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This rare one off 1954 Aston Martin DB2/4 by Bertone is one of seven built by Bertone, and is the only coupe of the seven. Powered by a modified 2.9L, 140hp engine, and seen and photographed at the 2024 Greenwich Concours Show. Here is it's story by Sotheby's:
The tale of Stanley H. “Wacky” Arnolt II is well-known to sports car enthusiasts, but bears a rapid repeating: The Warsaw, Indiana businessman made his first fortune as a manufacturer of marine engines, then branched into the selling of British automobiles in Chicago in late 1950. In 1952 he commissioned Italian coachbuilder Bertone to build a limited run of custom-bodied MG TDs, known as Arnolt-MGs, for sale through his showroom. This relationship soon expanded, with Bertone collaborating with “Wacky” on, most famously, the Arnolt-Bristol, as well as Bertone-bodied Alfa Romeos, Bentleys, Ferraris, and other fabulous coachbuilt creations.
There were seven Aston Martins dressed by Bertone under Arnolt’s auspices, or, as the relentlessly self-promoting Arnolt would have preferred they be known, Arnolt-Aston Martins. Their designs differed from series to series and car to car, but DB2/4 chassis number LML/765 is the only coupe. It was and remains a thing of beauty, with lines that are more crisp and elegant than some of the other Bertone creations, arguably more finely tailored and cohesive and especially striking as a coupe. As noted by historian Stanley Nowak in his article on the Bertone Astons in Automobile Quarterly, Vol. 26 No. 4, the car’s dramatic creases in its flanks and a pronounced wraparound rear window were both signature touches of Bertone’s Franco Scaglione.
Build records at Aston Martin Dorset indicate that LML/765 was commissioned by Arnolt on 20 August 1954 for “Monsieur Henrey Pagezy” of Paris and delivered on 7 January 1955. Given the somewhat mangled spelling, it is believed that this client was actually Henri Pigozzi, founder of Société Industrielle de Mécanique et Carrosserie Automobile, better-known as Simca. This is likely, as a few features on LML/765, most notably the taillights, were borrowed from Simca automobiles—an impressive signature.
According to Nowak, Arnolt’s Bertone representative claimed that the coupe was intended to have been the first in a small run of cars, but by the time it appeared Aston Martin had refused to supply any more chassis to the effort. Supporting this statement, the car was shown, well after its completion, at both the 1957 and 1958 Turin Motor Shows—finished in white and then in blue, respectively—each time on the Bertone stand. It is believed that the coachbuilder borrowed the car back both years in an effort to entice Aston Martin to consider them as a new firm to develop the upcoming DB4, a role that eventually went to another Italian coachbuilder, Touring of Milan.
The Bertone coupe later made its way to the United States in 1976, into the hands of John G. Gyann. It was subsequently owned by Dr. Jim Pavlatos of Palos Heights, Illinois, and restored under his care, then passed through the hands of Chicago-based sportscar dealer Bill Jacobs and the Blackhawk Collection. In 1987, it was acquired from Blackhawk by Roger Karlson of California, who would own the car for eleven years and spent much time and spared no expense meticulously sorting the mechanicals of the largely cosmetic restoration that had been undertaken prior to his ownership. The car was shown later in 1987 at Pebble Beach while under Mr. Karlson’s ownership.
In 2019, the special Bertone Aston was acquired by the current owner, who commissioned Aston Martin specialists Kevin Kay Restorations in Redding, California to undertake a full concours restoration. As part of this work, the car was faithfully returned to its “show stand-correct” metallic blue shade, matched to traces of the original finish located below the headlight bezels and in the trunk area. In addition, the correct front bumper and taillights, which had been modified over the years, were fabricated to replicate the original 1955 units, as was the bonnet trim, sun visors, and much of the interior trim hardware. Down to the original red exhaust tip, visible in a surviving 1958 color photograph, no small detail was overlooked during this extensive restoration, which cost over $800,000 and was completed just in time for the Pebble Beach Concours d’Elegance in 2023. The restored car retains its original numbers-matching drivetrain, per its build documentation, with the original engine having been rebuilt to a high-output specification with elevated compression, DB MK III-style valves and camshafts, and an uprated oiling system.
At completion of the work, the car was debuted at the 2023 Pebble Beach Concours d’Elegance, where it was honored with First in Class, a remarkable achievement. It has yet to be shown publicly since, leaving the door open for the next caretaker to enjoy participation in virtually any top-level concours event on the planet. In fact, the Bertone Aston has already been invited to be displayed and compete at the Concorso d’Eleganza Villa d’Este. Accompanying the sale is a document file featuring restoration photographs and invoices, as well as a copy of the Automobile Quarterly article and other historical information, including a detailed letter account by dedicated former owner Roger Karlson.
