View allAll Photos Tagged levels
The house I grew up in, taken soon after it was built in 1965. A typical mid-century split level home, just about every surburban housing development in offered one.
I should have got photos of all the level plans, but I didn't. This is level #5, the top level of the shopping center.
The University Square shopping center was opened in 2003. Today the shopping center has Target, Macy's and T.J. Maxx / Homegoods (Target and Macy's own the property their stores are on). University Square once featured a Tops grocery store on the bottom level but it closed just a year later in 2006 when Tops closed all their Ohio locations. Retailers such as Jo-Ann Fabrics, Foot Locker, Famous Footwear, and Pier 1 Imports have all either closed or relocated elsewhere. Some spaces in the shopping center were never filled to begin with. Currently (late 2016), only one non-anchor store, T.J. Maxx / Homegoods, remains at University Square, but plans to move to nearby Oakwood Commons. Applebee's also still has a restaurant in the shopping center. Today, there are talks about possible mixed-use redevelopment plans for University Square
The shopping center has five levels of parking and staggered store levels. 1- Access to Macy's and Applebee's, 2- Empty Tops Friendly Market level, 3- Access to Macy's, T.J. Maxx / Homegoods, and Target, 4- just for parking, 5- second level of Target.
University Square Shopping Mall - Warrensville Cemnter Road at Cedar Road - University Heights, Ohio
*Feel free to use this photo, or any others in this photostream, for any use that is non-commercial. Please make sure to provide credit for the photo(s). Please contact me at eckhartnicholas@yahoo.com for questions or permission for commercial use.*
Pett Level is a small, peaceful seaside village, and is situated on the coast between Rye and Hastings. It lies alongside the western end of a sea defence wall, built in the 1940's, along which one can walk, giving wonderful views of the sea, beach and cliffs. Cliff End can be reached by foot and at low tide it is possible to see the stumps of ancient trees that are part of a fossilised forest dating back to the last Ice Age.
Pett Level marks the end of the Royal Military Canal which runs for 28 miles to Hythe. This was built as a defence against the possible invasion by Napoleon. The nearby Pett Pools are large shallow lakes and reedbeds which attract an enormous variety of both breeding and overwintering wildfowl and waterbirds.
The wood chop block is leveled and all that remains is sealing the wood and creating a final trim & gravel base.
The mighty lake Kallavesi stands frozen over the horizons, and traffic of all kinds are crossing the frozen lake during the bright sunny day. Also, Fenniarail's blue Vectron locomotive can shine over the ice levels as it pulls the usua freight train to Patokangas.
After a long time, I thought that I would post a shot of my layers technique of contrast control. The attached techniques in albumns are oldies and have some additions I have long since discovered. Ask.
After my Broley cleanups, I side tracked to a couple of early snaps at the old Ramey place, directly across from Broley. I noted that Ramey Ranch was on the 1800s road to Jamestown and Ward, early mountain mining camps. Well, this is definitely a sub-suburban housing location. Folks discovered that serving foods to the miners was more profitably assured than prospecting or mining. Well, my direction seems to have drifted toward old farm shots that avoided recent collapse, the assault of prairie castles and floods. Ooops it looks like the river floated foundations and lands downstream and caused your new split level house some problems. It did open up a new entrance however. It will be a lot easier and quicker to move into your new split level place.
I found this January shot while poking the back roads while in no particular hurry. I turned north onto 61st and found the gate open to the field next to the old abandoned Ramey Place north of Crane Hollow. If you pass by, you'll find a new roof on the old Boulder County un-Open Space Ramey house, not so much these outbuildings. Both Broley and Ramey farms have their own albums.
I pulled off the road, through the pasture gate to compose this and edited it as a break from my Broley posts. This place was a (cattle?) ranch; a Beaver slide hay rake is in front of the implement shed, left. This image captured detail with little gamut. I was faced with processing the capture and that takes some time if this contrasty. I worked at my job of separating the highlights and shadow details.
Saturday, I swung around McIntosh Lake and it looked like a local swap meet for the Trumandemic. Not a single face mask was in place. Mass immunity? No, mass stupidity! I passed them by in my truck and headed back while fending off Don Corona. Five to fourteen days. Five to fourteen days to an interesting understanding of real reality. I'll do my editing. I'd hoped that we could get some breaks from the 90-100 degree heat that blitzed me on yesterday's trek. We recently had a couple of relief days but the forecast gives us a string of 10 and more over normal, mid nineties to pour salt on our wounds. We never got a proper spring and jumped to summer this year again.
