11-shot HDR Panorama taken from the 5th floor deck of the Marriott Waterfront. View the original size to check out the detail. You can even read the banner that the plane is pulling. I highlighted a few of the details you can see at Max size.

In the foreground is the Pier 6 Concert Pavilion. 12 hours earlier, Several Species, a Pink Floyd cover band, was just finishing up their encore inside the tent. It's a great place to see a concert.

It took me several days to process the 11 shots through Photomatix. I did all the HDR conversions before stitching them together in Photoshop CS4. The finished product was too big for Flickr, so I had to reduce it a bit.

Replacing an earlier scanned photo with a better version 09-Jan-22 (DeNoise AI).

On a typical Manchester winters afternoon...

This aircraft was delivered to East Line Airlines as RA-76369 in Mar-93. It was leased to Airstars in May-05 and leased to AirStan by 1998.

The aircraft was returned to East Line Airlines in Aug-02. It was leased to Airstars again in 2003 and sold to Reem Air as EX-054 in Apr-05.

It was sold to Gomelavia as EW-242TH in Jun-06 and then to Asia Continental Airlines as UN-72604 in Jul-07. In Oct-08 the aircraft was sold to Libyan Air Cargo (Libyan Air Force ?) as 5A-DNX. It's C of A expired in Mar-10. Presumably stored in Libya.

Replacing an earlier digital photo with a better version 27-Dec-20.

Britannia Airways AB (Sweden) with 'Finnmatkat.fi' titles (a major Finnish Tour Operator).

This aircraft was delivered to Air Europe (UK) as G-BRJI in Apr-90. It was sold to a lessor on delivery and leased back to Air Europe. It was sub-leased to sister company, Air Europa with the Spanish temporary registration EC-446 in May-90, becoming EC-EVC in Jun-90. Air Europe (UK) ceased operations in May-91 and the lease was transferred to Air Europa. The aircraft was sold to a different lessor and leased back to Air Europa in Jun-92, so it was given a new temporary registration as EC-786, becoming EC-FMQ in Jul-92 (see note below). It was returned to the lessor as G-BRJI in Feb-93 and stored for a year before being leased to Ambassador Airways (UK) in Feb-94. It was repossessed by the lessor in Nov-94 and stored at London-Gatwick before being leased to Venus Airlines (Greece) as SX-BBZ in Mar-95. The aircraft returned to the lessor in Nov-96 and was stored at London-Heathrow. In May-97 it was leased to Blue Scandinavia (Sweden) as SE-DUO. Blue Scandinavia was renamed Britannia Airways AB in Apr-98. The aircraft was transferred to Britannia Airways (UK) as G-CDUO in Feb-02. The airline was renamed Thomson,co,uk, operated by Britannia Airways, in May-04 and became Thomsonfly,UK in Nov-04. In Oct-05 it was transferred back to Sweden via the lessor in the Netherlands as PH-AAS for six days before becoming SE-DUO again with Britannia Nordic AB. It became TUIfly Nordic AB (TUIfly,com) in May-06. The aircraft was returned to the lessor in Feb-08 and leased to CargoJet (Canada) as C-FKCJ the following month. It was converted to freighter configuration with a main deck cargo door at Jacksonville-VQQ, FL, USA in Jul-08. Now over 30 years old, the aircraft continues in service. Current, updated Dec-20.

Note: The Spanish Civil Aviation Authority used to issue a temporary registration when aircraft were imported to Spain and then issue a permanent registration a few months later.

The whole process had to be done again each time the ownership changed. This practice was discontinued in the late 1990's.

PA315665.

Replacing an earlier scanned photo with a better version 27-Aug-18.

Named: "Innsbruck".

This aircraft was delivered to Austrian Airlines as OE-LMM in Mar-90. It was sold to a lessor in Jul-01 and immediately leased to Vanguard Airlines (USA) as N136NJ. Vanguard ceased operations at the end of Jul-02. It was returned to the lessor and initially stored at Kansas City, MO, USA before being moved to Tucson, AZ, USA in Oct-02 for further storage. The aircraft was leased to AeroMexico XA-TXH in May-03 and returned to the lessor in Feb-09. It was sold to Allegiant Air for spares as N399NV the following week and ferried to Mojave, CA, USA where it was permanently retired. The aircraft was last noted at Mojave in Apr-10 with both sides of the fuselage cut out.

Note: The registration OE-LMM was used again by Austrian charter airline MAP Jet between Dec-06/Sep-08. That aircraft, an MD-83, had previously been operated by Austrian Airlines as OE-LME.

Map Number 2023-087, Replaces Map Number 2019-250

To view a larger version of the map, right click on the map and choose a different size. For directions on how to download a map, our contact information, and answers to other questions, please click here.

Replaced the torque converter with a high stall one and added a shift kit. Next mod will have to be a posi-trac rear end.

A visit to Caernarfon Castle in North Wales. It was here in 1911 and 1969 that the Prince of Wales was inaugurated (Prince Edward later Edward VIII and the current Prince of Wales, Prince Charles).

Caernarfon Castle (Welsh: Castell Caernarfon), often anglicized as Carnarvon Castle, is a medieval fortress in Caernarfon, Gwynedd, north-west Wales cared for by Cadw, the Welsh Government's historic environment service. There was a motte-and-bailey castle in the town of Caernarfon from the late 11th century until 1283 when King Edward I of England began replacing it with the current stone structure. The Edwardian town and castle acted as the administrative centre of north Wales and as a result the defences were built on a grand scale. There was a deliberate link with Caernarfon's Roman past and the Roman fort of Segontium is nearby.

While the castle was under construction, town walls were built around Caernarfon. The work cost between £20,000 and £25,000 from the start until the end of work in 1330. Despite Caernarfon Castle's external appearance of being mostly complete, the interior buildings no longer survive and many of the building plans were never finished. The town and castle were sacked in 1294 when Madog ap Llywelyn led a rebellion against the English. Caernarfon was recaptured the following year. During the Glyndŵr Rising of 1400–1415, the castle was besieged. When the Tudor dynasty ascended to the English throne in 1485, tensions between the Welsh and English began to diminish and castles were considered less important. As a result, Caernarfon Castle was allowed to fall into a state of disrepair. Despite its dilapidated condition, during the English Civil War Caernarfon Castle was held by Royalists, and was besieged three times by Parliamentarian forces. This was the last time the castle was used in war. Caernarfon Castle was neglected until the 19th century when the state funded repairs. In 1911, Caernarfon Castle was used for the investiture of the Prince of Wales, and again in 1969. It is part of the World Heritage Site "Castles and Town Walls of King Edward in Gwynedd".

A Grade I listed building.

Caernarfon Castle

History

Begun in 1283 and still incomplete when building work ceased c1330. Built for Edward I of England, it combined the roles of fortification, palace and administrative centre. A motte and bailey castle had been built here in the late C11 by Earl Hugh of Chester, although it became a residence of Welsh princes, including Llewelyn ap Gruffudd, after the Welsh regained control of Gwynedd by 1115. The English conquest of N Wales followed quickly after the death of Llewelyn ap Gruffudd in 1282 and Caernarfon was built to consolidate the English gains. Edward I employed James of St George as his architect, who had previously been employed by Philip of Savoy and had designed for him the fortress-palace of St Georges d'Esperanche. James also directed the building other castles for Edward I, including Harlech, Conwy and Beaumaris, using English craftsmen and labourers. The design of Caernarfon Castle echoed the walls of Emperor Constantine's Roman city of Constantinople, which also has polygonal towers and banded stonework, and was thus intended by Edward to be an expression of imperial power. Edward I and Queen Eleanor visited Caernarfon in 1284 and it was said that their son, Edward, the first English prince of Wales, was born at the castle in 1284.

Construction of the castle was integrated with the construction of town walls protecting the newly established borough, the town being situated on the N side of the castle. By 1292 the southern external façade of the castle was probably complete, while on the N side the castle was protected by a ditch and the walled town. The castle was damaged during an uprising in 1294 led by Madog ap Llewelyn, but Edward I swiftly regained control of Caernarfon and the castle, where restoration work began in 1295. The uprising had demonstrated the need to complete the castle's defences on the town side, which were largely built in the period 1295-1301. Work subsequently continued at a slower pace in the period 1304-30 and included the completion of the towers, including the Eagle Tower which was completed 1316-17 and in 1316 the timber-framed 'Hall of Llewelyn', the Welsh prince's residence at Conwy, was dismantled and shipped to Caernarfon. The upper portion of the King's Gate was constructed in 1321 and included a statue of Edward of Caernarfon, who had been crowned Edward II in 1307.

The castle was garrisoned for nearly 2 centuries but was increasingly neglected as hostilities softened from the C16 onwards. The castle was garrisoned for Charles I during the Civil War but was surrendered to the Parliamentarians in 1646. In the C18 the castle became one of the most celebrated of ruins in Wales, which began its present phase as tourist attraction and ancient monument. Restoration was undertaken in the final quarter of the C19 under the direction of Sir Llewelyn Turner, Deputy Constable. In 1908 ownership passed from the Crown to the Office of Works and restoration work continued. This included the reinstatement of floors in most of the towers and reinstatement of the embattled wall walks by 1911. The castle was the venue for the investiture of both C20 Princes of Wales, in 1911 and 1969.

