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A bit of history not only through the pictures in this one, but also the name of an old equipment dealer specialising in the waste industry based up in Brisbane, and judging by the assortment of trucks here they were definitely into it. In the top left photo the Hypac rear loader is pretty cool, I’d love to see the lifter side of the Merc Benz and too bad those two front lifts didn’t get their own feature photos. I don’t need to point out the makes of any of the trucks on the right page as the details are pretty well provided, but gotta point out that Pacific Waste MNL is a beast, I love the look of a yellow in-house council rear loader and I bet that Evans Faun Merc to the right is an old Brisbane domestic truck. I think the only heartbreaking thing about this particular image is the lack of photos to complement the list of trucks in the “other stock arriving” boxes considering those make and model details.
Thank you all for your comments and faves!
Blog: www.miksmedia.photography/
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From our wanderings in rural Alberta, earlier, this fall. Found this lake and decided to stop for a bit.. I have no idea which lake it was, sorry..
The route number 211 has been used five times in London. The current route 211 was formed in 1993 and quite predictably is mainly a spin off from route 11. It replaced route 11 between Hammersmith and Fulham Broadway and then operated via Fulham Road (instead of Kings Road). Unusually it used Beaufort Street towards Waterloo but Finborough Road towards Hammersmith so it only served Chelsea World's End in a westbound direction. It then mirrored route 11 to Parliament Square when it went over Westminster Bridge to terminate at Waterloo Taxi Road. The section between Victoria and Waterloo replaced Red Arrow 511.
Midibuses were all the fashion in the 90's and DRL class Dennis Darts took up the route. The route was one I drove often during the first year I was a bus driver, 1996, and those single door DRL's were painfully inadequate for this busy route. Quite often you'd fill up with a standing load at the first stop in Hammersmith, only for someone stuck down the back to try and get off at Charing Cross Hospital (or even the stop before that!) leading to some long dwell times.
The route initially was run by London General from Victoria midibus base (garage code GB) but this closed by the end of 1993 and the route moved to Stockwell Garage. In 1998 it was won on tender by Travel London, a new company set up by National Express, who operated it from a base in Battersea using Optare Excels. This type was never common in London, and they offered no size advantage to the DRL class but at least had two doors so dwell times should have been better. National Express gave up in 2000 and sold their London operation to Limebourne, who were a bit of a cowboy operation that gained a pretty bad reputation. Limebourne sold out to Connex Bus in 2001.
Under the stewardship of Connex it finally converted to the well needed double deck operation and Dennis Tridents with ALX400 bodies took over. In 2004 it was re-routed in Chelsea via Sydney Street in both directions so that oddity of only serving some areas in one direction was removed. In February 2004 Connex sold the operation back to Travel London and National Express returned to London as a bigger company. They still didn't last and sold out (again) in 2009 to Abellio, a division of NedRailways. The Tridents were replaced by ADL Enviro 400's in 2012. I believe route 211 got diesel versions, but hybrids are regularly used as well in preference to route C3 that they were obtained for.
The route is on the list for New Routemaster operation, although I'm unsure of the timescale. I believe the current fleet is moving to route 344 or 381.
In this photo hybrid Enviro 40H, fleet number 2470, is seen on Westminster Bridge with Big Ben and The Houses of Parliament in the background, a famous London view.
"Really shiny things that don't really mean anything " by Ryan Ganders (UK)
location: Gemeenteplein - Zeelaan 303, Koksijde, Belgium
(Beaufort18)
Ryan Gander's Really Shiny Things That Don’t Really Mean Anything consists of a large ball composed of a multitude of very shiny objects with an unrecognisable function. The title implies that the individual objects have random shapes, but also that the sculpture as a whole doesn't have any meaning. There is an important nuance here, though. As the creator of the work, the artist doesn't wish to give a fixed explanation regarding the meaning of the sculpture, but he realises that a wide range of meanings will be created by the viewers, and he welcomes these interpretations as their contribution to the work. To quote the artist: “The place where the work is shown, changes the work significantly. I think that this is characteristic of all art in public space or outside of a neutral context like a gallery. The same is true for the viewer: the work has a different meaning to each person. All in all, the work doesn't have a fixed meaning, but it changes depending on context and audience.”
Source: www.triennalebeaufort.be/en/beaufort-really-shiny-things-...
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Welcome to my new project: 8-Bit Fatalities. The idea behind the project stems from growing up at an arcade, and my eventual love affair with Mortal Kombat.
Before Mortal Kombat, violence in video games was largely unheard of or ignored because of its extreme pixelized simplicity. But when Liu Kang and Sub Zero came along to finish off arcade goers the world changed and parents were in an uproar (not mine though).
