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I didn't know the story. Apparently the original sign was painted over. There was a local outcry and accusations of vandalism. What you see now is newly painted.
Located in Queen Street, Portsmouth, Hampshire. The tram shelter had been along the seafront at Southsea Terrace until falling in to a state of disrepair. Renovated and relocated next to a modern day bus shelter in Queen Street close to the Historic Dockyard gates.
The shelter is thought to be from the Edwardian era.
Trams last ran in the Portsmouth area in 1936.
If you plant it, they will come. 🌵 How to spark a wrenaissance by restoring habitat for the coastal cactus wren: sdzoo.com/wrenaissance
Here's another shot from the historical Khusro Bagh in Allahabad. Seems like some badly needed restoration is in progress.
My Allahabad set.
Wishing you all a great weekend!
"The Kinsol Trestle, also known as the Koksilah River Trestle, is a wooden railway trestle located on Vancouver Island north of Shawnigan Lake in the Canadian Province of British Columbia. It provides a spectacular crossing of the Koksilah River.
Completed in 1920, its dimensions measure 44 m (144 ft) high and 188 m (617 ft) long, making it the largest wooden trestle in the Commonwealth of Nations and one of the highest railway trestles in the world.
It was built as part of a plan to connect Victoria to Nootka Sound, passing through Cowichan Lake and Port Alberni, when forestry had gained some ground on Vancouver Island and a more efficient way to transport the region's huge, old-growth timber was needed. It was not built, as some mistakenly believe, to serve any nearby mines. It was named after the nearby Kinsol Station which, in turn, took its name from a nearby mining venture grandiosely named "King Solomon Mines", a very small mining venture that produced 18 t (19.8 short tons; 17.7 long tons) or 18,000 kg or 39,683 lb of copper and 6,300 g (203 ozt) of silver (from 254 t or 280 short tons or 250 long tons of ore—hardly enough to fill 3 rail cars) over the period 1904–1907 .
The line was started in 1911 by the Canadian Northern Pacific Railway (CNoPR) and while it was designed by engineers, it was built by local farmers and loggers, with investment funds from the Canadian Western Lumber Company, which was the largest lumber company in the world at that time. The trestle was never completed by the CNoPR, and the line only reached Youbou before construction was terminated. The CNoPR was taken over by Canadian National Railways in 1918, and its line and the trestle were completed in 1920 as part of the "Galloping Goose" rail line. The last train to cross the Kinsol was in 1979, and the trestle was abandoned 1 year later." Wikipedia.
Partially restored photo for Leigh. Original: www.flickr.com/photos/ljmck/4460041534/
I need to install photoshop to finish it. Using GIMP without knowing where all the tools are or what shortcuts there are makes it too difficult! :-)
At least now the very faded young man is visible again.
MSN 9172
Douglas C-47A-1-DL / DC-3
AIR FRANCE / FRANCE DC-3
MELUN-VILLAROCHE
DELIVERED IN MARCH 1943 AT US Army Air Forces USAAF
AS 42-23310
EX Scottish Airlines AS G-AGZF / Royal Air Force AS WZ984 /
FRENCH AIR FORCE AS 4223310 AND F-RAFC
Rousseau Aviation AS F-BRGN /
Government of Central African Republic (Jean Belel Bokassa) AS TL-JBB / Inter RCA AS TL-AAX / ACE Transvalair AS F-GDPP / restored 7/91 in L'Envolee Air Inter livery
F-AZTE SINCE 2004
I'm quite satisfied with the edition of this photo. I like the dream-like atmosphere achieved.
Thanks for viewing.
The last time I saw this locomotive it was in a rather sorry state at the Mid-Hants Railway. Cosmetically restored and well on the way to being a runner again, BR Class 45/1 45132 is seen at North Weald station on the Epping & Ongar Railway during an EMRPS Night Shoot
An open door in the restored opera house at the historic Fayette town site. On the National Register of Historic Places.
The Boneyard - All cars that are bought first end up here. Most will get restored, some will be used for parts and some will rust away in time. The amount of Opels found here is impressive!
