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A standard looking F-15E marked for the 494th Fighter Squadron. the 'Black Panthers' have actually been deployed out East since early in the year and are due back soon.
I pass Harry Lawson trucks on a regular basis on my travels, this beauty was parked at Seaton flats as I made my way down to Aberdeen Harbour,the driver agreed to me taking some photos, and had a chat about the company and what they do, a fine fellow indeed.
Harry Lawson Ltd. commenced operation in 1945 when the founders, Harry Lawson and his wife Dora, purchased a one vehicle business operating a daily carrier service between Dundee and Carnoustie. Their son Harry joined the company in 1961, at which time the fleet had increased to 12 vehicles. Harry continued to develop the business, taking over as Chief Executive in 1976 with Harry senior retiring by the end of the 70s. With marked determination to offer an efficient, high quality service and reliable road transport solutions, Harry soon built up an extensive portfolio of customers, including a number of blue chip accounts.
Despite now operating throughout the UK it was, however, the Company’s strong links with local enterprises which proved to be the catalyst in the Company’s move into tanker haulage. This niche was developed as Harry foresaw that the business would benefit from having a clear focus or speciality in the transport sector and whilst the business continues to operate both tanker haulage and general haulage, it is perhaps the tanker haulage sector for which it is best now known.
Harry Lawson Ltd., remains a family owned business operating from its base in Broughty Ferry and is now entering the third generation with Michael, Harry’s son, having joined in 2004. Today’s fleet comprises around 70 trucks and 150 trailers and the Company continues to take great pride in the presentation and cleanliness of its vehicles and the instantly recognisable two tone green livery is sure to be a familiar sight to many collectors and truck enthusiasts alike.
Harry Lawson Ltd. is a well established family transport business based in Broughty Ferry in the North East of Scotland,they have been in the general transport business for more than 70 years.
Specialising in providing bulk liquid, powder and general haulage transport services throughout the UK to a wide customer base in a range of markets.
Volvo FH series
Overview
ManufacturerVolvo Trucks
Production1993–present
AssemblyGothenburg, Sweden
Ghent, Belgium
Body and chassis
ClassHeavy truck
Body style COE
Day cab
Sleeper cab
Globetrotter High cab
Powertrain
Engine
Inline 6 turbodiesel intercooled
Volvo
D12A(12.1 L) 420 309kw 1993–1998
D12C (12.1 L) 420 309kw, 460 340kw 1998–2001
D12D (12.1 L) 420 309kw. 460 340kw 2001–2005
D12F (12,1 L) 420 309kw, 460 340kw 2004–2006 EGR
D13A,B,C(12.7 L)2005–present
D13K (12.9 L) 2012-present (Euro VI)
D16A,B(16.1 L)1993–2001
D16C,E,G(16.1 L)2006–present
Cummins
ISX600(14.91 L)1998–2006 (Australia)
Transmission
14 speed synchro manual
SR1900 (1993–1998)
SR(O)2400 (1993–1998)
VT2514(OD) (1998–present)
VT2814(OD) (2006–present)
VT(O)2214B (2012-present)
VT(O)2514B (2012-present)
VT(O)2814B (2012-present)
16 speed synchro manual (ZF)
ZT1816
12 speed semi-automatic (I-Shift)
V2512AT (2007–present)
V(O)2812AT (2007–present)
VO3112AT (2008–present)
AT2412D (2012-present)
AT(O)2612D (2012-present)
AT2812D (2012-present)
ATO3112D (2012-present)
ATO3512D (2012-present)
6 speed automatic (Powertronic)
VT1706PT
VT1906PT
Chronology
PredecessorF series
The Volvo FH is a heavy truck range produced by Swedish truck manufacturer Volvo Trucks. Introduced in late 1993 as FH12 and FH16, production still continues with the now the second generation of FH range model lineup.
FH stands for Forward control High entry, where numbers denominate engine capacity in litres. The FH range is one of the most successful truck series ever having sold more than 400,000 units worldwide.[1]
In September, 2012, Volvo Trucks re-launched the Volvo FH with significant technology upgrades
The new Volvo FH (2012–present)
The 2012 model of Volvo FH.
In September 2012, Volvo Trucks re-launched the Volvo FH with major technology upgrades, a new design and more.
