View allAll Photos Tagged installed
On Nov. 27, 2017, construction crews install a platform on top of two columns for the future flyover ramp. This is part of ongoing construction for the I-405/SR 167 Interchange Direct Connector project in Renton.
East window by Margaret Aldrich Rope, her last major commission, installed in the 1950s as part of the postwar restoration of the church. A boldly coloured and vibrant composition representing the Annunciation above and the Expulsion of Adam & Eve below.
For more on both artists named Margaret Rope see below:-
www.arthur.rope.clara.net/intro.htm
St John's sits at the entrance to Spon Street, that rare enclave of medieval architecture in Coventry's mostly post-war city centre. Being on the fringe of city's heart it generally gets less attention from visitors, thus one feels that in any other setting it would be far more celebrated, George Gilbert Scott, who restored the church in 1877, considered it 'one of the most beautiful churches in England'. The church luckily escaped major damage in the November 1940 Blitz that destroyed so much else in the city, beyond the loss of much (but not all) of it's Victorian stained glass.
The church was founded in 1342 by Queen Isabella, mother of Edward III, but most of what we see today is 15th century work, though evidently of different phases. The church sits on a relatively small site, but what it lacks in length and width it gains in height, and with it's tapering and unusually narrow clerestorey windows and central tower it gives the impression of a cathedral in miniature. The tower has oddly corbelled-out turrets at it's corners, an over-exaggeration of the original design by Scott; his main intervention on the exterior otherwise was the renewal of much of the stonework, since warm red sandstone is one of the least resistant to weathering.
The interior is surprisingly light for a sandstone church, the result of the large Perpendicular windows and extensive clerestorey that creates a 'glass cage' effect in the higher parts of the church. It is also rather narrow, which accentuates the proportions and sense of height further, a good example of architectural limitations and constraints turned to an advantage. There are some good medieval carvings surviving higher up, but otherwise aside from the fine Perpendicular architecture itself the impression is largely of early 20th century High Church Anglican worship, as most of the furnishings appear to date from this time, though they are nonetheless attractive and sympathetic to the building.
The lack of any relics of the Middle Ages in wood or glass or monuments of later periods is explained by the history of the church, since it actually ceased to be used for worship in the 1590s and for several centuries suffered various indignities of secular use, such as a prison for Scottish rebels captured after the Battle of Preston during the Civil War in 1648 (these rebels, loyal to the King, were shunned in the Parliamentarian held city, thus the phrase being 'Sent to Coventry' was born!). Other uses included as a stables, a market and a winding and dying house for cloth, before being eventually restored to church use in the 19th century. We should be glad that being put to other uses at least preserved the structure through it's centuries of hibernation.
The church possesses an interesting mixture of stained glass, from Victorian and Edwardian pieces that survived the bombing, to the more prominent and colourful windows installed in the 1950s. However it is interesting to note how the postwar glass here predates the nearby Cathedral's windows by only a few years, but is still highly figurative and traditional in approach, thus still a far cry from the revolutionary new works that Coventry became famous for less than a decade later.
St John's is generally open on Saturday mornings but otherwise kept locked owing to concerns over security. Sadly it has suffered attacks from stone-throwing idiots on several occasions in recent years (I have repaired minor damage to several of the windows here) but the parishoners remain welcoming and friendly in spite of a difficult environment. It is a lovely church and well worth a visit.
For more detail and images see it's entry on the Warwickshire Churches website below:-
warwickshirechurches.weebly.com/coventry---st-john-the-ba...
Deckel Synchro Compur 00-MX special type CS-1110-230b.
Leaf shutter as used on the Rolleiflex 3.5C and 3.5E2 TLR with a Zeiss Planar 3,5/75mm lens.
Produced somewhere between 1956 and 1959.
When re-installing the Drive Spring be sure that its short end locates into the small hole of the Drive.
Drive to the right lying upside down.
.
.
.
WARNING :
This image is intended as a reference for the more experienced camera service man. If you have no experience in camera repair please do yourself a favor and send your camera to a professional service shop. It would be a pity to lose a vintage camera in a failed repair attempt !
Scooting along the sea wall at Teignmouth with a northbound express to London Paddington is Great Western Railway Class 43, 43176, still wearing the old Neon Blue of predecessor First Great Western.
The Western Region was the first of the British Rail regions to introduce the Class 43 HST, and had also been the testing ground of the original Class 41 prototype back in the early 1970's. The first HST operations on the Western Region was carried out on the 4th October, 1976, but 125mph speeds could only be carried out on certain sections of the line, although by 1980 as many sections of 125mph running had been introduced as possible. Initially, services only ran between London Paddington, Oxford, Swindon, Bristol Temple Meads, Cardiff and Swansea, although in 1979 a full service was provided to the South West of England including Exeter, Paignton, Plymouth, Newquay and Penzance.
The introduction of the HST services absolutely revolutionised the route, with the fastest morning services from Plymouth to London taking just under 3 hours instead of the previous 5 to 6. Additionally, the HST's saw off many of the loco-hauled operations on this route, including the much-loved Class 52 'Western' diesel hydraulic locomotives. Class 50's from the West Coast Mainline began to take over on many loco-hauled services, but these were slowly pensioned off to other routes, and very soon services out of London Paddington were exclusively operated by HST's, although Class 47's soldiered on until about 2004.
The Western Region was also known for its large amounts of developments to the HST fleet. Originally, the Class 43's and their HST sets were powered by Paxman Valenta V12 engines that were also used in the Upholder/Victoria class submarines. These engines had 2,250hp at their disposal and could whisk the Class 43 powercars to their record breaking top speed of 148mph, although in routine operation these trains never went above 125mph. However, by the late 1980's it was apparent that the Valenta engines were starting to look their age, and a variety of alternatives were analysed.
