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My littlest granddaughter turned one on 21st June, 2008. She is the sweetest little munchkin, with a gorgeous pixie look about her.
#159 on Explore on 22nd June, 2008.
Located on Bradley Wharf in the harbor town of Rockport, Massachusetts, is a fishing shack well know to students of art and art history as "the most often-painted building in America" Built in the 1840s, the artist Lester Hornby (1882-1956) is believed to be the first to call the shack "Motif Number 1"
I promised a friend I'd take him here to shoot BO-1 sometime but with freight operations winding down as the last customer, Rousselot in Peabody, closes we were running out of chances. But with their loco pointed north and one final load to deliver we knew this Tuesday would be the the second to last train so I stayed up late after work and met him in Lynn and took him down here. We ended up having a bit of a wait and lensed five purple window trains opportunistically while we hung out.
Continuing our wait we watched train 5 pass in the form of outbound MBTA/Keolis train 147 headed to Newburyport, led by F40PH-3C 1026 as it crosses over the Saugus Draw at MP 9.5 on the MBTA (ex Boston and Maine) Eastern Route mainline and enters the city of Lynn from Saugus.
The 487 ft long double track bridge dates from 1911 and has a 65 ft movable span. According to the Historic American Engineering Record (HAER) it is a single-leaf Strauss overhead counterweight bascule which is believed to be the oldest known example of its type in Massachusetts. It is particularly significant for its innovative engineering design and association with a prominent bridge engineer, Joseph Baermann Strauss, whose company designed the Golden Gate Bridge in San Francisco.
Alas like so much other legacy Boston and Maine infrastructure, this bridge has reached the end of its useful life and a replacement is in the works as described here: archives.lib.state.ma.us/bitstream/handle/2452/799579/ocn...
To see a broadside view of this same bridge check out this shot: flic.kr/p/2omyemp
Lynn, Massachusetts
Tuesday August 29, 2023
Seagull TLR using Fujichrome Velvia RVP50 cross processed. Goodwood Festival of Speed, July 4th, 2010
A number of stacked loops totalling 11km meander through the forest adjacent to St. Nora Lake. This trail system offers a little bit of everything, from millennia old geological formations which give insight into the last significant ice age, to large bogs, towering cliff faces, mixed forests, challenging climbs and spectacular lookouts. Be sure to pack lunch and your camera because you can spend an entire day exploring these trails.
The High Cliff trail seems to be less busy than the other trails at the Frost Centre. I suspect this is because the first little bit is a very steep switchback, which discourages casual walkers and those with children. The views aren't great (this was the best), but the relative peace and quiet were well worth a few minutes of hard climbing!
This 360° High Dynamic Range panorama was stitched from 64 bracketed photographs with PTGUI Pro, tone-mapped with Photomatix, processed with Color Efex, then touched up on Aperture.
Original size: 20000 × 10000 (200.0 MP; 1.06 GB).
Location: Frost Centre, Algonquin Highlands, Ontario, Canada
Electromotive Division (aka EMD) SD70MAC Demonstrator in CSX Yeoman (Freight) Yard (formerly Seaboard Air Line Freight Yard). This yard serves the CSX S-Line (aka: Former Seaboard Air Line). The S-Line the CSX Freight Line between Tampa & Jacksonville, Florida. Yeoman Yard is located at: 5656 Adamo Drive, Tampa, FL 33619.
Behind the EMD Demonstrator is CSX EMD GP60 Number 6898.
CSX Yeoman Freight Yard and Uceta Passenger Yard (A-Line) are both part of the CSX "Tampa Terminal" Subdivision !
For More Information about Tampa Terminal Subdivision, see:
Number: Unknown
Owner: Duple, Blackpool
Reg No: DHG397Y
Chassis: Neoplan AU N716 (82 86 05)
Bodywork: Duple Caribbean C51Ft (D9036)
New: 1983
A bit of history about this loco :-)
Johnson designed the 1F (41660) class after coming to the Midland Railway in 1873. They were the Midlands standard type of shunting engine. Between 1874 and 1899 280 engines were built at Derby and by outside contractors Neilson, of Glasgow and Vulcan Foundry). In 1907 they were renumbered in the series 1620-1899.
