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View large to see the bird in the shot... heres a clue, I am in the process of testing the trial version of Photoshop CS5...
Please stop by and view my new website and blog....
comments and feedback are most welcome..
When you want to see the Changing of the Guards at Amalienborg Palace.
Or you wander around Copenhagen and decide to have a look at the Place when suddenly there are loads of people and police and there's music....
"The Ceremony
At Amalienborg Palace, the royal residence in Copenhagen, the Royal Guard, mounted by the Kongelige Livgarde (Kings Life Guard)is on duty for 24 hours.
The size of the Guard and musical support is dependant on who is in residence at Amalienborg Palace:
Kongevagt (King's Watch) when the Monarch is in residence the Guards are accompanied by the Royal Guards music band.
Løjtnantsvagt (Lieutenant Watch) when Prince Henrik, Crown Prince Frederik or Prince Joachim are residing at Amalienborg in the capacity of regents the Guards are accompanied by flutes and drums.
Palævagt (Manor Watch) when the Crown Prince or Prince Joachim are in residence but not in the capacity of regents or the Palace is uninhabited the Guards march through Copenhagen without musical accompaniment."
So regarding to this (slightly outdated) article I was able to observe the Løjtnantsvagt. It was quite a show
On this site: www.kongehuset.dk/en/palaces-and-the-royal-yacht/changing...
you can read everything you need to know about the ceremony and a bit more....
When I had just gotten to the concours this morning lightning struck and we all had to wait out the rain indoors for a while. It began to sprinkle again after a couple of hours and I decided to head back home…. This is what the weather map looks like two hours later.
Strolling through Old Aberdeen on my way to the University this beauty caught my eye, just had to capture the image to archive on Flickr.
Vehicle make: LAND ROVER
Date of first registration: October 2012
Year of manufacture: 2012
Cylinder capacity (cc): 2198 cc
COâ‚‚Emissions: 266 g/km
Fuel type: DIESEL
Export marker: No
Vehicle status: Tax not due
Vehicle colour: BLUE
Vehicle type approval: N1
Wheelplan: 2 AXLE RIGID BODY
Revenue weight: 2505kg
The Land Rover Defender (initially called the Land Rover Ninety and Land Rover One Ten) is a British four-wheel-drive off-road SUV developed from the original Land Rover Series launched in June 1948.
In October 2013 Land Rover announced that production would end in December 2015 after a continuous run of 67 years.
Production finally ended on 29 January 2016 when the last Defender, H166 HUE, rolled off the production line at 9:22.
Jaguar Land Rover announced their intention to launch a replacement new Defender, which motoring journalists speculate will be different from the original version.
The model was introduced in 1983 as "Land Rover One Ten", and in 1984 the "Land Rover Ninety" was added - the numbers representing the respective wheelbases in inches. (In fact the Ninety was nearer 93 inches at 92.9".)
The number was spelled in full in advertising and in handbooks and manuals, and the vehicles also carried badges above the radiator grille which read "Land Rover 90" or "Land Rover 110", with the number rendered numerically.
The Ninety and One Ten replaced the earlier Land Rover Series, and at the time of launch, the only other Land Rover model in production was the Range Rover.
In 1989, a third model was brought out by Land Rover to be produced in parallel with the other two: the Land Rover Discovery.
To avoid possible confusion, from 1991 the Ninety and the One Ten were renamed the "Defender 90" and "Defender 110". These carried front badges that said "Defender", with a badge on the rear of the vehicle saying "Defender 90" or "Defender 110".
The most recent model, from 2007-2016, still featured the space above the radiator for the badge but was blank. Instead had "Land Rover" spelled across the leading edge of the bonnet in raised individual letters, in keeping with the Discovery and Freelander. At the rear was a new style of '"Defender" badge with an underlining "swoosh". On these last models there are no badges defining the wheelbase model of the vehicle.
The 127-inch (3,226 mm) wheelbase Land Rover 127, available from 1985, was always marketed with the name rendered numerically. Following the adoption of the Defender name, it became the "Defender 130", although the wheelbase remained unchanged.
