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Image 1: D9002 'The King's Own Yorkshire Light Infantry' hauling 1A16, the 08:00hrs from King's Cross to Edinburgh - 'The Talisman', taken 20th October 1966, with Dad at the helm.
Image 2: 55002 'The King's Own Yorkshire Light Infantry' at York, taken 16th September 2013, again with Dad at the helm.
47 years separate these two images, with Dad a young 43 years old back then, and a grand age of 90 today, and exactly the same locomotive, with a few modern day bits and pieces of safety equipment.
*Dedicated to the love of my life* like all of my pictures my Sirenia.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
The seasons pass fast and my love for you each day become stronger.
I have your name indelibly in my heart the mark of everlasting love
We are together we are one forever, i will never abandon my promise
I am totally yours belongs to you body heart and soul
I love you and I admire you, you are you my muse and my goddess,
your presence makes my world wonderful you gave me breath by your breath.
All these years been looking for you I have waited you and yes
at finally a great day the roads of our lives joined,
together will be walk this path this wonderful trip of our lives,
i will never leave your hand, you never will walk alone I will always be beside you,
you and me forever until the eternity.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~`~~
For more wonderful poems visit this site :My Own Avalon
and the set Our Art ~Poems and Images~
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We've owned two Cadillacs, a 1984 Sedan de Ville and an 1990 Brougham d'Elegance.
I bought the 1984 Sedan de Ville from a neighbor. The moment I pressed my foot on the accelerator and heard the chugging of the V-8 engine, I was sold. It was made during the early phase of mileage awareness. There were red and green lights on the dashboard. The light would flash red whenever I pressed the accelerator. When we were cruising on the highway, the light would turn green.
The Brougham d'Elegance had the lowest maintenance costs of any car we've owned. I loved it because it was so vulgar: every interior surface larger than a chocolate bar bore the "Cadillac" badge in chrome to remind you it wasn't a Chevy.
We'll never see the likes of these sedans again.
5501 W National Ave, West Allis, WI
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Small-town downtown hotels seem to have their own personality, don't they?
So in August 2022 I gave my dad a copy of Anthony Sava's Wild Western-style 4-4-0 from 2007, with my own adjustments in some places. I have now designed a companion model, but from an Eastern railroad. The new engine (in blue) has a straight stack and burns coal, in comparison to the older one (in green) that has a balloon stack and is wood fired.
Bob Welch, one of the founding members of Fleetwood Mac, took his own life this week here in Nashville after a long battle with an undisclosed illness which caused him great pain. Bob wrote and sang with Fleetwood Mac in those early years, and was responsible for many wonderful pieces of music, including this one. All of us in Nashville as well as the music world are saddened by his passing, and after going over these lyrics I realized they perfectly relate to my own feelings about Nature, and the Tetons. With that being said, I dedicate this to Bob Welch and the millions of fellow fans around the world who are feeling a little empty this weekend.
www.youtube.com/watch?v=rn4Kuv9LyDE
You are here and warm
But I could look away and you'd be gone
Cause we live in a time
When meaning falls in splinters from our lives
And that's why I've traveled far
Cause I come so together where you are
And all of the things that I said that I wanted
Come rushing by in my head when I'm with you
14 joys and a will to be merry
And all of the things that we say are very
Sentimental gentle wind
Blowing through my life again
Sentimental Lady
Gentle one
Sentimental gentle wind
Blowing through my life again
Sentimental Lady
Gentle one
Well sentimental gentle wind
Blowing through my life again
Sentimental Lady
Gentle one.
All I need is You.
Autumn at Schwacher's Landing
Grand Teton National Park
was owned by VMT at the time this picture was taken in Roanoke, VA and stored in an unused portion of NS' Shaffers Crossing yard.
The unit was built while the EL was controlled by Dereco, an NW subsidiary, and thus constructed to their specs with dual control stands.
In late-2018, it was announced that the Youngstown Steel Heritage group was acquiring the unit. YSH has plans to eventually restore it to it's as-delivered EL scheme.
Built in 1969 as EL 3639 to CR 6670, returned to NW in 1984 as NW 6670, donated to VMT 1985.
Yup, common blackbird peeking on me while minding his own business in the leaves. Hope he found what he's been looking for!
DB Cargo owned, DRS blue de-branded, Virgin Trains East coast hired class 90 no. 90034 sits on London Kings Cross having arrived with 1A22 from Leeds on 15th November 2016. Class 90s have been reappeared on the East Coast to cover for unavailable VTEC class 91s. So far 90036, 90034 and 90029 have worked.
The Class 90 locomotives were introduced between 1987 and 1990 for use on both freight trains and passenger trains. 50 locomotives were produced by BREL at Crewe Works for use on the West Coast Mainline. The locomotives have a top speed of 110mph and are fitted with thyristor controls instead of the traditional tap-changers which their predecessors used. 26 locomotives were soon dedicated to Freight Traffic and were renumbered as Class 90/1 with their top speed limited to 75mph and ETH isolated. 90001- 90015 were operated by Intercity on express trains from Euston, 90016-90020 were operated by Rail Express Systems on travelling post office trains and 90021-90050 were ran by Railfreight Distribution on Freight trains with 90021-90024 remaining as Class 90/0 locos for possible rescue use or work on passenger trains. Upon privatisation of British Rail 90001- 90015 went to Virgin Trains for use on WCML express workings, 90016- 90040 went to EWS and 90041- 90050 went to Freightliner. The first change to this came in 2004 as Virgin Trains began to retire locomotive hauled series, 90001- 90015 were progressively transferred to Anglia for use on express trains out of London Liverpool Street replacing the ageing Class 86/2s that were in use on services at that time. Initially, the Class 90 locomotives were unreliable and a few 86s remained in use however, by 2006 reliability had significantly improved and the 15 90s had taken over the service. The next change came when 90050 caught fire in late 2004, it was placed in storage and Freightliner hired in 90016 to replace it. During this time 90016's lease has became permanent and the loco has been painted in Freightliner's Green livery. At present 90042 can be found out of traffic after suffering a major fire and several of the DB locos are stored out of use at the electric depot in Crewe with at least one example having a tree growing out of it. 90016, 90041, 90046 are painted in Freightliner Green, 90043, 90044, 90047, 90048 and 90050 are painted in Freightliner Grey. 90042, 90045 and 90049 are painted in Freightliner Powerhaul. For those of you who want a last sight of 90050, it is sat at the far end of the cutting line at Crewe LNW&R behind 86247, it can be glimpsed from trains going down the mainline soon after departure from Crewe and can be more easily viewed by trains which go down the Stoke line as this goes directly past the cutting line. 90042 is now close to a return to service and in November 2014, it returned and worked several trains before failing again. In January 2015, 90042 returned to service. In April 2015, DBS started to run pairs of class 90 locomotives on trains previously operated by class 92s.
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Privately owned 155 183-7 (D-MAED) heads a rake of ARS Altmann Hccrrs covered cartics north through Hünfeld on an unknown service. Out of sight on the rear of the train were John Deere diggers on Transwaggon Laadkks cartics.
The locomotive was on hire to DB recently, but they do not operate ARS Altmann trains normally, so I suspect this loco may have been on hire to PCT or TXL and likely to be headed to Bremerhaven as it was seen later the same day www.drehscheibe-online.de/foren/read.php?004,8313733
The locomotive must be on hire to one of the freight operators as it is privately owned by Maik Ampft Eisenbahndienstleistungen, Limbach-Oberfrohna "155 183-7" [NVR-Nummer: 91 80 6155 183-7 D-MAED].
More information on this locomotive is available here: br143.lok-datenbank.de/index.php?nav=1000001&id=25871...
Owned by the National Trust, managed by English Heritage:
www.english-heritage.org.uk/visit/places/mount-grace-priory/
Owned by the Petersen Museum, Los Angeles.
View of Pacific Ocean.
La Jolla Motor Car Classic.
Originally the car was a 1925 Rolls-Royce Phantom I with a body built in 1934 by Jonckheere of Belgium. Like all other prewar Rolls-Royce motorcars, this Phantom I was delivered new in chassis-only form to a coachbuilder. Hooper & Co. was the chosen body maker and in 1925, the completed vehicle was delivered with cabriolet coachwork to its first owner, a Mrs. Hugh Dillman of Detroit.
Locomotive Services Limited owned, InterCity liveried class 90 no. 90002, 'Wolf of Badenoch', whines to a stand on the down fast at Nuneaton on Saturday 12th December 2020 working 1Z90 London Euston to Glasgow Central, the down 'Royal Scot' charter.
The very smart mk3 rake was formed of: 10416, 11068, 11070, 11098, 10411, 11076, 11087, and mk3 Driving Van Trailer no. 82139.
