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The floorboards have been removed to access the structural beams for strengthening. A layer of timber and ash laying beneath the floorboards has also been removed as it was adding unnecessary weight to the building.
Samantha Kaisersatt, 30th Civil Engineer Squadron biologist, pulls beach grass and ice plants during a conservation effort for the Snowy Plover shorebird at Vandenberg Air Force Base's Wall Beach Feb. 28, 2012. Santa Barbara Zoo volunteers worked with the 30th CES Conservation Office to aid local conservation efforts and endangered species. (U.S. Air Force photo/Staff Sgt. Andrew Satran)
This is why you need the spindle nose (thread) protector in place. When you are done with the collet, you have to unscrew the protector to force the collet adapter from the spindle's tapered bore.
OPL Focasport II, French 35mm rangefinder from 1958.
The Rewinder Knob removed. Underneath that was a triangular sheet metal spring.
Also visible now the last nutring which keeps the Topcover on the left side. I'll deal with that later.
ISU World Figure Skating Championships 2018
Ladies' Free Skate, 23 March
do not repost without permission | do not remove my watermark
Deboxing Live Action Alice. First the front cover is removed, by untying the large satin ribbon in the back, and pulling the front cover off. Alice is still behind a clear plastic window, which has text and graphics around the border, printed in white. Then plastic cover is removed, and the inner cardboard backing is removed from the box. The doll is now in the clear. The Certificate of Authenticity is under the backing.
Detailed photos of the Alice Limited Edition 17'' Doll, by the Disney Store, from the live action Alice Through the Looking Glass. I bought her first hand from my local Disney Store Thursday June 2, 2016, after intentionally skipping the release on Monday May 30. She costs $129.95, and is #1233 of 4000. She is still available both online and in many stores.
Alice is in her Mandarin outfit. The box is very similar in design to the Live Action Cinderella Limited Edition ball gown 17'' doll.
Alice Limited Edition Doll - Alice Through the Looking Glass - 17''
$129.95
Item No. 6003040901370P
US Disney Store
Released in store 2016-05-30
Released online 2016-05-31
Purchased in store 2016-06-02
#1233 of 4000
Alice's bold ensemble is inspired by her return to Underland in Disney's live action film Alice Through the Looking Glass. This finely detailed limited edition doll is presented in a scenic display for a lasting keepsake.
Magic in the details...
• Limited Edition of 4000
• Includes Certificate of Authenticity
• Alice wears a sumptuous Chinese-style outfit
• Tunic features printed artwork with embroidered details
• Shirt with pleated details and tassel trims
• Pleated pants with embroidered details
• Holds a sculptured Chronosphere
• Glamorous hair with ornament
• Rooted eyelashes
• Fully poseable
• Display stand included
• Comes in elegant window display packaging with green satin bow and carrying strap
• Inspired by Disney's live action movie Alice Through the Looking Glass
The bare necessities
• Ages 6+
• Plastic /polyester
• 17'' H
• Imported
Removing wax residue after yesterdays detailing. The wax dust gets everywhere but a fine brush makes it easy to remove. A small toothpick helps to :D
Grass and hedge trimming operations at the Welshpool & Llanfair Light Railway.
Tractor - Ferguson 590
Flail - Twose TE480
Wagon - ex Zillertalbahn Rollwagen ( transporter for standard gauge wagons)
Loco - ' Chattenden' Drewry Car Co. (EE Baguley) built for the Admiralty in 1949
Photo taken on 10th October 2017
This is the third car that these people have personalized with fun little things like this. Apparently the first two were both jeeps and with the first they used contact paper (yes, contact paper!) to make it look like an American flag and then they used the same to turn the second one into a British flag. Neat, eh?
They also told me I should go online and look up the Houston Art Car Parade and that they're planning to go down for it this year. Looks pretty darn cool. I don't know about this year, but I just might have to take a trip down to visit my Houstonian friends next year.
RAF Upwood station adjacent to the village of Upwood, Cambridge first came into use as an aeroplane landing ground in 1916, when the RFC (Royal Flying Corp) established a training station there for night flying.
A few huts and aeroplane sheds were erected, only to be quickly removed when the RAF left the site in 1919. Though the location wasn’t forgotten and it was converted into a permanent RAF station in 1935-36. It was at the time when the building where being put up that the station was renamed Upwood.
