View allAll Photos Tagged Manual
By boat on a canal in Nederland.
Boat movement, low light, long exposure time and manual focus ... the result can be seen here.
Unter einer Brücke
Mit dem Boot auf einem Kanal (Gracht) in Amsterdam.
Bootsbewegung, wenig Licht, lange Belichtungszeit und manueller Fokus...Ergebnis hier zu sehen.
Konishiroku Hexanon 47/1.9 from Konica Auto S
Image from the historic Cemetery Groenesteeg. Founded in 1813, in disuse since WWII and in decay since the 1970s.
Highest Position #191
Yes, a manual Superleggera ! Very rare...
And best config ever for it... Tom, there we go :P
Going to travel tomorrow, back in sunday, bye !
Awesome cars accelerating in Brazil in unique videos ? Go to our channel :
Manual focus 35mm film camera from the Mid 80's / early 90's. Lovely camera to hold and use, I never had a P30N back in the day.as I was probably using a Zenit "E" or Praktica MTL3 before moving to Canon (Still on Canon today EOS 90D). It uses a manual film advance lever. (Remember that FILM!!!) The electronic shutter is in speeds of 1 to 1/1000 sec. The built in light meter is a center-weighted type with a range of 1 to 18 EV with a ISO range of 25 to 1600.
I have just acquired this with a Pentax Zoom Lens, just wondering what to do with it now!!!
Program:Manual
Lens:24-70mm f/2.8 G VR
F:2.8
Speed:1/250
ISO:125
Focal Length:70 mm
AF Fine Tune Adj:+16
Focus Mode:AF-C
AF Area:Dynamic Area (3D-tracking)
Shooting Mode:Single-Frame, Auto ISO, [9]
VR:On
EV:-1/3
Metering Mode:Multi-segment
WB:Auto0
Picture Control:Neutral
Focus Distance:5.96 m
Dof:1.22 m (5.41 - 6.63)
HyperFocal:58.24 m
Let's hear it for the more subdued hues of the female Common redpoll (Carduelis flammea).
Redpolls survive harsh winters with an enlarged esophagus. This allows them to store and digest seed while they sleep during long, cold nights.
Nikon D700, Nikkor 70-200mmf/2.8, 1.4x (240mm)
1/1000 sec; f/4.0; ISO 800
manual exposure, monopod
Thanks for looking!
File name1M6A7027.JPG
File Size 5.7MB
Camera Model Canon EOS 7D Mark II
Shooting Mode Manual Exposure
Tv (Shutter Speed) 1/80
Av (Aperture Value) 3.5
Metering Mode Evaluative Metering
Exposure Compensation 0
ISO Speed 1600
Auto ISO Speed OFF
Lens EF50mm f/1.8 STM
Focal Length 50.0mm
Image Size 5472x3648
Aspect ratio 3:2
Image Quality Fine
Flash Off
FE lock OFF
White Balance Mode Auto
AF Mode One-Shot AF
AF area select mode Spot AF
Picture Style Standard
Sharpness 3
Contrast 0
Saturation 0
Color tone 0
Color Spaces RGB
Long exposure noise reduction Disable
High ISO speed noise reduction Standard
Highlight tone priority Disable
Auto Lighting Optimizer Standard
Peripheral illumination correction Enable (Correction data not available)
Chromatic aberration correction Enable (Correction data not available)
Distortion correction Enable (Correction data not available)
Drive Mode Single shooting
Live View Shooting OFF
#6: manual
ISO Speed - 400
Exif Version - 0230
Date and Time (Original) - 2019:02:04 11:50:15
Date and Time (Digitized) - 2019:02:04 11:50:15
Exposure Bias - 0 EV
Max Aperture Value - 4.8
Metering Mode - Partial
Color Space - sRGB
Custom Rendered - Normal
Exposure Mode - Manual
White Balance - Auto
Scene Capture Type - Standard
Lens Info - 18-135mm f/?
Lens Model - EF-S18-135mm f/3.5-5.6 IS STM
The San Francisco cable car system is the world's last manually operated cable car system and an icon of the city of San Francisco. The system forms part of the intermodal urban transport network operated by the San Francisco Municipal Railway, which also includes the separate E Embarcadero and F Market & Wharves heritage streetcar lines, and the Muni Metro modern light rail system. Of the 23 cable car lines established between 1873 and 1890, only three remain (one of which combines parts of two earlier lines): two routes from downtown near Union Square to Fisherman's Wharf, and a third route along California Street. While the cable cars are used to a certain extent by commuters, the vast majority of the millions of passengers who use the system every year are tourists, and as a result, the wait to get on can often reach two hours or more. They are among the most significant tourist attractions in the city, along with Alcatraz Island, the Golden Gate Bridge, and Fisherman's Wharf. San Francisco's cable cars are listed on the National Register of Historic Places and are designated as a National Historic Landmark.