Fort Parker was founded by Elder John Parker and his three sons, Benjamin, Silas and James, and other families from the Predestinarian Baptist Church of Crawford County, Illinois. Traveling by ox-drawn wagons, they came to Texas in 1833, settled along the Navasota River, and built Fort Parker for protection against Indians. Completed in March of 1834, the stockade's walls were constructed of split cedar logs buried in the ground and extending up 12 feet with sharp points. Inside the walls were two-story blockhouses, rows of log cabins for living quarters, and a livestock corral. The Parker family, members of a group of pioneers settling the Brazos Trail Region in the early 1800s, arrived near the future site of Groesbeck in 1833. Determined to make a go of it despite the longstanding presence of Indians throughout the surrounding countryside, the Parkers proceeded to clear brush, plant crops, and build a stockade known as “Parker’s Fort.” The fort was constructed of split cedars, anchored in the ground and rising approximately twelve feet. Blockhouses were built in opposing corners, providing a view of the landscape (and as aides in defense). Within the stockade walls the family and fellow colonists built two rows of log cabins as living quarters, completing the project by March of 1834. Despite the stockade’s heavy construction and defensive features they were deceitfully attacked. Since there had been no Indian troubles, they felt so secure they left the fort's gates open so workers could come and go with ease. But on May 19, 1836, while the men worked in the fields and the children played inside the fort, more than 100 Indians -- Comanche, Kiowa, Caddo and Wichita -- appeared at the gates with a white flag of peace. Benjamin Parker left the fort to talk to the warriors, who told him they wanted a safe place to camp and some beef. As Parker returned with beef, the riders surrounded him and killed him with their lances. Before the gates could be closed, the raiders rushed inside the fort, and killed Elder John Parker and his son Silas. As the men in the fields rushed to the fort, the Indians escaped with two women and three children. Behind them, five settlers lay dead and others were wounded, some of whom died later.and, once it was over, all members of this small pioneering community were either dispersed, kidnapped, or dead. Nine-year-old Cynthia Ann Parker would be one of the kidnapped victims. Fort Parker, abandoned after the attack, disintegrated with age. In 1930 the first replica of the fort appeared on the site, followed by a rebuild in 1967. Today, Old Fort Parker provides a living history interpretation of early life in the region courtesy of the Fort Parker Historical Society and the city of Groesbeck. A full, year-round event schedule includes trail rides, festivals, and celebrations. - See more at: texasbrazostrail.com/plan-your-adventure/historic-sites-a...
This imposing, six-sided, wooden lighthouse looks thoroughly at home on Cemetery Point. But this is not its original site.
The lighthouse was first built on a rugged headland at the entrance to Akaroa Harbour, more than 80 metres above sea level. The site was chosen in 1875 and the lighthouse built in 1878-79, to a design that was developed by an engineer, John Blackett, for New Zealand conditions. There are several similar lighthouses elsewhere on the New Zealand coast, but the design is particular to New Zealand.
The materials were brought in by ship to a landing in Haylocks Bay, near the site, and hauled up a specially built road to the top of the headland. The light first shone on 1 January 1880. It was a “manned” lighthouse and keepers’ houses were built on the headland.
In 1977, the old lighthouse was replaced by an automatic light. The following year a Lighthouse Preservation Society was formed in Akaroa and by the year’s end the tower had been cut into three pieces and manoeuvred over steep and narrow Lighthouse Road down to Akaroa, where it was re-assembled on Cemetery Point. Its historic equipment, which had been salvaged before the tower was moved, was then re-installed.
The timber-framed gabled-end barn was built in 1860 against the hillside to accommodate a basement. For most of the second half of the 20th century the barn was neglected and fell into a state of disrepair. In the early 2000s the barn was restored and is part an event venue.
Hume pipe-workers garden -Living Museum of the West- Maribyrnong. Wonderful mosaics form paths and/or ornament the garden..Hopefully soon to be restored..
Melbourne's Living Museum of the West Inc. is a community museum, with an ecomuseum focus, operating in the western region of Melbourne in the state of Victoria, Australia..
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The Living Museum, as it is more commonly known, was set up in 1984 to address what was then seen as a disadvantaged region, geographically flat and rocky, heavily industrialised with a high migrant population..
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The ecomuseum concept regards the area researched by a museum as part of the museum itself. The western region covers a large geographical area (see map) west of Melbourne which includes industrial suburbs merging into rural areas. Geologically it sits on an extensive basalt plain with low rainfall. Its population is approximately 500,000 people from approximately 70 different countries. More than 30 % of the population were born in another country..
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The mix has created a unique cultural context that might even seem surreal to those who live in a more homogenous culture. It has in fact given rise to a cultural dynamic that challenges more conventional forms of interpretation..
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The Living Museum is best known for its outreach programs and close involvement with the community it serves. Community participation can take the form of involvement as a volunteer, as a participant in the Museum's research and oral history programs or through more informal contact. For example, many local historical researchers regularly come to share information or talk avout their own research. By depositing copies of their research and publications in the Living Museum's Resource Centre they provide help for other people doing connected research. The Living Museum's Committee of Management is made up of community and museum industry representatives. .