The North American Specification (NAS) Defender 110 sold for the 1993 model year carried a badge above the radiator grille which read "Defender," whereas the NAS Defender 90 sold for the 1994 to 1997 model years had "Land Rover" spelled across the top of the radiator grille in individual letter decals. NAS Defenders also carried a cast plaque on the rear tub in the original style of the Series Station wagons with "Defender 110" or "Defender 90" below the Land Rover lozenge and the vehicle's unique limited edition production run number.
Production of the model now known as the Defender began in 1983 as the Land Rover 110, a name which reflected the 110-inch (2,800 mm) length of the wheelbase. The Land Rover 90, with 93-inch (2,362 mm) wheelbase, and Land Rover 127, with 127-inch (3,226 mm) wheelbase, soon followed.[4]
Outwardly, there is little to distinguish the post-1983 vehicles from the Series III Land Rover. A full-length bonnet, revised grille, plus the fitting of wheel arch extensions to cover wider-track axles are the most noticeable changes. Initially the Land Rover was also available with a part-time 4WD system familiar to all derivatives produced since 1949. The part-time system failed to sell and was quickly dropped from the options list by 1984. While the engine and other body panels carried over from the Series III, mechanically the 90 and 110 were modernized, including:
Coil springs, offering a more comfortable ride and improved axle articulation
A permanent four-wheel-drive system derived from the Range Rover, featuring a two-speed transfer gearbox with a lockable centre differential
A modernised interior
A taller one-piece windscreen
A new series of progressively more powerful and modern engines
The 110 was launched in 1983, and the 90 followed in 1984. From 1984, wind-up windows were fitted (Series models and very early 110s had sliding panels), and a 2.5-litre (153 cu in), 68 horsepower (51 kW) diesel engine was introduced. This was based on the earlier 2.3-litre (140 cu in) engine, but had a more modern fuel-injection system as well as increased capacity. A low compression version of the 3.5-litre (214 cu in) V8 Range Rover engine transformed performance. It was initially available in the 110 with a four-speed transmission with integral transfer case, then later in conjunction with a high strength "Santana" five-speed transmission.[5]
This period saw Land Rover market the utility Land Rover as a private recreational vehicle. While the basic pick-up, 4x4 and van versions were still working vehicles, the County 4x4s were sold as multi-purpose family vehicles, featuring improved interior trim and more comfortable seats. This change was reflected in Land Rover starting what had long been common practice in the car industry — detail changes and improvements to the County model from year to year in order to attract new buyers and to encourage existing owners to trade in for a new vehicle. These changes included different exterior styling graphics and colour options, and the introduction of new options, such as radio-cassette players, styled wheels, headlamp wash and wipe systems, as well as accessories such as surfboard carriers and bike racks. The switch from leaf spring to coil spring suspension was a key part of the new model's success. It offered improved off-road ability, load capacity, handling, and ride comfort.
The 127 (and 130)
From 1983, Land Rover introduced a third wheelbase to its utility line-up, a 127-inch (3,226 mm) wheelbase vehicle designed to accommodate larger, heavier loads than the 110. Called the "Land Rover 127", it was designed specifically with use by utility and electrical companies in mind, as well as military usage.
In its standard form, it is a four-door six-seater consisting of the front half of a 110 4x4, and the rear of a 110 high-capacity pick up (HCPU).
The logic was that this allowed a workcrew and their equipment to be carried in one vehicle at the same time. The 127 could carry up to a 1.4 tonnes (1.4 long tons; 1.5 short tons) payload, compared to the 1.03 tonnes (1.01 long tons; 1.14 short tons) payload of the 110 and the 0.6 tonnes (0.59 long tons; 0.66 short tons) of the 90
Land Rover 127s were built on a special production line, and all started life as 110 4x4 chassis (the model was initially marketed as the 110 crew cab, before the more logical 127 name was adopted). These were then cut in two and the 17 inches (432 mm) of extra chassis length welded on before the two original halves were reunited. These models did not receive their own dedicated badging like the other two models, instead they used the same metal grille badges as used on the Series III 109 V8 models, that simply said "Land-Rover".
