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from The Lock Guy Pty Ltd ift.tt/1TVnWzh
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www.thelockguy.com.au/blogs/locksmith/replaced-old-cylind...
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.
iss071e549501 (Aug. 26, 2024) --- NASA astronaut and Expedition 71 Flight Engineer Tracy C. Dyson replaces experiment hardware in the Combustion Integrated Rack located aboard the International Space Station's Destiny laboratory module. The hardware replacement work was for the SoFIE-MIST investigation that is exploring ways to design safer materials for future space facilities and determine the best methods for extinguishing fires in space.
⚠️ Replaced in 2026
New Replacement - Karcher CW5 Klean!Star iQ
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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
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).
A random snapshot of the old circuit cut-out switches that were on one of the old utility poles that were recently replaced on Main Street in the Pearlhaven Community in Brookhaven, Mississippi.
These cutouts are quite large up close when they are on the ground compared to them being up on top of the pole when it was in service.
This old pole had a lever switch that when it was turned, it would open up these electrical circuits, cutting power down the lines... when the circuits are closed, the electrical power flows through.
For those that do not know, the power lines or cables are called ''conductors'' whilst the porcelain ceramic bits that stop the flow of electricity as well as holding the wires on the poles are called ''insulators.''
Replaced VU Meter Lamps by two Blue 5mm LED's (3,5V / 20mA) in series with one resistor of 240 Ohm.
Watch the polarity: on this device the + was on the left (black wire)
On the right VU meter you can see the factory installed green tube lamp.
Replacing an earlier scanned photo with a better version 27-Oct-14..
Delivered new to British Airways in Apr-80, G-BGBC only served with BA for 12 years until it was stored at Mojave, CA, USA, in Jan-92. It remained stored for more than four years until it was sold to Trans Continental Airlines in Aug-96 as N107CK. It was sold the same day to American International Airways (Kalitta) and converted into a freighter by Marshalls of Cambridge in the UK, entering service with AIA in Dec-96. AIA were renamed Kitty Hawk International in Feb-99 and the aircraft continued in operation until it was again stored at Mojave in May-00. In 2002 it was sold to a spares company and ferried to Victorville, CA, USA, where it remained.
Lower East Side, Manhattan, New York City, New York, United States
Built ca. 1827-28 as an investment property by James Lent and Henry Barclay, the rowhouse at 513 Grand Street is a remarkable, rare surviving example of the Federal-style house in Manhattan. The modest, 17-foot wide house retains its original 2-story height, peaked roof with pedimented dormer, Flemish bond brick work on the second floor, side entrance and evenly-spaced second story windows with stone sills and molded lintels. Located on Grand Street, a busy thoroughfare, a succession of tenants from the 1840s to the 1930s used 513 Grand Street as both home and place of business. The first floor was remodeled in the 1940s when new owners converted the building into a single-family dwelling, replacing the then existing storefront with a new brick wall and two windows that reflect the building’s original style. The survival of 513 Grand Street and its neighbor 511 Grand Street in an area heavily altered in the nineteenth century to accommodate the increasing population of the Lower East Side and in the twentieth century by urban renewal is significant to the understanding of the development of the area.
DESCRIPTION AND ANALYSIS
Development of the Lower East Side and Grand Street
Prior to the arrival of European fur traders and the Dutch West India Company, Manhattan and much of the modern-day tri-state area was populated by bands of Lenape Indians. The Lenape traveled from one encampment to another with the seasons. Fishing camps were occupied in the summer and inland camps were used during the fall and winter to harvest crops and hunt. The main trail ran the length of Manhattan from the Battery to Inwood following the course of Broadway adjacent to present day City Hall Park before veering east toward the area now known as Foley Square. It then ran north with major branches leading to habitations in Greenwich Village and the Lower East Side at a place called Rechtauck or Naghtogack in the vicinity of Corlears Hook. In 1626, Dutch West India Company Director Peter Minuit “purchased” the island from the Lenape for sixty guilders worth of trade goods.
Under the Dutch, the area now known as the Lower East Side was divided into a series of large farms, which by the mid-eighteenth century were owned by three families: the Stuyvesants, Rutgers and De Lanceys. The Rutgers property ran from Chatham Square to Montgomery Street between the East River shore and Division Street. The De Lancey holdings consisted of two large parcels abutting the Rutgers property on the north and east acquired by Lieutenant Governor James De Lancey around 1741. East of the Bowery between Broome and Stanton Streets, the parcel known as the “Mansion House Plot” consisted of three parcels originally granted by Willem Kieft, Director of New Netherland, to Anthony Congo and Bastiaen, two free blacks, in 1647. “The Dominie’s Farm,” five large parcels to the south and east of the “Mansion House Plot,” had been acquired and consolidated into a single parcel by Cornelis Steenwyck and his partner Oloff Stevensen van Cortlandt between 1662 and 1671. One of these parcels included the land under 513 Grand Street and 511 Grand Street, which had originally been granted in 1645 by Kieft to Edward Marill, about whom nothing is known other than he “may have been an Englishman.”
Cornelis Steenwyck was a merchant and public official who held several positions under both the Dutch and English colonial governments, including that of mayor from 1668-1670 and again from 1682-1683. One of the wealthiest men in the city, part of his wealth came from the slave trade after the West India Company opened the trade to private investors in 1652. Although he participated in the slave trade it cannot be determined if he himself owned any slaves. Oloff Stevensen van Cortlandt arrived in the colony in 1637 as part of a military unit and later transferred to a civilian position as Commissary of Cargoes.
He left that position and in 1648 opened his own brewery on Stone Street. He became involved in public affairs as president of a representative body known as “the nine men” who opposed the policies of Governor Peter Stuyvesant. He also served as a commissioner in negotiating the boundary between New Netherland and New England and again in the surrender of the colony to the English. It cannot be determined if Oloff Van Cortlandt was a slave owner but his son Jacobus, another mayor of New York, was. Upon Steenwyck’s death in 1684, his wife Margarita Reimers inherited his interest in the property and four years later she and her new husband the Reverend Hendricks Selyns, a dominie of the Dutch Reform Church, took over Van Cortlandt’s interests from his son Jacobus.
