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Felt an odd tug yesterday morning to drop everything and head off to a nearby cemetery. Nothing weird about this really, I do it all the time. The oddness I suppose had to do with coming to this particular cemetery and on a bright, sunny day (a condition I usually avoid for this type of work). I intended to take photos, but perhaps there was more to this visit than that. I'm never really sure what drives things like this, but I have learned to heed my inner voice. I wandered about as usual, stopping at random points, taking photos here and there, and often just pausing to take in the environment and the crispness of an autumn morning. I find this approach works well for me. If I try to muscle through, bent solely on photography, both the image quality and the overall experience suffer. Everything in balance, that's what works best for me. I eventually found myself kneeling before this tiny figurine. So small that I could not get low enough to see the downturned face. I pulled out the smartphone (the camera I have found is indispensable for close focus work) and just aimed it blindly and cocked off a couple of frames. It was only later when I pulled up the images on computer that I could really appreciate this scene. Despite the randomness of my arrival, the timing was perfect to create the graceful swoosh of sunlight across the face. And somehow only the face itself was in focus while the eyes seemed to gaze directly at me. Once again I had somehow divined the perfect place to be at just the right moment, in this case a six inch tall figurine amid a 25 acre burial ground. Like finding the proverbial needle in a haystack.
My Epic Gear Guide for Landscapes & Portraits!
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Portrait, Swimsuit, Lingerie, Boudoir, Fine Art, & Fashion Photography Exalting the Venus Goddess Archetype: How to Shoot Epic ...
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Beautiful Surf Goddesses! Athletic Action Portraits of Swimsuit Bikini Models! Athena, Artemis, Helen, and Aphrodite!
Visual expression of "Heart" for Advanced Lighting assignment. I chose to focus on the Eshu and Shakti charms i normally wear around my neck.
This image also appears as part of a trans-formed work by my flickr friend Trans-formation.
In addition to the work of Essomba72 seen below, LouisCypher has offered up a mod of this image in his photostream.
30/7/77. An over the fence shot reveals a host of class 40s at rest.I believe that there were at least 8 here.40030 and 40004 are prominent with 40118 and 40035 in the background.
Guide Bridge stabling point, was a Class 76 enthusiasts delight on Sunday 17th June 1979, by the looks of this view.
Guides on a hike?
Probably in the vicinity of Kyoto.
1907, unidentified photographer.
(Too bad, the writing on the sign near the stone on the left side is far too small.)
An mighty oak tree that caught my eye. It seems to be pointing the way so you don't miss the curve in the road. The light made it stand out so much I had to stop and take its picture. The same guiding light is available to us each and everyday as we allow the Holy Spirit guide our every way in life's journey. Hope you all have a great autumn and wonderful weekend.
Wibautstraat 24/08/2021 11h12
A mural to guide the way to the car park of the Volkshotel in the Wibautstraat.
Artist: unknown
Year: 2018
Wibautstraat
The Wibautstraat is a street in Amsterdam East, between the Rhijnspoorplein and the Prins Bernhardplein near the Amstel station.
From the Weesperpoort station on the Singelgracht near the Rhijnspoorplein, trains ran at ground level in the direction of Utrecht until 1939. The Gooische Stoomtram also left here. During the construction of the Wibautstraat, the Spoorbaanstraat, Miquelstraat and part of the Vrolikstraat disappeared. A railway viaduct appeared at the end of the street at the bend in the direction of the Afrikaanderbuurt. During the Second World War, from February 13, 1942 to May 18, 1945, the name of this street was changed to Weesperpoortstraat by order of the occupying forces.
The Wibautstraat is part of the city route s112 and connects to the Gooiseweg. At the level of the Vrolikstraat is the metro station Wibautstraat for the metro lines 51, 53 and 54. A little further north than this metro station, the Wibautstraat is crossed by tram line 3. From 1942 to 1944, tram line 3 ran through the Wibautstraat to the Krugerplein. From 1945 to 1965 tram line 5 ran here to the Amstel station and between 1961 and 1971 tram line 7. After that, the tram tracks were broken up. Between 1970 and 1977, large concrete caissons were used in the construction of the east line of the Amsterdam metro, which runs partly under Wibautstraat.
I met this guide in Sri Lanka in January 2019, he was very interesting to talk to and as you can see he has a stunning head of hair. (I’m very jealous!)
