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1979 Porsche 928 driven by Philip Briggs during the Historic Sports Car Club Race on Saturday at the 2012 Spa Six Hours.
If you are interested in this photo or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f910918478
Boredom, like always, has driven me into messing around with whatever was in my sight. This time, it was an ink jar.
This jar has been on my desk for months and actually it was once empty. However, because some of my pens like to have their revenge on me and leak the ink, I thought of collecting it instead of putting them out of their misery. :P Well, until today, that is. ... Though my hands and the desk became badly inked through out the process of setting up the environment for the shot. So I think they actually did have their revenge after all. :/
This shot came through 25 other competitors. I, of course, was the judge, so hope you like it. :)
This image has been manipulated with RawStudio and GIMP on Ubuntu.
1987 Chevrolet Monte Carlo driven by Gary Sousa driven by Fred Cziska during Friday practice for Group 8B (1974-1990 Stock Cars with disc brakes) at the 2012 Rolex Monterey Motorsports Reunion.
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,
Horse driven carriages, and that also for entertainment purpose are nowadays almost a story of the myth in most parts of the World. Kolkata is one of the places where one can still see this happening. Its a roaring business around the Victoria Memorial Hall in weekends and on Holidays. The current picture shows 1 driver with his carriage waiting outside Victoria Memorial Hall in search of passengers.
The well designed furnicular will take hikers and skiers from Zermatt to Zermattt Paradise throughout the year. During midsummer those who can pay for the lift ticket will be rewarded with wonderful mountain views of the Matterhorn and the surrounding snow glaciers. Zermatt, Switzerland
SUN VALLEY - More than 165 members of the Los Angeles Fire Department were joined by firefighters from the neighboring cities of Burbank and Glendale on November 19, 2022, in a two-and-one-half hour battle against a Santa Ana wind-driven wildfire that quickly consumed nearly two acres of vegetation adjacent to the Golden State (I-5) Freeway at Penrose Avenue, before spreading within and heavily damaging a nearby automotive repair and salvage firm, as well as an adjacent custom cabinetry business in a pair of large adjoining metal-clad one story commercial buildings. No injuries were reported.
© Photo by Austin Gebhardt
LAFD Incident 111922-1522
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
driven on board. You are allowed to use this image on your website. If you do, please link back to my site as the source: creditscoregeek.com/
Example: Photo by CreditScoreGeek
Thank you!
Mike Cohen
Goodyear’s extravagant ad wasn’t a one-off flourish – it was part of a sustained, image-driven campaign in the Post. By the 1930s, “The Saturday Evening Post” had become the premier venue for corporate storytelling. It had a vast, middle-class readership and a visual culture shaped by illustrators like N.C. Wyeth, Mead Schaeffer, and Norman Rockwell. Goodyear’s two page spread fit perfectly into this environment: a heroic clipper ship on one page, a heroic truck on the other. The magazine practically invited companies to cast themselves as heirs to American legend.
A grand, confident ad was a way to project stability and leadership at a moment when the industry was anything but stable. The mid-1930s brought volatile rubber prices, intense competition among Goodyear, Firestone, and U.S. Rubber, labor unrest in Akron with sit-down strikes, and a trucking industry that was expanding rapidly. 1937 was also the year the recovery from the depression faltered – the so-called “Roosevelt Recession.” Industrial output dipped, unemployment rose again, and business confidence wavered.
Companies responded with ads that reassured the public that progress was still possible and positioned industry as the engine of recovery. Companies weren’t just selling products—they were selling themselves as custodians of American progress.
Goodyear’s 1937 spread is a textbook example. The line “To say that America has reached the limit of progress…” is pure rhetorical invention, but it served a purpose: it created a foil against which Goodyear could appear bold, optimistic, and patriotic. It was selling confidence in American industry, in technological progress, and in Goodyear as the brand that embodies both. Never shy about mythmaking, Goodyear leaned into the full epic thing.
[Sources: Saturday Evening Post Archives, and Bing Copilot]
And time to move on once again.
We have breakfast at half eight, this time featuring something we recognised; omelette.
After packing, we send the cases onto the destination after next, as we where we were going, we would be there just one night.
We got the shuttle bus to drop us at the pier for the ferry, we were driven half over the mountain, down narrow and winding roads, some featuring deer looking for food for some reason in the middle of the road, before arriving at the pier 5 minutes before the sailing. We had a panic as we realised we had to find our rail passes to get on the ferry. Jen finally finds hers at the bottom of her bag, so we were able to walk along the linkspan and onto the ferry, which with no schoolchildren in faux military uniforms on board meant we could find seats on the deck, so once underway we could watch the island slip away.