Exterior

Constructed of coursed limestone with darker stone banding to the S and E external façades between the Eagle Tower and NE Tower. The plan is polygonal, resembling a figure of 8, and constructed around an upper and a lower ward in the form of curtain walls and mainly 3-stage polygonal towers with basements (in contrast to the round towers of the town walls). The structure is in 2 main phases. The earlier is the S side, from and including the Eagle Tower to the NE Tower, was constructed mainly in the period 1283-1292, while the N side facing the walled town was built after the uprising of 1294. The curtain walls are embattled with loops to the merlons and a wall walk. Openings are characterised by the frequent use of shouldered lintels, giving rise to the alternative term 'Caernarfon lintel', and 2-centred arches. The towers have reinstated floors of c1911 on original corbels. The outer walls have arrow loops. Windows are mainly narrow single-light, but some of the mullioned windows incorporate transoms.

The principal entrance is the 3-storey King's Gate on the N side. It is reached across the ditch by a modern segmental-arched stone bridge with stone steps to the outer side, replacing the medieval drawbridge. The King's Gate has polygonal towers with 2-light windows to the outer facets in the middle stage and 2-light windows in the upper stage. The entrance is recessed behind a segmental moulded arch. It has a 2-centred arch beneath string courses and 2-light transomed window. Above the main arch is a statue of Edward II in a canopied niche with flanking attached pinnacles.

To the R is the outer wall of the kitchens and then the Well Tower, of 3 stages with basement. The Well Tower has a higher polygonal turret reinstated in the late C19 and full-height square projection on the W side housing the well shaft. The tower has 2-light windows in the middle and upper stages.

The Eagle Tower at the W end is the largest of the towers, having been designed to accommodate the king's lieutenant. It has 3 stages with basement and 3 higher polygonal turrets. The battlements are enriched by carved heads and eagles, although much weathered. On the N side are 2-light windows and an attached stub wall with drawbridge slot. This is the planned water gate through which water-borne supplies were intended to be conveyed to the basement of the Well Tower at high tide, but it was not completed. It has polygonal responds to the gate, a portcullis slot and 2 superimposed windows between the basement and ground-floor levels. On the N side is a flight of stone steps to an arched doorway at basement level. This postern was the main entrance for those approaching by sea. On the S side the curtain wall is built on exposed bedrock and the Queen's Tower, Chamberlain Tower and the Black Tower each have a single higher polygonal turret. The outer faces have only narrow loops. On the W side of the Chamberlain Tower are stone steps to a doorway under a shouldered lintel that led into the great hall. On the E side of the Black Tower is the shorter polygonal Cistern Tower, with the unfinished Queen's Gate at the SE end. Between the Chamberlain Tower and Black Tower the curtain wall is stepped in, from which point there is a substantial raked stone plinth continuing around to the NE Tower. The Queen's Gate has double polygonal towers linked by a straight wall above the gateway, while the openings are all narrow loops. The gateway is raised above a high basement storey (and would have been reached by the building of a massive stone ramp) and is recessed beneath a segmental arch with murder holes. The Watch Tower to the N is narrower and higher than the remaining towers, beyond which is the 2-stage NE Tower, which has a 2-light window. Returning along the N side, which was built after 1295, the curtain wall and the 4-stage Granary Tower incorporate 2-light windows.

The King's Gate has murder holes to the vault and porters' rooms to the L and R, leading to the interior. Internally the castle is planned around an upper ward on the E side and a lower ward on the W side. Through the entrance passage is a 2-storey projection on the R (now housing a shop), the S side of which retains 2 portcullis slots and a vault springer, indicating that a second entrance was built here, although it no longer survives above the foundations. Above the main gate is a former chapel, which retains its original piscina. The upper storey hall has window seats. On the W side of the King's Gate are the foundations of the kitchens in the lower ward, in which are 2 round foundations for copper cauldrons and springer of a former vault. The Well Tower does not have reinstated floors, but in each storey a fireplace and garderobe are retained and in the second stage is a small kitchen above the well chamber. The fireplaces all differ in detail: in the basement is a segmental arch, the lower storey a tripartite lintel, the second stage a projecting lintel on corbels with raked hood, and chamfered lintel to the upper stage. The tower has a full-height newel stair. The basement is reached by external stone steps. Between the Well Tower and Eagle Tower is a restored fireplace with a raked hood in a chamber whose outline walls are visible.

The Eagle Tower has stone steps to the basement to the L of the main doorway, both lower stage and basement having pointed doorways. The upper stages have 2-light windows similar to the outer faces. The thick walls incorporate mural passages and stairs. In the lower stage is a large fireplace with raked hood and a small octagonal chamber that probably served as a chapel. The great chamber in the second stage also has an octagonal chapel, which retains a stoup or piscina. Between the Eagle Tower and the NE Tower the curtain wall and towers have mural passages in addition to the wall walk and generally have stone steps in either straight flights to the wall walks or newel stairs, and most chambers in the towers have associated garderobes. The Queen's Tower, known as the 'Banner Tower' in the C14, and the Chamberlain Tower have chambers in each storey with small square subsidiary chambers that probably served as chapels, and 2-light windows. The Queen's Tower has 3 octagonal chimney shafts behind the parapet. In the Chamberlain Tower the lower storey retains a fireplace with shouldered lintel. Both towers are occupied by the museum of the Royal Welch Fusiliers. Between Queen's Tower and Chamberlain Tower are the foundations of the great hall, while the 2 superimposed mural passages in the curtain wall have 2-light windows that formerly opened into the hall.

The Black Tower is smaller than the other towers and has only single chambers in each stage, with cambered fireplace in the upper chamber, and 2-light windows. The Cistern Tower has a vaulted hexagonal chamber beneath an open stone-lined rainwater tank visible on the wall walk. In the unfinished Queen's Gate the position of porters' rooms is discernible in the flanking towers of which the S has a lintelled fireplace while both have garderobes. Portcullis slots and murder holes are in the passage. The upper storey over the passage was to have been a hall but was not completed. The Watch Tower is entered by a doorway at the wall walk level only.

The NE Tower is simpler with single chambers in each stage, as is the Granary Tower, which incorporates a well shaft and has a fireplace with raked hood in the upper stage. Between the NE Tower and the King's Gate the curtain wall has corbels representing former buildings built against the curtain, and its mullioned windows incorporate window seats.

Reasons for Listing

Listed grade I as one of the finest medieval castles in Wales, and unique in its royal associations.

Scheduled Ancient Monument CN 079.

World Heritage Site.

The Royal Welch Fusiliers Museum. Entrance is via the Chamberlain Tower. Then head down the corridor and most of the exhibition was on multiple floors of the Queen's Tower.

The story of Wales's oldest infantry regiment.

Was limited by what I could take in the museum proper, so didn't get too much. This was in the Queen's Tower.

Vickers machine gun (Mk 1)

From World War One. Made in April 1918.

sign

Replaces FG Falcon

Replacing a photo taken at PAE 27-Jul-15 with a better version without obstructions 29-Jul-15.

Prototype KC-46A Tanker with boom and underwing 'probe & drogue' pods.

Was built in 2006, closed in 2008. Replaced by Olive Garden

Replacing an earlier digital photo with a better version 18-Oct-26.

Sub-leased from and operated by Flightline, UK.

This aircraft was ordered by Irish Aerospace Ltd but the order was cancelled. It was delivered to ABB Credit Finance AB and leased to Spanair, Spain with the temporary registration EC-307 in Oct-89. It was re-registered EC-ESJ in Jan-90.

The lessor changed in Oct-94 and the aircraft was issued with another temporary registration, EC-742. It was re-registered EC-FZC in Jan-95. It was returned at AerCo Ireland in May-06 and was leased to MAP Jet, Austria as OE-LHG in Jun-06 and immediately wet-leased to Aviajet, Ireland.

The aircraft returned to MAP Jet in Nov-06 and was sub-leased to Flightline, UK as G-FLTL in Dec-06. It was wet-leased to Aviajet, Ireland in May-07 and returned to Flightline in early Nov-07. It was wet-leased to Volareweb,com, Italy later the same month.

It was returned to Flightline in Sep-08. The aircraft was stored at Southend, UK in Nov-08 and Flightline ceased operations on 02-Dec-08. It was returned to Bajoran Ltd (I immediately thought of Star Trek Deep Space Nine - IYK, YK!) and remained stored at Southend.

It was leased to United Airways, Bangladesh as S2-AEU at the end of Jun-09. The aircraft was permanently retired at Dhaka, Bangladesh in Dec-24. Updated 18-Oct-26.

This is a photograph from the 3rd Annual Meath Spring Half Marathon and 10KM Road Races hosted by Bohermeen AC on the 2nd March 2014 at 12:00 at Bohermeen, Ardbraccan, Navan, Co. Meath, Ireland. This year's event included a 10KM race which replaced the 5KM event held on the previous years. This event has grown quickly in popularity over the past few years with this year's entry of 700 beating the previous race numbers of 680. This half marathon event is perfectly placed in the Irish running calendar as it provides runners of all levels and abilities an opportunity to test the half marathon distance in preparation for a Spring Marathon or as the first serious running goal of the New Year. Bohermeen AC is steeped in Irish athletics history since 1927 and it is this experience and exceptional community spirit and volunteering which has made this event today so successful. The very heavy rain that fell on the 10KM race and the begining of the Half Marathon did nothing to dampen the spirits of the participants. In fact, despite a head wind at certain parts of the course, this was a perfect day for road racing.