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Just a ditch full of water but, to my eye at least, a lovely scene that captures the feel of the Levels
After my Broley cleanups, I side tracked to a couple of early snaps at the old Ramey place, directly across from Broley. I noted that Ramey Ranch was on the 1800s road to Jamestown and Ward, early mountain mining camps. Well, this is definitely a sub-suburban housing location. Folks discovered that serving foods to the miners was more profitably assured than prospecting or mining. Well, my direction seems to have drifted toward old farm shots that avoided recent collapse, the assault of prairie castles and floods. Ooops it looks like the river floated foundations and lands downstream and caused your new split level house some problems. It did open up a new entrance however. It will be a lot easier and quicker to move into your new split level place.
I found this January shot while poking the back roads while in no particular hurry. I turned north onto 61st and found the gate open to the field next to the old abandoned Ramey Place north of Crane Hollow. If you pass by, you'll find a new roof on the old Boulder County un-Open Space Ramey house, not so much these outbuildings. Both Broley and Ramey farms have their own albums.
I pulled off the road, through the pasture gate to compose this and edited it as a break from my Broley posts. This place was a (cattle?) ranch; a Beaver slide hay rake is in front of the implement shed, left. This image captured detail with little gamut. I was faced with processing the capture and that takes some time if this contrasty. I worked at my job of separating the highlights and shadow details.
Saturday, I swung around McIntosh Lake and it looked like a local swap meet for the Trumpandemic. Not a single face mask was in place. Mass immunity? No, mass stupidity! I passed them by in my truck and headed back while fending off Don Corona. Five to fourteen days. Five to fourteen days to an interesting understanding of real reality. I'll do my editing. I'd hoped that we could get some breaks from the 90-100 degree heat that blitzed me on yesterday's trek. We recently had a couple of relief days but the forecast gives us a string of 10 and more over normal, mid nineties to pour salt on our wounds. We never got a proper spring and jumped to summer this year again.
Wide field astrophotographic panoramic of the milkyway above a level crossing (train tracks) near Serpentine in Western Australia.
This is almost a full 180 degree view of the southern sky.
The traditional Level Crossing at Cornton, near Stirling complete with wooden gates & Signal Box on 24/10/76. Not sure when this was replaced by automatic barriers - perhaps not long after this shot?
Network Rail Windhoff MPV DR98008 passes through Tamworth on a 09.07 Manchester Piccadilly to Rugby move.
12th November 2013
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A famous location near the end of its life in Brussels. A lot of cleaning up has happened but it was still one for one of our crews goals on this trip while it was open.
The impromptu 2 day tour with camerashy and host to France and Belgium, with some new places, a lot of travel with minimal sleep and some goals being accomplished by getting to a certain school.
Full set here:
www.flickr.com/photos/timster1973/sets/72157633897345028/
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Before heading to the car I couldn't resist this going shot. This really shows the grade leveling off right before the Golf Road bridge!
The High Level Bridge is a road and railway bridge spanning the River Tyne between Newcastle upon Tyne and Gateshead in North East England. It is considered the most notable historical engineering work in the city. It was built by the Hawks family from 5,050 tons of iron. George Hawks, Mayor of Gateshead, drove in the last key of the structure on 7 June 1849, and the bridge was officially opened by Queen Victoria later that year.
It was designed by Robert Stephenson to form a rail link towards Scotland for the developing English railway network; a carriageway for road vehicles and pedestrians was incorporated to generate additional revenue. The main structural elements are tied cast-iron arches.
Notwithstanding the considerable increase in the weight of railway vehicles since it was designed, it continues to carry rail traffic, although the King Edward bridge nearby was opened in 1906 to ease congestion. The roadway is also still in use, although with a weight restriction. It is a Grade I listed structure.
In 1835, the Newcastle and Carlisle Railway (N&CR) Act authorised the line to approach Newcastle to a terminus at Redheugh, on the south bank of the River Tyne, close to the end of the present-day New Redheugh Bridge. The Act also authorised a crossing of the Tyne there, giving rail access to the north shore quays. The river was shallow at this point, and the bridge would have been at a low level, only 20 ft (6.1 m) above high water. The line would then have climbed to a terminus at the Spital, near Neville Street and the east end of the present-day Newcastle Central station. The climb was to be at a gradient of 1 in 22 and would have been operated by a stationary steam engine with rope haulage.