Chassis: SP215NSB
Engine: FE6C
Body: Santarosa Motorworks
Fare Class: Airconditioned City Operation
Route: Baclaran-SM Fairview via Taft Ave. Quezon Ave.
This is one of about a half dozen wild horses we came across in the paramo at very high elevation (about 12,000 feet) in the Andes near Cerro de Arcos.
This one was photographed in Ecuador guided by Neotropic Photo Tours.
Beamish Museum is the first regional open-air museum, in England, located at Beamish, near the town of Stanley, in County Durham, England. Beamish pioneered the concept of a living museum. By displaying duplicates or replaceable items, it was also an early example of the now commonplace practice of museums allowing visitors to touch objects.
The museum's guiding principle is to preserve an example of everyday life in urban and rural North East England at the climax of industrialisation in the early 20th century. Much of the restoration and interpretation is specific to the late Victorian and Edwardian eras, together with portions of countryside under the influence of Industrial Revolution from 1825. On its 350 acres (140 ha) estate it uses a mixture of translocated, original and replica buildings, a large collection of artefacts, working vehicles and equipment, as well as livestock and costumed interpreters.
The museum has received a number of awards since it opened to visitors in 1972 and has influenced other living museums.[citation needed] It is an educational resource, and also helps to preserve some traditional and rare north-country livestock breeds.
In 1958, days after starting as director of the Bowes Museum, inspired by Scandinavian folk museums, and realising the North East's traditional industries and communities were disappearing, Frank Atkinson presented a report to Durham County Council urging that a collection of items of everyday history on a large scale should begin as soon as possible, so that eventually an open air museum could be established. As well as objects, Atkinson was also aiming to preserve the region's customs and dialect. He stated the new museum should "attempt to make the history of the region live" and illustrate the way of life of ordinary people. He hoped the museum would be run by, be about and exist for the local populace, desiring them to see the museum as theirs, featuring items collected from them.
Fearing it was now almost too late, Atkinson adopted a policy of "unselective collecting" — "you offer it to us and we will collect it." Donations ranged in size from small items to locomotives and shops, and Atkinson initially took advantage of a surplus of space available in the 19th-century French chateau-style building housing the Bowes Museum to store items donated for the open air museum. With this space soon filled, a former British Army tank depot at Brancepeth was taken over, although in just a short time its entire complement of 22 huts and hangars had been filled, too.
In 1966, a working party was established to set up a museum "for the purpose of studying, collecting, preserving and exhibiting buildings, machinery, objects and information illustrating the development of industry and the way of life of the north of England", and it selected Beamish Hall, having been vacated by the National Coal Board, as a suitable location.
In August 1970, with Atkinson appointed as its first full-time director together with three staff members, the museum was first established by moving some of the collections into the hall. In 1971, an introductory exhibition, "Museum in the Making" opened at the hall.
The museum was opened to visitors on its current site for the first time in 1972, with the first translocated buildings (the railway station and colliery winding engine) being erected the following year. The first trams began operating on a short demonstration line in 1973. The Town station was formally opened in 1976, the same year the reconstruction of the colliery winding engine house was completed, and the miners' cottages were relocated. Opening of the drift mine as an exhibit followed in 1979.
In 1975 the museum was visited by the Queen Elizabeth The Queen Mother, and by Anne, Princess Royal, in 2002. In 2006, as the Grand Master of the United Grand Lodge of England, The Duke of Kent visited, to open the town masonic lodge.
With the Co-op having opened in 1984, the town area was officially opened in 1985. The pub had opened in the same year, with Ravensworth Terrace having been reconstructed from 1980 to 1985. The newspaper branch office had also been built in the mid-1980s. Elsewhere, the farm on the west side of the site (which became Home Farm) opened in 1983. The present arrangement of visitors entering from the south was introduced in 1986.
At the beginning of the 1990s, further developments in the Pit Village were opened, the chapel in 1990, and the board school in 1992. The whole tram circle was in operation by 1993. Further additions to the Town came in 1994 with the opening of the sweet shop and motor garage,Beamish Museum 2014 followed by the bank in 1999. The first Georgian component of the museum arrived when Pockerley Old Hall opened in 1995, followed by the Pockerley Waggonway in 2001.