The company also introduced the first of its Euro VI engines, the D13K which is available as an option on the new Volvo FH and compulsory for new trucks in Europe from January 2014. Other quotable new features is the I-torque driveline and the I-see fuel saving technology. With the new thirteen-litre engine, the name has changed to FH13.
AEB
Volvo Trucks have demonstrated the new AEB system for their FH series on YouTube. The truck did well and stopped only centimeters from the car ahead. The tractor trailer was fully loaded to 40 tons GCW when Volvo demonstrated the system.
The AEB system combines a radar and a camera that work together to identify and monitor vehicles in front. The system is designed to deal with both stationary and moving vehicles and can prevent a collision with a moving target at relative speeds of up to 70 km/h.
When the system detects a vehicle that the truck will hit at its current speed, the warning system activates a constant red light in the windscreen in order to bring the driver's attention back to the road.
With TT132 and TT131 on the front and TT02 on the rear, an empty coal train travels west through a dry looking Bylong Valley.
Wollar, NSW.
Thursday 18 July 2019.
Dagupan Bus Co. Inc.- 1521
Bus No: 1521
Year released: 2011
Capacity: 45; 2x2 seating configuration
Route: Cubao/Kamias-Bolinao/Alaminos via Dau/SCTEX-Concepcion/Capas/Tarlac/Sta. Ignacia/Camiling/San Clemente/Mangatarem/Aguilar/Bugallon/Socony
Body: Zhengzhou Yutong Bus Co. Ltd.
Model: 2011 Yutong ZK6107HA Series
Chassis: Yutong ZK6107CRA
Engine: Yuchai YC6A260-30
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken on: May 11, 2016
Location: Mabalacat City Bus Terminal, Brgy. Dau, Mabalacat City, Pampanga
Aeroport de Paris / CDG. Va ser la primera fase del vol des de Barcelona cap a Tokyo.
Airport of Paris/CDG, first leg of the route Barcelona-Paris-Tokyo.
This whitetip reef shark usually can be found resting under the same ledge on any given day. She is probably the most-frequently visited fish in Honaunau Bay.
Good for dipping your fries into but too messy on your chicken if you're eating with your fingers, which is the whole point of a KFC! Finger lickin' good and all that.. :-)
www.kfc.co.uk/menu/snacks-extras/regular-kfc-gravy
www.flickr.com/photos/stuart166axe/tags/yumyum/
My food and drink album flic.kr/s/aHsmVZJJ4T
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Sd.Kfz. 141/4 Panzerkampfwagen III, commonly known as the Panzer III, was a medium tank developed in the 1930s by Germany and was used extensively in World War II. It was intended to fight other armored fighting vehicles and serve alongside and support the similar Panzer IV which was originally designed for infantry support. However, as the Germans faced the formidable T-34, more powerful anti-tank guns were needed, and since the Panzer IV had more development potential with a larger turret ring, the latter was redesigned to mount the long-barrelled 7.5 cm KwK 40 gun and the Panzer III effectively swapped roles with the Panzer IV. Later, the Panzer V “Panther” took over the role of the standard MBT. Production of the Panzer III as battle tank ceased in 1943. Nevertheless, the Panzer III's capable chassis was used for a range of specialized vehicles.
The Panzer III was by far the most widely used of all Axis chassis. Besides the StuG, or Sturmgeschütz III, family (9500 built), suspensions, tracks and engine were used in almost a dozen specially modified vehicles. These included the Tauchpanzer III, an improvised “submarine version” designed for “Operation Seelöwe”, the invasion of Great Britain in August 1940, the Sturm-Infanteriegeschütz 33B (or sIG-33B), a 1941-42 conversion of regular Panzer IIIs into a self-propelled chassis for the massive 150 mm (5.9 in) field gun, or the Sturmhaubitze 42 (StuH 42), of which 1024 were built. Other conversions included the Flammpanzer III Ausf.M(Fl), an Ausf.M-based flamethrower version, the Panzerbefehlswagen III command tanks and the Artillerie-Panzerbeobachtungswagen III, which was an advanced artillery observation model of which 262 were produced, appearing on the Russian front in 1943. The Bergepanzer III recovery tank was a late (1944) version affected to the Eastern Front, mostly to Tiger units.
