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Another dull day outside meant it was time for some more indoor photography. Todays subjects were a handful of colouring pencils.
At this rate I am going to run out of items round the house to shoot!
Another Fleetline to stay local was this East Yorkshire one, which was acquired by the Hull Community Play Scheme in 1984, after having been taken out of service by EYMS in 1981. It served as the 'Humber Bus' for 5 years, and was then sold to a Barnsley dealer in 1989, but appears to have escaped the crusher, and was owned (but not necessarily used) by someone else until early 1994. No idea who this was - possibly an aborted preservation attempt - but any new information would be welcome.
The 'Beverley Bar' roof of its Park Royal body is hardly noticeable in its typically garish paint scheme.
Pontins, Blackpool, 5/10/85
Bedford VAM5 - Duple Northern Viscount C45F
New to this Operator during March-1966 .
About to work back to Its Home Town “on hire” to Bristol Greyhound ( Bristol Omnibus Co ) .
Note the coach behind , and the one alongside are liveried up , in the then new National Bus Company , West of England livery scheme . Which was basically White with a different mid-section band in the Operators colours .
A great pity this was not taken up Nationwide instead of the following all over white scheme .
Victoria Coach Station , London .
Saturday afternoon 20th-June-1970 .
River Dargle Flood Defence Scheme.
These images were taken during the fourth week of July, 2016.
And we're back to the Rehills/Slang section -- directly opposite La Vallee.
A little over 4 weeks earlier, this had been a barren stretch of the bank carefully contoured and finished. They sprayed high-grade solution of plant enzymes.
A drop of rain. A burst of sun.
And . . voila!
God's own pasture. In glorious yellow/green technicolour.
The first set of 45.5m long girders have been safely delivered to the M11 Junction 7A upgrade near Harlow, Essex. Utilising our double bogey trailers, each of the 78Te girders were loaded at Cleveland Bridge International and transported over 220 miles to site. The remaining girders are scheduled to be delivered in June 2021.
The M11 Junction 7A scheme will provide a new link road and widening of Gilden Way to improve access to Harlow’s road network and reduce congestion. The new junction will be complete and operational by 2022.
Another photo from the coastal scheme currently taking place in Portsmouth. (I was going to upload two but my other photo keeps timing out for some unknown reason! Will try again later)
This is where the newly opened section starts. They are working on this area now, so there's no access, but I had a sneaky peek through the railings towards Clarence Pier and Gosport in the distance. You can see the Upside Down House on the pier!
Some of the Tatra T3 and all of the T3R.PLF (which has a low floor section in the middle) feature a easily recognizable color scheme because of the are silver and dark red while all other T3s are painted beige and light red.
Shopping centre by Allan Murray Architects with BDP, 2016-21; hotel by renowned practice Jestico + Whiles Architects 2016-2022 (both proposed completions). Includes a 12 storey, 214 room hotel as part of a complex involving shopping centre and other facilities. Steel ribbon with bands of glass, some containing viewing platforms.
The design has been likened to spirals of paper, a reference to the many printing presses which occupied surrounding areas. A landmark building for the city.
Contrast between Robert Adam’s Register House and Archibald Elliot’s Waterloo Place, the latter pre-dating the new scheme by exactly 200 years (1818-19).
Here are some more photos from our visit to the new walkway around the coastal side of Southsea Castle. I've tried to take 'after' photos to match with the 'before' photos I've taken previously but it's not always possible to match them. Hopefully you get some idea though. Here there are now two levels that pass close to the Castle, which will be useful for seating on those warm summer days!
An illustration from the "Klaus Vogel and the Bad Lads" book by David Almond, published by Barrington Stoke, UK
www.behance.net/gallery/Klaus-Vogel-and-the-Bad-Lads/1573...
pencil, watercolors and photoshop
Cloud fouled! Amtrak P42DC-108, in its phase VI 50th anniversary paint scheme, is leading the E/B Pennsylvanian #42 (04T to NS) as it approaches the Linglestown Road overpass. My original plan this day was to get it here and then on the Swatara Creek bridge in Middletown. But, clouds got in the way and I heard NS's Central of Georgia heritage ES44AC-8101 on 12-Z. Change of plans. See next series of pics.