In the early 2000s two large modern buildings were added, to augment the museum's operations and storage capacity - the Regional Resource Centre on the west side opened in 2001, followed by the Regional Museums Store next to the railway station in 2002. Due to its proximity, the latter has been cosmetically presented as Beamish Waggon and Iron Works. Additions to display areas came in the form of the Masonic lodge (2006) and the Lamp Cabin in the Colliery (2009). In 2010, the entrance building and tea rooms were refurbished.
Into the 2010s, further buildings were added - the fish and chip shop (opened 2011) band hall (opened 2013) and pit pony stables (built 2013/14) in the Pit Village, plus a bakery (opened 2013) and chemist and photographers (opened 2016) being added to the town. St Helen's Church, in the Georgian landscape, opened in November 2015.
made sure i did the savannah slow ride pub tour on my recent trip. It's basically a huge bike, and with this particular tour a group of about 15 people rode the bike from pub to pub. this was our guide.
The guides are fully trained through the New Zealand Mountain Guides association and have thorough knowledge of the glacier and the surrounding mountains.
Guide Bridge Stabling Point: locos of classes 08, 37, 40 & 76 on SP 10/10/1982.
This is my only colour shot of Cl 76 which were by this time all withdrawn due to closure of the Woodhead Route.
I didn't make a list of the numbers here but from the scan can ID the 08 as 08399 & the first 76 is 76024. The 40 is 40155 as I took a separate shot of it.
For Miffymoo2......nearing the light, the journey is nearly over...
Pedestrian tunnel under the river Thames, Greenwich, London UK
Please View On Black for best effect
Free download under CC Attribution (CC BY 4.0). Please credit the artist and rawpixel.com.
Remarkable 16th century botanical calligraphic artwork by two masters of the past: Georg Bocskay (1510–1575), court secretary to Ferdinand I, and Joris Hoefnagel (1542–1601). First created by Georg Bocskay to demonstrated the different styles of calligraphy of the era, the book was later ornamented with intricate fruits, flowers, and insects by Joris Hoefnagel and commissioned by Emperor Rudolph II, Ferdinand’s grandson. This unusual artistic collaboration between scribe and painter disrupted the history of manuscript illumination and gave us one of the most fascinating and beautifully crafted manuscripts of all time. Complement your designs, posters, and wallpapers with these enchanting CC0 illustrations from the past. We have digitally enhanced these spellbound hand-drawn calligraphy into high resolution printable quality. They are free to download under the CC0 license.
Higher resolutions with no attribution required can be downloaded: https://www.rawpixel.com/board/1286070/model-book-calligraphy
Daimler Fleetline XBU17S (8017) and Leyland Fleetline GNF16V (8141) both products of Northern Counties, are seen as static exhibits at an event at Guide Bridge station.
9th September 2023
A tour guide with a group of Swedish visitors at the Rosendal palace. She asked a question about an historical event that took place here, and one of the people in the group knew all about it. So I will tell it anyway to the rest of you, said the tour guide. That was all I could hear as I decided to shoot a ten photo panorama of the group and parts of the palace turned museum.
Left to right - Drivers Terry King and Sid Jackson, guards Arnie Furniss (me) and Stan Lee, Drivers Tommy Abbot (with his back to camera) and Ted Lathwood. Only me and Tommy Abbot are still extant out of this group! Terry, always had a story, always cheerful. Sid, a dry sense of humour, great bloke, Ted, sad demise, travelling back to Guide Bridge from Manchester Victoria, felt unwell, sat on a bench at Victoria and keeled over. Never worked with their like before or since.
Went out tonight for a coffee and a short drive with my lovely wife and we found ourselves down at Port Dover taking in the wonderful light coming from the full moon. Somethings about winter can still be enjoyed, I do really look forward to the warmer weather to hopefully come soon?
Thanks for viewing!
Imaging telescope or lens: Skywatcher Esprit 100ED Super APO Triplet
Imaging camera: Canon 700Da modified
Mount: Sky-Watcher AZ EQ6 GT
Guiding telescope or lens: Orion Mini 50mm Guide Scope
Guiding camera: Orion StarShoot AutoGuider
Focal reducer: Hotech SCA Field Flattener
Software: Astro Pixel Processor, PixInsight and Photoshop
Filter: Astronomik Canon Clip CLS
Picture was taken on a vacation in Holsthum Germany.
