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Courtyard of Château de Compiègne, Compiègne, Hauts-de-France, France
Some background information:
Château de Compiègne is a French royal residence built for Louis XV and restored by Napoleon Bonaparte. It is located in the town of Compiègne in the department of Oise, about 80 km (50 miles) north of Paris, where the river Aisne flows in the river Oise.
The extensive residence used to be the third most important ruler’s palace in France, after Versailles and Fontainebleau. From the 6th to the 11th century, its predecessor buildings were already the preferred residence of the Merovingian and Carlovingian kings.
However, the first French royal residence was built in 1374 for King Charles V. A long procession of successors both visited it and modified it. In those days Compiègne was the summer residence of French monarchs, primarily for reasons of hunting in the adjoining Compiègne Forest. King Louis XIV, the "Sun King", resided in Compiègne some 75 times and King Louis XV was perhaps even more favorably impressed. The Comte de Chevergny described his proclivity for the château: "Hunting was his main passion... and Compiègne, with its immense forest, with its endless avenues amongst the trees, with its stretches down which you could ride all day and never come to the end, was the ideal place to indulge that passion."
In 1750, prominent architect Ange-Jacques Gabriel proposed a thorough renovation of the chateau. Work began in 1751 and was finished in 1788 by Gabriel's student Le Dreux de La Châtre. The ancient town ramparts dictated the château's triangular plan. The resultant building covers about 20,000 square metres (five acres). It is neoclassical in style, with simplicity and clarity governing both its external and interior features.
During the French Revolution, the palace passed into the jurisdiction of the Minister for the Interior. In 1795, it was essentially gutted: All furniture was sold and its works of art were sent to the Muséum Central in Paris, today known as the Musée du Louvre. Napoleon Bonaparte visited Château de Compiègne in 1799 and again in 1803. In 1804 the château became an imperial domain and in 1807 he ordered it be made habitable again. Architects Berthault, Percier and Fontaine, decorators Dubois and Redouté, and cabinetmakers Jacob-Desmalter and Marcion restored the château. Its layout was altered, a ballroom added, and the garden was replanted and linked directly to the forest.
The result is an example of First French Empire style (1808 to 1810), though some traces of the earlier décor have survived too. The novelist Auguste Luchet wrote that "Compiègne speaks of Napoleon as Versailles does of Louis XIV". From 1856 on, Emperor Napoleon III and his wife Eugénie made it their autumn residence, and redecorated some rooms in the Second Empire style.
Today Château de Compiègne is open to the public. Visitors can find three distinct museums within the chateau: the apartments themselves, the Museum of the Second Empire and the National Car Museum, founded in 1927, with a collection of carriages, bicycles, and automobiles.
With its more than 40,000 residents, Compiègne is the subprefecture of the arrondissement Compiègne. It is a beautiful little town with two main sights: Château de Compiègne and the Glade of the Armistice in the Compiègne Forest. The Glade of the Armistice was the site of the signing of two armistices: the 1918 Armistice with Germany and the 1940 Armistice with France. Hitler specifically chose the location, and had the original signing carriage moved from Paris to Compiègne, as a humiliation for the defeated French.
The site still houses several memorials to the 1918 armistice, including a copy of the original railway carriage. The original was moved to Berlin after use in the 1940 armistice, as a trophy of Nazi triumph. The railway carriage was later taken to Crawinkel in Thuringia in 1945, where it was destroyed by SS troops and the remains buried. A replica now replaces it at the original site in the Compiègne Forest.
Part of a head structure for a pilot mine, Babbitt, Minnesota. While cleaning out some old papers I found a roll of Kodak Tri-X wrapped in a small piece of paper that simply said: "Push to 3200". I had no idea what was on it or if it was even worth processing, but went ahead and had it developed last week. After viewing the images, I realized I exposed this roll 29 years ago! The images are grainy (no surprise at ASA 3200!) and some of the images are quite dark, but I think a couple of good images will come of it.
View large for additional detail.
Scanned from a 35mm home processed Ilford XP1 negative using an Olympus OM1 camera fitted with a 200 mm Zuiko lens
The large concrete structure-top right- is part of a gas turbine powered electric power station used to temporarily boost the grid at times of peak demand.