Our full set of photographs from today's event are available on Flickr at the following link http://www.flickr.com/photos/peterm7/sets/72157641717197563/. This set of photographs is mostly of the Half Marathon race but there are some from the 10KM event.

Don't forget to scroll down to see more information about the race and these photographs!

Event Management was provided by Irish Company PRECISION TIMING who provided electronic timing for both events. The results from today's events can be found on Precision Timing's website at this URL [www.precisiontiming.net/result/racetimer?v=%252Fen%252Fra...]

The Satellite Navigation Coordinates to Bohermeen are [53.650882,-6.77989] and is accessible using the M3, N2 and N52

The routing for the 2014 event has changed slightly from previous year. In 2014 the race starts about 100m away from the Bohermeen Club Race HQ [See Google StreetView in the direction of the imagery goo.gl/maps/rtj1X] and the race proceeds down the road towards Navan. Just before the 1st mile the race takes a right turn [see Google Streetview goo.gl/maps/iGrR0] which brings runners on the route of the famous Patrick Bell 5KM Road Race route held at Bohermeen every summer. Then the route turns slightly eastwards and this brings the race along a beautiful stretch of rural countryside road. This connects runners with the main loop [see Google StreetView goo.gl/maps/gLI1l] where the race follows the N51 towards Navan. The race must now complete this loop (which passes through the start area and past the finish) and then a full loop again before finishing in the Athletics track. The only hills to speak of in this course are on the the stretch where the race route crosses the M3 motorway (see Google Streetview - as of March 2014 their imagery is a little out of date for the M3 goo.gl/maps/tcdJX). The only major climb on the course must be tackled twice as the road rises up over the M3 Motorway. This comes at about the 5M and 11.5 Mile mark in the race.

Some useful links to other web-resources related to this race

Bohermeen AC Facebook Page: www.facebook.com/bohermeen.ac?fref=ts

2014 Spring Half Marathon Route: www.runningmap.com/?id=641747

2014 Spring Half Marathon 10KM Race Option Route: www.runningmap.com/?id=641752

Google Streetview of the Race Start: goo.gl/maps/rtj1X

Google Streetview of the Race Finish and Race Headquarters: goo.gl/maps/qVttR

Internet Homepage for the Spring Half Marathon [www.meathspringhalfmarathon.com/]

Results from 2013 from Precision Timing: www.precisiontiming.net/result/racetimer?v=%252Fen%252Fra...

Results from 2012 from Precision Timing: www.precisiontiming.net/result/racetimer?v=%252Fen%252Fra...

The Boards.ie Athletics Forum Thread For 2013 Race [www.boards.ie/vbulletin/showthread.php?t=2056785036&p...]

The Boards.ie Athletics Forum Thread For 2014 Race [www.boards.ie/vbulletin/showthread.php?t=2057078579]

Photographs from previous events

Our Flickr Photograph set from the 2nd Spring Marathon 2013: www.flickr.com/photos/peterm7/sets/72157632906920970/

Our Flickr set from the 1st Spring Marathon (2012) www.flickr.com/photos/peterm7/sets/72157629146137284/with...

Photographs from the 2013 event from our friend Paul Reilly [pjrphotography.zenfolio.com/p670974697]

We use Creative Commons Licensing for these photographs

We use the Creative Commons Attribution-ShareAlike License for all our photographs here in this photograph set. What does this mean in reality?

The explaination is very simple.

Attribution- anyone using our photographs gives us an appropriate credit for it. This ensures that people aren't taking our photographs and passing them off as their own.

ShareAlike – anyone can use these photographs, and make changes if they like, or incorporate them into a bigger project, but they must make those changes available back to the community under the same terms.

Creative Commons aims to encourage creative sharing. See some examples of Creative Commons photographs on Flickr: www.flickr.com/creativecommons/

Can I use these photographs directly from Flickr on my social media account(s)?

Yes - of course you can! Flickr provides several ways to share this and other photographs in this Flickr set. You can share to: email, Facebook, Pinterest, Twitter, Tumblr, LiveJournal, and Wordpress and Blogger blog sites. Your mobile, tablet, or desktop device will also offer you several different options for sharing this photo page on your social media outlets.

We take these photographs as a hobby and as a contribution to the running community in Ireland. Our only "cost" is our request that if you are using these images: (1) on social media sites such as Facebook, Tumblr, Pinterest, Twitter,LinkedIn, Google+, etc or (2) other websites, blogs, web multimedia, commercial/promotional material that you must provide a link back to our Flickr page to attribute us.

This also extends the use of these images for Facebook profile pictures. In these cases please make a separate wall or blog post with a link to our Flickr page. If you do not know how this should be done for Facebook or other social media please email us and we will be happy to help suggest how to link to us.

How can I get full resolution, print-quality, copies of these photographs?

If you just need these photographs for online usage then they can be used directly once you respect their Creative Commons license and provide a link back to our Flickr set if you use them. For offline usage and printing all of the photographs posted here on this Flickr set are available free, at no cost, at full image resolution.

Please email petermooney78 AT gmail DOT com with the links to the photographs you would like to obtain a full resolution copy of. We also ask race organisers, media, etc to ask for permission before use of our images for flyers, posters, etc. We reserve the right to refuse a request.

In summary please remember when requesting photographs from us - If you are using the photographs online all we ask is for you to provide a link back to our Flickr set or Flickr pages. You will find the link above clearly outlined in the description text which accompanies this photograph. Taking these photographs and preparing them for online posting does take a significant effort and time. We are not posting photographs to Flickr for commercial reasons. If you really like what we do please spread the link around your social media, send us an email, leave a comment beside the photographs, send us a Flickr email, etc. If you are using the photographs in newspapers or magazines we ask that you mention where the original photograph came from.

I would like to contribute something for your photograph(s)?

Many people offer payment for our photographs. As stated above we do not charge for these photographs. We take these photographs as our contribution to the running community in Ireland. If you feel that the photograph(s) you request are good enough that you would consider paying for their purchase from other photographic providers or in other circumstances we would suggest that you can provide a donation to any of the great charities in Ireland who do work for Cancer Care or Cancer Research in Ireland.

I ran in the race - but my photograph doesn't appear here in your Flickr set! What gives?

As mentioned above we take these photographs as a hobby and as a voluntary contribution to the running community in Ireland. Very often we have actually ran in the same race and then switched to photographer mode after we finished the race. Consequently, we feel that we have no obligations to capture a photograph of every participant in the race. However, we do try our very best to capture as many participants as possible. But this is sometimes not possible for a variety of reasons:

     ►You were hidden behind another participant as you passed our camera

     ►Weather or lighting conditions meant that we had some photographs with blurry content which we did not upload to our Flickr set

     ►There were too many people - some races attract thousands of participants and as amateur photographs we cannot hope to capture photographs of everyone

     ►We simply missed you - sorry about that - we did our best!

You can email us petermooney78 AT gmail DOT com to enquire if we have a photograph of you which didn't make the final Flickr selection for the race. But we cannot promise that there will be photograph there. As alternatives we advise you to contact the race organisers to enquire if there were (1) other photographs taking photographs at the race event or if (2) there were professional commercial sports photographers taking photographs which might have some photographs of you available for purchase. You might find some links for further information above.

Don't like your photograph here?

That's OK! We understand!

If, for any reason, you are not happy or comfortable with your picture appearing here in this photoset on Flickr then please email us at petermooney78 AT gmail DOT com and we will remove it as soon as possible. We give careful consideration to each photograph before uploading.

I want to tell people about these great photographs!

Great! Thank you! The best link to spread the word around is probably http://www.flickr.com/peterm7/sets

We are replacing a serpentine belt on a Ford F-250,6.0 poerstroke diesel engine. We are Ford Powertroke,Cummins,and Duramax Diesel engine Experts. Call Dan's Auto/Truck Repair in Arlington,Texas for any questions or concerns you may have. 817-548-8373,ask for Dan

Old Castle Toward is in the grounds of the great house that replaced it, also called Castle Toward, which itself is long passed its glory days. The new "castle" was built in 1820 by Kirkman Finlay, former Lord Provost of Glasgow. As late as the 1920s it was still being extended and the gardens and woodlands improved. If those heady days had not come to a close as a result of the ever increasing cost of maintaining a great house in the 20th century, they certainly came to end when the 2WW broke out. Toward was requisitioned by the Navy, renamed HMS Brontosaurus, and used as a combined operations centre for training men in the techniques of loading personnel and armoured vehicles including tanks, onto all types of landing craft and in the management of beach landing operations and logistics on a beach-head.

After the war, the castles and 226 acres of ground were bought by the Corporation of Glasgow and used initially as a residential school for children recovering from illness or living in deprived home conditions. It later became available for residential education of children from Primary Schools all over Glasgow, and operated for 50 years as an outdoor education centre, during which time 400,000 children passed through its gates.