For a period of 9 years, 43167 to 43170 were trialled with Mirrlees Blackstone MB190 engines, but proved an unsuccessful replacement for the Valenta's. In 1987, Paxman began development of an updated version of the Valenta dubbed the VP185. Trials began in 1991, and an agreement to commence installing these engines to members of the fleet was signed in 1993. A qualifying requirement for the trial was that the engine should undergo a British Rail Type Test which was carried out between December 1993 and February 1994. The test involved completion of 3,000 cycles, each of 10 minutes duration, with four minutes at the maximum power of 3,500hp and six minutes at idle, simulating the typical 'on-off' nature of IC125 duty. The successful results of the test cleared the way for installation of a VP185 in Power Car 43170 at Plymouth Laira Depot for in-service trials in the summer of 1994. Power car 43170 entered service on 22 September 1994, being named 'Edward Paxman' to commemorate the event.
During the late 1990's 25 HST power cars were re-engined with Paxman 12VP185L engines in order to improve fuel consumption and reduce emissions, but these engines have proved less reliable in service than hoped. However, the 12VP185L was introduced fleet-wide within the Australian XPT series, a small fleet of HST sets built for the CountryLink services of Australia.
The very last VP185 engine to be manufactured at Paxman's Colchester Works was despatched from the factory on 15th September, 2003, for duty with Midland Mainline. At the time Midland Mainline operated 18 of these powercars, whilst First Great Western operated 4.
On the 4th February, 1996, the Western Region became the first private franchise to operate following the privatisation of British Rail in 1994, this being under management of Great Western Trains, a subsidiary of the bus company Badgerline. HST powercars were outshopped in a very pleasing and striking Green and Ivory livery, which took us folks here in the South West by total surprise and admiration.
However, dark clouds arose with privatisation, the first being on the 19th September, 1997, at Southall, when a Bristol to London service hauled by 43173 smashed into a freight train after its defective Advanced Warning System (AWS) failed to register two amber and a red signal, with the result of 7 deaths and 139 injuries.
In March 1998, Badgerline was taken completely under the ownership of First Group, who promptly rebranded the franchise as of December the same year as First Great Western, revising the livery with a golden band that made the HST's look something like a Golden Virginia cigarette packet, being affectionately dubbed 'Fag Packet' livery. FGW's new ownership however was mired in yet another devastating crash, this time on October 5th, 1999, when a Thames Trains Class 165 overshot a red signal on its way out of London Paddington and smashed into the front of an approaching HST hauled by 43011 at Ladbroke Grove, resulting in the leading trailer of the 165 exploding and setting fire to the First Class carriages, with the result of 31 deaths and 523 injuries.
The most recent fatal crash of a First Great Western HST was on the 4th November, 2004, at Ufton Nervet, where 43018 operating an evening train to Paignton struck a car that had been deliberately parked on a Level Crossing caused by Brian Drysdale, a chef at the nearby Wokefield Park Hotel, committing suicide. Upon striking the car at 125mph, the HST essentially took-off and smashed down a few hundred yards down the line, killing 7 and injuring 71.
In 2005, First Great Western, in cooperation with leasing company Angel Trains and MTU of Germany, set about replacing the original Paxman Valenta engines of the 1970's with brand new MTU 16V 4000 engines, intending to extend the life of the HST's by another 20 years. Engine changes began with 43009 and 43004, together with a new livery that is currently worn today. Over the next two years, the Class 43's engines were replaced, the last three powercars, 43002, 43003 and 43034, making their final journeys under their original engines in December 2007.
Today the HST reliability and efficiency has been increased massively thanks to the new MTU engines, and First Great Western continues to carry out widespread operation of these plucky and powerful trains. The company has increased capacity with different Buffet cars, being reduced to Bar/Bistro's, and the conversion of many First Class trailers to Standard Class. In addition, as of September 21st, 2015, First Great Western underwent a major rebrand, taking a leaf from bygone days to change their entire image to the classic Great Western Railway prior to 1948's nationalisation. Sets are now being painted into Brunswick Green, interiors are being refreshed, and the First brand is being dropped from the name, replaced by what is now the new reimagining of the Great Western Railway.
However, time may be running short for HST's on the Great Western, as the new Class 800 Bi-Mode InterCity Express Programme intends to see these 39 year old trains retired by 2025. In the mean time, these services continue to be an integral part of the InterCity network to the South and West of London.
Laminate Floor Installation | Member of National Wood Flooring Association NWFA | Licensed & Fully Insured Flooring Company Ready to Assit you with all Your Flooring Needs.
Laminate Flooring Installation
Hardwood Flooring Installation
Unfinished Hardwood Flooring Installation
Prefinished Hardwood Floor Installation
Engineered Flooring Installation
Sub floor Installation
wood floor sanding
floor refinishing
floor sanding
floor staining
floor repairs
wood floor top coat
wood floor buffing service
wood floor screening and top coat
wood floor bleaching
hard wood floor repairs
wood floor on steps
floating wood floor installation
parquet floor refinishing
parquet floor sanding
parquet floor restoration
pergo floor installation
pergo floor repairs
solid plank hardwood floor
wide plank hardwood floor
wood floor custom work
flooring special installation
white oak floor installation
red oak flooring installation
* All our wood flooring installation and refinishing service comes with 2 year guarantee !
* if you have any questions related to your flooring work feel free to give us a call today !