Another late Panzer III development was the SdKfz. 141/4, officially called Panzerspähwagen III but better known as Spähpanzer III. It was, like the Panzerbefehlswagen III, not a newly produced vehicle but rather converted from recovered late Panzer III chassis. It was developed and introduced as an alternative to the SdKfz. 234 8x8 heavy scout cars, primarily for areas where better armor and off-road capabilities were called for, and where range was not a vital asset. In fact, the Panzerspähwagen III was more or less a direct alternative to the stillborn VK 1602 ‘Leopard’ light tank, very similar to it in many aspects.
As a dedicated scout vehicle, the Panzerspähwagen III was not designed to fight tanks. Its primary mission was rather to guide heavier battle tanks to potential targets in both offensive and defensive situations, and it would also act as an artillery scout. The crew was expected to race in front of the main Panzer Division or lie in wait ahead of defensive strongholds and search out the enemy. Once they had found them, they were to use speed to get out of range or a powerful radio set to report what they had seen, so that the main attack could be prepared.
Tailored to this task, the Spähpanzer III was simplified and lightened. It had a reduced crew of only four, with only the commander and a loader in a new turret - basically the same horseshoe-shaped turret that had originally been developed for the unrealized VK 1602, and which had also found its way on the highly successful SdKfz. 234/2, too. However, in order to provide the commander with a better all-round field of view under closed hatch conditions, a standard cupola was added. Another new piece of equipment was a stereoscopic rangefinder, useful for both reconnaissance and gun aiming. A stowage box was frequently mounted to the turret’s rear, too.
While the hull armor of up to 50 mm was retained, the turret’s armor was relatively light: the front was protected by 30 mm (1.2 in) armor at an angle of 20° from the vertical, the sides and rear had 10 mm armor set at 25°, and the top plate was 10 mm (0.39 in) armor, too. The gun mantlet was rounded and was effectively 40 to 100 mm (1.6 to 3.9 in) thick. Due to its small size and low weight, the turret only had a manual traverse (saving more weight and resources) and -10° to +20° depression/elevation.
The main gun was a 50 mm (1.97 in) KwK 39/1 L/60, which was sufficient to engage lightly armored enemies. It could, however, when firing armor piercing rounds from a favorable angle, penetrate at short range (100m) up to 130mm of armor at a 30° angle, enough to overcome a T-34’s armor – but this was not the vehicle’s task and rather a desperate measure. To support the vehicle’s escape, defensive smoke dischargers were often mounted, too. A 7.92 mm (0.31 in) Mauser MG 42 machine gun was fixed coaxially to the main gun, another machine gun of the same type was carried in a ball mount in a modified glacis plate. The latter was an attempt to improve the tank’s frontal protection through the clever use of angle instead of trying to add ever more armor and, consequently, weight. On the new glacis plate, the 50 mm armor was effectively extended to 115mm, and the shallow angle also deflected incoming rounds more easily. However, the rest of the armor remained almost vertical, so that this gain in protection was only marginal.
For even better ballistic protection both hull crew members (driver and radio operator) had only periscopes, similar to the late Panzer V “Panther” versions. Open vision ports at the front were deleted and therefore weak points in the front armor, even though the side ports were retained. Thanks to the smaller and lighter turret, both driver and radio operator in the hull also received individual hatches in the hull roof, which were greatly appreciated by the crews. They not only offered a better field of view when not under fire, they also provided them with a much improved escape route: former Panzer IIIs with turrets lacked these hatches and the only escape options from the hull were either via the turret or through small emergency hatches in the lower flanks, right through the running gear. The raised glacis plate furthermore offered more internal space in the tank’s front end, so that a new, semi-automatic gearbox could be installed, which made handling easier.
As a command vehicle, the Panzerspähwagen III carried two radio sets: a FuG 2 command channel set with a FuG 122 aerial, and a FuG 5 radio with an intercom system. This arrangement allowed tank commanders to listen on one frequency while transmitting and receiving on the FuG 5. This meant that the commander could listen to the regimental command net while talking to other tanks at the same time. This radio receiver could listen into a total of 125 channels, at 50 kHz channel steps in the 27.0 to 33.3 MHz range. The system had a usable range of around 4 km to 6 km, depending on the atmospheric conditions and the surrounding landscape.