In 1741, Lieutenant Governor James De Lancey purchased “The Dominie’s Farm” from the heirs of Margarita Reimers Selyns and built an estate there. The son of Stephen De Lancey, a French Huguenot emigre, James De Lancey received his advanced education in England. In New York he was appointed Chief Justice by British Governor William Cosby ca.1732 and served in that capacity in the trial of newspaper publisher John Peter Zenger in 1735. In the trials following the slave uprising of 1741, De Lancey’s slave Othello was hung as a conspirator. De Lancey was appointed Lieutenant Governor of New York in 1748 (although due to political conflicts with then Governor Clinton, he was not sworn in until 1753) and for a few years served as acting Governor. In 1760 he died intestate and James De Lancey, the eldest son, inherited the land.
Under the younger De Lancey’s ownership, the land was surveyed into blocks and lots, laying out James, Oliver, Stanton, Delancey and Rivington Streets. Grand Street, laid out prior to 1766 and originally named the Road to Crown Point, was given its current name the following year. James De Lancey, a Loyalist, left for England in 1775 and never returned. Following the Revolution, his estate as well as those of Oliver De Lancey and other Loyalists were confiscated and sold by the State Commissioners of Forfeiture in 1784. The land under the houses at 511 and 513 Grand Street was part of a thirty-lot parcel on this block sold to John, Peter, Evert and Abraham Byvanck and their sister Mary Abeel by the Commissioners.
At the end of the American Revolution, Manhattan’s East Ward (the area north of Wall Street) was the home of skilled craftsmen, many of whom lived above their businesses. By the turn of the nineteenth century, these artisans and craftsmen were pushed out, moving north to craft-related enclaves in the Fifth, Sixth and Seventh Wards centered at Bowery Village (slaughterhouses and tanning yards), Greenwich Village (construction related businesses) and along individual streets. The Seventh Ward, which made up the southern portion of the Lower East Side, became the locus of the shipbuilding and maritime-related industries as shipwrights, coopers, chandlers, joiners and sail- and rope-makers moved to areas near the shipyards at Montgomery Street and Corlears Hook.
The prosperous shipbuilders resided with other merchants and professionals on Henry, Rutgers and Monroe Streets where restrictive covenants established by the Rutgers family required construction of “workmanlike brick buildings.” By the late 1820s, the middle class in the Lower East Side was being outnumbered by the growing working-class population. Within a decade the two- story brick-front and wooden homes that predominated in the area in the early part of the century were enlarged to accommodate more tenants. By the mid-1840s the purpose-built tenements of three to five stories that would dominate the area by the 1880s began to appear.
Construction of 511 Grand Street House and 513 Grand Street House
In 1826 James Lent and his nephew Henry Barclay purchased the irregularly shaped lot that ran through the block from Grand Street to Henry Street, and within two years had constructed the two rowhouses along the Grand Street frontage. Both men were members of New York City’s oldest families. In 1782, James Lent, whose ancestors had arrived in North America in the mid-seventeenth century, was born in Newtown, one of the five original settlements of Queens County. Having made voyages to the East Indies, he returned to New York where he was a merchant for several years. He retired to Newtown where he purchased the former estate of Colonel Daniel Lawrence and lived with his family and African-American servants (both slave and free prior to 1827). Active in politics, Lent served as First Judge of Queens County from 1823 to 1829, when he left for the first of two terms in the House of Representatives. He died in Washington, D.C. in February 1833.
Henry Barclay, who at his death in 1863 was a major landowner in New York, Brooklyn and Queens, was a descendent of three early New York families including the Lents and Rutgers. His father Anthony Barclay was the son of Henry Barclay, the second rector of Trinity Church on Wall Street, and Mary Rutgers; his mother Anna was the sister of James Lent. Like his uncle, Barclay lived in Newtown with his family and black servants (both slave and free prior to 1827).
At the time that Barclay and Lent purchased the lots, Grand Street was a major cross-town route stretching nearly two miles from Varick Street to the East River. At the East River, one could catch a ferry to Williamsburg, Brooklyn or shop at the Grand Street Market (established in 1813) for meat, vegetables and fish. A new establishment in the 1820s was the Mount-Pitt Circus, an entertainment venue situated on Grand Street opposite the upper end of East Broadway where the nightly programs included equestrian shows and theatrical performances. By mid-century several street railroads ran along the eastern section of Grand Street to the ferry slips.
Federal-Style Rowhouses in Manhattan
After the Revolution, as the population of Manhattan expanded up the island, large plots of land were sold and subdivided for the construction of groups of brick and brick-clad houses. Their architectural style has been called “Federal” after the new republic, but in form and detail they continued the Georgian style of Great Britain. Federal-style houses were constructed from the 1790s through the 1830s and could be found as far uptown as 23rd Street. The size of the lots dictated the size of the house with a basic lot running 20 to 25 feet in width and 90 to 100 feet in depth in accordance with the Commissioners’ Plan of 1811. Each rowhouse would span the width of the lot and reach a depth of 35 to 40 feet deep, allowing room for a stoop and areaway in the front and cistern for collecting rainwater and a privy in the rear yard. During the early nineteenth century, it was common for several houses to be constructed together, sharing party walls, chimneys and roof timbering to form a continuous group.
The houses were of load-bearing masonry construction or modified timber-frame construction with brick-clad front facades. With shared structural elements, each house in the row was dependent on its neighbor for stability. For designs and plans, local builders relied on the pattern books such as Asher Benjamin’s American Builders Companion, which appeared in six separate editions between 1806 and 1827.
In general, a Federal-style rowhouse was three bays wide, 2%-stories tall; the ridge line of its peaked roof paralleled the front façade. However, the style could be adjusted to accommodate modest structures such as the three-bay wide 511 Grand Street and two-bay wide 513 Grand Street or five-bay, three-story homes for the wealthy. The front (and sometimes rear) façade was usually clad in red brick laid in the Flemish-bond pattern, with alternating stretchers and headers in every row. This system allowed the link of the more expensive face brick with the cheaper, rough brick behind. Walls were usually two “wythes,” or eight inches, thick. Because brick at this time was hand-made, it was relatively porous and often painted to protect against water damage and incursion.