With the reorganisation of local government in Scotland in 1996, ownership passed to Argyll and Bute Council and such centres as this were threatened with closure. A rescue operation was mounted and a company, Actual Reality was formed, which kept the castle in use as an outdoor activity centre. There have been several attempts by the council to sell the estate, but all have met with fierce opposition. On 13 November 2009 Argyll and Bute Council closed the castle on the grounds that it was unfit for purpose. This followed directly Actual Reality's request to upgrade the fire protection system following an audit of the castle in co-operation with Strathclyde Fire Brigade.

There is something tragically symbolic of the age we live in about all this. For 50 years the place was all about the children that came here, now its all about 'Jobsworfs', the number of fire extinguishers available and whether there is enough money left to repair the roof after the Councilors have travelled overseas on "fact finding trips"!

Anyway, it wasn't the new castle I came to see, it is the old castle, which has quite enough tragedy associated with its history already.

Official list entry

Heritage Category: Listed Building

Grade: I

List Entry Number: 1228336

Date first listed: 28-Nov-1950

List Entry Name: PARISH CHURCH OF ST MARY

Statutory Address 1: St Mary's Church,84 South St, Bridport DT6 3NW

Location

Statutory Address: St Mary's Church,84 South St, Bridport DT6 3NW

District: Dorset (Unitary Authority)

Parish: Bridport

National Grid Reference: SY 46577 92595

Details

I Dates of main phases, name of architect (where applicable): 13th century E.E. transepts, the rest mainly late C14 and C15. Two west bays of nave and the entire eastern arm rebuilt by John Hicks of Dorchester, 1859-60. Nave roof repaired after fire damage in 1996.

Materials: Ham hill stone, with clay tiled roofs.

Plan: Cruciform plan with crossing tower, 6-bay aisled nave. North and south chapels to chancel, porch and chapel of two storeys between the south aisle and transept.

Exterior: From the road the dominant view is of the impressive triple-gabled and buttressed east end, of 1860, with Perp traceried windows of five lights (chancel) and four lights to the chapels. The north and south windows to the chapels have three-light windows with reticulation units; these are matched in the aisles, where the medieval tracery was replaced in 1860. The aisles have solid parapets above a string course of fleurons. The transepts have big gabled ends with Perp windows (six lights south, five lights north), seemingly not renewed 1859-60. The square angle buttresses with chamfered corners topped by octagonal pinnacles are an Early English feature. West of the south transept is a two-bay addition probably of the late 14th century, containing a chapel (of St Katherine) with a two-storey porch to its west. The porch has a standard Perp two-centred moulded arch, and a small oriel window above. It also has a small octagonal chimney stack at the corner of the parapet, with a crenellated rim; the oriel perhaps lit a priest¿s room. The nave has three-light Perp windows between buttresses; four bays clear on the south side, six on the north side. The two west bays are of 1859-60, virtually indistinguishable from the medieval work. The west front is gabled in the centre, with a door under square label, and four-light window. The ends of the aisles are treated as rectangular blank walls. The imposing tower is late 14th or 15th century, and rises above the roof in two stages, with offset buttresses at the lower stage, and a two-light bell opening in each face of the upper stage. It has an embattled parapet with a continuous moulding around the merlons. The square angle-pinnacles are small and insignificant. Access to the tower is by a big stair turret in the angle of the north aisle and transept, then horizontally through a passage over the aisle roofs into the tower.

Interior: Floors mainly stone flagged. The nave arcades have Perp piers that are a variant on the standard four shafts and four hollows pattern ¿ here, the north and south sides of each pier have a flat face flanked by hollow chamfers, the east and west faces each have three shafts continuing up to the arch mouldings. The former room over the south porch was opened up to the south aisle with an arched opening above the internal porch door, and by removing its eastern wall towards St Katherine¿s chapel. The rear arch of the oriel window which lit this room has shafts and ring-moulded capitals in the E.E. style; if in situ, this implies that the porch may be 13th century with Perp remodelling. The transepts have in their east walls arches, now blocked, to former east chapels. E.E. fluted trumpet capitals. In the west wall of the south transept is a former lancet window which now opens into St Katherine¿s chapel. The crossing piers are Perp, with slim shafts and a little foliage decoration in bands at the capitals. Over the crossing is a ribbed vault with a large bell-hole in a concave-sided lozenge. This must all correspond with the rebuilding date of the tower. The chancel and its chapels are all Victorian, continuing the style of the crossing and nave. Nave and transepts have ceiled wagon roofs with moulded ribs and carved bosses, the aisles have lean-to panelled roofs with plain rafters on carved corbels. The roofs in the west arm were conservatively repaired after fire damage in 1996. The chancel roof is more elaborate, of dark stained timber with hammerbeam trusses. The north chapel serves as an organ loft and sacristy.

Principal Fixtures: On the outside west wall of the south porch is a badly weathered medieval carving from St Andrew¿s chapel (see History), placed there in 1883. Light oak bench seating in the nave and aisles, of the late 20th century. The chancel retains few fittings; a late 20th century reordering installed a nave altar and simple three-sided communion rail just west of the crossing. Late 20th century nave benches. Heavy pulpit of Caen stone, 1860, with much Perp carving and three sides opened up beneath ogee arches to form a frame for a high relief scene of the Sermon on the Mount. The font is Perp, octagonal with quatrefoil panels on the bowl, and a heavy panelled foot. At the west end of the south aisle, the Royal Arms painted on board in an arched frame; said to have been given in 1820, now with arms of Queen Victoria. Good pale oak organ case, 1984-8. In the north transept is a trefoil-headed piscina of the 13th century. In the south chapel is a Gothic oak reredos, 1907, and an entrance screen of wrought-iron, from a reordering and restoration of the chapel in 1900, when encaustic tiles were laid in the sanctuary. Monuments: The outstanding monument is in the north transept, a knight in chain mail of c. 1250, possibly John Gervase d. 1262; the face was restored c. 1860. Small brass in decorative frame, to Edward Coker, gentleman, shot in 1685 by one of the Duke of Monmouth¿s officers. Slate tablet to Katherine Frampton d. 1705, with naive incised decoration. Stained glass: a varied collection of 1850-1914. East window with typically bright colouring of c. 1860. South chapel east, by A.L. Moore, 1902, depicting Solomon and the Queen of Sheba. South chapel south, second from east, by E. Baillie, 1851. The south transept east dated 1865 may be by Clayton & Bell. St Katherine¿s chapel south window is c. 1894. Four in the nave of c. 1890-1914; the first from east (north wall) signed A.L. Moore, 1908, and the fourth signed Cox, Son, Buckley & Co., London, c. 1890. North transept east also by Moore, 1908.

Subsidiary Features: Large churchyard with a yew walk to the south porch, and many good monuments, including prominent obelisks near the road. South-east of the chancel, gatepiers with heavy V-jointed rustication, dated 1831.

History: One of four Saxon boroughs in Dorset, Bridport was a substantial settlement by the 11th century. The earliest parts of the present church are early 13th century, probably indicating rebuilding on the site of a Saxon predecessor. As Bridport grew from the 13th century, the centre of settlement moved northwards, accounting for the church¿s position on the southern edge of the old town centre. This resulted in the building of a chapel of St Andrew dedicated in 1362, on the site of the town hall c. ¼ mile north of the church. It was demolished by 1798. Several chantries in the church were endowed in the late 14th century (1368, two in 1387, two in 1400) and these may coincide approximately with the Perp rebuilding around the crossing, and of the south chapel and adjacent porch. Galleries were added over the aisles in 1717 and 1790, removed in 1859. The north transept was `repaired and beautified¿ in 1776 for the use of the poor, at the expense of Mr Jullantigh. Thomas Hardy seemingly did not approve of the restoration of 1859-60. In Wessex Tales (1888) he wrote, "The church had had such a practical joke played upon it by some facetious restorer or other as to be scarce recognisable...", which is odd since the `facetious restorer¿ was John Hicks of Dorchester, to whom Hardy was articled 1856-62, and became an assistant, 1867-9. Pevsner offers `congratulations¿ for Hicks¿s restoration. John Hicks (1815-69) was born at Totnes, Devon, and worked as an architect in Bristol c. 1838-48 before settling in Dorchester. He restored or built at least 27 churches, mostly Gothic. He was popular, amiable and scholarly, and was seemingly at work on at least three churches when he died; yet his death went almost unremarked, and he is little known now except for his association with Hardy.

© Historic England 2023

Replacing an earlier scanned photo with a (slightly) better version 04-Dec-21 (DeNoise AI). A 23 year old negative with my 'trademark' yellow band...

Fleet No: "621".

An early Boeing 767-200ER (line No:18), built as a standard B767-200 this aircraft was delivered to China Airlines (Taiwan) as B-1836 in Dec-82.

It was sold to a lessor in Dec-89 and immediately leased to ANZ Air New Zealand as ZK-NBF where it was converted to a B767-200ER in Jan-90.

It was returned to the lessor as N681SH in Jun-95. It was due to be leased to Air Canada as C-FUCM but the registration wasn't used (can't imagine why, oh yes I can! Although they did keep sister-ship C-FUCL...). It was registered C-FVNM instead and delivered towards the end of Jun-95.

