most visible consequences was the loss of the steep French Empire roof that had originally topped the station's tower. Historic England records that the roof was destroyed during the war.
The station nevertheless survived and continued to perform its essential role throughout the conflict.
The end of the broad gauge
One of the most important technological changes associated with Temple Meads occurred long before the modern era: the conversion of the Great Western Railway from its famous 7 ft ¼ in broad gauge to standard gauge.
Brunel had chosen the broad gauge partly because he believed it would provide advantages in stability and high-speed operation. By the 1890s, however, the advantages of standard gauge and the need for compatibility with the rest of Britain's railway network had become overwhelming. The GWR completed its conversion to standard gauge in 1892.
Temple Meads consequently changed from a station serving Brunel's distinctive broad-gauge railway into a standard-gauge railway junction connected seamlessly with the rest of Britain.
Nationalisation and modernisation
In 1948, the railway companies were nationalised and Temple Meads became part of British Railways.
The post-war railway brought another major technological transformation. Steam locomotives gradually disappeared, replaced by diesel and electric traction. Temple Meads survived this transition, although the railway environment around it changed enormously.
The original Brunel train shed continued in railway use for 125 years. It finally closed as a functioning train shed on 12 September 1965. The historic roof was subsequently incorporated into the station's car-park area rather than being demolished completely.
This is one of the station's most remarkable survivals. A structure designed by Brunel for the earliest generation of steam trains remains physically present even though it no longer performs its original railway function.
Temple Meads in the modern railway
The station continued to be Bristol's principal railway gateway throughout the late twentieth century.
The development of InterCity 125 services was particularly significant. The HST transformed journeys between Bristol, London and the West Country, allowing much faster services without the need for immediate electrification of the routes.
Temple Meads therefore became associated with some of Britain's most famous high-speed diesel trains, just as it had previously been associated with Brunel's broad-gauge steam railway.
The station also became an important regional interchange, serving destinations including London, Cardiff, South Wales, Bath, Weston-super-Mare, Exeter and destinations further west.
Electrification and recent improvements
The twenty-first century has brought another major technological change: electrification of parts of the Great Western network.
The electrification programme reached Bristol-area routes during the 2010s, allowing electric trains to operate towards London and other destinations. Temple Meads consequently entered another phase of railway modernisation more than 175 years after Brunel's original station opened.
The station has also undergone extensive restoration and improvement. Network Rail has undertaken major work on the historic roof, including extensive repairs to metal and timber components and complete reglazing of the roof and platform canopies. The programme formed part of a wider effort to preserve the Grade I-listed station while improving its facilities.
Modern signalling and track improvements around Bristol have also been intended to increase capacity and allow more frequent services. Network Rail has described these works as part of a major investment programme in the Bristol railway network.
A station built in layers
One of the most fascinating things about Bristol Temple Meads is that its history can be read directly from its architecture.
The Brunel building represents the pioneering railway of the 1840s.
The Matthew Digby Wyatt station represents the extraordinary expansion of the railway during the Victorian period.
The 1898 addition reflects the continuing growth of traffic.
The 1930–35 extension represents the inter-war expansion of holiday and long-distance railway travel.
The surviving 1960s Brunel train-shed roof represents the end of the original steam-era station.
Modern electrification, accessibility improvements and restoration represent the continuing adaptation of the complex to twenty-first-century railway requirements.
Few British stations demonstrate this sequence so clearly.
The meaning of “Temple Meads”
The unusual name is itself a piece of local history. The site was historically known as Temple Meads because the Knights Templar held land here during the medieval period. The railway therefore acquired a name that was centuries older than the railway itself.
That creates an interesting chronological contrast: medieval land ownership, Victorian railway engineering and modern transport infrastructure all survive in the identity of the same place.
Temple Meads and Bristol
The station has been fundamental to Bristol's development for nearly two centuries.
Brunel's railway connected Bristol with London and helped integrate the city into Britain's industrial economy. The subsequent expansion of the railway made Bristol a gateway to the South West and South Wales. The station brought huge numbers of passengers into the city and allowed Bristol businesses to reach markets throughout Britain.
Its importance has never really disappeared. Network Rail currently describes Temple Meads as Bristol's oldest and largest railway station, with millions of passengers travelling through it every year.
There is also a fascinating contrast with Bristol Parkway. Parkway opened in 1972 as a purpose-built out-of-town “parkway” station designed around motorway access and car parking. Temple Meads represents the opposite philosophy: a railway station deliberately brought into the heart of the city in the nineteenth century.
Temple Meads is therefore the historic railway gateway into Bristol, while Parkway represents the railway adapting to the road-oriented transport patterns of the twentieth century.
Why Bristol Temple Meads is historically important
The station is significant not merely because it is old, but because it preserves evidence of several fundamental stages in British railway development.
It contains one of the most complete surviving examples of an early provincial railway terminus designed by Brunel. It preserves the great Victorian rebuilding designed by Matthew Digby Wyatt. It incorporates the major 1930s expansion that responded to the growth of mass passenger travel. It survived wartime damage, nationalisation, the disappearance of steam and the transformation of the railway into a modern electrified network.
Its Grade I listing reflects that exceptional importance.
The station is also a remarkable example of railway buildings being repeatedly adapted rather than simply demolished and replaced. Brunel's original station was incorporated into Wyatt's later complex, and the Victorian station was subsequently enlarged in the 1930s. As a result, the building is effectively a physical history of Bristol's railway development.
Today, Bristol Temple Meads remains an active railway station rather than a museum. Modern electric and diesel trains operate alongside structures created in the 1840s and 1870s. Passengers can therefore stand within a railway complex whose oldest surviving elements date from the very beginning of Britain's railway revolution.
Its history is ultimately one of continuous adaptation. Brunel created the first station because Bristol needed a connection with the new railway world. Wyatt enlarged it because the railway had already outgrown Brunel's original conception. Culverhouse expanded it again because mass railway travel had transformed the West Country. British Rail adapted it to diesel and electric traction, while today's railway is once again upgrading it for modern passenger demand.
Bristol Temple Meads consequently remains one of the clearest physical demonstrations of how the British railway evolved from a pioneering Victorian technology into the modern national transport network. Brunel's 1840 terminus is still at the heart of the station, surrounded by nearly two centuries of additions, alterations and railway history.
This shows my process of hand carving an axe handle from beginning to end. The only part missing is splitting a log down to make a plank for me to work down.
Trying my hand more at these abstract geometric compositions. I figure the basics are never too bad to study.
Handle Karton Box
Handle Pack
Handle Plastic
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