View allAll Photos Tagged modification
Bueno, chicos, creo que ya me gusta más.
He modificado el asiento, alargando la moto cuatro studs.
He modificado los reposapiés y el manillar con más detalle.
He puesto esa pieza serigrafiada en el motor.
Luz de freno en la parte trasera y rellenado los huecos entre el chasis y la rueda trasera y como no tenia que sacar la untima foto 😋
Okay, guys, I think I like it more now. I've modified the seat, lengthening the bike four studs. I've modified the footrests and handlebars in more detail. I've added that silkscreened part to the engine. I've added a brake light to the rear and filled in the gaps between the frame and the rear wheel. Of course, I didn't have to take the last photo. 😋
If I look sad, it's because I am. This is not the piercing I wanted. I wanted an industrial but I don't have the ear for it. Sigh.
Rebuilding Together Philadelphia, another of the feature charities selected by the NATCA Charitable Foundation (NCF) & the #NATCAphilly2018 committee for this year's NATCA Biennial Convention, provides critical home repairs, modifications, and improvements for low-income homeowners. Read about #NATCA, NCF & RTP's efforts thus far this year. www.natca.org/index.php/insider-articles/2112-natca-chari...
April 20, 2018 at 08:33AM
www.facebook.com/NATCAfamily/photos/a.215149848060.132280...
Join ITS Tactical as Rob Robideau reviews the Preon P1 Flashlight and the clicky tailcap modification he had done.
Read the full write-up here on ITS Tactical: itstac.tc/OjO2fm
The Nintendo NAS contains the following hardware.
CV860A Motherboard with onboard Via Eden C3 at 800Mhz
512 Mb RAM
400Gb 3.5″ IDE Hard disk.
3 * 100MB Lan connections
The LEDs on the front panel indicate power, disk activity and LAN activity. The power button turns the NAS on (funny that!) The reset button is not connected.
I’ve not put a CDROM drive inside the unit that utilises the cartridge flap on the front. Ive mounted the hard drive behind it instead.
The plan was to install FreeNAS, but I’ve now decided to put Ubuntu server on instead. I can then put a full Apache/MySQL installation on it and publish its website to the internet. I will put a guest book system on it, so visitors can sigh the log. Keep an eye on nintendonas.retrocomputers.eu . I should have the site live by the new year.
Dont forget to checkout www.retrocomputers.eu for more info about my retro computer collection.
Johnson and Wyandotte County Law Enforcement Motorcycle units had a training day in western Lenexa on Aug 6, 2014. Motorcycle units from Lenexa, Kansas; Shawnee, Kansas; Olathe, Kansas; Overland Park, Kansas; Prairie Village, Kansas; Leawood,
Kansas; Johnson County Sheriff's Office and Kansas City, Kansas Police Department were in attendance. The monthly training day is designed to keep the high performance and professionalism of each officer's skills on there motorcycles.
For additional information, visit my web site at:
These photos are copyrighted and owned by TeeMack Photography. Any reproduction, modification, publication, transmission, transfer, or exploitation of any of the content, for personal or commercial use, whether in whole or in part, without written permission from TeeMack photography is prohibited. All rights reserved.
Slitcam modification of an Ilford Envoy camera as described by richard314159 here:
www.flickr.com/photos/richard314159/5867797552/
I simple slit, approximately 8mm wide has been made using black card, the film was advanced by 1/8th of a turn after each exposure, so at the beginning, when the take up spool was "slim" the slits overlap, while by the end of the film there is no overlap, or even a small gap.
Spaced out the guns on the top and added a mechanism to lower the grabbing arm.
Pull on the rod at the end and it will drop the grabbing arm thing.
Got my EOS 7D back from Canon a few days ago, and as requested they installed a locking mode dial for me.
I have a very bad habit of nudging this dial and not realizing it until after I've completely missed a handful of shots. It happened during my latest WDW trip, and left me scratching my head for a bit trying to figure out why my camera was going crazy. While the mode dial is probably the first place I should check, it's usually the last which just means lost time in addition to the lost shots.
Well, in the immortal words of S.I.R. I shall, "Wonder no more!" what mode I am shooting in as the locking mode dial will keep me firmly rooted.