Originally the goods yard contained two goods sheds one of these being situated on a loop siding that was laid on a parallel alignment to the passenger station.
it was a brick-built structure which was built to a typical Oswestry and Newtown design for that period internally it had a brick-faced wooden platform which extended the full length of the building but allowed for a single line which ran through and out to the rear to a further loading area. A bay was provided for on the roadside which was protected by two internal overlapping doors that could be half closed or half opened while a corrugated half-moon canopy ran the full length of the opening.
large sliding doors protected the front and the rear of the shed, the former door hanging off external runners while the latter hung off an internal runner which was situated between the main structure and the goods office. The goods office was situated on the eastern gable with access being made via steps leading to the office door internally the office was connected to the loading platform by a communicating door.
In the final years, the goods shed road was reduced in length it being terminated a short way before the shed doors The internal platform was then extended up to the inner-facing wall and a small doorway was knocked through thus allowing for the transfer of goods to be made from the reception road
Freight traffic was conveyed by a daily branch pick-up service train which generally departed from the main yard at Oswestry. The train was formed with Llanymynech wagons next to the engine followed by Llansantffraid and Llanfyllin next to the brake. Departing Oswestry at 11.0 am it gave engine crews plenty of time to carry out the shunt at Llanymynech before the 11.53 am departure for Llanfyllin, having called at Llansantffraid where half an hour was allowed for shunting operations the train arrived at Llanfyllin at around 12.46 pm.
On arrival, the train ran into the station platform where the engine stopped clear of the engine release crossover. The engine then ran around and drew the wagons clear. If the train was too long for the station run round the movement was made via the far loop ground frame which was released with the key on the token. The usual procedure was to drop the break van in front of the goods shed and then take the other wagons and put them into the yard and either put them aside or use them to collect the empties which were knocked down onto the brake to form the return train. finally, the loads were positioned as required.
Outward goods traffic included scrap metal which came from a local scrap merchant Arnold and Parks who had a yard in nearby Bridge Street.
Occasionally, tree trunks were loaded onto bolster wagons using a rail-mounted crane, which when needed was brought up from Oswestry and shunted into the shed road, wagons were then put onto the road alongside the run round and trunks craned across onto them.
The forestry commission delivered pit props to the station for dispatch to coal mines in South Wales. these were dealt with at the loading dock opposite the station platform.
Inwards goods traffic consisted of coal which was received by a local merchant Eddie Rees Davies who had an office near the yard entrance.
Other commodities included basic slag, lime and animal feeds.
The structure at the top is Kane's Bridge, a pedestrian bridge across the Yarra River in Melbourne, at Yarra Bend Park. It's a suspension bridge and sways enough when people are crossing that some are scared to! The structures lower centre are spider webs, highlighted against the light in the fog.
Post-processing involved simply using the black pointer on a levels adjustment layer because I was shooting against the light and some sun flare had reached my camera sensor.
Better on black!
OK for ABC-TV Weather
While I'm trying to figure out how to take this thing with me on a plane to afolcon next month, I thought I'd share a quick look at its 'private parts'.
I climbed this tower to get this shot: www.flickr.com/photos/codeytannerphotography/15824571332/
(Don't worry. I didn't climb very high!)
From Wikipedia, the free encyclopedia
Kate Shelley, railroad heroine
Catherine "Kate" Shelley (September 25, 1865 – January 12, 1912) was a midwestern United States railroad heroine, and the first woman in the United States to have a bridge named for her.[citation needed] She was also one of the few women to ever have a train named after her, the Kate Shelley 400.