In 1869, Andrew Smith Hallidie had the idea for a cable car system in San Francisco, reportedly after witnessing an accident in which a streetcar drawn by horses over wet cobblestones slid backwards, killing the horses. Hallidie solicited financial support in 1871 and 1872, and his primary backers were Henry L. Davis, Joseph Britton, and James Moffit.
The first successful cable-operated street running train was the Clay Street Hill Railroad, which had its inaugural run on August 2, 1873. The promoter of the line was Hallidie, and the engineer was William Eppelsheimer; both Hallidie and Eppelsheimer obtained several patents for their work on the Clay Street line. The line involved the use of grip cars, which carried the grip that engaged with the cable, towing trailer cars; the design was the first to use grips. The term "grip" became synonymous with the operator.
The line started regular service on September 1, 1873, and its success led it to become the template for other cable car transit systems. It was a financial success, and Hallidie's patents were enforced on other cable car promoters, making him wealthy.
Accounts differ as to the precise degree of Hallidie's involvement in the inception of the line, and to the exact date on which it first ran. According to the franchise granted by the city, operations were required to begin by August 1, 1873. Retrospective published in 1895 stated that a single car was run over the line at 4 AM on the morning of August 1 with few witnesses to ensure the franchise would not expire. Eppelsheimer would later bring a suit against Hallidie and the Clay Street Hill RR in June 1877 over patents, but dismissed it voluntarily the following March.
The next cable car line to open was the Sutter Street Railway, which converted from horse operation in January 1877. This line introduced the side grip, and lever operation, both designed by Henry Casebolt and his assistant Asa Hovey, and patented by Casebolt. This idea came about because Casebolt did not want to pay Hallidie royalties of $50,000 a year for the use of his patent. The side grip allowed cable cars to cross at intersections.
In 1878, Leland Stanford opened his California Street Cable Railroad (Cal Cable). This company's first line was on California Street, and is the oldest cable car line still in operation. In 1880, the Geary Street, Park & Ocean Railway began operation. The Presidio and Ferries Railway followed two years later, and was the first cable company to include curves on its routes. The curves were "let-go" curves, in which the car drops the cable and coasts around the curve on its own momentum.
In 1883, the Market Street Cable Railway opened its first line. This company was controlled by the Southern Pacific Railroad and would grow to become San Francisco's largest cable car operator. At its peak, it operated five lines, all of which converged on Market Street to a common terminus at the Ferry Building. During rush hours, cars left that terminus every 15 seconds.
In 1888, the Ferries and Cliff House Railway opened its initial two-line system. The Powell–Mason line is still operated on the same route today; their other route was the Powell–Washington–Jackson line, stretches of which are used by today's Powell–Hyde line. The Ferries & Cliff House Railway was also responsible for the building of a car barn and powerhouse at Washington and Mason, and this site is still in use today. In the same year, it also purchased the original Clay Street Hill Railway, which it incorporated into a new Sacramento–Clay line in 1892.
In 1889, the Omnibus Railroad and Cable Company became the last new cable car operator in San Francisco. The following year the California Street Cable Railroad opened two new lines, these being the last entirely new cable car lines built in the city. One of them was the O'Farrell–Jones–Hyde line, the Hyde section of which still remains in operation as part of the current Powell–Hyde line.
In all, twenty-three lines were established between 1873 and 1890.
Originally, the cables were powered by stationary steam engines. For the initial three cables, the Ferries & Cliff House Railway constructed a three-story structure to house two 450-horsepower coal-burning steam engines. The building was complete with a 185-foot-tall smokestack to vent away the heavy black smoke created by the Welsh anthracite coal that the company burned. Expansion of service required two additional 500-horsepower coal-fired steam engines in 1890, and the number and type of engines continued to vary over time. Coal consumption in 1893 was about 10 tons per day. The system was converted to oil in 1901, and the lessened amount of smoke allowed the smokestack to be shortened to 60’; this shortened smokestack still exists at Washington-Mason today.
Electric energy was introduced in 1912, when a 600-horsepower General Electric motor came on-line. By 1926, all steam operation of the cable ended when a second complete electrical drive was installed, a 750-horsepower General Electric product. With reduction in the number of cable car lines, the single 750-horsepower electric motor took over the job of running all of the lines. The problem with that configuration was that if one cable car on one line broke down, all lines had to be stopped. After the 1984 reconstruction, each of the four cables for the three lines (California, Hyde, Mason and Powell) is separately powered by its own 510-hp electric motor.