The modification (parts & labor) ran around $100. I don't have an exact number however as I sent my (out of warranty) camera in for a few other issues along with the mode-dial installation.
Unfortunately, one of those issues (out of whack electronic level) wasn't resolved so I'm shipping my 7D back to Canon repair again today.
That means another week without my camera... Sigh...
I posted a quick video of the mode dial in action if you want to see how it operates. It's 20 riveting seconds of video, see for yourself www.youtube.com/watch?v=J3MDPH_wggQ
In other news, I've been working on a really exciting Disney project right now. Can't wait to unveil it to everyone soon. So very psyched to watch it all come together :) Stay tuned.
Have a stupendous day!
-Alan
ps - I picked up a hot-shot bubble level just to make sure I wasn't crazy, and that the electronic level is actually off. I'm happy to report, I am not crazy and the 7D's level is about 8 - 10 degrees off. Thanks again to Ryan for ruining my day and pointing this out.
Modifications Performed:
Wheels: Rennen R7 Step Lip Contour
Finish: Brushed Gunmetal Clear w/ Gloss Black Outer Lips
Sizes: (F) 21x9.0 | (R) 21x11.0
Tires: Michelin Pilot Super Sport
(F) 255/30/21
(R) 295/25/21
Suspension: KW HAAS Spring Lowering Kit
Paint | AA Collision Centers
Jet Black Roof, Side View Mirrors, Grill, Window Trim, & Emblems
Paladium Silver Reflectors & Trunk Trim
Tint: Tailights
The Chin tattooed women live in the Chin, Rakhine and Arakan states in northwestern Myanmar. The origin of facial tattoos in the region is unknown. Some believe that the practice began during the reigns of Kings long ago. The royalty used to come to the villages to capture young women. The men from the tribe may have tattooed their women to make them ugly, thereby saving them from a life of slavery. Interestingly, I heard a similar origin for body modification among the Mursi tribe in Ethiopia. As legend has it, the tribeswomen began wearing giant lip plates to make them uglier to would-be kidnappers. Now, the bigger the lip plate the higher the bride price.
For years, access to the tribal Mindat area was restricted by the burmese government. It was opened just two years ago. Only about 700 tourists visit per year. Most of them only visit the bucolic Mount Victoria by bus, never meeting the tattooed women who remain isolated, hours away by foot. Those who do wish to meet them better pack good walking shoes and be prepared to sleep in smoke-filled local houses complete with rats.
There are a few different face tattoo patterns. The spiderweb tattoo is popular in the Mrauk U region. It takes a three hour long tail boat ride to reach this remote area. This tattoo is usually accompanied by a circle in the center of the forehead which represents the sun or lines under the nose symbolizing tiger whiskers.
Another design, known as the bee pattern, is common in the Mindat area. It is composed of dots, lines and occasionally circles. It is worn by the Muun tribe who inhabit the hills of the Arakan state.
The Magan tribeswomen wear huge earrings made of beads and calabashes. They can also play the flute with their noses.
I ventured to Kanpelet village in search of the women from the U Pu tribe who have the incredibly rare whole face tattoo. This is one of the most impressive styles: the entire face is inked up. Rumors had it that only three women in this area had the tattoo. After hours of off roading, I arrive in the village only to learn that one died recently and another was very ill. I was lucky enough to meet Pa Late. At 85, she is nearly deaf but still works hard with her family in a small house on the top of a little hill.
Pa Late said that a completely black face had become a symbol of beauty in the past. The few women who refused to do it looked ugly to the men. The tattoo took three days but the pain lasted over a month.
There are two ways to make the tattoo needle. The first consists of tying three pieces of bamboo together and the second uses thorns. The ink is a mixture of cow bile, soot, plants, and pig fat. It usually took one day to complete the standard tattoo and a few more for the totally black one. The tattoo artist was a specialist or in some cases a parent. Infection was a common problem as the girls had blood all over their face.
Everything, including the eyelids, was tattooed. Many women say that the neck was the most sensitive area.