It was withdrawn from service, returned to the lessor and permanently retired at Roswell, NM, USA in Oct-08. The aircraft was sold to the Jet Midwest Group as N753JM in Apr-12 and was ferried to Kansas City, MO, USA in May-13 and later broken up. Updated (Jun-20).

“The greatest challenge for me is to keep improving every aspect of the compositions and arrangements,” says ARCH ENEMY founder/guitarist Michael Amott about new album, War Eternal. “I’m always searching for ‘the perfect ARCH ENEMY song.’ When I started the band in 1995 I had the idea to create the most heavy melodic band of all time.”

And he did. Over the course of 19 years, ARCH ENEMY, under Amott’s guidance, crafted 10 acclaimed full-lengths, dominated sales charts, and toured the globe. If Amott were a smart man, he’d retire now to some tropical island with his favorite Michael Schenker records in tow and the setting sun on his face. But neither he nor ARCH ENEMY are done. Not by a long shot.

With vocalist Alissa White-Gluz replacing long-time frontwoman Angela Gossow in 2014 respectively, War Eternal is ARCH ENEMY reborn. “Changes in the band lineup are hardly ever looked upon favorably by the fans,” Amott acknowledges, “which I completely understand. Nonetheless, it does happen and the changes that have been made in the ARCH ENEMY camp were necessary in order for the band to survive and keep going. I love the energy of working with new people and Alissa has certainly brought a lot of talent and enthusiasm to the band!”

When Amott recruited Angela Gossow to front ARCH ENEMY for the Wages of Sin effort, he changed extreme metal forever. With White-Gluz, he has a new weapon. She’s a veritable firebrand on War Eternal, her unrelenting roar, cruel rasp and unique looks are the mark of a woman ready to conquer the world. “My goal is to keep ARCH ENEMY alive and thriving!” White-Gluz exclaims. “I want to open a whole new chapter for ARCH ENEMY, powerful and diverse, all the while respecting the legions of fans that love traditional ARCH ENEMY. Fans can expect loads of pure fucking metal.”

At 13 tracks, War Eternal is the quintessential ARCH ENEMY album. It’s both a nostalgic nod to the band’s past (“Never Forgive, Never Forget”, “No More Regrets”) and stunning example of what’s possible in the future (“Down to Nothing”, “Time is Black”). But if there’s a standout track—a spearhead—it’s the title song. Unveiled to the world on Youtube, “War Eternal” marches defiantly against the mundane, two raised fists to the constraints of society and the cage it desperately tries to put on us all. In it, White-Gluz proves she’s the next generation of great, while Amott and the rest of ARCH ENEMY play as if ”War Eternal” is their last song. That ”War Eternal” amassed an astonishing 1.5 million views the first 10 days is telling of its conviction and power. “There are a lot of details in this album that excite me as a songwriter and guitarist,” Amott grins. “Personally, I’ve pushed myself harder as player on War Eternal and feel I’ve gone to another level this time, which is very rewarding. I actually think the whole band has kicked everything up a notch or two.”

Produced by the band and mixed and mastered by Jens Bogren (Opeth, Paradise Lost) at Fascination Street Studio, the Swedes’ 10th full-length is unrelentingly brutal yet remarkably polished. “We could afford any big name producer at this stage in the game,” says Amott. “Having the band produce the album was a natural and logical way of working for us at this point. It was critical that we bring out the true ARCH ENEMY sound, the essence of the band on this record and who knows that better than us? Jens Bogren did an outstanding mixing and mastering the album. It was my first time working with him and I am more than impressed with his talent.”

The album was hailed as “Album Of The Month” in Terrorizer (UK), Powerplay (UK), Metal Hammer (Germany), Rock Hard (France), Metallian (France), Scream (Norway), Sweden Rock (Sweden) and got more than positive reviews all over the world; additionally, War Eternal achieved career-best chart positions for the band in the USA (#44), Germany (#9), Finland (#5), France (#56), and The Netherlands (#36), plus the best UK chart entry (#85) since Doomsday Machine (#81). ARCH ENEMY were also honored to appear on the front covers of Revolver (USA), Legacy (Germany), Rock Hard (France), Inferno (Finland), Up (Netherlands), Aardschok (Netherlands), Metal Maniac (Italy),Pro Rock (Bulgaria), Into The Pit (Thailand) and many more magazines.

Right after the release of War Eternal, the band kicked off their eternal touring with sublime festival shows at Wacken, Sweden Rock and many more, followed by a world tour with Kreator (with whom they released a split 7” single later in October 2014).

During the USA headline tour with Kreator, the band decided to part ways with guitarist Nick Cordle.

Christopher Amott (the brother of ARCH ENEMY founder/bandleader Michael Amott) joined the band for the remainder of their American headlining tour and Jeff Loomis (ex-Nevermore) stepped in for the following European dates with Kreator. Jeff will continue for another busy year in 2015 and beyond.

Jeff Loomis states: "I'm very excited to be playing with ARCH ENEMY. Michael Amott and I have stayed in contact over the years since we toured together when I was playing in Nevermore. Not only do I admire his guitar playing and songwriting, but I also consider him a close friend. To be able to share the stage with Michael, Sharlee, Daniel and Alissa is something I'm really looking forward to. 2015 is going to be a great year... See you all on tour!"

Michael Amott (guitars) comments: "The prospect of working with Jeff Loomis moving forward is truly awesome! Jeff Loomis is one of the best guitar players in the metal world in my opinion, as well as being a long time friend. I look forward to tearing it up on stages around the world together as we continue on the ‘War Eternal' touring cycle throughout all next year and beyond!"

There is no doubt that ARCH ENEMY are stronger than ever before. And the war is not over yet.

MacGibbon & Ross' late 19th century drawing of the Old Pace of Mochrum - the only view I have from this, the courtyard side. When this drawing was made, the link block between the two towers had recently been built, however since then, the rest of the courtyard has been entirely closed in.

The old, pre-19th century walled courtyard, had a gatehouse of some sort, to the right of the old tower. This has since been replaced with a new gatehouse and buildings all around the north and east sides of the courtyard.

The original door in the old tower can be seen here, the entrance to the second tower being in the foot of the projecting stair-tower. The small gable at the left end of the old tower's roof, shows us where the internal stairhead is.

David MacGibbon was prone to exaggerating the vertical axis of his drawings!

Great Wall DF-3, Efke Aura 820IR, Hoya R72

The Hunting Island Lighthouse (1875) replaced an 1859 lighthouse which was demolished by Confederate troops during the Civil War. The new lighthouse is made of cast iron and designed to be dismantled and moved. It was relocated to its present site in 1889 and deactivated in 1933. Hunting Island, South Carolina. National Register of Historic Places

The F-105 Thunderchief, which would become a legend in the history of the Vietnam War, started out very modestly as a proposal for a large, supersonic replacement for the RF-84F Thunderflash tactical reconnaissance fighter in 1951. Later this was expanded by Republic’s famous chief designer, Alexander Kartveli, to a nuclear-capable, high-speed, low-altitude penetration tactical fighter-bomber which could also replace the F-84 Thunderstreak. The USAF liked the idea, as the F-84 had shown itself to be at a disadvantage against Chinese and Soviet-flown MiG-15s over Korea, and ordered 200 of the new design before it was even finalized. This order was reduced to only 37 aircraft with the end of the Korean War, but nonetheless the first YF-105A Thunderchief flew in October 1955. Although it was equipped with an interim J57 engine and had drag problems, it still achieved supersonic speed. When the design was further refined as the YF-105B, with the J75 engine and area ruling, it went over Mach 2. This was in spite of the fact that the design had mushroomed in size from Kartveli’s initial idea to one of the largest and heaviest fighters ever to serve with the USAF: fully loaded, the F-105 was heavier than a B-17 bomber.

The USAF ordered 1800 F-105s, though this would be reduced to 830 examples. Almost immediately, the F-105 began to be plagued with problems. Some of the trouble could be traced to the normal teething problems of any new aircraft, but for awhile it seemed the Thunderchief was too hot to handle, with a catastrophically high accident rate. This led to the aircraft getting the nickname of “Thud,” supposedly for the sound it made when hitting the ground, along with other not-so-affectionate monikers such as “Ultra Hog” and “Squat Bomber.”

Despite its immense size and bad reputation, however, the F-105 was superb at high speeds, especially at low level, was difficult to stall, and its cockpit was commended for its ergonomic layout. Earlier “narrow-nose” F-105Bs were replaced by wider-nosed, radar-equipped F-105Ds, the mainline version of the Thunderchief, while two-seat F-105Fs were built as conversion trainers. Had it not been for the Vietnam War, however, the F-105 might have gone down in history as simply another 1950s era mildly successful design. Deployed to Vietnam at the beginning of the American involvement there in 1964, the Thunderchief was soon heading to North Vietnam to attack targets there in the opening rounds of Operation Rolling Thunder; this was in spite of the fact that the F-105 was designed primarily as a low-level (and, as its pilots insisted, one-way) tactical nuclear bomber. Instead, F-105s were heading north festooned with conventional bombs.