Land Rover Defender 130; fully equipped car in the desert
Although the standard body-style was popular, the 127 was a common basis for conversion to specialist uses, such as mobile workshops, ambulances, fire engines and flatbed transports. In South Africa, the Land Rover assembly plant offered a 127 4x4 with seating for 15. Land Rover also offered the 127 as a bare chassis, with just front bodywork and bulkhead, for easy conversion.
127" chassis with double cab and bimobil camper module
Initially held back by the low power of the Land Rover engines (other than the thirsty petrol V8 engine), the 127 benefited from the improvements to the line-up, and by 1990 was only available with the two highest power engines, the 134 hp (100 kW) 3.5-litre V8 petrol, and the 85 hp (63 kW) 2.5-litre turbo diesel .
Engine development
The original 110 of 1983 was available with the same engine line-up as the Series III vehicles it replaced, namely 2.25-litre (137 cu in) petrol and diesel engines, and a 3.5-litre (210 cu in) V8 petrol unit, although a small number of 3.2-litre (200 cu in) V8s were produced.
In 1981 the 2.25 l engines were upgraded from three- to five-crankshaft bearings in preparation for the planned increases in capacity and power.
The 2.5-litre version of the diesel engine, displacing 2,495 cubic centimetres (152.3 cu in) and producing 68 hp (51 kW), was introduced in both the 110 and the newly arrived 90. This was a long-stroke version of the venerable 2.25-litre unit, fitted with updated fuel injection equipment and a revised cylinder head for quieter, smoother and more efficient running. A timing belt also replaced the older engine's chain.
In 1985 the petrol units were upgraded. An enlarged four-cylinder engine was introduced. This 83 hp (62 kW) engine shared the same block and cooling system (as well as other ancillary components) as the diesel unit. Unlike the diesel engine, this new 2.5-litre petrol engine retained the chain-driven camshaft of its 2.25-litre predecessor. At the same time, the 114 hp (85 kW) V8 was also made available in the 90- the first time a production short-wheelbase Land Rover had been given V8 power.
The V8 on both models was now mated to an all-new five-speed manual gearbox.
The year 1986 saw improvements in engines to match the more advanced offerings by Japanese competitors. The "Diesel Turbo" engine was introduced in September, a lightly turbocharged version of the existing 2.5-litre diesel, with several changes to suit the higher power output, including a re-designed crankshaft, teflon-coated pistons and nimonic steel exhaust valves to cope with the higher internal temperatures.[4][6] Similarly, an eight-bladed cooling fan was fitted, together with an oil cooler.
The changes for the turbo diesel were kept as slight as possible, in the aim of making the car saleable in Land Rover's traditional export markets across the globe.
The 2.5 diesel, 2.5 petrol and Diesel Turbo engines all shared the same block castings and other components such as valve-gear and cooling system parts, allowing them to be built on the same production line. The Diesel Turbo produced 85 hp (63 kW), a 13% increase over the naturally aspirated unit, and a 31.5% increase in torque to 150 lb·ft (203 N·m) at 1800 rpm.
Externally, turbo-diesel vehicles differed from other models only by having an air intake grille in the left-hand wing to supply cool air to the turbo. The engine was adopted as the standard engine for UK and European markets.
Early turbo-diesel engines gained a reputation for poor reliability, with major failures to the bottom-end and cracked pistons. A revised block and improved big end bearings were introduced in 1988, and a re-designed breather system in 1989. These largely solved the engine's problems, but it remained (like many early turbo-diesels) prone to failure if maintenance was neglected.
At the same time that the Diesel Turbo was introduced, the V8 engine was upgraded. Power was increased to 134 hp (100 kW), and SU carburettors replaced the Zenith models used on earlier V8s.
Sales turnaround
The new vehicles with their more modern engines, transmissions, and interiors reversed the huge decline in sales that took place in the 1980s (a 21% fall in a single year, 1980–1981). This growth was mainly in the domestic UK market and Europe. African, Australian and Middle-Eastern sales failed to recover significantly - Land Rover had not been immune to the poor reputation caused by poor build quality and unreliability which had afflicted the rest of British Leyland, of which Land Rover was still part. In these markets Japanese vehicles such as the Toyota Landcruiser and Nissan Patrol gradually took over what had been a lucrative export market for Land Rover for decades. Meanwhile, the company itself adopted more modern practices, such as using marketing campaigns to attract new buyers who would not previously have been expected to buy a Land Rover. The operation was streamlined, with most of the satellite factories in the West Midlands that built parts for the Land Rover being closed and production brought into the Solihull factory, which was expanded.
