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I went to the Pacific Design Center and the Academy where I teach (though not this quarter!!!!) and graded some late papers and work from students from last quarter. It was nice to be back- dunno when I will be teaching there again!!!
Climbing the Grade to Buttermilk Road in the Sub Zero Temps as me and the other friends freeze our chopsticks off but all is fun when the D&H is in town
This Photo is not to be used without permission of Tony Giminiani
BRYNKINALT HALL IS A GRADE II* LISTED BUILDING. THE CENTRAL PORTION OF THE PRESENT HOUSE WAS COMPLETED BY SIR EDWARD TREVOR IN 1612. THE BUILDING, WHICH WAS THREE-STOREYS HIGH, WAS CONSTRUCTED FROM BRICK, WHICH WAS CUT ON SITE. THE IMPRESSIVE GREAT HALL WAS ONCE AN OPEN COURTYARD, WHICH THE COACHES ENTERED VIA AN ARCH WHERE THE STAIRCASE IS NOW SITUATED. THE ORIGINAL JACOBEAN OAK PANELLED HALL STILL REMAINS, GIVING A GLIMPSE INTO THE ORIGINAL HOUSE.
EXTENSIVE REMODELLING WAS CARRIED OUT IN 1808 TO THE DESIGN OF CHARLOTTE, VISCOUNTESS DUNGANNON, WHOSE TASTE EMBELLISHED THE SURROUNDING GROUNDS AND PARK. CHARLOTTE ADDED TWO EXTENSIVE WINGS TO THE HOUSE, WHICH INCLUDE THE LARGE DINING AND DRAWING ROOMS, EACH WITH THEIR OWN ANTE ROOMS, TWO SMALL MORNING ROOMS KNOWN AS THE BOUDOIRS, AND A CONSERVATORY WHICH BOASTS STUNNING VIEWS OF THE CEIRIOG VALLEY.
SOME OF THE FEATURES OF HER DESIGNS ARE RECORDED IN A HISTORIC BOOK OF DRAWINGS, PLANS AND SKETCHES, WHICH OFFERS A FASCINATING INSIGHT INTO THE THOUGHTS AND IDEAS THAT LED TO THE FINAL DESIGNS. CHARLOTTE ALSO ADDED MANY GOTHIC TOUCHES TO THE HOUSE, SUCH AS CASTELLATIONS AND TURRETS. SHE ALSO BUILT A NUMBER OF GATE LODGES, FOLLIES AND A DOUBLE WALLED GARDEN.
A trio of CSX locomotives rumble slowly up the approach to the Hell Gate Bridge on their way to Queens. The steep bridge approaches are by far the ruling grades on the relatively short line from the Bronx to Queens. The towers for the Little Hell Gate Bridge can be seen behind the train.
Russell Grader Manufacturing Company was founded in 1903 by Richard Russell in Stephen, Minnesota. Elevating graders and an unsuccessful gas engine were the first products. The company relocated to Hamline, Minnesota, in 1906, and began manufacturing pull graders in 1908 with the introduction of a two-horse patrol machine. Russell sales literature claims that they produced the “first patrol grader on the market”; it may have been this machine.
The Russell Grader MFG Co. Minneapolis, MINN.
PAT, Aug 28 1910
Three Valley Gap, Collections,
Trans Canada Highway #1, 19km west, of Revelstoke, British Columbia, Canada
For my video; youtu.be/SdS_StWOhVk
The Grade I Listed St Mary & All Saints Church in Conwy, Conwy County, North Wales.
The foundations of the church date back to 1172, and the Aberconwy Abbey was completed in 1186. Since then, the church has grown and changed. The East and West-end buttresses and parts of the walls, particularly on the North side, are original.
In the 14th Century, the church received the lower portion of its tower, the South transept, and the North and South porches. A room north of the tower was enclosed to serve as a charnel house. The 15th Century saw the completion of the tower, and the installation of the rood screen and the early Tudor period baptismal font.
In the 16th Century the roofs over the aisles were raised. Next to the altar at the south end is the tomb of Robert Wynne, a major benefactor of St Mary's, and the builder of Plas Mawr on Conwy's High Street. The chancel floor was raised later, and in 1872 the roof of the nave was raised. At some point the South window of the transept was reconstructed and the clerestory windows were reset to where they now remain.
Also in the 19th Century, Lord Penrhyn donated the tower clock. In 1921 the church received a memorial chapel on the church's north side, and five years later the vestry was enlarged. In 1949 the former charnel house became the Parish Room. The church holds several objects of interest dating back to medieval times, and two windows in the nave's south aisle made by the workshop of the Pre-raphealite artist Edward Burne-Jones.
Information Source:
en.wikipedia.org/wiki/Church_of_St_Mary_%26_All_Saints,_C...
