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This is a true Dragonfly autopsy.
A friend of my wife’s found this dead Dragonfly and gave it to my wife to give to me. Very thoughtful!
I made some super-micro shots of it and then I decided I would pull it apart bit by bit and photograph the deep interiors of the mouth, the upper and lower jaws, the many fangs inside the mouth, and pull off the eyes and photograph the interiors of the eyes.
This was a ridiculously difficult task...Dragonfly parts are teeny-tiny! I mean, teeny-tiny!!
Coupled with the difficulties of shooting super-micro photographs of these small Dragonfly parts was the fact that little tiny ants were grabbing bits and pieces and trying to cart them off while I was shooting! So I wound up shooing even teenier-tinier little ants while trying not to harm them to keep them away from the parts of the Dragonfly I was attempting to photograph. It was quite an experience.
I’m uploading them all at once; there are 11 total so far in the series. I will get around to describing each photo in more detail. You may see them all in my set, “Dragonfly Mortuary/Autopsy,” here:
www.flickr.com/photos/motorpsiclist/sets/72157630854477176/
And if you love Dragonflies as much as I do please visit my Dragonfly set, “Dragonflies,” here:
www.flickr.com/photos/motorpsiclist/sets/72157627417639364/
Whether alive or dead, they are some of the most fascinating creatures I’ve ever known!
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My photographs and videos and any derivative works are my private property and are copyright © by me, John Russell (aka “Zoom Lens”) and ALL my rights, including my exclusive rights, are reserved. ANY use without my permission in writing is forbidden by law.
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English garden for all seasons. Winner Daily Mail National Garden Competition 2007. Winner Walsall in Bloom 2006. www.fourseasonsgarden.co.uk
The conduit allowed us to fine-tune the position of the slab before lowering it fully into the adhesive.
Took some shots before the WTC Memorial Lights came on. Did an HDR here even though there wasnt much contrast different. Not my favorite HDR but came out ok.
The Sun sets over Lower Pierce Reservoir, Singapore's water catchment.
The Sun itself is behind the roof of the intake structure, and is reflected off the water.
This is a 3exp HDR
Tattoo by Denise de la Cerda. Amy's tattoo is based on a Chinese folk design used in paper cut outs. It is a stylized lotus.
Hand of Glory Tattoo, Brooklyn, 2006.
I hate to admit it but I need help with the location on this one. The Police Constable is wearing the 1897 pattern tunic so this is probably 1900 or thereabouts. The Postcard has an undivided back which means that it was published before 1903 by a P.M. & Co and printed in Genoa by the Armanino Bros. I have not been able to identify the publisher but the printer is well known.
Seen parked outside of a body shop, uncovered and exposed to the weather.
Triumph Herald
From Wikipedia, the free encyclopedia
The Triumph Herald is a small two-door car introduced by the Standard-Triumph Company of Coventry in 1959 and made through to 1971. Body design was by the Italian stylist Giovanni Michelotti, and the car was offered in a saloon, convertible, coupé, estate and van models, with the latter marketed as the Triumph Courier.
Total Herald sales numbered well over half a million. The Triumph Vitesse, Spitfire and GT6 models are all based on modified Herald chassis and running gear with bolt-together bodies.
Herald 1200
Standard-Triumph experienced financial difficulties at the beginning of the 1960s and was taken over by Leyland Motors Ltd in 1961. This released new resources to develop the Herald and the car was re-launched in April 1961 with an 1147 cc engine as the Herald 1200. The new model featured rubber-covered bumpers, a wooden laminate dashboard and improved seating. Quality control was also tightened up.
Twin carburetors were no longer fitted to any of the range as standard although they remained an option, the standard being a single down-draught Solex carburetor.
Claimed maximum power of the Herald 1200 was 39 bhp (29 kW), as against the 34.5 bhp (25.7 kW) claimed for the 948 cc model. One month after the release of the Herald 1200, a 2-door estate was added to the range. Disc brakes became an option from 1962.
Sales picked up despite growing competition from the BMC Mini and the Ford Anglia. The coupé was dropped from the range in late 1964 as it was by then in direct competition with the Triumph Spitfire.