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The Living Museum was set up with an experimental brief to use innovative techniques in involving the local community in researching, documenting and presenting the heritage and history of a previously overlooked patchwork of sub-cultures..
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The first projects looked at the history of work, the contribution of women in the region's history and the role of migrants in the culture and heritage of the local region. These first projects focussed on oral history in a bid to involve the local community in the research and presentation of their own history..
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The Museum has since explored the built heritage of the region, the environment, the Aboriginal Heritage and experimented with the involvement of artists in the presentation of culture and heritage. A book titled 'Your History Mate', describes the first decade of the Living Museum's program and outcomes..
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The Living Museum receives a grant from Arts Victoria for core funding and receives grants for other projects. It has also been earning about 30% of its income from a range of consultancies. It is an incorporated body with a Management Committee drawn from the local community..
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Historical Societies.
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Historical Societies are among the most valuable organisations in our society. It is mainly through historical societies that the community memory is maintained. Without historical societies most communities would lose track of their own history..
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These societies are usually made up of a handful of active members who spend days, weeks and years collecting, protecting and preserving local history. Without local history there would be no sense of national history. There is an inescapabe link with local history and all other levels and interpretations of a national history. .
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Where: Pipemakers Park, Van Ness Avenue (entrance opposite Warr's Road), Maribyrnong.
Pride of the GB Railfreight Class 92 fleet, 92020 "Billy Stirling" restores order to the Caledonian Sleeper Down Highlander (1S25) after the previous night's significant challenges - heading through Hartford bang on time.
Old Citroën AZU, to be restored. I don't think this 1963 bonnet and 1959 bumper are originally belonging to this car.
Seen at Garage Ruimzicht.
The commercial 2CV-versions are introduced in March 1951 with the AU-Series (made till 1955 and replaced by AZU-Series).
The AK-Series were presented in May 1963, and replaced by the AKS-Series in July 1970.
Some characteristics of the AKS: broader ridges on the panels, 12 cm higher roof.
Also the AZU is getting broader ridges in Jan. 1972, and is called 250 by then.
425 cc 2 cylinder aircooled boxer engine,
540 kg.
Production AZU this version: 1959-1965.
Original French reg. number (at the back side): 1962 (Gard).
Original French reg. numbers (at the front side) above: 1963 (Puy-de-Dôme), down: 1959 (Haute-Saône).
Amsterdam-N., Zamenhofstraat, May 13, 2016.
© 2016 Sander Toonen Amsterdam | All Rights Reserved
Walking alongside the Rochdale Canal approaching the Grade II Listed Woodhouse Mill Bridge and the Grade II* Listed Woodhouse Mill, in Todmorden, Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
second trial
thanks to Vanessa Thomz's texture www.flickr.com/photos/vanka/
look at it on large and black : View On Black
I worry about uploading another ancient picture that wasn't taken by me, especially one that may be well known to some people, but it's where I have been spending my time recently, restoring old images and working up accurate captions, and there is a photographic twist here, too….
It's from an old CCQ slide that's a copy of an even older slide from 1937 that shows "Royal" D16 No 8787 pausing on the slow line at Welwyn Garden City (the principal expresses tore through on the centre roads) with a train to King's Cross. It's always been captioned as a fabled "Cambridge Buffet Car Express", but it's not. The whole story and a ton of detail is on my website, here's the salient bits:
During the late 1930s the LNER fleet of locos and carriages was still three-quarters pre-LNER and, in this case, we have an ex-GER loco and ex-GNR carriages. The train is a secondary express without catering making selected stops along the way - it's actually the 2.4pm from Cambridge, which was rostered for one of the unique pair of apple-green "Claud Hamiltons" kept in tip-top condition in case a royal train needed to be hauled from Sandringham, and was deployed on this secondary working to earn its keep and ensure its reliability.
Relatively old carriages were deployed - the most prestigious expresses got the new stuff! - and the oldest one here, behind the tender, was 32 years old. The fabled varnished teak so lovingly represented by most modellers like fresh pine has aged to the colour of an old leather satchel while the once-white roofs are clad with soot. This is what nearly all LNER trains actually looked like. You just can't tell from the b&w pictures. Still perfectly harmonious, but different.
For photographers, the spotless loco was an enormous magnet and there are countless pictures of this train in LNER days, probably making it the most photographed after the truly elite Flying Scotsman! Indeed, as can be the seen, this isn't so much a train picture as a loco portrait with a few carriages thrown in for good measure. The style hasn't exactly disappeared, has it? :)
Details: The original concentrates on the loco even more with space ahead of it and more sky, which I cropped a little for the sake of balance. Website www.steve-banks.org, see under "Prototype and Traffic/LNER coaches",