The Grade II Listed Halifax Railway Station, Halifax, West Yorkshire.
The original station was built at Shaw Syke, approximately 220 yards (200 m) west of the current location and opened on 1 July 1844 by the Manchester and Leeds Railway as the terminus of a branch off their main line from Manchester to Normanton. With the opening of the line between Halifax and Bradford on 7 August 1850, a new station was opened on the current site; this had temporary wooden buildings. The station at Shaw Syke was then extended and used as a goods depot. The permanent buildings at the current site were designed by Thomas Butterworth and opened in 1855.
A new line was constructed by the Great Northern Railway in the mid-1870s from the main station over a long viaduct to a station at North Bridge, and then across and indeed partly in tunnel beneath the hilly terrain north of the town to an unusual triangular station at Queensbury, where the line divided into track for Keighley (and Skipton, Carlisle, and Morecambe) to the north-west, and Bradford in the east.
Halifax station was redesigned during 1884–85, and completely rebuilt during 1885–86. Part of the new station opened on 25 October 1885, and the remainder on 30 May 1886. The new station had separate accommodation for LYR and GNR trains, the latter being on the west side.
The Halifax High Level Railway was a related branch line opened in 1890, leading from Holmfield near Ovenden, on the line to Queensbury, through a half-mile tunnel through the ridge and across the Wheatley Valley on a ten-arch viaduct past Samuel Webster's brewery, to Pellon, where there were sizeable goods facilities and then to St Paul's railway station in Queens Road. This branch line gradually fell into disuse, losing its regular passenger service as early as 1917. The last goods train ran in 1960 and the line was then dismantled, leaving the viaduct standing as a reminder of the former freight link.
The Queensbury branch was closed in stages from 1955 onwards although many of its engineering features remain. The route has lately been adopted and to an extent brought back into public use and attention by Sustrans as a walking and cycle route. The principal structure on the line, Queensbury Tunnel, was, at its opening, the longest on the GNR system. It is currently derelict, partially flooded, and impassable.
To distinguish it from Halifax St. Paul's and Halifax North Bridge stations, the main station was known from 1890 as Halifax Old Station. In 1951 the name was changed again to Halifax Town, and in 1961 it reverted to Halifax.
Information Sources:
en.wikipedia.org/wiki/Halifax_railway_station_(England)
britishlistedbuildings.co.uk/101259136-halifax-railway-st...
Wrapping up for now my series of test shots taken with the Sony FE 70-200mm F4.0 G OSS lens. I'm sure I will be uploading more pictures in the future, but for now, I'm done!
Over the past few days, at the risk of dumping a lot of photos onto flickr in a short period of time, I have tried to present a fairly wide range of photographs shot with this lens. These are not scientific tests - I'll leave it to the bloggers and sites that do these. I hope I have shared some insights on what it looks like as a practical tool, and I hope anyone using or considering the Sony E-mount mirrorless system finds these images as a useful point of reference.
The lens comfortably resolves 24MP on an A7-II, and shows its potential to deliver higher resolution on an A7R when not affected by the shutter vibration problem of the A7R. I am looking forward to testing it on a future A7R-II or A9 camera with a 36MP or 50MP sensor.
I have not tested the comparable 70-200mm F4 lenses from Nikon and Canon, but this Sony lens must be at least as good. In fact, with the new Sony A7-II, the Sony 70-400 has clearly stepped into the league of the pro DSLR lenses, such as my Nikon 70-200mm f/2.8 VRII.
Last week, I took a number of pictures at a birthday party with both my Sony A7-II + Sony 70-400mm F4 and my Nikon D810 + AF-S Nikkor 70-200mm F2.8 VRII. Except for the slightly softer bokeh with the Nikon, I could not tell the difference between the two images.
Here is a typical comparison: the above is a crop from the Sony combination, and the crop below is from the Nikon combo. Both crops uploaded at actual pixels.
Bottom line, I am very pleased with this light-weight Sony lens in a very useful focal length range, and I would highly recommend it to anyone using the Sony E mount system. Just don't use it with a Sony A7R - I almost returned this lens because I was getting so many weak images, until I realized the shutter vibration in the A7R was the problem, not the lens.
_DSC0446
One of the ugliest vehicle's ever. I didn't see the point nor purpose of this vehicle, till I saw it working! Smart stuff, multifunctional and never designed to look good, just to be functional, and thats what I like! Hope you like my moc to.
Churnet Valley gala event, double headed service on the Caldon Low branch.
A slight fogging of the film is a puzzle on this shot with the old Rolleiflex, no evidence of a light leak in the camera, I did forget to bring the lens hood and filter though and the lens is uncoated...