Catherine Shelley was born in Loughaun, Moneygall, County Offaly, Ireland.[2] Transcriptions of Irish records show her parents, Michael Shelley and Margaret Dwan, married on February 24, 1863. and Catherine was baptized on December 12, 1863.[2] However, United States 1880 census records indicate she may have been born in 1865.[citation needed] Her tombstone says she was born on September 25, 1865 and died January 21, 1912. The family name was originally spelled Shelly, which is how Kate often wrote her name, but the spelling Shelley was later adopted.[3]
Michael Shelley was a tenant farmer in Ireland, living on 3 acres (12,000 m2) and farming another 15.[2] The family emigrated to the United States when Catherine was a baby.[2] They first lived with relatives in Freeport, Illinois, then built a home on 160 acres (0.65 km2) at Honey Creek, near Moingona, Boone County, Iowa.[2] Michael Shelley became foreman of a section crew, building tracks for the Chicago and North Western Railway.[2]
Michael Shelley died in 1878. Margaret was in poor health, and Kate had to help support the family - plowing, planting and harvesting crops, and hunting.[2] The 1880 federal census for Worth County, Iowa showed 35-year old Margaret, 15-year-old Kate, both born in Ireland, and Mary (8), Margaret (6) and John (4), all born in Iowa.[4] Michael and Margaret Shelley had another child, James (also born in Iowa), but he drowned while swimming in the Des Moines River when he was only ten years old.[5]
[edit] The story
1908 map showing the Chicago and Northwestern route through Moingona, the southernmost community on the map. The railroad crossed the Des Moines River between Moingona and Honey Creek. (Red dots on the map are coal mines.)
On the afternoon of July 6, 1881, heavy thunderstorms caused a flash flood of Honey Creek, washing out timbers that supported the railroad trestle. A pusher locomotive sent from Moingona to check track conditions crossed the Des Moines River bridge, but plunged into Honey Creek at about 11 p.m., with a crew of four: Ed Wood, George Olmstead, Adam Agar and Patrick Donahue.[6]
Shelley heard the crash, and knew an eastbound passenger train was due in Moingona about midnight, stopping shortly before heading east over the Des Moines River and then Honey Creek. She found the surviving crew members and shouted that she would get help, then started to cross the damaged span of the Honey Creek bridge followed by the Des Moines River bridge. Although she'd started with a lantern, it had failed, and she crawled the span on hands and knees with only lightning for illumination. Once across, she ran a half-mile to the Moingona depot to sound the alarm, then led a party back to rescue two of the engine crew survivors.[6] Wood, perched in a tree, grasped a rope thrown to him, and came ashore hand-over-hand.[7] Agar couldn't be reached until the flood waters began to recede.[7] Donahue's corpse was eventually found in a corn field a quarter mile downstream from the bridge, and Olmstead, the fireman, was never found. The passenger train was stopped at Ogden, Iowa, with 200 aboard.[2]
[edit] The aftermath
The passengers who had been saved took up a collection for her. The children of Dubuque gave her a medal,[6] and the state of Iowa gave her another one, crafted by Tiffany & Co.,[8] and $200.[6] The C&NW gave her $100, a half barrel of flour, half a load of coal and a life-time pass.[6] The Order of Railway Conductors gave her a gold watch and chain.[6]
News of her bravery spread nationwide; poems and songs were composed honoring her. The railroad built a new steel bridge in 1900, and named it after her.[9] It was the first and, until the Betsy Ross Bridge in Philadelphia was opened in 1976, the only bridge in the United States named for a woman. The bridge was rebuilt by the Union Pacific Railroad from 2006 through 2010. The new structure can accommodate heavy trains, features two tracks and can handle two trains simultaneously at a speed of 70 mph. It was opened on October 1, 2009 as the new Kate Shelley Bridge, one of North America's tallest double-track rail bridges. [2]
Frances E. Willard, a reformer and temperance leader, wrote president Isabella W. Parks of Simpson College at Indianola, Iowa, offering $25 toward an advanced education for Shelley. Mrs. Parks raised additional funds for Kate to attend during the term of 1883–84, but she didn't come back the following term.[6]
She became a teacher in Boone County schools until 1903, when the Chicago & Northwestern named her stationmaster at the new Moingona depot,[10] the original having burned down in 1901.[11]
[edit] Later in life
In 1890, a Chicago newspaper revealed that the Shelley home was mortgaged for $500 at 10% and was near foreclosure. An Armenian rug, woven in the display window of a Chicago furniture store, was auctioned for $500, retiring the mortgage, and other Chicagoans donated an additional $417 before the state of Iowa voted Kate a grant of $5,000.[6]
In July 1896, it was reported that Shelley had applied to the Iowa Legislature for employment in the State House as a menial, because she was destitute and had to support her aged mother and invalid brother.[12]
Although there were apparently men interested in her, including the switchman in the yard at Moingona,[13] Kate Shelley never married, and continued to care for her mother until Margaret died in 1909.[6]
Kate Shelley grew sicker and, in June 1911, doctors at Carroll Hospital removed her appendix. After a month in the hospital, she stayed with her brother John,[11] and was reported a little better by September, but died on January 12, 1912 from Bright's disease (acute nephritis).[14]
Years later, the Chicago and North Western began operating streamlined passenger trains, and named one the Kate Shelley 400. It operated from 1955 to 1971, although the name was officially dropped in 1963.[1]
[edit] Legacy
Original steel on the left; new concrete/steel on the right.
