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classic sports cars | vintage motorcycles | Oldtimer Grand Prix

Mille Miglia | Ennstal-Classic ☆ motorsport legends & passion

event | 2005 ENNSTAL-CLASSIC, Styria 💚 AT

📷 | Alfa Romeo GTA 1300 Junior :: rumoto image # GP05153

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Alfa Romeo GTA 1300 Junior Registro Italiano, Club Italia

The power of 170 HP from a 1.3-litres normally aspirated engine is the result of top level engineering by the standards of the 70s; this also explains why the incredible "GTA 1300 Junior" won the title in the European Touring Car Championship in 1971 and 1972, being brought to the race with the Autodelta colours, the racing department of Alfa Romeo. This model is an evolution of the original "GTA" of 1965, equipped with a 1.6 litre engine, and has kept the aluminium body, with the later addition of flared wheel arches. One of the most successful drivers who have interpreted the "1300 Junior" in the best possible way was undoubtedly Toine Hezemans, "The Flying Dutchman".

Engine: 4 cylinders in line, 1290 cc, twin shaft, dual ignition, direct injection

Power: 170 HP at 8200 rpm

Top speed: 220 km/h

Bodywork: Bertone

Please don't hesitate to add my works to your faves, thx a lot!

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Italian Coachbuilders, Karosseriebauer, coachbuilder, Grande Carrozziere Italiani, Carrossiers italiens, Carrozzeria Accossato, Ala d'Oro, Carrozzeria Allemano, Ansaloni, Autodromo, Balbo, Bertone, BAT, Berlinetta Aerodinamica Tecnica, Bizzarrini Giotto, Bizzarrini, Boano, Felice Mario Boana, Boneschi, Brianza, Callum Ian (d), CA.SA.RO., Canta, Caprera, Carrozzeria Castagna, Carrozzeria Colli, Carrozzeria Coggiola, Coriasco, De Simon (d), Ellena, Carrozzeria Emilia di Enzo Ferrari, Eurostyle, Faina, Fantuzzi, Filacchione, Moreno Filanda, Carrozzeria Fissore, Fona, Fontana, Fratelli Corda, Frua, Fuhrmann, Gamine, Marcello Gandini, Garavini, Giugiaro Giorgio (d), Carrozzeria Ghia, I.D.E.A., ItalDesign, Carrozzeria Francis Lombardi, Lotti, Maggiora, Mantelli, Carrozzeria Marazzi, Paolo Martin, Meteor, Michelotti, Michelotti Giovanni , Monterosa, Montescani, Monviso, Morelli, Moretti, Rocco Motto, Carrozzeria Motti, Nell Christian, OSI, Ostuni, Pedrazza PRC, Pininfarina, Pinin Farina, Riva, Savio, Sala, Carrozzeria Scaglietti, Scioneri, Siata, Sibona, Sports Cars, Stabilimenti Farina, Stanzani Paolo, Superleggera, Touring, Touring Milano, Carrozzeria Varesina, Vignale, Carrozzeria Alfredo Vignale, Carrozzeria Viotti, Zagato,

:: rumoto - images of 111 car brands:

Abarth, Abarth-Fiat, AC, Alfa Romeo, Allard, Antas, Alpine, Alvis, Aston Martin, Auburn, Audi, Austin, Austro V, Auto Union, AWE, Bentley, Bizzarrini, BMW, Borgward, Bristol, Bugatti, Byers, Chevrolet, Chrysler, Cisitalia, Citroen, Colani, Cooper, CR Salmson, Dacia, Datsun, Denzel, De Tomaso, DKW, Devin, Elva, Ermini, Ferrari, Fiat, Ford, Filandi, Faralli Mazzanti, FMR, GAZ, ГАЗ, Giannini, Gilco, Ginetta, Gordini, Healey, Honda, Horch, HRG, IMP, Intermeccanica, Iso, Italia, Jaguar, HWM Jaguar, Kamaz, Lagonda, Lamborghini, Lada, Lancia, Lea Francis, Lotus, March, Marcos, Maserati, Matra, Mazda, Mazzanti, McLaren, Mercedes-Benz, Messerschmitt, MG, Mini, Mitsubishi, Morgan, Morris, Maybach, Nissan, NSU, OM, Opel, Osca, Peugeot, Plymouth, Porsche, Puch, Railton, Reliant, Renault, Riley, Rolls-Royce, Saab, Salmson, Siata, Simca, Skoda, Squire, Stanguellini, Steyr, Steyr-Puch, Sunbeam, Talbot, Tatra, Triumph, Uragano, Veritas, Volkswagen, Volvo, Wanderer,

motorsports photographers:

Neill Bruce, Colin McMaster, Ian Dawson, Берни Эггер, Geoffrey Goddard, Christian Gonzenbach, Christian Hatton, Louis Klemantaski, Stefan Lüscher, Richard Meinert, Andrew Morland, F. Naef, Peter Roberts,

A couple of years later, ownership had transferred to West Coast Motors and the fleet had been repainted. Ex Clydeside Scottish GCS35/42V show off their new coat of paint.

Few other birds approached the feeder as this Northern Cardinal staked claim.

Home ownership, for better or worse, is a key part of the American culture. With every foreclosure on a house the American dream passes by the masses, a little bit more...

Drive-by shot in Benton Harbor, Michigan. Vivitar Ultra Wide and Slim with Kodak EBX 100 XPRO (cropped). (Explore)

This substantial, two-storeyed brick residence was erected in 1902-03 for John Lamb, co-proprietor of the successful Queen Street drapery establishment of Edwards & Lamb, and a businessman with enlightened attitudes toward his employees. Named ‘Home’, (also known as Lamb House) the house has remained in the sole ownership of the Lamb family since its construction. Designed by eminent architect Alexander B Wilson, the residence embraced the Federation Queen Anne style and is recognised as one of Wilson’s greatest domestic works.

Kangaroo Point, originally part of the land of the Jagera and Turrbul people, was one of the earliest localities used for colonial purposes following the establishment of the Moreton Bay Penal Settlement. The Kangaroo Point Cliffs were quarried for their Brisbane tuff, used in building works for the colony, and the area was farmed from 1837. Following the opening of the colony for free settlement in the 1840s, land along the peninsula was offered for sale. Industry and shipping was established along the river front, with modest working-class dwellings dotting the lower-lying areas. By the 1850s, the higher land at Kangaroo Point was attracting wealthy residents who erected substantial homes overlooking the Brisbane River.

The highest part of Kangaroo Point was River Terrace, running atop the Kangaroo Point Cliffs. By 1875 the terrace was recognised as ‘beauteous… with its unrivalled coup d’oeil of the great city’, and recommended to visitors for sightseeing. Subdivisions along the east side of the terrace were offered for sale from the 1850s, but the western side was reserved for public purposes, providing a dramatic clifftop promenade between the Kangaroo Point State School and St Mary’s church, at the Main Street intersection, and Leopard Street, a continuation of River Terrace.

By the turn of the 20th century Kangaroo Point was a highly appealing residential area, both for its quiet, leafy nature and for its proximity to the city, with ferry and bus services linking the area to the central business district. In 1901, a parcel of eight undeveloped subdivisions on Leopard and Wild streets, at the highest elevation overlooking the Gardens Point, were sold by the mortgagee. The subdivisions surrounded an older residence, ‘Rockfield’, built on the corner of Leopard and Wild streets, circa 1890, for Captain Daniel McGregor. The undeveloped sites had first been offered for sale in October 1852 and granted to John McCabe in 1855. They were transferred to land agent GT Lang in 1882, before they were purchased in August 1901 by John Lamb.

English-born John Lamb and his business partner to-be Thomas Edwards arrived in Australia on the ship Cuzco in 1881. After settling briefly in New South Wales, they established a drapery and clothier business in Brisbane’s premier shopping district, Queen Street, in 1884. Edwards and Lamb was one of a number of locally-established drapery firms opened between the 1860s and 1890s, which were the forerunners of Brisbane’s major department stores. By 1888, Edwards and Lamb had made ‘such rapid strides that… it is one of the representative mercantile house of the kind in the colony.’ The firm openly supported workers’ rights, and was actively engaged in the Early Closing Association movement, which campaigned for shorter working hours for retail workers. The movement’s first chair and secretary were both recruited from Edwards and Lamb, and in the 1890s the firm employed Frank McDonnell as a manager-cum-union organiser until McDonnell’s elevation to Queensland Parliament in 1896. This was quickly followed by the passage of the Factories and Shops Act 1896, and the introduction of early closing in its 1900 replacement. McDonnell credited Edwards and Lamb for his success.

Following the death of Thomas Edwards in 1897, John Lamb purchased Edwards’ share in the business, and continued it on his own. In 1899, Lamb married Sarah Jeane Stephens in Maryborough, and by 1901 the couple had two children, with a third due in 1902. With his family growing, and his business on firm footing, Lamb purchased the Kangaroo Point sites and moved into temporary accommodation in Leopard Street, pending the construction of a new family residence.

Lamb’s timing coincided with a period of steady residential growth in Brisbane. The city had suffered in the 1890s from the combined effects of an economic depression and extensive flooding, and commissions for substantial houses had fallen off. By 1900, the economy was recovering, and businessmen and retailers engaged Brisbane’s prominent architects to design a number of large residences in the inner-city and suburban areas, from Waterton, at Chelmer, circa 1900, for insurance agent Thomas Beevor Steele (architect unknown) (QHR 602340); Drysllwyn, in Auchenflower, c1905, by architect Claude William Chambers, for mining entrepreneur William Davies (QHR 600051); Endrim, at Toowong, 1906, by unknown architect, for tram company director JS Badger (QHR 650071); Turrawan, at Clayfield, 1906, by Hall and Dods, for doctor Arthur Halford (combined surgery/house)(QHR 602452); Cremorne, at Hamilton, circa 1906, by Eaton and Bates, for publican James O'Connor (QHR 600218); Feniton, at New Farm, 1906, by RS Dods, for the Trude family (QHR 650078); to Weemalla, at Corinda, 1909, by RS Dods, for insurance company manager RM Steele (QHR 602820).

Lamb engaged architect Alexander Brown Wilson to design his new Kangaroo Point house. Wilson was by then a well-established Brisbane architect, having commenced work with the Queensland Public Works Department in 1875 at the age of 16. From 1882 he was employed as architect FDG Stanley’s principal draftsman, before beginning his architectural training in Brisbane and Europe. He became the first Queensland-trained associate of the Royal Institute of British Architects, returning to Brisbane to open his own architectural practice in 1884. He also helped found the Queensland Institute of Architects in 1888, and served four terms as its president. Wilson’s practice quickly developed into a substantial firm, particularly renowned for its church and domestic designs. Prominent examples of Wilson’s domestic work survive in Brisbane, including Leckhampton (1890, QHR 600246), Kinauld (1888, QHR 600225) and Como (1890, QHR 601474), but his most recognised domestic work was his design for John Lamb.

In designing Lamb’s house, Wilson put his personal interpretation on the Queen Anne style. Imported from Britain and the United States, Federation ‘Queen Anne’ was the dominant style in Australian domestic architecture for substantial houses at the turn of the 20th century. Popularised by the influential British architect Richard Norman Shaw, who in the 1870s began designing country houses in an eclectic style combining elements from many periods of traditional English rural building, the style was labelled ‘Queen Anne’ after it became popular in America. In Australia, the style was characterised by: red facebrick walls, often with contrasting white painted ornamentation or timber joinery; complex roof forms with towers and multiple gables; Tudor-style half-timber panelling in gable ends; tall brick chimneys; terracotta detailing; and picturesque asymmetry. Roofs were often French Marseilles tile with a detailed ridge or apex. Verandahs featured ornamental posts, brackets, balustrades and valances. Patterns in leadlight windows, doors and fanlights tended to echo the free curves found in nature as the influence of Art Nouveau on the Queen Anne design became increasingly apparent after the 1900s. Although not as popular or extensively used as in Victoria and New South Wales, the Federation Queen Anne style spread to Queensland and was incorporated into designs from the 1890s until the 1940s. In Queensland the style was often applied to traditional timber houses, influencing their roof forms, timber verandah detailing and other ornamentation.