It is another glorious morning, perfect with clear blue skies and no wind, so we enjoyed the breeze created by the ferry's forward motion until we arrived on the mainland where it got several degrees warmer. In the inlet, there appeared to be fish farms; large wooden structure stretching for hundreds of metres just above the service of the water. All that seafood must come from somewhere I suppose.
A walk to the railway station where we had a 20 minute wait for the express into Hiroshima, and from there we go seats in the bullet train to Okayama. Being so hot, and wit so much travelling to do, we decide not to visit Hiroshima at all, deciding to include when we come back, as we so want to return as soon as we can. And once again I run around taking shots of the bullet trains, although with almost every train looking the same, it really was beginning to fail to thrill. But hey, BULLET TRAINS!
We have no idea where in Okayama we might visit, and the thought of wandering around the city in the afternoon sun didn't thrill us, so we made the decision to travel all the way to Kurashiki to the next hotel, and look for lunch there. I am away at the far end of the platform once again, when our train pulls in, so panicking once again I might be left behind, I scamper down the platform only to find that the train is going to wait 20 minutes before departing. So there had been no hurry.
We arrive in Hiroshima, and follow the signs to the local trains, and work out on which platform our train will arrive on. One pulls in, and for a moment we stress that it might not be going to Kurashiki; we ask on the train in English and it is confirmed we can get on this train. It is standing room only, but that's fine as we only have a 20 minute run.
We pass through endless marshallling yards, then onto a fast line that zips us through the suburbs and over endless drainage canals. Each town looked the same, and all pretty modern, and I did begin to wonder why we had asked to come here. I hope Jools and Jen were not going to be disappointed.
We arrive in Kurashiki, and get the only taxi waiting to drop us at the hotel; he seemed happy enough, but it was less than a mile away, the meter in the cab hadn't ticked over to increase the basic price. Two uniformed members of staff spring from inside the hotel, hold our doors open and carry our bags inside. Inside it is all gleaming glass and marble, and looke every bit a modern western hotel. We are allowed to check in, even though it was only just after one in the afternoon.
Now, earlier in the day I had said what with land in such short supply in Japan, all houses and hotels have such small rooms, therefore once we pulled up at our next one, we though it would also feature tiny rooms. Once inside, it was like a palace, with gilding everywhere, once checked in, we took the lift to the top floor, where both the single and double room were huge. Also a feature was a huge marble walk in shower which featured no less than 8 nozzle jets, which would nearly do for me later in the day. But best of all, the room has the finest air conditioning known to mankind; it was like a fridge in there, and we just laid on the bed, cooling down.
But once settled in and cooled off, we go in search of the old town and lunch. As I said before, there must have been a good reason for us coming here, and when I looked at the tourist map, I saw there was a canal and what looked like historical buildings just over the main road in front of the hotel.
We were here because it was an old pottery town, apparently, and featured old merchant houses beside a canal. In fact the whole area seemed to be reclaimed land, criss-crossed with canals and drainage ditches. But the old town in Kurashiki is well worth any visitor's half day.
We walk across the main road, and right away into a Japanese tourist area, full of shops selling trinkets and gifts, mixed in with restaurants. It is so hot, the air seemed so heavy, and as well as being hungry, we needed a drink.
And best of all, we seemed to be the only westerners here, which is always a good thing, not having people complaining about the heat, or the tea, or the beer. A way down the canal, we come to a place that looks good, so we go in and find it specialises in buckwheat noodles, which is unusual even in Japan. Turns out they are well yummy, and we have a fine feast and ice cold beer and tempura, which is floating in the broth with the noodles.
Buckwheat noodles must be very tough when raw, as the chef has to use a tenor saw to cut through a bunch of them in getting them to the right length.
After that, we walk round the old town, looking in the craft and tat shops. In the end most of the shops sold variations of the same things. I did find a beer shop so buy a couple of bottles of craft ale as gifts. It isn't that crowded, which was nice, but the road was hot even through my shoes, and even though it was interesting we walked back to the hotel to chill out and have showers.