Due to material shortages, esp. the lack of natural and synthetic rubber, most Panzerspähwagen III conversions received simplified, lightweight all-metal road wheels, which made the ride less comfortable but helped to reduce the vehicle’s overall weight. Protective side-skirts against hollow charges could be mounted, but these were normally left away since they added weight and got easily lost in action, so that their benefit was only marginal – and the Panzerspähwagen III was expected to avoid direct confrontations, anyway. Altogether, the Panzerspähwagen III weighed about 19 tons, five tons less than the final Panzer III battle tank versions with 75mm guns and uprated armor, and this markedly improved the vehicle’s performance and agility. The light turret, which markedly lowered the vehicle’s center of gravity, improved the handling, too.
A few Panzerspähwagen IIIs were ready to fight in Normandy in 1944, but their movements were constrained because of Allied air supremacy. However, a good use of the bocage proved that the Panzer III was still a match for most Allied tanks and that the Spähpanzer concept worked well. Only a limited number of this SdKfz. 141 type was produced, though, since resources were concentrated on the development and production of heavy battle tanks. Production numbers are uncertain, but less than 50 Panzerspähwagen IIIs seem to have been re-built until early 1945.
By the end of 1944 the regular Panzer IIIs were no longer the bulk of the German armored forces, and they were relegated to second line duties, e .g in composite small defensive units. And as the production had stopped earlier, their numbers decreased even more, and by fall of 1944, there were perhaps 80 still operational on the Eastern Front. By then, new generations of US, British and Soviet tanks had nailed their coffin. The type had reached its limits as a battle tank, its former advanced features were now commonly used, and no further up-gunning was possible.
The last Panzer IIIs fought in the Netherlands, Northern Italy (Gothic line), and in eastern Prussia. Perhaps a handful still operational were spread between desperately weakened companies in March-April 1945, like the Steiner Brigade.
Specifications:
Crew: Four (commander/gunner, loader, driver, radio-operator/hull machine gunner)
Weight: 19.2 tonnes
Length: 5.56 m (18 ft 3 in), hull only
6,04 m (19 ft 10 in) overall
Width: 2.90 m (9 ft 6 in)
Height: 2.41 m (7 ft 11 in) w/o antenna mast
Suspension: Torsion bar
Fuel capacity: 320 liter
Armor:
15 – 50 mm (0.6 – 1.97 in)
Performance:
Maximum road speed: 44 km/h (27 mph)
Off-road speed: 28 km/h (18 mph)
Operational range: 165 km (103 mi) with internal fuel
Power/weight: 15.63 PS (11.24 kW)/tonne
Engine:
Maybach HL120 TRM water-cooled 12-cylinder gasoline engine with 300 PS (296 hp, 220 kW),
combined with a Maybach OG 55 11 77 semi-automatic transmission
Armament:
1× 50 mm (1.97 in) KwK 39/1 L/60 with sixty rounds
2× 7.92 mm MG 42 machine guns (coaxial with main gun and in the front hull) with 2.400 rounds
The kit and its assembly:
This converted Panzer III was spawned by the idea that, by 1944, this 1936 design could have been re-built for a different use than a battle tank – a task for which this medium tank had become much too light, with an utter lack of development potential. A dedicated recce variant appeared plausible. This idea was further promoted by the fact that I had a surplus VK 1602 turret in the donor bank, left over from a Hasegawa SdKfz. 234/2 “Puma”.
The chassis was taken from a Revell “Panzer III Ostwind” kit and modified in two ways. Firstly, I changed the glacis plate, replacing the old-school vertical front with a sloped alternative, crafted from styrene sheet pieces. A new ball mount for the hull machine gun was added, as well as periscopes for the crew on new hatches, which became possible through the smaller turret.
The turret opening in the hull had not to be adapted to the smaller Puma turret – the latter was only a little bit smaller than the opening, so that some spacers were enough to make it fit snuggly, and a thin “distance ring” between hull and turret was added, too, so that it would not directly sit on the body. Fairings for a stereoscopic rangefinder were added to the turret flanks, scratched from styrene profile material, and I also added a typical Panzer III stowage box to the turret’s rear. It had to be customized to the smaller “Puma” turret, but I think that this visual enlargement of the turret is a good balance to the rest of the hull, and the box changes the vehicle’s silhouette, too. The commando cupola from the Revell kit (which comes, beyond the open “Ostwind” AA turret, with a full, early standard Panzer III turret) was left open, using the hatch from the VK 1602 turret, and I put a figure into the opening – this German commanding officer is actually 1:76, but that’s not obvious. The figure comes IIRC from a Matchbox “Wespe” SPG that I built more than 30 years ago. Since the figure had somehow lost a leg in the meantime, the Panzerspähwagen III became a suitable new workplace for the handicapped, after having been stripped off of an old enamel paint layer and outfitted with a multi-colored new uniform. Other small changes include the scratched antenna mast for the vehicle’s uprated radio equipment (from heated sprue material) and some re-arranged external equipment.