The Class 90 locomotives were introduced between 1987 and 1990 for use on both freight trains and passenger trains. 50 locomotives were produced by BREL at Crewe Works for use on the West Coast Mainline. The locomotives have a top speed of 110mph and are fitted with thyristor controls instead of the traditional tap-changers which their predecessors used. 26 locomotives were soon dedicated to Freight Traffic and were renumbered as Class 90/1 with their top speed limited to 75mph and ETH isolated. 90001- 90015 were operated by Intercity on express trains from Euston, 90016-90020 were operated by Rail Express Systems on travelling post office trains and 90021-90050 were ran by Railfreight Distribution on Freight trains with 90021-90024 remaining as Class 90/0 locos for possible rescue use or work on passenger trains. Upon privatisation of British Rail 90001- 90015 went to Virgin Trains for use on WCML express workings, 90016- 90040 went to EWS and 90041- 90050 went to Freightliner. The first change to this came in 2004 as Virgin Trains began to retire locomotive hauled series, 90001- 90015 were progressively transferred to Anglia for use on express trains out of London Liverpool Street replacing the ageing Class 86/2s that were in use on services at that time. Initially, the Class 90 locomotives were unreliable and a few 86s remained in use however, by 2006 reliability had significantly improved and the 15 90s had taken over the service. The next change came when 90050 caught fire in late 2004, it was placed in storage and Freightliner hired in 90016 to replace it. During this time 90016's lease has became permanent and the loco has been painted in Freightliner's Green livery. Several of the DB locos are stored out of use at the electric depot in Crewe with at least one example having a tree growing out of it. 90016, 90041, 90046 are painted in Freightliner Green, 90047, 90048 and 90050 are painted in Freightliner Grey. 90042, 90043, 90045 and 90049 are painted in Freightliner Powerhaul, 90044 is in the Freightliner G&W orange and black livery. In January 2015, 90042 returned to service. In April 2015, DBS started to run pairs of class 90 locomotives on trains previously operated by class 92s. In late 2019, the arrival of the FLIRT units on the Great Eastern Mainline resulted in the Greater Anglia Class 90s becoming redundant. 90001 and 90002 were transferred to Locomotive Services Limited in Crewe. 90003-90015 have been transferred to Freightliner.
c/n 2141.
Built 1967.
Owned by the Duxford Aviation Society as part of the British Airliner Collection.
Seen being repainted in Hangar 1 at the Imperial War Museum, Duxford Airfield, Cambridgeshire, UK.
16th February 2019
The following history for ‘FB’ is from the Duxford Aviation Society website:-
“G-AVFB was the second of fifteen Trident 2Es ordered by BEA. It made its first flight at Hatfield on 2nd November 1967, and was delivered to Heathrow on 6th June 1968.
In June 1972 it was sold to Cyprus Airways, to replace one of that airline’s 2Es which had been damaged in a heavy landing, and was re-registered 5B-DAC In July 1974.’AC was parked at Nicosia airport when the Turks invaded Northern Cyprus, and it suffered gunfire damage in the ensuing fighting. Afterwards it was abandoned on the airfield along with other damaged Tridents Eventually British Airways sent some engineers to survey the Tridents to see if any of them could be repaired and then recovered to London with a view to returning them to service. ‘AC was in better condition than the other aircraft, having sustained just some bullet holes in its fuselage, and these were repaired with patches. It was ferried to Heathrow in May 1977, and restored to its original British registration. Following its total refurbishment and repainting in BA livery, ‘FB was used on the airline’s inter-city shuttle services until 27th March 1982, when it operated a London-Manchester service. It was then donated to the DAS, and was flown to Duxford on 13th June 1982, where the year’s main airshow was being held, and performed a short display before landing. It had then flown a total of 21,642 hours and made 11,726 landings. Work then began to prepare the aircraft for opening to the public. In1990 ‘FB was repainted in its original BEA ‘Red Square’ livery. Since then the Trident has remained on display outside, and this has necessitated a continual programme of monitoring both its external and internal condition and dealing with any problems that are encountered.”
Rochester is a town and historic city in the unitary authority of Medway in Kent, England. It is situated at the lowest bridging point of the River Medway about 30 miles (50 km) from London.
Rochester was for many years a favourite of Charles Dickens, who owned nearby Gads Hill Place, Higham,[1] basing many of his novels on the area. The Diocese of Rochester, the second oldest in England, is based at Rochester Cathedral and was responsible for the founding of a school, now The King's School in 604 AD,[2] which is recognised as being the second oldest continuously running school in the world. Rochester Castle, built by Bishop Gundulf of Rochester, has one of the best preserved keepsin either England or France, and during the First Barons' War (1215–1217) in King John's reign, baronial forces captured the castle from Archbishop Stephen Langton and held it against the king, who then besieged it.[3]
Neighbouring Chatham, Gillingham, Strood and a number of outlying villages, together with Rochester, nowadays make up the MedwayUnitary Authority area. It was, until 1998,[4]under the control of Kent County Council and is still part of the ceremonial county of Kent, under the latest Lieutenancies Act.[5]
Toponymy[edit]
The Romano-British name for Rochester was Durobrivae, later Durobrivis c. 730 and Dorobrevis in 844. The two commonly cited origins of this name are that it either came from "stronghold by the bridge(s)",[6] or is the latinisation of the British word Dourbruf meaning "swiftstream".[7]Durobrivis was pronounced 'Robrivis. Bede copied down this name, c. 730, mistaking its meaning as Hrofi's fortified camp (OE Hrofes cæster). From this we get c. 730 Hrofæscæstre, 811 Hrofescester, 1086 Rovescester, 1610 Rochester.[6] The Latinised adjective 'Roffensis' refers to Rochester.[7]
Neolithic remains have been found in the vicinity of Rochester; over time it has been variously occupied by Celts, Romans, Jutes and/or Saxons. During the Celtic period it was one of the two administrative centres of the Cantiaci tribe. During the Roman conquest of Britain a decisive battle was fought at the Medway somewhere near Rochester. The first bridge was subsequently constructed early in the Roman period. During the later Roman period the settlement was walled in stone. King Ethelbert of Kent(560–616) established a legal system which has been preserved in the 12th century Textus Roffensis. In AD 604 the bishopric and cathedral were founded. During this period, from the recall of the legions until the Norman conquest, Rochester was sacked at least twice and besieged on another occasion.
The medieval period saw the building of the current cathedral (1080–1130, 1227 and 1343), the building of two castles and the establishment of a significant town. Rochester Castle saw action in the sieges of 1215 and 1264. Its basic street plan was set out, constrained by the river, Watling Street, Rochester Priory and the castle.
Rochester has produced two martyrs: St John Fisher, executed by Henry VIII for refusing to sanction the divorce of Catherine of Aragon; and Bishop Nicholas Ridley, executed by Queen Mary for being an English Reformation protestant.
The city was raided by the Dutch as part of the Second Anglo-Dutch War. The Dutch, commanded by Admiral de Ruijter, broke through the chain at Upnor[8] and sailed to Rochester Bridge capturing part of the English fleet and burning it.[9]
The ancient City of Rochester merged with the Borough of Chatham and part of the Strood Rural District in 1974 to form the Borough of Medway. It was later renamed Rochester-upon-Medway, and its City status transferred to the entire borough. In 1998 another merger with the rest of the Medway Towns created the Medway Unitary Authority. The outgoing council neglected to appoint ceremonial "Charter Trustees" to continue to represent the historic Rochester area, causing Rochester to lose its City status – an error not even noticed by council officers for four years, until 2002.[10][11]
Military History
Rochester has for centuries been of great strategic importance through its position near the confluence of the Thames and the Medway. Rochester Castle was built to guard the river crossing, and the Royal Dockyard's establishment at Chatham witnessed the beginning of the Royal Navy's long period of supremacy. The town, as part of Medway, is surrounded by two circles of fortresses; the inner line built during the Napoleonic warsconsists of Fort Clarence, Fort Pitt, Fort Amherst and Fort Gillingham. The outer line of Palmerston Forts was built during the 1860s in light of the report by the Royal Commission on the Defence of the United Kingdomand consists of Fort Borstal, Fort Bridgewood, Fort Luton, and the Twydall Redoubts, with two additional forts on islands in the Medway, namely Fort Hoo and Fort Darnet.
During the First World War the Short Brothers' aircraft manufacturing company developed the first plane to launch a torpedo, the Short Admiralty Type 184, at its seaplane factory on the River Medway not far from Rochester Castle. In the intervening period between the 20th century World Wars the company established a world-wide reputation as a constructor of flying boats with aircraft such as the Singapore, Empire 'C'-Class and Sunderland. During the Second World War, Shorts also designed and manufactured the first four-engined bomber, the Stirling.