Laminate Floor Installation | Member of National Wood Flooring Association NWFA | Licensed & Fully Insured Flooring Company Ready to Assit you with all Your Flooring Needs.
htttp://www.laminatefloorsinstallation.com
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
Cara Install Ulang Windows 8 dengan Flashdisk akan dijelaskan dalam pembahasan ini. Jika salah satu kesibukan anda adalah installing program, informasi yang satu ini pasti akan sangat bermanfaat. Kali ini anda akan disuguhkan dengan panduan atau cara install Windows 8 dengan menggunakan...
Compartment under refrigerator, location of two, new, additional AGM batteries. Total capacity now is 440-amp-hours.
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
Coit Tower on top of Telegraph Hill.
The 210-foot (64 m) tower in the city's Pioneer Park, also known as the Lillian Coit Memorial Tower, was built in 1933 using Lillie Hitchcock Coit's bequest to beautify the city of San Francisco; at her death in 1929 Coit left one-third of her estate to the city for civic beautification. The tower was proposed in 1931 as an appropriate use of Coit's gift. It was added to the National Register of Historic Places on January 29, 2008.
The art deco tower, built of unpainted reinforced concrete, was designed by architects Arthur Brown, Jr. and Henry Howard, with fresco murals by 27 different on-site artists and their numerous assistants, plus two additional paintings installed after creation off-site. Although an apocryphal story claims that the tower was designed to resemble a fire hose nozzle due to Coit's affinity with the San Francisco firefighters of the day, the resemblance is coincidental.
History:
Coit Tower was paid for with money left by Lillie Hitchcock Coit, a wealthy socialite who loved to chase fires in the early days of the city's history. The tower took five years to construct. Before December 1866, there was no city fire department, and fires in the city, which broke out regularly in the wooden buildings, were extinguished by several volunteer fire companies. Lillie Coit was one of the more eccentric characters in the history of North Beach and Telegraph Hill, smoking cigars and wearing trousers long before it was socially acceptable for women to do so. She was an avid gambler and often dressed like a man in order to gamble in the males-only establishments that dotted North Beach. Coit was reputed to have shaved her head so her wigs would fit better.
Lillie's fortunes funded the monument four years following her death in 1929. She had a special relationship with the city's firefighters. At the age of fifteen she witnessed the Knickerbocker Engine Co. No. 5 in response to a fire call up on Telegraph Hill when they were shorthanded, and threw her school books to the ground and pitched in to help, calling out to other bystanders to help get the engine up the hill to the fire, to get the first water onto the blaze. After that Lillie became the Engine Co. mascot and could barely be constrained by her parents from jumping into action at the sound of every fire bell. After this she was frequently riding with the Knickerbocker Engine Co. 5, especially so in street parades and celebrations in which the Engine Co. participated. Through her youth and adulthood Lillie was recognized as an honorary firefighter.
Her will read that she wished for one third of her fortune, amounting to $118,000, "to be expended in an appropriate manner for the purpose of adding to the beauty of the city which I have always loved." Two memorials were built in her name. One was Coit Tower, and the other was a sculpture depicting three firemen, one of them carrying a woman in his arms. Lillie is today the matron saint of San Francisco firefighters.
The San Francisco County Board of Supervisors proposed that Coit's bequest be used for a road at Lake Merced. This proposal brought disapproval from the estate's executors, who expressed a desire that the county find "ways and means of expending this money on a memorial that in itself would be an entity and not a unit of public development." Supervisor Herbert Fleishhacker suggested a memorial on Telegraph Hill, which was approved by the estate executors. An additional $7,000 in city funds were appropriated, and a design competition was initiated. The winner was architect Arthur Brown, Jr, whose design was completed and dedicated on October 8, 1933.
Coit Tower was listed as a San Francisco Designated Landmark in 1984 and on the National Register of Historic Places in 2008. Although Coit Tower is not technically a California Historical Landmark yet, the state historical plaque for Telegraph Hill is located in the tower's lobby, marking the site of the original signal station.
Coit Tower was featured in the 1998 film, Dr. Dolittle starring Eddie Murphy.
Design:
Brown's competition design envisioned a restaurant in the tower, which was changed to an exhibition area in the final version. The design uses three nesting concrete cylinders, the outermost a tapering fluted 180-foot (55 m) shaft that supports the viewing platform. An intermediate shaft contains a stairway, and an inner shaft houses the elevator. The observation deck is 32 feet (9.8 m) below the top, with an arcade and sylights above it. A rotunda at the base houses display space and a gift shop.
A teaser trailer for the short 'Installing a Rain Garden'. See the full video at youtu.be/wAMwwz_k5no
The Flickr Lounge-Photographers Choice
These are the fridge installers. They were very informative and explained a few things about the fridge to us. These are the same two who installed my new dryer recently.
*Brickmaker’s dinner to celebrate opening of the Hoffmann kiln.
On Saturday night the directors of J Hallett & Son, Limited, entertained their employees at dinner at the Arcadia Cafe, to commemorate the opening of the Hoffmann kiln which has been installed at the brickworks, Torrensville. There were about 170 employees present, and the Chairman of Directors (Mr John Hill) presided. After full justice had been done to the many good things provided, the usual loyal toast was submitted by the Chairman. Mr G Stratton proposed “J Hallett & Sons Limited” and referred to the enterprise of the company in erecting such an up-to-date plant, which was probably the finest in Australia. The work of constructing the kiln had been entrusted to Mr A Whiting, of Mile End, and it was evident from the results now being obtained that the plans and specifications had been faithfully carried out. The kiln had a capacity of 380,000 bricks, and the weekly output would be 100,000 bricks. Mr Hill responded in behalf of the company, and referred to the excellent support which the proprietors were receiving from the men. In behalf of the proprietary he presented Mr Job Hallett, who was the originator of the business, with some handsome pieces of silverware. Mr Charles Willcox supported, Mr Hallett replied, and referred to the gradual growth of the enterprise from an insignificant concern to its present enormous proportions. Mr T Hallett gave 'The Employees' and spoke of the harmony which existed between the workers and the company. There were men now with the firm who had entered the employ of his father as boys, and they had never experienced any industrial trouble. He also thanked Mr J Grant, of Victoria, for supervising the construction of the kiln. The first round of burning which had been completed that day, had been a complete success. The toast was responded to by Mr Porter. Songs, recitations, and musical items were supplied by Messrs D N McPherson, H H Metters, C Bath, and Jack Cooper. [Ref: Register (Adelaide) 10-6-1912]
*Floods at Welland
At 5 o'clock on Monday morning the Torrens ran a banker at Torrensville and Welland, and, breaking out on the northern side, quickly flooded the brickyards and pugholes, subsequently involving brick-makers in extensive damage.