The first electric streetcars in San Francisco began operation in 1892 under the auspices of the San Francisco and San Mateo Electric Railway.
By the beginning of 1906 many of San Francisco's remaining cable cars were under the control of the United Railroads of San Francisco (URR), although Cal Cable and the Geary Street Company remained independent. URR was pressing to convert many of its cable lines to overhead electric traction, but this was met with resistance from opponents who objected to what they saw as ugly overhead lines on the major thoroughfares of the city center.
Those objections disappeared after the 1906 San Francisco earthquake. The quake and resulting fire destroyed the power houses and car barns of both the Cal Cable and the URR's Powell Street lines, together with the 117 cable cars stored within them. The subsequent race to rebuild the city allowed the URR to replace most of its cable car lines with electric streetcar lines. By 1912, only eight cable car lines remained, all with steep grades impassable to electric streetcars. In the 1920s and 1930s, these remaining lines came under pressure from the much improved motor buses of the era, which could now climb steeper hills than the electric streetcar. By 1944, five of those cable car lines had survived: the two Powell Street lines – by then under municipal ownership, as part of Muni – and the three lines owned by the still-independent Cal Cable.
In 1947, Mayor Roger Lapham proposed the closure of the two municipally owned lines. In response, a joint meeting of 27 women's civic groups, led by Friedel Klussmann, formed the Citizens' Committee to Save the Cable Cars. In a famous battle of wills, the citizens' committee eventually forced a referendum on an amendment to the city charter, compelling the city to continue operating the Powell Street lines. This passed overwhelmingly, by 166,989 votes to 51,457. Klussman led another campaign in 1948 to have the city acquire Cal Cable, but the referendum fell short of the required 2⁄3 majority, with 58% in favor of acquisition; a second referendum in 1949, requiring a simple majority, passed and the city began negotiations with Cal Cable.
In August 1951, the three Cal Cable lines were shut down when the company was unable to afford insurance. The city purchased and reopened the lines in January 1952, but another referendum that would have funded maintenance for the California Street tracks and the powerhouse and car barn at Hyde and California failed in November 1953. The amendment to the city charter did not protect the newly acquired Cal Cable lines, and the city proceeded with plans to replace them with buses; in addition, businesses in Union Square and downtown began advancing plans to convert O'Farrell to automobile traffic, which would remove service through the Tenderloin district via the inner section of the O'Farrell Jones & Hyde line. The result was a compromise that formed the current system: a protected system made up of the California Street line from Cal Cable, the Powell–Mason line already in municipal ownership, and a third hybrid line formed by grafting the Hyde Street section of Cal Cable's O'Farrell-Jones-Hyde line onto a truncated Powell–Washington–Jackson line, now known as the Powell–Hyde line.
This solution required some rebuilding to convert the Hyde Street trackage and terminus to operation by the single-ended cars of the Powell line, and also to allow the whole system to be operated from a single car barn and power house. Much of the infrastructure remained unchanged from the time of the earthquake.
By 1979, the cable car system had become unsafe; it needed to be closed for seven months for urgently-needed repairs. A subsequent engineering evaluation concluded that it needed comprehensive rebuilding at a cost of $60 million. Mayor Dianne Feinstein, who took charge of the effort, helped win federal funding for the bulk of the rebuilding job. In 1982 the cable car system was closed again for a complete rebuild. This involved the complete replacement of 69 city blocks' worth of tracks and cable channels, the complete rebuilding of the car barn and powerhouse within the original outer brick walls, new propulsion equipment, and the repair or rebuild of 37 cable cars. The system reopened on June 21, 1984, in time to benefit from the publicity that accompanied San Francisco's hosting of that year's Democratic National Convention.
Since 1984, Muni has continued to upgrade the system. Work has included rebuilding of another historical car, the building of nine brand new replacement cars, the building of a new terminal and turntable at the Hyde and Beach terminus, and a new turntable at the Powell and Market terminus.
Between 2017 and 2019, the system received a second, but less extensive rebuild. Over the two year project, Muni rehabilitated the cable car system's gearboxes, which had been in service since the last rebuild in 1984.
The system was shut down in March 2020 to protect operators during the COVID-19 pandemic, as cable cars do not offer a compartment separating them from passengers (unlike Muni buses, which kept running). Limited service on all three lines resumed on August 2, 2021. Full revenue service began on September 4. On September 9, a valve failure caused the fire suppression system in the carbarn to activate, shutting down electric power to the powerhouse. Service resumed on September 18.