The plain Federal-style façade was ornamented by lintels, entrances, stoops with iron railings, cornices, and dormers. Stone lintels around windows and doors could be flat, incised or molded. In most Federal houses the doorway, often a single paneled door framed with columns and sidelights and topped by a rectangular transom or fanlight, was the house’s outstanding ornamental feature. Grander examples of the style would have round-arched entrances with Gibbs surrounds. The entrance, set to one side and approached by a stoop created a basement level below the parlor floor. Wrought-iron railings with finials lined the stoop and enclosed the areaways.
Window openings at the parlor and second stories were usually the same height and aligned with each other. The wood-framed sashes were double hung and multi-light. Shutters were common on the exterior. A wooden box cornice with a molded fascia which carried a built-in gutter extended across the front along the eave. A leader head and downspout that drained onto the sidewalk extended down the fa?ade on the opposite side from the doorway. Pedimented or segmental dormers on the front roof slope usually had decorative wood trim, and the top sashes were often arched with decorative muntins. The roof was covered with continuous wood sheathing over the rafters and clad in slate.
No. 513 Grand Street
The modest 17-foot-wide house at 513 Grand Street retains characteristics of the Federal style in its height, brick cladding, peaked roof, side entrance, evenly-spaced second floor windows with simple stone sills, and double-width pedimented dormer. The molded lintels are most likely replacements. The earliest known images of the house are a 1937 photograph by Berenice Abbott in her work for the Federal Art Project of the Works Progress Administration and the ca.1940 tax photograph. At that time, the red brick building was strikingly similar to the house-shops of the early nineteenth century.
The ground floor had a tripartite division with a full width stone lintel resting on piers between the two recessed entrances and display window. Given the lack of a raised basement and stoop and its location on a historically busy thoroughfare it is likely that there was originally a shop on the ground floor, and this may have been the original configuration. In the 1944 conversion to a residence, the central entrance and display window were replaced with double-hung, multilight windows above a brick wall. In spite of these alterations, 513 Grand Street both alone and in concert with its neighbor at 511 Grand Street, is among the relatively rare, surviving and relatively intact buildings in the Federal Style in Manhattan.
Later History:
The Barclay family retained ownership of the two houses well into the twentieth century, renting them out to a succession of long-term tenants who appeared generally, although not always, to live above their places of business. While records are incomplete it is still possible to develop a general overview of the tenants from the 1840s to the present. Both houses were rented to a variety of tradesmen and laborers and their families and it is not surprising, as noted by Elizabeth Blackmar in her book Manhattan for Rent, 1785-1850, that these households often included lodgers who helped pay the rent.
The earliest records found for 513 Grand Street indicate that Thomas S. Armstrong, a Scottish plumber, operated his business and lived there with his German born wife and sons from around 1848 to 1851. Within two years another plumber, George B. Burn, moved in with his family and opened his business. Emmet H. Smith, another plumber, joined the business ca. 1858, continuing the business after Burn left around 1879 until about 1899-1900. Beginning in 1901, directories list William S. Fair, a painter, living at 513 Grand Street with various members of his extended family or unrelated tenants for the next twenty years.
The three properties that now make up Barclay and Lent’s original lot were sold in 1921 to John W. Sheehan, a dispatcher for the New York City Fire Department who lived at 526 Grand Street. 513 Grand Street was sold in turn to William S. Fair who left it to George Bungay, a manufacturer of toilet preparations who
used it for both his business and residence until about 1937. The City of New York took possession of 513 Grand Street in 1942 due to foreclosure and in 1944 resold it to Angelina Picerno, who transformed the building into a single-family dwelling; members of the Picerno family resided there until 2003.
Description:
The residence at 513 Grand Street has been recently renovated and the entire façade has been painted. The brick work on the ground floor is common bond, probably a result of the 1944 reconfiguration of the windows; however, the second floor retains its Federal-style Flemish bond brick work under the various layers of patching material and paint. Above the ground floor openings runs a stone stringcourse that does not extend completely across the façade. Below the eave, is a metal fascia with a narrow metal flashing immediately below the gutter that reads as dentils when viewed from a distance. The windows on the first and second floor have been replaced with new multi-light sash. The first floor windows have brick sills and are guarded by grilles.
The second floor windows have been shortened and the sills raised; however, they retain their historic lintels. At street level is a painted watertable. As at 511 Grand Street, there is a shallow stoop slab, here in cement, leading to the entrance with its marble sill. The entrance has a paneled, wooden door with arched multi-light insert and narrow transom, the glass of both have been reinforced on the interior with metal mesh. The shingle-sided, double-width, pedimented dormer has been renovated and the windows replaced with multilight casements similar to those found in the early images. The roof has been replaced, the brick chimney (noticeable between 511 and 513 Grand Street in the early photographs) has been removed and the skylight relocated to immediately above the dormer. In addition, there are two small vents projecting above the roof.
- From the 2007 NYCLPC Landmark Designation Report
The section of the bridge completely removed and replaced with a new section can be seen propped up on a river barge, awaiting demolition.
Work was completed on this, the fourth and final weekend, on replacing a massive section of the North Leaf of the Wells Street Bridge, a project being undertaken by CDOT (the Chicago Department of Transportation).
The bridge was closed for a second, 9-day period to allow for the work to proceed, and CTA track atop the upper deck of the bridge was completely replaced on the leaf under construction.
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
These old turbines are due to be replaced by fewer much larger ones. These are 43m high the 9 new ones will be 115m - quite a sight, Notice how the current ones are rather crudely made with identical barrel-like segments with no tapering. And yes I was on my back when I took this photo!