To maximise sales in Europe, Land Rover set up the Special Vehicles Division, which handled special low-number conversions and adaptations to the vehicles. The bulk of the division's work was the construction of stretched-wheelbase mobile workshops and crew carriers for British and European utility companies, often including six-wheel-drive conversions, but more unusual projects were undertaken, such as the construction of an amphibious Land Rover 90 used by the company as part of its sponsorship of Cowes Week from 1987 to 1990.
The Special Projects Division also handled specialised military contracts, such as the building of a fleet of 127-inch (3,226 mm)
V8-powered Rapier missile launchers for the British Army. The Rapier system actually consisted of three Land Rovers: a 127 which carried the launching and aiming equipment, and two 110s which carried the crew and additional equipment.
Land Rover Defender
The biggest change to the Land Rover came in late 1990, when it became the Land Rover Defender, instead of the Land Rover 90 or 110. This was because in 1989 the company had introduced the Discovery model, requiring the original Land Rover to acquire a name.
The Discovery also had a new turbodiesel engine, the 200TDi. This was also loosely based on the existing 2.5-litre turbo unit, and was built on the same production line, but had a modern alloy cylinder head, improved turbocharging, intercooling and direct injection.
It retained the block, crankshaft, main bearings, cambelt system, and other ancillaries as the Diesel Turbo. The breather system included an oil separator filter to remove oil from the air in the system, thus finally solving the Diesel Turbo's main weakness of re-breathing its own sump oil. The 200Tdi, produced 107 hp (80 kW) and 195 lb·ft (264 N·m) of torque, which was nearly a 25% improvement on the engine it replaced (although as installed in the Defender the engine was de-tuned slightly from its original Discovery 111 hp (83 kW) specification due to changes associated with the turbo position and exhaust routing).
This engine finally allowed the Defender to cruise comfortably at high speeds, as well as tow heavy loads speedily on hills while still being economical.
In theory it only replaced the older Diesel Turbo engine in the range, with the other four-cylinder engines (and the V8 petrol engine) still being available. However, the Tdi's combination of performance and economy meant that it took the vast majority of sales. Exceptions were the British Army and some commercial operators, who continued to buy vehicles with the 2.5-litre naturally aspirated diesel engine (in the army's case, this was because the Tdi was unable to be fitted with a 24 volt generator). Small numbers of V8-engined Defenders were sold to users in countries with low fuel costs or who required as much power as possible (such as in Defenders used as fire engines and ambulances).
Along with the 200Tdi engine, the 127's name was changed to the "Land Rover Defender 130". The wheelbase remained the same; the new figure was simply a tidying up exercise. More importantly, 130s were no longer built from "cut-and-shut" 110s, but had dedicated chassis built from scratch. The chassis retained the same basic structure as the 90 and 110 models, but with a longer wheelbase.
1994 saw another development of the Tdi engine, the 300Tdi. Although the 200Tdi had been a big step forward, it had been essentially a reworking of the old turbocharged diesel to accept a direct injection system. In contrast the 300Tdi was virtually new, despite the same capacity, and both the Defender and the Discovery had engines in the same state of tune, 111 bhp (83 kW), 195 lbf·ft (264 N·m).
Throughout the 1990s the vehicle attempted to climb more and more upmarket, while remaining true to its working roots. This trend was epitomised by limited-edition vehicles, such as the SV90 in 1992 with roll-over protection cage, alloy wheels and metallic paint and the 50th anniversary 90 in 1998, equipped with automatic transmission, air conditioning and Range Rover 4.0-litre V8 engine.
A new variant was the Defender 110 double cab, featuring a 4x4-style seating area, with an open pick up back. Although prototypes had been built in the Series days, it was not until the late 1990s that this vehicle finally reached production.