Obituary of another 60s Housing Scheme.
Kidbrooke Housing Scheme (later known as Ferrier Estate).
Architects: GLC Architects Department, 1967-72.
It saddens me to write the first chapter of this mostly visual obituary of a failed scheme now facing demolition. I feel honour bound to say some words to defend some very hardworking architects, with whom I had the honour to work with as a young student. These people, most of them no longer with us, were hard working, sincere and conscientious and gave their best to a scheme they seriously believed would house generations of happy and satisfied residents.
The subject of disastrous housing schemes of this period has been endlessly discussed and dissected by some very able writers and critics and I don’t feel this is right place to repeat various views which are already well known.
However, I would like to address a few words to Flickr viewers who often write vitriolic comments about this and similar estates, when they see some sad and depressing photographs of these decaying estates facing demolition and immediately start attacking ‘Planners and Architects’ for committing these atrocities against the human race.
Again, this is an understandable first reaction and with the benefit of the hindsight it is easy to say and admit that some very serious mistakes were made in the housing development of this period.
If you were living in the middle of ‘Jerusalem’ when it was being built and the new, spacious houses were being occupied by happy people delighted by these new estates, you would have found it difficult to believe that in not so distant a future such a sad outcome could have been remotely possible.
All I would like to say here is that there are a huge number of factors which influenced the outcome of these large housing schemes, a very dubious concept in its own right. The factors like political and social environment at the time of inception and occupation, financial controls with ‘sticks’ and ‘carrots’, the importance of choosing the appropriate residents, day to day management and maintenance, sufficient finances for maintaining and if necessary, eliminating the ‘failure’ as they become apparent and encouraging residents to actively take over the management of their own environments, were hardly understood by most of the bureaucracies involved in the whole process.
The examples exist of identical or near identical schemes where one has turned out to be a winner in most respects and the ‘identical twin’ had to be demolished because it was considered to be a complete failure and intensely hated by the occupants.
It would be nice to think that some understanding of these issues is available and grasped before ‘off the cuff’ insults are scattered at only one or two parties concerned.
The photographs I have shown above were taken during construction and early occupation period. The current state of this scheme is well illustrated by Flickr member ‘Waterford Man’. Please see his set on the following link for the current situation;
www.flickr.com/photos/waterford_man/sets/72157604073276791/
There is another very informative site covering the background of this scheme at this link:
www.jacobcarter.co.uk/Ferrier Estate Project 2.htm
Demolition started;
www.flickr.com/photos/waterford_man/3390406178/in/photost...
Reminds me of a dinosaur's back. Or spears protecting a castle.
I've been up since 3:30 this morning. Why is traveling so freakin tiring? All I did was sit on planes and in airports all day. Jeez.
There's a lot going on in this shot. Let's start with the small, yellow craft docked alongside the ore boat, J.L. Mauthe. That little yellow boat is the Marine Trader that was built in Superior, Wisconsin in 1939 with hull number 238999. The boat was originally 50 feet 7 inches long but was lengthened 10 feet in 1965. It sported many different paint jobs and color schemes over the years and was available day or night to help keep sailors supplied with nearly anything they wanted to buy. It was a floating ship's store, if not a mini-department store. The craft worked throughout the Duluth-Superior harbor for the first 66 years it was operational. As I understand it, owners Franz and Bruce VonRiedel owned this craft and two others, Marine Supplier and Kaner I, that were owned previously by Al and Bernie Kaner, respectively. All three boats were mothballed for a time when VonRiedel's business—Acme Marine Services—was closed in 2000. The boats were eventually sold to different parties between 2000 and 2005. The Marine Trader left the Ports for good in October 2005 and that was apparently the first time the craft ever sailed across Lake Superior for points east. If you would like to do more research on the Trader and see more pictures too then please visit www.boatnerd.com/ for lots more material on this—and every other vessel on the Great Lakes.