This unique Aston Martin DB2/4 is a singular and exquisite automobile, representing the epitome of English sporting heritage, but inspired by American ingenuity, passion, and ambition, and styled and built by Bertone and Italy’s finest artisans. In so many ways, the Bertone Aston represents the ultimate iteration of company owner David Brown’s “gentleman’s express.” A lively, smooth performer, it is a consummate English gentleman indeed, but clothed in a bespoke Italian suit.
Leica M8, Elmar (collapsible) 90/4. Previous generations, in fact, almost all of humanity from its beginnings hundreds of thousands of years ago, did not only face death, as we all do, but also the extinction of their memory. With the invention of writing, things improved for a small minority. Today, however, with the digitalisation of all personal data, books, invoices, messages, biographical records and images included and, importantly, their storage across the world in electronic memory banks, parts of what constitutes our memory and what used to be our "paper trail" will now in all likelihood, as long as there is humanity, survive. And since AI will be around with its ability to search through billions of billions of data, we can be sure that remnants of the memory of us will be "harvested", processed and re-appropriated by the living. We will continue to be "around" somehow, just like ghosts, just like the dead in Hades visited and interrogated by Odysseus. It is a strange feeling.
For my video; youtu.be/3qit9JmyRrc?si=jWkWxfPC_AiRaecG
Edmonds City Fair Classic Car Show 2024,
Eastburn, Burnaby, British Columbia, Canada.
1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp)
New invoice price $2625.00 in Pennsylvania. March 14, 1958. Sales tax exempt.
The Volkswagen Type 2 is a forward control light commercial vehicle introduced in 1950 by the German automaker Volkswagen as its second car model. Known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Volkswagen Station Wagon(US), Bus (also US), Camper (UK) or Bulli (Germany), it was given the factory designation Type 2 as it followed – and was initially derived from – Volkswagen's first model, the Type 1 (Beetle)
Basilica di S.Ambrogio -Ciborio e paliotto
At the center of the Sanctuary is the altar canopy ,unique monument that the latest studies assign to the ninth century .
Rests on four porphyry columns ( of Roman materials taken ) with marble capitals formed by baskets with angular scrolls ,the canopy is adorned with colored stucco (half of the century X ) of Lombard-Byzantine invoice .Under the ciborium there is the greatest work of art of the Basilica ,the frontal or golden altar (protected ) work of Carolingian Jewelery due to Volvinio teacher and the gift of Archbishop Agilberto II ,consists of gold plates in the front and silver-gilt in the rear ,worked to chisel and divided into panels by bands of enamels with buds in the front face .
Al centro del presbiterio c'é il ciborio ,singolare monumento che gli studi più aggiornati assegnano al IX sec.. Poggia su 4 colonne di porfido ( materiale di spoglio di età Romana ) con capitelli marmorei formati da cestelli con volute angolari . Il baldacchino é ornato di stucchi colorati ( metà del sec.X ) di fattura Lombardo -Bizantina.
Sotto il ciborio c'é la maggior opera d'arte della basilica ,il paliotto o altare d'oro ( protetto ) lavoro di oreficeria di età carolingia ,dovuta al maestro Volvinio e dono dell'Arcivescovo Agilberto II ,é composto di lamine d'oro nella facciata anteriore e d'argento dorato in quella posteriore , lavorate a cesello e divise in riquadri da fasci di smalti con gemme nella fronte anteriore
( ed. Touring )
I was hunting out a few new spots down at North Cottesloe last Saturday afternoon. It started off being very bright and I did'nt the think would much point in hanging around, but then a massive black storm front came from the north east and provided a nice dramatic backdrop to the rock ledge I found.
L'església de Sant Pèir d'Escunhau és una església d'origen romànic del segle XI, situada a la part alta del nucli urbà d'Escunhau, del municipi de Vielha e Mijaran, a la Vall d'Aran.
L'element més destacat és la portada romànica, del segle XII, del mur de tramuntana, el conjunt de la qual forma un parament avançat respecte al cos de la façana. La porta és formada per tres arquivoltes d'arc de mig punt, sostingudes per dues columnes per banda, amb els capitells i les bases treballats. El capitell de l'esquerra està decorat amb caps humans mentre que el de la dreta mostra quatre fileres d'arcuacions. Una imposta recorre tota la portalada i a nivell del primer capitell està decorada amb fullatge. Al timpà hi ha un Crist a la creu, de factura primitiva. El parament és coronat per un fris centrat per un crismó, amb una estrella a cada banda i una creu grega encerclada a tots extrems. La porta, de fusta, és d'un sol batent i presenta restes de pintura blanca i roja. El pany, l'anella i els forrellats són de ferro forjat, decorat amb incisions que formen dibuixos geomètrics, d'espigues i rombes.