A further sixty locomotives were built by Vulcan Foundary to a slightly enlarged design in 1899-1902. These were numbered 1900-1959. Many of them were fitted with condensing apparatus for working over the Metropolitan widened lines and they were subsequently spent most of their working lives in the London area.
The engines were built with round topped boilers and enclosed cabs. Between 1919 and 1942 they were all rebuilt with Belpaire boilers and a raised cab roof. They were renumbered 7200-7259 in 1934.
After the 47200 class engines were rebuilt with Belpaire boilers the design was adopted by the LMS after grouping as a standard shunting design. The engines were known as Jinties but the origins of this name are not known despite many theories being put forward. They differed from the preceding class in having larger smokeboxes and increased capacity tanks and bunkers.
Four hundred and fifteen engines were built between 1924 and 1931, plus another seven for the SDJR. They were built by a number of outside contractors and they were intended to replace the large number of varied shunting engines inherited by the LMS.
The engines were numbered 7100-7156 and 16400-1764 until 1934. Apart from the War Department locomotives, and two engines which were sold to the NCC in Northern Ireland in 1944 (and regauged to the 5 feet 3 inch gauge) which are detailed below all of the locomotives were taken into BR stock on nationalisation in 1948.
Several of the class were later used as departmental engines by BR. Apart from shunting, some engines were used on North London passenger services and others based at Bromsgrove for banking on the Lickey Incline.
47477, 47478, 47479, 47480, 47481, 47655 and 47681 were fitted for push-pull train working on the Western Region. They were allocated to Upper Bank depot which was transferred from Midland Region to Western Region ownership in 1950. Some of these also spent time at Swansea Victoria and Swansew East Dock.
47310-16 were built in 1929 for the Somerset & Dorset Joint Railway. They were numbered 19-25 and they became part of LMS stock in 1930.
On the outbreak of the Second World War in 1939 they were initially chosen as the standard shunting locomotive for the War Department, but later the more modern Hunslet “Austerity” 0-6-0ST was chosen in preference. Nevertheless, eight engines were transferred to the War Department in 1940 for overseas use. Five of these engines returned to Britain from France in 1948, complete with bullet holes in the tanks. 47659 had carried the name CORSAIR while in France. 47589 was carrying a chimney from a GWR Dean Goods 0-6-0 when it returned.
Two, 7456 and 7553, were converted to the 5 ft 3 in (1,600 mm) Irish broad gauge in 1944 and 1945 for use on Northern Counties Committee lines in Northern Ireland, becoming the NCC Class Y, and numbered 18 and 19. The engines were reboilered by the LMS in 1944, just before delivery to the NCC in August. The conversion to 5 ft 3 in gauge was simply done by reversing the wheels and renewing the tyres and crank pins. Their frames were not altered at all and, possibly due to the light nature of their work, the engines do not seem to have suffered from widening the gauge.
Designated Class Y, the engines were at first used on local trains to Carrickfergus but this practice was discontinued when it was discovered that the bearings were inclined to run hot. A test train of thirty wagons of coal was worked by No.19 from Belfast to Ballyclare Junction without any difficulty. No.18 worked a similar train but had trouble with lubrication. Subsequently, they were put to work on the Belfast Harbour Commissioners’ lines at Belfast docks where despite their relatively long wheel base they could negotiate a 4 chain (80 metre) curve if they proceeded slowly.
Altogether No.18 ran 219 441 miles on the NCC and a total of 612 266 miles in its life. A suspect crank pin led to its early withdrawal in 1956. No.19 ran 667 521 miles altogether, of which 291 971 were on the NCC. It lasted until 1963 although not doing much work in its final year.
In late Spring 1960 the Ulster Transport Authority acquired two 0-6-4Ts from the former Sligo, Leitrim and Northern Counties Railway, which took over duties on Belfast docks.
A total of 412 thus entered British Railways stock in 1948, rising to 417 by the end of the year.