Next, if we look closely we'll see a sailor about to embark on a personal shopping expedition. He's climbing down the ladder to Marine Trader from the working deck of the Mauthe. Then, just beyond him are half a dozen men actively engaged in loading natural ore into the Mauthe's hold. Deck hatches are wide open and spouts from Missabe Dock 5 will be lowered and raised in concert by men on top of the dock who will operate those chutes one or two at a time. Then in turn, corresponding ore pocket doors will be opened to allow the staged iron ore to slide right into the big boat with a loud, almost-prehistoric "whooshing" sound.
Then, pay careful attention to the ore cars on top of Dock 5. This will take considerable explanation.
Each ore dock in Duluth and Superior (Two Harbors and Ashland too) was much more than a staging area where ore was simply dumped into the dock. The ore was actually partially blended in each dock pocket. Then when the ore was dumped into a boat it was further blended as it was directed into the near, middle, or far side of each hold. This wasn't simply a matter of blending different iron content either. Individual vessel size and that vessel's loading characteristics played into it nearly as much as both the iron and silica content of that ore.
Silica content was especially important during unloading of the ore dock as ore with higher silica ran faster out of the dock pockets and allowed for more precise loading to the far side of the vessel. By adjusting the angle of the chutes this fast running ore would slide out of the pocket faster and thereby reach the far side of the vessel to make the loading much more even.
While each pocket on Dock 5 held four car loads of ore, dumping into these pockets was not an even-steven kind of operation. Each ore dock had four tracks on top of it. Two tracks fed the pockets on the north side of the dock while the second pair of tracks fed the south side pockets. So each side of the dock had just two tracks used to fill the pockets, that were in turn used to load vessels on opposite sides of the ore dock. Fast running ores and slow running ores each had their own dumping order with 3/4 of the ore going into each pocket via the two inner tracks. The two outer tracks were used to top of the load or to put stickier ore on top of the fast running ore so that it would slide right out behind the fast ore. If the sticky ore went in first, then the load might not release at all.
So during the modern era of blended ores 75% of the dock was filled via the two inner tracks while just 25% was dumped from the two outer tracks. The whole idea was to make each 4-car load in each pocket to be both a proper chemical content and also the most-free-running consistency to make dock unloading quick and easy. Filling a boat necessitated moving the vessel during loading. Deck hatches were generally spaced for every 2nd or 3rd pocket and chute. So a vessel might make 3 or more passes back and forth to get all of the ore contained in the dock for a given load, from a series of 3-4 adjacent pockets. On a good day things went like this but on a bad day when the ore being dumped was sticky or had a high moisture content then the work was much more difficult. You can read about that here: www.flickr.com/photos/jeff_lemke/29092814325/in/album-721...
There are a couple more things worth pointing out from this shot too. Notice how both tracks above the pockets have many more ore cars parked there. Those loads aren't for the next vessel. They are for this vessel. After each pocket is emptied of its contents the final phases of loading this boat will occur. That will be what they called "speed loading" or "topping off" the load that's already inside of the boat. Ore inside of those cars will be dumped directly into the boat through the pocket while the gate is open and the cute is lowered. The ore will fall directly from the car into the boat. Getting the last bit of ore into each boat in this manner became necessary as the boats became larger and sometimes as loads became stickier and harder to dump. Railroads found that the sticky ores became much more sticky when left in the dock for any time and as each car was dumped on top of the previous load, the problem became even worse.
Other times the pockets simply didn't hold enough ore to satisfy the larger holds in those boats. This was true in the taconite era too. I was invited to ride along on just such a train in Superior at Allouez Dock 2 where we were loading pellets directly from the cars through the pockets to top off a load of taconite. The larger BN Dock 5 at Allouez brought about an end to this practice and the balance of Allouez ore docks were abandoned after Dock 5 was up and running at full capacity.