The church of Sant Pèir de Escunhau is a church of Romanesque origin from the 11th century, located in the upper part of the urban center of Escunhau, in the municipality of Vielha e Mijaran, in the Val d'Aran.
The most outstanding element is the Romanesque portal, from the 12th century, from the Tramuntana wall, the whole of which forms an advanced facade with respect to the body of the façade. The door is formed by three archivolts with a semicircular arch, supported by two columns on each side, with capitals and bases worked. The capital on the left is decorated with human heads while the one on the right shows four rows of arches. An impost covers the entire front and at the level of the first capital is decorated with foliage. In the tympanum there is a Christ on the cross, of primitive invoice. The wall is crowned by a frieze centered by a Chrismon, with a star on each side and a Greek cross surrounded at all ends. The door, made of wood, with a single leaf and has remains of white and red paint. The lock, the ring and the locks are made of wrought iron, decorated with incisions that form geometric patterns, of spikes and rhombuses.
La iglesia de Sant Pèir de Escunhau es una iglesia de origen románico del siglo XI, situada en la parte alta del núcleo urbano de Escunhau, del municipio de Vielha e Mijaran, en la Val d'Aran.
El elemento más destacado es la portada románica, del siglo XII, del muro de tramontana, el conjunto de la que forma un paramento avanzado respecto al cuerpo de la fachada. La puerta está formada por tres arquivoltas de arco de medio punto, sostenidas por dos columnas a cada lado, con los capiteles y las bases trabajados. El capitel de la izquierda está decorado con cabezas humanas mientras que el de la derecha muestra cuatro hileras de arcos. Una imposta recorre toda la portada y a nivel del primer capitel está decorada con follaje. En el tímpano hay un Cristo en la cruz, de factura primitiva. El paramento es coronado por un friso centrado por un crismón, con una estrella en cada lado y una cruz griega rodeada todos extremos. La puerta, de madera, de un solo batiente y presenta restos de pintura blanca y roja. La cerradura, la anilla y los cerrojos son de hierro forjado, decorado con incisiones que forman dibujos geométricos, de espigas y rombos.
1984 Lancia HPE Volumex.
Last taxed in June 2017 and last MoT test expired in June 2018.
Anglia Car Auctions, King's Lynn -
"V5 Present
MoT Jun 2018 - Expired
Chassis number: ZLA828BF00949019
"The Lancia Beta HPE was one of the more stylish estate cars of the 1970s and 1980s, and in Volumex form, as here, also featured supercharging. Survivors are very rare now.
"This example dates from the final year of the model, having been registered in December 1984. It has been stood for around four years but was in daily use before then according to the vendor. However, before its lay‑up, its engine was rebuilt, at a cost of £3629. There is a bill for this in the history file. The current mileage is recorded by the odometer as 72,511 miles, which can be, for the most part, warranted by the paperwork.
"The history folder includes the V5C plus some past V5Cs. The MoT certificates date from 2000 to 2007, 2010 to 2012 and 2014 to 2017. There's a selection of invoices dating back to 2000 as well as a copy of Auto Italia magazine from November 2007 which features the car. In addition, there's a range brochure and the original book pack with owner's manual, service directory, radio instructions, dashboard warning graphics card and service book. There are stamps in the service book up up to 57,938 miles. A spare set of keys is also present."
Sold for £6480 (including premium). It was offered with no reserve.
En 1775, l’orgue de la basilique Notre-Dame la Daurade fut vendu à la cathédrale de Pamiers.
Quelques années plus tard, en 1815, la paroisse achète l’orgue de Longages pour la somme de 6.000 francs, et Campardon s’engage à construire un orgue en réutilisant cet instrument pour les claviers de Positif, Récit et Pédale.
En 1819, Antoine Peyroulous est chargé de construire le clavier de Grand Orgue de l’orgue précédent pour la somme de 15.500 francs. (Campardon demandait 18.000 francs !) Cet instrument, dont les dimensions nous sont inconnues, ne donna pas satisfaction bien longtemps puisqu’en 1861, la Fabrique charge Émile Poirier et Nicolas Lieberknecht de reconstruire l’orgue.
L’instrument sera réceptionné le 28 janvier 1864 par Debat-Ponsan fils (organiste de Notre-Dame la Daurade) Joseph Leybach (organiste de Saint-Etienne), et Auguste Massis (organiste de Saint-Sernin). C’est L. J. A Lefébure-Wély qui inaugure l’orgue, le 18 février 1864. En 1866, Debat-Ponsan fils meurt, Georges Debat-Ponsan, âgé de 14 ans, est nommé organiste provisoire, il sera titularisé en 1873. L’orgue sera ensuite restauré par Eugène Puget en 1889 et ré-inauguré par Georges Debat-Ponsan.