The station reverted to Bomber Command in July 1946 with Lancasters of No. 7 Squadron being brought in from Mepal. Three more Lancaster squadrons arrived later in 1946, Nos. 49, 148 and 214, and in 1949 all Upwood squadrons re-equipped with Lincolns. Between 1954 and 1956 the Lincolns departed and their squadrons were disbanded to be replaced by four Canberra squadrons. New hardstandings were constructed by Mowlem in 1955. The Canberras endured until the end of the decade but were gone by late 1961. By late 1960 Upwood ceased to be occupied by flying units and instead became an RAF ground station but in the following decade it was taken over by the USAF as a support base for Alconbury. For several years it housed a USAF NCO college and hospital until the former facility was wound up in 1995. The clinic hospital remains but the rest of the station has been sold for housing and light industry.
In September of that year the station opened as Bury (Ramsey). This initial name referred to its location near the village of Bury and the larger market town of Ramsey. Initially there were no permanent flying units assigned to the station. Instead, No. 75 Squadron flying BE.2 aircraft out of Elmswell, Suffolk used the station as a night-landing ground and satellite field.
As part of the RAF expansion programme this airfield was in dire need of revamping, the grass-surfaced and had some 250 acres. A camp of permanent buildings where built in the south-west corner adjacent to the village of Bury. They consisted of the steel and brick flat-roofed buildings that were the hallmark of these expansion period stations. Three Type C hangars fronted the bombing circle in the usual arc arrangement, with a fourth situated behind that on the west side. The original bomb store was on the north-west side of the landing area. The new station was designed to accommodate two medium bomber squadrons with room for a third.
On 27 February 1937 the first flying unit arrived at Upwood in the form of No. 52 Squadron flying Hawker Hinds. This unit was joined on 1 March 1937 by No. 63 Squadron and its Hawker Audaxes. During their time at Upwood, 52 and 63 Squadrons became training units and took on both Fairey Battle and Avro Anson aircraft. In August and September 1939, the two squadrons were reassigned opening the field up to its new tenant, No. 90 Squadron flying Bristol Blenheims. With World War II now underway No 90 Squadron spent most of its time in air-to-air firing and bombing practice. They were joined in February 1940 by another medium bomber unit, No. 35 Squadron, flying both Blenheims and Ansons.
Both Upwood squadrons were not destined to see front-line combat as, on 8 April 1940, they were merged into the new No. 17 Operational Training Unit and tasked with training aircrews.
During the following months tarmac hard standings were put down round the airfield boundary together with a perimeter track. Until Blenheim usage was in decline Upwood hosted No. 17 OTU but the unit moved to Silverstone in April 1943, the reason being that the airfield was scheduled to receive hard runways. Maximum accommodation at Upwood at this time was given as for 2,085 males and 336 females.
The first flying unit to use the new runways at Upwood was No 139 Squadron flying Mosquitos. The following month No. 156 Squadron joined them from Warboys to give Upwood an operational Lancaster unit and these two squadrons remained in residence for the rest of hostilities. Operational losses from Upwood totalled 66, half being Lancaster’s and half Mosquitos.
In June 1945, No. 156 was transferred to Wyton, the Mosquitos of No. 105 Squadron taking their place. This squadron was disbanded in February 1946 and moved to Hemswell in the same month. Upwood was then in the hands of Transport Command with Liberators of No. 53 Squadron present for three months.
Mirrlees Blackstone 8MB275T diesel engine removed from Class 60 locomotive 60022.
The Mirrlees Blackstone 8MB275T is one of the more fascinating British diesel engines because, although it ultimately became synonymous with the British Rail Class 60, its story began more than a decade before the first Class 60 entered service. It was an attempt by the long-established British engine manufacturer Mirrlees to develop a modern, relatively compact and fuel-efficient diesel in a power range suitable for both marine and industrial applications and, potentially, railway traction. Its eventual selection for the Class 60 gave it a brief but important place in British main-line locomotive history.
The Mirrlees background
The story starts with Mirrlees, one of Britain's oldest diesel-engine manufacturers. The company had developed a major reputation for large diesel engines for marine propulsion, power generation and industrial applications. By the twentieth century its works at Stockport had become an important centre for British diesel-engine development and manufacture.
Mirrlees's product range evolved through several generations. The K range appeared in 1950, the K Major in 1966, and then came the MB275, whose development culminated in the first production engines in 1979. The MB275 designation reflected its 275 mm cylinder bore, while the production engine had a 305 mm stroke.