47260 class locomotives were to be found all over the Midland Region on shunting duties which included station pilot work. Five of the class were deployed in Scotland around the Glasgow area with most spending time at Polmadie. On the Western Region there were a small number in the Swansea area of which some were fitted for push-pull working. In addition there were a very few allocated to Bath Green Park and Gloucester Barnwood. Some were utilised in old LMS depots in Yorkshire that in BR days transferred to the North Eastern Region. The odd one was also to be seen on the Eastern Region at places like Tilbury, Spittal Bridge, New England and Stratford. None were deployed on the Southern Region.
47298 was built at a cost of £3,168 by the Hunslet Engine Co Ltd. at Leeds and entered service in 1924 as 7138 but was renumbered 7298 in 1935.
It was initially allocated to Camden depot but moved on to Northampton four years later. Here it stayed until 1941 when it was transferred to Willesden. In 1942 it moved to Bletchley and this became its home until August 1954 when it moved to Sutton Oak, St Helens which was to become its final allocation before being withdrawn and sold for scrap.
Whilst at Bletchley it was renumbered 47298 following the nationalisation of the railways and the forming of BR in 1948.
William Breedon, the father of Brian, was employed to drive 47298 whilst it was based at Bletchley. He was assisted by George King as Fireman and Arthur Lee as shunter. William Breedon was assigned to shunting duties following an accident in November 1941 when he slipped off the step of LMS 12086 after someone had spilt oil. The locomotive was in the process of reversing off a turntable at the time and the accident resulted in every bone in his foot being crushed. He was then unable to operate on the main line as he was unable to run and place detonators on the line in the event of a breakdown etc. This restriction appears to have been ignored during the Second World War.
During its life it went through nine boilers, averaging a boiler change every five or six years. Normally a repaired boiler from another Jinty was received, but in 1938 a new one was fitted. Ten assorted heavy overhauls were carried out, together with a range of light repairs. Derby did some of this work but Bow (North London) is also mentioned on two occasions.
47298 spent its final period at Sutton Oak in store having been declared surplus in 1965 but was not withdrawn from service until December 1966 when it was sold to Woodham Brothers at Barry for scrap. It arrived at Barry in June 1967 and stayed there until July 1974 when it moved to Steamport at Southport.
47298 was fully restored at Steamport in 1979 took part in the Rocket 150 in 1980 and also steamed into Southport station for a joint Steamport/British Rail Joint Exhibition in April 1980.
In 1983 47298 was moved to the Llangollen Railway. During its time at Llangollen 47298 was painted blue and ran as Thomas the Tank Engine.
In April 1988 the locomotive moved to The East Lancs Railway.
In 1996 the locomotive hauled the reopening train on the Northampton & Lamport Railway.
In 2012 it was purchased by Ian Riley and moved to the East Lancs Railway. It has not been steamed since but had previously visited the railway back in 1988 a year after the Bury to Ramsbottom section of the railway opened.
The owner had hoped to have it back in steam before the end of 2017 but later revised this to 2018.
In December 2019 it was revealed that Ian Riley was in the process of selling the locomotive. It is understood that the locomotive will be based on a private railway once the overhaul has been completed.
The locomotive arrived back at Bury shed on the East Lancs Railway in October 2020 following a swift overhaul by its previous owner. It is not known how long the locomotive will stay at the East Lancs Railway.
Number 743 - OPN 658M - the Vauxhall Magnum driven by Mike Stewart seen during practice at Doune Hill Climb, September 2018.
Any additional information clarifying the vehicle's make, model, modifications made and its specific history will be welcomed.
Press "L" to view large.
Here Is Express Motors MAN / East Lancs Myllennium With The Registration Of RX53 LNJ Seen Parking In Caernarfon Bus Station After Departing On Route 88 From Llanberis. Photo Taken Febuary 4 2017. This Was New To Countywide At Reading In 2003 Then This Has Been Sold To Midland Classic.
Inspector Blake
Read the Full Story on my Photoblog | My Facebook Page
A sign on a pile of rocks reads the number 41600 with a shipwreck serving as the background. A photo in the number series which is one of my favorite themes
General Cargo, Motor Vessel Continuity, (IMO Number: 5079123; Official Number: 186250), owned and operated by F. T. Everard and Sons Limited, Greenhithe, is seen here, at Selby Docks, Yorkshire - East Riding, in 1962.