The last thing that I'll mention is the second track in. Take a close look the the two cars farthest right on top of the dock. The black one is a Northern Pacific car while the ones next to it are Great Northern. This load will include interchange ore that was brought to Saunders, Wisconsin by the Burlington Northern. The Missabe's Interstate Job picked up that ore at Saunders then brought it to Proctor via Adolph, sorted it at Proctor, then the Hill Job brought it down for spotting on Missabe Dock 5. All of the ore roads that ran here cooperated to provide each other with the necessary ore to make a boat load the proper and required chemical consistency to fulfill orders from the steel companies. A large amount of ore loaded into the these massive docks actually came here from the non-owning roads. It was this interchange between the railroads of the various ores (that would then be sorted before being loaded into the docks) that really made the whole system work. Without this ore interchange between the various railroads the mining companies would have been limited to shipping in many cases, unusable or unwanted grades of ore. Without the interchange of ore cars that allowed better grades of ore to be created through yard sorting and dock and hull blending—the ore era as we once knew it would have ended decades earlier than it did.
Of course, way back when, when the ore docks were still very young and made mostly of wood, it was possible to load ore willy-nilly because the earliest ores mined were of a sufficiently high iron content that blending wasn't required or desired. But as those better-resources played out, the operation that I described here today is what quickly became the norm. It is the reason why railroads like the Missabe and Great Northern had such huge sorting yards at Proctor and Allouez. They had to be massive because the mix of cars needing to go down to any one track on the docks became a staggeringly complex project that changed by season. Every year there was a different supply of ores to blend.
It should be obvious by now that if you thought that the iron ore used to make steel went straight from the mine to the dock in solid strings of cars—generally speaking you'd be wrong about that. But as natural or direct shipping ores played out and taconite was developed during the mid-1960s, the dream of being able to load an entire train load of Minnesota ore into a Great Lakes vessel finally became a reality through the advent of the taconite pellet—though even that started out rather slowly. Believe it or not many boats ran with split loads containing half natural iron ore and half taconite pellets. That was until the pellet plants could produce enough pellets to load full vessels. Each taconite plant produced its own variety of product too. Ultimately, taconite production turned a difficult sorting and blending process into a relatively easy one by creating an easily transportable product with a consistent iron content.
After 1968, scenes like this one began to become more rare every day. By the time this shot was taken in 1981 natural ore shipments out of Duluth were practically a thing of the past. Just to contrast complex vs. simple processes, here's a nice view of the Duluth docks that I shot in the post-natural-ore taconite era where we can see two varieties of pellets on the ground that still fill boat holds in present day Duluth: www.flickr.com/photos/jeff_lemke/25449237413/in/album-721...
Of course if you visit either of the Twin Ports area "ore yards" today (that's BNSF's Allouez and CN's Proctor facilities) you'll find that those once-huge ore classification yards are truly conspicuous by their complete absence (Allouez) or nearly complete absence (Proctor). In the taconite era, railroad tracks simply store cars not being used at the moment. There's nothing much left to blend because other than the iron particles themselves that are mated with a binding clay and limestone to make the pellets in the first place—all that's left to do is dump them onto the ground for stockpile and then reload them into the dock when the boat gets near.
While the days of sorting ore are likely gone forever it sure is fun remembering just how complicated that process was and how many men and women earned their livings doing this important work for America. I'm glad that I found this picture of Duluth-Superior's most-recognized bumboat to share with you today. That little floating store provided the guys on the bigger boats with an opportunity to do something besides the everyday grind. The requisite climb up and down the ladder to be able to spend a little money had to be worth it, and I'm certain that when the Marine Trader pulled up alongside the ore boats it was truly a welcome sight for sore eyes. Long live the bumboats and their Captains!
18-May-2025
KJFK - John F Kennedy Int’l Airport
Jamaica, NY
Sponsoring Minnesota Golden Gophers special scheme.
Heavily edited due to sun position at time of arrival.
British Airways has recently repainted four aircraft in a "retro" colour scheme to celebrate 100 years of operation (including its predecessors BEA and BOAC)
Seen here is Airbus A319 G-EUPJ just after landing at London Heathrow Airport, displaying the 1959-1968 "Red Square" colour scheme.