The MB275 was a notably modern design for its period. Rather than relying on a large number of cylinders to produce its power, Mirrlees pursued a relatively low-cylinder-count engine capable of producing substantial output. That approach promised reduced component count, potentially lower maintenance requirements and good fuel economy.
The engine family was intended principally for industrial and marine applications, although Mirrlees was also interested in returning to the railway-traction market. Its earlier railway engines had not always enjoyed a particularly successful reputation, making the MB275 an important opportunity to establish a new generation of Mirrlees traction machinery.
Development for railway traction
The railway connection became much more serious during the 1980s.
British Rail was looking at new diesel locomotive designs to replace ageing locomotives, particularly as its freight business required increasingly powerful and economical traction. The proposed Class 38 was conceived as a new Type 3 freight locomotive, and Mirrlees's MB275 was one of the engines considered for the project.
Rather than immediately committing the engine to a completely new locomotive, British Rail used existing locomotives as testbeds.
Four Class 37s were substantially rebuilt in 1986 as Class 37/9s 37901–37904. These locomotives received the Mirrlees MB275T together with a Brush alternator. Two further Class 37/9s, 37905 and 37906, were fitted with an alternative Ruston RK270T power unit and GEC alternator. The six locomotives therefore provided a direct comparison between two competing British diesel-engine and electrical-system combinations.
The trials were extremely important. They demonstrated that the MB275 could be developed into a viable railway traction engine at a power level substantially above that normally associated with Mirrlees's earlier successful railway engines.
The MB275-equipped 37/9s subsequently became known as “Mirrlees Pioneers”, with 37901 in particular surviving into preservation as “Mirrlees Pioneer”. Its survival is unusually valuable because it preserves the direct experimental stage that led to the Class 60 engine.
The proposed Class 38 itself was ultimately cancelled. The requirement for a new heavy freight locomotive did not disappear, however. British Rail instead proceeded with the much more powerful Class 60, and the MB275 concept was enlarged/developed for that application.
The 8MB275T and Class 60
The final railway version became the eight-cylinder 8MB275T, sometimes identified in contemporary material as the 8MB275RT. The "8" indicates the eight-cylinder configuration, while the MB275 family retained its 275 mm bore.
The Class 60 installation displaced approximately 145 litres and produced around 3,100 bhp at 1,000 rpm. It was a four-stroke diesel, turbocharged and designed specifically for locomotive traction. The engine was physically substantial, contributing to the Class 60's high weight, but its relatively small number of cylinders was intended to reduce maintenance requirements.
The engine's fuel economy was particularly impressive for the period. The Class 60 Preservation Group gives a figure of approximately 189 grams of fuel per kWh, describing it as one of the most fuel-efficient engines then available.
That economy was one of the reasons British Rail was interested in the design. The Class 60 was intended to be a modern heavy-freight locomotive rather than simply another incrementally improved version of the existing fleet.
Why British Rail wanted it
The immediate background was the success of the General Motors Class 59.
The Class 59 had demonstrated that British freight locomotives could achieve considerably higher availability and productivity than many of British Rail's older designs. The various Trainload sectors consequently wanted new locomotives capable of handling heavy trains without the double-heading that was sometimes necessary with older Types 3 and 4.
British Rail therefore commissioned a new Type 5 locomotive.
The contract was awarded to Brush Electrical Machines at Loughborough on 17 May 1988, with an order for 100 locomotives. The first Class 60, 60001 “Steadfast”, was handed over to Railfreight in June 1989.
The 8MB275T was at the heart of the design.
Brush coupled the Mirrlees engine to a Brush BA1006A main alternator, which supplied electrical power to six traction motors. The Class 60 also employed Brush's sophisticated SEPEX traction-control system, in which each traction motor had separately controlled excitation. This was intended to make much better use of the available adhesion and minimise wheel-slip.
The result was a locomotive capable of producing approximately 3,100 hp from the engine and around 2,415 hp at the rail, with maximum tractive effort of approximately 106,500 lbf.
Production at Mirrlees and Brush
The 100 engines for the Class 60 were manufactured by Mirrlees at Stockport, while the locomotives themselves were assembled by Brush at Loughborough.
The Class 60's construction was an interesting collaboration. The locomotive bodies were produced by Procor at Wakefield, then transported to Brush, where they were fitted with the bogies, electrical equipment, cooling system and power unit. The Mirrlees engines therefore travelled from Stockport to Loughborough to become the heart of the completed locomotives.