Hamilton. Formerly known as the Grange Hamilton is as Scottish as it comes in heritage terms. It sits astride Burn Grange a creek that flows into the Wannon River. It is surrounded by a rich volcanic basalt plain. It claims to be the Wool Capital of the world, the source of its early wealth, but today the economy is very mixed with beef cattle being important. Thomas Mitchell in 1836 said of the Hamilton town site “A finer country could scarcely be imagined: enormous trees of the mimosa or wattle, of which the bark is so valuable, grew almost everywhere”. This was the Australia Felix that he so greatly praised. Mitchell named the creek Grange Burn. The Wedge family established a sheep run called the Grange near here in 1839. In November 1939 the government surveyor who later laid out Portland, recommended this spot for a town. Wedges moved on partly because of conflict with the local Aboriginal groups but other pastoralists replaced them. Sheep were killed, shepherds killed and of course whites retaliated with guns against the Aboriginal people. No official reports of murder were made. Governor La Trobe visited the Grange in 1841 and because of violence between blacks and whites he sent Acheson French as a police magistrate there with troopers for support. The violence had died out by 1842. A village emerged around 1848 and the town was gazetted in 1851. It was named after Hamilton near Glasgow as most settlers were Scottish.
The Grange/Hamilton.
White settlers moved into this area in 1839 settling on land on the Grange Burn (or river) which is a tributary of the Wannon which goes into the Glenelg River. The Wedge family who came in 1839 called their sheep run The Grange. The government surveyor Charles Tyers who had surveyed Portland recommended a spot on the Grange River for a town which the Commissioner of Lands for the Port Philip District of NSW approved a few months later in early 1840. By then the Wedges had left because of ongoing conflict and hostility with the local Aboriginal people. One of their shepherds had been killed and there was undoubtedly retaliation for that. Other settlers fared better in their relations with Aborigines because they treated them better and freely gave out meat and flour rations. One of the infamous massacres of Aboriginal people in Victoria occurred near Hamilton on 8th March 1840. This occurred just north of Coleraine on Konongwootong station (57,000 acres) run by the Whyte brothers. They also perpetrated the massacre with no official action taken. Around 40 Aboriginal men, women and children were surrounded and massacred after 127 sheep had been taken for meat. Various sources put the death toll at between 20 to 50 members of the Jardwadjali tribe but Aboriginal tradition estimates it at a higher figure. The Whyte brother stayed on and Konongwootong was divided between the brothers in 1849 and then for closer settlement in 1921.
Violence between black and white subsided in 1841 after Governor La Trobe visited the Grange (Hamilton) and appointed a magistrate and ordered police troopers to be stationed at The Grange. A rudimentary Courthouse, barracks and police station followed on the corner of Martin and Thompson streets. Thus began the city of Hamilton out of violence. The town’s first policeman also established the Grange Inn in 1843 and a blacksmith set up a workshop in 1844 as a tiny town began to emerge. Shanties, a few houses and a store opened in 1848 to serve the surrounding sheep stations and the government order a full town survey in 1849. It was gazetted as Hamilton in 1851.The first police magistrate was Acheson French hence those street names in the town. He developed a mansion on his property which he called Monivae(1878).It is now a Catholic College. The first school in Hamilton opened in 1852 and a second hotel in 1853 followed by the first Catholic and Anglican Churches in 1857 and a Presbyterian Church in 1858. The 1854 census noted 230 people living in Hamilton and this grew to 1,197 in the 1861 census, 2,967 in 1881 and 4,024 in the 1901 census. By the 1860s the town had nine hotels, seven churches, two breweries, a tannery, a coach building works, flourmill and a Mechanics Institute. In the 1870s the town prospered more as the rail link to the port facilities at Portland was completed and the town was linked to Melbourne via Ararat and Ballart.
The Botanical Gardens designed by William Guilfoyle.
Land was set aside for a botanic gardens in 1853 but nothing happened until 1870 when the first gardener was appointed and some plantings occurred. In 1881 William Guilfoyle was commissioned to design the gardens. He employed his usual techniques of winding paths, a feature lake with white swans, fountain, aviary and animal enclosure, a rotunda, giant trees, rare plants and trees, garden beds and sweeping lawns. Some of these garden features were added later such as the fountain in 1917 and the rotunda in 1988. A list some of the rare plants is located beside the majestic entrance gates also a feature of Guilfoyle’s design. These unusual plants include California Live Oak, Himalayan Oak, Kentucky Coffee Tree, and some rare pines which he often used in his plans. Because he chose plants adaptable to drought and suited to the country they have thrived and grown into massive specimens. This is one of the most intact of Guilfoyle’s garden plans and was a commission he undertook whilst serving as Director of the Melbourne Botanic Gardens.
Replacing an earlier scanned photo with a better version 28-Mar-17.
Enlarged from well beyond the range of the 200mm lens I had at the time, so it's a bit grainy.
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.
Yep as one of my Collaborations, Corbeil will be making an extremely massive comeback to make schools friendly just like the return of green chalkboard and electric mechanical wall bells in schools for safety since that Expo markers and other dry erase markers have bad chemicals in them such as Xylene which gives off the unpleasant smell many of us associate with whiteboard and permanent markers. Not only does it irritate your skin, but xylene is also absorbed into your bloodstream when inhaled and can cause headaches, nausea and dizziness where as chalkboard chalks are completely safe and non-toxic especially now that make dustless chalks too and since that IC Bus has discontinued the AE buses and the BE buses. The Newly reintroduced Corbeil Quantum School Buses will replace IC AE Buses and the newly introduced Corbeil Jumbo Quantum School Buses will replace IC BE buses.
This project replaced the 1929 Umpqua River (Scottsburg) Bridge, providing a wider roadway and adjusting the curves on both ends of the bridge. On May 25, 2022, Oregon 38 traffic was shifted from the old bridge to the new bridge.
ODOT Director Kris Strickler speaks at the plaque unveiling and dedication of the new Scottsburg Bridge.
I replaced C45 with Pilotfly Traveler. I used C45 with RX100M4/LX100 but finally determined my GX7MK3 with Gimbal.
I suppose the better part of guys who have Traveler use this with Sony RX series since I didn't find out anybody who toy with Traveler + LUMIX. So I would like to try to test several combination with Traveler and LUMIX Lenses.