First Manchester Limited 10017 X401 CSG, a Scania L94UA built 2001 with a Wrightbus Solar Fusion AB58D body turns from Haymarket Street in Bury onto Angouleme Way running empty to Bury depot after arriving at Bury Interchange on a Bolton bus station to Rochdale bus station via Breightmet, Bury, Heywood and Sudden 471 service. Friday 19th March 2010
Note, X401 CSG was first registered on 13th February 2001 and delivered as number 2201, being officially renumbered 10017 on 9th October 2002 in the FirstGroup plc’s national numbering scheme
Ref no Canon EOS50D 2nd series IMG_2788
The Arkansas-Oklahoma Railroad's (A-OK) attractive ex-ATSF EMD GP30 no. 2443 basks in the morning sun at Howe, OK. Even at first glance, one easily gets the impression that the A-OKRR takes pride in what they do - as evidenced by the handsome Rock Island inspired paint scheme that graces their fleet.
Art stuff. The palette is “Winsor & Newton Cotman Water Colours Sketcher's Pocket Box“. Brushes are “Rembrandt Pure Red Sable Royal Tallen's“
We’ve not been to many of the lovely gardens that open in the UK this year to raise money for charity. On the day I took these photographs this particular garden was a total surprise.
Eccentric and very full of life! The owner has lived in the house for nearly fifty years and the garden has been built, rebuilt, reformed and reshaped over that time.
So many fascinating pieces in the garden; lots of use of mirrors and glass, statues, ornaments, old step ladders, bird cages, bells, plaques, pots, weights, old flat irons. It was never ending and totally delightful!
It’s one of those gardens where there isn’t a blade of grass in sight, but so much to take in and so much to admire. It demonstrated to me that any patch of lawn can be dug up and replaced with eccentricity!
Thoroughly enjoyable and we spent an hour and half, over a cup of tea and piece of chocolate cake, and sheer heaven to wonder at the work of a lovely lady, Suzette, who puts in so much effort to make it a dream come true.
You can see lots of gardens in the NGS scheme by going here…
ngs.org.uk - find some gardens, those of you in the UK, get your camera out and get snapping!
Remodel, Week 14
(cont.) …to post it at a later date, after the remodel had been completed and I could take y’all on a full stour around the place, but I must admit I wasn’t expecting it to become outdated so soon! Indeed, I’ve gone ahead and posted that pic today because as you can see here, the exterior of the store has (entirely unexpectedly, I might add) been repainted from that earth-tone brown to the Walmart corporation’s latest color scheme of choice, gray on gray. But as compared to those namesake Walmart stores that have been getting this sort of repaint treatment and can never quite seem to turn out right, I have to say, it turned out very nicely on this Sam’s Club!! Of course, the fact that there’s no weird blue color behind the logo(s) surely helps with that XD
Sam's Club // 465 Goodman Road E, Southaven, MS 38671
(c) 2017 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
Greater Manchester Passenger Transport Executive 6319 TEN 119 and 6323 TEN 123, Daimler Fleetline CRG6LX built 1964 with Alexander A H43/31F bodies, Greater Manchester Passenger Transport Executive 6339 HEN 539F, a Daimler Fleetline CRG6LX built 1968 with an East Lancashire H45/31F body and Greater Manchester Passenger Transport Executive 6306 REN 106, a Leyland Atlantean PDR1/1 built 1963 with a Metropolitan-Cammell H41/33F body stand in Rochdale Road bus depot yard in Bury
Note, REN 106 was originally owned and operated by Bury Corporation with the fleet number 106. Bury Corporation operations were transferred to the Northern division of the Selnec Passenger Transport Executive on 1st November 1969. REN 106 was renumbered 6306 in Selnec’s March 1970 renumbering scheme. The Selnec Passenger Transport Executive became the Greater Manchester Passenger Transport Executive on 1st April 1974 due to local government reorganisation. REN 106 carries a BY sticker showing it was allocated to the Bury depot, and was withdrawn from service circa 1979