Production of the MB275 engines for the Class 60 took place principally between 1989 and 1991, although the locomotive production programme itself extended into the early 1990s. The heritage history of the MB275 range records the Class 60 contract as 100 engines, while also noting that additional MB275 engines continued to be produced for marine and industrial applications.
There was initially considerable optimism about the engine. The MB275 was viewed as a modern, fuel-efficient British alternative to the established locomotive engines supplied by competitors such as Ruston and English Electric.
Marine life alongside the railway version
An important part of the story is that the 8MB275 was not a locomotive-only engine.
Mirrlees continued to sell the MB275 family for marine propulsion. Its relatively compact eight-cylinder arrangement was attractive for smaller ships, ferries, dredgers and other vessels where a substantial amount of power was required without the physical size of a much larger marine engine.
There are some particularly good surviving examples.
The CalMac ferry MV Isle of Arran, built in 1983, was fitted with two Mirrlees Blackstone 8MB275 engines, each producing 2,310 bhp and driving a controllable-pitch propeller.
The later MV Caledonian Isles, launched in 1993, also used 8MB275 Mirrlees Blackstone engines.
The MB275 therefore had an interesting dual identity. In Britain it became famous because of the Class 60, yet the engine family was simultaneously powering ferries, dredgers and other marine vessels.
The heritage literature records an especially interesting example in the MV Britannia Beaver, a suction dredger fitted with an 8MB275 main propulsion engine when new in 1990. By 2000 that engine had accumulated more than 50,000 operating hours, demonstrating that the underlying engine family could achieve substantial service life in demanding marine applications.
The Class 60 engine in service
The first Class 60s suffered substantial teething problems.
The locomotives were technologically ambitious, with computer-controlled traction systems, a new engine and a new electrical architecture. Although 60001 was handed over to Railfreight in June 1989, it took approximately sixteen months before the first locomotives were accepted into regular service, and nearly four years elapsed before the entire 100-locomotive fleet had entered service.
Not every problem was caused by the Mirrlees engine. Much of the early difficulty involved the locomotive's electronic and software systems. It is therefore misleading to describe the Class 60's poor early availability simply as an engine failure.
Once properly developed, the MB275T provided a substantial amount of reliable service. The Class 60 Preservation Group notes its excellent fuel consumption and the fact that the engine was also successful in marine applications.
The engine's eight-cylinder configuration was itself unusual. A 3,100 hp locomotive engine was more commonly associated with V12 or V16 configurations. Mirrlees instead achieved the required output from eight much larger cylinders. The theory was straightforward: fewer cylinders meant fewer pistons, connecting rods, cylinder heads and associated components to maintain.
That was one of the MB275's attractions, although it also meant that individual components were very substantial.
The problem of weight
The engine had a disadvantage.
The 8MB275T was heavy. The Class 60 Preservation Group specifically identifies the Mirrlees engine's weight as one of its drawbacks despite its fuel efficiency.
This mattered because locomotive designers are constantly balancing power, reliability, fuel consumption and weight. A heavy engine contributes directly to locomotive weight and axle loading.
The Class 60 nevertheless used that weight to some advantage in freight service. Its approximately 129-tonne mass gave the six traction motors substantial adhesion, while the SEPEX system helped exploit that adhesion.
The locomotive therefore represented a particular British approach to heavy freight: considerable physical mass, high engine power and sophisticated electronic control.
The engine's relationship with the Class 60's reputation
The Class 60 acquired a mixed reputation during the 1990s and 2000s.
The type was undeniably powerful and technologically sophisticated, but its availability under EWS became a major problem. When EWS began taking delivery of large numbers of Class 66s, the newer locomotives proved considerably easier to maintain and offered excellent availability.
Many Class 60s were consequently stored.
It is important, however, to separate the engine's reputation from the locomotive's overall reliability. The Class 60 was a complex machine incorporating the Mirrlees engine, Brush alternator, SEPEX traction equipment, computer systems and other new technology. Failures and maintenance requirements could arise from any of these systems.
The engine itself was not simply abandoned as a failed design. DB Schenker subsequently commissioned substantial overhauls of selected engines as part of the Super 60 programme.
The “Super 60” engine rebuilds
When DB Schenker inherited the former EWS fleet, it considered whether some Class 60s could economically be returned to long-term service.