Taken with Rolleiflex Automat twin lens reflex, Model K4 1949/51, Schneider Xenar lens. Ilford XP2 super 400 B&W film.
Prior to the start of the first running of the Grade II Laffit Pincay, Jr. Stakes @ Santa Anita Park.
The Grade II Listed Llandudno Pier on the beach front in Llandudno, County Conwy, North Wales.
The pier had its origins in a much shorter pier of just 242 feet (74 m) built on 16 wooden piles, opened in 1858 by the St George's Harbour and Railway Company, which had just completed its branch line from Llandudno to Conwy via a junction with the Chester and Holyhead Railway near the present Llandudno Junction railway station to which the branch was soon diverted.
That short pier was built to protect the rights of its owners to a much more ambitious scheme to build a major port in Llandudno Bay. Unfortunately, the pier was severely damaged in the Royal Charter Storm of 25 October 1859, which caused the loss of 223 ships and 800 people in British coastal waters. Although repaired and used for a further 16 years, the pier was too short and could only be used by steam ships at high tide.
The present pier, built for the Llandudno Pier Company by Walter Macfarlane of Glasgow using iron castings from the Glasgow Elmbank foundry, was opened to the public on 1 August 1877. The landwards extension to the same design, still in deep water and supported on iron columns, was opened in 1884 and a new landing stage was added in 1891. In 1969, the landing stage was totally rebuilt in concrete and steel, which enabled its use by the largest Isle of Man Steamers then in use. The wooden decking has been extensively renewed in recent years, and the superstructure is maintained systematically.
Until the Second World War, the public were charged admission to access the pier. Admission allowed the promenaders access to musical entertainment from a bandstand at the pierhead. A small orchestra was established in 1877. The notable French musician, Jules Rivière was appointed to take charge of the orchestra in 1887.
The orchestral performances moved to the Pier Pavilion, built on land adjacent to the main entrance from the promenade, which had opened in September 1886. Rivière's Orchestra at the Llandudno Pier Pavilion was a great success and trebled in size to symphony proportions.
Information Source:
Entrecote, marbling 5, 280 days grass feed, free running bull.
Emmenthaler/Västerbotten cheese pastry, Hollandaise sauce, fresh, green asparagus and red wine sauce/reduction.
Friday fast food.
Built - in a Tudor style - during the First World War but not opened officially till 1920 by The Duke of York, later to become King George VI on the abdication of his brother the Prince of Wales.
Listed Grade II.
Seen here with the Lord Mayor's Car, a 2014 Jaguar XJL registration "1 COV"
The Grade II * Listed York Railway Station, York, North Yorkshire.
Despite the small size of the city, York is one of the most important railway stations on the British railway network because of its role as a key railway junction approximately halfway between London and Edinburgh. It is few miles north of the point where the Cross Country and Trans-Pennine routes via Leeds leave/join the ECML connecting Scotland and the North East with southern England, the North West and the Midlands. The junction was historically a major site for rolling stock manufacture, maintenance and repair.
The first York railway station was a temporary wooden building on Queen Street outside the walls of the city, opened in 1839 by the York and North Midland Railway. It was succeeded in 1841, inside the walls, by what is now York old railway station. In due course, the irksome requirement that through trains between London and Newcastle needed to reverse out of the old York station to continue their journey necessitated the construction of a new through station outside the walls. This was the present station, designed by the North Eastern Railway architects Thomas Prosser and William Peachey, which opened in 1877. It had 13 platforms and was at that time the largest station in the world. As part of the new station project, the Royal Station Hotel (now The Royal York Hotel), designed by Peachey, opened in 1878.
In 1909 new platforms were added, and in 1938 the current footbridge was built and the station resignalled.
The building was heavily bombed during the Second World War. On one occasion, on 29 April 1942, 800 passengers had to be evacuated from a Kings Cross-Edinburgh train which arrived during a bombing raid. On the same night, two railway workers were killed, one being station foreman William Milner (born 1900), who died after returning to his burning office to collect his first aid kit. He was posthumously awarded the King's commendation for gallantry. A plaque in his memory has been erected at the station. The station was extensively repaired in 1947.
The track layout through and around the station was remodelled again in 1988 as part of the resignalling scheme that was carried out prior to the electrification of the ECML shortly afterwards. This resulted in several bay platforms (mainly on the eastern side) being taken out of service and the track to them removed. At the same time a new signalling centre (York IECC) was commissioned on the western side of the station to control the new layout and also take over the function of several other signal boxes on the main line. The IECC here now supervises the main line from Temple Hirst (near Doncaster) through to Northallerton, along with sections of the various routes branching from it. It has also (since 2001–2) taken over responsibility for the control area of the former power box at Leeds and thus signals trains as far away as Gargrave and Morley.