Herald & Herald S (948cc)
Towards the end of the 1950s Standard-Triumph offered a range of two-seater Triumph sports cars alongside its Standard saloons, the Standard 8 and 10, powered by a small (803 cc or 948 cc) 4-cylinder engine, which by the late 1950s were due for an update. Standard-Triumph therefore started work on the Herald. The choice of the Herald name suggests that the car was originally intended to be marketed as a Standard, as it fits the model-naming scheme of the time (Ensign, Pennant and Standard itself). But by 1959 it was felt that the Triumph name had more brand equity, and the Standard name was phased out in Britain after 1963.
Giovanni Michelotti was commissioned to style the car by the Standard-Triumph board, encouraged by chief engineer Harry Webster, and quickly produced designs for a two-door saloon with a large glass area that gave 93 per cent all-round visibility in the saloon variant and the "razor-edge" looks to which many makers were turning. As Fisher & Ludlow, Standard-Triumph's body suppliers became part of an uncooperative BMC, it was decided that the car should have a separate chassis rather than adopting the newer unitary construction. The main body tub was bolted to the chassis and the whole front end hinged forward to allow access to the engine. Every panel – including the sills and roof – could be unbolted from the car so that different body styles could be easily built on the same chassis. As an addition to the original coupé and saloon models, a convertible was introduced in 1960.
The Standard Pennant's 4-cylinder 948 cc OHV engine and 4 speed manual gearbox was used with synchromesh on the top three gears and remote gear shift and driving the rear wheels. Most of the engine parts were previously used in the Standard 8/10. The rack and pinion steering afforded the Herald a tight 25-foot (7.6 m) turning circle. Coil and double-wishbone front suspension was fitted, while the rear suspension, a new departure for Triumph, offered "limited" independent springing via a single transverse leaf-spring bolted to the top of the final drive unit and swing axles.
Instruments were confined to a single large speedometer with fuel gauge in the saloon (a temperature gauge was available as an option) on a dashboard of grey pressed fibreboard. The coupé dashboard was equipped with speedometer, fuel and temperature gauges, together with a lockable glove box. The car had loop-pile carpeting and heater as standard. A number of extras were available including twin SU carburetors, leather seats, a wood-veneered dashboard, Telaflo shock absorbers and paint options.
In late 1958, prototype cars embarked on a test run from Cape Town to Tangiers. An account of the journey was embellished by PR at the time. However only minor changes were deemed necessary between the prototype and production cars. The new car was launched at the Royal Albert Hall in London on 22 April 1959 but was not an immediate sales success, partly owing to its relatively high cost, approaching £700 (including 45 per cent Purchase Tax). In standard single-carburetor form the 34.5 bhp (26 kW) car was no better than average in terms of performance.
A saloon tested by The Motor magazine in 1959 was found to have a top speed of 70.9 mph (114.1 km/h) and could accelerate from 0–60 mph (97 km/h) in 31.1 seconds. A fuel consumption of 34.5 miles per imperial gallon (8.2 L/100 km; 28.7 mpg US) was recorded.
The rear suspension was criticized as yielding poor handling at the extremes of performance though the model was considered easy to drive with its good vision, light steering (smallest turning circle of any production car) and controls, and ease of repair.
A Herald S variant was introduced in 1961 with a lower equipment level and less chrome than the Herald. It was offered in saloon form only.
The 948cc Herald Coupé and Convertible models were discontinued in 1961, the 948cc Herald Saloon in 1962 and the Herald S in 1964.
Church of St George, Lower Brailes Warwickshire . the 'Cathedral of the Feldon', consists of a chancel with a north vestry, nave, north and south aisles, south porch, and west tower. www.flickr.com/gp/52219527@N00/62y1Yp
Roger, Earl of Warwick, in the reign of Henry I gave the church of Brailes to the priory of Kenilworth. By 1535 the canons of Kenilworth, now an abbey, were receiving £20 from the farm of the rectory and 15s. from rents of land in the parish, and the vicarage was worth £20. After the Dissolution Henry Vlll bestowed the advowson and rectory on his friend and brother in law Charles Brandon, Duke of Suffolk in 1539 reverting back to the crown after the latter's his death.
Excavations in 1879 are said to have revealed 12c foundations below the south arcade of the nave.
Apart from the mid 15c three stage tower and south porch the main c1280 structure probably measuring the 3 or 4 eastern bays of the nave, grew to its present size chiefly during the 14c.