The cable cars are an iconic part of San Francisco and are protected National Historic Landmarks, but they are not without their critics. Most complaints center around the high cost of operating a system that mostly serves tourists, and the large number of accidents involving the cable cars.
The cable car lines serve around seven million passengers per year, but the vast majority are tourists, rather than commuters. The area where the cable cars operate is well-served by a large number of buses and trolleybuses that often give residents better options for their trips. Also, during busy times, the wait to board a cable car can often reach two hours or more.
While Muni does allow monthly passholders to ride the cable cars at no additional charge, single ride fares are more than triple the fares charged on other Muni routes. The high fares led the San Francisco Chronicle to describe the cable cars in 2017 as a "cash cow" for Muni, yielding a yearly revenue of around $30 million. Still, according to Mission Local, the cable car system had a $46 million operating deficit in 2019. In 2006, then-Mayor Gavin Newsom reported that he had observed several conductors pocketing cash fares from riders without receipt. The following year, the San Francisco auditor's office reported that the city was not receiving the expected revenue from cable cars, with an estimated 40% of cable car riders riding for free. Muni's management disputed this figure and pointed out that safe operation, rather than revenue collection, is the primary duty of conductors. In 2017, after an audit showing that some conductors were "consistently turn[ing] in low amounts of cash", as well as a sting operation, one conductor was arrested on charges of felony embezzlement.
Among U.S. mass transportation systems the cable cars have the most accidents per year and per vehicle mile, with 126 accidents and 151 injuries reported in the 10 years ending 2013. In the three years ending 2013 the city paid some $8 million to settle four dozen cable car accident claims.
Cando Rail Services CCGX 4015 - General Motors EMD GP9 four-axle diesel-electric locomotive, 1959 - EMD 567C 45-degree V-16 two-stroke diesel, 1750-hp
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SLR Magic 8mm 1:4 rectilinear ultra-wide-angle manual-focus lens
P8291380 Anx2 Q90 1400h 1.5k
A welder reinforces a support beam that will act as a brace for a road being repaired in Santa Cruz, Manila, Philippines. Contractors for city infrastructure don't always supply safety equipment for their workers. It is up to the employee to bring their own.
The Helios 44-2 is probably one of the last choices for shooting macros, but it was fun to try to get something out of the old manual lens.
Nothing like walking through the woods in the winter with fogged up glasses when you're manually focusing your camera. :| 6/52
Follow our challenge at 2019 P52
Manual collection
(from down to up & from left to right)
1/1 Unidentified wide angle projection lens
1/2 Industar-50-2 50mm f/3.5
1/3 Lomo T-43 40mm f/4 from Symbol
1/4 Agfa Color-Apotar 35mm f/2.8
1/5 Agfa Color-Agnar 45mm f/3.5
1/6 Carl Zeiss Jena Tessar 50mm f/3.5 T
1/7 B.J. Oehler Wetzlar Felgner Punktar 35mm f/2.8
1/8 Novar-Anastigmat 45mm f/3.5
1/9 Agfa Color-Solinar 35mm f/2.8
1/10 Lomo T-43 40mm f/4 from 8M
1/11 Enna Werk München Ennagon 50mm f/3.5 C
1/12 Rodenstock Trinar 55mm f/3.5
1/13 Meyer Optik-Görlitz Trioplan 45mm f/3.5
2/1 Gamma Magnar 55mm f/4.5
2/2 Meyer Optik-Görlitz Trioplan 75mm f/3.5 V
2/3 Isco-Göttingen Color-Isconar 45mm f/2.8
2/4 Schneider-Kreuznach Karat Xenon 50mm f/2 ▽
2/5 Schneider-Kreuznach Reomar 45mm f/2.8
2/6 Yashica Yashinon 37mm f/2.7
2/7 Agfa Color-Apotar 45mm f/2.8
2/8 Rodenstock Reomar 45mm f/2.8
2/9 Ricoh Rikenon 35mm f/2.8
2/10 Voigtländer Color-Lanthar 50mm f/2.8
2/11 Olympus D-Zuiko 28mm f/3.5
2/12 Enna Werk München Haponar 5cm f/2.9 C
3/1 Voigtländer Ultron 50mm f/2
3/2 Yashica Yashinon 4,5cm f/1.8
3/3 Carl Zeiss Jena Tessar 50mm f/2.8
3/4 Yashica Yashinon 45mm f/2.8
3/5 Kuribayashi Petri Orikkor 4,5cm f/1.9 A.C.