I couldn't understand what the big deal was though, because as a videogame player all my life I had already considered my actions life and death. Just because you didn't see pac-man violently tearing into the ghosts with his jaws, or mario smashing in the brains of a goomba, thats what I knew was happening. I knew my goal was to kill these enemies, so Mortal Kombat wasn't a big change for me. To me, it was still just a game, where fake deaths happened as part of game progression. To uninformed adults, however, Mortal Kombat was a photo realistic depiction of kids becoming complicit in virtual murders. And so, I decided to show everyone just what I imagined was happening when these little blocky, pixelized abstractions did when they came into contact with eachother, but in a much more visceral, and gory way than could ever be shown with limited graphical systems.
Today, Dig Dug explodes onto the 8-bit fatality scene. Can you...dig...it?
Found this little claw next to the trail, not far from the Wisconsin. Leftover lunch I suppose. Plenty of otters, raccoons, mink and fishers that probably all love a tasty crayfish now and again.
With peeled off numbers and the wrong destination showing, First Great Western 150001 passes Southcote with a Basingstoke train.
I received this lovely bits and pieces collage from Catie Ann in Jenny's swap, it's full of lovely things and the details are all personalised to me!!!!!
A bit of history about this loco :-)
Johnson designed the 1F (41660) class after coming to the Midland Railway in 1873. They were the Midlands standard type of shunting engine. Between 1874 and 1899 280 engines were built at Derby and by outside contractors Neilson, of Glasgow and Vulcan Foundry). In 1907 they were renumbered in the series 1620-1899.
A further sixty locomotives were built by Vulcan Foundary to a slightly enlarged design in 1899-1902. These were numbered 1900-1959. Many of them were fitted with condensing apparatus for working over the Metropolitan widened lines and they were subsequently spent most of their working lives in the London area.
The engines were built with round topped boilers and enclosed cabs. Between 1919 and 1942 they were all rebuilt with Belpaire boilers and a raised cab roof. They were renumbered 7200-7259 in 1934.
After the 47200 class engines were rebuilt with Belpaire boilers the design was adopted by the LMS after grouping as a standard shunting design. The engines were known as Jinties but the origins of this name are not known despite many theories being put forward. They differed from the preceding class in having larger smokeboxes and increased capacity tanks and bunkers.
Four hundred and fifteen engines were built between 1924 and 1931, plus another seven for the SDJR. They were built by a number of outside contractors and they were intended to replace the large number of varied shunting engines inherited by the LMS.
The engines were numbered 7100-7156 and 16400-1764 until 1934. Apart from the War Department locomotives, and two engines which were sold to the NCC in Northern Ireland in 1944 (and regauged to the 5 feet 3 inch gauge) which are detailed below all of the locomotives were taken into BR stock on nationalisation in 1948.
Several of the class were later used as departmental engines by BR. Apart from shunting, some engines were used on North London passenger services and others based at Bromsgrove for banking on the Lickey Incline.
47477, 47478, 47479, 47480, 47481, 47655 and 47681 were fitted for push-pull train working on the Western Region. They were allocated to Upper Bank depot which was transferred from Midland Region to Western Region ownership in 1950. Some of these also spent time at Swansea Victoria and Swansew East Dock.
47310-16 were built in 1929 for the Somerset & Dorset Joint Railway. They were numbered 19-25 and they became part of LMS stock in 1930.
On the outbreak of the Second World War in 1939 they were initially chosen as the standard shunting locomotive for the War Department, but later the more modern Hunslet “Austerity” 0-6-0ST was chosen in preference. Nevertheless, eight engines were transferred to the War Department in 1940 for overseas use. Five of these engines returned to Britain from France in 1948, complete with bullet holes in the tanks. 47659 had carried the name CORSAIR while in France. 47589 was carrying a chimney from a GWR Dean Goods 0-6-0 when it returned.
Two, 7456 and 7553, were converted to the 5 ft 3 in (1,600 mm) Irish broad gauge in 1944 and 1945 for use on Northern Counties Committee lines in Northern Ireland, becoming the NCC Class Y, and numbered 18 and 19. The engines were reboilered by the LMS in 1944, just before delivery to the NCC in August. The conversion to 5 ft 3 in gauge was simply done by reversing the wheels and renewing the tyres and crank pins. Their frames were not altered at all and, possibly due to the light nature of their work, the engines do not seem to have suffered from widening the gauge.