2012 updates
In August 2011, Land Rover announced an update of the Defender for the 2012 model year. By this time, Land Rover publicly acknowledged that it was working on a project to produce an all-new replacement for the Defender. This would lead to the unveiling of the first DC100 concept vehicle in September that year. While emissions and safety regulations have threatened the Defender since the early 2000s, these had either been avoided or Land Rover had found ways to modify the vehicle to economically meet the new requirements. However, safety regulations due for introduction in 2015 requiring minimum pedestrian safety standards and the fitment of airbags to commercial vehicles cannot be met without a wholesale redesign of the Defender.
The main change for the 2012 models was the installation of a different engine from the Ford Duratorq engine range. Ford decided, due to cost reasons, not to modify the 2.4-litre engine introduced in 2007 to meet the upcoming Euro V emissions standards and so the engine was replaced with the ZSD-422 engine, essentially a 2.2-litre variant of the same engine. Although smaller than the existing unit the power and torque outputs remained unchanged and the same six-speed gearbox was used as well.
The engine included a diesel particulate filter for the first time on a Defender. The only other change was the reintroduction of the soft top body style to the general market. This had been a popular option for the Land Rover Series but by the introduction of the Defender had been relegated to special order and military buyers only. Land Rover stated that the option was being brought back due to customer feedback.
The last Defender, a soft-top "90" rolled off the Solihull production line at 9:22 on Friday 29 January 2016. The BBC reports that the Defender's replacement is due to be launched in 2018/2019.
Timing is everything. METX SD70MACH 503 shoves past Tower A-2, as Amtrak Train 7, the westbound Empire Builder rolls towards Western Avenue led by a pair of ALC-42s.
Managed to get up to Mesa Arch in Canyonlands National Park before we left Moab. We left the next day and the skies were cloudy so timing is everything! There were a LOT of people up there for the sunrise. I was lucky to find a spot where I could grab "people free" images of the sunrise.
I was walking around the beach in Waikiki, getting shots of surfers and waves crashing on the jetties when I turn around and see this... fineartamerica.com/profiles/1-jason-jacobs.html
A tram and a tractor!
Freight on the Robin Hood Line is one of those things that just doesn’t happen, but for every rule there’s an exception and on 21.8.24 that’s just what we got. In a scene that’s highly unusual, 37218 passes through Basford while bound for Barrow Hill with 6A25, seen adjacent to the David Lane tram stop.
It probably baffled the locals who are used to just seeing EMR’s 170s up here – the guy on the scooter and the two kids are all looking at the 37 like it’s nothing they’ve ever seen before! Some excellent chanced timing also saw NET’s blue advertising liveried tram 211 present for the occasion, pausing on its journey to Hucknall.
The only issue with the tramway is it means the picture is full of masts, but I guess that’s the issue anywhere there’s OLE. Other random features of note are the small Europhoenix logo on the loco cab side, and the fact one of the marker lights is LED and the other one isn’t.
Perfecting timing getting the front of the bus and the Class 91 together.
Just sheer luck !
91115 is at the rear of the 1400, 1E18, Edinburgh Waverley - London Kings Cross as it passes over St Germains Level Crossing on the 11th January 2016 at 1410.
The bus is a X24 service from North Berwick to Edinburgh city centre
The campaign to get a good, well-lit photo of the George Robert White Memorial continues. With the aid of sun-spotting software, I'm starting to dial in on times of the day and of the year when I've got a chance of a good photo.
The photo I want continues to elude. But if you hit the Public Garden between 10 and 11, it's possible to get something nice from this angle. If you're willing to climb up on top of the marble edging of the fountain.
I took this shot in Panama City Beach this fall. I love it when the timing of a shot works out just perfectly. Here is a Brown Pelican with a seagull nicely placed behind.
20/117
Missy was so good at sniffing out abandoned tennis balls and now it looks as if she passed her skills onto her friend Tasku.
It helps a lot that I can still walk with Tasku and Taivas A forest walk is not the same without a dog to share it with.
Model: Monica Kelly (MM #893366)
Hair: Chris Kirkpatrick
Make-up: Adrienne Pitkin
Wardrobe: Cristina Facundo
Photo Assistant: Mike Connell
Strobist Info: AB800 Camera left in a 7" reflector as key. SB-26 camera right and slightly behind the model for rim.