It is the worst flood since 1915, and it was estimated by Mr J Hallett that the loss all round would run into many thousands of pounds.
Pugholes belonging to the Welland Brick Company, J F Attiah, Hounslow's Riverside Brickworks, A E James, and J Hallett & Sons, Limited, were filled. At Hallett's a large drying shed holding a million and a half bricks was inundated, and as the earth subsided there was a continual rumbling of bricks falling over. Mr Hallett said the loss would amount to more than £3,000. The flood also filled Barry's pughole, at which place three kilns were washed out. The water then came across like a tidal wave to Hallett's, where two holes, one five acres in extent and 20 ft deep, were quickly filled. It is estimated that it will take three weeks before the water soaks away.
The flood waters have caused most loss to householders in the inundated area around New Hindmarsh, Welland South, and Torrensville. Gardens have been submerged, and those who rely on gardening products for a livelihood have lost heavily. The water got into the majority of the properties—some of the houses having a couple of feet of water in them, cellars have been flooded, and edibles damaged, labels washed off jams and sauces. A boat was requisitioned to convey several people to safety. Furniture has been spoiled, and in some cases removed from the homes. [Ref: Observer (Adelaide) 16-6-1923]
*Brickworks and Floods
In view of the decision of the Government to make immediate repairs to the break in the river bank, the directors of Messrs J Hallett & Son, Limited, have decided to commence manufacturing bricks at their Welland works at the earliest possible date. The managers report that the cleaning up after the recent flood is progressing, and they are hopeful of starting operations with one machine early next week. They anticipate having bricks ready for delivery from the Welland yard in about six weeks.
In the meanwhile, to meet the situation and to keep their men employed, they are working the machines at the Torrensville works two shifts a day. [Ref: Observer (Adelaide) 6-10-1923]
*A social was tendered on Saturday evening to Mr Job Hallett (managing director of J Hallett & Son, Limited, of Hindmarsh and Welland) on the eve of his departure for England by the ‘Mooltan’ on Thursday.
Every brick company in the metropolitan area, in addition to the Littlehampton Company, was represented.
In behalf of the gathering Sir Frank Moulden (Chairman of directors of the Metropolitan Brick Company) presented Mr Hallett with a handsome wallet.
The toast of 'Our guest' was honoured at the instance of Mr C B Bourn, who appropriately referred to Mr Hallett's sterling qualities, and also gave a brief and lucid address on 'Unanimity.'
The success of the social was in a large measure due to Mr Bourn's untiring enthusiasm.
Mr Hallett will be accompanied on his trip by Mr G Dabinett, who came to Adelaide 45 years ago with Mr Hallett, as a fellow passenger on the ship ‘John Elder’. They will both visit old haunts at Kingsbury, Somersetshire. [Ref: Register (Adelaide) 4-3-1924]
*New Brickworks
Very good progress is being made with Messrs Hallett & Co's new brickworks at Poonindie, and it is expected that bricks will be on the market in about six weeks' time.
Some little time ago Mr Harris, of Millers Lime Co, took samples of the clay over to Adelaide and had a number of bricks burnt, the result was highly satisfactory. The bricks made are hard and true to shape with very good edges, or "arrisses" as they are technically termed.
The sample bricks are on view at the showrooms of Millers Lime Co, in Waymouth Street, Adelaide, and have been favourably commented on by many leading builders and bricklayers. [Ref: West Coast Recorder (Port Lincoln) SA 24-11-1927]
*Pen Portraits of People-Founder of Brick Firm
At the age of 74 years Mr Job Hallett (managing director of J Hallett & Son Limited brickmakers) is an active worker in the business which he founded about 45 years ago. Mr Hallett was born in Somersetshire, and his only education was at a night school before he came to Australia at the aged of 24 years. As a youth he worked in brickyards in England and Wales. For several months after arrival in this State he was farming at Riverton, but later returned to the brickmaking industry, working at Hindmarsh with the late Mr T T Brown.
Mr Hallett was a young man when he laid the foundation for the present brickmaking business, which is the largest of its kind in South Australia. His first works were at the corner of Chief and Fourth streets, Brompton, in a yard previously operated by the South Australian Brick Company. As he progressed Mr Hallett acquired other yards in the district, some of the smaller ones have worked out since.
Those in existence are at Grange road, Welland, Taylor's road, Torrensville, John street, New Hindmarsh, West Thebarton road. West Thebarton, Coglin street, Brompton Park, and Poonindie, Port Lincoln.