As another, subtle gimmick, I replaced the original main wheels, for a different and somewhat confusing look. A simplified running gear, without rubber on the main wheels, appeared quite plausible for 1944 onwards. The new road wheels came from a Zvezda IS-2 tank. I had a dozen of these left over from another conversion project, just in the right number and their diameter is virtually identical to the Panzer III’s original wheels! Just the spare wheels had to be taken over from the Revell kit. The fiddly OOB segmented plastic tracks were replaced with soft vinyl tracks from a Panzer III/IV CMK aftermarket set. Personally, I find them easier to handle and to paint – due to their anthracite black color and the material’s smoothness. Nice stuff!
Painting and markings:
As a late WWII vehicle I decided to apply a non-standard/fictional paint scheme, something different from the popular “Hinterhalt” scheme, and I settled upon a pattern similar to an E-100 tank I had built a while ago. The scheme consists of an overall coat of grey-green (RLM02, a universal and omnipresent tone) with disrupting, large spots of dark grey (RAL 7021, Schwarzgrau), which were strategically placed over corners and edges of the hull, so that the outlines break up. I adapted the concept onto my modified Panzer III, but somehow this looked goofy – probably due to the much smaller size and classic tank silhouette of the vehicle: the whole affair was way too reminiscent of the Allied late-war “Mickey Mouse” scheme in olive drab and black!
In order to provide a more outstanding look and lighten everything up a little, I added small grey-green mottles to the dark grey areas. After that, however, the still uniform grey-green areas stood out, so that I eventually applied mottles in RAL 7028 (Dunkelgelb) to these areas, too. The contrast is rather low, but I think that the overall look is in the end more balanced with them, and the mottles overall help to break up the outlines even further – and the paint scheme looks more “different” now. The wheels and the running gear sections of the hull were – as a standard order of the time – left without the mottles, because the swirling patterns would be rather obvious when the vehicle was moving.
The basic tones are Revell 45, Humbrol 67 and ModelMaster 1584, later treated with a dark, red-brown overall washing with acrylic paint, dry-painting with a greyish beige all over (Revell 89, nice weathering tone for fresh, clayish mud) and some watercolor in ochre and umbra for dust and mud residues. Tactical markings are minimal and come from the Revell Ostwind kit and a Hasegawa Panther. Finally, the kit was sealed with matt acrylic varnish and some mineral pigments were dusted onto the model’s lower areas.
An interesting result, and the fictional Panzerkampfwagen III looks IMHO disturbingly plausible, as it combines well-known elements and comes with subtle updates/modifications. And somehow the vehicle (unintentionally) reminds me a lot of the comparable M24 Chaffee. And isn’t there a certain look of a mini KV-1, due to the turret’s shape and proportions?
A regular sight on the Thirlmere loop line, preserved steam locomotive 3001 stomps up the grade from Picton to Thirlmere with a train full of enthusiastic passengers.
Weekend train rides on the loop line from Thirlmere are a weekly occurance year round, although they typically run between Thirlmere and Buxton (the second station south of Thirlmere). During March 2024, this section of the line was closed for a major rebuild to ensure it's longevity, so the train rides for museum visitors instead went towards Picton (junction with the main Melbourne to Sydney line).
An Eastern Water Skink (Eulamprus quoyii) sunbathing in a section of our rockery. We are still waging war with the weedy grass that keeps growing out of there, but slowly native violets and other plants are taking hold in there. [Lower Blue Mountains, NSW]
A regular performer on the A1 (Acre Rd - Skerray St via Summerston ASDA) for the past few months has been this rather handsome ex-Ulsterbus Alexander-bodied Leyland Tiger, no doubt due to a lack of low-floor vehicles since the demise of the ASDA Rider Dart (P692 RWU).
XXI 1435 is seen at the Summerston ASDA headed for Milton.