En 1897, les claviers de Récit et de Pédale seront tubularisés par Jean-Baptiste Puget à la demande du titulaire. Enfin, en 1947, Maurice Puget effectuera des réparations et modifiera quelques jeux du Positif et le Cor anglais du Récit. La restauration complète de l’instrument sera confiée en 1990 aux facteurs Jean-Loup Boisseau et Bertrand Cattiaux, avec retour à la disposition d’origine. Ces travaux seront inaugurés les 3 et 4 octobre 1992 par Michel Bouvard, Jean Boyer, Jan Willem Jansen et Philippe Lefèbvre.
Cet orgue est aujourd’hui l’un des plus beaux représentants de la facture dite de transition, avec des jeux issus de la grande tradition française du XVIIIe siècle : grand plein jeu, grand chœur d’anches, cornets (celui du GO a son rang de 8’ ouvert) voisinent avec ceux qui font déjà l’orgue romantique : gambes, salicionals, flûtes harmoniques ; on y notera encore un clavier de Récit pavillonné alors que les deux claviers principaux sont encore coupés au ton, ainsi que quelques jeux typiques de cette facture : Euphone et Cor Anglais à anches libres.
In 1775, the organ of the Notre-Dame la Daurade basilica was sold to the cathedral of Pamiers.
A few years later, in 1815, the parish bought the Longages organ for the sum of 6,000 francs, and Campardon undertook to build an organ by reusing this instrument for the keyboards of Positif, Récit and Pédale.
In 1819, Antoine Peyroulous was commissioned to build the Grand Orgue keyboard of the previous organ for the sum of 15,500 francs. (Campardon asked for 18,000 francs!) This instrument, the dimensions of which are unknown to us, did not give satisfaction for long since in 1861, the Fabrique commissioned Émile Poirier and Nicolas Lieberknecht to rebuild the organ.
The instrument will be received on January 28, 1864 by Debat-Ponsan son (organist of Notre-Dame la Daurade) Joseph Leybach (organist of Saint-Etienne), and Auguste Massis (organist of Saint-Sernin). It was L. J. A Lefébure-Wély who inaugurated the organ on February 18, 1864. In 1866, Debat-Ponsan son died, Georges Debat-Ponsan, aged 14, was appointed provisional organist, he was established in 1873. L he organ will then be restored by Eugène Puget in 1889 and re-inaugurated by Georges Debat-Ponsan.
In 1897, the Récit and Pédale keyboards were tubularized by Jean-Baptiste Puget at the owner's request. Finally, in 1947, Maurice Puget carried out repairs and modified a few stops of the Positif and the English horn of the Récit. The complete restoration of the instrument will be entrusted in 1990 to organbuilders Jean-Loup Boisseau and Bertrand Cattiaux, with a return to the original layout. These works will be inaugurated on October 3 and 4, 1992 by Michel Bouvard, Jean Boyer, Jan Willem Jansen and Philippe Lefèbvre.
This organ is today one of the finest representatives of so-called transitional construction, with stops from the great French tradition of the 18th century: grand plein jeu, grand reed choir, cornets (that of the GO has its own row of 8' open) are next to those which already play the romantic organ: gambas, salicionals, harmonic flutes; there is still a flagged Récit keyboard while the two main keyboards are still cut to the tone, as well as some stops typical of this invoice: Euphone and Cor Anglais with free reeds.
A old Sir and his parrot , He is the man of hurdy-gurdy ..
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Today I'm like he ...
On 30/1 paid my Pro account , 31/1 received and email confirming my paid with the copy of invoice .
Today , they says my account is not pro more !!! they want I renew again , pay again !!!!!!
Sent email to Flickr help more early ..made an search in forum of help , I saw some brasilian people with similar problems ... I'm very upset ; (
Someone have some tip that I can make .... please ...
Thanks!
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Hope he is more happy this year, this shot it was taken more than year ago ...I think he was not a happy sir..
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~Winner on Second place on MARCH challenge - SPARE CHANGE? /2013 on group ~Stealing Shadows~ Thank you so much !
I'm really sorry to all my friends today. I've spent all night doing paperwork and month end invoicing. I'm not able to comment or fav any photos tonight. I'll be back on tomorrow... About this photo,
I went up to the top of Christmas Hill on Sunday to get some photos of the city. When I saw a European Wall Lizard. They are so fast and skiddish that they are hard to get a photo of. This one just stopped and looked at me so I got it's photo. I also got a photo of a snake a few minutes later. I'll post those photos tomorrow.
I'm so happy I finally got a photo of one of these lizards. I was told that there was a zoo in Central Saanich back in the day and the zoo let their lizards go free in the wild and now they are everywhere.