Hitherto railways in the region had had a local focus, but now the Great North of England Railway (GNER) obtained authorising Acts to build from Newcastle to York, forming part of a continuous trunk railway network to connect to London; the project was controlled by George Hudson, the so-called Railway King. At first the GNER was content to get access to the N&CR Newcastle terminus, by connecting with the N&CR at Redheugh and running over its line across the Tyne and up to the Spital. This had the advantage of avoiding a separate, and expensive, crossing of the river, but would have meant a steep descent to Redheugh as the GNER line approached on high ground from the Team Valley, only to climb once again to the Spital. Moreover, William Brandling had made known his intention to reach Newcastle from his line by running at a high level through Gateshead. On 25 April 1837, the N&CR decided to build to their south side, low-level terminus at Redheugh, but to leave the issue of the Tyne crossing open.
Richard Grainger was a developer in Newcastle, and had acquired lands at Elswick (on the north bank of the Tyne west of the proposed Redheugh crossing). In 1836, he published a pamphlet recommending a crossing of the Tyne there, and the formation of spacious railway terminal accommodation there. Drawing attention to the limited scope for extending eastwards from the Spital, and "in the event of an Edinburgh Railway also terminating in this situation, the interchange of passengers, goods, and cattle would be greatly increased".
Grainger's plan was not adopted, and the Brandling Junction Railway reached Gateshead in 1839. The GNER ran out of money and it was superseded in Hudson's railway empire by the Newcastle and Darlington Junction Railway, which opened its line using the Brandling Junction Railway from the south east instead of through the Team Valley. The Brandling Junction line had a terminus in Gateshead at Greenesfield at a high level, and the N&CR line was built climbing on an inclined plane at a gradient of 1 in 23 from Redheugh to reach that. The Newcastle and Darlington Junction Railway opened its line from the south to Pelaw, allowing its trains to reach Gateshead over the Brandling Junction line, in 1844. The tables had been turned, and indeed for a while Greenesfield was the de facto main station for the conurbation of Newcastle and Gateshead.
John and Benjamin Green were a father and son architectural practice active in Newcastle. In 1841 Benjamin Green had proposed a high level bridge for road traffic, substantially on the alignment of the actual High Level Bridge; and sensing the commercial climate he explained how it could be adapted for railway use. He failed to get any financial support, but in 1843 George Hudson was looking for ways to extend his railway network northwards, and the Greens' scheme fitted with his takeover of the Newcastle and Darlington Junction Railway; the line got its authorising Act on 22 May 1844, and the Act included the road bridge.
The Newcastle and North Shields Railway had opened in 1839 from its own terminus at Carliol Square, on the north-east edge of Newcastle. As a purely local concern, the disconnection was not important, but interest gathered in a railway to central Scotland; the "Edinburgh Railway" foreseen by Grainger. A Scottish concern, the North British Railway, had got its Act of Parliament the previous year to build as far south as Berwick (later known as Berwick-upon-Tweed.
Now Hudson was intent on capturing the line to Edinburgh for his empire, and he encouraged the development of railway plans to get there; the route such a line might take continued to generate considerable controversy. There was still ambiguity about Hudson's intentions for the bridge—an easier crossing point at Bill Quay, two miles downstream had been considered—and Newcastle Town Council sought undertakings from him. In addition, he promised a footway crossing; this was apparently not a sweetener to the Town Council, but a commercial decision, expected to bring in £250 a week. The footway crossing was later extended to include horse-drawn vehicles.
Finally, the Newcastle and Berwick Railway was authorised by Act of Parliament of 31 July 1845. The line would cross the Greens' high level bridge, starting from the Gateshead Greenesfield station, and commitments made to the building of a bridge by the Newcastle and Darlington Junction Railway were transferred to the Newcastle and Berwick Railway.
The bridge was to be designed by Robert Stephenson; T E Harrison did the detailed design work.
The height of the railway, at about 120 ft (37 m) above high water, was determined by the level of the Brandling Junction line in Gateshead. A double-deck configuration was selected because of road levels on the approaches, and to avoid the excess width of foundations which a side-by-side arrangement would require. The deck width was determined by the useful roadway width plus the width of structural members, which gave the railway deck the width for three tracks.
