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The summit cairn on Shepherd Horn.
Taken on a trip to Tzela Lake, Tzela Mountain, and Shepherd Horn, with entry and exit via Flower Ridge.
Seeing the classic car parked out front, I couldn't help but make this look like a retro photo!
The Summit Inn Cafe, along Route 66 in the Cajon Pass-now just off Interstate 15.
Snaefell Mountain Railway tram at Snaefell Summit
Built in 1895 as the final example of a batch of 6 cars, Car No.6 arrived in the Spring of that year. Power for the Car was by Bow Collectors with Mather and Platt electrical equipment, trucks and controllers, and Braking using the Fell Rail system. As new, the cars were delivered without glazed windows and clerestories. Both were fitted in Spring 1896 (following complaints of wind, as the original canvas roller blinds did not offer much protection), and in 1897 (after the window fitment, they became too warm in the summer!). In the 1900s the cars were fitted with distinctive roof advertising boards, which were used to promote the trip to the summit.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. The original Laxey-end Controller remained in use, as it was only ever used for short amounts of time (shunting and starting the car down the gradient). After the disastrous fire to Car No.5 in August 1970, all of the distinctive roof-boards from the cars were removed, as it was believed that they may have acted as a ‘sail’ in the high winds that rocked the car and allowed the fire to spread.
In 1976 the original Mather and Platt traction motors of the Snaefell cars were becoming worn out, and the decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars. After moving to the M.E.R during September 1978, No.6 was then re-equipped at Derby Castle Car Sheds with the brand new London Transport fabricated trucks during the 1978/79 Winter alongside Car No.4, moving back to Laxey shortly after completion. These improvements allowed for the fell-braking method to be phased out completely by the newly fitted rheostatic method, with the fell brake now only used in emergencies.
Car No.6 is currently operational, and is wearing an unlined version of the S.M.R Red/White/Teak livery.
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...
- www.kevin-palmer.com - After hiking 8 miles, I reached the 11,049 foot summit of Telescope Peak at 4PM in time to watch the sunset. The peak was so named because "you could see no further with a telescope". To the west the highest point in the continental US (Mount Whitney) is visible, and to the east the lowest point in the western hemisphere (Badwater Basin) can be seen. From valley to summit, there is only one other mountain in the lower US with a greater vertical rise (Mount Rainier). Before the wind picked up, it was so quiet I could hear nothing but my rapid heartbeat.
Today was the first proper day of the historic G3 summit. After some refreshments the two delegations met at the negotiations table and started going through the Agenda.
The talks went quite well and both delegations were almost ready to sign the treaty concerning the handing over of all bean producing territories to Mrs PB’s delegation, when suddenly there was an enormous ruckus outside.
It seemed that some protestors had managed to sneak onto the premises and threatened to disrupt the talks.
Since the head of security seemed too busy dealing with his second function as head of catering, it proved a lucky “coincidence” that both Mr Shaun and Mrs PB had brought their rolling pins along (just in case the negotiations would prove more difficult than expected).
After a generous usage of Thwacks and Splats the protestors decided to “leave” the premises again and the talks could continue.
See Mr Fox and Mrs PB's version of the events here:
This is a 225º panorama from the summit of Mount Guyot (13,370 ft) (4075 m). The peak resides on the Continental Divide near the town of Breckenridge, Colorado. I climbed it (steep hike, non-technical) this past Sunday, August 22, 2010. These photos were taken at about 11 AM.
This panorama is composed of 22 images stitched together in Photoshop CS5's photomerge function.
There is nothing remarkable about the image except that it is big. I am continually amazed I can take a bunch of images from a mountain top (hand held), load them into Photoshop and this is the result when the program is all done putting things together with very little additional processing needed. The photomerge function of Photoshop keeps getting better and better.
The key with these types of images is taking the individual photos correctly in the first place for use in photomerge. There are many excellent books and articles that go into detail on that subject.
I've added some direction labels and other information to point out a few things in the photo.
With the panorama, it is almost like standing at the top without having to fight gravity for the right to be there :D
Best viewed at original size to see the labels and detail.
Looking back to Summit (now Celebrity Summit). at anchor off George Town, Grand Cayman (Cayman Islands). I took tis photo from a tender, which was going ashore.
The No Barriers Summit festival is the place where aspiring visionaries from all walks of life unite to discover how to bring the No Barriers Life to a world ready for greater possibilities.
Learn more at NoBarriersSummit.org
— Photo Credit: Todd Newcomer / No Barriers.
— Photo by Todd Newcomer (www.instagram.com/toddnewcomer/)
— Image # 20190615-147-TN-2
Snaefell Mountain Railway tram 4 at Snaefell Summit
Built in 1895 as the fourth of a batch of 6 cars, Car No.2 arrived in the Spring of that year. Power for the Car was by Bow Collectors with Mather and Platt electrical equipment, trucks and controllers, and Braking using the Fell Rail system. As new, the cars were delivered without glazed windows and clerestories. Both were fitted in Spring 1896 (following complaints of wind, as the original canvas roller blinds did not offer much protection), and in 1897 (after the window fitment, they became too warm in the summer!). In the 1900s the cars were fitted with distinctive roof advertising boards, which were used to promote the trip to the summit.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. The original Laxey-end Controller remained in use, as it was only ever used for short amounts of time (shunting and starting the car down the gradient).
Car No.4 was one of two Snaefell Cars (Car No.2 the other) to carry the Nationalised Green livery, applied from 1958. No.4 became the last car/trailer in the M.E.R/S.M.R fleets to carry the scheme.
In 1976 the original Mather and Platt traction motors of the Snaefell cars were becoming worn out, and the decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars.
Car No.4 has only recently returned to service after an overhual
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...
Snaefell Mountain Railway Car number 1 descends from the summit
Built in 1895 as the first of a batch of 6 cars, Car No.1 arrived in the Spring of that year. Power for the Car was by Bow Collectors with Mather and Platt electrical equipment, trucks and controllers, and Braking using the Fell Rail system. As new, the cars were delivered without glazed windows and clerestories. Both were fitted in Spring 1896 (following complaints of wind, as the original canvas roller blinds did not offer much protection), and in 1897 (after the window fitment, they became too warm in the summer!). In the 1900s the cars were fitted with distinctive roof advertising boards, which were used to promote the trip to the summit.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. The original Laxey-end Controller remained in use, as it was only ever used for short amounts of time (shunting and starting the car down the gradient). After the disastrous fire to Car No.5 in August 1970, all of the distinctive roof-boards from the cars were removed, as it was believed that they may have acted as a ‘sail’ in the high winds that rocked the car and allowed the fire to spread.
In 1976 the original Mather and Platt traction motors of the Snaefell cars were becoming worn out, and the decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars. No.1 had it’s original trucks sent to London Transport at Acton, London for use as a template during Winter 1976 (new fabrications of the originals constructed on site, and fitted with the ex-Aachen motors), being re-equipped at the Snaefell Car Sheds with the brand new trucks during June 1977. Trials were held on the mountain during the 1977 Summer, with No.1 reportedly ascending from the Bungalow to the Summit in 8 minutes! These tests lead to the decision to equip the rest of the fleet. These improvements allowed for the fell-braking method to be phased out completely by the newly fitted rheostatic method, with the fell brake now only used in emergencies.
During Autumn 2010, Car No.1 was withdrawn for a full bodywork and equipment overhaul at the Laxey Snaefell Car Shed, which was completed in January 2013, the car repainted into it’s original livery of Blue and White, with the original ‘Snaefell Mountain Tramway’ lettering. It returned to traffic at the start of the 2013 season in May, and remains in service.
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...