Cinnabar Moth larvae
Arthropoda
Lepidoptera
Overjoyed that the 'ragwort caterpillars' are back! The challenge is timing the ragworts swinging movement in the wind. Trying out my new manual macro lens :D
Dovrò decidermi ad estrarre qualcosa di organico dalla bella esperienza degli Assoluti di Karate Tradizionale 2018...
Timing and camera control SplashArt Water Drop Kit
SplashArt Kit Video on youtube
Canon 7D 1/250 f/20 iso 100 100mm f/2.8 L macro.
Strobist info 2 YN560 Blue Gels at white background. Mounted left right 1/32 Power 12 inches inches in front of background.
Liquid - Water Xanthan Gum and too much Dettol Power and Pure Multi Purpose Kitchen
this dragonfly kept flying back to the same spot i wondered if i could get a shot of it landing... alas, after about 15 shots i was finally able to get what i wanted! thank goodness for the flash...
A66 is seen here passing through Clarkefield running as 0097 down light engine to Bendigo Workshops for storage. This railfan favourite was the last holdout of a fleet of four V/Line Passenger owned A Class used for peak hour services to Bacchus Marsh.
This light engine movement had luckily been timetabled a few minutes ahead of a Steamrail Victoria special to Castlemaine, putting it in the viewfinders of plenty of enthusiasts who found themselves trackside for the steam train - including this lost New South Welshman!
Every left heel hit the ground during that 1/125 sec.
Water Street near the War Memorial, St. John's, Newfoundland. November 11 2012.
Looks better large!
Good timing at Magiscroft as DB Cargo Class 66, 66154 passes working 4S99 Tees Dock - Grangemouth Intermodal with Abellio ScotRail Class 385, 385104 working 2J77 Edinburgh Waverley - Glasgow Queen Street on the 11th of February 2022
Video also including a few other workings about Cumbernauld youtu.be/MItjKXVLuIA
Taken at the lakefront in Lincoln Park yesterday during a Strobist meetup with models. This girl was standing on the edge of the concrete wall along Lake Michigan actually waiting for the waves to hit the wall and get a little splash of water but she she didn't expect the lake would be so generous. She got what she came there for. And she had a lot of fun. Me too. Who needs models when you capture moments like this?
Please View Large
470 finally departs Muskego, as the storm clouds have moved in. If only he had left maybe 10 minutes earlier, he would'be been beautifully lit up in the early afternoon sun.
Railfanning can be a frustrating game. Sure you clear your schedule to be in position, you make sure to leave early for the drive then the hike, you trek down to the river, carefully pick out your spot covering your pants in tiny pickers in the process, and finally pinch yourself at the realization that there is actually a train on the way with matching power on a beautiful sunny October day. With your cushion of time you check the settings again and fire a few test shots (1). The water is gloriously smooth for the half hour you wait. Finally you can hear the horn as the train approaches the bridge. A glance over your shoulder reveals a pontoon full of daisy pickers putting into the scene trashing the reflection (2). OK, L517 has to slow down for the bridge, maybe there is time and things start to clear up until (3) another boat heads downstream to make sure the reflection is spoiled.
It's a good thing the posse of photographers lining the shore left the rocket launchers at home. Of course, if looks could kill...
That's OK perhaps the stars will align for another chance at this in my lifetime, or not. October 17, 2021.
I had my first adult tooth pulled on Monday, one right in front of the wisdom tooth, and it was no fun! I'd never experienced even a cavity before. It had been hurting for weeks, then somehow cracked in half. Spent the day with one side of my head aching and taking the powerful pain killers they give out for this type thing. I never take stuff for pain but certainly needed those. Didn't even know we were heading for a snow.
I think I have been dealing with some type of health problem every snow this year so far, but this one was probably the most scenic so no way I was going to sit home. I figured this scenic patch of daffodils was up and blooming, so I drove on out to get some photos same as last year when the snow covered them also.
My images posted on Flickr are not for sale or license. They will also not be given away for free so DON'T BOTHER ASKING! If you need images for promotion consider compensating some other artist that does sell them for their troubles and talent! My images posted on Flickr are forbidden to download or share to another forum. They are for viewing here and that is it!