It was during the shower that yours truly nearly boiled himself with the shower controls, as each pair of nozzles had a controller, but each had its temperature governed by a main controller, and the main head a controller under that. After a long and pleasant shower, I went to turn the water off, but instead turned the temperature to over 40 degrees. The door to the shower opened inward, and even with the main head pointed fully over, I could only get out the door by going back under the s[pray over boiling water.
I screamed.
I got out and was pink like a boiled lobster.
An overweight lobster, clearly, but pink.
However, my first aid knowledge meant that I realised they were just 1st degree burns in the same way sun burn is, I soaked the areas in cold water soaked towels, and soon I could laugh about it.
We go down to the cellar bar for cocktails, where it was possible to smoke, which was a surprise. I had a white Russian, which was felt very decadent at those prices. Jools had a frozen Margarita and Jen a gin and tonic.
When we had drunk, it was dusk outside, so we made our way to the canal area where I took loadsa shots as the sun turned pink and then red, whilst bats wheeled above our heads catching bugs. Some others had tripods, cable remotes and all the rest of the equipment that photography seems to demand. I hand hpld my shots, and all come out. Jen tried with her i pad, which also produces good results.
A short walk away was a nice Italian place where we had splendid pasta and a very nice bottle of Brunello. Most others seemed to have pizza, but we have fine pasta and garlic bread, and all is washed down by what is a quite expensive bottle of Italian wine.
We wandered about after, remarking at the amount of police on duty, seeing as there was a G7 Education conference or something. As we walked past the Italian restaurant again, the manager of the Italian place we had eaten was waiting, and he shouted "camera, camera", whereupon, he came back out clutching Jools' compact that she had left on the seat in the restaurant.
And that, my friends, is Japan in a nutshell.
Cards and beer to see out the day, as usual.
National American History Museum's Science in American Life exhibit.
Visit ideonexus.com for science news and speculation.
Menai Suspension Bridge
Construction
Before the bridge was completed in 1826, the island had no fixed connection to the mainland and all movements to and from Anglesey were by ferry (or, with difficulty, on foot at low tide). The main source of income on Anglesey came from the sale of cattle, and in order to get them to the markets of the inland counties or London, they had to be driven into the water and swum across the Menai Straits.[1] The Act of Union 1800 increased the need for transport to Ireland, and with Holyhead as one of the principal terminals to Dublin it was decided that a bridge was needed.
Thomas Telford was assigned the task of improving the route from London to Holyhead, and one of the key improvements was his design of the suspension bridge over the Menai Strait between a point near Bangor on the mainland and the village of Porthaethwy (which is now also known as Menai Bridge) on Anglesey. The design of the bridge had to allow for Royal Navy sailing ships 100 feet (30 m) tall to pass under the deck at high water slack tide, and no scaffolding was allowed during construction which broke this rule.
Construction of the bridge began in 1819 with the towers on either side of the strait. These were constructed from Penmon limestone and were hollow with internal cross-walls. Then came the sixteen huge chain cables, each made of 935 iron bars that support the 176-metre (577 ft) span.[2] To avoid rusting between manufacture and use, the iron was soaked in linseed oil and later painted.[3] The suspending power of the chains was calculated at 2,016 tons and the total weight of each chain was 121 tons.[1] The bridge was opened to much fanfare on 30 January 1826 and reduced the journey time from London to Holyhead from 36 to 27 hours, a saving of 9 hours.
Later history
Damaged by winds in 1839, the road surface needed extensive repair, and in 1893 the entire wooden surface was replaced with a steel deck. Over the years, the 4.5 ton weight limit proved problematic for the increasing freight industry and in 1938 the original wrought iron[4] chains were replaced with steel ones without the need to close the bridge. In 1999 the bridge was closed for around a month to resurface the road and strengthen the structure, requiring all traffic to cross via the nearby Britannia Bridge.
On 28 February 2005 the bridge was promoted to UNESCO as a candidate World Heritage Site. On the same day one carriageway of the bridge was closed for six months restricting traffic to a single carriageway so that traffic travelled to the mainland in the morning and to Anglesey in the afternoon. The bridge was re-opened to traffic in both directions on 11 December 2005 after its first major re-painting in 65 years.
Menai Suspension Bridge
Construction
Before the bridge was completed in 1826, the island had no fixed connection to the mainland and all movements to and from Anglesey were by ferry (or, with difficulty, on foot at low tide). The main source of income on Anglesey came from the sale of cattle, and in order to get them to the markets of the inland counties or London, they had to be driven into the water and swum across the Menai Straits.[1] The Act of Union 1800 increased the need for transport to Ireland, and with Holyhead as one of the principal terminals to Dublin it was decided that a bridge was needed.