10x 300s, 10x 120s and 10x 60s light frames
15x flat frames
10x dark frames
200x bias frames
My last two shots on Sunday 15th March 1981, taken as we returned from Manchester, show class 76 1500v dc electric locos stabled in the down sidings at Ashton Junction, Guide Bridge.
Ektachrome frame 15. APR81 (round corner mount) adj 1
This image shows the Forster - Tuncurry ferry approaching the ramp in Tuncurry, NSW - mid 1950s. The launch guiding the punt is the Monterey built by Alf Jahnsen.
A recent publication written by Chris Borough covering the Forster Ferry Service has been published by the Great Lakes Historical Society, Tuncurry
www.flickr.com/photos/glmrsnsw/27134338901/in/album-72157...
Prior to the construction of a bridge in July 1959, crossing Cape Hawke Harbour at the mouth of Wallis Lake required vehicles to use the punt service that operated between Tuncurry and Forster. Most vehicular punts in NSW operated independently using cables. The Forster-Tuncurry punts, however, were close-coupled to a motor launch as shifting sandbanks had to be negotiated to make the crossing between the two towns.
The first of three punts that were used to provide the service commenced operation in late 1924 and remained in continuous service for nine years. This small punt was replaced in 1933 with a larger punt that was widened by two feet in 1935. The original was retained as a backup until a third and still larger punt was introduced in late 1938. That third punt began operation on Christmas Eve 1938 with the punt that was widened in 1935 kept in reserve. Both remained in service until the opening of the Forster – Tuncurry bridge.
Prior to 1924, regular ferry services operated, but only for passengers. The first commenced operation by July 1890 with an open rowing boat conveying passengers (and a sulky if needed). The demand for a proper ferry service was strong. In 1905 a petition from Forster residents asked the Government to establish an oil-launch ferry service between Tuncurry and Forster, instead of the boat ferry, which was totally inadequate…(SMH Friday 10 November 1905).
By 1907, travellers from Bungwahl could pick up the ferry service provided by an oil launch at the southern edge of Wallis Lake (Charlotte Bay), that would drop them either at Forster or Tuncurry (SMH 26th October 1907). A regular passenger ferry service was also being operated that year by an oil launch running between Forster and Tuncurry, conveying passengers for a 1d return fare (SMH 26th Oct 1907).
Horses, however, still had to be swum across (Maitland Daily Mercury 4th May 1909) . We left our horses and vehicles at Tuncurry and crossed over to Forster in the ferry. During the day the rest of the party employed themselves in swimming the horses across the river and floating the buggies over in boats, and had quite an exciting and arduous time. One of Mr. Bramble's horses was too scared to swim, and was nearly drowned. One of the boats, with a sulky on board, got aground, and took some time to get off.
It was not until February 1924 that Manning Shire Council granted permission for Charlie Blows to provide and operate a combined private passenger and car punt service between Tuncurry and Forster (SMH 22nd Feb 1924). Blows undertook to build and maintain the approaches, as well as provide a vehicular ferry, capable of carrying three and a half to four tons (SMH 22 Feb 1924). Blows’ punt service began operations in November 1924 - Mr. Chas. Blows has installed a new vehicular ferry between Tuncurry and Forster. As a consequence, motor cars are now a common sight at Forster (Dungog Chronicle 18 November 1924.)
Howard (1995) records that Blows had Tuncurry boat-builder, Dave Williams build both a small punt and a launch (commonly, but somewhat misleadingly, termed a “tow” launch) to propel same. No details of the punt and its construction have been located but a newspaper report appears to confirm that it was constructed specifically for the operation. This is a direct road to Newcastle by car, and is considerably shorter than any other road from Forster to Sydney. It will be largely used for through traffic when the vehicle ferry, which has been sanctioned and is now being constructed, is running between Tuncurry and Forster across Wallamba River (SMH 15th April 1924).
With a load capacity of around 4 tons, it is estimated that Blows’ punt was 22 feet in length. It was able to transport one large car or two very small cars, end to end. The launch, originally named the Glen, was fitted with a 7 h.p. Kelvin engine; she was quickly re-named the Kelvin Glen by locals and this became her registered name.