The foundations were to be difficult because of the poor ground conditions in the river, and this ruled out an all-masonry structure, so cast iron or wrought iron was inevitable for the superstructure. A tied arch (or bow-string) design was favoured because the outward thrust imposed by an arch is contained by the tie; no abutments capable of resisting the thrust could be provided here.
Stephenson had used this configuration before; he recorded that, "The earliest railway bridge on the bowstring principle is that over the Regent's Canal, near Chalk Farm, on the London and Birmingham Railway".
The arch would consist of iron ribs. Fawcett says, "The reasons for not using wrought iron was due to some engineers' distrust of rivetting, the relatively small size of wrought iron plates then available, and the higher cost… On 1 October 1845 when the Newcastle and Berwick Board instructed T E Harrison for their bridges, none of the uses of wrought iron had been developed far enough to be considered as an alternative to cast iron for the High Level Bridge. A tubular bridge might have been considered by Robert Stephenson but the distance between solid and reasonably shallow foundations would have given a span much larger than the Britannia Bridge."
The depth of rock in the riverbed resulted in a height of 140 ft (43 m) from there to the superstructure. Three river piers were permitted by the Tyne Improvement Commissioners, and therefore four river spans of 125 ft (38 m) were decided on; there were additional subsidiary spans on the shore.
The cast iron arch ribs are 3 ft 6 in (1.07 m) deep at the crown, increasing to 3 ft 9 in (1.14 m) at the springing, with 12-inch (30 cm) flanges; the flanges and webs were three inches thick; in the case of the inner ribs, and two inches for the outer ribs. The rise was 17 ft 6 in (5.33 m), determined by the desired geometry to confine the horizontal thrust within bounds. Each arch was cast in five sections, bolted together.
Stephenson described the tie bars:
The ties consist of flat wrought-iron bars, 7 inches by 1 inch of best scrap iron, with eyes of 3½ inches diameter, bored out of the solid, and pins turned and fitted closely. Each external rib is tied by four of these bars, and each internal rib by eight. The sectional area of each external tie is 28 [square] inches, and of each internal tie 56 [square] inches, giving a total area of 168 square inches. These bars were all tested to 9 tons on the square inch.
The rail deck is supported above the arches by twelve 14-inch (360 mm) square columns at 9 feet 11 inches (3.02 m) centres. Suspension rods supported the road deck, and both decks had two layers of diagonally laid three-inch deck timbers on suitable wrought iron cross girders (and rail-bearers in the case of the rail deck).
The main contractors for the ironwork were Hawks, Crawshay, and Sons, who were assisted by John Abbot and Co., of Gateshead Park Works, and Losh Wilson and Bell, of Walker Ironworks, in the production of the castings. The tender was accepted at £112,000. The contract for the bridge piers and land arches and for the Newcastle Viaduct were won by John Rush and Benjamin Lawton of York for £94,000 and £82,500 respectively. The total cost of the contracts at 1999 prices would be over £30 million.
The first masonry was laid on 12 January 1847. A temporary timber viaduct on the east side was ready on 20 August 1848.
Timber coffer dams were constructed; they were 76 ft 6 in (23.32 m) by 29 ft (8.8 m) with two skins, the space between being filled with puddle clay. James Nasmyth had a novel design of steam pile driver; it had first been used in Devonport Docks in 1845; it could deliver 60 to 70 blows a minute; the cycle time with the hand-operated pile drivers formerly in use was four minutes. The drop weight was 1½ tons and its stroke was 2 ft 9 in (0.84 m); one was purchased from Nasmyth.
The ground gave considerable trouble during construction; Stephenson recorded:
Many difficulties occurred in driving the piles which considerably retarded the progress of the work, and, among others, the peculiar effect of ebb and flow during this operation is worthy of note. At flood-tide, the sand became so hard as almost totally to resist the utmost efforts of driving, while at ebb the sand was quite loose, and allowed of doing so with facility. It was therefore found necessary to abandon the driving on many occasions during high water. The difference between high and low water is 11 feet 6 inches. Another difficulty arose from the quicksands beneath the foundations. Although the piles were driven to the rock bottom, the water forced its way up, baffling the attempts to fill in between them; this, however, was remedied by using a concrete made of broken stone and Roman cement, which was continually thrown in until the bottom was found to be secure.