Designated Class Y, the engines were at first used on local trains to Carrickfergus but this practice was discontinued when it was discovered that the bearings were inclined to run hot. A test train of thirty wagons of coal was worked by No.19 from Belfast to Ballyclare Junction without any difficulty. No.18 worked a similar train but had trouble with lubrication. Subsequently, they were put to work on the Belfast Harbour Commissioners’ lines at Belfast docks where despite their relatively long wheel base they could negotiate a 4 chain (80 metre) curve if they proceeded slowly.
Altogether No.18 ran 219 441 miles on the NCC and a total of 612 266 miles in its life. A suspect crank pin led to its early withdrawal in 1956. No.19 ran 667 521 miles altogether, of which 291 971 were on the NCC. It lasted until 1963 although not doing much work in its final year.
In late Spring 1960 the Ulster Transport Authority acquired two 0-6-4Ts from the former Sligo, Leitrim and Northern Counties Railway, which took over duties on Belfast docks.
A total of 412 thus entered British Railways stock in 1948, rising to 417 by the end of the year.
47260 class locomotives were to be found all over the Midland Region on shunting duties which included station pilot work. Five of the class were deployed in Scotland around the Glasgow area with most spending time at Polmadie. On the Western Region there were a small number in the Swansea area of which some were fitted for push-pull working. In addition there were a very few allocated to Bath Green Park and Gloucester Barnwood. Some were utilised in old LMS depots in Yorkshire that in BR days transferred to the North Eastern Region. The odd one was also to be seen on the Eastern Region at places like Tilbury, Spittal Bridge, New England and Stratford. None were deployed on the Southern Region.
47298 was built at a cost of £3,168 by the Hunslet Engine Co Ltd. at Leeds and entered service in 1924 as 7138 but was renumbered 7298 in 1935.
It was initially allocated to Camden depot but moved on to Northampton four years later. Here it stayed until 1941 when it was transferred to Willesden. In 1942 it moved to Bletchley and this became its home until August 1954 when it moved to Sutton Oak, St Helens which was to become its final allocation before being withdrawn and sold for scrap.
Whilst at Bletchley it was renumbered 47298 following the nationalisation of the railways and the forming of BR in 1948.
William Breedon, the father of Brian, was employed to drive 47298 whilst it was based at Bletchley. He was assisted by George King as Fireman and Arthur Lee as shunter. William Breedon was assigned to shunting duties following an accident in November 1941 when he slipped off the step of LMS 12086 after someone had spilt oil. The locomotive was in the process of reversing off a turntable at the time and the accident resulted in every bone in his foot being crushed. He was then unable to operate on the main line as he was unable to run and place detonators on the line in the event of a breakdown etc. This restriction appears to have been ignored during the Second World War.
During its life it went through nine boilers, averaging a boiler change every five or six years. Normally a repaired boiler from another Jinty was received, but in 1938 a new one was fitted. Ten assorted heavy overhauls were carried out, together with a range of light repairs. Derby did some of this work but Bow (North London) is also mentioned on two occasions.
47298 spent its final period at Sutton Oak in store having been declared surplus in 1965 but was not withdrawn from service until December 1966 when it was sold to Woodham Brothers at Barry for scrap. It arrived at Barry in June 1967 and stayed there until July 1974 when it moved to Steamport at Southport.
47298 was fully restored at Steamport in 1979 took part in the Rocket 150 in 1980 and also steamed into Southport station for a joint Steamport/British Rail Joint Exhibition in April 1980.
In 1983 47298 was moved to the Llangollen Railway. During its time at Llangollen 47298 was painted blue and ran as Thomas the Tank Engine.
In April 1988 the locomotive moved to The East Lancs Railway.
In 1996 the locomotive hauled the reopening train on the Northampton & Lamport Railway.
In 2012 it was purchased by Ian Riley and moved to the East Lancs Railway. It has not been steamed since but had previously visited the railway back in 1988 a year after the Bury to Ramsbottom section of the railway opened.
The owner had hoped to have it back in steam before the end of 2017 but later revised this to 2018.
In December 2019 it was revealed that Ian Riley was in the process of selling the locomotive. It is understood that the locomotive will be based on a private railway once the overhaul has been completed.
The locomotive arrived back at Bury shed on the East Lancs Railway in October 2020 following a swift overhaul by its previous owner. It is not known how long the locomotive will stay at the East Lancs Railway.
Bit of rust creeping in at various spots and looks to be the sort of spare car or car used for certain journeys which may be dirty or risk damage in some way. I espect the milage is pretty high to be honest but looks a good survivor and a solid orginal car which i expect may have a few years left of service in it's current useage status.
nikon D600
nikkor 50 1.4G
honolulu hawaii
a shaft of light hitting my camera bag just as I was ready to leave