LEICA DG VARIO-ELMARIT 8-18mm/F2.8-4.0 ; Available.
LEICA DG VARIO-ELMARIT 12-60mm/F2.8-4.0: Available.
LEICA DG SUMMILUX 15mm/F1.7: Available.
LEICA DG SUMMILUX 25mm/F1.4: Available.
LEICA DG MACRO-ELMARIT 45mm / F2.8 : Available.
I was afraid if I got a counter wait problem since C45 couldn't be used with GX7MK3 due to this. Traveler has no counter wait issue. So..if you are LUMIX GX7 series user and have an interest in Pilotfly Traveler, you can proceed to buy this coll Gimbal:-).
Replacing a temporary vehicle in the fleet of 36-branded vehicles is BF62UXZ, one of 6 brand new Volvo B9TL Wright Eclipse Gemini 2's that were delivered to Transdev in December 2012 - though personally I think this registraton should have been applied to a Coastliner vehicle and BF62 UYL gone on this one, as it's out of sequence with the rest... though eventually 3613 here will be re-registered X13 VTD.
3613 is the only B9 in the Transdev Harrogate and District fleet, and cost £200,000. This can be told apart from the heavily-refurbished B7's because of the Wrights logo at the front (instead of a blank panel with the 36 logo painted on), a Volvo badge, and a straight upper deck grabrail in front of the windscreen, as opposed to a curved one. This extra vehicle has been required due to a frequency increase for the 36 to make up for each bus losing just over a dozen seats to improve passenger comfort.
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.
VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.
The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.
"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."
One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.
"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"
The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.
"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."
The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.
"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."
Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.
"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."
During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).
"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 28-Mar-25.
Fleet No: "648".
First flown in Dec-87, this aircraft was delivered to Piedmont Airlines as N608P in Feb-88. It was re-registered N648US in Nov-88 prior to Piedmont being merged into US Air in Aug-89.
US Air was renamed US Airways in Feb-97. The aircraft was sold to Castlelake Leasing in Aug-05 and leased back to US Airways. It was re-registered N248AY in Dec-06.
It was withdrawn from service in Nov-14 and stored at Mobile-Downtown Airport, AL, USA. After 26 years it had 104,750 hours and 20,740 cycles on the clock! The aircraft was returned to the lessor in Feb-15, moved to Victorville, CA, USA and permanently retired.
In Sep-15 the aircraft was sold to the Jet Midwest Group for parting out and was eventually scrapped at Victorville.
Note: In Dec-13 US Airways agreed a merger with American Airlines. However, the two airlines continued to operate as separate companies until the official merger date of 08-Apr-15.
So we bought a replacement blanket from ebay, not sure what to expect.
What we got was a sheet of neoprene rubber, typically used in making a wetsuit. Figuring it *should* work, we tried it out today.
Notes are above.
It was a total success
Replacing an earlier digital photo with a better version 23-Jan-24.
Fleet No: "277".
First flown with the Airbus test registration F-WWYL this aircraft was delivered to US Airways as N677UW in Feb-01. It was re-registered N277AY in Aug-06. US Airways was merged into American Airlines in Apr-15.
The aircraft was withdrawn from service in Mar-20 due to the COVID-19 Pandemic and stored at Roswell, NM, USA. In late summer 2020 American made the decision to permanently retire the whole A330 fleet and it continued to be stored at Roswell.
It was sold to VAS Aero Services in Jan-23 and will eventually be broken up. Updated 23-Jan-24.
Replacing an earlier scanned photo with a better version 26-Feb-21.
Named: "Spirit of Max Galiger".
Built as 'convertible' with a main deck cargo door, this aircraft could be operated as a passenger or freight aircraft. First flown with the Boeing test registration N1788B, this aircraft was delivered to Nordair Canada as CF-NAP in Jun-71, it became C-FNAP in May-74 when Canada introduced the C-G*** registration series. Nordair was merged into Canadian Pacific Airlines in Jan-87. Canadian Pacific was renamed Canadian Airlines International in Apr-87. It was sold to a lessor in Sep-88 and leased back to CAI. The aircraft was returned to the lessor in Oct-95 and was leased to Can-Air Cargo the following month. It was transferred to Royal Airlines in Aug-97 and was operated in both passenger and cargo configuration (at the time of the photo it was operating passenger services). Royal Airlines bought it at the end of Dec-97. Royal Airlines was merged into Canada 3000 Airlines in May-01. Canada 3000 Airlines were a little overstretched financially and the aftermath of the '9/11' terrorist atrocity in the USA finished them off, they ceased operations in Nov-01 and this aircraft was stored at Quebec City, QC, Canada. The aircraft was now 30 years old. It was sold to Logistic Air in Sep-02 and re-registered N2409N in Mar-03. However it had remained stored at Quebec City. It was sold to Air North Charter and Training Ltd (Canada) for spares in Jun-08 and was broken up at Quebec City in 2009.
Note: The registration C-FNAP was later used on an Air Canada Embraer E-190-100AR between Dec-07/Sep-20.
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.
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.
New Roofing Romford - roofingcontractorsuk.com/new-roofs/
In order to replace your current roof, you should get a roofing contractor to inspect the internal structure of your roof to ensure that it is stable enough to hold your new roof. Our roof replacement services include an inspection of the inside of your roof to determine the extent of work that needs to be carried out.
The help of a roofing contractor will make sure that you are getting the best roofing materials that suit the pitch and shape of your roof.
For example, there are certain materials that aren’t practical for the structure of certain roofs. There are two basic types of roof structure, pitched or sloping roofs and flat roofs.
New Roof Construction
Pitched roofs typically go from 40° to 50° and roofs with pitches of 10° to 20° are known as low pitched roofs.
As well as the visual appearance, pitched roofs need to be chosen to match the materials to be used on top of the roof. Roofs that are 45° or more may not be as suitable for slate tiles as a flatter roof. In areas that have high snowfall, the pitch should be much greater to prevent the snow from settling and building up on the top of your roof.