3/6 Samyang 8mm f/2.8 UMC Fish-eye II
3/7 Jupiter-8 50mm f/2
3/8 Revuenon @Mamiya-Sekor 50mm f/1.4 Auto MCF
3/9 Yashica Yashinon 45mm f/1.4
3/10 Reflecta @Tomioka 55mm f/1.8
3/11 Minolta MD 50mm f/2
3/12 Vivitar @Komine 28mm f/2.8 WA MC
3/13 Kōwa Kōki Seisakusho Kowa 50mm f/1.9
4/1 Meopta Anaret 105mm f/4.5
4/2 ŁZK Lucar 50mm f/1.6
4/3 Nikon EL-Nikkor 50mm f/2.8N
4/4 Meopta Belar 50mm f/4.5
4/5 Lomo-16KP 50mm f/1.2
4/6 Meopta Meostigmat 50mm f/1
4/7 Epson PL 22mm f/2
4/8 Helios-44 58mm f/2
4/9 Taylor-Hobson 1½ inch f/1.9
4/10 Industar @FED I-61 53mm f/2.8
4/11 Ricoh XR Rikenon 50mm f/2.0
4/12 Porst @Cosina 50mm f/1.7 Auto MC
5/1 PZO Emitar/S 80mm f/4.5
5/2 Staeble Stellar 85mm f/2.8
5/3 Macro-Revuenon @Enna 28mm f/2.8 MC
5/4 Revuenon @Cosina 55mm f/1.2 MC
5/5 Pentacon 50mm f/1.8 MC
5/6 Pentor @Tomioka 35mm f/2.8
5/7 Kindermann Color 90mm f/2.8 MC
5/8 Helios-44 58mm f/2
5/9 Isco-Göttingen Projar 85mm f/2.8
5/10 Helios-44M-5 @Valdai 58mm f/2
5/11 Tokina 28mm f/2.8
5/12 Carl Zeiss Jena Biotar 58mm f/2
5/13 Konica Hexanon AR 50mm f/1.7
6/1 Inoxar Paris 100mm f/2.8
6/2 Leitz Wetzlar Elmaron 85mm f/2.8
6/3 Isco-Göttingen Projar 100mm f/2.8
6/4 Meopta Miron 100mm f/2.8
6/5 Minolta AF Zoom 35-70mm f/3.5-4.5 with MF adapter
6/6 Tamron 35-70mm f/3.5-4.5 CF Macro BBAR MC
6/7 Minolta MD Zoom 35-70mm f/3.5
6/8 Agfa Agomar 85mm f/3.5
6/9 Meyer Optik Görlitz Diaplan 80mm f/2.8
6/10 Pentacon AV 80mm f/2.8
6/11 Vivitar @Komine 55mm f/2.8 Macro
6/12 Tokina SD 28-70mm f/3.5-4.5
7/1 Taisei Kōgaku Converto-Tamron 135mm f/4.5
7/2 Reflecta @Docter-Wetzlar Agomar 90mm f/2.8
7/3 Pentacon 100mm f/2.8
7/4 Meyer-Optik Görlitz Diaplan 100mm f/3.5
7/5 A. Schacht Ulm Travegar 105mm f/3.5 R
7/6 Leica Hektor-P2 85mm f/2.8
7/7 Vivitar @Komine 135mm f/2.8 AT
7/8 Kalimar @Samyang 35-70mm f/2.8 MC
7/9 Carl Zeiss Jena Sonnar 135mm f/3.5 MC
7/10 Minolta AF 70-210mm f/4.5-5.6 II with MF adapter
7/11 Jupiter-37AM 135mm f/3.5 MC
7/12 Simpson Optical - Chicago 3½ inch f/2.5
7/13 Leitz Wetzlar Colorplan 90mm f/2.5
8/1 Rubimat 500mm f/8
8/2 Benoist Berthiot Cinestar N2 150mm f/2.3
8/3 Carl Zeiss Jena Kipronar 12cm f/1.9
8/4 Voigtländer Heliar 18cm f/4.5 D. R. P.
8/5 Revuenon 500mm f/8 Mirror
8/6 Kobori Koboron AF 60-300mm f/4-5.6 UMCS Zoom Macro
8/7 Meopta Dittar 150mm f/3.5
8/8 Pentacon 200mm f/4
8/9 Braun Super Paxon Vario 70-120mm f/3.5
8/10 Rathenower Optische Werke Visionar 77mm f/1.6
8/11 Schneider Kreuznach AV-Xenotar 150mm f/2.8 HFT
8/12 Kiron 28-105mm f/3.2-4.5
Manual blemish removal and auto colouring worked well but my interest in signaling led me to highlight Bushbury No,1 Up Home signals. The handpoint throw over 'knobs' stand out well and give us the origin of the term 'Knobing Up'
original image obtained via facebook