Thomas Telford was assigned the task of improving the route from London to Holyhead, and one of the key improvements was his design of the suspension bridge over the Menai Strait between a point near Bangor on the mainland and the village of Porthaethwy (which is now also known as Menai Bridge) on Anglesey. The design of the bridge had to allow for Royal Navy sailing ships 100 feet (30 m) tall to pass under the deck at high water slack tide, and no scaffolding was allowed during construction which broke this rule.
Construction of the bridge began in 1819 with the towers on either side of the strait. These were constructed from Penmon limestone and were hollow with internal cross-walls. Then came the sixteen huge chain cables, each made of 935 iron bars that support the 176-metre (577 ft) span.[2] To avoid rusting between manufacture and use, the iron was soaked in linseed oil and later painted.[3] The suspending power of the chains was calculated at 2,016 tons and the total weight of each chain was 121 tons.[1] The bridge was opened to much fanfare on 30 January 1826 and reduced the journey time from London to Holyhead from 36 to 27 hours, a saving of 9 hours.
Later history
Damaged by winds in 1839, the road surface needed extensive repair, and in 1893 the entire wooden surface was replaced with a steel deck. Over the years, the 4.5 ton weight limit proved problematic for the increasing freight industry and in 1938 the original wrought iron[4] chains were replaced with steel ones without the need to close the bridge. In 1999 the bridge was closed for around a month to resurface the road and strengthen the structure, requiring all traffic to cross via the nearby Britannia Bridge.
On 28 February 2005 the bridge was promoted to UNESCO as a candidate World Heritage Site. On the same day one carriageway of the bridge was closed for six months restricting traffic to a single carriageway so that traffic travelled to the mainland in the morning and to Anglesey in the afternoon. The bridge was re-opened to traffic in both directions on 11 December 2005 after its first major re-painting in 65 years.
Menai Suspension Bridge
The Menai Suspension Bridge (Welsh: Pont Grog y Borth) is a suspension bridge between the island of Anglesey and the mainland of Wales. Designed by Thomas Telford and completed in 1826, it is one of the first modern suspension bridges in the world.
Contents Construction
Before the bridge was completed in 1826, the island had no fixed connection to the mainland and all movements to and from Anglesey were by ferry (or, with difficulty, on foot at low tide). The main source of income on Anglesey came from the sale of cattle, and in order to get them to the markets of the inland counties or London, they had to be driven into the water and swum across the Menai Straits.[1] The Act of Union 1800 increased the need for transport to Ireland, and with Holyhead as one of the principal terminals to Dublin it was decided that a bridge was needed.
Thomas Telford was assigned the task of improving the route from London to Holyhead, and one of the key improvements was his design of the suspension bridge over the Menai Strait between a point near Bangor on the mainland and the village of Porthaethwy (which is now also known as Menai Bridge) on Anglesey. The design of the bridge had to allow for Royal Navy sailing ships 100 feet (30 m) tall to pass under the deck at high water slack tide, and no scaffolding was allowed during construction which broke this rule.
Construction of the bridge began in 1819 with the towers on either side of the strait. These were constructed from Penmon limestone and were hollow with internal cross-walls. Then came the sixteen huge chain cables, each made of 935 iron bars that support the 176-metre (577 ft) span.[2] To avoid rusting between manufacture and use, the iron was soaked in linseed oil and later painted.[3] The suspending power of the chains was calculated at 2,016 tons and the total weight of each chain was 121 tons.[1] The bridge was opened to much fanfare on 30 January 1826 and reduced the journey time from London to Holyhead from 36 to 27 hours, a saving of 9 hours.
Later history
Menai Suspension bridge being painted in August 2005
Damaged by winds in 1839, the road surface needed extensive repair, and in 1893 the entire wooden surface was replaced with a steel deck. Over the years, the 4.5 ton weight limit proved problematic for the increasing freight industry and in 1938 the original wrought iron[4] chains were replaced with steel ones without the need to close the bridge. In 1999 the bridge was closed for around a month to resurface the road and strengthen the structure, requiring all traffic to cross via the nearby Britannia Bridge.