The UK's decline in naval power and shipbuilding competitiveness led to the government decommissioning the RN Shipyard at Chatham in 1984, which led to the subsequent demise of much local maritime industry. Rochester and its neighbouring communities were hit hard by this and have experienced a painful adjustment to a post-industrial economy, with much social deprivation and unemployment resulting. On the closure of Chatham Dockyard the area experienced an unprecedented surge in unemployment to 24%; this had dropped to 2.4% of the local population by 2014.[12]
Former City of Rochester[edit]
Rochester was recognised as a City from 1211 to 1998. The City of Rochester's ancient status was unique, as it had no formal council or Charter Trustees nor a Mayor, instead having the office of Admiral of the River Medway, whose incumbent acted as de facto civic leader.[13] On 1 April 1974, the City Council was abolished under the Local Government Act 1972, and the territory was merged with the District of Medway, Borough of Chatham and most of Strood Rural District to form a new a local government district called the Borough of Medway, within the county of Kent. Medway Borough Council applied to inherit Rochester's city status, but this was refused; instead letters patent were granted constituting the area of the former Rochester local government district to be the City of Rochester, to "perpetuate the ancient name" and to recall "the long history and proud heritage of the said City".[14] The Home Officesaid that the city status may be extended to the entire borough if it had "Rochester" in its name, so in 1979, Medway Borough Council renamed the borough to Borough of Rochester-upon-Medway, and in 1982, Rochester's city status was transferred to the entire borough by letters patent, with the district being called the City of Rochester-upon-Medway.[13]
On 1 April 1998, the existing local government districts of Rochester-upon-Medway and Gillingham were abolished and became the new unitary authority of Medway. The Department of Environment, Transport and the Regions informed the city council that since it was the local government district that officially held City status under the 1982 Letters Patent, the council would need to appoint charter trustees to preserve its city status, but the outgoing Labour-run council decided not to appoint charter trustees, so the city status was lost when Rochester-upon-Medway was abolished as a local government district.[15][16][17] The other local government districts with City status that were abolished around this time, Bath and Hereford, decided to appoint Charter Trustees to maintain the existence of their own cities and the mayoralties. The incoming Medway Council apparently only became aware of this when, in 2002, it was advised that Rochester was not on the Lord Chancellor's Office's list of cities.[18][19]
In 2010, Medway Council started to refer to the "City of Medway" in promotional material, but it was rebuked and instructed not to do so in future by the Advertising Standards Authority.[20]
Governance[edit]
Civic history and traditions[edit]
Rochester and its neighbours, Chatham and Gillingham, form a single large urban area known as the Medway Towns with a population of about 250,000. Since Norman times Rochester had always governed land on the other side of the Medway in Strood, which was known as Strood Intra; before 1835 it was about 100 yards (91 m) wide and stretched to Gun Lane. In the 1835 Municipal Corporations Act the boundaries were extended to include more of Strood and Frindsbury, and part of Chatham known as Chatham Intra. In 1974, Rochester City Council was abolished and superseded by Medway Borough Council, which also included the parishes of Cuxton, Halling and Cliffe, and the Hoo Peninsula. In 1979 the borough became Rochester-upon-Medway. The Admiral of the River Medway was ex-officio Mayor of Rochester and this dignity transferred to the Mayor of Medway when that unitary authority was created, along with the Admiralty Court for the River which constitutes a committee of the Council.[21]
Like many of the mediaeval towns of England, Rochester had civic Freemen whose historic duties and rights were abolished by the Municipal Corporations Act 1835. However, the Guild of Free Fishers and Dredgers continues to the present day and retains rights, duties and responsibilities on the Medway, between Sheerness and Hawkwood Stone.[22] This ancient corporate body convenes at the Admiralty Court whose Jury of Freemen is responsible for the conservancy of the River as enshrined in current legislation. The City Freedom can be obtained by residents after serving a period of "servitude", i.e. apprenticeship (traditionally seven years), before admission as a Freeman. The annual ceremonial Beating of the Boundsby the River Medway takes place after the Admiralty Court, usually on the first Saturday of July.
Rochester first obtained City status in 1211, but this was lost due to an administrative oversight when Rochester was absorbed by the Medway Unitary Authority.[10] Subsequently, the Medway Unitary Authority has applied for City status for Medway as a whole, rather than merely for Rochester. Medway applied unsuccessfully for City status in 2000 and 2002 and again in the Queen's Diamond Jubilee Year of 2012.[23] Any future bid to regain formal City status has been recommended to be made under the aegis of Rochester-upon-Medway.
Ecclesiastical parishes[edit]
There were three medieval parishes: St Nicholas', St Margaret's and St Clement's. St Clement's was in Horsewash Lane until the last vicar died in 1538 when it was joined with St Nicholas' parish; the church last remaining foundations were finally removed when the railway was being constructed in the 1850s. St Nicholas' Church was built in 1421 beside the cathedral to serve as a parish church for the citizens of Rochester. The ancient cathedral included the Benedictine monastic priory of St Andrew with greater status than the local parishes.[24] Rochester's pre-1537 diocese, under the jurisdiction of the Church of Rome, covered a vast area extending into East Anglia and included all of Essex.[25]
As a result of the restructuring of the Church during the Reformation the cathedral was reconsecrated as the Cathedral Church of Christ and the Blessed Virgin Mary without parochial responsibilities, being a diocesan church.[26] In the 19th century the parish of St Peter's was created to serve the burgeoning city with the new church being consecrated in 1859. Following demographic shifts, St Peter's and St Margaret's were recombined as a joint benefice in 1953 with the parish of St Nicholas with St Clement being absorbed in 1971.[27] The combined parish is now the "Parish of St Peter with St Margaret", centred at the new (1973) Parish Centre in The Delce (St Peter's) with St Margaret's remaining as a chapel-of-ease. Old St Peter's was demolished in 1974, while St Nicholas' Church has been converted into the diocesan offices but remains consecrated. Continued expansion south has led to the creation of an additional more recent parish of St Justus (1956) covering The Tideway estate and surrounding area.[28]
A church dedicated to St Mary the Virgin at Eastgate, which was of Anglo-Saxon foundation, is understood to have constituted a parish until the Middle Ages, but few records survive.[29]
Geography
Rochester lies within the area, known to geologists, as the London Basin. The low-lying Hoo peninsula to the north of the town consists of London Clay, and the alluvium brought down by the two rivers—the Thames and the Medway—whose confluence is in this area. The land rises from the river, and being on the dip slope of the North Downs, this consists of chalksurmounted by the Blackheath Beds of sand and gravel.
As a human settlement, Rochester became established as the lowest river crossing of the River Medway, well before the arrival of the Romans.
It is a focal point between two routes, being part of the main route connecting London with the Continent and the north-south routes following the course of the Medway connecting Maidstone and the Weald of Kent with the Thames and the North Sea. The Thames Marshes were an important source of salt. Rochester's roads follow north Kent's valleys and ridges of steep-sided chalk bournes. There are four ways out of town to the south: up Star Hill, via The Delce,[30] along the Maidstone Road or through Borstal. The town is inextricably linked with the neighbouring Medway Towns but separate from Maidstone by a protective ridge known as the Downs, a designated area of Outstanding Natural Beauty.
At its most limited geographical size, Rochester is defined as the market town within the city walls, now associated with the historic medieval city. However, Rochester historically also included the ancient wards of Strood Intra on the river's west bank, and Chatham Intra as well as the three old parishes on the Medway's east bank.
The diocese of Rochester is another geographical entity which can be referred to as Rochester.
Climate[edit]
Rochester has an oceanic climate similar to much of southern England, being accorded Köppen Climate Classification-subtype of "Cfb" (Marine West Coast Climate).[31]
On 10 August 2003, neighbouring Gravesend recorded one of the highest temperatures since meteorogical records began in the United Kingdom, with a reading of 38.1 degrees Celsius (100.6 degrees Fahrenheit),[32]only beaten by Brogdale, near Faversham, 22 miles (35 km) to the ESE.[33] The weather station at Brogdale is run by a volunteer, only reporting its data once a month, whereas Gravesend, which has an official Met Office site at the PLA pilot station,[34] reports data hourly.
Being near the mouth of the Thames Estuary with the North Sea, Rochester is relatively close to continental Europe and enjoys a somewhat less temperate climate than other parts of Kent and most of East Anglia. It is therefore less cloudy, drier and less prone to Atlanticdepressions with their associated wind and rain than western regions of Britain, as well as being hotter in summer and colder in winter. Rochester city centre's micro-climate is more accurately reflected by these officially recorded figures than by readings taken at Rochester Airport.[35]
North and North West Kent continue to record higher temperatures in summer, sometimes being the hottest area of the country, eg. on the warmest day of 2011, when temperatures reached 33.1 degrees.[36]Additionally, it holds at least two records for the year 2010, of 30.9 degrees[37] and 31.7 degrees C.[38] Another record was set during England's Indian summer of 2011 with 29.9 degrees C., the highest temperature ever recorded in the UK for October.