As Rolling Thunder gradually expanded to all of North Vietnam, now-camouflaged Thuds “going Downtown” became iconic, fighting their way through the densest concentration of antiaircraft fire in history, along with SAMs and MiG fighters. The F-105 now gained a reputation for something else: toughness, a Republic hallmark. Nor were they defenseless: unlike the USAF’s primary fighter, the F-4 Phantom II, the F-105 retained an internal 20mm gatling cannon, and MiG-17s which engaged F-105s was far from a foregone conclusion, as 27 MiGs were shot down by F-105s for the loss of about 20. If nothing else, Thud pilots no longer burdened with bombs could simply elect to head home at Mach 2 and two thousand feet, outdistancing any MiG defenders.

If the Thud had any weakness, it was its hydraulic system, which was found to be extremely vulnerable to damage. However, it was likely more due to poor tactics and the restrictive Rules of Engagement, which sent F-105s into battle on predictable routes (namely from the northeast, down the Red River Valley to Hanoi and over Tam Do Mountain—renamed by American pilots “Thud Ridge”), unable to return fire on SAM sites until missiles were launched at them, and their F-4 escorts hamstrung by being forced to wait until MiGs were on attack runs before engaging them that caused the resulting high losses: 382 F-105s were lost over Vietnam, nearly half of all Thuds ever produced and the highest loss rate of any USAF aircraft.

The combination of a high loss rate and the fact that the F-105 really was not designed to be used in the fashion it was over Vietnam led to the type’s gradual withdrawal after 1968 in favor of more F-4s and a USAF version of the Navy’s A-7 Corsair II. An improved all-weather bombing system, Thunderstick II, was given to a few of the F-105D survivors, but this was not used operationally. The Thud soldiered on another decade in Air National Guard and Reserve units until February 1984, when the type was finally retired in favor of the F-16, and its spiritual successor, the A-10 Thunderbolt II. 

Though Dad built more F-4 models than any other aircraft type, he had a special place for the Thud, and built several. This was one of his first attempts: 61-0219 was a F-105D attached to the 388th Tactical Fighter Wing, based at Korat RTAFB, Thailand. As "The Blonde Bomb," 0219 was flown by Captain Thomas Norris during his tour with the 388th. Norris, who was awarded two Silver Stars in 47 missions over North Vietnam, was shot down and captured in August 1967. Luckily, he survived his ordeal and was released in 1973. Norris retired as a Colonel in 1987. Norris was not shot down in "The Blonde Bomb," but the aircraft didn't survive the Vietnam War: it was lost in a fatal landing accident at Da Nang in 1968.

Dad didn't know Norris that I know of, but had read about him and built this F-105 in tribute to a brave pilot. 61-0219 is painted in standard USAF Southeast Asia camouflage, which looks darker here because of the age of the photograph. At the time when Norris was flying missions over North Vietnam, tailcodes were just coming into use and many F-105s did not carry them, just their tail numbers. 0219's warload--six M117 750-pound bombs and two Mk 82 500-pound bombs, plus two external tanks--would not be flown "Downtown," over Hanoi, because of the need to carry radar jamming ECM pods.

This was one of Dad's earlier efforts, and he felt he could do better. He gave the model to me as a toy, and sadly it didn't survive the wear and tear of a 10-year old boy who wanted to be a fighter pilot.

One of the new three-wheeler Fire Bikes next to the conventional Fire Bike it will eventually replace.

The TR 801/802 replaced the earlier Volvo cab models in 1938. The 801 had an interior screen while the 802 did not. The 801/802 could seat eight thanks to 3 additional folding seats. More than 1.600 of this model series were produced up to 1948.

3.670 cc

6 In-line

86 hp @ 3.400 rpm

1.810 kg

Volvo Museum

Arendals Skans

405 08 Göteborg

Sweden

July 2012

Replaced with (SamsungFlagsatImportplacetuoilinitflickr063016)

Replaced with the Bell

Website :

www.dunkerque-tourisme.fr

english

Is a commune in the Nord department in northern France. It lies 10 kilometres (6 miles) from the Belgian border. The population of the city (commune) at the 1999 census was 70,850 inhabitants (71,300 inhabitants as per February 2004 estimates). The population of the metropolitan area was 265,974 inhabitants as per the 1999 census.

The name of Dunkirk derives from West Flemish "dun(e)" (dune) and "kerke" (church – related to the Scots English "kirk"). Until the middle of the 20th century the city was situated in the French Flemish area; today the local Flemish dialect, a variety of the Dutch language, can still be found but has been largely replaced by French.

Middle Ages

Dunkirk was first mentioned in 1067 as Dunkirk (Dutch: “Church of the Dune” or "Dune Church").

The area was much disputed between Spain, the Netherlands, England and France.

At the beginning of the Eighty Years' War, Dunkirk was briefly in the hands of the Dutch rebels, from 1577. Spanish forces under the Duke of Parma re-established Spanish rule in 1583 and it became a base for the notorious Dunkirkers.

The Dunkirkers briefly lost their home port when the city was conquered by the French in 1646 but Spanish forces recaptured the city in 1652.

In 1658, as a result of the long war between France and Spain, it was captured by Franco-English forces. It was awarded to England in the peace the following year as agreed in the Franco-English alliance against Spain.

It came under French rule when Charles II of England sold it to France for £320,000 on 17 October 1662.

During the reign of Louis XIV, a large number of commerce raiders once again made their base at Dunkirk. Jean Bart was the most famous. The Man in the Iron Mask was arrested at Dunkirk.

The 18th century Swedish privateers and pirates Lars Gathenhielm and his wife and partner Ingela Hammar, are known to have sold their ill-gotten gains in Dunkirk.

The 1763 "Treaty of Paris" between France and Great Britain included a clause restricting French rights to fortify Dunkirk, to allay British fears of it being used as an invasion base.

French

est une commune française de 68 292 habitants (2008), sous-préfecture du département du Nord et de la région Nord-Pas-de-Calais. La ville est baignée par la mer du Nord et plusieurs canaux. Ses habitants sont appelés les Dunkerquois et les Dunkerquoises.

La ville et ses alentours ont appartenu au comté de Flandre et ils relèvent de la zone linguistique flamande. L'histoire de la « cité de Jean Bart» est liée à la mer : à l'origine, Dunkerque était un village de pêcheurs construit à l'extrémité ouest d'une île longue et étroite « à la frisonne » comprenant l'abbaye des Dunes de Coxyde (d'où le nom : en ouest-flamand duun-kerke = église des dunes) et allant jusqu'à Oostduinkerke qui était à l'époque au bord d'une anse de l'Yser. Des siècles plus tard, la ville abrita des corsaires dont le célèbre Jean Bart, héros de la bataille du Texel. De par sa position sur la mer du Nord, Dunkerque a souvent suscité les convoitises, elle fut le théâtre de nombreuses opérations militaires. Demeurée aux mains des alliés durant la Première Guerre mondiale, elle fut sévèrement bombardée par les Allemands conscient du rôle primordial du port. Au cours de la Seconde Guerre mondiale elle fut le théâtre de l'opération Dynamo. Sortie anéantie de cette guerre, la ville doit son salut à l'installation dans son port de l'usine sidérurgique Usinor qui accéléra sa reconstruction et son développement.

De nos jours, Dunkerque est le cœur d'une agglomération de 200 000 habitants. C'est la première plate-forme énergétique du Nord-Pas-de-Calais et l'un des pôles économiques de la région notamment grâce à son port, le troisième de France : trafic minéralier et pétrolier, porte-conteneurs, production d'acier.

Elle est aussi connue pour son carnaval, festivités s'étalant sur une période comprise entre janvier et mars, où les habitants se réunissent dans les rues aux rythmes de la fanfare guidée par le « tambour-major ».

Português

Dunquerque (em francês Dunkerque; em neerlandês, Duinkerke; em flamengo ocidental Duynkercke)) é uma cidade portuária no norte de França, no departamento do Nord, região de Nord-Pas-de-Calais, situada a 10 km da fronteira com a Bélgica. Tem cerca de 70.000 habitantes. Está ligada por ferry-boat a Ramsgate e Dover, em Inglaterra.

Dunquerque é o terceiro maior porto francês, depois de Le Havre e Marselha. É também uma cidade industrial, dependente do aço, indústria alimentar, refinação de petróleo, estaleiros navais e indústria química.

Historicamente, a cidade e seus arredores pertenceram ao Condado de Flandres e fazem parte da zona linguística flamenga.

Em Dunquerque fala-se um dialeto muito particular - dunkerquois - com palavras tomadas de empréstimo à linguagem dos marinheiros e ao flamengo ocidental .

O nome de Dunquerque provém do neerlandês Duinkerk, que significa « igreja nas dunas».

Segundo a tradição, a cidade foi fortificada pelo filho de Pepino de Landen, o terrível Allowyn, um franco convertido por Santo Elói. Assim, Dunquerque foi a única cidade da costa, até Saint-Omer, a ser preservada contra os ataques e pilhagens dos normandos. Hoje em dia, Allowyn "reaparece" todos os anos como Reuze (reuze em flamengo significa "gigante"), para presidir a saída do tradicional bando dos pescadores, durante o carnaval de Dunkerque.