On 28 February 2005 the bridge was promoted to UNESCO as a candidate World Heritage Site. On the same day one carriageway of the bridge was closed for six months restricting traffic to a single carriageway so that traffic travelled to the mainland in the morning and to Anglesey in the afternoon. The bridge was re-opened to traffic in both directions on 11 December 2005 after its first major re-painting in 65 years.
Surroundings
The Anglesey Coastal Path passes below the bridge. The bridge has a memorial to the Aberfan disaster victims on the Anglesey side.
Cultural references
The bridge as pictured in a Staffordshire stoneware plate in the 1840s. - (From the home of J L Runeberg)
Menai Suspension Bridge in the evening
The nearest settlement is the town of Menai Bridge. A representation of the Menai Bridge inside a border of railings and stanchions is featured on the reverse of British one pound coins minted in 2005. The coin was designed by Edwins Ellis.
Quotation
White Knight to Alice:
"I heard him then, for I had just
completed my design,
To keep the Menai bridge from rust
By boiling it in wine."
—"Haddocks' Eyes", Through the Looking-Glass, Lewis Carroll
Famous Welsh englyn
Uchelgaer uwch y weilgi - gyr y byd
Ei gerbydau drosti,
Chwithau, holl longau y lli,
Ewch o dan ei chadwyni.
—Dewi Wyn o Eifion[5] (David Owen) (1784–1841)
High fortress above the sea – the world drives
Its carriages across it;
And you, all you ships of the sea,
Pass beneath its chains.
my main aim this week was to show off a little bit of Saxon's intensity in action. I noticed most of what I've done for his 52 weeks project consists of the appearance of calmly posing, but behind those poses is this fanatical intensity for the ball.
This shoot turned out to be a lot harder than I thought, especially since I didn't want to put him in a stationary position and then release him from behind the camera (just a training issue I don't want to get us into a bad habit ... just yet) and I was using the "whistler" so he wasn't getting faked-out to a distance very well, for those "front on" shots. I did get a few flying dog shots but they were all the wrong direction or too far away or too close ... anyway, this was taken rather late in the shoot, so he had lost a little edge of madness, and he's not running fast after it as he would if I'd thrown it in a straight line away, rather it was thrown high and he kinda danced around underneath until he could see where it was going then start to "attack" it, still I think his movement here shows his potential :-)
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I have driven past Winchester on the M3 five times this year, on the sixth passing, I tried to find a place to park so I could visit the cathedral.
It costs £8.50 to go in, but you can take as many pictures as you like, which is fine by me.
The Nave and Chancel are huge, and long. All surfaces are apparently covered with memorials, with other spaces filled with chapels and shrines to past Bishops, as well as the relics of St Swithun.
It did rain after I left. Not a good sign.
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Winchester Cathedral is a cathedral of the Church of England in Winchester, Hampshire, England. It is one of the largest cathedrals in Europe, with the longest nave and greatest overall length of any Gothic cathedral in Europe.[3]
Dedicated to the Holy Trinity,[1] Saint Peter, Saint Paul, and before the Reformation, Saint Swithun,[4] it is the seat of the Bishop of Winchester and centre of the Diocese of Winchester. The cathedral is a Grade I listed building.
The cathedral was founded in 642 on a site immediately to the north of the present one. This building became known as the Old Minster. It became part of a monastic settlement in 971.
Saint Swithun was buried near the Old Minster and then in it, before being moved to the new Norman cathedral. So-called mortuary chests said to contain the remains of Saxon kings such as King Eadwig of England, first buried in the Old Minster, and his wife Ælfgifu, are in the present cathedral.[5] The Old Minster was demolished in 1093, immediately after the consecration of its successor.
In 1079, Walkelin, Bishop of Winchester, began work on a completely new cathedral.[6] Much of the limestone used to build the structure was brought across from quarries around Binstead, Isle of Wight. Nearby Quarr Abbey draws its name from these workings, as do several nearby places such as Stonelands and Stonepitts. The remains of the Roman trackway used to transport the blocks are still evident across the fairways of the Ryde Golf Club, where the stone was hauled from the quarries to the hythe at the mouth of Binstead Creek, and thence by barge across the Solent and up to Winchester.[citation needed][No sign of any Binstead Creek on the map]
The building was consecrated in 1093. On 8 April of that year, according to the Annals of Winchester, "in the presence of almost all the bishops and abbots of England, the monks came with the highest exultation and glory from the old minster to the new one: on the Feast of S. Swithun they went in procession from the new minster to the old one and brought thence S. Swithun's shrine and placed it with honour in the new buildings, and on the following day Walkelin's men first began to pull down the old minster."[6]
A substantial amount of the fabric of Walkelin's building, including crypt, transepts and the basic structure of the nave, survives.[7] The original crossing tower, however, collapsed in 1107, an accident blamed by the cathedral's medieval chroniclers on the burial of the dissolute William Rufus beneath it in 1100.[6] Its replacement, which survives today, is still in the Norman style, with round-headed windows. It is a squat, square structure, 50 feet (15 m) wide, but rising only 35 feet (11 m) above the ridge of the transept roof.[8] The Tower is 150 feet (46 m) tall.