North and North West Kent continue to record higher temperatures in summer, sometimes being the hottest area of the country, eg. on the warmest day of 2011, when temperatures reached 33.1 degrees.[36]Additionally, it holds at least two records for the year 2010, of 30.9 degrees[37] and 31.7 degrees C.[38] Another record was set during England's Indian summer of 2011 with 29.9 degrees C., the highest temperature ever recorded in the UK for October.
Building
Rochester comprises numerous important historic buildings, the most prominent of which are the Guildhall, the Corn Exchange, Restoration House, Eastgate House, as well as Rochester Castle and Rochester Cathedral. Many of the town centre's old buildings date from as early as the 14th century up to the 18th century. The chapel of St Bartholomew's Hospital dates from the ancient priory hospital's foundation in 1078.
Economy
Thomas Aveling started a small business in 1850 producing and repairing agricultural plant equipment. In 1861 this became the firm of Aveling and Porter, which was to become the largest manufacturer of agricultural machinery and steam rollers in the country.[39] Aveling was elected Admiral of the River Medway (i.e. Mayor of Rochester) for 1869-70.
Culture[edit]
Sweeps Festival[edit]
Since 1980 the city has seen the revival of the historic Rochester Jack-in-the-Green May Day dancing chimney sweeps tradition, which had died out in the early 1900s. Though not unique to Rochester (similar sweeps' gatherings were held across southern England, notably in Bristol, Deptford, Whitstable and Hastings), its revival was directly inspired by Dickens' description of the celebration in Sketches by Boz.
The festival has since grown from a small gathering of local Morris dancesides to one of the largest in the world.[40] The festival begins with the "Awakening of Jack-in-the-Green" ceremony,[41] and continues in Rochester High Street over the May Bank Holiday weekend.
There are numerous other festivals in Rochester apart from the Sweeps Festival. The association with Dickens is the theme for Rochester's two Dickens Festivals held annually in June and December.[42] The Medway Fuse Festival[43] usually arranges performances in Rochester and the latest festival to take shape is the Rochester Literature Festival, the brainchild of three local writers.[44]
Library[edit]
A new public library was built alongside the Adult Education Centre, Eastgate. This enabled the registry office to move from Maidstone Road, Chatham into the Corn Exchange on Rochester High Street (where the library was formerly housed). As mentioned in a report presented to Medway Council's Community Services Overview and Scrutiny Committee on 28 March 2006, the new library opened in late summer (2006).[45]
Theatre[edit]
There is a small amateur theatre called Medway Little Theatre on St Margaret's Banks next to Rochester High Street near the railway station.[46] The theatre was formed out of a creative alliance with the Medway Theatre Club, managed by Marion Martin, at St Luke's Methodist Church on City Way, Rochester[47] between 1985 and 1988, since when drama and theatre studies have become well established in Rochester owing to the dedication of the Medway Theatre Club.[48]
Media[edit]
Local newspapers for Rochester include the Medway Messenger, published by the KM Group, and free newspapers such as Medway Extra(KM Group) and Yourmedway (KOS Media).
The local commercial radio station for Rochester is KMFM Medway, owned by the KM Group. Medway is also served by community radio station Radio Sunlight. The area also receives broadcasts from county-wide stations BBC Radio Kent, Heart and Gold, as well as from various Essex and Greater London radio stations.[49]
Sport[edit]
Football is played with many teams competing in Saturday and Sunday leagues.[50] The local football club is Rochester United F.C. Rochester F.C. was its old football club but has been defunct for many decades. Rugby is also played; Medway R.F.C. play their matches at Priestfields and Old Williamsonians is associated with Sir Joseph Williamson's Mathematical School.[51]
Cricket is played in the town, with teams entered in the Kent Cricket League. Holcombe Hockey Club is one of the largest in the country,[52]and is based at Holcombe Park. The men's and women's 1st XI are part of the England Hockey League.[53] Speedway was staged on a track adjacent to City Way that opened in 1932. Proposals for a revival in the early 1970s did not materialise and the Rochester Bombers became the Romford Bombers.[54]
Sailing and rowing are also popular on the River Medway with respective clubs being based in Rochester.[55][56]
Film[edit]
The 1959 James Bond Goldfinger describes Bond driving along the A2through the Medway Towns from Strood to Chatham. Of interest is the mention of "inevitable traffic jams" on the Strood side of Rochester Bridge, the novel being written some years prior to the construction of the M2 motorway Medway bypass.
Rochester is the setting of the controversial 1965 Peter Watkins television film The War Game, which depicts the town's destruction by a nuclear missile.[57] The opening sequence was shot in Chatham Town Hall, but the credits particularly thank the people of Dover, Gravesend and Tonbridge.
The 2011 adventure film Ironclad (dir. Jonathan English) is based upon the 1215 siege of Rochester Castle. There are however a few areaswhere the plot differs from accepted historical narrative.
Notable people[edit]
Charles Dickens
The historic city was for many years the favourite of Charles Dickens, who lived within the diocese at nearby Gads Hill Place, Higham, many of his novels being based on the area. Descriptions of the town appear in Pickwick Papers, Great Expectations and (lightly fictionalised as "Cloisterham") in The Mystery of Edwin Drood. Elements of two houses in Rochester, Satis House and Restoration House, are used for Miss Havisham's house in Great Expectations, Satis House.[58]
Sybil Thorndike
The actress Dame Sybil Thorndike and her brother Russell were brought up in Minor Canon Row adjacent to the cathedral; the daughter of a canon of Rochester Cathedral, she was educated at Rochester Grammar School for Girls. A local doctors' practice,[59] local dental practice[60] and a hall at Rochester Grammar School are all named after her.[61]
Peter Buck
Sir Peter Buck was Admiral of the Medway in the 17th century; knightedin 1603 he and Bishop Barlow hosted King James, the Stuart royal familyand the King of Denmark in 1606. A civil servant to The Royal Dockyardand Lord High Admiral, Buck lived at Eastgate House, Rochester.
Denis Redman
Major-General Denis Redman, a World War II veteran, was born and raised in Rochester and later became a founder member of REME, head of his Corps and a Major-General in the British Army.
Kelly Brook
The model and actress Kelly Brook went to Delce Junior School in Rochester and later the Thomas Aveling School (formerly Warren Wood Girls School).
The singer and songwriter Tara McDonald now lives in Rochester.
The Prisoners, a rock band from 1980 to 1986, were formed in Rochester. They are part of what is known as the "Medway scene".
Kelly Tolhurst MP is the current parliamentary representative for the constituency.
architect's own house, hellebæk, 1950-1952.
architect: jørn utzon.
along with the influence from wright, there is clearly a miesian element at play too, with the parallel brick walls and the large glass plane.
the extreme horizontality is learnt from both, I suppose, and underlines the gently sloping terrain of the forest clearing.
the house is quite small, a mere 130 square meters, which was the maximum size building to receive a state guarantied loan at the time, but there is a will to achieve a certain monumentality here, despite the size:
the wooden supports continue beyond the glass wall, the roof plane likewise, and the walls continue far beyond that. everything here is length, the building is very narrow, and I am reminded of enric miralles - one of the few architects to apply lessons from utzon in his own work - who once said,
"if you cannot make a large house, you can at least make a long one".
For a cool 1.5 million big ones, you too can own one of these beauties. Well actually if your like me you probably can’t but its definitely amazing to look at. With a 6.0 litre V12 engine that produces 700 horsepower it’s got enough power to rip your eyeballs right out of your sockets. It does 100 km/h in 2.9 seconds and oh yeah, you can’t drive it on the road. Oh and it doesn’t meet any of race spec regulations so you can’t race it! So apart from staring and drooling over it, what (if you can afford one) do you do with it? Simple… Track Days!
Anyway though I’d get a few renders going. Currently I’m working on perfecting my studio lighting techniques. Hope you like it.
Here you can watch the assembly instructions for this my own Lego Technic creation: youtu.be/HZQga36hGiQ.
Taken on a still life evening down at camera club. I know its a very cliche photo but thought I would at least attempt my own version!
Dear United States – you do not own the internet. You have no right enforcing what other countries do, good or bad. Just like I don’t have the right to tell my neighbor not to watch Family Guy because it violates my ethics, you don’t have the right to create a global firewall sponsored by greedy entertainment lobbyists whose main motivation is money, not advancing technology, society or humankind. #learnfromiraq
As a photographer who has recently been in a bit of media spotlight for my stand on using photos/media without consent or for free, taking a side of PIPA/SOPA was something I’d have to do a little bit of research about. No, I don’t like it when people use my photos without asking. Yes, I’m insulted when someone asks to use my photo without paying for it. But I also have to remember, how else am I going to get my work exposed? Not by print sales and hoping they get put up in trendy restaurants, or in a coffee table book. Internet, yo!