Notable Queen Anne features of the Lamb residence include its red brick composition, terracotta shingle tiles, chimney post, turned timber posts, gables of suggested half-timbering and Classical motifs on the three-storey tower.

Wilson drew plans for Lamb’s house, and a specification was detailed in September 1901. Wilson’s design for the residence set out a ground and first floor, with a protruding observation tower. It was of brick construction, with a tiled roof featuring half-timbered detailing to gable-ends; and a concrete-finished entrance porch aligned vertically with the observation tower. The front door, accessed by the porch, led to the central staircase via a vestibule, which had a lavatory to one side. On the river (northern) side of the residence was an eastern drawing room and connected western dining room that both featured fireplaces, architraves, large windows, skirting boards and ‘wainscoting’ (dado panelling). On the southern side of the residence was a morning (breakfast) room to the east, which opened onto the front verandah; with the kitchen, scullery and connected service wing to the west. Upstairs, there were six bedrooms, each of a different size; a small housemaid’s store and press; and a bathroom behind the central staircase. An additional stair climbed the observation tower, which had a viewing platform in response to the house’s prominent position atop the Kangaroo Point Cliffs. Externally, there were two water tanks, a service wing, including a washhouse with fuel store and earth closet, and a full-sized tennis court (56 x 17m).[14] Early photographs from the Leopard Street entrance driveway show various concrete render mouldings, including the residence’s name, Home, above the pediment to the entrance porch; and iron entrance gates set within a front fence with polychromatic brickwork and concrete capping.

The specifications also clearly distinguished between the primary and other rooms, requiring cedar and ‘fancy wood’ of a wider profile for timber joinery in the public rooms (including drawing, dining and morning rooms, staircase, vestibule and lavatory) and four principal bedrooms; with pine in the two back bedrooms and kitchen. Pressed metal ceilings and / or ceiling roses were to be located in public rooms and principal bedrooms, with leadlight glazing specified for use in a skylight, the front door, vestibule door, cloak-room (potentially describing the lavatory) window, small windows to dining room fireplace, bathroom windows, some verandah doors, and fanlights over dining room and drawing room windows. The drawing room and main bedroom featured bay windows.

Wilson called for tenders for the brick villa in March 1902. The house was constructed over a twelve month period by builder William Anthony at a contract price of £3,250. Work was underway by June 1902, when the ‘fine two-storied residence… commanding a beautiful prospect’ was described in the Brisbane Courier as the main work occupying Wilson’s ‘architectural skill’.

The eight subdivisions provided a generous 3133m2 site for the house and its features. The house was positioned near the back of the site, taking advantage of the extensive views, with a driveway from Leopard Street curving around the tennis court. The Leopard Street frontage was lined by a polychromatic brick wall and ornate driveway gates, also designed by Wilson. Fig trees were planted along the Leopard Street frontage to the property, with additional trees and gardens along the northern boundary, the tennis court fence and the circular driveway, which terminated in front of the house. A service entrance ran from Wild Street to the kitchen and service wing.

The Lamb family house was completed by April 1903, when Mrs Lamb advertised for a general servant from ‘Home, River terrace’. The youngest of the Lambs’ four children was born in 1905; by 1910, Mrs Lamb, with two servants and a children’s nursemaid, advertised for additional help.

The attraction of Kangaroo Point as a quiet but centrally located suburb for the well-to-do continued well into the 1920s. Its reputation as a leafy garden suburb was enhanced in the 1910s when River Terrace was planted with a line of fig trees and garden beds, improving the clifftop promenade. A photograph taken of the River Terrace promenade in 1919 displayed both the vegetation improvements and the view, which terminated in Home and its neighbouring house, Edgecliffe. In 1928 the suburb was recognised as one of the ‘garden suburbs of Brisbane’, with ‘handsome residences, well-kept gardens, wide-streets, and tree-lined avenues.’ From the 1930s, however, houses along the peninsula (including a number of historic homes) were removed for the construction of the Story Bridge (1940) [QHR 600240], and the suburb became increasingly busy.

Few changes appear to have been made to Home after its construction. Architect Wilson undertook minor repairs to the property in 1911, and a brick garage was added at the Wild Street boundary by 1925, with the circular driveway removed and extended to the garage. A pavilion was later added to the tennis court (extant by 1942). The trees, which had become substantial by the 1940s, were cut back in the late 1950s or early 1960s.

John Lamb senior died in 1920, passing the Edwards and Lamb business to his two sons, John and Frank, and the house to his widow, Sarah. Home was mortgaged in 1922 for the sum of £8,000. Three of the Lamb children did not marry, and continued to reside in the large family residence. Both sons worked for the retail firm, while Sarah and her daughters hosted a number of social and fundraising events at the house in the 1920s and 30s, particularly in aid of the nearby St Mary’s Anglican Church. The three unmarried children also purchased the neighbouring Rockfield in 1941. Following Sarah’s death in 1956, ownership of Home passed to her daughters, who remained resident at the house.

The Lamb family business – known both as Edwards and Lambs and simply Lamb’s – operated successfully into the mid-20th century, as one of the renowned Queensland draperies which dominated the state’s retailing market until the 1950s. From the small Queen Street store, it expanded to a large commercial operation with a mail order business for country customers, and was ‘always assured of patronage, especially from country people, who know they are dealing with a reputable establishment’. Until 1921 it relied on word-of-mouth, rather than advertising, for its business. Edwards and Lambs’ premises were extended in 1932 and 1938, doubling the floor size and improving the layout, until it developed a ‘world-wide reputation’ by 1949. A Victory Farm was established at Holland Park during WWII, changing to flowers after the war to decorate the business premises. The Lamb brothers also continued to operate Edwards and Lamb with attention to the welfare of its employees, providing a superannuation scheme and mutual benefits society; additional Christmas holidays; and an extra week’s pay on the firm’s 60th anniversary. As neither a private nor public company, the business was the responsibility of the Lamb brothers, and after both passed away, the firm was sold to Factors Ltd. The sale coincided with the demise of the Queensland-based retailers in the 1960s, when they were superseded by drive-in suburban shopping centres, and sold to large southern retailers.

Home’s prominent position and striking style have made it a Brisbane landmark. As early as 1906 the ‘fine residence’ was considered worthy of note amongst the ‘suburban beauties’ of Kangaroo Point, and the ‘stately home’ featured as one of Brisbane’s newer homes photographed for the Queenslander in 1927. Home has featured in numerous publications, including Salon, the Architectural Journal of New South Wales; Towards the Dawn; 150 years of Brisbane River Housing; architectural sketches; blog posts and tourism websites; and picture postcards of the city. Visible along two stretches of the Brisbane River, as well as from the Botanic Gardens, Kangaroo Point Cliffs and South Bank, it has attracted the attention of tourists, and the house was dramatically floodlit for the Royal Visit in 1954. In 2010, Home was recognised by the Australian Institute of Architects as a nationally significant work, as an important landmark, the best known residential work of Wilson, and arguably Brisbane’s most distinguished Queen Anne styled mansion.

**Queensland Heritage Register**

This building is under new ownership and is painted completely white including the door frame.

LEGAL NOTICE | protected work • All Rights reserved © B. Egger photographer retains ownership and all copyrights in this work.

photographer | ▻ Bernard Egger.. • collections.. • sets..

📷 | 2023 Oldtimer Grand Prix Schwanenstadt, A # 8432

▻ www.msv-schwanenstadt.at - 16./17. September 2023

© Dieses Foto darf ohne vorherige Lizenzvereinbarung keinesfalls publiziert oder an nicht berechtigte Nutzer weiter gegeben werden.

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sidecar legends, Klaus Enders, Werner Schwärzel, Siegfried Schauzu, Wolfgang Kalauch, Heinz Luthringshauser, Rolf Steinhausen, Rolf Biland, Kurt Waltisperg, Klaus Klaffenböck, Klaffi, Christian Parzer, George O'Dell, Jock Taylor, Alain Michel, Egbert Streuer, Steve Webster, Darren Dixon, Paul Güdel, Steve Abbott, Tim Reeves, Tristan Reeves, Pekka Päivärinta, Adolf Hänni, Ben Birchall, Tom Birchall, Josef Moser, Michael Grabmüller, Gerhard Hauzenberger, Wolfgang Stropek, Helmut Wechselberger, Manfred Wechselberger Yeti,

This shows the old Knowlton Mill stone foundation on Black Stream in Sangerville, Maine, from another angle. Sangerville is part of Piscataquis County.

NOTE: All images are Copyrighted by Greg A. Hartford. No rights to use are given or implied to the viewer. All rights of ownership and use remain with the copyright owner.

King's Mill or Vincent's Mill, Shipley, West Sussex, England is a smock mill built in 1879 which has been restored and was open to the public until its closure on 19 July 2009.

King's Mill was built in 1879 at a cost of £2,500 by Messrs Grist and Steele, the Horsham millwrights. Machinery from a windmill at Coldwaltham is believed to have been incorporated in the mill. The mill worked commercially until 1926, latterly by a steam engine. It was bought in 1906 by Hilaire Belloc, who owned it until his death in 1953. King's Mill was restored by E Hole and Sons, the Burgess Hill millwrights, as a memorial to Belloc soon after his death and was re-opened to visitors for the first time in 1958. West Sussex County Council had the responsibility for the upkeep of the mill, which remained in the ownership of the Belloc family.

The Shipley Windmill Charitable Trust was formed in 1987 and took over responsibility for the maintenance. Further restoration work was carried out by Hole's between 1987 and 1990, when the mill re-opened, although with only two sweeps at that time. The second pair of sweeps was fitted in 1991. A new pair of sweeps and a new stock were fitted in November 2004. On 7 April 2009, it was announced that the mill was to close to the public as the lease owned by Shipley Mill Charitable Trust only had three years to run and they had been notified that the lease would not be renewed when it expired. The mill, in full working order, opened for the 2009 season on 5 April and held its last open day on 19 July.

The mill was the filming location for Jonathan Creek's home in the BBC series of that name

Conisbrough Castle is a medieval fortification in Conisbrough, South Yorkshire, England. The castle was initially built in the 11th century by William de Warenne, the Earl of Surrey, after the Norman conquest of England in 1066. Hamelin Plantagenet, the illegitimate, parvenu brother of Henry II, acquired the property by marriage in the late 12th century. Hamelin and his son William rebuilt the castle in stone, including its prominent 28-metre (92 ft)-high keep. The castle remained in the family line into the 14th century, despite being seized several times by the Crown. The fortification was then given to Edmund of Langley, passing back into royal ownership in 1461.

Conisbrough Castle fell into ruin, its outer wall badly affected by subsidence, and was given to the Carey family in the 16th century. Its derelict state prevented it from involvement in the English Civil War of the 17th century and the remains were bought by the Duke of Leeds in 1737. Sir Walter Scott used the location for his 1819 novel Ivanhoe and by the end of the 19th century the ruins had become a tourist attraction.

The state took over the management of the property in 1950, but by the 1980s the visitor facilities were felt to be unsuitable, leading to a three-way partnership being created between the local council, the state agency English Heritage and a local charitable trust to develop the castle. The keep was re-roofed and re-floored in the 1990s with the help of European Union funding. English Heritage took over control of the castle in 2008 and continues to operate the property as a tourist attraction.

The castle is made up of an inner and an outer bailey, the former surrounded by a stone curtain wall defended by six mural or fortified towers and the castle keep. The inner bailey would have included a hall, solar, chapel and other service buildings of which only the foundations survive. The design of Conisbrough's keep is unique in England, and the historians Oliver Creighton and Stephen Johnson consider it an "architectural gem" and "one of the finest examples of late Norman defensive architecture". The keep comprises a circular central tower with six massive buttresses; its four floors would have included a main chamber and a private chamber for the lord above it. Although militarily weak, the design would have been a powerful symbol of Hamelin Plantagenet's new social status as a major lord.