Those works turn out many thousands of bricks a year. Mr Hallett has been managing director since the business was formed into a limited company in 1911. He watches the latest developments in the brick trade: and his one hobby is his work. Mr Hallett was a member of Hindmarsh Council for two years about 20 years ago. [Ref: News (Adelaide) 10-4-1929]
*Danger From Pughole Fire
The Town Clerk (Mr C E Wyett) told the Thebarton Council last night that rubbish tipped into Hallett's pughole, River Road, Torrensville. had caught fire the previous night and there was a danger of its spreading to Hallett and Son’s sheds. The fire was under control, but might smoulder for weeks.
Councillor F G Phelps asked if something could be done to prevent inflammable material being tipped into the pughole by people who visited the site at night with motor cars and motor lorries.
The Mayor (Mr A G Inkley) said that it was difficult to detect offenders. [Ref: Advertiser (Adelaide) 5-10-1939]
*HALLETT - On 27 October at his residence, 9 Grange Road, West Hindmarsh, Job, beloved husband of Caroline Jane Hallett. [Ref: Chronicle (Adelaide) 31-10-1940]
*Death of Mr Job Hallett
Mr Job Hallett, who died recently, was born in Somerset, England, in 1855, and came to South Australia at the age of 22.
He was employed on a farm at Riverton for a short period, but then moved to Hindmarsh, the centre of the brickmaking industry, having had experience in the work in England.
He was employed by the late Messrs Tom Sherring and T T Brown, and in 1890 started brickmaking on his own at Brompton.
In 1904 he took his son, Mr Thomas Hallett, into partnership and expanded the business, which became the limited company, J Hallett & Son Ltd which is now established at Hindmarsh, Welland and Port Lincoln.
The works are the largest of the kind in South Australia and employ 170 men.
Mr Hallett was the first to manufacture roofing tiles successfully in the State. He was a member of the Hindmarsh Corporation, a foundation member of the Masonic Lodge. Hindmarsh (King Edward VII), of which he was a trustee for a number of years.
He leaves a widow, five sons — Messrs Thomas, Jack, Geoffrey. Charles and George Hallett— and one daughter Mr[s] N L Sellars. There are ten grandchildren. [Ref: Advertiser (Adelaide) 1-11-1940]
*Death of the Founder of J Hallett & Son Ltd
Mr Job Hallett, who died recently, was the founder of the firm of J Hallett & Son Ltd, which owns and operates the Poonindie Brickworks.
Mr Hallett had experience in brick making in Somerset, England. 1904 he took his son Tom into partnership and expanded the business, extending to Port Lincoln some 12 years ago. The firm's head works are at Hindmarsh, where 170 men are employed.
Mr Hallett was aged 85. [Ref: Port Lincoln Times (SA) 7-11-1940]
*Poonindie Brickworks Sold
The firm of J Hallett & Son Limited has sold its Poonindie brickworks to Mr M A Bascombe, of Port Lincoln, who took over on Monday.
The works have been operated by the former owners for 27 years. [Ref: Port Lincoln times (SA) 4-11-1954]
The sPHENIX detector under assembly. A crane installs the 20-ton superconducting solenoid magnet atop the lower sectors of the outer hadronic calorimeter. sPHENIX is a radical makeover of the PHENIX experiment, one of the original detectors designed to collect data at Brookhaven Lab’s Relativistic Heavy Ion Collider. It includes many new components that significantly enhance scientists’ ability to learn about quark-gluon plasma (QGP), an exotic form of nuclear matter created in RHIC’s energetic particle smashups.
The sPHENIX detector under assembly. A crane installs the 20-ton superconducting solenoid magnet atop the lower sectors of the outer hadronic calorimeter. sPHENIX is a radical makeover of the PHENIX experiment, one of the original detectors designed to collect data at Brookhaven Lab’s Relativistic Heavy Ion Collider. It includes many new components that significantly enhance scientists’ ability to learn about quark-gluon plasma (QGP), an exotic form of nuclear matter created in RHIC’s energetic particle smashups.
On Oct. 2, 2017, crews install conduits at the on-ramp from Talbot Road to northbound I-405 as part of continuing construction for the I-405/SR 167 Interchange Direct Connector Project in Renton.
Photo Credit: Adam Mason, Smithsonian's National Zoo
On exhibit for the first time in the Washington, D.C. region, the Smithsonian’s National Zoo presents “Washed Ashore: Art to Save the Sea” from May 27 through Sept. 5. Made completely of plastic debris collected from beaches, the colorful and dramatic sculptures of marine animals represent the more than 315 billion pounds of plastic in oceans today and underscore the need for wildlife conservation. Admission to the Zoo and this exhibit is free.
Made possible with the support of Friends of the National Zoo, visitors are invited to get up close to view the sculptures, which range from a 12-foot-long shark and 16-foot-long parrot fish to an 8-foot-wide octopus and a 20-foot-long coral reef. Seventeen sculptures of marine life will be installed along the Zoo’s Olmsted Walk, in the Visitor’s Center and at the Amazonia exhibit. Visitors can see marine animals affected by waste—including sea lions, brown pelicans and corals—on view at the Zoo’s American Trail and Amazonia Science Gallery, respectively.
“We’re excited to bring conservation science and art together to connect our visitors to the impact of trash on ocean health,” said Dennis Kelly, Zoo director. “The Smithsonian’s National Zoo and Conservation Biology Institute is committed to saving marine species and is a pioneer in coral-reef research and conservation. While intricate and captivating, these sculptures are a powerful reminder of our personal role and responsibility in preserving global biodiversity on land and in the sea.”