I hope everyone has a great day tomorrow too. 😃
Pottery Barn
Check out the brand new video for this very unique location at the link below!!
Judging by the rather bland exterior, if you drove by this abandoned building you might not give it a second thought. Looking like an old garage or maybe a large falling down wooden shed, you would be mistaken to think this would be a boring location. Once inside you realise how unique and special this one really is!
This somewhat smaller building was last used as a ceramic studio/storefront. As far as I can tell the building has not been used in at least a couple of decades and judging by the bay door, leftover invoices and all the car parts in the attic, this building was used as an automotive shop before being converted into an art studio. It was absolutely jam packed full of greenware (unfired ceramics), ceramic moulds as well as finished ceramics. The artist just locked the door one day and never returned. An absolute joy of a time capsule to explore and just so unique.
I took a few minutes to take some quick photos of Victoria's inner harbor today on my way to deliver my invoices.
Porsche 993
- One of only 787 examples specified with the M002 Strassenversion package and M470 small rear wing from new
Powered by a 3.8-liter flat-six mated to a six-speed manual transmission
- German-delivery example finished in desirable Black over a Black leather interior with air conditioning and power windows from new
- Accompanied by a history file with nearly €40.000 in service invoices
- Homologation pedigree while maintaining the 911's renowned usability
- Hailed as the ultimate road-going naturally aspirated, air-cooled Type 993 variant
Broad Arrow’s Zoute Concours Auction
Approach Golf - Het Zoute
Estimated : € 300.000 - 350.000
Sold for € 276.000
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
With a model database of dozens of 100 dogs and cats I offer commercial and editorial pet photography on a commissioned basis. And with a pet picture database of more than 1400 images, I might already have what you are looking for. All pictures here can be licensed.
For licensing and commission requests: info@elkevogelsang.com
________________________
Elke Vogelsang
Commercial and editorial pet photographer
info@elkevogelsang.com
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All pictures: © Elke Vogelsang
20200219_Louie_WhenTheHeatingContractorSentHisInvoice_CUTO
1978 Aston Martin V8 auto.
Tax expired on 1st August 2023.
Anglia Car Auctions, King's Lynn -
"Chassis number: V811803RCAS. Registered in May 1978, this Aston Martin V8 is showing 73,525 miles and has an MoT through to January 2024. Previously blue, the Aston's colour was changed to its current red during May 1981. The vendor notes recent reconditioning work as including the brake servos overhauled, front and rear calipers reconditioned, EBC red pads fitted to front brakes, electronic servo pump fitted, air pump dismantled and refitted, wheels reconditioned and four new tyres fitted, plus a new water pump. The bills for 2023 add up to over £10,000, with the invoices in the paperwork file. There's also other bills from 2012 and 2014, a print-out of the online MoT information back to 2006 and the current MoT certificate, along with a list of work carried out between June 1985 at 33,187 miles and June 2002 at 69,365 miles."
Estimate: £44,000 - £48,000. Sold for £45,900 including premium.
Originally installed in a smaller room at CU's Heritage Center, this year a team of builders (myself included) was tasked with disassembling the entire installation to move it to a larger room where it was reassembled and expanded.
Now it is possible to wall around the entire display to view the LEGO campus from all angles. New scenes and landscaping were added, along with motion activated lighting.
This is a permanent display now. Each year, new buildings and scenes will be added. The flatirons mosaic and The Hill builds will be installed in the same room along the side walls in the coming months.
If you're in Colorado, you can view the entire, permanent installation during open hours at Old Main for the Hit the Bricks exhibit on campus.
Note: The original Macky Auditorium built by Mark Mancuso for CU’s LEGO campus was constructed in 2014 with a footprint of 7 baseplates wide by 5 baseplates deep. You can see Mark working on the original Macky here and view the time lapse of that original installation if you like.
In planning for relocation and expansion of the entire display to a larger room at The Heritage Center, the Center’s staff requested that I redesign the Macky Auditorium build to scale it down to 5 baseplates wide by 3 baseplates deep, to make room for additional buildings in the LEGO campus, while also ensuring that it be minifig scale to better coordinate with the rest of the builds.
To that effect, I completely demolished Mark’s build, sorted all the parts and started from scratch for my design. I consulted the original blueprints for the historic structure and worked to include all the details which make Macky Auditorium an iconic CU building.
The only new parts needed, were more trans plates for the stained glass windows and new, dark red tiles for the roof. Mark’s design utilized standard red tiles for the original roof, but the dark red suits the build better and harmonizes with the rest of the builds on the campus. All extra parts collected from the demolition have been reused in the expansion of the LEGO campus, with some retained and stored for future builds to be added in the coming years.