Em 960, Balduíno III, dito Balduíno o Jovem, quarto conde de Flandres, faz construir as primeiras muralhas da cidade.

Em 1383 a Dunkerque flamenga é pilhada pelos ingleses e depois, pelos franceses.

A partir do século XVI, Dunquerque passou a ser posessão - juntamente com o território dos Países Baixos espanhóis - dos Habsburgos espanhóis. Em 1520, Carlos V, 31° conde de Flandres, é recebido triunfalmente na cidade.

Dunquerque foi disputada em diferentes ocasiões pelas coroas de Inglaterra, Países Baixos e França. Durante a Guerra de Flandres (1568-1648) e no reinado de Luís XIV, serviu como base de operações de corsários, sendo Jan Bart o mais famoso deles - conhecido por atacar os barcos holandeses.

A cidade foi tomada pelos ingleses sob Filipe II da Espanha, conde de Flandres, e retomada pelos franceses em 1558. Pelo Tratado de Cateau-Cambraisis os franceses a cedem à Espanha em 1559.

Sitiada por Turenne, em 25 de maio de 1658, após a batalha das Dunas, a cidade se rende aos franceses, em 25 de junho. Na mesma noite, Luís XIV a entrega a Oliver Cromwell, segundo o acordado por Inglaterra e França pelo Tratado de Paris do ano anterior.

Dunquerque será definitivamente incorporada ao reino da França em 1662, depois que Carlos II da Inglaterra vende a cidade à França, por 5.000.000 libras - embora o pagamento nunca tenha sido completado.

A construção dos sistemas defensivos da cidade ficou a cargo do engenheiro militar Vauban, que também desenvolve o seu porto. Mais tarde, em 1713, pelo Tratado de Utrecht, a França será obrigada a inundar o porto e a arrasar as fortificações, o que entretanto não foi executado senão em parte, e Luís XV voltou a fortificá-la.

Em 1793, o duque de York tenta inutilmente tomar a cidade. Após a batalha de Hondschoote, a cidade é renomeada Duna Livre.

Durante a Primeira Guerra Mundial, Dunquerque é duramente bombardeada por diversas vezes. A Igreja de Santo Elói (construída em meados do século XV) é parcialmente destruída.

Mas a cidade sofreria especialmente durante a Segunda Guerra Mundial, tendo sido palco da célebre Batalha de Dunquerque, em 1940. Uma pausa na intensidade dos combates permitiu inesperadamente a evacuação de um grande número de soldados franceses e britânicos para Inglaterra. Mais de 300.000 homens foram evacuados apesar do bombardeamento constante ("o milagre de Dunquerque", nas palavras de Winston Churchill). A evacuação britânica de Dunquerque recebeu o nome de código Operação Dínamo

To release the memory you will need to push the metal handles that are located on the sides of the memory away from the memory.

The memory chip will pop up.

Take it out. Insert the new memory at a 45 degree angle (just like the old memory was when it poped up) and push it down until you hear a click.

The long running Ralston Type-8 morphed into the 'Tigre' line in 1938, running late, as the promised V8 from Auburn-Cord-Duesenberg Cord line failed with that company, and the inline-8 which had similarly been bought it from A-C-D (used in the Auburn), was also no longer in series production from the engine works.

No matter. There was a modest stockpile of inline-8 engines which was gradually depleted in the manufacture of the Rhino model. Meanwhile 1938 brought with it a V8 engine from Cadillac, fitted to a chassis frame of Ralston's own design. The shorter engine allowed a greater allocation of overall length to the passenger area - though truth be told, more of if went to providing greater luggage capacity, and a more cab-forward look to the cars.

The Tigre MkI, still know as the Type-8 Tigre was replaced after WWII, with a MkII design, losing this Type-8 appellation. The new model appeared at the end of 1953, the car based on the new post WWII Cadillac frame, engine and underbody of the 1948-53 Series 60 (in particular the slightly longer 60 Special). The tooling was transferred to Ralston upon completion of the 1953 model year. By this stage the preceding MkI was now 15 years old, though this included the period through the war years.

The adoption of Cadillac underpinnings provided the Ralston Tigre MkII with the calibre of running gear demanded by the marque's premium position, though with a much reduced outlay, particularly compared to their premium US-based builders such as Packard. Key differentiation with the originating Cadillac was the Ralston themed 'X' radiator grille, unique bumper treatment, and completely reprofiled rear fender tops, truncating in a rocket-pod tail lamp cluster, instead of the Cadillac 'fin'. Not elements sat completely at ease with the carryover Cadillac based structure.

An update to the Tigre MkII in 1956 led to the MkII-B. a few of the elements were cleared up in the styling, plus the addition of a number of 'flourishes' that had emerged during the 1952-55 model years. Chief among these were 'tailfins' no longer the preserve of Cadillac, but sprouting taller and wilder each year on all US domestic brands. Compared to the 1954 model, the MkII-B had slightly taller fins, but they were much more prominent in the styling, as they were accentuated by both chrome trim separating them from the fender bulge, and also incorporating one of the zones for the bi-colour and tri-colour themes.

In 1958 the car was upgraded further with the advent of the MkII-C. This model again received changes to the fender, front and rear. At the front, the fender height was increased, making the car look both more modern, and also tying the top ridge into the unmodified doors and sides. The rear fender was modified to include a tapering fin, which then led to a tail lamp treatment which was to evolve further into a 'rocket pod' on subsequent models. The 'X' theme was continued to include a 'X' rocket, mounted centrally in the trunk lid. This could alternatively be swapped out for a conventionally styled horizontal trim, if the Continental spare wheel option was included (though this had also phased out of popularity over a short time period). The new trunk lid also shared the tapering profile of the fins. Although this look less modern compared to the newly squared up trunk lids from GM and Ford's divisions, it suited the 'classic' lines of the Ralston Tigre model, leading many to state that the MkII-C was perhaps the most conservatively handsome of mid-century Ralston models, particularly on the SWB closed models.

Additional styling changes included a modest reinterpretation of the grille, including the addition of 'Dagmars' at its extremities, and a new front bumper including marker lights.

The 1954 car launched with the same tune 331 CID (5.4 litre) V8, producing 230 bhp (175 kW), for 1956 this was raised to 285 bhp (213 kW) with an increase in capacity to 365 CID (6.0 litres). The 1958 MkII-C retained the 365 CID V8, but power increased to 310 bhp (230 kW).

Shown here is the 1958 MkII-C SWB Saloon in two-colour treatment gun-metal brown, and midnight black. This is a somewhat rare model, as most four-door cars used the long wheelbase chassis (4-window and 6-window Limousines) - though as mentioned, it is well regarded. The customers of the SWB Saloon tended to drive the cars themselves with their families.

This Ralston Tigre MkII-C SWB Saloon (1958) has be built on Lego miniland scale for Flickr LUGNuts 95th Build Challenge, - 'Designing the Ralston Legacy' - a challenge to design the fictitious Dragon 'Motorcycle' model for the fictitious Ralston company, though any of the previous Ralston challenge vehicles, the Tiger or the Rhino are also eligible to be submitted. The chief stipulation is that the model must feature a 'X' in the styling.

Work on replacing the street bridge over Broadway in Kingston NY opened in 1952 next to the CSX bridge from the same time and repairing the concrete abutments instead of replacing them the old bridge was removed last week this whole job should take about a year they say.

Replacing an earlier digital photo with a better version 24-Sep-21 (DeNoise AI).

'Fly Red'

First flown with the Airbus test registration F-WWCO, this aircraft was delivered to Wardair Canada as C-GDWD in Mar-88. Wardair was merged into Canadian Airlines International in Oct-89 and the aircraft continued in service until it was sold to Polaris Aircraft Leasing in Aug-91.

The aircraft was immediately leased to Kuwait Airways as A6-KUB (United Arab Emirates) and initially based at Dubai during the first Gulf War. It returned to Polaris in Jun-93 and was re-registered D-APOM and stored at Hamburg in Aug-93.

It remained stored until it was leased to Eurowings in Mar-95 and operated on behalf of Hapag-Lloyd in full Hapag-Lloyd livery. It was technically returned to the lessor on 31-Oct-95 and leased direct to Hapag-Lloyd on 01-Nov-95.

The aircraft was returned to the lessor in May-98 and was leased to Royal Airlines (Canada) as C-GRYA a week later. Royal Airlines was merged into Canada 3000 in May-01. Canada 3000 ceased operations in Nov-01 and the aircraft was stored at Toronto.

It was returned to the lessor in Feb-02 and was stored at Bremen-Lemwerder, Germany (Lemwerder was an Airbus Factory Airfield, now closed). The aircraft remained stored until May-03 when it was leased to SATA Air Ascores (Air Azores) as CS-TKI.

It was sub-leased to White Airways in Jun-05. In Oct-11 it was wet-leased to Air Niugini and returned to White Airways in Dec-11. The aircraft was returned to the lessor in May-12. It was re-registered N627SC and permanently retired at Marana, AZ, USA. It was last noted still stored at Marana in Sep-14, still wearing it's Portuguese registration. Updated 23-Sep-21.