The arch ribs were erected in section by travelling crane; each arch was temporarily erected at the contractor’s works. The first was placed on 10 July 1848, and the erection of the ironwork was quick.
Already on 29 August 1848, it was possible to pass a special train over the first arch, and over a temporary structure for the rest of the crossing:
The High Level Bridge Over the Tyne: This important junction between the York and Newcastle and the Newcastle and Berwick Railway has been completed, and the event was celebrated on Tuesday last. In the afternoon of that day, a train of [specially invited] passengers passed along the temporary timber viaduct from the station at Gateshead to the station at Newcastle. Mr Hudson and several other Directors of the York, Newcastle, and Berwick line, who had been visiting Sunderland ... proceeded in a special train from that town to Gateshead... Several carriages were then added to the special train, and an open truck placed at each end, in which bands of music were stationed. The shrill sound of the whistle gave the signal for a royal salute, under the booming of which the train passed along the line, the band playing, and the thousands assembled to witness the event, rending the air with joyous acclamation Upon reaching the bridge, the bands struck up the well-known local air of "The Keel Row" which they continued till the train had reached the solid ground on the northern side of the river... The train proceeded to the Newcastle and Berwick station, where the company alighted and walked in procession to the Queen’s Head Inn, where a magnificent entertainment had been provided for the Directors and their friends, by the Mayor of Newcastle.
[From the south abutment of the High Level Bridge] and the river pier on the south side, the cast iron arch and road-way are nearly completed, and the second arch will be in progress in the course of a few weeks. From the middle of the first arch, the line curves to a temporary timber viaduct erected along the west side of the intended bridge. The height of this viaduct is one hundred and twenty feet to the level of the rails; it is built upon piles, which are driven between thirty and forty feet into the bed of the river. Its stability was sufficiently tested on Monday, when Captain Leffan (sic), the Government Inspector of Railways, examined it preparatory to the opening. On that day, two powerful engines weighing upwards of seventy tons, traversed it at different degrees of speed for between two and three hours; the weight would be about one ton to a foot, being four or five times greater than the temporary structure will ever be required to bear, and the result was, in the highest degree, satisfactory.
Among the company in the train were four ladies, who are deserving of honourable mention, from the courage they displayed in accompanying it, namely, Mrs Nichs. Wood, and Miss F. Wood, Mrs I. L. Bell, and her sister, Miss Pattinson of Washington. As the train passed steadily over the bridge the anxiety of the immense multitude seemed intense, and the scene was truly exciting, yet fearful—not only from the lofty eminence occupied by the train but, from the apparent narrowness and nakedness of the platform on which it rolled along. It seemed from its noiselessness, rather an aerial flight, than the rattling sweep of the iron horse.
Ordinary traffic appears to have used the temporary single line structure after this date.
The eastern track was ready for an inspection by Captain Laffan, Inspecting Office for the Board of Trade, when he visited on 11 August 1849; a load test with four tender locomotives and eighteen wagons loaded with ballast, a total weight of 200 tons. Laffan approved the bridge:
I believe all the works of the bridge are completed, and that I believe it to be perfectly secure and safe. The Company have as yet only laid one line of rails over this structure, and I beg to recommend that permission be given to open that one line.
The first passenger train crossed the completed structure on the morning of 15 August 1849.
Queen Victoria formally inaugurated the bridge on passing through by train on 28 September 1849.
The Queen at Newcastle: Her Majesty yesterday honoured this ancient borough with her presence. The event was one of universal and all-engrossing interest... The morning, unfortunately, was dull and the weather unsettled, giving forebodings of a wet and uncomfortable day... Notwithstanding, however, the unfavourable weather dense crowds assembled at every spot in this locality, where a view of the royal carriage could be obtained, and many remained for hours exposed to the weather in order that they might retain the places which at an earlier period of the morning they had secured. The bridge was densely lined with people, and the platform was well covered, though not inconveniently crowded. A profusion of banners were displayed on this elegant and substantial structure, and from nearly all the public and many of the private buildings both in Newcastle and Gateshead. The vessels in the river hoisted their flags mast-high on the occasion, and the church bells of the two towns rung many a merry peal in honour of the royal visit... Pursuant to a request issued by the Mayor, most of the shops were closed about 11 o’clock, and the manufacturers were desired by our worthy chief magistrate "not to produce smoke between that hour and one," with which we believe, they generally complied... At precisely twenty minutes past twelve, the royal carriage appeared in sight, and when it reached the Spital, a splendid locomotive, built by the celebrated house of Stephenson and Co., gaily decorated and bearing on its front "God save the Queen" surmounted by a crown, and a suitable inscription encircling the boiler, was attached to the train. It then slowly proceeded to the centre of the colossal fabric, amidst bursts of loud and rapturous cheering from the assembled thousands, her Majesty repeatedly acknowledging these marked demonstrations of loyalty and affection from her faithful and attached subjects.