Photo Date: 8th October 2015
St Mary, Nettlestead, Suffolk
One of my favourite churches in England, I'm a regular visitor and often come back here at the start of spring. After a visit in 2017 I wrote: Suffolk's most secret places are among the twisting valleys to the west of Ipswich, the little churches hidden in glades on hilltops or in the dips below where the narrow lanes snake down into groves of ash and elm. Maybe there's a stream nearby, but not many houses; hardly a village at all. The churches in these places are among my favourites. Their ancient stones endure through the shadowy grip of winter, and cool the summer haze. They sit in silence as the centuries go by, far from the mundane bustle of traffic, beyond the scope of the tourist guides.
Nettlestead is one of these places. The pretty unbuttressed 14th century tower shows evidence of Norman work in its lower reaches, although Mortlock thought this may have been found and reset during the 19th Century restoration. Similarly, a Norman lancet window in the north wall is surmounted by a reset delicate carving, interlacings of beads, arches and scrolls. You see such things in the Victoria and Albert museum, but they do not have the same power there, out of context. Here, a thousand Suffolk summers and winters have come and gone and still it endures. Speaking of Victoria and Albert, their portraits form the headstops to the outside of the east window.
The inside of the church is neat, bright and welcoming. It is easy to describe the interior of a small church as pretty, but Nettlestead really is so, and once stepped into it will not easily be forgotten.
The crowning jewel here is one of Suffolk's loveliest fonts. Panels intersperse lively evangelstic symbols with grinning men, one with his tongue sticking out (but could he be a lion?), a jolly bishop, and, almost surreally amongst all this merriment, St Catherine clutching her wheel of martyrdom. There are noticeable cracks around the bowl, as if at some point it has been seriously damaged. There is a story behind this font and its survival, as we shall see.
Another curious survival is the large squint in the splay of a window in the south wall. It seems to be focused on where the pulpit is now, so we might assume that there was once an altar in the nave there. But why was the squint where it is? Mortlock thought there might have been an anchorite's cell outside the south wall there, but it is hard to see how an outbuilding could have offered a view through the squint without its east wall cutting into the window. I wondered if the Easter sepulchre had been built where the pulpit is now, and the squint allowed parishioners a view of it on Good Friday, when the church was out of use.
Cautley doesn't mention the squint in his 1935 survey, so it was probably uncovered during a major restoration after the war. On the night of 12th August 1940, this pretty church suffered the same fate as that at Akenham, six miles away, when German bombers returning from a raid on the Midlands dropped their remaining bombs in a swathe across this part of rural Suffolk before embarking on the crossing of the North Sea. The church was gutted, and its restoration and reopening in 1950 was one of Munro Cautley's last jobs for the Anglican diocese. He is responsible for the meticulous piecing back together of the font, which was wrecked in the explosion.
The east end of the sanctuary is a curious thing, too. Its rather sober classical blank arcades are elegant, but beside them is the grimly morbid early 17th century memorial to Samuel and Thomasina Sayer with their pet skull in the north wall. Sayer built a faire almes house at Bewdley in Worstershier for six poore men and gave thirty powndes a yeare for ever, but he seems none too happy about it. Rather jollier are the lion and unicorn on the George IV coat of arms, which, instead of supporting the shield, emerge dramatically from behind it.
As lovely as this church is, only the font has survived today from the Medieval period. But there was once much more. The iconoclast William Dowsing visited Nettlestead on 22nd August 1644. It was one of seven churches he visited in the area that day. One of his houses was in the adjacent parish of Baylham, and these small churches are close together, but even so the going on horseback must have been easy that day.
He found plenty to do at Nettlestead. The saints on the screen, of which no trace survives, had not been defaced, and there were a dozen further saints in stained glass, again none of which survive. It appears that his instructions with regard to the screen and ancient glass were carried out by the churchwardens in full, and he also noticed a prayer clause in brass which had gone by the time the antiquarian William Blois visited in 1660. The knight above its matrix survives, suggesting that the inscription wasn't taken by collectors or early modern metal thieves. The armour is early 16th Century and it may be to Richard Wentworth who died in the 1520s in the last days of Catholic England.
Dowsing does not usually get too worked up about fonts, but he mentions St Catherine on the one here, who survives, unlike her saintly companions in paint and glass, so presumably she was consequently either plastered over, or the font was removed from the church and used as a drinking trough for cattle or something. Further, and most unusually, Dowsing names the Ssaints he sees at Nettlestead, and this despite it being just one of many churches he visited that day. Why was Dowsing so thorough at Nettlestead? The obvious conclusion is simply that, being local, he already knew the church well.