History

11th – 12th centuries

Conisbrough Castle was founded by William de Warenne, the first Earl of Surrey, who had taken part in the Norman conquest of England in 1066 and was rewarded by his father-in-law, William the Conqueror, with extensive estates in Yorkshire, Norfolk and Sussex.[1] As part of these, Lord de Warenne was given the manor of Conisbrough, which had previously been owned by the late Harold Godwinson.[1] The manor took its name from the Anglo-Saxon name for the settlement, Cyningesburh, meaning "the king's fortress", and formed a large estate comprising 28 townships, centred on an Anglo-Saxon fortified burh at Conisbrough itself.[2]

William built his castle on a rocky Magnesian Limestone spur surrounded by steep banks, and the fortification included a motte, an inner bailey protected by an earth bank and palisades, an outer bailey, and possibly a timber keep.[3] The castle was located around 175 feet (53 m) above the river and would have dominated this part of the Don Valley.[4] It was positioned directly opposite the village, which probably contained the old Anglo-Saxon burh.[5]

The castle was held by William's son, also called William, from 1088 to 1138, and then by his son, another William, until his death in 1147.[6] Conisbrough and the earldom then passed through Isabel, William's daughter, to her first husband, William de Blois, and then on to her second husband, Hamelin Plantagenet, whom she married in 1163.[7] Hamelin was the illegitimate half-brother of King Henry II, who had arranged the marriage, and the union brought him great wealth.[8] Hamelin extensively rebuilt the castle around 1180 to 1190, including constructing the stone keep; given his parvenu status, he probably hoped to reinforce perceptions of his new elevated rank.[9] King John visited the castle in 1201.[10]

13th – 15th centuries

The castle continued in the ownership of Hamelin Plantagenet's family, passing to his son William de Warenne in 1202.[10] William was probably responsible for the construction of new stone curtain walls around the inner bailey, destroying the former earthwork defences in the process.[11] The inner bailey was levelled and William built a hall and service buildings inside the castle, again in stone.[12] Conisbrough was inherited by William's young son John de Warenne in 1239, but he was still a minor and the castle was initially managed by his mother, Maud.[13]

Under John, Conisbrough's constables carried out a range of what the historian Stephen Johnson terms "colourful if rather unlawful dealings"; one was ultimately charged with having conducted "devilish and innumerable oppressions".[10] Further work was carried out in the castle during John's ownership, including modernising the castle hall and solar.[14]

The castle passed to John's grandson, also called John, who, in 1304, married Joan de Barr.[10] The marriage broke down but John's attempts to gain a divorce in 1316 failed in the law courts.[10] John blamed Thomas, the Earl of Lancaster, for this and in response he kidnapped Thomas' wife; Thomas then retaliated by seizing Conisbrough Castle.[10] Edward II intervened in the dispute and confirmed Thomas as the new owner of the castle.[10] In 1322, however, Thomas rebelled against the King and was executed, resulting in Edward taking control of Conisbrough himself.[10] The King visited the castle in 1322, and spent 40 marks on repairing both Conisbrough and the neighbouring castle of Pontefract.[10][a] Edward was overthrown by his wife Isabella in 1326 and the castle was returned to John.[10] John had hoped to pass the property to his mistress and two illegitimate sons, but he outlived them and on his death in 1347 it reverted to the control of the Crown.[10]

Edward III gave the castle to his own son, Edmund of Langley, the Duke of York, who controlled it until 1402.[10] Edmund's eldest son, Edward, owned it until 1415, when it passed to Maud Clifford, the widow of Edmund's younger son Richard, who lived there until 1446.[16] Richard of York then inherited the castle, and on his death in 1460 during the Wars of the Roses it passed to his son Edward, who seized the throne in 1461, bringing Conisbrough back into Crown ownership once again.[17]

16th – 19th centuries

By the 16th century Conisbrough Castle was in a poor state of repair, and a royal survey carried out in 1537 and 1538 showed that the gates, bridge and parts of the walls had collapsed in a spectacular land slippage, and that one floor of the keep had also fallen in.[18] The collapse of the walls was a consequence of the instability of the topsoil on top of the limestone spur, which was a mixture of clay and sandstone; once the clay was washed away over time, the remaining sandstone proved extremely unstable and liable to crack.[19]

Henry VIII gave the ruins to the Carey family, who retained it until it passed by marriage into first the Heviningham and then the Coke families.[20] The castle was not involved in the events of the English Civil War in the 17th century, and escaped the slighting that affected many similar properties, probably because the collapse of the outer walls had already made it indefensible and of little military value.[17] In 1737, after the death of Edward Coke, the castle and the surrounding manor were bought by Thomas Osborne, the Duke of Leeds, for £22,500.[21][b]

In 1811 the novelist Sir Walter Scott passed by the castle and later used it as the location for his novel Ivanhoe, published in 1819.[23] Scott only had a partial view of the property from the road and the events portrayed in the novel, set at the end of the 12th century, are fictitious; Scott believed the castle to have been Saxon in origin, a view shared by many 19th-century commentators.[24] Although the writer John Wainwright was still able to praise the "picturesque view" around the castle in 1826, the antiquarian Ecroyd Smith commented with concern in 1887 on the changing character of the location, in particular the factories that were growing up around the new railway line and the "murky atmosphere" the industrial works created.[25]

In 1859 Francis D'Arcy-Osborne, the Duke of Leeds, died, leaving Conisbrough to his nephew, Sackville Lane-Fox, the Baron Conyers.[21] The keep remained in good condition, but by 1884 it was apparent that repairs were needed and the antiquarian George Clark recommended urgent work to repair the stonework.[26] If finances allowed it, he also urged the reinstallation of a roof and wooden floors.[26] Limited repairs were subsequently approved by the trustees of Lord Conyers, although Clark's colleague, A. Ellis, expressed concerns that railings to protect the visitors who routinely climbed to the top of the keep had not been funded.[27] A reported £500 was spent by the trustees renovating the castle ruins, including the construction of a lodge in the outer bailey for the castle keeper, completed in 1885, and improvements to the footpaths.[28][c]

20th – 21st centuries

Conisbrough Castle was bought by the Conisbrough local council in the 1940s, who placed the castle into the guardianship of the Ministry of Public Works in 1949, but retained the freehold ownership of the land.[29] Two sets of archaeological excavations were carried out on the site between 1967 and 1969, exposing the foundations of the buildings in the inner bailey, and then from 1973 to 1977, examining options for future visitor facilities.[30] By 1984, when the government agency English Heritage took over the management of the property, the condition of the visitor services was unsatisfactory and the industrial character of the surrounding area was discouraging tourists.[29]

In response, English Heritage and Doncaster Metropolitan Borough Council formed a three-way agreement in 1988 with the Ivanhoe Trust, a local charity designed to generate new employment in the region.[29] Under this agreement the trust would manage the site, English Heritage would maintain the historic fabric of the castle, while the council would construct a new visitors' centre.[31] A new, controversial visitor's centre was built in the style of a collection of jousting tents, while the floors and roof of the keep were reinstalled between 1993 and 1995 with European Union funding, in an attempt to limit the erosion of the castle stonework.[32]

Visitor numbers following the investments fell far short of expectations, however, and by 2006 had settled at around 30,000 each year, only slightly above the level in the early 1980s.[33] The external facilities did not age well and funding shortages led to the new audio-visual effects in the keep being turned off to save money.[34] Discussions between the three partners about the future of the castle took place, but relations broke down and English Heritage resumed the direct management of the castle in 2008.[35]

The castle was closed for a £1.1 million programme of renovations in 2013, funded by the Heritage Lottery Fund, as part of which a new visitors' centre and visitor facilities were constructed.[36] The castle is protected under UK law as a Grade I listed building and as a Scheduled Ancient Monument.[37]

Architecture

Inner and outer baileys

Conisbrough Castle has an outer and an inner bailey, approximately 260 by 120 feet (79 by 37 m) and 290 by 205 feet (88 by 62 m) across respectively.[38] The castle was entered through the outer bailey, a rectangular enclosure protected by earthworks, which would have contained the castle's barns, stables, and other service facilities.[39] A drawbridge on the northern side of the outer bailey, now replaced by an earth causeway, linked it with the inner bailey.[39]

The oval inner bailey was formed by scarping and counter-scarping the natural contours of the hill, producing a bank, now largely destroyed, and a protective ditch.[39] The early 13th-century curtain wall is mostly of roughly dressed, coursed stone, up to 7 feet (2.1 m) thick and 35 feet (11 m) high, with two sections repaired with ashlar facings.[40] The wall was defended by six mural towers along its southern and western sides, of which three still survive reasonably intact, and strengthened with pilaster buttresses along the northern edge.[40] The bases of the walls and the towers were splayed, spreading their weight out more broadly, but their footings are only 0.6 metres (2 ft 0 in) deep in places.[41] A barbican protected the link from the drawbridge to the gatehouse of the inner bailey, complete with an additional corner turret.[42] The remains of the collapse of the curtain wall are still visible in the ditch.[43]

Various buildings were constructed along the inside of the inner bailey wall of similar rough stonework to the curtain wall, but only their foundations remain today.[44] In the south-west corner was the solar block, containing the solar and various chambers.[45] Along the north side was the hall, pushed into an awkward corner of the curtain wall, 70 by 30 feet (21.3 by 9.1 m) in size and originally probably built two storeys high.[44] Initially constructed with a central hearth, a fireplace was added into the outer wall in the later 13th century.[46] Alongside the hall were a kitchen and pantry, the former with a cellar.[44] On the south-east side of the inner bailey was the castle chapel, 20 by 40 feet (6.1 by 12.2 m) across.[47]

Keep

Conisbrough's keep was positioned on the north-east side of the inner bailey.[48] It is an important medieval survival: the historian Sidney Toy considered it to be "one of the finest keeps in England", the archaeologist Oliver Creighton describes it as an "architectural gem" and Stephen Johnson as "one of the finest examples of late Norman defensive architecture".[49]

The keep comprises a central circular tower, 62 feet (19 m) in diameter, with six, large solid buttresses projecting outwards to form an hexagonal design, unique in England.[48] It was made from magnesian limestone and 28 metres (92 ft) tall with walls up to 15 feet (4.6 m) thick in places.[50] It has four floors: a ground floor that serves as a basement and a vaulted stone support for the chamber above; the first floor, through which the keep was accessed; two upper floors and a roof walk, which was probably covered by a pentice and defended by battlements.[50]

The current concrete stairs to the keep are modern, and the original medieval stairway, made from timber and stone, would have incorporated a drawbridge just before the castle doors.[51] The basement contained a well, which could also be drawn from the 1st floor through a hole in the stone floor.[52]

The keep was designed as a private tower for Hamelin Plantagenet, rather than a grander residence.[53] As a result, it was not designed to accommodate several different households and its layout was simpler than that seen at the contemporary keep of Orford Castle, for example.[53] The 2nd and the 3rd floor would have served as the main chamber and the lord's private chamber, forming a vertical sequence of rooms, with a vaulted, hexagonal chapel leading off the private chamber, cut into one of the buttresses.[54]

Most of the castle would have been very dark due to the lack of natural light.[52] The main chamber, however, had a large window, 1 foot 10 inches (0.56 m) by 4 feet 8 inches (1.42 m), with deep recesses to allow for the thickness of the walls; two carved seats sat alongside the window.[55] A similar window was placed above it in the private chamber.[56] The keep had relatively advanced fireplaces and flues for this period, the fireplace in the main chamber being exceptionally large and decorated with stone columns and carved capitals.[57]

Conisbrough Castle was probably similar to two other castles owned by the Warren earls. Hamelin Plantagenet was also responsible for the development of Mortemer Castle in France, where a similar keep was built on top of a motte, and Conisbrough might also have had resemblances to Sandal Castle in the north of England, also owned by the earls.[58] The design of the keep was poor from a military perspective. The central circular tower provided defensive advantages but the buttresses introduced 12 vulnerable corners into the stonework, and the keep itself had no arrow slots to permit the defenders to fire on any attackers.[59] Rather than being designed primarily for military defence, it was constructed to symbolise and reinforce Hamelin's lordship and new social status.[60]

en.wikipedia.org/wiki/Conisbrough_Castle

www.english-heritage.org.uk/visit/places/conisbrough-castle/

Trelissick Garden (Cornish: Lowarth Trelesyk) is a garden in the ownership of the National Trust at Feock, near Truro, Cornwall, England, United Kingdom.

Trelissick Garden lies within the Cornwall Area of Outstanding Natural Beauty (AONB). Almost a third of Cornwall has AONB designation, with the same status and protection as a National Park.