The ocean produces more than 50 percent of the world’s oxygen, and coral reefs nurture more than a quarter of all marine life. Using procedures similar to those used in human sperm banks, Smithsonian Conservation Biology Institute (SCBI) scientist Mary Hagedorn and her team are global leaders in conserving coral reefs and the ecosystems that they build. Increased greenhouse gases are warming and acidifying oceans across the planet, causing a widespread coral-reef crisis. By pioneering coral cryo-conservation and collecting and storing coral sperm from threatened reefs to produce new colonies in the lab for captive-bred and wild-colony conservation, SCBI is building a potential lifeline for species under threat from climate change, pollution and overfishing. Scientists at the Smithsonian are helping ensure a future for coral reefs and the species that count on them for survival as ocean environments change.
“The National Zoo—America’s zoo—has given us a global platform to present our art to educate a world audience about how plastic pollution is posing a dangerous and perhaps catastrophic threat to the world’s oceans and sea life,” said Angela Haseltine Pozzi, lead artist and Washed Ashore executive director.
Under the leadership of Pozzi, Washed Ashore Project volunteers clean beaches and process the debris into art supplies. To date, thousands of volunteers have processed an estimated 18 tons of garbage collected from more than 300 miles of coastline to create 68 sculptures. As lead artist, Pozzi orchestrates the construction of these towering, striking sculptures of marine life. Each sculpture was created using hundreds of individual pieces, from flip-flops and bottle caps to nylon rope, Styrofoam and lighters.
Based in Bandon, Ore., the Washed Ashore Project is a non-profit dedicated to educating and creating awareness about marine debris and plastic pollution through art. “Washed Ashore: Art to Save the Sea” is a traveling exhibit that has been featured at different locations throughout the country.
Related Programs
Washed Ashore’s “Turtle Ocean” / On view beginning June 8
Sant Ocean Hall / Smithsonian’s National Museum of Natural History
In addition to the 17 sculptures on view at the National Zoo, visitors can see “Washed Ashore: Art to Save the Sea’s” “Turtle Ocean” in the National Museum of Natural History’s Sant Ocean Hall. Created by Washed Ashore director Angela Haseltine Pozzi, “Turtle Ocean” depicts an entangled Hawksbill turtle swimming in an environment of water-bottle sea jellies and beached flip-flop anemones along with marine-debris seaweed and coral made of old buoys, crates and buckets. Hawksbill sea turtles face many threats, including mistakenly ingesting marine trash for food. All six species of sea turtles found in U.S. waters are threatened or endangered. The Sant Ocean Hall is the Museum’s largest exhibit, providing visitors with a unique introduction to the majesty of the ocean. The hall’s combination of 674 marine specimens and models, high-definition video and the newest technology allows visitors to explore the ocean’s past, present and future. For World Oceans Day programming at the Sant Ocean Hall, visit the Museum’s website. For more ocean information, visit ocean.si.edu.
World Oceans Day Celebration
June 11; 10 a.m. – 2 p.m.; National Zoo
It is not just marine animals who depend upon the ocean for survival. Visitors can celebrate World Oceans Day at the Zoo with educational activities, animal demonstrations and crafts.
# # #
Vannes [van] est une commune française située dans l’ouest de la France sur la côte sud de la région Bretagne. La ville, située en Basse-Bretagne, est la préfecture du département du Morbihan, et le siège d'une agglomération de 135 882 habitants. Centre économique et destination touristique1 à la tête d’une aire urbaine de 144 353 habitants au 1er janvier 2008i 1, et d'une population municipale de 52 683 habitants au 1er janvier 2009i 2, Vannes est la 4e agglomération de la région Bretagnei 3 en nombre d'habitants, et le 3e pôle universitaire de Bretagne. La ville est bâtie en amphithéâtre au fond du golfe du Morbihan ; la vieille ville est enfermée dans ses remparts, groupée autour de la cathédrale Saint-Pierre ; elle a été aménagée en zone piétonne et offre des commerces installés dans des demeures à pans de bois.
Après la guerre qui opposa les Vénètes aux légions de César, l’administration romaine fait de Darioritum, nom antique de la ville, la civitas des Vénètes à la fin du Ier siècle av. J.-C. sous le règne d'Auguste2. La ville accueille l’évêché et les ordres religieux catholiques en 465 lors du concile de Vannes. Ce concile consacre Patern, saint patron de la cité, saint fondateur de Bretagne et premier évêque attesté de Vannes.
Au cœur d'un comté qui forme un espace-frontière, la cité est conquise en 578 par le roi Waroch II qui organise le Bro Waroch, espace politique dont Vannes est la capitale. La position centrale de Vannes en Bretagne-sud confère à Vannes et à ses chefs politiques et religieux un rôle prédominant. Les comtes et évêques de Vannes sont des personnages clés de l'équilibre entre la Bretagne et la France.
Ville du missus Nominoe, cité royale de Bretagne à la fin du Ier millénaire, Vannes devient après la guerre de Succession de Bretagne le siège de la puissance ducale. Théâtre de l'Union de la Bretagne à la France en 1532, Vannes connaît un essor religieux exceptionnel au cours des XVIe et XVIIe siècles avant de sombrer dans la langueur jusqu'aux années 1870 et l'installation de régiments. L'après Première Guerre mondiale marque le temps des mutations alors que l'après Seconde Guerre mondiale marque celui de la croissance économique et démographique.
Vannes, la cité des Vénètes, constitue un point de départ pour les excursions vers la célèbre « petite mer ». Quant à la vieille ville médiévale regroupée autour de sa cathédrale Saint-Pierre et entourée de remparts, elle est visitée pour son patrimoine architectural5. Ce quartier compte de nombreuses rues piétonnes surplombées par de très vieilles maisons bretonnes aux poutres apparentes.