Although the passenger service was subsidised by the Local Government Department, it was an expensive exercise to have a vehicle conveyed on the privately owned punt. Foot passengers were able to travel for free, however, for a one-way trip cars were charged 2/6, lorries 4/-, and horse-drawn vehicles 1/6. To put these fares in context, the average weekly wage in 1930 was £7 per week making a return journey by car of 5/- one fifth of a day’s wages. Any additional trips incurred fares for foot passengers, with one visitor complaining that he was forced to pay 1/- to get the “free” ferry from Tuncurry to take him the extra 150 yards from the terminus at Forster to the local hotel.
Prior to 1930, shipping was generally able to navigate key areas within Cape Hawke Harbour and the punt was usually able to cross readily between the two towns. In 1930, however, the NSW Government decided to remove the sand-pumping dredge “Forster” from the district after some thirty years of continuous service. Despite numerous representations, there was no sand-pumping between 1930 and 1938.
By 1930 there had already been general recognition that the private vehicular ferry service was unduly limited in terms of capacity and cost. In 1931 The Maitland Daily Mercury (23 February) reported: One of the biggest demonstrations of public protest in the history of Cape Hawke was witnessed last Saturday night at the Forster Hall when a most representative gathering assembled to express its disapproval of the manner in which the Stroud and Manning Shire Councils are dilly dallying with the question of the Forster Tuncurry Ferry Service. The meeting had been convened by the Progress Associations of Forster and Tuncurry to voice their dissatisfaction of both Councils, in not carrying into vogue the dictum put forth by the Minister for Local Government in July last, that the vehicular ferry that serves the two towns should be absolutely free and that the existing charges be abolished.
A visitor to Tuncurry recalled his experience (Dungog Chronicle: 9 February 1932) “In the morning we crossed the quarter mile or so of water round the sandbanks to Forster. The punt is a two-car one, and is towed over by C. Blows, who runs the free ferry for foot passengers. It cost 2/6 each way for the car, and thereby hangs a confession. I forgot to pay when going back, and Charlie Blows did not remind me.”
After years of wrangling between the Stroud and Manning Shire Councils and the Transport Commission (formerly the Main Roads Board and by the end of 1932 the Main Roads Department), it was decided to terminate the private ferry service and have a replacement punt provided by Manning Shire Council. A suggestion in 1932 to lengthen Blows’ punt was not followed up and before the year was out it was found that a thirty to forty year old punt that had been operating on the Manning River was available to be relocated. The cost of having the punt transported to Forster and its operation were to be shared by the three statutory bodies. Tenders to provide a launch and operate the new punt service were called and on June 30th 1933 the successful tenderer, Frederick Parsons was announced. Fred’s bid of £375/annum was the lowest. Because the new punt was some ten feet longer than the Blows’ punt (32 ft vs approx. 22 ft), and it could carry three small cars or two large cars and had a load capacity of 6 tons, a more powerful launch was required.
Blows’ contract with the original punt was extended until 17th October 1933 when Parsons finally began operations with his new launch and the council supplied punt (Howard 2009). The modern and powerful launch - the Pacific was built by Frank Avery. As reported (Dungog Chronicle 7 November 1933). The new ferry service which is now in the control of Mr. Fred Parsons has had its baptism; and the little difficulties that might be expected at the outset with the most experienced have been surmounted. Mr. Parsons' new launch has a length of 28 feet, a beam of 8 feet and a depth of 3 feet moulded. All timbers and stringers are of spotted gum, with beech planking. The launch is copper fastened and is fitted with water tight bulk heads according to the regulations of the Navigation Department. It is fitted with an 18h.p. Lister-Diesel engine and is a great credit to the builder, Mr Frank Avery, of Tuncurry. The most pleasing aspect of the new service, of course, is the substantial reduction in the charges for cars and other vehicles, as compared with the former contract. Previously, to convey a car across from Forster to Tuncurry cost 2/6; the new charge is 1/-. The new rate has already been responsible for increased traffic, as many people hesitated to come across and back when it involved a toll of 5/-.