The garden has been in the ownership of the National Trust since 1955 when it was donated by Ida Copeland following the death of her son Geoffrey. A stained glass memorial bearing the Copeland Crest remains to this effect in Feock parish church. The house and garden had formerly been owned and developed by the Daniell family, which had made its fortune in the 18th Century Cornish copper mining industry.

Many of the species that flourish in the mild Cornish air, including the rhododendrons and azaleas which are now such a feature of the garden, were planted by the Copelands including hydrangeas, camellias and flowering cherries, and exotics such as the ginkgo and various species of palm. They also ensured that the blossoms they nurtured had a wider, if unknowing audience. Mr Ronald Copeland was chairman and later managing director of his family's business, the Spode china factory. Flowers grown at Trelissick were used as models for those painted on ware produced at the works.

The Copeland family crest, a horse's head, now decorates the weathervane on the turret of the stable block, making a pair with the Gilbert squirrels on the Victorian Gothic water tower, an echo of the family who lived here in the second half of the 19th century (their ancestor, Sir Humphrey Gilbert, was lost at sea in his tiny ship Squirrel after discovering Newfoundland).

The garden is noted for its rare shrubs. It offers a large park, woodland walks, views over the estuary of the River Fal and Falmouth.

Trelissick Garden is the home of the National Plant Collections of photinias and azaras.

(Wikipedia)

Trelissick Garden ist ein Garten in Cornwall mit subtropischem und fernöstlichem Bewuchs. Der Garten liegt in Feock, einem Ortsteil von Truro, ca. 4 Meilen nördlich der Stadt Falmouth oberhalb des Fal River und der Carrick Roads. Seine Fläche beträgt ca. 10 Hektar. Der kornische Name Trelissicks bedeutet Haus des Klanführers.

Im Gegensatz zu den einige Meilen südwestlich liegenden Gärten Trebah und Glendurgan ist Trelissick kein Schluchtgarten, sondern hat den Charakter eines Landschaftsparks. Der Garten besteht aus zwei Teilen, die von einer schmalen Straße durchschnitten werden, die zur Autofähre über den Fal führt. Verbunden werden die beiden Gartenteile durch eine kleine Holzbrücke. Dank des durch den Golfstrom milden kornischen Klimas ist es möglich, in Trelissick neben heimischen Arten eine große Anzahl subtropischer und fernöstlicher Gewächse ganzjährig im Freiland zu kultivieren. So finden sich in Trelissick u. a. Yuccas, Taschentuchbäume und Baumfarn und – für das südliche Cornwall selbstverständlich – Rhododendron. Im späten Frühjahr und Frühsommer leuchtet Trelissick in allen Farben der Rhododendrenblüten. Ein besonderes Schmuckstück ist die chinesische Zeder auf der zentralen Rasenfläche des Gartens. Der „Parsley Garden“, der alte Haus- und Kräutergarten am Eingang des Anwesens, wird ebenfalls noch bewirtschaftet und kann besichtigt werden.

Die englische Porzellanfabrikantin Ida Copeland erbte Trelissick 1937. Zwischen 1937 und 1955 ließ sie den ursprünglichen Landschaftspark umgestalten, so dass der Garten einen mehr subtropischen und fernöstlichen Charakter erhielt. Im Jahr 1955 übertrugen die Copelands Trelissick dem National Trust, der es der Öffentlichkeit zugänglich machte und in den folgenden Jahren die Bepflanzung erweiterte und veränderte. Dabei wurde auch Wert auf eine Bepflanzung mit spät blühenden Rhododendren und Hortensien gelegt, um die Blütezeit zu verlängern.

Trelissick beherbergt die nationale Britische Sammlung von Photinien und Azaras. Ebenfalls befindet sich hier die Porzellansammlung der Familie Copeland („Copeland China Collection“), die besichtigt werden kann.

(Wikipedia)

Chassis n° DB4/886/L

Zoute Sale - Bonhams

Estimated : € 1.200.000 - 1.600.000

Sold for € 1.236.250

Zoute Grand Prix 2022

Knokke - Zoute

België - Belgium

October 2022

The competition potential of Aston Martin's new DB4 had been recognised from the outset, and the factory lost no time in developing a lightweight version suitable for racing, the resulting DB4GT debuting at the 1959 London Motor Show. The model had already been proven in competition earlier that year when the prototype ('DP/199') driven by Stirling Moss won its first race at Silverstone. Extensive modifications to the standard car took 5" (127mm) out of the wheelbase, and replaced the rear seats with a luggage platform on all but a small number of cars. Together with lighter, 18-gauge bodywork, these changes reduced the car's weight by around 200lb (91kg).

The GT used a tuned engine which, equipped with a twin-plug cylinder head and triple Weber 45DCOE carburettors, produced a claimed 302bhp at 6,000rpm, a useful increase over the standard car's claimed 240bhp. Maximum speed, of course, depended on overall gearing, but 250km/h was achieved during testing with a 0-100km/h time of 6.2 seconds recorded. The DB4 was also one of the first cars to go from standstill to 160km/h and then brake to a dead stop on under 20 seconds, a tribute, in part, to its up-rated Girling brakes as used on Aston Martin's competition sports racers of the era.

While several customers liked the idea of the GT engine, not all were so keen on the DB4GT's Spartan, competition orientated and less roomy interior, preferring the civility of the standard model. To accommodate these select few clients, Aston Martin was happy to supply the DB4 with the GT engine. The first three such examples were completed in 1961 during production of the 'Series 3' DB4, followed by a further five in 'Series 4' and six in 'Series 5' plus one convertible, making 15 cars in total (source: AMOC Register).

This matching-numbers car, left-hand drive chassis 'DB4/886/L', is one of the five 'Series 4' saloons delivered with the twin-plug GT engine installed, three of which were left-hand drive, and is thus one of the rarest of all DB4 variants. The car was delivered new in 1962 via US importers J S Inskip first owner Henry Dingley Jr of Auburn, Maine, a motor sports enthusiast known to have raced Alfa Romeos and a Lotus XI. The DB4 was ordered with the desirable GT-type dashboard, overdrive gearbox, oil temperature gauge, brake servo, chrome wheels, and a Bray block heater as well as the GT engine. The Aston's immediate history thereafter is not known, but by January 1985 it was in the ownership of Thomas Clark of Mechanicsburg, Pennsylvania. '886/L' next passed to S A Taylor in the USA and in 1992 was acquired by Philip Cowan of Guernsey, Channel Islands. Later that same year the car was sold to Mr Rolf Annecke of Neuenkirchen, Germany.

During the years of Mr Annecke's ownership the car was completely restored (body, mechanicals, engine, transmission, suspension, brakes, electrics, etc) including a bare metal re-spray in Deep Carriage Green (an original Aston Martin colour). The extensive engine overhaul and tune up was carried out by Roos Engineering of Safenwil, Switzerland, while the interior was completely refurbished using correct original materials: Connolly leather, Wilton carpeting, etc.

In 2014 Mr Annecke offered the DB4 for sale. At that time approximately 1,000 miles had been covered since the rebuild's completion in 2005, the odometer reading at time of sale being 48,000 miles. Some 500 miles previously the old original Dunlop wire wheels had been exchanged for new 16" Borrani-style wheels shod with new Dunlop racing tyres. Most aspects of the restoration are documented by bills and photographs on file.

In early 2014 Mr Annecke sold the DB4 to the consignor, a connoisseur marque enthusiast based in Belgium. Determined to return the Aston to concours-standard original specification, he commissioned Carrosserie Philip Vilain in Brussels to start work in the summer of 2014. Vilain's brief was to completely restore the coachwork and chrome, and so the body was stripped back to bare metal and repainted in its original black livery, the entire process being documented by numerous photographs on file.

The factory's Aston Martin Works division was approached in 2015 to carry out a thorough evaluation of '886/L'. They made several recommendations, resulting in further refurbishment that included installing a new radiator, steering wheel, front/rear windscreens, headlights, and accelerator pedal. At the same time the interior was correctly re-trimmed in red leather with Wilton woollen carpets and a correct headlining. Related invoices on file total over £78,000 (approximately €90,500). Aston Martin Works issued a Gold Certification book in September 2016, confirming '886/L' to be a fully matching-numbers car retaining its original GT engine. Additional paperwork includes a factory production record; a former bill of sale and registration document; a BMIHT Certificate; and the aforementioned restoration records. The car is UK registered and comes to the sale with EU duties paid.

To call the GT-engined DB4 a 'factory hotrod' may not be entirely appropriate, but there can be no denying that its unique combination of high performance and 'gentlemen's club' refinement, not to mention a decent sized boot, makes it particularly appealing. Rarer but in the same top league as many a more expensive motor car from Maranello it represents a very refined choice for the discerning collector. As such it is nevertheless the ideal companion for use on long-distance tours and rallies and would surely be a welcome participant at any prestigious concours d'élégance event.

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photographer | Bernard Egger.. • collections • sets • # 1436

🏁 | July 30, 2016 ENNSTAL-CLASSIC • Styria 💚 Austria

📷 | 1962 Ferrari 250 GTO 3527GT / 3809GT Laidlaw

→ Register 250 GTO ► serial number 3527GT...

(1962/may/28 - Rolling chassis 3809GT shipped to Scaglietti as allotted for Czasy's order.) 1962/july/30 - Body completed at Scaglietti. 1962/aug/23 - Ferrari renumbered to 3527GT.

Sept. 10, 1962 - Lucien Bianchi, B via Ecurie Francorchamps.

6 GTO - Irvine Laidlaw, MC

Ferrari 250 GTO # 3527GT

1962 gab es kurz zwei verschiedene 250 GTO mit # 3527GT. Dies führt häufig zu Verwechslungen.

Zu dem abgebildeten 250 GTO "6 GTO" von Lord Irvine Laidlaw wird z.B. in diversen f Gruppen und auch im Programmheft der Ennstal-Classic 2014, Seite 49 fälschlich berichtet:

Heute gilt ein GTO, von dem nur 39 Exemplare gebaut wurden, als teuerstes Auto der Welt. So verkaufte etwa der Auto-Sammler Paul Pappalardo seinen GTO (# 5111) in einer Privat-Transaktion für 52 Millionen Dollar an einen geheim gehaltenen Besitzer.

-

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Copyright © John G. Lidstone, all rights reserved.

I hope you enjoy my work and thanks for viewing.

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Home ownership sucks!

Duple's Commander body was an impressive looking piece of kit, with (in my opinion) gradual improvements throughout its life from the early / mid '60s to the end of production and the sleek Commander IV circa 1970. That said this very tidy Commander three, with its semi-modern application of Lamcotes's green and black livery looked imposing as it sat here on the raised ground of their roadside garage. Someone even thought, and took the time to make SYX 572F its own bespoke Leyland Leopard badge.

The photo would have been taken on one of our Saturday afternoons out circa 1978/9, with the new freedoms allowed by car ownership. I know we should have used public transport, but if you wanted to get to a reasonable number of out of the way places in limited time, the car was unfortunately the answer!

...no-one will see me

The country park is only young and was designated in 2002 when South Somerset District Council established ownership. The country park is in a unique position, sited only 5 minutes walk from the bustling town centre and offers open access green space to residents and visitors.

The Country Park is comprised of five main areas all of which have very different characteristics and land features. The landscape varies from Ninesprings which is the most heavily used and accessible section with its network of footpaths and waterways to the Riverside walk which gives the feeling of being away from the hustle and bustle of town as you stroll through woodland following the path of the River Yeo.

Yeovil Country Park received Country Park accreditation from Natural England in 2009. Natural England believes that everyone should have access to good quality natural green space near to where they live. This provides a broad range of benefits to people and the quality of their lives, covering all the ecosystem services we depend on.

Natural England expects that, “People will have places to access and enjoy a high quality natural environment”. This is often more achievable in urban communities than in rural communities, particularly in lowland agricultural England where there is often poor access to quality green space.

The Green Flag Award Scheme recognises and rewards the best green spaces in the country. Yeovil Country Park entered the Green Flag Award Scheme in 2005 and has been awarded Green Flag status every year since due to its high standard of maintenance and community engagement. www.southsomersetcountryside.com/yeovil-country-park/abou...