⚠️ Replaced in 2026

New Replacement - Karcher CW5 Klean!Star iQ

flic.kr/p/2rTECYQ

======================

WashTec SoftCare Pro Classic in white/yellow "Shell Design" with red SofTecs brushes installed in 2016, replacing a WashTec SoftCare Pro

Video - youtu.be/7E3GGgg5hnw

• Operator •

Shell

• Supplier •

WashTec UK

• Address •

Shell Petrol Station

Hitchin Road

Luton

LU2 7UP

England

This ought to confuse folks. I replaced the old doorbell and mounted the push-button of the old bell on the fence.

Replaced her dark eyes for light green ones

The Egyptian Room was originally built within the Scottish Royal Arch Temple at 22-24 College Street Sydney (now replaced by Anzac House) in 1927, on the basis of a design by the architect Mr A. Phipps Coles. The sculptor was Mr G Rayner Hoff, best known for his work on the Sydney War Memorial. The decorator was Charles Everett and the plaster modelling was undertaken by G.R. Lumb and Sons. Painters from Lumb and Sons painted the original vignettes.

When the original Masonic Temple in College Street was to be demolished in 1969 the plaster work was carefuly removed and placed in storage. The Grand Superintendent, Dr F.J. Radcliff, planned the relocation of the Egyption Room and eventually a suitable space was found in the Royal Arch Temple in Petersham. The Egyptian Room was re-erected in 1977 by craftesmen from G.R. Lumb and Sons, the firm which had originally constructed it.

Located within the Scottish Royal Arch Masonic Temple is the 'Egyptian Room' that is decorated in the style of Ancient Egypt, with a magnificent frieze reproducing illustrations from the Papyrus of Ani, an Egyptian funerary text of about 1450 BC. The decorations are sculpted in low relief plaster and painted in rich colours carefully chosen for their authenticity.

The major feature of the Egyptian Room is the frieze which depicts the funeral procession and burial rites of the scribe, Ani, together with the after-death trials of his soul before the gods. These scenes come from a version of what is popularly known as 'The Book of the Dead', but which, in fact is entitled 'The Book of Coming Forth By Day' - that is, the day of the after-life. Such papyri were intended as 'guide books' for the soul in its after-death condition so that it could negotiate the perils which it would be encountering in the world beyond the grave. The Egyptian texts, which have been found in tombs from around 1600 to 1300 BC assume that the dead person's ka (or spirit body) will encounter various trials (including demons of various forms), before facing judgement and (hopefully) resurrection into a new life.

The Papyrus of Ani, from which the vignettes around the Room have been accuratley reproduced, was acquired by the British Museum about 1935 and had been written in the 18th Dynasty (about 1450 BC) for Ani, 'Veritable royal scribe, scribe and accountant of the offerings of all the gods, governor of the granary of the Lords of Abydos, scribe of the offerings of the Lords of Thebes'. His wife Tutu a member of the royal college of singers in the temple of Amen-Ra at Thebes had died some yeards before him, but she appears in some of the vignettes. Selections from the papyrus, which measures some seventy-eight feet - were made for reproduction around the Egyptian Room. They trace the experience of the soul of Ani from his funeral (represented on the left hand wall) to his judgement in the entrance of the Hall of Truth (represented in the east).

That section of the frieze in the east, over the throne for the Master of the Lodge, shows the judgement in which the dead man's soul, represented by his heart, was placed on a balance and weighed against truth and righteusness (Maat), represented by a feather.

The balance is held by the jackal-headed god, Anubis. If Ani's heart is heavier than the feather he is condemned. Howevere , if he is found righteous 'His heart is found righteous coming forth from the balance' and he is taken before Osiris in the Hall of Truth.

The decoration throughout the rest of the Room is also based on Egyptian sources. For example over the Junior Warden's Chair (in the centre of the right-hand wall) is a relief reproducding a Stele (or tomb-tablet) of the 20th Dynasty (about 1200 BC) which shows a worshipper making an offering to Osiris as god of the underworld.

Replace an old Ceccato Master in 2013

ISS035-E-037726 (11 May 2013) --- Expedition 35 Flight Engineers Chris Cassidy (right) and Tom Marshburn completed a space walk at 2:14 p.m. EDT May 11 to inspect and replace a pump controller box on the International Space Station's far port truss (P6) leaking ammonia coolant. The two NASA astronauts began the 5-hour, 30-minute space walk at 8:44 a.m.

Replaced Acme Spring Water and Super Chill Spring Water at Acme, Acme/Acme Pharmacy, and Acme Sav-on

Replacing an earlier digital photo with a better version 31-Mar-25.

Operated by Livingston Energy Flight for Volare Airlines in basic Livingston livery with 'Volareweb,com' titles.

Named: "Boavista".

First flown with the Airbus test registration D-AVZM, this aircraft was delivered to ILFC International Lease Finance Corp and leased to Aero Lloyd, Germany as D-ALAH.

Aero Lloyd ceased operations on 16-Oct-03 and this aircraft was impounded at Vienna, Austria. It was returned to the lessor by the end of Oct-03 and ferried to Frankfurt for storage.

In Dec-03 the aircraft was re-registered F-WQST and ferried to Bordeaux, France for maintenance and re-painting. It was leased to Livingston Energy Flight, Italy as I-LIVD in Feb-04.

It was wet-leased to Volare Airlines, Italy in Dec-06 and returned to Livingston in Apr-07. ILFC sold the aircraft to SALE Ireland in May-07. It was re-registered EI-LVD and the lease to Livingston Energy Flight continued.

Livingston ceased operations on 14-Oct-10 and the aircraft was returned to the lessor and initially stored at Malta. It was moved to Istanbul in Dec-10 for further storage. In Jun-11 it was leased to Onur Air, Turkiye as TC-OBK.

It was withdrawn from service and stored at Istanbul-Ataturk in Dec-16 and returned to service in Jun-17. In late Oct-19 the aircraft was transferred to Onur Air subsidiary Holiday Europe, Turkiye.

It was returned to Onur Air when the COVID-19 Pandemic struck the world in Mar-20 and was stored at Istanbul-Ataturk. Already in financial difficulties, the Pandemic made things worse and Onur Air 'suspended' all operations in Dec-21 when the Turkish Authorities didn't renew their operating license. They were declared bankrupt in Apr-22.

The aircraft remained stored at Istanbul-Ataturk and never flew again. Permanently retired! As far as I know, it's still there. Updated 31-Mar-25.

One of the new London Overground stations, replacing nearby Shoreditch station.

Station Code: SDC.

Line(s) and Previous/Next Stations:

Hoxton < LONDON OVERGROUND [East London Line] > Whitechapel

Former Name(s): Bishopsgate (High Level); Bishopsgate: Shoreditch (all on the same site).

Links:

Randomness Guide to London

Wikipedia

Replace an old Ceccato Master in 2013

from The Lock Guy Pty Ltd ift.tt/1TVnWzh

via Facebook

www.thelockguy.com.au/blogs/locksmith/replaced-old-cylind...

Replacing an earlier scanned photo with a better version.

I also decided to convert a lot of Amazon Prime trucks into ice cream trucks with electric swing arm stop signs like on school buses and the current yellow trapezoid Children Slow Crossing warning blades that word "CHILDREN SLOW CROSSING" to replace all of the older ice cream trucks that still have the old red trapezoid Children Slow Crossing warning blades that word "IF-SAFE STOP THEN-GO". All of the older ice cream trucks that still have the old former red trapezoid children slow crossing warning blade that word "IF-SAFE STOP THEN-GO" will all be torn apart and have their pieces be used as new McDonald's PlayPlace play equipments replacing the dangerous crawl tubes and ball pits since McDonald's also has been making safety improvements to their PlayPlaces by using better play equipments seen athttps://playtime.com/showcases/towers/mcdonalds-playplace-solutions/ replacing the nasty dangerous crawl tubes and ball pits and some of the newer McDonald's PlayPlaces like the epic one in Orlando has arcade games. The Amazon Prime Trucks that are converted into Ice Cream Trucks will go to Mister Softee, Wholesale Clubs such as Costco and BJ's, and other ice cream truck service on safety updates on ice cream trucks. But there will always be brick and mortar stores in real life and Due to that New Jersey was the slowest on phasing out the bad old outdated red trapezoid Children slow crossing warning blades that word IF-SAFE STOP THEN-GO because of some mean teachers at school forcing some ice cream trucks to keep their red trapezoid and made a bad and mean-spirited law of ice cream trucks requiring those bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO which is extremely confusing to people who are death, color blind, can't read or don't speak English in some of New Jersey, I hereby MOST Amazon warehouses in New Jersey to all be converted into Blue's Clues Handy Dandy Notebook prop replica manufacturing plants and convert most Amazon prime trucks in New Jersey into better and safe updated ice cream trucks with the good awesome current updated yellow trapezoid children slow crossing warning blades that word CHILDREN SLOW CROSSING and School bus stop signs which are octagon shape for the state of New Jersey to also include disabled people in the future too and tear apart the last remaining of the ice cream trucks with the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO and recycle all of them into brand new Blue's Clues Handy Dandy notebook prop replicas and reuse the arm the bad old outdated red trapezoid Children Slow crossing warning blades that word IF-SAFE STOP THEN-GO for the brand new stop signs of the new school buses of the future.