The Mayors of Newcastle and Gateshead presented a formal address. The queen travelled in the royal carriage belonging to the London and North Western Railway.
In other carriages were members of her Majesty’s suite and the directors of the York, Newcastle, and Berwick Railway. The engine drawing the royal train was under the direction of Mr T. E. Harrison, the resident engineer, and driven by Mr Thos. Carr... After staying altogether from five to ten minutes, the train was again put in motion, and amidst firing of artillery and rapturous plaudits from the dense throng, proceeded en route to Darlington.
The bridge and its immediate approaches had cost £243,000.
The road deck was re-opened only in a southbound (towards Gateshead) direction and carries only buses and taxis; the one-way operation is required because of width considerations after protection to the structural members was inserted. Pedestrians and cyclists use the bridge freely. Railway traffic continues in full use of the bridge, although the majority of mainline trains use the King Edward VII bridge for reasons of convenience.
Another shot of the escalators and the upper level.
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Tri-County Center opened on September 26, 1960. When it opened, the open-air center contained such stores as Shillito's, Pogue's, Kroger, a Kresge 5 and 10, and over 45 other stores. The center was enclosed by 1968 and renamed Tri-County Mall. Sears came to the mall around that same time. Between 1989 and 1992, the mall saw the addition of a second floor, along with the construction of MacAlpin's as a fourth anchor.
Today, Sears is the only mall anchor that has not had a name change. Shillito's became Shillito Rikes in 1982 when the two stores combined. In 1986, the store became a Lazarus; it was known as Lazarus-Macy's in 2003, then simply Macy's in 2005. Pogue's was renamed L.S. Ayres in 1983 and was closed in 1988. J.C.Penney took over that space, closing in July 2005. Today, the former J.C.Penney store is the site of an additional mall entrance, B.J.'s Restaurant & Brewhouse, Ethan Allan Furniture, and several smaller stores. The upper level of the former J.C.Penney became an indoor theme park, which is no longer open. McAlpin's became Dillard's in 1998. The Dillard's store was "downgraded" to a clearance center in 2013 and closed in 2015. As of today, that space is still vacant.
Out practicing with the new zoom. The NIKKOR Z 180-600mm f/5.6-6.3 is certainly sharp and the VR is great - 1/60 wide open.
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The Lucky 3 UE Eurotour
3 Man crew
My 3rd time and
3 Countries - Luxembourg, France and Belgium
A heap of locations, 1541 KMs driving, a late night rainy steep infiltration to a famous urbex haunt and a day mostly spent driving and walking to some wrong coordinates.
Full set here:
www.flickr.com/photos/timster1973/sets/72157633420917013/...
Previous Eurotours:
www.flickr.com/photos/timster1973/sets/72157632759059815/
www.flickr.com/photos/timster1973/sets/72157631939892302/
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Melinda Crane; Christopher Eckerberg, Vattenfall AB; Chris Levesque, TerraPower; Evengy Pakermanov, Rusatom Overseas; Fiona Rayment, National Nuclear Laboratory; Bernard Salha, EDF
A rare sight to see this come by. This is the North Carolina Dept of Transportation's (NCDOT) newest Sound Class ferry SEA LEVEL built in 2012. She is in route up the ICW to Lyon Shipyard in Norfolk, VA for something, I would say major or beyond the capabilities of the NCDOT own facility in Manns Harbor.
She is the second vessel to bare this name, sister ship to the Swan Quarter and replacement vessel for the PAMLICO that was sold to the Cross Sound Ferry. Her port of calls are Swan Quarter, Ocracoke Island and Cedar Island. She is a 220' vessel and averages around 11 knots in the swallow waters of the Pamlico Sound.