In 1935 the Department of Main Roads and the two Councils involved in providing the service agreed to have the punt widened by 2ft to enable cars to be parked side by side and thus allow four vehicles to be carried at one time. Well respected boat-builder, Henry Miles, was contracted to do the job. As reported in the Dungog Chronicle Tuesday 26 November 1935; There will be general jubilation at the news that the ferry which plies, between Forster and Tuncurry is to be enlarged, says the Taree Times. Under a triple authority (Main Roads Board, Manning and Stroud Shires) it takes time to finalise things like this, but it has been done. The ferry is to be widened to take four cars, two abreast. The work has been entrusted to that well-known and expert shipbuilder, Mr. Harry [Henry] Miles, of Forster, and when he finishes with it there will be no complaints, for Mr. Miles does his work one way — thoroughly. It is intended to split the ferry from end to end and put in another 2ft., which will ensure that the ferry will then accommodate two of the biggest cars abreast, which was not possible in the past. It is expected that the ferry will go on the slip on Thursday next, and be off in two or three weeks. In the meantime traffic will be maintained as usual, Mr. Charlie Blows' punt having been engaged for the purpose.
A year later and a minor crisis: Blow’s old punt that was put into service as a temporary measure while the new punt was being overhauled, sank. The Dungog Chronicle (Tuesday 17 November 1936) reported: - Vehicular traffic between Tuncurry and Forster was held up from about 1 p.m. on Wednesday afternoon until 4 on Thursday afternoon. The new contract for this service is to commence at the beginning of December, and the ferry in general use was put on Mr. Henry Miles' slip on Tuesday to undergo the usual overhaul before commencing on the new contract. The old punt with which Mr. Charlie Blows inaugurated the service [in 1924] was requisitioned and started in the service about 2 on Tuesday afternoon. All went well until about 1 p.m. on Wednesday, while the ferry was tied up on the Tuncurry side, a Chev. lorry, loaded with skimmed milk from the Tuncurry butter factory, boarded the ferry. At the same time the driver of a car wanted to cross and the ferry man asked the man in charge of the lorry to move it over to the side a little more than it was. When this was done one corner of the punt developed a list, which in turn gave the lorry, and its contents, a list, with the result that the corner of the punt went under water and quickly submerged. The lorry was also under water. The services of another lorry were engaged to pull it out. Later in the day the ferry was raised and removed to Mr. Miles' slip, for examination and repairs if necessary . A grainy photograph of the accident scene that appeared in the Sydney Morning Herald (4 November 1936) suggests that the small punt may have needed more than just minor repairs.
By early 1937, Manning Shire Council was well aware of public concerns with the safety of the service (Dungog Chronicle Friday 21 May 1937). Council was advised that in October 1936 the punt had grounded on a sand bank and been carried quite some distance after it was re-floated; the anchor being unable to hold. At the time, the Press had reported that the method of transport was entirely out of date and that it had caused a wave of fear amongst the public.
The Council was well aware that it’s widened 32ft long punt simply couldn't cope with the sheer volume of traffic that was presenting during the annual holiday season and had thus reached its use-by date. As a result, a formal proposal was made to the Department of Main Roads for the purchase of an additional 4-car punt to facilitate the provision of a permanent two punt service; the Department formally declined the proposal on 2 September 1937. (SMH 14 January 1938). Council subsequently decided to try and rent or buy a replacement punt and in October 1937 an advertisement that sought the lease of a punt for three months over the summer season appeared in the press (Newcastle Morning Herald Saturday 23 October 1937). Unable to rent or buy a replacement punt, however, the decision was made to have a replacement built. Initial plans for a new punt were submitted to the DMR on 23rd November 1937 (SMH 14 January 1938).
With the wheels of the bureaucracy slowly turning, matters regarding the punt service went from bad to worse. The punt that had commenced operation in 1933 and was widened by Henry Miles in 1935, sunk spectacularly on 5th January 1938. The report from the Dungog Chronicle of Tuesday 11 January 1938 described the fact that a drowning fatality was avoided, as a miracle! On the punt was Joe Fazio’s bus with twelve passengers aboard, a sedan car with five passengers and a truck. As soon as the punt took off from the wharf at around 8 am the nose of the punt dipped and it seemed likely that the punt would capsize. The passengers in the car climbed onto the roof of the bus and finally all passengers escaped via the ferry to shore. This event created an outcry for the replacement of the existing ferry with a larger and more dependable ferry service.