Details as follows:-
General Cargo, Motor Vessel Continuity, launched, Tuesday, 03/05/1955, to yard number 203, by Clelands (Successors) Limited, Willington Quay, Wallsend, and completed the following month, to F. T. Everard and Sons Limited, Greenhithe, registered, London; Gross Registered Tonnage: 655, Net Registered Tonnage: 329, Dead Weight Tonnage: 785; 58.37 (length overall) x 54.25 (length between perpendiculars) x 8.64 (beam extreme) x 8.53 (beam moulded) x 3.61 (depth moulded) x 3.58 (maximum draught); powered by one x model no. 5O, five-cylinder, (320mm diameter x 426mm stroke), two-stroke, single-acting, 500 b.h.p., oil engine, manufactured in 1944, by Newbury Diesel Company Limited, Newbury, Berkshire, and fitted at the time of construction, direct drive to single shaft, single fixed-pitch propeller, machinery aft, speed: 10.0 knots; one deck; three bulk-heads, cargo capacity grain: 41,561 feet3; cargo capacity bale: 37,923 feet3; cargo handling equipment comprised: two x winches, and two x derricks, capacity 1.5 tons; water ballast capacity: 691 tons; bunker fuel capacity: 22 tons.
Launched, Tuesday, 03/05/1955, by Clelands (Successors) Limited, Willington Quay, Wallsend; completed and delivered, June 1955, to F. T. Everard and Sons Limited, Greenhithe; sold, January 1977, to Erika Shipping Company SA, Panama, renamed Salome, registered, Colon, Panama; laid up, 1983, at Frederikshavn, Denmark; sold, 1986 to Lotus Shipping Limited, Colon, Panama; broken up, Friday, 17/05/2002, at Frederikshavn, Denmark.
Victory Liner Inc.
Bus Number: 8009
Model : KingLong Xmq 6118 Y
Coachbuilder : Xiamen King Long United
Chassis : LKLR1HSH86B6
Engine : Nissan Diesel PE6T
Seating Configuration: 2x2
Capacity: 49
Shot Location: Victory Liner Pasay Terminal
The Karner Blue is the state butterfly of New Hampshire. It is also an endangered species with very limited range. It became extinct in New Hampshire. It was re-introduced by a program where the butterflies were raised in captivity and released. The program is ongoing with much work being done to maintain and restore the habitat.
Unfortunately for me the only one I was able to photograph was one of the released ones, not the native ones. The butterflies are marked prior to release, hence the number placed on the wings . Next year I will go there in mid July when they can be found in numbers (including some without the numbers.)
The Karner Butterfly easement is located in Concord,NH near the airport.
Chassis n° L12
DFE 504
Exhibited at Cardiff Agricultural Show - 1948
Converted to RHD
The Dunsfold Collection
Alfold - Surrey
England - United Kingdom
June 2015
Line Number : 636
Original Delivery : February 11th - 1980.
Aircraft History :
11/02/1980 Orion Airways G-BGTW (seen here)
07/03/1985 Transavia Airlines PH-TVX
15/12/1985 Lauda Air OE-ILE
25/03/1988 Transavia Airlines PH-TVX
16/05/1988 KLM PH-TVX
25/04/1994 Transavia Airlines PH-TVX
02/11/1994 KLM PH-TVX
01/06/1995 Ryanair EI-CKS
©737 First-Generation Kodachrome Collection
Line Number : 605
Original Delivery : October 23rd - 1979.
Aircraft History :
23/10/1979 Wien Air N493WC (seen here)
29/11/1984 Alaska Airlines N744AS
28/02/2005 Tri-M.G PK-YGF
01/06/2009 Neptune Air 9M-NEA
28/03/2010 Tri-M.G PK-YGP
Notes : In the last c/s.
©737 First-Generation Kodachrome Collection. Scanned from an original taken by : unknown. Location : SEA