And there is one further intriguing connection between Dowsing and Nettlestead. Thomasina Sayer on the Sayer memorial in the chancel was born Thomasina Lea, and she was the sister of Thamar Lea, William Dowsing's first wife.
The thought that this wonderful little church once had a medieval screen and medieval glass that had survived the Reformation makes you want to weep. Ho hum. Back outside, then.
The pompous memorial by the north east hedge to Stephen Jackson, publisher of the Ipswich Journal, is a quite different prospect to the quiet beauty we have encountered so far. You might see this in the V&A as well, as an example of the arrogance of the Gothic revival. Here is someone who thought very highly of himself, and now lies under flowering columns, pillars, balls, pyramids and curlicues. An antidote by the south porch is the memorial to a child who died after just ten hours. Just a Perfect Day, as the inscription reminds us. It's one of the loveliest modern memorials I know in Suffolk.
So there you are, what a delightful little church this is, how can you possibly resist? And then, if you are on foot, or on a bike, just keep going. On the other side of Somersham, you'll come to Flowton, where the church is equally remote, equally lovely, equally welcoming. If you are in a car - well, you should be ashamed of yourself.
Blue Tongue lizard that likes to sunbathe at the bottom of our balcony stairs. I often have a basket of laundry right in front of me when I descend those stairs, and this Blue Tongue likes to freeze instead of scurrying away, so I am very worried I’ll step on the poor thing someday! So far no accidents have occurred.
The regular 9th July raitour, commemorating the end of steam on the Southern Region on British Railways on that day in 1967, pulls away from a water stop in Winchfield with "Clan Line" in charge. The tour was heading from London Victoria to Weymouth via Yeovil.
Locomotive: Rebuilt Bulleid Merchant Navy Class 4-6-2 Pacific 35028 "Clan Line".
Location: Totters Lane, Potbridge, near Winchfield, Hampshire.
As well as buying Leyland Nationals and Titans on the secondhand markets, Merseybus also placed sizeable orders for new vehicles. Large numbers of Volvo B10B's with Wright Endurance bodies entered the fleet starting a new number series off at 6501.
Here two buses from the second batch are seen on the now demolished Liverpool Central bus station in between trips on the intesive 26/27 Sheil Road Circulars or 'The Belt' as it was known by crews.
Green Lane garage were responsible for the buses and the entire batch were placed on this group of services. 6532 as seen here carried vinyls on the sides for the service for the first couple of months of service.
Liverpool One shopping centre now stands on this site.
A better iteration. Of course, the idea of irregular and semi-regular tato boxes is hardly a new one.
Taken : 04.11.1989.
A regular performer on the Southern stone workings to and from the West Country was 56 057. At that time a Cardiff Canton allocated machine out based at Westbury it was often on the workings to Ardingley, Chislehurst, Hothfield or Allington bringing road stone from the Mendip Hills. The train seen here passing Hoo Junction is 6V17 10.00 Allington Stone Terminal to Tytherington Quarry with empty ARC PGA type hoppers.
Prueba organizada por la Fuerzas Regulares 52 de Melilla, que se inició en el 2017 y esta es la III prueba, en octubre 2019
Several European Robin's have become regular visitors to David's garden patio as springtime progresses..
en.wikipedia.org/wiki/European_robin
All my photostream Robin's www.flickr.com/photos/stuart166axe/tags/robin/
Photograph taken by and copyright of my regular photostream contributor David and is posted here with very kind permission.
Pangasinan Solid North Transit Inc.- 1635
Bus No: 1635
Year released: 2011
Capacity: 45; 2x2 seating configuration
Route: Cubao/Balintawak-San Carlos via Dau/SCTEX-Concepcion/Capas/Tarlac/Sta. Ignacia/Camiling/Bayambang/Malasiqui
Body: Zhengzhou Yutong Bus Co. Ltd.
Model: 2010 Yutong ZK6107HA Series
Chassis: Yutong ZK6107CRA
Engine: Yuchai YC6A240-20 (G52YA/G52MA)
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken on: April 19, 2017
Location: McArthur Highway, Brgy. San Sebastian, Tarlac City, Tarlac