1994 Land Rover Discovery Tdi 3-door.

Previously registered L356 HDP.

In present ownership since August 1999.

Last MoT test expired in February 2016 (SORN).

Hana is up against some stiff competition with the Lamborghini Huracán when it comes to 'Rear of the Year' ;-) Fund Racer, Mondello Park, Kildare, Ireland. Nikon D-800, Nikkor 28-300mm f/3.5-5.6 IF-ED-VR-2 (FX). 80mm, F6.3, 1/200, Speedlite SB-910.

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Cley Windmill is a grade II* listed tower mill at Cley next the Sea, Norfolk, England which has been converted to residential accommodation.

Cley windmill was built in the early 19th century. It was not marked on William Faden's map of Norfolk published in 1797. The first mention was an advert in the Norfolk Chronicle of 26 June 1819, where the mill was for sale, described as "newly erected" and in the ownership of the Farthing family. The mill was not sold and remained the property of the Farthing family, until 1875, when Dorothy Farthing, the then owner, died. The mill was bought by the miller, Stephen Barnabas Burroughes. It was worked by the Burroughes family until c. 1912, when the business was transferred to their windmill at Holt.

In 1921, the windmill was sold by the Burroughes brothers to Mrs Sarah Maria Wilson for the sum of £350 and she had the mill converted to a holiday home. The architect responsible for the conversion was Cecil Upcher. The machinery was removed, with the gear wheels being cut in half and used as decoration within the mill.

The mill was inherited by Lieutenant Colonel Hubert Blount, in 1934. On 31 January 1953, the mill was flooded to a depth of at least 8 feet (2.44 m). In 1960, Norfolk County Council and the Pilgrim Trust both made grants to enable the sails to be replaced, the council granting £500 and the trust granting £300 towards a total cost of £1,500. The work was done by R Thompson & Son, the Alford, Lincolnshire millwrights. Further grants were received by Lt Col Blount from Norfolk County Council in 1963 and 1971.

Lt Col Blount died on 1 February 1979 and the mill was inherited by his youngest son, Colonel Charles Blount, father of the singer James Blunt, who spent much time there as a child. The mill was offered for sale in May 1982, but did not sell. In 1983, planning permission and listed building consent was sought from North Norfolk District Council to turn the mill and complex into a guesthouse and self-catering units. This was granted, with the mill opening as a guesthouse on 27 April 1983.

In 1986-87, the cap gallery, sails and fantail were renewed. Grants totalling £19,000 were given by English Heritage and Norfolk County Council towards an estimated cost of £45,000. The work was done by millwrights John Lawn and John Bond. In December 2006 the windmill was put up for sale for the sum of £1,500,000.

Seen here in Chislehurst High St.on the long gone route 228 is #M1386. Nowadays its a courtesy motor for clients of the Ward Jones Company based at Cryers Hill.The company now has new ownership. (c)K.Gurney with permission to post.

Ownership is 9/10 of the law.

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🏁 | 2025 Bergpreis Planneralm, Styria 💚 Austria

photographer | Bernard Egger.. • collections • sets

📷 | 1972 Citroën Méhari :: rumoto images # 0759 wp

© Dieses Foto darf ohne vorherige Lizenzvereinbarung keinesfalls publiziert oder an nicht berechtigte Nutzer weiter gegeben werden.

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licence | for any user agreement please contact Bernard Egger.

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If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.

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#rumoto_images, #Bernard_Egger, #Oldtimerfotograf, #2025_Planneralm_Bergpreis, Donnersbach, Citroën Méhari, french cars, старинных автомобилей, Моторспорт фотография, машина, авто, Automobile, 車, 摄影师, Oldtimer, classiche, classica, classic cars, vintage cars, historic cars, motoring, legends, historique, stunning, awesome, Passione, Mythos, Leggenda, Nikon FX, Leo Harreiter,

Copyright © John G. Lidstone, all rights reserved.

I hope you enjoy my work and thanks for viewing.

NO use of this image is allowed without my express prior permission and subject to compensation/payment.

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The same applies to all of my images.

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LEGAL NOTICE © protected work • All Rights reserved © Egger photographer retains ownership and all copyrights in this work.

No use of this image is allowed without photographer’s express prior permission and subject to compensation • no work-for-hire

► licence | please contact me before to obtain prior a license and to buy the rights to use and publish this photo. A licensing usage agreed upon with Bernard Egger is the only usage granted. more..

photographer | Bernard Egger / profile.. • collections.. • sets..

traveling | Россия | Europe | classic sportscars & motorcycles

location | Navarino Bay, Pylos-Nestoras, Peloponnese GR

📷 | BMW K75 Ελλαδα :: rumoto images # 5146

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SCHLACHT VON NAVARINO / BATTLE OF NAVARINO

de.wikipedia.org/wiki/Schlacht_von_Navarino

The naval Battle of Navarino was fought on 20 October 1827, during the Greek War of Independence (1821–32), in Navarino Bay (modern-day Pylos), on the west coast of the Peloponnese peninsula, in the Ionian Sea.

An Ottoman armada, which, in addition to imperial warships, included squadrons from the eyalets (provinces) of Egypt, Tunis and Algiers, was destroyed by an Allied force of British, French and Russian vessels. It was the last major naval battle in history to be fought entirely with sailing ships, although most ships fought at anchor. The Allies' victory was achieved through superior firepower and gunnery.

The central factor which precipitated the intervention of the three Great Powers in the Greek conflict were the Russian Empire's ambitions to expand in the Black Sea region at the expense of the Ottoman Empire and Russian emotional support for the fellow-Orthodox Christian Greeks, who had rebelled against their Ottoman overlords in 1821. Russia's intentions in the region were seen as a major geostrategic threat by the other European powers, which feared the disintegration of the Ottoman empire and the establishment of Russian hegemony in the Balkans and the Near East. This induced Great Britain and France to bind Russia in a joint intervention to secure Greek autonomy in a manner which preserved Ottoman territorial integrity.

The Powers agreed, by the Treaty of London (1827), to force the Ottoman government to grant the Greeks autonomy within the empire and despatched naval squadrons to the eastern Mediterranean Sea to enforce their policy. The naval battle happened more by accident than by design as a result of a manoeuvre by the Allied commander-in-chief, Admiral Edward Codrington, aimed at coercing the Ottoman commander to obey Allied instructions.

The sinking of the Ottomans' Mediterranean fleet saved the fledgling Greek Republic from collapse. But it required two more military interventions, by Russia in the form of the Russo-Turkish War of 1828-9 and by a French expeditionary force to the Peloponnese to force the withdrawal of Ottoman forces from central and southern Greece and to secure Greek independence.

Ελλαδα - I'm lovin' it since 1985 -

1985 - 2010 | 55.000 km across GR

1972 Ginetta G15.

In present ownership since March 1978.

Photo courtesy of Simon M.

LEGAL NOTICE © protected work • All Rights reserved © B. Egger photographer retains ownership and all copyrights in this work.

No use of this image is allowed without photographer’s express prior permission and subject to compensation • no work-for-hire

► licence | please contact me before to obtain prior a license and to buy the rights to use and publish this photo. A licensing usage agreed upon with Bernard Egger is the only usage granted. more..

photographer | Bernard Egger / profile.. • collections.. • sets..

location | Selenogradsk, Kaliningrad Oblast, RF

📷 | Зеленоградск променад :: rumoto images # 2746

РОССИЯ ❤️ RUSSIA • best RUS Flickr group | Гимн |

Territory ▻ AMBER COAST ♡ Baltic Sea | Kaliningrad

albums - more images from: | ▻ Selenogradsk..

The Curonian Spit.. | Yantarny.. | ▻ Svetlogorsk..

----

ru/Зеленоградск | en/Zelenogradsk

LEGAL NOTICE | protected work • All Rights reserved! © B. Egger photographer retains ownership and all copyrights in this work.

photographer | Bernard Egger.. • collections • sets

event | 2008 ENNSTAL-CLASSIC • Styria 💚 Austria

© Dieses Foto darf ohne vorherige Lizenzvereinbarung keinesfalls publiziert oder an nicht berechtigte Nutzer weiter gegeben werden.

Todos los Derechos Reservados • Tous droits réservés • Todos os Direitos Reservados • Все права защищены • Tutti i diritti riservati

licence | for any user agreement please contact Bernard Egger.

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rumoto images, 2008 Ennstal-Classic, 写真家, カメラマン, 摄影师, Bernard Egger, photography, Ferrari 500 F2, Ferrari Ascari, 2008 GP Gröbming, Ennstal-Classic, italian cars, Scuderia Ferrari, Ferrariregister, Ferrari, Моторспорт фотография, Motorsport, Моторспорт, машина, авто, Oldtimer, Automobile, 車, motoring, european cars, classica, classic cars, vintage cars, historic cars, motorracing, historique, sports cars, Sportwagen, classic sports cars, Passione, Mythos, legends, Leggenda, awesome, stunning,

📷 | 1952 Ferrari 500 F2 original Ascari :: rumoto images # 05

-

If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.

---

Original Ascari-Ferrari 500 F2:

Bei diesem Rennwagen handelt es sich um ein echtes Juwel: nämlich um den original Ascari-Ferrari.

1952 und 1953 wurde die Formel 1 WM für Formel 2-Rennwagen ausgeschrieben. Ferrari hatte mit dem Typ 500 einen 2-Liter Vierzylinder-Rennwagen, der 1952 mit 165 PS und 1953 mit 180 PS Alberto Ascari zu zwei WM-Titel mobilisierte.

Ferrari holte sich in diesen zwei Jahren alle WM-Läufe bis auf den Grand Prix von Italien 1953, den Fangio auf Maserati gewann.

Trockengewicht: 560 kg, Höchstdrehzahl 7.200 U/min.

---

about original Ascari car Ferrari 500 F2:

The Ferrari F2 was raced for a couple of seasons where it was pitted against competition such as the British HWM, Maserati, Gordinis, and Connaughts. During those grueling seasons, the Ferrari 500 F2 proved its potential by being raced on many weekends throughout the years and emerging victorious in many of the races. The Lampredi powered car carried Alberto Ascari to two world titles and brought fame to the name, Ferrari. The car was not just limited to the factory; many privateers purchased examples and expanded the fame of the 500.

In total, six Ferrari 500 F2 racers were constructed.

[Quelle: Ennstal-Classic]

Front façade and court yard of the Château d'Azay-le-Rideau, Azay-le-Rideau, Loire Valley, France

Some background information:

Azay-le-Rideau is a commune in the French department of Indre-et-Loire in the Centre-Val de Loire region. It has more than 3,400 residents and is located about 30 km (19 miles) to the southwest of the city of Tours. There are two historic châteaux in the municipal area of Azay-le-Rideau: the Château de l'Islette and the more famous Château d'Azay-le-Rideau. Both belong to the UNESCO Word Heritage Site "The Loire Valley between Sully-sur-Loire and Chalonnes" with its many breathtaking châteaux. Altogether there are more than 400 of them in the Loire region.

Built between 1518 and 1527, the Château d'Azay-le-Rideau is considered one of the foremost examples of early French renaissance architecture. Set on an island in the middle of the Indre river, this picturesque castle has even become one of the most popular of all the châteaux of the Loire valley. The current occupies the site of a former feudal castle. During the 12th century, the local seigneur Rideau d'Azay, a knight in the service of the then French King Philip II Augustus, built a fortress here to protect the Tours to Chinon road where it crossed the river Indre.

However, this original medieval castle fell victim to the rivalry between Burgundian and Armagnac factions during the Hundred Years' War. In 1418, the future King Charles VII passed through Azay-le-Rideau as he fled from Burgundian occupied Paris to the loyal Armagnac stronghold of Bourges. Angered by the insults of the Burgundian troops occupying the town, the dauphin ordered his own army to storm the castle. The 350 soldiers inside were all executed and the castle itself burnt to the ground. For centuries, this fate was commemorated in the town's name of Azay-le-Brûlé (in English: "Azay the Burnt"), which remained in use until the 18th century.