And here’s where I have to thank my mother, Jessica Rigney, for her hard work as my business manager and project assistant. She spent innumerable hours disassembling, sorting and washing parts to make them ready for this build. She also organizes my calendar, orders the inventory, and invoices clients to be sure I get paid. For this project she also worked on site for many, many days, while I was in Denmark, and side by side with me when I got back, to be sure the landscape for this installation was installed and ready by the deadline. Thanks Crazy.
Our team of builders for the 2017 move and reinstallation phase are all from CoWLUG: Christopher Briggs, Abby Davis, Ian Davis, Ryan Howerter, & Derek Medina.
Check the larger version of this picture and you will notice the damage to the roof of the clubhouse. This was caused by the wild winds during the storm that beached the 40000 tonne carrier onto Nobby's beach.
With the help of three huge tugs and a high tide the ship has been turned 90 degrees, but it has started leaking oil. Some body will be getting a huge salvage and clean up invoice for this.
I always wanted to make this, so I finally did.
Thanks to my friend Dan Wallace, author of The Jedi Path, for helping with some of the minute details.
The San Francisco–Oakland Bay Bridge, known locally as the Bay Bridge, is a complex of bridges spanning San Francisco Bay in California. As part of Interstate 80 and the direct road between San Francisco and Oakland, it carries about 260,000 vehicles a day on its two decks. It has one of the longest spans in the United States.
The toll bridge was conceived as early as the California Gold Rush days, but construction did not begin until 1933. Designed by Charles H. Purcell, and built by American Bridge Company, it opened on Thursday, November 12, 1936, six months before the Golden Gate Bridge. It originally carried automobile traffic on its upper deck, with trucks, cars, buses and commuter trains on the lower, but after the Key System abandoned rail service, the lower deck was converted to all-road traffic as well. In 1986, the bridge was unofficially dedicated to James Rolph.
The bridge has two sections of roughly equal length; the older western section, officially known as the Willie L. Brown Jr. Bridge (after former San Francisco Mayor and California State Assembly Speaker Willie L. Brown Jr.), connects downtown San Francisco to Yerba Buena Island, and the newer unnamed eastern section connects the island to Oakland. The western section is a double suspension bridge with two decks, westbound traffic being carried on the upper deck while eastbound is carried on the lower one. The largest span of the original eastern section was a cantilever bridge. During the 1989 Loma Prieta earthquake, a portion of the eastern section's upper deck collapsed onto the lower deck and the bridge was closed for a month. Reconstruction of the eastern section of the bridge as a causeway connected to a self-anchored suspension bridge began in 2002; the new eastern section opened September 2, 2013, at a reported cost of over $6.5 billion; the original estimate of $250 million was for a seismic retrofit of the existing span. Unlike the western section and the original eastern section of the bridge, the new eastern section is a single deck carrying all eastbound and westbound lanes, making it the world's widest bridge, according to Guinness World Records, as of 2014. Demolition of the old east span was completed on September 8, 2018.
The bridge consists of two crossings, east and west of Yerba Buena Island, a natural mid-bay outcropping inside San Francisco city limits. The western crossing between Yerba Buena and downtown San Francisco has two complete suspension spans connected at a center anchorage. Rincon Hill is the western anchorage and touch-down for the San Francisco landing of the bridge connected by three shorter truss spans. The eastern crossing, between Yerba Buena Island and Oakland, was a cantilever bridge with a double-tower span, five medium truss spans, and a 14-section truss causeway. Due to earthquake concerns, the eastern crossing was replaced by a new crossing that opened on Labor Day 2013. On Yerba Buena Island, the double-decked crossing is a 321-foot concrete viaduct east of the west span's cable anchorage, the 540-foot Yerba Buena Tunnel through the island's rocky central hill, another 790.8-foot concrete viaduct, and a longer curved high-level steel truss viaduct that spans the final 1,169.7 feet to the cantilever bridge.
The toll plaza on the Oakland side (since 1969 for westbound traffic only) has eighteen toll lanes, with all charges now made either through the FasTrak electronic toll collection system or through invoices mailed through the USPS, based on the license plate of the car per Department of Motor Vehicle records. Metering signals are about 1,000 feet west of the toll plaza. Two full-time bus-only lanes bypass the toll booths and metering lights around the right (north) side of the toll plaza; other high occupancy vehicles can use these lanes during weekday morning and afternoon commute periods. The two far-left toll lanes are high-occupancy vehicle lanes during weekday commute periods. Radio and television traffic reports will often refer to congestion at the toll plaza, metering lights, or a parking lot in the median of the road for bridge employees; the parking lot is about 1,900 feet long, stretching from about 800 feet east of the toll plaza to about 100 feet west of the metering lights.