Low pitched roofs also need consideration as the angle requires the overlap of tiles to be spaced out differently. If the tiles are not correctly overlapped, water could be blown into the roof by strong wind and result in a leaky roof.
Flat roofs are generally built with a pitch of no more than 15°. Flat roofs with a pitch that is any less will not allow rainwater to drain away and will require a fall to carry water to collection points. Flat roofs don’t generally use tiles as it is not the most practical material to use. Most flat roofs are covered in felt, EDPM, GRP or asphalt.
Finding a Company for Residential Roof Replacement
If your roof uses slate, clay tiles, or concrete clay tiles you may have the option to reuse those tiles and relay them onto your new roof if they are in good enough condition. This is an option for those who want to preserve the period look of their property whilst guaranteeing a strong new roof with a longer lifespan.
Reusing tiles also saves you on the costs of buying new slates. If you are planning to reuse the slates on your current roof, you should ask the roofing contractor to give you an idea on the percentage of tiles that are reusable, so you know in advance how many new slates you need to buy.
Our services cover a wide range of roofing and we consider all aspects and benefits of each material to make sure that you get the best results.
Visit our website roofingcontractorsuk.com for a free callback if you are thinking about repairing or replacing your roof.
Local Roofers Romford
Roofing Contractors in Romford
8, Holgate Court, 4 - 10 Western Rd
Romford,Essex
RM1 3JS
GB
from The Lock Guy Pty Ltd ift.tt/1TVnWzh
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www.thelockguy.com.au/blogs/locksmith/replaced-old-cylind...
Silver-replaced fossiliferous limestone from Colorado, USA. (DMNH 138, Denver Museum of Nature & Science, Denver, Colorado, USA)
This remarkable rock is fossiliferous limestone that has been replaced by native silver (Ag). The large, whitish fossil near the center is a gastropod (snail) - it appears to have been truncated by a fault. This specimen comes from a famous silver mining area in Colorado - the Aspen Mining District. Barite, various sulfides and sulfosalt minerals, plus native silver occur principally in breccia zones in the Aspen District. The breccia zones occur within and at the top of the Leadville Limestone, a Lower Mississippian unit that includes dolostone and limestone. Silver and sulfide mineralization in the area occurred during the Late Cretaceous and Paleocene, between approximately 70 and 55 million years ago. This mineralization accompanied the Laramide Orogeny, a mountain building event that formed the true Rocky Mountains of New Mexico, Colorado, Wyoming, and Montana.
Locality: Smuggler Mine, Smuggler Mountain, Aspen Mining District, central Pitkin County, west-central Colorado, USA
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Example references on Smuggler Mine area geology:
Bryant (1979) - Geology of the Aspen 15-minute quadrangle, Pitkin and Gunnison Counties, Colorado. United States Geological Survey Professional Paper 1073. 146 pp.
Stegen et al. (1990) - The origin of the Ag-Pb-Zn-Ba deposits at Aspen, Colorado, based on geologic and geochemical studies of the Smuggler Orebody. Economic Geology Monograph 7: 266-300.
Replacing an earlier digital photo with a better version 24-Dec-19.
First flown with the Airbus test registration F-WWDI in Nov-92, the aircraft was originally ordered by lessor GPA Airbus A320 but the order had been cancelled and the aircraft was stored at Toulouse, France in Dec-92.
It was delivered to ILFC International Lease Finance Corporation and leased to Monarch Airlines as G-OZBB in Mar-94.
It was sub-leased to Skyservice Airlines, Canada as C-FDTW for several winter seasons, between Nov-94/May-95, Nov-95/May-96, Nov-96/Apr-97, Nov-97/Apr-98 and Nov-98/Apr-99. In Dec-99 the aircraft was sub-leased to Airtours International Airways and returned to Monarch in Apr-00.
Between Dec-00/Apr-01 it was off to Canada again for the winter, this time on lease to Canada 3000 as C-GXBB. In Dec-02 the aircraft was sub-leased to Zoom Airlines (Canada) as C-GZUM and returned to Monarch as G-OZBB in Apr-03.
It was returned to the lessor in Nov-13 and permanently retired at Tupelo, MS, USA. It was last noted still there in Apr-14 and the registration was cancelled in May-14.
The R Type is the second series of post-war Bentley automobiles, replacing the Mark VI. Essentially a larger-boot version of the Mk VI, the R type is regarded by some as a stop-gap before the introduction of the S series cars in 1955. As with its predecessor, a standard body was available as well as coachbuilt versions by firms including H. J. Mulliner & Co., Park Ward, Harold Radford, Freestone and Webb and others.
Other than the radiator grilles and the carburation there was little difference between the standard Bentley R Type and the Rolls-Royce Silver Dawn. The R Type was the more popular marque, with some 2,500 units manufactured during its run to the Silver Dawn's 760.
DESIGN
During development it was referred to as the Bentley Mark VII; the chassis cards for these cars describe them as Bentley 7. The R Type name which is now usually applied stems from chassis series RT. The front of the saloon model was identical to the Mark VI, but the boot (trunk) was almost doubled in capacity. The engine displacement was approximately 4½ litres, as fitted to later versions of the Mark VI. An automatic choke was fitted to the R-type's carburettor. The attachment of the rear springs to the chassis was altered in detail between the Mark VI and the R Type.
For buyers looking for a more distinctive car, a decreasing number had custom coachwork available from the dwindling number of UK coachbuilders. These ranged from the grand flowing lines of Freestone and Webb's conservative, almost prewar shapes, to the practical conversions of Harold Radford which including a clamshell style tailgate and folding rear seats
RUNNING GEAR
All R Type models use an iron-block/aluminium-head straight-6 engine fed by twin SU Type H6 carburettors. The basic engine displaced 4,566 cc with a 92 mm bore and 114.3 mm stroke. A 4-speed manual transmission was standard with a 4-speed automatic option becoming standard on later cars.
Brakes and suspension
The suspension was independent at the front using coil springs with semi elliptic leaf springs at the rear. The brakes used 311 mm drums all round and were operated hydraulically at the front and mechanically at the rear via a gearbox driven servo.