In 1518, the land, together with the ruined castle, was acquired by Gilles Berthelot, the mayor of Tours and treasurer-general of the King's finances under King Charles VII and King Louis XII. Desiring a residence to reflect his wealth and status, Berthelot set about reconstructing the building in a way that would incorporate its medieval past alongside the latest architectural styles of the Italian Renaissance. Although the château's purpose was to be largely residential, defensive fortifications remained important symbols of prestige, and so Berthelot was keen to have them integrated in the architecture of his new castle.

Berthelot's duties meant that he was frequently absent from the château, so the responsibility for supervising the building works fell to his wife, Philippa Lesbahy. These took time, since it was difficult to lay solid foundations in the damp ground of this island in the Indre, and the château had to be raised on stilts driven into the mud. In 1527, the château was still incomplete, when the execution of Jacques de Beaune, (the chief minister in charge of royal finances and cousin to Berthelot) forced Gilles to flee the country. The then French King Francis I confiscated the unfinished building and, in 1535, gave it to Antoine Raffin, one of his knights-at-arms.

In 1583, Raffin's granddaughter Antoinette, a former lady-in-waiting to Margaret of Valois (the then Queen of Navarre and later Queen of France), took up residence in the château. With the help of her husband Guy de Saint-Gelais, she began modernising the décor. The Raffins, and their relations by marriage, the Vassés, retained ownership of the Château d'Azay-le-Rideau until 1787, when it was sold for 300,000 livres to the Marquis Charles de Biencourt, field marshal of King Louis XVI.

After having affiliated to the Third Estate and having committed himself to the ideals of the French Revolution, he was allowed to retain possession of his estate, which was in poor condition at that time. At the beginning of the 1820s, Biencourt undertook some alteration work. But after his death in 1824, it was his son Armand-François-Marie de Biencourt, who accomplished an extensive restoration of the château. This included restoring the old medallions and royal insignia on the staircase (which had been covered up during the French Revolution), extending the courtyard façade and adding a new tower at the east corner.

During the Franco-Prussian War of 1870 to 1871, the Château d'Azay-le-Rideau was once again threatened with destruction. It served as the headquarters for the Prussian troops in the area, but when one night a chandelier fell from the ceiling onto the table where their leader, Prince Friedrich Karl of Prussia, was dining, he suspected an assassination attempt and ordered his soldiers to set fire to the building. Only his officers' assurances that the chandelier had dropped by accident persuaded him to stay his hand and thus saved the château from a second burning.

Following the Prussian troops' retreat, Azay-le-Rideau returned to the Biencourt family. In 1899, financial difficulties forced the young widower Charles-Marie-Christian de Biencourt to sell the château, along with its furniture and 540 hectares of land, to the businessman Achille Arteau. He sold the château‘s contents for profit and as a result, the building was emptied and its artwork and furniture dispersed. In 1905, the estate was purchased by the French state for 250,000 francs and finally became a listed historical monument.

Today, the Château d'Azay-le-Rideau is one of many national monuments under the protection of the Centre des monuments nationaux. It is open to the public and its rooms are re-equipped with interior decoration and furniture, which reflect the influence of the Italian Renaissance. Many of the rooms display 16th- and 17th-century Flemish tapestries and the château also houses a significant collection of artwork. The current gardens were designed in the 19th century by the Biencourts, who laid out a large landscaped park in the English style. To the south and west, the river serves as a water mirror for the château, reflecting the façades and creating an attractive tableau.

Still under First ownership, but only just, Alexander Royale bodied Olympian 30836 runs dead along New Chester Road in New Ferry. The following day, the 13th January 2013, First's Wirral and Chester operations were sold to Stagecoach.

Alongside several similar buses that had all operated from new in West Yorkshire, it had only transferred to Rock Ferry depot in Birkenhead the previous summer.

Says he only drove it 50 miles last summer. Coffee with a friend before work.

LEGAL NOTICE | protected work • All Rights reserved! © B. Egger photographer retains ownership and all copyrights in this work.

photographer Bernard Egger • collections • sets

🏁 | 2024 ENNSTAL-CLASSIC • Styria 💚 Austria

📷 | Maria Teresa de Filippis R.I.P. :: rumoto images # 3751 II bw

1957 Maserati 250F/V12 - M.T. de Filippis at 2010 Ennstal-Classic

© Dieses Foto darf ohne vorherige Lizenzvereinbarung keinesfalls publiziert oder an nicht berechtigte Nutzer weiter gegeben werden.

Todos los Derechos Reservados • Tous droits réservés • Todos os Direitos Reservados • Все права защищены • Tutti i diritti riservati

licence | for any user agreement please contact Bernard Egger.

--

«If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.»

Maria Teresa de Filippis (born 11 November 1926 in Naples, Italy / † 9.1.2016 Scanzorosciate) was the first of five female Formula One racing drivers in the sport's history. She participated in five World Championship Grands Prix, debuting on 18 May 1958. She scored no championship points. She also participated in several non-Championship Formula One races. The four other women who attempted to start in Formula One were Lella Lombardi, Divina Galica, Desiré Wilson and Giovanna Amati.

en.wikipedia.org/wiki/Maria_Teresa_de_Filippis (en)

de.wikipedia.org/wiki/Maria_Teresa_de_Filippis (de)

- - -

Maria Teresa de Filippis (* 11. November 1926 in Neapel / † 9.1.2016) war eine ehemalige italienische Automobilrennfahrerin.

Sie war die erste Frau, die bei einem Formel-1-Weltmeisterschaftslauf startete, und zwar beim GP von Belgien 1958 auf Maserati. Sie beendete das Rennen als Zehnte. Zuvor hatte sie bereits, ebenfalls auf Maserati, Sportwagenrennen bestritten und erfolglos versucht, sich für den GP von Monaco 1958 zu qualifizieren. Bei zwei weiteren Rennen im gleichen Jahr schied sie jeweils aus.

In der Formel-1-Saison 1959 trat sie zum Großen Preis von Monaco auf Porsche an, für den sie sich allerdings nicht qualifizieren konnte. Nach dem Unfalltod ihres guten Freundes Jean Behra auf der AVUS 1959 beendete sie ihre Karriere.

Die gebürtige Neapolitanerin fuhr 1948 ihr erstes Rennen und gewann auf einem Fiat Topolino auf Anhieb ihre Klasse. Bei ihren ersten Rennen traf sie noch mit dem wohl größten italienischen Rennfahrer aller Zeiten zusammen: mit Tazio Tuvolari.

Zwischen 1949 und 1953 holte sie sich viele Siege in einem Fiat-Giannini Sportwagen. 1954 wurde sie Zweite im Straßenrennen Giro die Sicilia. 1955 wurden ihr von Maserati ein Werkswagen zur Verfügung gestellt. Mit einem A6GCS 2000 belegte sie Rang neun in der Targa Florio und Rang drei in den 10 Stunden von Messina. 1956 sah man Maria Teresa wieder auf Maserati bei der Mille Miglia. Beim 1000 km Rennen von Monza schied sie in ihrer Klasse führend aus, bei den 1000 km von Buenos Aires lag sie auf Rang sieben im Gesamtklassement, als sie einen Unfall hatte.

1958 sorgte sie für eine Sensation. Ehrgeizig und furchtlos wie sie nun mal war, debütierte sie in der Formel 1 auf einem Maserati 250F. Immerhin ein Auto, mit dem Fangio im Jahr davor Weltmeister wurde. Im Grand Prix von Syrakus, auf einer besonders gefährlichen Straßenrennstrecke, wurde sie Fünfte, in Monaco hatte sie Motorschaden, im Grand Prix von Europa, in Spa-Francorchamps, wurde sie Zehnte, in Monza schied sie 12 Runden vor Schluss auf Rang fünf liegend aus.

1959 konnte sie sich in Monaco mit dem Spezial-Porsche von Jean Behra nicht qualifizieren. Im 10 Stunden Rennen von Messina wurde sie auf Maserati Dritte. Als Jean Behra am 1. August 1959 beim Sportwagenrennen auf der Avus tödlich verunglückte, beendete sie ihre Karriere. Die Frau, der von Fangio abwärts ein ganzes Grand Prix-Startfeld den Hof machte, heiratete den gebürtigen Wiener Theo Huschek, mit dem sie heute in Oberitalien lebt. Sie ist nicht nur Ehrenpräsidentin des Clubs der einstigen Grand Prix-Piloten, sondern zusammen mit Theo Herz und Seele dieser elitären Vereinigung, zu deren Gründungsmitgliedern der fünffache Weltmeister Juan Manuel Fangio gehörte.

Scuderia Centro Sud,

motorsports photographers:

Neill Bruce, Colin McMaster, Ian Dawson, Берни Эггерян, Geoffrey Goddard, Christian Gonzenbach, Christian Hatton, Louis Klemantaski, Stefan Lüscher, Richard Meinert, Andrew Morland, F. Naef, Peter Roberts, Rainer Schlegelmilch,

driver legends, Champions, Fahrer, Legenden,

Rauno Aaltonen, Carlo Abarth, Markku Alén, Michele Alboreto, Chris Amon, Mario Andretti, Richard Attwood, Derek Bell, Gerhard Berger, Jo Bonnier, Jack Brabham, Tony Brooks, Eric Carlson, Francois Cevert, Chapman, David Coulthard, Patrick Dempsey, Mark Donohue, Vic Elford, Michael McDowel, Bruce McLaren, De Filippis, Maria Teresa de Filippis, Emerson Fittipaldi, Nanni Galli, Peter Gethin, Jim Hall, Mike Hawthorn, Brian Henton, Hans Hermann, Phil Hill, Günther Huber, Denis Hulme, Gerad Larrousse, Niki Lauda, Umberto Maglioli, Nigel Mansell, Helmut Marko, Jochen Mass, Jo Siffert, Stirling Moss, Gino Munaron, Alfred Neubauer, Jackie Oliver, Johannes Ortner, Henry Pescarolo, Gunther Phillip, Teddy Pilette, David Piper, Dieter Quester, Joaquin Jo Ramirez, Jochen Rindt, Walter Röhrl, Pedro Rodríguez, Jean Sage, Jody Scheckter, Peter Schetty, Stuck, Marc Surer, John Surtees, Jackie Stewart, Jarno Trulli, Nino Vaccarella, Sebastian Vettel, Luciano Viaro, Jo Vonlanthen, Peter Westbury, Björn Waldegard, Mark Webber, Franz Wittmann, Alexander Wurz, Franz Wurz, Rudi Stohl, Ecurie Vienne, Walter Wolf, Helmut Zwickl, rosso, red, rot,

LEGAL NOTICE | protected work • All Rights reserved © B. Egger photographer retains ownership and all copyrights in this work.

licence | please contact me before to obtain prior a license and to buy the rights to use and publish this photo. ▻ more..

photographer ▻ Bernard Egger • collections • sets

| Евразия Europe | mediterranean & alpine scapes

location | Καλάβρυτα, Peloponnese Ελλαδα GR

📷 | Kalavrita :: rumoto images # 1229

Καλάβρυτα, Ελλάδα, Πελοπόννησος, Greece, Griechenland, Kalavrita, Peloponnes, rumoto images, Bernard Egger, history, culture, tourism, eco-tourism, identity, way of life, traditional, historical, authentic, genuine, original, characteristic, mythical, myths, legends, synonym, passion, Μεσόγειος, mediterranean, 写真家, カメラマン, 摄影师,

Since we took ownership of 3238 in June 2015 we've seen her pass her MOT and had a few small repairs done and now she is ready for a repaint back into her original colours!

Seen at the sole rally she attended in ARRIVA colours - although with a nasty red disposal stripe. Preserved 3238 P238 MKN is seen at North Weald Airfield during the 2015 rally held there. Sunday 21st June 2015.

With only a few examples remaining in existence it's looking increasingly likely that 3238 will be the sole representative of this once large fleet for which we hope many years to come.

Dennis Dart SLF 10.6m - Plaxton Pointer (Ex-Maidstone & District, ARRIVA Medway Towns, ARRIVA Kent & Sussex & ARRIVA Kent Thameside 3238)

IMG_24759

In ownership since 1993! I only just discovered that, so I decided to take an up to take photo of this car I know for years now (and took pictures from years ago).

The Art-Deco style Arlee Theater opened in 1936. Since then the Arlee has been used as a cinema and live performance venue. After 1979, the theatre was used for stage performances only, including a period beginning in the mid-1980s when the Arlee became a live country music venue known as the Nashville Sound Country Opry.