The only reason I got to where I am now is by drawing upon the influence of others on Flickr or searching the interwebz for others who have blazed the trails for the rest of us. I’ve found new locations, learned new techniques, and even stood right next to people taking the exact same shot. Without seeing others work, or having the resources of the internet available we would be stuck in the 70s, and only Disco J would want that.
I’m afraid if SOPA and PIPA get passed, there are going to be secret agents all around us, and when we jokingly quote Anchorman to each other, some agent is going to smack us in the face and staple a citation to our chest. We’ll each have to have our own copyright lawyers walk around with us because God forbid we say something that’s been copyrighted and we don’t have the artist’s permission to quote it.
Yes, if you have a video camera and copy a movie and sell it, that’s wrong. If you download music and use it to promote your website or advertising, that is wrong. If you use someone’s photo for your website/publication without them knowing about it, that is wrong. But if your cute kid recites a Justin Bieber song on Youtube… that’s a crime too?
Come on, Hollywood. Use some common sense. The internet has HELPED you become successful, and helps spread the word of new music, movies, technology, books, etc. I can’t share a 20sec video clip of Anchorman to a friend? What is the worst that could happen… they might like it and maybe buy the DVD? I wouldn’t be able to take a photo of Disney Concert Hall because it’s considered “a work of art” and I don’t have the architect’s permission to photograph it and can be arrested? What is this world coming to?
By the way, everything I just said is copyrighted. Every word. If any of you use any word mentioned above, I’ll SHUT YOU DOWN. And if you make me really upset, I'm going to tell Al Gore to shut the Internet down since he invented it!
Further your opinions on my Facebook before it's censored down too.
Obrigado :) Clique aqui para votar.
Todos os 60 Artistas estão de parabéns, gostamos muito da colaboração dessa turma monstruosa!
01- ULI ULI
02- BISPARULZ
03- ZITONE
04- CAIO SAN
05- SILVIO PEQUENO
06- MAKTUB
07- ALAN MAIA
08- LUCAS PINDUCA
09- WILSINHO
10- JUU CHAN
11- R4FITCH4
12- EPXART
13- HUNDEAD
14- GUT
15- MMOLUSCO
16- RAOLIVER
17- RAFAELSOUZ
18- OBRETA
19- CLAUDIO SLAM
20- D2DIOGO
21- LUIS BRUEH
22- CHINELLATTO
23- RENEZERA
24- MARTINA VIEGAS
25- STENIO
26- AEON VISUAL
27- GUILHERME GARCIA
28- LEMON ONE
29- JONNYS
30- XERRIFE
31- XIXITA
32- RANI RIBEIRO
33- RODRIGO MÜLLER
34- 23ALAN
35- THE JCW
36- IKE MOTA
37- PAULIN JUNIN
38- DISLEIXOMAN
39- BAFOCOMICS
40- JULIO LEITE
41- RUSC
42- STICK A THING
43- ICOMAN
44- RUAN RODRIGUES
45- F. STEIN
46- DEEXIS
47- FORMATBRAIN
48- CIAH-CIAH
49- BELL
50- HAFAELL
51- DANGO COSTA
52- GABYLISSA
53- ANITANINHA
54- TOM CARVALHO
55- BRUNO MOTA
56- FLYDECO
57- GIOVANIKTORZ
58- HATEMS
59- RODISLEY
60- MR. JOSH
Lambretta was a line of motor scooters originally manufactured in Milan, Italy by Innocenti. In 1972, the Indian government bought the Milanese factory and the rights to the Lambretta name, creating Scooters India Limited (SIL). Today, the Innocenti brand name rights are owned by Fiat whereas the oldest Lambretta and Lambro trademark registrations worldwide are owned by Lambretta Consortium.[1] Lambretta scooters were also manufactured under licence by Fenwick in France, NSU in Germany, Serveta in Spain, API in India, Yulon in Taiwan, Pasco in Brazil, Auteco in Colombia and Siambretta in Argentina.In 1922, Ferdinando Innocenti of Pescia built a steel-tubing factory in Rome. In 1931, he took the business to Milan where he built a larger factory producing seamless steel tubing and employing about 6,000. During the Second World War, the factory was heavily bombed and destroyed. It is said that surveying the ruins, Innocenti saw the future of cheap, private transport and decided to produce a motor scooter – competing on cost and weather protection against the ubiquitous motorcycle.The main stimulus for the design style of the Lambretta and Vespa dates back to Pre-WWII Cushman scooters made in Nebraska, USA. These olive green scooters were in Italy in large numbers, ordered originally by the US military as field transport for the Paratroops and Marines. The US military had used them to get around German defence tactics of destroying roads and bridges in the Dolomites (a section of the Alps) and the Austrian border areas.Aeronautical engineer General Corradino D'Ascanio, responsible for the design and construction of the first modern helicopter by Agusta, was given the job by Ferdinando Innocenti of designing a simple, robust and affordable vehicle. It had to be easy to drive for both men and women, be able to carry a passenger and not get its driver's clothes soiled.D'Ascanio, who hated motorbikes, designed a revolutionary vehicle. It was built on a spar frame with a handlebar gear change and the engine mounted directly onto the rear wheel. The front protection "shield" kept the rider dry and clean in comparison to the open front end on motorcycles. The pass-through leg area design was geared towards women, as wearing dresses or skirts made riding conventional motorcycles a challenge. The front fork, like an aircraft's landing gear, allowed for easy wheel changing. The internal mesh transmission eliminated the standard motorcycle chain, a source of oil and dirt. This basic design allowed a series of features to be deployed on the frame which would later allow quick development of new models.However General D'Ascanio fell out with Innocenti, who rather than a moulded and beaten spar frame wanted to produce his frame from rolled tubing, allowing him to revive both parts of his prewar company. General D'Ascanio disassociated himself from Innocenti and took his design to Enrico Piaggio who produced the spar-framed Vespa from 1946 on. The final design of the Lambretta was done by aeronautical engineers Cesare Pallavicino and Pier Luigi Torre. Pallavicino had been Technical Director at the Caproni airplane factory during WWII before working on the Lambretta design. Torre was an engine designer at Italo Balbo's Idros; he designed the engine and organized Innocenti's factory for mass production.Taking a year longer to produce, the 1947 Lambretta featured a rear pillion seat for a passenger or optionally a storage compartment. The original front protection "shield" was a flat piece of aero metal; later this developed into a twin skin to allow additional storage on the 'back of'/behind the front shield, similar to the glove compartment in a car. The fuel cap was underneath the (hinged) seat which saved the cost of an additional lock on the fuel cap or need for additional metal work on the smooth skin.
Deriving the name Lambretta from the small river Lambro in Milan, which ran near to the factory, Innocenti started production of Lambretta scooters in 1947 - the year after Piaggio started production of its Vespa models. Lambrettas were manufactured under licence in Argentina, Brazil, Chile, Colombia, India and Spain, sometimes under other names but always to a recognizable design (e.g. Siambretta in South America and Serveta in Spain).As wealth increased in Western Europe in the late 1960s, the demand for motor scooters fell as the small car became available to more people and Lambretta started to struggle financially as did parent Innocenti. The British Leyland Motor Corporation took advantage of Innocenti's financial difficulties as well as their production and engineering expertise and contracted Innocenti to produce cars under licence from BLMC. The Innocenti Mini used the mechanical components of the original but was in many ways superior to it. The Indian government bought the factory for essentially the same reasons that Ferdinando Innocenti had built it after the War. India was a country with poor infrastructure, economically not ready for small private cars yet with a demand for private transport. In 1972, Scooters India Ltd. (SIL) a state-run enterprise based in Lucknow, Uttar Pradesh, bought the entire Lambretta manufacturing and trademark rights. Former Innocenti employees were used to set up an Indian factory as all the manuals and machinery instructions were in Italian. The first scooter built was the Vijay Delux/DL, which was badged the Lambretta GP150 in export markets. This was later enhanced to become the Vijay Super. Further improvements were made in the final years of production by incorporating a contemporary Japanese CDI unit and an advanced front suspension. SIL also distributed complete knock downs that were assembled in different parts of India and sold as the Allwyn Pusphak, Falcon, and Kesri. These were of a lower quality than the SIL produced models and sometimes incorporated significant styling changes.The small village of Rodano, near Milan, hosts the biggest Lambretta museum in Europe and the Innocenti archives. In the collection are also several non-Lambretta scooters, including some first models from the 1910s and US Army scooters parachuted over Normandy in 1944. In Weston-super-Mare, England, there is a Lambretta Scooter Museum which houses a total of 61 Lambretta models - at least one from each year between October 1947 through to May 1971. It also houses a large amount of Lambretta memorabilia. This museum and collection was sold in early 2007 and re-opened on 8 August 2008 following refurbishment.Unlike the Vespa, which was built with a unibody chassis pressed from sheets of steel, Lambrettas were based around a more rigid tubular frame, although the "J" series model produced from 1964 through 1971 did have a monocoque body. Early versions were available in "closed", with fully covered mechanicals or "open", with minimal panels and thus looking like an unusual motorcycle. The model A and model B were only available in "open" style. The D models were noted for their torsion-bar rear suspension; at its peak, the D model outsold all other two-wheeled vehicles combined. (For the latter, see Ruth Orkin's famous photograph American Girl in Italy.) The much greater success of the "closed" version confirmed that riders wanted protection from the weather and a clean-looking machine.Along with the Vespa, Lambretta was an iconic vehicle of the 1950s and 1960s when they became the adopted vehicle of choice for the UK youth-culture known as Mods. The character Jimmy from the influential scooter movie Quadrophenia rode a Lambretta Li 150 Series 3. Of the 1960s models, the TV (Turismo Veloce), the Special (125 and 150), the SX (Special X) and the GP (Grand Prix) are generally considered the most desirable due to their increased performance and refined look; the "matte black" fittings on the GP model are said to have influenced European car designs throughout the 1970s. These three models came with a front disc brake made by Campagnolo. The TV was the world's first production two-wheeled vehicle with a front disc brake.