After the consecration of Godfrey de Luci as bishop in 1189, a retrochoir was added in the Early English style. The next major phase of rebuilding was not until the mid-14th century, under bishops Edington and Wykeham.[10] Edingdon (1346–1366)[11] removed the two westernmost bays of the nave, built a new west front and began the remodelling of the nave.[12]
Under William of Wykeham (1367–1404) the Romanesque nave was transformed[clarification needed], recased in Caen stone and remodelled in the Perpendicular style,[13] with its internal elevation divided into two, rather than the previous three, storeys.[14] The wooden ceilings were replaced with stone vaults.[13]
Wykeham's successor, Henry of Beaufort (1405–1447) carried out fewer alterations, adding only a chantry on the south side of the retrochoir, although work on the nave may have continued through his episcopy.[15] His successor, William of Waynflete (1447–1486), built another chantry in a corresponding position on the north side. Under Peter Courtenay (Bishop 1486–1492) and Thomas Langton (1493–1500), there was more work. De Luci's Lady chapel was lengthened, and the Norman side aisles of the presbytery replaced. In 1525, Richard Foxe (Bishop 1500–1528) added the side screens of the presbytery, which he also gave a wooden vault.[10] With its progressive extensions, the east end is now about 110 feet (34 m) beyond that of Walkelin's building
King Henry VIII seized control of the Catholic Church in England and declared himself head of the Church of England. The Benedictine foundation, the Priory of Saint Swithun, was dissolved. The priory surrendered to the king in 1539. The next year a new chapter was formed, and the last prior, William Basyng, was appointed dean.[17] The monastic buildings, including the cloister and chapter house, were later demolished, mostly during the 1560–1580 tenure of the reformist bishop Robert Horne.[18][19]
North Transept
The Norman choir screen, having fallen into a state of decay, was replaced in 1637–40 by a new one, designed by Inigo Jones. It was in a classical style, with bronze figures by Hubert le Sueur of James I and Charles I in niches. It was removed in 1820, by when its style was felt inappropriate in an otherwise medieval building. The central bay, with its archway, is now in the University Museum of Archaeology and Anthropology at Cambridge;[20] it was replaced by a Gothic screen by Edward Garbett, its design based on the west doorway of the nave.[21]
This stone structure was itself removed in the 1870s to make way for a wooden one designed by George Gilbert Scott,[22] who modelled it on the canopies of the choir stalls of the monks (dating from around 1308).[23] Scott's west-facing screen has been much criticised, although the carving is of superlative workmanship and virtually replicates the earlier, albeit finer, carving of the early 14th century east-facing return stalls on to which it backs. The displaced bronze statues of the Stuart kings were moved to the west end of the Cathedral, standing in niches on each side of the central door. Scott's work was otherwise conservative. He moved the lectern to the north side of the quire beside the pulpit, facing west, where it remained for a century before returning to its present central position, now facing east.
Players got driven to and from the match courts, and sometimes the practice courts. Coupe Rogers, Montreal 2015.
World champion F1 1964
Driven by John Surtees
Very detailed handcrafted scale model, made in Portugal many years ago by Fernando Pinto.
This model is awesome and only a very small quantity was produced.
It was produced in 1994.
The model is inside a clear box on a wooden base plate and is certified by the author.
Tires with real tread.
Dashboard with dials with clear glass.
These are some shots from a shoot I did for Driven-- a luxury car service in London. I was shooting with a photographer friend of mine all over the city.
The photos we took in Trinity Square (next to the Tower of London) were pretty interesting to capture as everyone who saw us shooting assumed there was someone famous in the car and stood around getting in our way, until we got into the cars ourselves. haha.
Goodtimes.