The theater came under new ownership in 2003 and, since then, has been a venue for both movies and live performances, with an emphasis on Christian-based entertainment.

In 2015, a major restoration project, with financial support coming from community fundraisers, resulted in refurbished seating, a new digital projector, and numerous other improvements. The photographs in this series, taken in 2011, show the marquee before being restored. After being closed for two months during the restoration work, the Arlee re-opened in April 2015.

The Norfolk Tank Museum is very proud to take ownership of what is believed to be the only surviving example of a 3 Ton Crossley Halftrack, built in 1926. The Crossley was originally restored by an enthusiast, Ian Simpson, who had rescued it from a scrap dealer. Sadly, Ian passed away in 1994 before completing the restoration and left the Crossley to the Museum Service, eventually the Crossley ended up at the Royal Logistic Corps Museum who carried on the renovation but, unfortunately due to moving from its current location at Deep Cut will no longer be able to display it.

The Norfolk Tank Museum intends to carry on the excellent restoration work that Ian and the volunteers at the Royal Logistics Corps Museum have already started, with the completion of various items including the Bonnet, Mudguards, Engine Covers, and hopefully the purchase of a set of Tracks. Originally the Crossley would have had a ‘Bikini Roof’ over the Driver’s Cabin and possibly a full Canvas over the rear section, this is something the Museum will also be particularly investigating when researching the Vehicle.

The Crossley Brothers came into being in Manchester in 1867, they manufactured pumps, presses, and small steam engines. In 1906 Crossley Brothers became Crossley Motors and began building cars, by World War One they were producing Cars and Trucks for the British Army. In 1948 Crossley Motors was bought-out by Associated Equipment Company (AEC) who then carried on production of the Vehicle for many years.

In 1925 following World War One, the British Army ran a competition for manufacturers to produce a 'Halftrack' Vehicle with good Off-Road Capabilities as well as On-Road Performance. Crossley signed a licence agreement with Citroen-Kégresse to produce a 15/20 CWT Halftrack using the Kégresse Track System. The new Crossley Halftrack performed very favourably in the competition and the order was given for 115 vehicles to be built and to be shared between the Army and the Royal Air Force. In 1926 Crossley produced the 20/30 CWT unfortunately, the production numbers are not known.

The Crossley is powered by a 4.5 litre four-cylinder, water-cooled petrol engine producing 65hp, with a 4-speed gearbox and a 2-speed transfer box and the weight is approximately 5 tons. There were possibly three versions produced, a General Service Vehicle, a Staff Car, and an Artillery Tractor.

The Crossley’s Track System is credited to Adolphe Kégresse a French Military Engineer who had managed the Russian Tsar’s cars before the revolution of 1917. Adolphe had converted the Tsar’s cars to Halftracks to improve their off-road ability. The system utilised a rubber or canvas track stretched between a drive wheel at the back and an adjuster wheel at the front, with a series of four sprung bogies in the middle. The rubber track was driven by friction, unlike other Tacked Vehicles which have a sprocket and teeth that engage with the track to produce drive.

The original concept for a Halftrack Vehicle was conceived by Alvin Orlando Lombard, an American blacksmith, he devised the 'Lombard Steam Log Hauler' which used tracks to disperse the weight of the vehicle and its load over a greater area. He built 83 between 1901 and 1917 in order to pull logs through the snow and ice of the New England mountains. During World War One the most famous Halftrack was the 'Holt Tractor' a further development of the Lombard Steam Log Hauler with a gasoline engine. Holt had purchased Lombard’s patent in 1907. In the late 1920's the US Army purchased several Citroen-Kégresse Vehicles along with a licence to develop their own M3 and M4 Halftrack versions which were then used during World War Two. The Germans also developed their own range of Halftracks using the Citroen-Kégresse design.

If you have any information about this vehicle, or parts to complete the build, please contact the Norfolk Tank Museum on 07703337714 or email info@norfolktankmuseum.co.uk

Trailer Ownership - Paintjobs Upgrade

We are all happy with the latest features of the SCS software.

They launch the mod trailer ownership in game version 1.32 beta so perfectly and so fantastically.

but by looking at the quality of paintjobs that I think is not good to see, I upgraded some existing trailer skins, to remove many white dots around the design.

Many thanks for software scs that have worked so far and added new features that always make us happy.

Mods only work for version game 1.32 above

List Paintjobs has been upgrade

1. Canopy

2. Duellist

3. Sade

4. Sunrise

5. Gearing up

6. Wheels of Progress

link skin download = idsly.bid/6mefe

Credits

Scs Software

Cyberrior

LEGAL NOTICE | protected work • All Rights reserved! © B. Egger photographer retains ownership and all copyrights in this work.

photographer | Bernard Egger.. • collections • sets

event | 2008 ENNSTAL-CLASSIC • Styria 💚 Austria

© Dieses Foto darf ohne vorherige Lizenzvereinbarung keinesfalls publiziert oder an nicht berechtigte Nutzer weiter gegeben werden.

Todos los Derechos Reservados • Tous droits réservés • Todos os Direitos Reservados • Все права защищены • Tutti i diritti riservati

licence | for any user agreement please contact Bernard Egger.

---

rumoto images, 2008 Ennstal-Classic, 写真家, カメラマン, 摄影师, Bernard Egger, photography, Ferrari 500 F2, Ferrari Ascari, 2008 GP Gröbming, Ennstal-Classic, italian cars, Scuderia Ferrari, Ferrariregister, Ferrari, Моторспорт фотография, Motorsport, Моторспорт, машина, авто, Oldtimer, Automobile, 車, motoring, european cars, classica, classic cars, vintage cars, historic cars, motorracing, historique, sports cars, Sportwagen, classic sports cars, Passione, Mythos, legends, Leggenda, awesome, stunning,

📷 | 1952 Ferrari 500 F2 original Ascari :: rumoto images # 11

-

If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.

---

Original Ascari-Ferrari 500 F2:

Bei diesem Rennwagen handelt es sich um ein echtes Juwel: nämlich um den original Ascari-Ferrari.

1952 und 1953 wurde die Formel 1 WM für Formel 2-Rennwagen ausgeschrieben. Ferrari hatte mit dem Typ 500 einen 2-Liter Vierzylinder-Rennwagen, der 1952 mit 165 PS und 1953 mit 180 PS Alberto Ascari zu zwei WM-Titel mobilisierte.

Ferrari holte sich in diesen zwei Jahren alle WM-Läufe bis auf den Grand Prix von Italien 1953, den Fangio auf Maserati gewann.

Trockengewicht: 560 kg, Höchstdrehzahl 7.200 U/min.

---

about original Ascari car Ferrari 500 F2:

The Ferrari F2 was raced for a couple of seasons where it was pitted against competition such as the British HWM, Maserati, Gordinis, and Connaughts. During those grueling seasons, the Ferrari 500 F2 proved its potential by being raced on many weekends throughout the years and emerging victorious in many of the races. The Lampredi powered car carried Alberto Ascari to two world titles and brought fame to the name, Ferrari. The car was not just limited to the factory; many privateers purchased examples and expanded the fame of the 500.

In total, six Ferrari 500 F2 racers were constructed.

[Quelle: Ennstal-Classic]

Mini Clubman (1978-80) Engine 998cc S4 Tr OHV Production 197606 (Estates only )

Registration Number OAK 697 X (Sheffield)

MINI (BL) SET

www.flickr.com/photos/45676495@N05/albums/72157623797597842/

In 1969, under the ownership of British Leyland, the Mini was given a facelift by stylist Roy Haynes, who had previously worked for Ford. The restyled version was called the Mini Clubman, and has a squarer frontal look, using the same indicator/sidelight assembly as the Austin Maxi. Retaining the original Mini cabin and mechanics, initially powered by a 998cc engine, rising along with the original Mini to 1098cc, The Mini Clubman was intended to replace the upmarket Riley and Wolseley versions.

A new model, dubbed the 1275GT, was slated as the replacement for the 998 cc Mini Cooper (the 1,275 cc Mini Cooper S continued alongside the 1275GT for two years until 1971).

The Clubman Estate replaced the Countryman and Traveller, at first the Estate featured dry suspension while the Saloons had wet suspension but all went wet from 1971.

Throughout the 1970s, British Leyland continued to produce the classic 1959 "round-front" design, alongside the newer Clubman and 1275GT models. The long-nose Clubman and 1275GT offered better crash safety, were better equipped, and had better under-bonnet access, but they were more expensive and aerodynamically inferior to the original 1959 design. The Mini Clubman and 1275GT were replaced in 1980 by the new hatchback Austin Metro, while production of the original "round-front" Mini design continued for another 20 years.

Diolch yn fawr am 67,835,820 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 67,835,820 amazing views, enjoy and stay safe

Shot 02.09.2018 at Himley Hall, Wolverhampton Ref 136-197

Once free from the ownership of Duple, Willowbrook began its move into the coach market in 1972 with the 002 Expressway semi coach. At the 1974 Commercial Motor Show held at Earls Court, Willowbrook shook the British coach industry and tore the rule book up, when it launched the radical and futuristic 008 Spacecar coach. Gone was all the bright metal-work, that Duple and Plaxton coaches carried, the Spacecar was bland, but futuristic. The name Spacecar was thought up by the Director of Willowbrook, who loved cars and the TV series Star Trek. To drum up interest at the launch, Willowbrook showed two Spacecar coaches, both on the Bedford YRT chassis, one was built to full executive specification, with Bunny Girls on hand to create more interest. Both coaches were never registered as a PSV and had plastic side windows. The State owned National Bus Company placed an order for 20 Spacecar bodied Bedford YRTs to be delivered to the National Travel subsidiaries. The coaches were leased, rather than purchased, indeed, the NBC did lease a large number of vehicles over the years. Only 13 out of the 20 Spacecars did actually get delivered. The NBC placed a second order for Spacecars to be delivered during 1976, most on the Bedford YMT chassis, although National Travel South East took 10 Spacecar bodied AEC Reliance coaches. The final batch of Spacecars for the NBC was the largest order, with 40 all on the Leyland Leopard chassis and delivered during 1977. Out of the final batch were two Spacecar bodied Leopards PSU3E/4R for National Travel West/Midlands. These two coaches were built to full executive specification, featuring 28 diplomat reclining seats, toilet, galley, as well as TV, radio and stereo cassette system. Both of these Spacecars were operated by Midland Red for use by West Bromwich Albion amd Wolverhamton Wanderers football teams. Both of these coaches were later fitted out as standard coaches for normal coaching duties. I caught up with VDH 244S at the 1978 Blackpool National Coach Rally. Just look at the clean, but futuristic styling of the Spacecar, it would still look modern today. The achilles heel of the Spacecar, was the use of light gauge metal and the dependency of fibreglass, hence the nick-name of a plastic Leopard, the drivers called the Spacecars the Tonka, which was a popular make of toy at the time. Notice that this Spacecar is fitted with square headlights, there must have been an option to have round, rectangular or square headights fitted to the Spacecar. Another point is the two piece windcreen with the destination display mounted behind the top of the screen. The first batch of Spacecar coaches for the NBC had one piece front windscreens, with the destination display below the windscreen. Notice how the front bumper come spolier looks part of the body, rather than an after thought. The rear of the Spacecar was also very stylish, with a one piece rear window and the tail lights mounted horizontal in the rear bumper. The final part of the Spacecar design worth mentioning is the rear most side window on each side, which is shallower than the rest, due to it being the emergency exit. In all, the Spacecar was very modern and stylish, it was a shame, that Willowbrook had to cut corners in the construction of the Spacecar. After the saga of the Spacecar, the next coach Willowbrook built was the 003. Now much could be written about the 003 bodies that the NBC was forced to order in a politically motivated instruction from the James Callaghan's Labour Government in the winter of 1978. I shall save this for my next photo which will indeed be of a Willowbrook 003.