TEN 119 was originally owned and operated by Bury Corporation with the fleet number 119. Bury Corporation operations were transferred to the Northern division of the Selnec Passenger Transport Executive on 1st November 1969. TEN 119 was renumbered 6319 in Selnec’s March 1970 renumbering scheme. The Selnec Passenger Transport Executive became the Greater Manchester Passenger Transport Executive on 1st April 1974 due to local government reorganisation. TEN 119 carries a BY sticker showing it was allocated to the Bury depot, and was withdrawn from service in the mid 1970s
TEN 123 was originally owned and operated by Bury Corporation with the fleet number 123. Bury Corporation operations were transferred to the Northern division of the Selnec Passenger Transport Executive on 1st November 1969. TEN 123 was renumbered 6323 in Selnec’s March 1970 renumbering scheme. The Selnec Passenger Transport Executive became the Greater Manchester Passenger Transport Executive on 1st April 1974 due to local government reorganisation. TEN 123 carries a BY sticker showing it was allocated to the Bury depot, and was withdrawn from service in the mid 1970s
HEN 539F was originally owned and operated by Bury Corporation with the fleet number 139. Bury Corporation operations were transferred to the Northern division of the Selnec Passenger Transport Executive on 1st November 1969. HEN 539F was renumbered 6339 in Selnec’s March 1970 renumbering scheme. The Selnec Passenger Transport Executive became the Greater Manchester Passenger Transport Executive on 1st April 1974 due to local government reorganisation. HEN 539F carries a BY sticker showing it was allocated to the Bury depot, and was withdrawn from service circa 1981
Ref no 00366
The Catchwater Drain north of Skellingthorpe Road in Lincoln.
The drain was created by architect Sir John Rennie as part of the Lincoln West Drainage scheme in 1816 to make the lowlands on the west of the city more marketable for the landowners such as Lord Monson.
The Catchwater Drain runs from Skellingthorpe and through Swanpool and Boultham. It meets the River Witham at the end of Atham Terrace at a crossway junction with Sincil Drainage Dyke. Part of the drain runs into the Witham, part of it turns north and runs alongside the River until Coulson Road where it joins the Main Dyke and flows into the River Witham.
(There is a separate drainage dyke also called Catchwater Drain further north which runs from south of Carlton into the Main Dyke by Boultham Mere).
American Airlines Boeing 737 N916NN, in the Reno Air scheme, taking off from Fort Lauderdale,with downtown Fort Lauderdale in the background.
'MAGRITTE' Special scheme..rotating RWY33 @BHX
Feel free to use this image,and please visit my site and give credits to: www.bhxspotter.com
SECRET SEVEN
I have no plan. It scares the shit out of me, honestly. I want to finish highschool, go to college, then i really don't know. I hate not knowing, but all I want is my camera by my side in the process.
Another scheme and airline that will be missed. Northwest's 'baby bus' gets ready to depart 25R at LAS in 2008.
Delivered to Northwest on 06.16.2000 and wearing Delta colors today.
UP 1983 (WP Heritage) northbound on the Santa Barbara Subdivision at CP CO395 approaching the Ash St crossing ~ Ventura, CA
Explore: 13 August 2012 - # 454
Note 1 - UP 1983 [ex-UP 8383] is an EMD SD70ACe locomotive owned by Union Pacific Railroad. She is one of UP's locomotives painted in the scheme of a predecessor railroad. UP 1983 is painted in Western Pacific Railroad colours. The locomotive was unveiled together with number 1982 [painted in honor of Missouri Pacific Railroad] in a private ceremony on July 30, 2005, in Omaha, Nebraska, after which she entered regular revenue service.
Note 2 - This is my 2nd time photographing UP 1983, I photographed her on 10/20/11 in Guadalupe, CA.
The madness of the Government's ill-conceived car scrappage scheme; a intact and very clean T-registration Audi A6 is hosted into the air on a forklift truck, as it's taken just a few yards along an industrial road and into a scrapyard for crushing.
How can scrapping a car like this, and manufacturing a new car to replace it make any sense, let alone contribute to saving energy and the earth's valuable resources? Sheer and utter madness and needless waste. The only thing that's green about this picture is the colour of the unfortunate Audi.
As with all scrappage scheme cars, the records for T351EUD have been erased from the DVLA enquiry site.