À la fin de l’Empire romain, la ville est couramment appelée civitas Venetum , « la cité des Vénètes », d'après le nom du peuple dont sont issus ses premiers habitants. Ce phénomène (l'abandon de l'ancien nom gaulois et l'adoption d'une nouvelle appellation évoquant le nom des habitants) affecte vers le IVe siècle la plupart des anciennes cités gauloises de la moitié nord de la France : ainsi, Paris, ancien Lutetia, vient du nom des Parisii ; Nantes, ancien Condevincum , de celui des Namnètes. Ces mutations toponymiques sont intervenues à une époque où la solidité de l'empire romain s'effondrait.
Du gaulois latinisé Venetī, « les Vénètes » est un nom ethnique qui paraît contenir la racine « wen » (sanskrit van-o-ti « il aime », van-a « charme », latin ven-us et Venus, allemand wonne « joie », etc.), et signifier « les amis, les compatriotes »21.
Dans le Notitia Galliarum, compilation du IVe siècle des cités gauloises sous la Tétrarchie, l'auteur nomme la Cité des Vénètes située dans la gaule lyonnaise III : In provintiis gallicanis quæ ciuitates sint, Provintia Luddunensium Tertia : Ciuitas Venetum. Dans le Notitia Dignitatum, compilation par un auteur anonyme du Ve siècle de toutes les dignités tant civiles que militaires de l'Empire romain, l'auteur nomme Benetis comme capitale du préfet militaire : Sous les ordres de l’honorable duc de la division Armoricani et Nervicani : - Le commandant des soldats maures chez les Vénètes, à Benetis.
Au cours du Moyen Âge, Venetis devient Vennes, par accentuation sur la première syllabe qui entraîne la disparition du "T"22. Cette orthographe va subsister jusqu'au XVIIIe siècle, où les deux orthographes sont nommées conjointement dans les écrits de l'époqueNote 1. Durant cette période, la ville porta également d'autres noms : 'Vénéda (en 818), Guéned ou Guenette, Vanes (vers 1300), ...
Le nom breton de la ville provient lui aussi du nom des Vénètes, le nom Venetis évoluant en perdant sa terminaison-is et la consonne initiale se transformant de V en GW. Ce nom se prononce Djuened en breton et s'écrit Gwened ou Wened. Certains ont été tentés de traduire, de façon strictement littéraire, le nom breton de la ville en français, et l'on interprété comme signifiant Blé Blanc23 (Gwenn = Blanc; Ed = Blé). En 2008, dans un communiqué du maire François Goulards 1, s'exprimant sur la culture bretonne, on retrouve aussi cette tentative d'y voir le mot breton "gwenn", et de donner à Gwened la signification de La Blanche.
L'orthographe Vannes est conservée dans la majorité des langues utilisant les caractères latins, mais les langues celtiques comme le gallois ou le gaélique privilégient la forme bretonne Gwened.
La ville de Vannes est fondée lors de la Conquête romaine de la Gaule. Le peuple des Vénètes est soumis par César en 56 av. J.-C.. Sous l’Empire romain, elle est appelée Darioritum, mais reprend le nom du peuple dont elle est la civitas à la fin de l’Empire. Des colons bretons (venus de l’actuelle Grande-Bretagne) ainsi que des soldats maures sont installés à cette époque pour protéger la région des pirates saxons. C’est aussi entre le IIIe siècle et le Ve siècle que la ville se fortifie et se christianise.
En 465, un concile régional se tient à Vannes et consacre Saint Patern comme le premier évêque de la ville : c'est la naissance de l'évêché de Vannes. Conquise en 578 par Waroch II, la ville devient la capitale du royaume du Bro Waroch, avant d’être rattachée à la Bretagne en 851.
En 753, le roi des Francs Pépin le Bref vainc les Bretons et prend Vannes. Pour contenir les Bretons, il organise une zone-tampon sous administration militaire, la Marche de Bretagne composée du Vannetais, du Nantais, du Rennais et d'un bout du Maine. Vannes en est une des capitales. L'empereur Louis le Débonnaire réunit en septembre 818 son armée à Vannes (alors souvent appelée Veneda ou Venedia) avant de la lancer à l'assaut des forces du roi Morvan Lez-Breizh qui l'avait défié.
Ville du missus Nominoë, Vannes est une des cités royales de l'éphémère royaume de Bretagne. En partie détruite lors des invasions normandes au Xe siècle, la ville connaît de nombreux sièges jusqu'à la fin de la guerre de Succession de Bretagne avant de devenir la résidence préférée des ducs Jean IV et Jean V.
La Chambre des comptes est créée à Vannes et y siège jusqu'en 1491-1499 ainsi que le parlement de Bretagne qui devient souverain en 1485. Le Parlement reste à Vannes jusqu'en 1553, date à laquelle Nantes et Rennes se le disputent. Vannes est la première capitale de l'État breton et le siège de son administration supérieure. La ville reste pourtant de taille modeste.
Lors de la Révolution française, la ville est partagée entre la Nation et la Chouannerie. Préfecture du Morbihan, Vannes continue son développement depuis le XIXe siècle malgré l’activité maritime qui s’effondre à la même époque. À partir des années 1870, la ville se dote de nouveaux bâtiments publics et connaît un regain d’activité avec l'arrivée du chemin de fer et l’installation de régiments.
La cité des Vénètes se base sur une histoire vieille de plus de 2 000 ans afin de faire vivre des événements culturels tout au long de l'année. Parmi ceux-ci, on peut trouver des événements consacrés à l'histoire de la ville et à son patrimoine ainsi que des festivals musicaux et des salons.
Festi’Vannes53
Festival de musique fondé en 2002. Ce festival de musique se déroule dans les bars du centre-ville de Vannes au mois d'avril, il est ouvert à tous les styles de musiques.