To me, these trees seem very possessive of the land...approach with caution;-)

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No use of this image is allowed without photographer’s express prior permission and subject to compensation • no work-for-hire

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classic sports cars | vintage motorcycles | Oldtimer Grand Prix

Mille Miglia | Ennstal-Classic ☆ motorsport legends & passion

event | 2010 ENNSTAL-CLASSIC, Styria 💚 Austria

📷 | 1957 Maserati 250F/V12 12-Cyl Motore :: rumoto image # 3468

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Maserati 250F/V12 1957 - M.T. de Filippis at Ennstal-Classic 2010

Maria Teresa de Filippis (born 11 November 1926 in Naples, Italy / † 9.1.2016 Scanzorosciate) was the first of five female Formula One racing drivers in the sport's history. She participated in five World Championship Grands Prix, debuting on 18 May 1958. She scored no championship points. She also participated in several non-Championship Formula One races. The four other women who attempted to start in Formula One were Lella Lombardi, Divina Galica, Desiré Wilson and Giovanna Amati.

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Maria Teresa de Filippis (* 11. November 1926 in Neapel / † 9.1.2016) war eine ehemalige italienische Automobilrennfahrerin.

Sie war die erste Frau, die bei einem Formel-1-Weltmeisterschaftslauf startete, und zwar beim GP von Belgien 1958 auf Maserati. Sie beendete das Rennen als Zehnte. Zuvor hatte sie bereits, ebenfalls auf Maserati, Sportwagenrennen bestritten und erfolglos versucht, sich für den GP von Monaco 1958 zu qualifizieren. Bei zwei weiteren Rennen im gleichen Jahr schied sie jeweils aus.

In der Formel-1-Saison 1959 trat sie zum Großen Preis von Monaco auf Porsche an, für den sie sich allerdings nicht qualifizieren konnte. Nach dem Unfalltod ihres guten Freundes Jean Behra auf der AVUS 1959 beendete sie ihre Karriere.

1959 konnte sie sich in Monaco mit dem Spezial-Porsche von Jean Behra nicht qualifizieren. Im 10 Stunden Rennen von Messina wurde sie auf Maserati Dritte. Als Jean Behra am 1. August 1959 beim Sportwagenrennen auf der Avus tödlich verunglückte, beendete sie ihre Karriere. Die Frau, der von Fangio abwärts ein ganzes Grand Prix-Startfeld den Hof machte, heiratete den gebürtigen Wiener Theo Huschek, mit dem sie heute in Oberitalien lebt. Sie ist nicht nur Ehrenpräsidentin des Clubs der einstigen Grand Prix-Piloten, sondern zusammen mit Theo Herz und Seele dieser elitären Vereinigung, zu deren Gründungsmitgliedern der fünffache Weltmeister Juan Manuel Fangio gehörte.

de.wikipedia.org/wiki/Maria_Teresa_de_Filippis

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:: Бернард Эггер, Bernard Egger, фото, rumoto images, фотограф, photographer, 写真家, Nikon FX, fine art, old stile, photography, Fotografie, Fotográfico, Fotografo, supershot, top shots, passion, Passione, Leidenschaft, emotion, Emozioni, satisfaction, Faszination, enthusiast, classiche, classica, classic, classical, vintage, storiche, historic, historisch, historique, Oldtimer, Oldtimersport, Heritage, motoring, машина, авто, Automobile, Autos, car, 車, Rennwagen, engine, Motore, Motor, V12, Sportwagen, Motorsport, competizione, motorracing, Rennsport, Rally, Rallye, Automobilsport, sportscars, Rennwagen, Austria, Австрия, Chopard, ZENITH, Mille Miglia, Targa Florio, Le Mans, Goodwood, FOS, Passione senza Tempo, Event, events, gorgeous, stunning, digital, Canvas Prints, Poster, posters, art print, Kunstdruck, print, prints, quality, authentic, exclusive, original, calendar, Kalenderbilder, best, Lichtbildwerk, Werk, Art, Carrozzeria, Italia, Italy, italian, Maserati 250F/V12, Maria Teresa de Filippis, Formel 1,

Italian Coachbuilders, Karosseriebauer, coachbuilder, Grande Carrozziere Italiani, Carrossiers italiens, Carrozzeria Accossato, Ala d'Oro, Carrozzeria Allemano, Ansaloni, Autodromo, Balbo, Bertone, BAT, Berlinetta Aerodinamica Tecnica, Bizzarrini Giotto, Bizzarrini, Boano, Felice Mario Boana, Boneschi, Brianza, Callum Ian (d), CA.SA.RO., Canta, Caprera, Carrozzeria Castagna, Carrozzeria Colli, Carrozzeria Coggiola, Coriasco, De Simon (d), Ellena, Carrozzeria Emilia di Enzo Ferrari, Eurostyle, Faina, Fantuzzi, Filacchione, Moreno Filanda, Carrozzeria Fissore, Fona, Fontana, Fratelli Corda, Frua, Fuhrmann, Gamine, Marcello Gandini, Garavini, Giugiaro Giorgio (d), Carrozzeria Ghia, I.D.E.A., ItalDesign, Carrozzeria Francis Lombardi, Lotti, Maggiora, Mantelli, Carrozzeria Marazzi, Paolo Martin, Meteor, Michelotti, Michelotti Giovanni , Monterosa, Montescani, Monviso, Morelli, Moretti, Rocco Motto, Carrozzeria Motti, Nell Christian, OSI, Ostuni, Pedrazza PRC, Pininfarina, Pinin Farina, Riva, Savio, Sala, Carrozzeria Scaglietti, Scioneri, Siata, Sibona, Sports Cars, Stabilimenti Farina, Stanzani Paolo, Superleggera, Touring, Touring Milano, Carrozzeria Varesina, Vignale, Carrozzeria Alfredo Vignale, Carrozzeria Viotti, Zagato,

:: rumoto - images of 111 car brands:

Abarth, Abarth-Fiat, AC, Alfa Romeo, Allard, Antas, Alpine, Alvis, Aston Martin, Auburn, Audi, Austin, Austro V, Auto Union, AWE, Bentley, Bizzarrini, BMW, Borgward, Bristol, Bugatti, Byers, Chevrolet, Chrysler, Cisitalia, Citroen, Colani, Cooper, CR Salmson, Dacia, Datsun, Denzel, De Tomaso, DKW, Devin, Elva, Ermini, Ferrari, Fiat, Ford, Filandi, Faralli Mazzanti, FMR, GAZ, ГАЗ, Giannini, Gilco, Ginetta, Gordini, Healey, Honda, Horch, HRG, IMP, Intermeccanica, Iso, Italia, Jaguar, HWM Jaguar, Kamaz, Lagonda, Lamborghini, Lada, Lancia, Lea Francis, Lotus, March, Marcos, Maserati, Matra, Mazda, Mazzanti, McLaren, Mercedes-Benz, Messerschmitt, MG, Mini, Mitsubishi, Morgan, Morris, Maybach, Nissan, NSU, OM, Opel, Osca, Peugeot, Plymouth, Porsche, Puch, Railton, Reliant, Renault, Riley, Rolls-Royce, Saab, Salmson, Siata, Simca, Skoda, Squire, Stanguellini, Steyr, Steyr-Puch, Sunbeam, Talbot, Tatra, Triumph, Uragano, Veritas, Volkswagen, Volvo, Wanderer,

motorsports photographers:

Neill Bruce, Colin McMaster, Ian Dawson, Берни Эггерян, Geoffrey Goddard, Christian Gonzenbach, Christian Hatton, Louis Klemantaski, Stefan Lüscher, Richard Meinert, Andrew Morland, F. Naef, Peter Roberts,

LEGAL NOTICE | protected work • All Rights reserved! © B. Egger photographer retains ownership and all copyrights in this work.

photographer | Bernard Egger.. • collections • sets

event | 2016 ENNSTAL-CLASSIC • Styria 💚 Austria

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rumoto images, 2016 Ennstal-Classic, 写真家, カメラマン, 摄影师, 2016 Zenith GP, Sir Stirling Moss, Brian Johnson, AC/DC, Ennstal-Classic, Bernard Egger, photography, Nikon FX, Моторспорт фотография, Motorsport, Моторспорт, машина, авто, Automobile, 車, motoring, classiche, classica, classic cars, vintage cars, storiche, historic cars, historique, heritage, sports cars, Sportwagen, classic sports cars, Oldtimer, Passione, Mythos, legends, Leggenda, awesome, stunning, outstanding, Stirling Moss,

📷 | Sir Stirling Moss & Brian Johnson, 2016 Ennstal-Classic :: rumoto images # 1188

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Sir Stirling Moss 1929-2020 R.I.P.

Der beste Allround-Rennfahrer aller Zeiten Sir Stirling Moss und seine Gattin Lady Susie waren von Beginn an die Galionsfiguren der Ennstal-Classic und im Laufe der Jahre hat sich eine tiefe Freundschaft entwickelt. Im Zuge ihrer weltweiten Auftritte hatten sie die Ennstal stets mit im Gepäck. In der FINANCIAL TIMES hatte Sir Stirling unter dem Titel „My favourite drive“ einen Artikel über seinen Ennstal-Auftritt im Jahre 2000 verfasst, als er einen Jaguar C-Typ gefahren ist: „Der Jag lief wunderbar, driftete mit ausbrechendem Heck durch hunderte von Haarnadelkurven, angefeuert vom lokalen Publikum mit Kuhglocken.“

Die heutige Formel 1 ist ihm zu sicher geworden. „Die Gefahr“ war von ihm zu hören „gehört zum Rennsport. Meine Herausforderung war, an der Grenze des Möglichen zu fahren, ohne dabei zu sterben. Fehler waren zu meiner Zeit tödlich.“ Seit er Im Herbst 2016 in Singapore einen Virus eingefangen hatte, konnte er sich nicht mehr erholen. Seine Gattin Susie steht ihm zur Seite. Die um 21 Jahre jüngere Susie war seine dritte Frau, mit der er den gemeinsamen Sohn Elliot hat, der 1980 geboren wurde. Susie war in den letzten Jahrzehnten die Leitfigur seines Lebens. Sie reiste mit ihm durch die Welt, beide wurden die begehrtesten Botschafter des Autorennsports, sie kochte, sie koordinierte seine Termine, managte seine Verträge und war jahrelang bei der Ennstal-Classic sein Navigator und sie war seine Stütze, als sein durch viele Unfälle malträtierter Körper immer mehr Beistand brauchte. Sir Stirling bekam alle Auszeichnungen und Ehren die es gibt, von der Henry Segrave Trophy bis zur FIA Gold Medaille. Michael Glöckner und ich sind überaus glücklich und dankbar, dass wir seine Freundschaft genießen dürfen. [Quelle: Ennstal-Classic]

Trelissick Garden is a garden in the ownership of the National Trust at Feock, near Truro, Cornwall, England, United Kingdom.

Trelissick Garden lies within the Cornwall Area of Outstanding Natural Beauty. Almost a third of Cornwall has AONB designation, with the same status and protection as a National Park.

The garden has been in the ownership of the National Trust since 1955 when it was donated by Ida Copeland following the death of her son Geoffrey. A stained glass memorial bearing the Copeland Crest remains to this effect in Feock parish church. The house and garden had formerly been owned and developed by the Daniell family, which had made its fortune in the 18th Century Cornish copper mining industry.

Many of the species that flourish in the mild Cornish air, including the rhododendrons and azaleas which are now such a feature of the garden, were planted by the Copelands including hydrangeas, camellias and flowering cherries, and exotics such as the ginkgo and various species of palm. They also ensured that the blossoms they nurtured had a wider, if unknowing audience. Mr Ronald Copeland was chairman and later managing director of his family's business, the Spode china factory. Flowers grown at Trelissick were used as models for those painted on ware produced at the works.

The Copeland family crest, a horse's head, now decorates the weathervane on the turret of the stable block, making a pair with the Gilbert squirrels on the Victorian Gothic water tower, an echo of the family who lived here in the second half of the 19th century (their ancestor, Sir Humphrey Gilbert, was lost at sea in his tiny ship Squirrel after discovering Newfoundland).

The garden is noted for its rare shrubs. It offers a large park, woodland walks, views over the estuary of the River Fal and Falmouth.

"Because you don't need to own the universe, just see it. Have the privilege of seeing the whole of time and space. That's ownership enough."

new s!m headsculpt by pseudanonymous, painted by both of us

FAR CORNERS of the universe, for ToySunday

apologies to spih for following you in the dr who theme