The chancel was entirely rebuilt in early 14c its original roof is said to survive above the current ceiling. The nave was then largely remodelled, and possibly lengthened an extra 2 bays to the west, and heightened with clerestory windows and new roof t. . Much of the c1280 south arcade was also reconstructed and the aisle given a new roof and parapet.
Mid 15c a gild in honour of the Blessed Virgin Mary was established by Richard Neville, Earl of Warwick "the Kingmaker" in connexion with the church of Brailes. At the time of its dissolution in 1548 it maintained 2 priests, of whom one was organist and the other, John Pittes, schoolmaster of the free school, with a stipend of £8 1s. 8d. which had been granted to him in 1537 by the 2 wardens and the brethren of the gild. Its lands, which were partly in Warwickshire and partly in Oxfordshire, were granted away piecemeal but some of them were acquired later and applied to the re-endowment of the school.
There seems to have been extensive reconstruction in 1649, possibly due to damage incurred in the Civil War, which included the west doorway, the rebuilding of the north side of the nave, and the addition of a north vestry . in 1878 the massive square piers were cut down to their present octagonal forms and provided with capitals and bases of 14c style
The tower has 6 bells - One of late 15c made by Henry Jordan of London inscribed 'In multis annis resonet campana Johannis.' ; The 15c tenor by John Bird of London inscribed 'Gaude Quod Post Ip[su]m Scandis Et Est Honor Tibi Grandis In Celi Palacio. was the second largest medieval bell in England in 1877 when, after long being cracked, it was recast by Blews of Birmingham, who faithfully reproduced the old inscription. The treble is by Richard Purdy, 1624. The 4th after being recast by Richard Keene in 1668, with the inscription 'ime not the bell i was, but quite another, ime nowe as rite as merry george my brother', was again recast in 1900. The 5th was also recast by Richard Keene, in 1671, and is inscribed: 'ile crack no more now ring your fill merry george i was and will be still.'
In 1824 the interior was restored and the accommodation enlarged by which means 175 additional seatings were obtained, and in consequence of a grant from the Society for Promoting the Enlargement and Building of Churches, and Chapels, 155 of that number were declared to be free and unappropriated for ever, in addition to 110 formerly provided in the church.
Picture Of The Brooklyn Bridge And The Lower Manhattan Skyline Taken From Brooklyn. Photo Taken Sunday July 14, 2013.
DSC4262
Basildon Park
Basildon Park estate was bought by Francis Sykes in 1771.
Sykes had made his fortune in the East India Company and required a home befitting his status. He demolished the original house and employed architect John Carr to build the mansion that survives to this day.
The Sykes family owned the house until 1838.
The Morrison family owned Basildon Park from 1838 to 1928. It was originally bought by Liberal MP James Morrison who passed it to his eldest son Charles. On his death it was inherited by his sister Ellen who died just seven months later, leaving it to her nephew Major James Archibald Morrison.
During the Second World War, the estate was requisitioned. It served several purposes including being used by the 101st Airborne Division of the American Army for D-Day training, and later as a prisoner-of-war camp for German and Italian soldiers. This was all vital to the war effort but inevitably resulted in severe damage to the house and estate.
In 1952 Lord and Lady Iliffe bought the semi-ruined Basildon Park.
The couple set about restoring the house sensitively to its former glory, with the addition of modern-day comforts such as central heating, a contemporary kitchen and bathrooms.
They restored the elegant interior and scoured the country searching for 18th-century architectural fixtures and fittings to fill their comfortable new home.
The fine paintings, fabrics and furniture they bought can still be enjoyed by visitors today.
The house and gardens have been featured in several Film and TV drama productions including Pride and Prejudice, Bridgerton, Downtown Abbey, The Gentlemen and The Crown.
Lord and Lady Iliffe gifted the house, together with 400 acres of parkland, to the National Trust in 1978.
Grade I Listed
en.wikipedia.org/wiki/Basildon_Park
www.nationaltrust.org.uk/visit/oxfordshire-buckinghamshir...
www.nationaltrust.org.uk/visit/oxfordshire-buckinghamshir...
Christmas 2024
Basildon Park celebrates twenty years of starring as a filming location this year.
The room decor theme is ‘Your favourite Christmas movie’.