La Lambretta era uno scooter italiano prodotto dalla industria meccanica Innocenti di Milano, nel quartiere Lambrate, dal 1947 al 1972. Il nome "Lambretta" deriva dal fiume Lambro, che scorre nella zona in cui sorgevano proprio gli stabilimenti di produzione. Lambretta 125 del 1947 Design di Cesare PallavicinoNel 1922 Ferdinando Innocenti di Pescia diede vita ad una fabbrica di tubi d'acciaio a Roma. Nel 1931 spostò tutti i propri affari a Milano, costituendo proprio nel quartiere Lambrate la più grande fabbrica di tubazioni d'acciaio senza giunti.Durante la seconda guerra mondiale, la fabbrica fu bombardata e completamente distrutta. Innocenti, nell'attesa di riacquisire da parte degli Alleati gli stabilimenti di Milano, diede vita nella Capitale allo studio del prodotto che avrebbe costituito la riconversione post-bellica della fabbrica: infatti, prendendo ispirazione proprio dai motorscooter militari americani giunti in Italia durante la guerra, e comprendendo le nuove necessità di motorizzazione utili alla popolazione nell'immediato dopoguerra, decise di dedicarsi alla produzione del rivoluzionario scooter.Affida il design del nuovo veicolo ad una straordinaria accoppiata di ingegneri aeronautici: Pier Luigi Torre, che si occupa della meccanica, (lo stesso che aveva creato i motori dell'idrovolante Savoia-Marchetti S.55A della trasvolata atlantica di Italo Balbo) e ricostruisce gli stabilimenti milanesi, e Cesare Pallavicino che era stato il direttore tecnico prima della Breda fino al 1935 e poi della Caproni, che si occupò del telaio e del design. Nel 1947 lo scooter, battezzato Lambretta da Daniele Oppi, è pronto e viene lanciato sul mercato.L'enorme successo non solo nazionale fece sì che la Lambretta, nei quasi 25 anni di produzione, venisse costruita su licenza anche in Argentina, Brasile, Cile, India e Spagna. La Innocenti produsse, sulla base della meccanica dello scooter, anche una serie di motocarri che, inizialmente denominati anch'essi Lambretta, ebbero poi il nome di Lambro.Con il boom economico esploso in Europa occidentale verso la fine degli anni sessanta la richiesta degli scooters ebbe un calo, mentre l'automobile era ormai alla portata di tutti; la Innocenti dovette quindi lottare per sopravvivere finanziariamente. La "British Motor Corporation" (BMC) approfittò delle sue difficoltà finanziarie e nel 1959 con la sua esperienza di produzione propose un contratto alla Innocenti per produrre di una berlina dell'Austin di 900 cm³, la A40 su licenza della "BMC" con i componenti forniti dalla BMC, la Innocenti Mini. Successivamente vennero prodotte anche altre automobili, ma anche con queste altre azioni di mercato, l'azienda chiuse la produzione nel 1971.Il governo indiano comprò la catena di montaggio della Lambretta nel 1972, essenzialmente per le stesse ragioni per cui Ferdinando Innocenti l'aveva costruita dopo la guerra: l'India all'epoca era un paese con poche infrastrutture e non era ancora pronta economicamente per produrre piccole automobili dedicate al trasporto privato. La SIL (Scooters of India Limited), con sede a Lucknow nell'Uttar Pradesh, fu l'impresa di proprietà statale che cominciò la produzione un paio d'anni dopo l'acquisto, continuando la costruzione della Lambretta originale sino al 1997 Come la Vespa, anche la Lambretta aveva un motore a 2 tempi funzionante a miscela di benzina e olio, 3 o 4 marce, con una cilindrata che variava dai 39 ai 198 cm³.Diversamente dalla Vespa, che è stata costruita con un telaio costituito da un solo pezzo, la Lambretta aveva una struttura tubolare più rigida su cui veniva assemblata la carrozzeria. I primi modelli prodotti presentavano la caratteristica della "carrozzeria scoperta", distinguendosi quindi totalmente dalla Vespa (totalmente carenata), diventando il tipico segno di riconoscimento dello scooter milanese. Comunque i successivi modelli prodotti, esattamente dal modello C del 1950, furono presentati anche in versione carenata; proprio questo modello, criticato dalla rivale Piaggio per la somiglianza concettuale con la Vespa, ebbe un gran successo tanto che dal 1957 in poi, escludendo il modello LUI, la Lambretta fu sempre prodotta con carrozzeria "chiusa". Altra sostanziale differenza rispetto alla Vespa sta nella collocazione del motore. Nella Lambretta era disposto in posizione centrale, diversamente dalla concorrente che presentava il motore disassato sul lato destro del motociclo.Alla fine degli anni cinquanta, contestualmente alla scelta di carrozzeria solo "chiusa", la Lambretta viene rivista nella meccanica e nella carrozzeria, e passando per tre versioni (le serie LI), si arrivò nel 1962 ad ottenere il modello (LI III serie, "scooterlinea") che poi, con pochissime modifiche estetiche, arrivò ad essere prodotto fino al 1972 (Lambretta DL), anno in cui la catena di montaggio fu venduta al governo indiano. Dei modelli degli anni 60, i modelli TV (Turismo Veloce) e SX (Special X) sono generalmente i più richiesti e desiderati, un successo dovuto alle loro prestazioni maggiorate e al look raffinato. Il modello TV fu il primo scooter al mondo a montare i freni a disco anteriori. Vespa e Lambretta potevano essere modificate facilmente; molti modificavano e tuttora modificano questi scooter "customizzandoli" con specchietti supplementari, elaborandoli, pitturando la carrozzeria, o personalizzandoli in altri modi, tutto ciò anche alla luce della filosofia culturale Mod's inglese nata negli anni sessanta e ancora in voga presso il Regno Unito, che fece degli scooter italiani il mezzo simbolo della rivoluzione culturale giovanile di quegli anni.Oggi la Lambretta è un oggetto da collezionisti, spesso impegnati nel restauro con ricambi originali. Un'innumerevole quantità di Lambretta Club sparsi in tutto il mondo conserva ed alimenta il mito di questo storico scooter che, assieme alla Vespa, rappresenta inevitabilmente un'icona dell'Italia degli anni cinquanta e sessanta.Alla Lambretta è stato dedicato il "Museo dello Scooter e della Lambretta", presente nel comune di Rodano, in provincia di Milano. Il museo contiene tutti gli archivi originali provenienti dalla Innocenti e tutti i modelli rappresentanti la produzione Lambrettistica.Un altro museo dedicato è il "Museo della Lambretta", ubicato a Sellia Marina, in provincia di Catanzaro.
Font : Wikipedia
yes, I've made my own superhero. We've all done it at one point.
Jerrick Davao's childhood was dark. It was only him and his twin sister. His parents were virtually nonexistent. He believed that they abandoned him and his sister in Gotham, and hated them for that. His already dark attitude was pushed into an all-out fury when his sister was brutally stabbed to death in front of him. He swore he would get revenge on not just the murders of his sister, but also every high-level criminal in Gotham. Jerrick started in his teens, finding street drug dealers and cutting off one of their hands. later in his life, now an adult, Jerrick stopped a group of burglars from robbing a cargo boat on the docks, leaving most of them broken. What he found in one of the crates was a heavy, near impenetrable suit of armor. This was the birth of a new force against crime. This was the birth of Bloodfall.