Tradi deiz (www.kendalch.com)
En avril, Kendalc'h orgarnise à Vannes une journée spéciale pour les cercles celtiques de toute la Bretagne, de la Loire-Atlantique et de l'Île-de-France, qui sont évalués dans des épreuves de danses traditionnelles ; un grand défilé se tient en fin de journée et tous se rejoignent au jardin des remparts pour les résultats des épreuves et une danses des milles.
Semaine du Golfe
Fête maritime se déroulant tous les deux ans avant la semaine de l'Ascension dans les communes littorales du golfe du Morbihan.
Salon du livre en Bretagne
En juin, le Salon du livre, créé en 2008, se situe dans les jardins des remparts.
Fêtes historiques de Vannes
Manifestation en juillet retraçant les grandes périodes de l'histoire de la ville.
Jazz à Vannes
En juillet/août, le festival de musique jazz, créé en 1980, est organisé par la ville de Vannes.
Fêtes d’Arvor
En août, les Fêtes d’Arvor mettent en avant la culture bretonne.
Festival La mer en images
Exposition consacrée aux photos maritimes.
Motocultor Festival
À la fin du mois d'août, la ville de Vannes voit déferler les énergiques fans de metal qui se rendent au Motocultor Festival (open air depuis 2010) durant trois jours.
Santé
Le Centre hospitalier Bretagne Atlantique (hôpital P. Chubert) est situé Boulevard Maurice Guillaudot à proximité de la gare, au nord. Il existe également plusieurs cliniques dans l'agglomération, dont la Clinique Océane, rue Joseph Audic.
Sports
La pratique du sport dans l'agglomération vannetaise est diversifiée. La situation de la ville au bord du Golfe est propice aux activités nautiques. En outre, la municipalité souhaite encourager sa population à pratiquer toutes les disciplines grâce à l'existence de nombreux complexes sportifs.
Les équipements sportifs de la ville s'étendent sur 71 hectares dont 190 000 m² de terrains gazonnés, 81 000 m² de plateaux d’EPS, 40 000 m² de surfaces bâties, ainsi que des équipements sportifs privés conventionnés : quatre terrains de football (22 000m²) et sept salles de sports (1 700m²).
Complexes polyvalents
complexe UCK-NEF du Bondon :
L'association UCK-NEF56, née en 1922 de la fusion de L'Union Clisson Korrigan (1906) et des Nouvelles Équipes Féminines (1946), est installée dans son complexe omnisports de 3 300 m² situé dans le quartier du Bondon au nord du centre ville. L'UCK-NEF compte huit associations sportives fédérées et environ 1 300 licenciés. Parmi les huit associations se trouve une section Volley-Ball qui propose des entraînements dans trois complexes vannetais : UCK-NEF, Kercado et Richemont. L'équipe masculine du Vannes Volley-Ball, née en 2006 de la fusion de l'UCK-NEF et du Véloce Vannetais, évolue la session 2008/2009 en National 3.
Centre Sportif de Kercado :
Plus grand complexe sportif de Vannes, le Centre Sportif de Kercado est situé à l'ouest de la ville, accolé au lycée Alain-René Lesage et au campus de Kercado ( IUT de Vannes). Le complexe est composé de trois salles de sports, une salle spécifique de gymnastique, une salle d'armes, un pas de tir à l'arc couvert, un terrain d'honneur de football, deux terrains stabilisés, un terrain gazonné de football en salle, une piste d'athlétisme en résisport, une piste d'athlétisme en enrobé, neuf courts de tennis extérieurs, un parcours sportif, cinq plateaux d'EPS, un stand de tir à l'arc, un skatepark et une aire de lancer d'athlétisme.
Complexes de Tennis :
Il existe deux grands complexes consacrés au tennis. D'une part, le complexe de tennis du Pargo, comportant cinq courts couverts et deux courts extérieurs, qui est le siège du Tennis Club Vannetais. D'autre part, le complexe de tennis de Kérizac/Ménimur comportant deux courts couverts et deux courts extérieurs et dont le club résidant est le Vannes Ménimur Tennis Club.
Stades
Le Stade de la Rabine
Stade de la Rabine, Complexe Sportif du Perenno et Stade du Foso
Le Stade de la Rabine, plus grand stade de football de Vannes est le lieu des rencontres du Vannes Olympique Club, club fondé en 1998 par fusion du « Véloce Vannetais » et du « FC Vannes » (ex-UCK) et évoluant pour la saison 2009-2010 en Ligue 2 après avoir fini Champion de France de National lors de la saison 2007-2008. Le complexe sportif du Perenno, siège du club situé sur la commune voisine de Theix, et le Stade du Foso, sont réservés aux entraînements des joueurs professionnels ainsi qu'aux autres équipes du club. Le complexe du Foso qui accueille l'équipe de football américain des Mariners de Vannes, comporte également une piste d'athlétisme en enrobé, trois plateaux d'EPS (basket-ball, handball et tennis), une structure artificielle d'escalade ainsi qu'un boulodrome.
Stade Jo Courtel :
Le complexe Jo Courtel, composé d'un terrain d'honneur de rugby et de deux autres terrains de rugby, accueille les matchs et les entraînements du Rugby Club Vannetais, club de rugby à XV évoluant depuis la saison 2007-2008 en Fédérale 1.
Work crews are installing a new underground power supply that will power the Evergreen Line in Port Moody. This is also taking place in Burnaby and Coquitlam.
How to fix “unknown url type: https” error in easy_install
If you would like to use this photo, be sure to place a proper attribution linking to xmodulo.com
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
Almost everyone had experienced food outside, eat outside, cook outside, sleep outside and play outside. So why not have your shower outside?
Reference: quintessentialplumbing.com.au/5-things-you-have-to-consid...