During the morning commute hours, traffic congestion on the westbound approach from Oakland stretches back through the MacArthur Maze interchange at the east end of the bridge onto the three feeder highways, Interstate 580, Interstate 880, and I-80 toward Richmond. Since the number of lanes on the eastbound approach from San Francisco is structurally restricted, eastbound backups are also frequent during evening commute hours.
The western section of the Bay Bridge is currently restricted to motorized freeway traffic. Pedestrians, bicycles, and other non-freeway vehicles are not allowed to cross this section. A project to add bicycle/pedestrian lanes to the western section has been proposed but is not finalized. A Caltrans bicycle shuttle operates between Oakland and San Francisco during peak commute hours for $1.00 each way.
Freeway ramps next to the tunnel provide access to Yerba Buena Island and Treasure Island. Because the toll plaza is on the Oakland side, the western span is a de facto non-tolled bridge; traffic between the island and the main part of San Francisco can freely cross back and forth. Those who only travel from Oakland to Yerba Buena Island, and not the entire length to the main part of San Francisco, must pay the full toll.
San Francisco, at the entrance to the bay, was perfectly placed to prosper during the California Gold Rush. Almost all goods not produced locally arrived by ship. But after the first transcontinental railroad was completed in May 1869, San Francisco was on the wrong side of the Bay, separated from the new rail link. The fear of many San Franciscans was that the city would lose its position as the regional center of trade. The concept of a bridge spanning the San Francisco Bay had been considered since the Gold Rush days. Several newspaper articles during the early 1870s discussed the idea. In early 1872, a "Bay Bridge Committee" was hard at work on plans to construct a railroad bridge. The April 1872 issue of the San Francisco Real Estate Circular contained an item about the committee:
The Bay Bridge Committee lately submitted its report to the Board of Supervisors, in which compromise with the Central Pacific was recommended; also the bridging of the bay at Ravenswood and the granting of railroad facilities at Mission Bay and on the water front. Wm. C. Ralston, ex-Mayor Selby and James Otis were on this committee. A daily newspaper attempts to account for the advice of these gentlemen to the city by hinting that they were afraid of the railroad company, and therefore made their recommendations to suit its interests.
The self-proclaimed Emperor Norton saw fit to decree three times in 1872 that a suspension bridge be constructed to connect Oakland with San Francisco. In the third of these decrees, in September 1872, Norton, frustrated that nothing had happened, proclaimed:
WHEREAS, we issued our decree ordering the citizens of San Francisco and Oakland to appropriate funds for the survey of a suspension bridge from Oakland Point via Goat Island; also for a tunnel; and to ascertain which is the best project; and whereas the said citizens have hitherto neglected to notice our said decree; and whereas we are determined our authority shall be fully respected; now, therefore, we do hereby command the arrest by the army of both the Boards of City Fathers if they persist in neglecting our decrees. Given under our royal hand and seal at San Francisco, this 17th day of September, 1872.
Unlike most of Emperor Norton's eccentric ideas, his decree to build a bridge had wide public and political appeal. Yet the task was too much of an engineering and economic challenge, since the bay was too wide and too deep there. In 1921, over forty years after Norton's death, a tube was considered, but it became clear that one would be inadequate for vehicular traffic. Support for a trans-bay crossing finally grew in the 1920s with the increasing popularity and availability of the automobile.
1978 Mercedes 230 auto.
Supplied by David J Sparshatt of Eastleigh (Mercedes).
No DVLA records suggesting it's about to lose that registration number.
Anglia Car Auctions, King's Lynn -
"Chassis number: 12302322098802. This unusually-coloured W123 Mercedes-Benz 230 - the hue is Cayenne Orange with Tobacco interior, incidentally - with its great numberplate was registered in August 1978, and has just two previous registered keepers recorded on its V5C. Its first (Portsmouth) owner kept it until 1994; it was then sold to a Welsh owner who retained it until 2018. We're told that there was some mechanical and bodywork restoration during the period 2018-22. Recent work has included an oil change, new fuel pump and new sunroof seal. The car was driven 140 miles to the sale, although during ACA's test drive, it did prove quite reluctant to idle well. The odometer currently shows 49,760 miles and the car's MoT is valid until April 2023, despite the fact that, as an historic vehicle, it no longer requires MoT testing. The paperwork folder includes the current and some past V5Cs, period brochure with a W123 Mercedes in Cayenne Orange on the front, and assorted invoices. These include one from May 2022 for a Stromberg carburettor repair kit, a 2019 bill for replacement of the water pump, and a further 2019 receipt for new front and rear brake pads and a fuel system clean. The invoices in general date back to 2019. As well as the current MoT certificate, there are ones from 2004 back to 1991. The original book pack is also in the file, with owner's manual, radio instructions, dealer guide and service book stamped up to 33,133 miles in August 1994."