Facts:
-known for brutality towards criminals, and willingly kills some (though these tend to be types of criminals who should be dead to start with; cereal killers, child molesters, ect).
-Has a sarcastic, dark-humored, somewhat insane attitude towards his small list of allies.
-Has red eyes, adding on to his already intimidating appearance.
-Remarkable, almost inhuman accuracy with throwing knives. Could ricochet a knife off a wall and hit a target literally between the eyes.
-Though nowhere near as intelligent as Gotham's most famous hero, Batman, is smart enough to actually defeat him in combat.
-Carries a stylized steel sword.
-Above peak physical condition.
A sculpture in the gardens of the Grade II Listed Petwood Hotel in Woodhall Spa a village in East Lindsey, Lincolnshire.
The Petwood Hotel is so called because it was originally built ain 1905 as a house for Grace, Lady Weigall, who had it constructed in her favourite wood, her "pet wood". Lady Weigall turned her former home into a hotel in 1933. The hotel was owned by the Maples family of Maples furniture and this accounts for the high quality of the fittings.
The hotel building served as a military hospital for injured soldiers during the Great War, but it is as the home of the legendary RAF 617 “Dambusters” Squadron in World War Two that Petwood is best known. Occupied from 1942, it was originally home to officers of the 97 and 619 squadrons, but with nearby Woodhall Airfield chosen as the operational base, 619 squadron moved away and the officers of 617 moved in.
Composed of Canadian, New Zealand and Australian as well as British Air Force personnel, 617 Squadron were a top secret group entrusted with the task of crippling three key German Dams. Carried out on May 17th 1943, this crucial attack was called “Operation Chastise” and utilised an ingenious “Bouncing Bomb” designed by engineer Barnes Wallis. The bouncing explosive was a stroke of genius, able to be launched directly at targets before it detonated underwater, creating a “bubble pulse” effect capable of causing huge damage to enemy targets. The Squadrons badge, picturing a breached wall, and motto “Apres moi, le deluge” (“After me, the flood”) pay homage to the deadly effectiveness of the mission.
Today, the Squadron Bar hosts a range of memorabilia and tributes to Guy Gibson VC, Leonard Cheshire VC and their Officers. Petwood was a scene of some jubilant celebrations with the breakthroughs made by Squadron 617, as well as tragic losses. We can only imagine the sheer bravery of the Squadron and the huge risks they took in enemy territory, facing death time and again. Guy Gibson alone, the Squadron’s heroic young Wing Commander, carried out over 170 raids by the age of 24. Just two years later he was killed in action.
The Squadron’s feats live on at the Petwood, which remains a fascinating testament to the Dambusters. Besides the attacks that destroyed two key dams in the Ruhr area of Germany, the Squadron also used cutting edge “Earthquake” bombs to score critical hits on the warship Tirpitz, and various other key targets including bridges, shelters and canals. In 2010 it was also uncovered that they were being considered for a special mission to target Mussolini himself.
Information gained from www.petwood.co.uk/about/history
Traditional Japanese illustration from our own original edition of Bijutsu Sekai (1893-1896) a beautiful collection of woodblock prints from the prominent Kacho-ga artist, Watanabe Seitei.
Free download under CC Attribution (CC BY 4.0). Please credit the artist and rawpixel.com.
Higher resolutions with no attribution required can be downloaded: www.rawpixel.com/board/431551/bijutsu-sekai
This started as a doodle, messing about with molecules on a dollar bill, and it turned into a full fledged model that I rather like. It's also my first money fold that's entirely my own creation.
I tried it out on a dollar bill first but I didn't like the way the color/patterning worked out and I thought the proportions could be improved slightly (that's why he's in the back). Once I locked down the design I folded him again from a new ten dollar bill and achieved what I think are better results.
Owned by: Formerly LABOS
Chassis: Volvo Xpeditor WX
Body manufacturer: Amrep
Type of truck: Automated Side Loader
Unit number: Formerly 332
Addition notes: ''Train''
Location of photo: SoCal
And back in the great Elsass we had some awesome views too. Exploring outstanding landscapes with just your own muscle power is such a stunning experience.
There's a lot going on in this shot. Let's start with the small, yellow craft docked alongside the ore boat, J.L. Mauthe. That little yellow boat is the Marine Trader that was built in Superior, Wisconsin in 1939 with hull number 238999. The boat was originally 50 feet 7 inches long but was lengthened 10 feet in 1965. It sported many different paint jobs and color schemes over the years and was available day or night to help keep sailors supplied with nearly anything they wanted to buy. It was a floating ship's store, if not a mini-department store. The craft worked throughout the Duluth-Superior harbor for the first 66 years it was operational. As I understand it, owners Franz and Bruce VonRiedel owned this craft and two others, Marine Supplier and Kaner I, that were owned previously by Al and Bernie Kaner, respectively. All three boats were mothballed for a time when VonRiedel's business—Acme Marine Services—was closed in 2000. The boats were eventually sold to different parties between 2000 and 2005. The Marine Trader left the Ports for good in October 2005 and that was apparently the first time the craft ever sailed across Lake Superior for points east. If you would like to do more research on the Trader and see more pictures too then please visit www.boatnerd.com/ for lots more material on this—and every other vessel on the Great Lakes.
Next, if we look closely we'll see a sailor about to embark on a personal shopping expedition. He's climbing down the ladder to Marine Trader from the working deck of the Mauthe. Then, just beyond him are half a dozen men actively engaged in loading natural ore into the Mauthe's hold. Deck hatches are wide open and spouts from Missabe Dock 5 will be lowered and raised in concert by men on top of the dock who will operate those chutes one or two at a time. Then in turn, corresponding ore pocket doors will be opened to allow the staged iron ore to slide right into the big boat with a loud, almost-prehistoric "whooshing" sound.
Then, pay careful attention to the ore cars on top of Dock 5. This will take considerable explanation.
Each ore dock in Duluth and Superior (Two Harbors and Ashland too) was much more than a staging area where ore was simply dumped into the dock. The ore was actually partially blended in each dock pocket. Then when the ore was dumped into a boat it was further blended as it was directed into the near, middle, or far side of each hold. This wasn't simply a matter of blending different iron content either. Individual vessel size and that vessel's loading characteristics played into it nearly as much as both the iron and silica content of that ore.
Silica content was especially important during unloading of the ore dock as ore with higher silica ran faster out of the dock pockets and allowed for more precise loading to the far side of the vessel. By adjusting the angle of the chutes this fast running ore would slide out of the pocket faster and thereby reach the far side of the vessel to make the loading much more even.
While each pocket on Dock 5 held four car loads of ore, dumping into these pockets was not an even-steven kind of operation. Each ore dock had four tracks on top of it. Two tracks fed the pockets on the north side of the dock while the second pair of tracks fed the south side pockets. So each side of the dock had just two tracks used to fill the pockets, that were in turn used to load vessels on opposite sides of the ore dock. Fast running ores and slow running ores each had their own dumping order with 3/4 of the ore going into each pocket via the two inner tracks. The two outer tracks were used to top of the load or to put stickier ore on top of the fast running ore so that it would slide right out behind the fast ore. If the sticky ore went in first, then the load might not release at all.
So during the modern era of blended ores 75% of the dock was filled via the two inner tracks while just 25% was dumped from the two outer tracks. The whole idea was to make each 4-car load in each pocket to be both a proper chemical content and also the most-free-running consistency to make dock unloading quick and easy. Filling a boat necessitated moving the vessel during loading. Deck hatches were generally spaced for every 2nd or 3rd pocket and chute. So a vessel might make 3 or more passes back and forth to get all of the ore contained in the dock for a given load, from a series of 3-4 adjacent pockets. On a good day things went like this but on a bad day when the ore being dumped was sticky or had a high moisture content then the work was much more difficult. You can read about that here: www.flickr.com/photos/jeff_lemke/29092814325/in/album-721...
There are a couple more things worth pointing out from this shot too. Notice how both tracks above the pockets have many more ore cars parked there. Those loads aren't for the next vessel. They are for this vessel. After each pocket is emptied of its contents the final phases of loading this boat will occur. That will be what they called "speed loading" or "topping off" the load that's already inside of the boat. Ore inside of those cars will be dumped directly into the boat through the pocket while the gate is open and the cute is lowered. The ore will fall directly from the car into the boat. Getting the last bit of ore into each boat in this manner became necessary as the boats became larger and sometimes as loads became stickier and harder to dump. Railroads found that the sticky ores became much more sticky when left in the dock for any time and as each car was dumped on top of the previous load, the problem became even worse.
Other times the pockets simply didn't hold enough ore to satisfy the larger holds in those boats. This was true in the taconite era too. I was invited to ride along on just such a train in Superior at Allouez Dock 2 where we were loading pellets directly from the cars through the pockets to top off a load of taconite. The larger BN Dock 5 at Allouez brought about an end to this practice and the balance of Allouez ore docks were abandoned after Dock 5 was up and running at full capacity.