A selected group received major overhauls. These were commonly called Super 60s.
The engine work was extensive. In 2013, specialist engineering company G S Engineering was contracted by DB Schenker UK to overhaul a number of Mirrlees Blackstone MB275T engines that had previously been removed from locomotives and stored for several years. The work included inspection and repair of crankshafts, connecting rods, pistons and liners.
This is important evidence that the MB275T was considered worth rebuilding rather than simply being regarded as obsolete.
The overhaul process involved stripping the engines extensively, including removal of cylinder heads, pistons, connecting rods, large-end assemblies and liners. Crankshaft removal required a specially constructed heavy-lift arrangement.
The Super 60 programme consequently gave some MB275T engines a substantially extended working life.
The engine after Mirrlees Blackstone
The commercial history of the engine manufacturer is almost as interesting as the engineering.
Mirrlees and Blackstone had become part of the broader Mirrlees Blackstone organisation, bringing together two historic British engine names. The MB275 continued to be offered for marine and industrial purposes during the 1980s and 1990s.
The range continued to receive smaller orders after the Class 60 programme. The heritage history records marine and industrial orders into the 1990s, although volumes were much lower than originally hoped.
A major change came in 1997, when Alstom acquired Mirrlees Blackstone.
The MB275 range was subsequently removed from the industrial and marine catalogue. The heritage research suggests that the decision was probably connected with the development of the Ruston RK280, another product in the newly combined Mirrlees/Ruston portfolio, which competed with the MB275's market position. The MB275 remained listed for traction for approximately another year, with occasional support for existing users continuing thereafter.
The Class 60 engine therefore outlived its manufacturer's commitment to producing the design as a mainstream product.
The end of production
The MB275 did not disappear immediately.
The engine remained available for existing customers and continued to have a small number of marine and industrial applications. One of the last recorded examples was a 6MB275 pump-drive engine supplied in 2000 for an upgrade to the suction dredger Britannia Beaver.
The eventual end of the MB275 range was therefore gradual rather than a sudden termination following the end of Class 60 production.
Its history is also quite remarkable because the Class 60 engines were among the last significant British railway applications of a Mirrlees-designed engine. A heritage paper on British diesel traction describes the MB275 as effectively marking Mirrlees's return to British rail traction after earlier engine programmes.
Preservation
The MB275 has an unusually strong preservation story because 37901 “Mirrlees Pioneer” survived.
This locomotive was one of the original Class 37/9 testbeds fitted with the MB275 before the Class 60 was ordered. It therefore represents the experimental bridge between the engine's development and its adoption in the Class 60.
The locomotive has been preserved and, at various points, operated on heritage railways. The heritage documentation specifically notes that it was operating on the Llangollen Railway in 2008.
There are also preserved examples of the engines themselves outside locomotives. The Anson Engine Museum in Manchester, which has a strong connection with the history of British diesel-engine manufacturing, has examples of Blackstone and Mirrlees machinery.
This makes the MB275 unusually well represented in preservation: its development can be studied through an actual surviving locomotive, while its wider industrial and marine ancestry can be explored through preserved engines and historical documentation.
Why the engine was significant
The 8MB275T is important because it represented a serious attempt to create a modern British heavy-duty diesel engine specifically capable of competing in the high-power traction market.
Its story also illustrates the changing nature of British engineering.
The engine was designed by a historic British manufacturer at Stockport, tested in British Rail locomotives, selected for a brand-new British Rail freight locomotive, manufactured for a fleet of 100 Class 60s, and simultaneously marketed for ships and industrial machinery.
It then became a casualty of the consolidation of the diesel-engine industry. Mirrlees Blackstone passed into Alstom ownership, the MB275 was discontinued, and the British railway market moved increasingly towards imported or multinational engine designs.
That transition is particularly visible when comparing the Class 60 with the Class 66. The Class 60 represents the culmination of British Rail's attempt to design and build its own modern heavy freight locomotive around a British engine. The Class 66 represented the subsequent era in which standardised imported technology became economically dominant.
The numbers tell the story
The MB275 was introduced in 1979.
Four Class 37s received MB275 engines for trials in 1986, becoming 37901–37904.
The Class 60 contract was awarded to Brush in 1988, and the first locomotive was handed over in 1989.
The 100 Class 60 engines were supplied principally during 1989–91.