Visitors are invited to admire the sumptuous Christmas trees, bask in the glow of the twinkling lights, and see if they can guess the movie theme of the room.
www.nationaltrust.org.uk/visit/oxfordshire-buckinghamshir...
The Green Drawing Room
Rebecca at the Well
by Sebastiano Galeotti
1709
Oil on Canvas
History of The Lower Ferry
Dartmouth and Kingswear are two towns defined, in many ways, by their relationship with the river Dart.
The regular rhythm of the ferry services up and down the river Dart is a part of life we residents rarely think about – you can cross the river on the Higher, Lower or Passenger ferries, depending on where you are going or what you are doing. Back and forth they all go, day in, day out, from morning till night.
The oldest ferry with a continuous service is the ‘historical’ Lower Ferry.
People have been living along the banks of the river for thousands of years, but a formal crossing became necessary as both towns developed during the 14th Century – and the first recorded regular crossing was in 1365. Leaving from Kittery Point – the nearest place to Dartmouth – to Bayards Cove. This rowed service must have carried hundreds of thousands of visitors, residents and returning sailors home at all points of the day or night over its near–600 year history.
At some point it developed into a service that could carry a horse and cart – although the float on which the carts would travel was still pulled by a rowing boat! Two oarsmen took on the arduous task and it became known as the ‘Horse Ferry’ and then later the ‘Lower Ferry’.
It changed in its nature, as so many things did in the harbour, after the arrival of the railway in 1863.
Pushed through by Charles Seale Hayne, the railway was expected to completely transform the two towns of Dartmouth and Kingswear. The Dartmouth and Torbay Railway bought the ferry operation and leased it to a local postmaster, Tom Avis in 1865.
Avis ordered first a new, larger wooden float with a lifting prow to carry more carts and then in 1867, he ordered a steam-powered boat to pull the floats and carry up to 30 passengers. Pioneer, built by Samuel White of Cowes, was a big success, cutting crossing times to just three and a half minutes. This was despite Mr Avis crashing it into rocks in Weymouth before it had even reached the river!
Ten years later the lease was taken up by the Casey family - after Mr Avis became so successful in his various other business pursuits on the river that he felt it was the best thing for the service. A Kingswear family, the Caseys, took it on. Brothers William and Adam ran the service until 1901 when Tom Casey took over – he ran it successfully until the service was controversially stopped in 1925.
The Great Western Railway, who owned the rights to the ferry, found their own passenger ferry was suffering due to the popularity of the Lower Ferry service.
GWR were also using a large number of road vehicles to transport materials and men to Kingswear and Dartmouth, and found they were paying rather a lot to the Lower Ferry year on year.
Their solution? To convert their own passenger ferry to carry vehicles and revoke Mr Casey’s lease.
There was uproar after a number of months of chaos, caused by GWR’s lack of understanding of the amount of traffic the Lower Ferry had been carrying – for example, the large number of farm animals and the mess they made.
Eventually GWR ‘gave’ the rights to the Lower Ferry crossing to the Borough Council to avoid further problems and embarrassment.
The lease was taken up by a Mr Peters and the service was saved – in 1929 new more powerful tugs were brought in along with larger floats.
Today the tugs are virtually unchanged in basic design since 1929 – and their charm ensures they remain a tourist attraction in their own right for anyone coming to Dartmouth or Kingswear.
Now owned by South Hams District Council, the Lower Ferry runs every day of the year – except Christmas Day – from early until late and carries hundreds of thousands of people each year.
The ferry’s two floats are named Tom Avis and Tom Casey in honour of the two men who did more than anyone else to create the iconic and reassuring shape of the Lower Ferry on the river Dart.
Lower Antelope Canyon, Arizona
Just got back from an 8-day photo excursion through the southwest with McMike and Rookie Dad again. Lower Antelope Canyon was probably my favorite part of this trip - i have been to upper antelope twice now, but was much more impressed with the lower canyon this time. it's not full of tourists, you have the whole place to yourself, nobody is making you leave after two hours, and most importantly you can relax, take it in, and think more about your shots and compositions and less about someone kicking your tripod legs in the middle of an exposure. the colors in the canyon in my opinion are much more appealing as well due to it being a little more shallow and brighter inside. this was one of the first shots i pulled out of the stack for this trip - Much more to come!