The last thing that I'll mention is the second track in. Take a close look the the two cars farthest right on top of the dock. The black one is a Northern Pacific car while the ones next to it are Great Northern. This load will include interchange ore that was brought to Saunders, Wisconsin by the Burlington Northern. The Missabe's Interstate Job picked up that ore at Saunders then brought it to Proctor via Adolph, sorted it at Proctor, then the Hill Job brought it down for spotting on Missabe Dock 5. All of the ore roads that ran here cooperated to provide each other with the necessary ore to make a boat load the proper and required chemical consistency to fulfill orders from the steel companies. A large amount of ore loaded into the these massive docks actually came here from the non-owning roads. It was this interchange between the railroads of the various ores (that would then be sorted before being loaded into the docks) that really made the whole system work. Without this ore interchange between the various railroads the mining companies would have been limited to shipping in many cases, unusable or unwanted grades of ore. Without the interchange of ore cars that allowed better grades of ore to be created through yard sorting and dock and hull blending—the ore era as we once knew it would have ended decades earlier than it did.
Of course, way back when, when the ore docks were still very young and made mostly of wood, it was possible to load ore willy-nilly because the earliest ores mined were of a sufficiently high iron content that blending wasn't required or desired. But as those better-resources played out, the operation that I described here today is what quickly became the norm. It is the reason why railroads like the Missabe and Great Northern had such huge sorting yards at Proctor and Allouez. They had to be massive because the mix of cars needing to go down to any one track on the docks became a staggeringly complex project that changed by season. Every year there was a different supply of ores to blend.
It should be obvious by now that if you thought that the iron ore used to make steel went straight from the mine to the dock in solid strings of cars—generally speaking you'd be wrong about that. But as natural or direct shipping ores played out and taconite was developed during the mid-1960s, the dream of being able to load an entire train load of Minnesota ore into a Great Lakes vessel finally became a reality through the advent of the taconite pellet—though even that started out rather slowly. Believe it or not many boats ran with split loads containing half natural iron ore and half taconite pellets. That was until the pellet plants could produce enough pellets to load full vessels. Each taconite plant produced its own variety of product too. Ultimately, taconite production turned a difficult sorting and blending process into a relatively easy one by creating an easily transportable product with a consistent iron content.
After 1968, scenes like this one began to become more rare every day. By the time this shot was taken in 1981 natural ore shipments out of Duluth were practically a thing of the past. Just to contrast complex vs. simple processes, here's a nice view of the Duluth docks that I shot in the post-natural-ore taconite era where we can see two varieties of pellets on the ground that still fill boat holds in present day Duluth: www.flickr.com/photos/jeff_lemke/25449237413/in/album-721...
Of course if you visit either of the Twin Ports area "ore yards" today (that's BNSF's Allouez and CN's Proctor facilities) you'll find that those once-huge ore classification yards are truly conspicuous by their complete absence (Allouez) or nearly complete absence (Proctor). In the taconite era, railroad tracks simply store cars not being used at the moment. There's nothing much left to blend because other than the iron particles themselves that are mated with a binding clay and limestone to make the pellets in the first place—all that's left to do is dump them onto the ground for stockpile and then reload them into the dock when the boat gets near.
While the days of sorting ore are likely gone forever it sure is fun remembering just how complicated that process was and how many men and women earned their livings doing this important work for America. I'm glad that I found this picture of Duluth-Superior's most-recognized bumboat to share with you today. That little floating store provided the guys on the bigger boats with an opportunity to do something besides the everyday grind. The requisite climb up and down the ladder to be able to spend a little money had to be worth it, and I'm certain that when the Marine Trader pulled up alongside the ore boats it was truly a welcome sight for sore eyes. Long live the bumboats and their Captains!
Dwight owns his own auto-repair business and likes monster trucks and "purdy ladies". Dwight is 66cm tall.
Photo by the lovely www.flickr.com/photos/thingsbydan/
Warrington's Own Buses - VDL SB120 / Wright Cadet - YJ57 BPU seen in Warrington operating service 62 to Runcorn on January 16th 2020
Warrington's Own Buses - Supporting Ukraine liveried - Alexander Dennis Enviro 200 - CX65 BUH seen at Altrincham Interchange operating service CAT5 to Warrington Bus Station on April 6th 2022
This is my own creation of vtuber Nanashi Mumei. 😊
Check out my Ko-Fi post: ko-fi.com/s/39f1d74519
Check out my Rebrickable post: rebrickable.com/mocs/MOC-86724/BrickHugger171/nanashi-mum...
Warrington’s Own Buses MCV bodied Volvo BZL DD 2005 (BU74YUJ) is seen here heading out of Warrington Interchange working the 28 to Leigh.
Hunter Valley Gardens is a privately owned gardens in the heart of Hunter Valley wine country, located in Pokolbin, NSW, Australia. It opened in 2003 and is now open every day of the year except Christmas Day. The gardens span across 14 hectares of land, containing 10 differently themed gardens, accommodation, a shopping village, rides/events and dining. The gardens are a popular venue in the Hunter Valley for weddings and events.
Hunter Valley Gardens is the largest display garden in the Southern Hemisphere.
Hunter valley gardens was developed and created by the Roche Group, when founder Bill Roche retired he decided that he would finally make his lifelong ambition a reality, building a garden that would be enjoyed for generations to come. Starting construction in 1999, the team of 40–50 landscape gardeners, engineers and architects completed the gardens and it was opened in October 2003 by the premier of New South Wales.
The gardens are composed of ten individually themed gardens, influenced by different locations around the world, containing both native and exotic flora . The display gardens are divided by eight kilometres of wheelchair accessible walking paths. There are over six thousand trees, six hundred thousand shrubs and one million ground-covers populating the gardens.
The themed gardens are;-
•Border Garden- The Border Garden is designed to imitate the classic French Parterre style of garden, with surrounding manicured box hedging, intertwined with Hill's Weeping figs and European boxwood to make interesting shapes and designs. Hand-carved Indian Marble water features and statues that represent the four seasons are displayed throughout the Border Garden.
•Chinese Garden- Patrons enter the Chinese Garden by crossing green Chinese slate and walking through a traditional Moon gate which is flanked by two bronze Temple Guardians. Slow growing grass, rugged rocks and raked decorative gravels are some of the traditional elements to the garden. Some of the many featured plants include Azaleas, Camellia sasanqua, Conifer, Bamboo , Cumquats, Persimmons and Mulberries.
•Formal Garden- Influenced by garden designs of France and England, the Formal garden is one of the largest of its type in Australia. Manchurian Pear Trees border the garden with 3000 bushes of Chameleon roses, a variety of topiary and manicured lawns making up the features of the garden. A Wishing Fountain can also be found in the Formal Garden, with all the proceeds donated to charity.
•Indian Garden- The Indian Garden carries aromas of India, having Curry plants filling the garden with their scent when you enter through the 160-year-old antique Indian Gates with two bronze elephants standing guard. Paths accompanied with Lilly pilly hedges lead to a mosaic of pebbles and ground-covering plants and a garden design, containing Purple Ajuga and Variegated Dwarf Agapanthus. An Indian Tea House with traditional Indian embellishments has an area to sit allowing the visitors to view the garden and topiary elephants.
•Italian Grotto- The Italian Grotto features a statue of Saint Francis of Assisi and is lined with pink Wisterias, red Bougainvillea, lemon, orange and olive trees, lavender, and cascading Geraniums and Pelargoniums.
•Lakes Walk- The Lakes Walk is surrounded by one and a half kilometres of pathways with the waterway being lined by perennial borders, and containing the Lakes Rotunda. This garden is a common place for weddings to be held.
•Oriental Garden- Influenced by Japanese and Korean gardens , the Oriental Garden contains a two-story traditional Japanese pagoda that is surrounded by a koi pond. Zoysia Tenuifolia (Korean velvet grass) fills the garden, mounding itself around rocks and pavers.
•Rose Garden- In the shape of a corkscrew to honour the neighbouring Hunter Valley vineyards, the Rose Garden contains over 8000 roses, including: Blue Moon, Bonica, Charles De-Gaulle, Double Delight, Fragrance, Freesia and Marlena. The middle of the garden displays thirteen bronze statues of Imelda Roche and her twelve grandchildren.
•Storybook Garden- The Storybook Garden contains many statues and murals of nursery rhyme characters including Jack and Jill, Humpty Dumpty, Little Bo Peep and Alice in Wonderland.
•Sunken Garden- The Sunken Garden features a 10-meter high waterfall with a pergola on top as well as a display of evergreen and deciduous trees, shrubs, flowers and pathways surrounded with hundreds of roses