PERFORMANCE
A four door saloon with automatic transmission tested by the British magazine The Motor in 1953 had a top speed of 163.7 km/h and could accelerate from 0-97 km/h in 13.25 seconds. A fuel consumption of 18.2 L/100 km was recorded. The test car cost £4481 including taxes.
BODIES
The first example is the standard steel saloon built by Bentley, but a number of customers opted for a bare chassis which was taken to a coachbuilder of their choice.
R-TYPE CONTINENTAL
The R-Type Continental was a high-performance version of the R-Type. It was the fastest four-seat car in production at the time.
The prototype was developed by a team of designers and engineers from Rolls-Royce Ltd. and H. J. Mulliner & Co. led by Rolls-Royce's Chief Project Engineer, Ivan Evernden. Rolls-Royce worked with H. J. Mulliner instead of their own coachbuilding subsidiary Park Ward because the former had developed a lightweight body construction system using metal throughout instead of the traditional ash-framed bodies.
The styling, finalised by Stanley Watts of H. J. Mulliner, was influenced by aerodynamic testing conducted at Rolls-Royce's wind tunnel by Evernden's assistant, Milford Read. The rear fins stabilised the car at speed and made it resistant to changes in direction due to crosswinds.
A maximum kerb weight of 34 long hundredweight (1,700 kg) was specified to keep the tyres within a safe load limit at a top speed of 190 km/h.
The prototype, with chassis number 9-B-VI and registration number OLG-490, which earned it the nickname "Olga", was on the road by August 1951. Olga and the first series of production Continentals were based on the Mark VI chassis, and used a manual mixture control on the steering wheel boss, as these versions did not have an automatic choke.
The early R Type Continental has essentially the same engine as the standard R Type, but with modified carburation, induction and exhaust manifolds along with higher gear ratios. The compression ratio was raised to 7.25:1 from the standard 6.75:1, while the final gear ratio was raised (lowered numerically) from 3.41 to 3.07.
Despite its name, the two-door Continental was produced principally for the domestic home market, most of the 207 cars produced were right-hand drive, with 43 left-hand drive examples produced for use abroad. The chassis was produced at the Rolls-Royce Crewe factory and shared many components with the standard R type. R-Type Continentals were delivered as rolling chassis to the coachbuilder of choice. Coachwork for most of these cars was completed by H. J. Mulliner & Co. who mainly built them in fastback coupe form. Other coachwork came from Park Ward (London) who built six, later including a drophead coupe version. Franay (Paris) built five, Graber (Wichtrach, Switzerland) built three, one of them later altered by Köng (Basel, Switzerland), and Pininfarina made one. James Young (London) built in 1954 a Sports Saloon for the owner of the company, James Barclay.
After July 1954, the car was fitted with an engine with a larger bore of 94.62 mm, giving a total displacement of 4.9 L.
The rarity of the R Type Continental has made the car valuable to car collectors. In 2015 a 1952 R Type Continental, in unrestored condition, sold for over $1 million USD.
PRODUCTION NUMBERS
R Type: 2323 (295 with coachbuilt bodies)
R Type Continental: 208 (including the prototype)
WIKIPEDIA
Lìjiāng (simplified Chinese: 丽江; traditional Chinese: 麗江) is a prefecture-level city in the northwest of Yunnan province, People's Republic of China. It has an area of 21,219 square kilometres and had a population of 1,244,769 at the 2010 census.
HISTORY
Lijiang City replaced the former administrative region of Lijiang Prefecture. It was under the rule of the Mu family (木氏) local commanders (土司) during the Ming Dynasty and Qing Dynasty.
The Baisha Old Town was the political, commercial and cultural center for the local Naxi people and other ethnic groups for 400 years from the year 658 AD to 1107 AD. The Dabaoji Palace of the Baisha Fresco, very close to the Baisha Naxi Hand-made Embroidery Institute, was built in the year 658 AD in the Tang Dynasty (618 AD to 960 AD).
In ancient times, the Baisha Old Town used to be the center of silk embroidery in the southwest of China and the most important place of the Ancient Southern Silk Road, also called the Ancient Tea and Horse Road or Ancient tea route. The Ancient Southern Silk Road started from Burma, crossed Lijiang, Shangri-La County, Tibet, journeyed through Iran, the Fertile Crescent, and ultimately to the Mediterranean Sea.
Naxi women were well known for their hand-made embroidery before 1972 during the Great Cultural Revolution. The most famous Naxi masters were arrested and put in jail, some of them died in jail during the Cultural Revolution because they did hand-made embroidery only for the Naxi Emperors when they were young.
GEOGRAPHY
Lijiang is located in the northwestern portion of Yunnan and borders Sichuan. It is in a region where the Qinghai-Tibet Plateau and Yunnan-Guizhou Plateau converge.
Owing to its low latitude and high elevation, the city centre of Lijiang experiences a mild subtropical highland climate (Köppen Cwb). Winters are mild and very dry and sunny (>70% possible sunshine), although average lows in December and January are just below the freezing mark; January, the coolest month, has a 24-hour average temperature of 6.0 °C. Spring begins early and remains dry and sunny until late May, when there is a dramatic uptick in frequency and amount of rainfall that lasts until late September. Summers are warm, rainy (more so than it is sunny) and damp, with June, the warmest month, averaging 18.4 °C. Autumn sees an abrupt reduction in rainfall and return to sunniness. The annual mean temperature is 12.70 °C, while precipitation averages 968 mm, around 80% of which occurs from June to September. With monthly percent possible sunshine ranging from 32% in July to 80% in December, the city receives 2,463 hours of bright sunshine annually.
OLD TOWN
The world famous Old Town of Lijiang is located in Lijiang City. It is a UNESCO Heritage Site.
The town has a history going back more than 800 years and was once a confluence for trade along the old tea horse road. The Lijiang old town is famous for its orderly system of waterways and bridges. The old town of Lijiang differs from other ancient Chinese cities in architecture, history and the culture of its traditional residents the Nakhi people, therefore people there are called 胖金哥 and 胖金妹 (pàng jīn gē, pàng jīn mèi, male and female respectively). The town was ruled by the Mu Family during the portions of the Ming and Qing Dynasties, a period of nearly 500 years.
Overlooking Lijiang Old Town is Lion Hill and at its summit is the Wangu Pavilion, which is a wooden building that stands 33 m tall and boasts 10,000 dragon carvings. The pavilion is constructed on 16 columns each of 22 m in height. The pavilion is a masterpiece of Qing Dynasty architecture that has been extensively restored following the designation of Lijiang Old Town as a UNESCO Heritage Site.
From Lion's Hill it is possible to view the entire Li River valley, including both the old city and new city of Lijiang. Looking Northwest, the Jade Dragon Snow Mountain is dominates the horizon.
The Old Town is a maze of winding cobblestone streets. It is extremely easy to get lost as there is no grid, but each turn takes one to some new interesting spot, and it's not hard to eventually find one's way out of the maze and back to familiar territory. The layout of the town was established to conform to the flow of 3 streams in adherence to Feng Shui design, so there was water and waste disposal for the inhabitants. The Old Town has fast become a destination for young Chinese artists, students, and adventurers. Most recently, it has become a favored Spring Break destination for students. "Bar Street" is a line of clubs with live music, dancing, and revelry. The Old Town has a multitude of shops, some a bit tourist oriented, but several showcasing handcrafts, individual artists, and local manufacturers of interesting personal products.
There are dozens of restaurants, from snacks to high end dining, all very reasonably priced, cheap by Western standards.
Accommodations are varied, but the most interesting are the large number of boutique hotels run by individuals and families. These boutique hotels are in old traditional houses converted to rooms, courtyards, and gathering places, and designs all trend to traditional Chinese sensibilities. There are new high end hotel and condominium developments starting construction from 2011 forward, so there is a definite push to make the destination one for all tastes and not just young adventurers.
NEARBY
Some tens of miles north of Lijiang is the Baishui Terrace (白水台 Baishuitai, literally "White Water Terrace"), an area where spring water flows over a sinter terrace, leaving behind travertine. Lijiang is also close to the Jade Dragon Snow Mountain (玉龙雪山).
A few miles north of Lijiang is the village of Baisha, famous for the Baisha Fresco and the Naxi Hand-made Embroidery Institute.The Fresco was built in the Ming Dynasty 600 years ago, the Naxi Hand-made Embroidery Institute was built 800 years ago, it is the headquarters of the Naxi embroideries and also, a school for the Naxi embroiderers. There are many Naxi embroidery masters, teachers, students and local farmers there. Their embroidery arts can be found there.
WIKIPEDIA
Balhannah - oldest town in the Onkaparinga River Valley.
In 1839 the Mt Barker Special Survey of 4,000 acres for William Hampden Dutton, Duncan McFarlane and John Finniss was conducted. Early land purchasers included Osmond Gilles the SA Treasurer who bought 240 acres from Dutton, McFarlane and Finniss. Another purchaser of part of Dutton’s land near the Onkaparinga River was made by a Scot called James Thomas. He soon laid out a small town in early 1840 which he named Balhannah after his sister Hannah and his mother Belle. He opened a small inn or pub on his land for thirsty travellers in 1840. Thomas was lucky for in 1841 the Great Eastern Road Act approved the surveying of a road from Crafers via Balhannah and Nairne to Wellington on the Murray and eventually on to the colony of Victoria. The first settlers grew maize, potatoes and wheat and they kept horses, pigs and cows. Despite the new road to Adelaide via Grunthal the town only started to develop in 1850 with the first Post Office opening with Whitfield as Post Master and the Gold Cross Hotel with W Anderson as proprietor. The Gold Cross Hotel is now the Balhannah Hotel. A year later in 1851 George Fenwick opened the first private school. The partially government funded school opened in 1857 after deputations from the town led by Francis Duffield of Shady Grove. It was a fine structure in gothic style and still stands opposite the Anglican Church on the main road. It cost £325 and has been a private residence for many years. The new state school was built half way to Oakbank in 1938 when this Balhannah School finally closed. Several of the early head teachers were members of the Monks family of Shady Grove. In 1855 a new road between Balhannah and Adelaide by via Greenhill Road was proposed but not completed until the late 1860s. A small copper mine operated in the hills near Balhannah at Bonney Flat between 1866 and 1876 but no great returns were ever obtained. The first St Thomas’ Anglican Church was built 1848 being replaced by the current church in 1865.The nearby Parish Hall was erected in 1906 and the rectory adjacent in 1928. The church area is bounded by Glebe Road. Between 1846-51 the SA government gave land grants to the churches. The Anglican Church at Balhannah obtained one such grant in 1851. The first Methodist Church in Balhannah was built in 1931 on land donated by William Johncock who is buried in the Anglican Church cemetery! The church is a fine stone building with the foundation stone being laid by Reverend Dunn.
Fruit trees grew well in the valley here and in 1908 Wicks Nurseries were established to provide peaches, apricots, plums and almonds for commercial growers. They still operate. From 1890 to 1914 a jam factory called the Glengyle Jam Factory, owned by Joseph Grasby, operated in the town. Then in 1919 a Cold Stores was formed to manage the export of apples to England and Messrs Wicks and Filsell pushed for this to occur. A saw mill operated to make packing cases for the apples between 1904 and 1923 and in 1894, once butter could be refrigerated for export to England, a butter factory was opened. It closed in 1929. Potatoes remain as a major crop of the district but fruit cropping has almost disappeared. This small town was excited when the railway arrived in 1883 as it pushed eastwards towards Edward’s Crossing (Murray Bridge) and eventually Melbourne by 1887. Later in 1918 a small branch line was opened to Mt Pleasant partly to provide transport for race goers to the famous Easter Steeplechase meeting at Oakbank. The Balhannah Institute was built in 1920 as a World War One Memorial. Note the name of the man who opened the hall, Mr Joseph Grasby, one of the pioneer families of Balhannah and Bonney Flat.