Ma Aung Seim shared her memories of the tattoo sessions : “I was 10 years old. The day before the tattoo ceremony, I only ate sugarcane and drank tea. It was forbidden to eat meat or peanuts. During the tattoo session, I cried a lot, but I could not move at all. After the session, my face bled for 3 days. It was very painful. My mother put fresh beans leaves on my face to alleviate the pain. I had no choice if i wanted to get married. Men wanted women with tattoos at this time. My mother told me that without a tattoo on my face, i would look like... a man! The web drawn on my face attracted the men like a spiderweb catches insects!”
Not all the tattooed women live in remote areas deep in the mountains. Some have integrated into modern society. Miss Heu, 67, lives in Kanpelet. Her grandmother forced her to get tattooed. She lives in a modern house and even has TV (when electricity is not out). Chin people have maintained their modesty and shyness: when a movie showspeople kissing or making love, most of them still fast forward the scene.
As a leader in the local community, Miss Heu had the chance to meet Aung San Suu Kyi when she came in the area for a meeting. She is very aware of the tattooed women and the ethnicities that are forgotten by the central government. She says she and Aung San Suu Kyi are friends now. Heu’s daughter has graduated and works in Singapore.
The Chin culture is threatened by the government as their teachers are usually not Chin. For a long time, they fought for independence, but since the country began to democratize, things have calmed down.
“I am old. Soon I will die” says to me a Chin woman from Pan Baung village, while she does the gesture of drying tears from her eyes. In her village, only 6 tattooed woman remain alive. Those women are the last of their kind…
© Eric Lafforgue
To be more versitile, this mod can transform into a simple camera holder if you add a 1/4" bolt to this end cap.
The man was just on the entrance of his cubicle waiting for the highly smoked chai prepared for us after our walk up from the village of Jageshwar below in the valley.
In this image I used a zoom lens settled on 120mm with sensitivity of 640ASA for the lack of light and because I didn't want to disturb the man approaching him too closer. I worked fastly as I didn't want to loose his pose and expression.
"Copyright © by Luca BELIS.
The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved." Contact me by email if you want to buy or use my images.
After a replacement Heath/Zenith 5411-A motion sensor failed the same way (bad design) the first one did in a porch light (would only turn on in test mode), I decided to use a Regent motion sensor instead. This involved making an adapter between the Regent box and the Heath ball-and-socket swivel, which fits in a standard hole in an exterior electrical box (good design).
I needed to use the putty knife to get past all the plastic snap-tabs on the Regent unit (bad design).
At Pevensey Castle
Pevensey Castle: a Saxon Shore fort, Norman defences, a medieval enclosure castle, and later associated remains
The monument includes Anderita Saxon Shore fort, traces of later, Norman defences, an enclosure castle, a 16th century gun emplacement and World War II defences situated on a low spur of sand and clay which now lies around 2km north west of the present East Sussex coastline at Pevensey. During the Roman and medieval periods the spur formed a peninsula projecting into a tidal lagoon and marshland, but coastal deposition and land reclamation have gradually built up the ground around it so that it is now completely land-locked. The roughly oval, north east-south west aligned Roman fort is the earliest of the structures which make up the monument and has been dated to the first half of the fourth century AD. Covering almost 4ha, the fort survives in the form of substantial ruins and buried remains. It is enclosed by a massive defensive wall with a flint and sandstone rubble core faced by coursed greensand and ironstone blocks, interspersed with red tile bonding courses. The whole is up to 3.7m thick and survives to a height of up to 8.1m. The wall was originally topped by a wall walk and parapet. Part excavation in 1906-8 showed that the wall was constructed on footings of rammed chalk and flints underpinned by oak piles and held together by a framework of wooden beams. Investigation of the internal face indicated that this was stepped upwards from a wide base so as to provide extra strength and support. Despite these precautions, a landslip on the south eastern side of the fort has resulted in the destruction of a c.180m length of the perimeter walls and, although fragments of the fallen masonry do survive, most have been removed over the years. Smaller sections of wall have also collapsed along the north western and eastern stretches. The defensive strength provided by the perimeter wall was enhanced by irregularly-spaced, externally projecting semicircular bastions with diameters of around 5m. There were originally at least 15 of these, of which 10 survive today. The fort was entered from its south western, landward approach by way of the main gateway. In front of this a protective ditch 5.5m wide was dug, and, although this became infilled