The public relations debacle appears to have jolted the bureaucrats into action and tenders for the construction of a 40 foot punt were called in 1938 (SMH Friday 4 March 1938). It took, however, until September that year for the Councils to secure the services of Frank Avery to supervise the construction of a new punt using day labour (Dungog Chronicle: Friday 16 September 1938). The new service was launched on 24th December 1938, just in time for the holiday season (Dungog Chronicle Tuesday 24 January 1939).
Although the load limit for the new punt was raised to ten tons in 1939, officially it was still only able to handle four cars – a point made clearly by the NRMA (The Maitland Daily Mercury Friday 10 February 1939): “An N.R.M.A. country inspector who recently travelled over the coastal route from Bulahdelah to Taree by way of Forster and Tuncurry. Commenting on the new punt between Forster and Tuncurry, the Association says that there is little improvement on the old vehicle. The new vessel accommodates four cars and is towed by a motor launch. Thus the journey from one side of the lake to the other takes just as long now as when the old punt was operating.”.
The four car service was propelled by the Pacific until 1st July 1940 when Wylie Gregory won the tender to provide the service. He arranged for Forster boatbuilder, Dave Williams to build a heavy-duty low-line boat - the Britannia - or alternatively spelled Brittania (Howard 1995). The war years, however, soon started to impact on Wylie’s operations. In August 1941 he advised Manning Shire Council that he would terminate his contract in view of decreased traffic owing to petrol rationing. Negotiations followed that resulted in Wylie continuing the operation under changed conditions.
On 1st June 1947 the tender for the vehicle ferry service was won by H.M. Cooke of Forster and it appears that he purchased the Brittania from Gregory, On 15th June 1949 the contract was won by C.A. Blows and Sons. The Brittania was purchased from Cooke, but almost immediately the firm contracted Alf Jahnsen and Leo Royan to build a new launch, the Monterey - named after the local cafe ran by Charlie Blows. In the 1950s the availability of two launches and two punts allowed considerable flexibility for the management of the service. Although the punt that was widened in 1935 was initially only retained as a back-up, with the availability of a second launch, sanity eventually prevailed and the old punt was brought out of mothballs each summer so that a two punt service could be provided during the peak holiday season.
Despite the last punt (built in 1938) being described as only having a capacity to carry four cars, it is commonly believed to have had a capacity to convey six cars. Indeed there are photos in Philip Howard's book showing six cars squeezed onto the punt with vehicles partly standing on the rear ramp with the rear gates open. Graham Nicholson (personal communication) recalls many occasions when six vehicles were squeezed onto the ferry and the front and rear gates "closed" accordingly – possibly not by the book, but effective!
Punt operations ceased with the opening of the Forster-Tuncurry bridge on July 18th 1959. So ended the service once memorably described: "It must be the most antedated, most unreliable and unsafe method of crossing a river anywhere in Australia." (SMH Friday 5 November 1954)
Image Source - Image Source - Steve Bolin Collection
References - Howard, P. (1995). The ferrymen: the history of the Forster-Tuncurry passenger and vehicular ferry service from 1890 to 1959 - by Philip Howard.
More Forster Ferry images are contained in the ALBUM Forster - Tuncurry Ferry
Acknowledgements. Chris Borough and Ron Madden undertook the detailed research that was the basis for this contribution.
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
He is a Japanese guide who has been in Paris among thirty years. So he is an expert at all of Paris. He could teach informations of Paris to taxi driver who is a Parisian.
The hall of mirrors in Château de Versailles
Paris 5/August/2015
The c1950 official guide to the small Lancashire town of Mossley - notoriously difficult to date as are many of these official guide or handbooks but some clues in the adverts in this case lean towards this mid-century period. It isn't a large booklet this as Mossley had only a population of some 11,000 and it is situated in the steep valley site of the River Tame in the Pennine Hills to the east of Manchester. The town, like several other adjacent localities, had a complex administrative past as it was, prior to the 1885 creation of the Borough Council and its situation within the old County of Lancashire, situated in three counties - Lancashire, the West Riding of Yorkshire and Cheshire. Under the 1974 local government reorganisation it was annexed into the new Metropolitan Borough of Tameside in Greater Manchester.
The town's prosperity was largely built on textiles, woll but especially cotton and this link with Lancashire is shown in the coat of arms - the red rose of the county and the cotton plant.