The Boone County Historical Society maintains the Kate Shelley Railroad Museum on the site of the Moingona depot. The Shelley family donated a collection of letters and papers of family members of Kate Shelley, 1860–1911, to Iowa State University. The timetable accents for Metra's Union Pacific/West Line are printed in "Kate Shelley Rose" pink.[15]
The original high steel bridge is currently being replaced with a modern concrete and steel span that will also bear her name.
The Iowa poet and politician, John Brayshaw Kaye, wrote a poem in her honor called, 'Our Kate', in his collection Songs of Lake Geneva (1882).
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#AbFav_SIGNS_of_SPRING_🐝
Willow as the first to awaken and show us some green.
AAAHHH, so soothing on the eyes.
Not to mention my soul!
To see my world awaken again, I think it might just wake me up too? LOL
Other trees soon follow, thickening green.
Have a lovely day, M, (*_*)
For more: www.indigo2photography.com
IT IS STRICTLY FORBIDDEN (BY LAW!!!) TO USE ANY OF MY image or TEXT on websites, blogs or any other media without my explicit permission. © All rights reserved
trees, skeletons, structures , leaves, awakening, green, grass,Flanders, field, Spring, sky, clouds, landscape, "NikonD7200", colour, horizontal, "Magda indigo"
THE ##JAZZ OF #PHYSICS::- The Secret Link Between Music and the Structure of the .. Universe By Stephon Alexander..
structure.
definitive one will be a way different than this.it’s only to have an idea of measures and forms, but i thought it became in a cute way and decided to take a pic :)
On this January 6 flare, the flare structure is not visible using the AIA 131 filter, but it is when we look at the March 7 flare with the same filter. In contrast, the structure of the January 6 flare becomes visible when we use the AIA 304 filter, which reveals regions of the Sun at lower temperatures, between 40,000 and 60,000 degrees. The AIA 131 filter, which reveals solar activity at around 10,000,000 degrees, is better at visualizing the intensity of a flare than its structure. This is why more intense flares can appear as areas of intense luminosity with no clearly defined structure. In contrast, the AIA 304 filter, which is sensitive to temperatures between 40,000 and 60,000 degrees, can better reveal the structure of flares, as regions at these temperatures are less likely to be saturated by the intense energy released during a flare.
This image shows an approximative comparison between the Earth and the Sun. The Sun is about 109 times the size of the Earth.
This rough comparison shows more the intensity of an eruption on January 6, 2023.
In this image, the northern hemisphere is up and the southern hemisphere down.
This image is in false colors. Combination with AIA304, AIA171 and AIA 131.
Observed by SDO on January 6, 2023 at a wavelength of 304 A, 171 A and 131 A.
The wavelength is ultraviolet for the sun. Earth is in visible light.
Sun credit : NASA/SDO and the AIA, EVE, and HMI science teams.
Earth credit : JAXA/ISAS/PSI - Processing : Thomas Thomopoulos
Edition, choice of filter combination and colorisation, composition with Earth and post process : Thomas Thomopoulos
Visualisation and process of SDO image with Jhelioviewer
Part of my structures project. This Project was started in my 365 project & i really enjoy it.
I used a 31mm macroring to get closer to the subjects. Sometimes it's too close & your subject is touching the front lens element xDD
Mars Core Structure.
My attempt to make my own version of the model by Calvin J. Hamilton at the site: solarviews.com/cap/mars/marsint.htm.