over the years, a 40m stretch located towards its south eastern end has been recut and exposed. The ditch would have been spanned originally by a wooden bridge, although this no longer survives. The main gateway takes the form of a rectangular gatehouse set back between two solid semicircular bastions 8m apart. The 2.7m wide, originally arched entrance is flanked by two oblong guardrooms and the whole gateway structure projects beyond the inner face of the perimeter wall into the fort and is thought to have been originally two or even three storeys high. On the eastern side of the fort is a more simply designed subsidiary gateway, originally a 3m wide archway entrance, giving access to part of the adjacent Roman harbour, now overlain by Pevensey village. The extant archway is a modern reconstruction of the Norman rebuilding of the original entrance. Traces of a wooden causeway which led from it into the fort have been found during partial excavation. Midway along the north western stretch of perimeter wall is a now ruined postern c.2m wide, approached by a curved passage set within the wall. Part excavation between 1906-1908 indicated that the internal buildings which housed the garrison of up to 1,000 men, along with their livestock and supplies, were constructed of timber infilled with wattle and daub. A c.1m sq timber-lined Roman well was found in the south western sector of the fort, at the bottom of which were the remains of the wooden bucket with rope still attached. The well was found to have been filled with rubbish in Roman times and the presence of the bones of cattle, sheep, red deer, wild boar, wild birds, domestic dogs and cats, along with sea shells, gives some indication of the diet and lifestyle of the fort's original inhabitants. Anderita is thought to have been abandoned by its garrison by the latter half of the 4th century AD, and although little is known of its subsequent history until the 11th century, the Anglo-Saxon Chronicle records a massacre of Britons by the invading Saxons at the fort in AD 491. The Bayeux Tapestry states that William the Conquerer landed at Pevensey in 1066, and the Norman army are believed to have made use of the Roman fort as one of their first armed camps. The defences at Pevensey and the surrounding land were granted to King William's half-brother Robert, Count of Mortain. The medieval defences then went through at least 300 years of development, culminating in the construction of a stone built enclosure castle within the largely intact walls of the earlier Roman fort. It is thought that the first Norman defences took the form of a wooden palisade surrounded by a bank and ditch, and a c.40m length of partially infilled ditch up to 9m wide which survives across the north eastern sector of the earlier fort may indicate their original extent. Limited excavations in 1993-94 showed that the ground surface in the south eastern sector of the fort, in the vicinity of the later stone-built keep, was artificially raised some time before 1200, suggesting that a motte may also have been constructed. The original Roman gateways were rebuilt and a new ditch dug in front of the south western gate. Most of the Norman defences and interior wooden buildings will now survive in buried form beneath the later medieval castle, although herringbone-pattern repairs to the Roman masonry, by then serving as the outer bailey of the medieval defences, also date from this time. Around 1100 the defences were strengthened and the accommodation improved by the addition of a masonry keep in the south eastern sector of the earlier fort. The subject of a complex history of alteration, collapse and repair, the keep utilises part of the earlier, Roman perimeter wall and bastions. It takes the form of a rectangular block measuring c.16.8m by c.9m internally, reinforced by apsidal projections on all sides. Now surviving in ruined form up to first floor level, the keep originally took the form of a tall tower with an entrance on the first floor. A rectangular building measuring 7.6m by 6m was later constructed in the south eastern angle between the keep and the Roman wall. At around 1200 work began on the construction of a smaller, stone-built inner bailey in the south eastern sector of the earlier fort. An L-shaped ditch around 20m wide was dug to define the new enclosure, and this retains water in its northern arm. The material excavated from the ditch and from the destruction of the earlier bank was spread over much of the outer bailey to a depth of up to 1.5m. The ditch was recut during extensive renovations carried out during the early 20th century. The first structure to be built in this phase was the gatehouse to the south west which has an arched entrance between twin, semicircular external towers, now ruined. The basement chambers beneath each tower have ashlar-faced walls and barrel-vaulted ceilings, the southern chamber being entered by way of a newel staircase, the northern by a trapdoor. Both were used to house prisoners. Many subsequent alterations included the replacement, during the 15th century, of the wooden bridge over the outer ditch by a stone causeway. The originally embattled curtain wall enclosing the inner bailey was built within the ditch and inner berm around 