The engine continued in marine and industrial production into the 1990s, with later support and applications continuing into around 2000.
Mirrlees Blackstone was acquired by Alstom in 1997, after which the MB275 range was progressively discontinued.
That gives the engine a remarkably long development and service story for a design that ultimately powered only one production class of British main-line locomotive.
The legacy of the 8MB275T
The greatest legacy of the Mirrlees Blackstone 8MB275T is the Class 60 itself. Every one of the 100 locomotives was built around the engine, making the two almost inseparable in railway history. The engine's eight-cylinder configuration, distinctive sound and substantial physical presence became part of what made the Class 60 different from the locomotives that came before and after it.
Yet its story goes beyond those 100 locomotives. The engine evolved from Mirrlees's broader industrial and marine engineering work, was experimentally installed in Class 37s, helped shape the proposed Class 38, became the power unit for Britain's final new British Rail heavy-freight locomotive, powered ferries and dredgers, underwent major rebuilds decades later, and survives today in preservation.
Perhaps the most interesting aspect is that the MB275 was not really a failed engine. The Class 60's mixed operational reputation has sometimes obscured that point. The engine was fuel-efficient for its period, had a relatively simple eight-cylinder architecture, achieved substantial power from a comparatively small number of cylinders and proved capable of very long service in marine applications. Its principal problem was partly historical: it arrived just as the economics and structure of British railway freight were changing dramatically.
The 8MB275T therefore represents something of a final flowering of indigenous British diesel-engine technology. It was developed in an era when British companies still designed engines specifically for British Rail, assembled locomotives domestically and expected large fleets to remain in service for decades. The fact that its best-known application was the Class 60 means that its story is inseparable from the rise, decline, storage and subsequent revival of that locomotive class.
Today, surviving Class 60s with their original or overhauled Mirrlees engines provide a direct link to that era. 60013 “Robert Boyle”, 60018 “Moel Siabod” and the other surviving Class 60s are not merely examples of a locomotive design; they are also surviving hosts for one of the last major British-designed diesel traction engines.
That's a black Cinelli stem in a plastic bucket with 50% boiling water and 50% of Mr Muscle drain unblocker.
Took only 3 minutes to eat off all the anodisation and the fumes were horrible!
Church of St Michael, Stamford Lincolnshire - The first church stood on this site from 1158 and was succeeded by a medieval church extensively altered in 15c and "modernised" in 17c - Its c1707 wooden tower was "sensibly seen to shake when the bells do ring". This was replaced in stone in 1761. In 1832 the church collapsed after attempts were made to improve the church under the supervision of John Boyfield by the removal of alternate pillars
Naturally there was much discussion and argument after the collapse of St. Michael's. In the Stamford Mercury of 7th September 1832, the question was asked, who to be charged with rebuilding the church - the parish, or the Rev. Swann, since it had been his idea to remove the pillars in the first place? In order to salvage something from the ruins, the sale of 20 tons of lead and oak beams was ordered by the churchwardens.
Many subscriptions were collected towards the rebuilding fund, but a lot of bitterness developed between the rector and his parishioners. The Mercury reported in 1833 that a vestry meeting broke up without proceeding to business in consequence of a most indiscreet and offensive publication which had been made, and which is attributed to the Rector and not denied.
17 different plans were submitted for the rebuilding, and the architect eventually chosen was John Brown of Norwich, at a cost of £2,800. Early in 1835 'active operations' for rebuilding were begun by Messrs. Woolston (mason) and Collins (carpenter), and in October 1836 the re-consecration service was held, attended by the Bishop of Lincoln and 70 clergy.
In 1838 the Rev. Swann died, aged 41, and shortly after the Mercury reported that the new rector 'received the unpleasant information that the late rector died insolvent and that there is a charge of £520 against the living for dilapidations! This is equal to 4 years' income of the preferment'.
In 1962, St Michael's Church was closed, and remained empty for 20 years, during which time vandals succeeded in destroying many of the church fittings still remaining.
In 1981, the building was sold and now houses 2 shops, a building society, and an insurance company in the tower.
I bought these suckers pre-made, because that's the only way I could find the metal slides. I had to test a few things to figure out how best to cover them.
The color's a bit off in this photo.
Removing the tape posture collar template was difficult because my wife had to cut exactly along the spine, while I tried not to move or pull, potentially ruining the template.
Easily removable wall stickers are available in Voila Stickers with an affordable price including better quality and different designs.