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Copyright by World Economic Forum / Mattias Nutt
Starboard, fore quarter
The back, white, blue and yellow here are trustworthy. It was a foggy day. But my scanner isn't trustworthy in the red range of colors. Yellow and blue are fine, but this looks far more faded than the actual print.
sc00b71c3501
This is the falling apart home of refugees who were driven into Pakistan about a decade ago. The neighbors are still occasionally in touch with them, and the family is trying to make it back to Afghanistan.
Note from the field: some Afghans I talked to are quietly preparing to flee to Pakistan. Elections are coming soon, violence is up, and confidence in the US is down.
The saying is 'the Americans have until the snow melts'. Obama became President in the winter, which bought us some confidence. But, fighting season in Afghanistan starts when the snow melts. It's melting, faster by the day.
There are still some 1.7 million Afghan refugees in in Pakistan. Recently the UN High Commission for Refugees signed an agreement to let them stay there until 2012.
Renault RS01 F1 (1977 - here driven by René Arnoux, ex. Jean-Pierre Jabouille)
First turbocharged F1 car, first to use radial tyres.
Exoto XS
1:18 Scale
1951 Alfa Romeo Alfetta Tipo 159
No. 4, driven by Guiseppe "Nino" Farina, Winner
Belgian Grand Prix, Circuit de Spa-Francorchamps, June 17, 1951
The Alfetta, or Little Alfa, was one of Alfa Romeo's most successful race cars of all time. It was originally introduced in 1937 for the pre-war voiturette (light-weight) formula as the 158. It was so named for its 1.5 liter, supercharged eight-cylinder engine. After World War II, the 158 was tweaked and received horsepower upgrades into the 1950 season. The improved Tipo 159 entered the end of the 1950 season with a De-Dion rear axle and a tuned engine producing 425 horsepower at 9,600 rpm.
The first XS release was the 1961 Tipo 156 120-degree and 65-degree Sharknose replicas. The Alfetta represents the second release from Exoto's XS line of furiously detailed and engineered models. That is not a complaint, but an acknowledgement of the attention to detail and realization of what is possible in 1:18 scale model craftsmanship.
Exoto produced a number of liveries of the Tipo 159 and 159M, which represent different drivers and place finishes at the various circuits from mid-season to the completion of the 1951 season. The companion release is the 159M, for Maggiorata ("enlarged"). Introduced at the 1951 Spanish Grand Prix's Pedralbes Circuit on October 28, 1951, Juan Manuel Fangio took first place here and positioned himself to win the coveted World Drivers' Championship for that season. You can see Rusty Hurley’s review of the Alfetta Tipo 159M here.
This model represents the number 4 car driven by Guiseppe "Nino" Farina at the Belgian Grand Prix Circuit de Spa-Francorchamps on June 17, 1951. Farina would go on to win the Belgian Grand Prix finishing in just under 2 hours and 46 minutes and ahead of Alberto Ascari and Luigi Villoresi in their pair of Ferraris with teammate Fangio finishing in 9th place.
The number 4 car is a limited edition of 555 pieces. Exoto has also released a Prototipo version of 333 pieces, Fangio’s number 2 cars from the 1951 Belgium Grand Prix and 2nd place finish at the 1951 British Grand Prix, as well as Paul Pietsch’s number 78 car from the 1951 German Grand Prix.
The model is finished in a beautiful shade of automotive-grade period correct red paint used on Porsche automobiles, according to Exoto’s web site. The use of noble materials is abundant and the scale at which some of the pieces are produced is almost unimaginable! The near paper-thin engine cover is held on by four period correct secure locking mechanisms and the intricate metal wire wheels are attached to the axles with directionally specific spinners. The wheels feature miniatures valve stems along with a spring weight on a spoke of each wheel. The ultra-realistic looking semi-pneumatic tires feature Pirelli markings, details, and period correct tread pattern. They sit perfectly when placed on a surface and even have an inflated look to them as opposed to the flat sidewall or overinflated look some tires have from other manufacturers.
The cockpit is superbly presented in metal with legible gauges, a removable textured seat, and movable accelerator, brake, and clutch pedals. The nickel plated photo-etched metal grill is meticulously crafted and the overall look and feel of the model is perfect.
The Exoto XS line of models is unlike anything I’ve seen before in 1:18 scale. The quality materials and craftsmanship, attention to detail, overall execution are what will keep Exoto XS models at the top of the game. I for one am looking forward to the Tipo 246 F1 and upcoming Jaguar D-Type.
-Bryan Miranda
Motorcar Miniatures