Estimate: £4000 to £6000. Sold for £5076 including premium.
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It's been a strange week. Time is being eaten in huge chunks by an exciting European football championship (well for me anyway), a very gradual campervan transformation and the oldest enemy of all - work of course. It's now three weeks since I last packed the camera into the bag, considered what I wanted to achieve before making my lens selections and setting off in the car. I've completely missed the sea thrift and the poppies this year. I'm going to need to reacquaint myself with the buttons and dials on the camera before too much longer or I'll forget what they're all for. Also, with another academic year finished yesterday, I really just want to sit and gaze into space for a while with an empty mind. May and June are always full of improbable deadlines that can only be achieved by engaging what's left of the tired old brain cells into hyperdrive and trusting that we'll somehow get through it all one more time.
Yesterday brought one of those landmark moments in my life. Most of the day was spent clearing twenty-one years of memories from my office as I prepared to hand it over to my successor who joins us on Monday. Finally, after all of those years I'm no longer a finance manager and I'm no longer responsible for the working lives of the people around me - now I'm a teacher of a kind. And that's only for two months until I become whatever I want to be instead of what the need to pay bills forces me to be. Ironic that after all these years supporting teachers, I finally end up in front of the chalk board myself don't you think? Occasionally colleagues would pop in to see if I was crying yet. I wasn't. I was smiling because I was far more excited about what lies ahead than I was wistful about the reflections on what I'm leaving behind. From time to time I would find a note or a photo of some team caper that would make me laugh and rush into the team office to show to the ones who might remember the back story.
And then I happened across one of Sue's old notebooks. In the pages I found a list of names, mine included. Next to them she'd written our ages and future dates. She'd been working out when she might be able to retire, based on what she knew about the plans of her closest colleagues. We'd always loosely agreed that we wouldn't go at the same time. She was my boss for seventeen years - elevated to the boardroom when her predecessor retired, with me involuntarily promoted to her old position in her wake. Neither of us really wanted the responsibility we were being burdened with, but that's what sometimes happens during a period of austerity. Universally loved, the whole college was devastated when Sue was taken from us by pancreatic cancer at the age of 56 a couple of years ago. It all happened frighteningly quickly. One moment she was full of energy and plans, the next she felt ill, and a few months later we all wept at her funeral. Of course it hit us harder than everyone else because we'd worked so closely alongside her for so long. I thought she was indestructible, but of course we're all just visitors here for a while, and some don't get as much of a stay as they might reasonably have expected to. She'd watched over us with so much care throughout the years. When she was no longer able to work I'd had to step even further up those near vertical rungs to do finance at a strategic level and Katie moved into my role. Two of us doing the work of three for a year - the memory of it still makes me shudder. I wasn't born to hobnob with the politickers and shakers and movers of this world. I just wanted to look out of the window and dream about mountains and rivers, forests and oceans.
Every so often, a moment such as finding the notebook brings the sadness of that terrible year jolting back into sharp focus. That eternal sense of dread - "what are they going to ask me at this Governors' meeting now? Will I sit there opening and closing my mouth silently like a goldfish? Sue would have known what to say." In her last ever message to me, her main concern was that I was being paid the right amount for the additional workload I'd had no option but to take on. Typically for Sue, she was thinking about other people instead of herself, even though she only had such a short time left. Of the many gifts she gave me in life, the very last one was that the pay review she campaigned for meant I could knock a whole year off the date she'd written next to my name on the page in front of me. The date she'd evidently written not long before she became unwell.
Late in the afternoon as the contents of the filing cabinets evolved into bulging bin liners and shredding bags, Katie came and sat in my office to go though some invoices. She looked sad. I'll miss lots of people from work, but none anywhere near as much as her. She has been my rock and my best friend - always right there with me during the hardest times, making sure I never felt alone when there were storms all around us. I'm not sure whether I would have survived those storms without her. I know she's worried about a future without me and there's almost nothing that I wouldn't do for her. Except that I can't carry on working anymore of course. The job needs fresh input from an enthusiastic newcomer. But she knows she can come and see me whenever she needs to. I'll always be there for her with hot coffee and whatever I can muster to pass for wisdom.
Of course these tributes to two people who've become so important to me has nothing to do with this picture of Holywell Bay, taken on a stunning winter evening when everyone was at the beach because everywhere else was closed. I've already told the story of that evening in another image, and somehow today the one I've just shared is the one that resonates right now. Sometimes everything very quickly changes so suddenly and drastically in peoples' lives. Our futures are unscripted, no matter what plans we make. If we can make good memories along the way then that's got to be something worthwhile surely?