1250. This survives almost to its full original height and is faced with coursed Greensand ashlar. Three semicircular external towers provided flanking cover from the narrow embrasures which pierce their walls. Each has a narrow staircase to a basement, a branch staircase off it into the ditch and a room and garderobe, or latrine, at ground floor level. Upper rooms were entered by way of the wall walk and were heated by fireplaces. The basement of the northernmost tower has two rib-vaulted bays, the keeled ribs resting on stiff-leaf corbels. The interior castle buildings continued to be built mainly of wood and these will survive in buried form, although the stone foundations of a chapel were exposed during partial excavation of the northern sector of the inner bailey. Around 20m south east of the chapel is a large stone-lined well at least 15.5m deep, and near this is a pile of medieval stone missile-balls, a selection of those recovered from the ditch. These were thrown from trebuchets during the four sieges of the castle. William, Count of Mortain forfeited Pevensey after an unsuccessful rebellion against Henry I in 1101 and the castle, which remained in the royal gift until the later Middle Ages, passed into the hands of the de Aquila family. The most famous siege took place in 1264-65 when the supporters of Henry III, fleeing from their defeat by the Barons at Lewes, took refuge in the castle. In 1372 the castle was given to John of Gaunt, and during his period of office was used to imprison James I, King of Scotland, who had been seized in 1406, and Joan, Queen of Navarre, accused of witchcraft by her stepson, Henry V. By 1300, the sea had gradually begun to recede from around the castle and its military importance declined as a result. Contemporary records show that the castle walls were constantly in need of expensive repair and by the end of the 14th century were not being properly maintained, although the roof leads were kept intact until the middle of the 15th century. By 1500 the castle had ceased to be inhabited and fell rapidly into decay. The threat of the Spanish Armada led to some renewed interest in the defensive value of the site, and a survey of 1587 records that the castle housed two demi-culverins, or heavy guns. These were sited on the contemporary, south east orientated, M-shaped earthen gun emplacement situated in the outer bailey around 90m north east of the main Roman gateway. This takes the form of a raised level platform c.20m long bounded on the seaward side by a slight bank c.0.4m high and around 3m wide. One of the cast iron guns, manufactured in the East Sussex Weald, is now housed within the inner bailey on a modern replica carriage. From the 17th century the castle passed through the hands of various private owners. Valued as a picturesque ruin during the 18th and 19th centuries, it features in many contemporary engravings and illustrations. In 1925 the Duke of Devonshire presented the monument to the state, and extensive repairs began with a view to opening the monument to the public. These were interrupted by the outbreak of World War II, when the castle resumed its original military purpose of protecting the south coast. The castle was refortified in May 1940 as an observation and command post. It was continuously occupied by regular troops, including Canadian forces and the United States Army Air Corps, who used it as a radio direction centre, and by the Home Guard until 1944. The World War II defences include two pillboxes and three machine gun posts of concrete faced with rubble and flints, carefully concealed and camouflaged within the earlier Roman and medieval fabric. An internal tower was built just to the south of the Roman east gateway and a blockhouse housing anti-tank weapons was built in front of the main Roman gateway. The blockhouse no longer survives. Modifications carried out to the medieval mural towers included lining the interiors with brick and inserting wooden floors. In 1945 the monument was returned to peaceful use and is now in the guardianship of the Secretary of State and open to the public.
[Historic England]
The final four uploads.....
Or Dover Marine.
Or even Dover Admiralty Pier station.
It has been all of them. But is now Dover Cruise Terminal.
We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.
Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.
-------------------------------------------------------
This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.
You can make it into a gimbal or a camera holder, as you choose. I glued this washer into place inside the end cap.
This downspout diverter is available from many vendors and allows water to continue flowing through the downspout once the rain barrel is full.
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After much deliberation in my head, today I painted the insides of Picassocam and paintcancam with flat black paint. I've enjoyed the unexpected reflections that pop up on my negatives from their shiny insides, but we are off to the bright, white sand dunes later this week, (in very sunny weather!) so I don't think I can afford internal reflections.
Off to try them out...to see if the deep, black abyss willl affect exposure times and conditions.... (-: