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This is my current amplifier. Although it looks like a classic old VOX it is not that old. It also doesn't work properly anymore after all the house moves. Need to replace it with another practice amp. MMMhh I like the Line 6 Spiderjam......
We applied for and obtained a Use of Easement so that a side walkway be poured within the easement. We applied for and obtained the PERMIT as required and handled all inspections. We removed the driveway which was damaged by a sinkhole. We poured the driveway with 4000 PSI concrete. All joints were cut accordingly.
Thore was providing new tips to work with new rules being tested for Kingdom rapier. Apparently the armor rules are set for types of rapiers which are no longer legal in the SCA and they are trying to update things.
We applied for and obtained a Use of Easement so that a side walkway be poured within the easement. We applied for and obtained the PERMIT as required and handled all inspections. We removed the driveway which was damaged by a sinkhole. We poured the driveway with 4000 PSI concrete. All joints were cut accordingly.
I made a chair and design patterns and material patterns. I set up these interior goods for Japanese restaurant. In particular, I applied the chair to suit buffet style restaurant. I replaced Japanese culture with interior goods. I attempted rice ball to replace with a chair. Then, I found four features of rice ball and a rice ball case; we can take anywhere. We can eat anywhere. Rice ball is entered ingredient. Shape is triangle. I applied the chair to suit four features, compact, we can sit anywhere, we can enter something, can be made strength by gathering triangles.
Materials: containerboard, colour wire, cloth, thread, paper
Size; H260*W255
Date: 11/11/2011
Disappearing and Reappearing Landscape ~ Colombo to Jaffna by Pradeep Thalawatta displayed at the Colombo Art Biennale (CAB).is displayed at is displayed at the Colombo Art Biennale (CAB).
“Becoming” is the theme for the second edition of the Colombo Art Biennale is held from 15th February 2012 to 19th February 2012 at Park Street Mews, J.D.A. Perera Gallery and National Art Gallery. Colombo Art Biennale includes paintings, installations, photos, performance, audio and video presentations. Many art talks also held during the five day festival of art.
39 artists from Austria, Australia, Bangladesh, Germany, India, Nepal, Netherlands, Norway, Pakistan, Sweden and Sri Lanka participated in the festival of art.
Finally replaced my 1998 Saturn and found this image in the manual while cleaning out the car. Saturn really was a different kind of car company. I know when I went to the Saturn dealer in Ann Arbor, I believe for an oil change, they cleaned the car inside and out and left a rose on the dash.
Built in 1926-1928, this Art Deco-style building was designed by Douglas Ellington to serve as the City Hall for Asheville, North Carolina, replacing a previous city hall, which stood from 1892 until 1928 where Reuter Terrace of Pack Square Park is located today. City Hall stands alongside the Classical Revival-style Buncombe County Courthouse, which was built at the same time, and was originally proposed by Ellington to be a similar structure to City Hall, but the proposal was rejected by the relatively more conservative Buncombe County Commissioners, whom saw the proposed design as garish and too radical for the county. A bus station, which was to be located in a wing connecting the two buildings, was also never built. The building features an orange brick exterior, a marble-clad base, marble trim, metal frame windows, an arcade at the entrance with arched openings and a vaulted tile ceiling, Art Deco-style copper lanterns flanking the entrance, decorative trim surrounds at the windows at the central bays of the second floor of the front facade with pediments, engaged columns, and decorative sculptural reliefs, brick pilasters flanking the windows at the central bays of the building’s facades, windows in pentagon-shaped bays with pointed tops flanking decorative stone fins and pinnacles at the central bays of the sixth floor, setbacks at the corners of the sixth floor, an octagonal seventh floor, an octagonal polychromatic terra cotta roof above the seventh floor, with floral motifs and ribs, and an octagonal lantern at the top of the building’s roof. Inside, the building features a lobby with Art Deco-style pendants, decorative Art Deco-style trim, entrance doors with arched transoms, elevators with bronze doors, original operator levers, a stone trim surround, and bronze dial-style position indicators, a marble floor, a bronze letterbox, and marble wainscoting. The other areas of the building, besides the elevator lobbies and main lobby, have been modernized and updated to accommodate modern office needs. The building was listed on the National Register of Historic Places in 1976, and remains in use as Asheville City Hall, with the building’s most recent change being the elimination of the staff positions of manual elevator operators in 2020 in response to the COVID-19 Pandemic, with the elevators being shifted to automatic operation.
The present York Station was opened on 25 June 1877, replacing the original terminus of 1841, which was retained as the North Eastern Railway Head Office (see York Old Station). For at least twenty years the old station, on its restricted site within the medieval city walls, had been regarded as inadequate for the rapidly-growing traffic. The new one was built on a spacious site just outside the walls but, despite being briefly claimed as one of the world's largest, it has since required additional platforms as well as lengthening of the original ones.
The design was conceived by Thomas Elliot Harrison, the NER Engineer in Chief, in collaboration with the company's Architect: Thomas Prosser. Harrison devised the basic layout of the station and no doubt specified the trainshed roof form, leaving Prosser and his department to work out the details and prepare all the drawings. The resulting trainshed is one of the great iron 'cathedrals' of the Railway Age. Harrison did not favour enormous spans, such as the 245 feet of St. Pancras, opened almost a decade earlier. Instead the York roof was subtly modulated, with a main span of 81 feet and flanking ones of 55 feet, together with a further 45 feet span over the bay platforms on the entrance side. The outcome is a building which, although very large, does not upstage the city walls on their rampart opposite the station entrance.
The trainshed draws on Brunel's Paddington and one of the buildings which inspired it: John Dobson's Newcastle Central. The site compelled Harrison to adopt a curving layout and this is echoed in the semi-elliptical wrought-iron arches of the roof. As at Paddington, their web swells out towards the foot and is perforated with small openings. However, the supporting arcades are very much more substantial than Brunel's. Sturdy cast-iron columns are given richly-modelled Corinthian capitals and bear shallow arches built up from riveted wrought-iron plate. Their spandrels are enlivened by cast panels bearing the NER heraldic device.
The roof was originally clad with timber planking and slates, and crowned by a skylight/ventilator comprising a series of ridge-and-furrow bays aligned at right angles to the axis of the shed. The prototype for these was Sir Joseph Paxton's Crystal Palace roof. A graceful touch was provided by the end screens, with three curving bands of arched windows framed by slender glazing bars.
In a surviving building, the use of the past tense may seem strange, but the roof has been much simplified since 1942, though retaining the essential structure. In April of that year, incendiary bombing caused almost half the roof cladding to be burned off (the stretch left from the booking hall, looking from the front). The ensuing restoration saw corrugated cladding and a simplified ridge ventilator being installed. Eventually, British Rail replaced the remainder in the course of repairs. The most drastic visual impact came in 1972-3, when the end screens were removed, part of their bracing framework (the nearer set of curving beams in the accompanying 1960's photograph) being retained to carry the present glazing. This is a rough approximation to the original, employing slender aluminium glazing bars but without the arched window heads.
The original layout comprised a main platform for through traffic, with bays at either end for services starting and finishing at York. This was linked by a pair of rather meagre subways to an island platform which Harrison envisaged being used solely for special trains and excursion traffic. This enabled him to design York as essentially a single-sided station, with all the passenger amenities clustered around one concourse. This was an optimistic view, and by the time York opened it was already evident that a second through platform would be in regular use. That meant providing some basic amenities on the other side of the tracks, and little time was lost in extending the middle of the island platform across to the rear wall of the trainshed, where toilets and waiting rooms were then installed.
At the front, the station had three entrances. The main route led through a cab portico into the booking hall, but the office range was flanked by a pair of subsidiary entrances. These gave access to the subway ramps as well as the main platform, and were formed by dispensing with the trainshed wall for a number of roof bays. In place of the wall, the shed roof was borne on pairs of columns linked by cast-iron arches bearing triangular panels which carry some of the thrust of the roof down to the outer colonnade. The effect is not unlike the flying buttress employed with gothic church vaults. The south (left-hand) entrance was destroyed in 1942 and replaced by a 'temporary' parcels office, whose building still stands, currently serving as a cycle depot. The right-hand one remains but is partly obscured by the jaunty wooden tearoom wrapped around it in 1906.
The station offices are dignified but rather dull compared with the trainshed, Prosser being a conservative designer when it came to brick and masonry buildings. That said, it may be no bad thing to have a fairly reticent frontage in such close proximity to the medieval city wall. Inside, a jolly note is struck by the arch-braced hammer-beam roof of the former booking hall.
The offices provide a stately sequence of spaces: portico, booking hall and concourse, the latter formed within one span of the trainshed and screened from the main platform by an original wooden signalbox which, remarkably, survives despite an operational life of little more than thirty years. Its splayed corners provide good sightlines for the bustling throng of passengers. Upstairs, the operating floor is now a cafe, while the lower floor has long housed the station 'bookstall'. The passage from booking hall to concourse is no wider than it need be, so that someone coming into the station for the first time gets a surprise view of the trainshed roof suddenly opening up above them.
In 1877 the station would have handled far more passengers changing trains at York than people starting or finishing their journeys there. That has all changed, with the city becoming a popular destination in its own right. Conversely, very few trains now start or finish in York, so additional through platforms have been provided while a number of the original bays have been abandoned to other uses, such as car parking.
[RailwayArchitecture.org.uk]
Taken in York
Taken on an excursion cruise on the paddle steamer Waverley, travelling from Westminster to Gravesend to Southend, into the Medway and back again.
Waverley is named after Sir Walter Scott’s Waverley novels. She was built to replace the 1899 Waverley which was sunk by enemy action on May 29, 1940 at Dunkirk.
Waverley’s keel was laid on December 27, 1945 but due to material shortages after the war, she was not ready for launch until October 2, 1946. It wasn’t until the following year on January 20, 1947 that she was towed to Greenock for the installation of her boiler and engines. Her maiden voyage was on June 16, 1947.
Waverley was built for the route up Loch Goil and Loch Long from Craigendoran & Arrochar in West Scotland. She now visits several areas of the UK offering regular trips on the Clyde, The Western Isles, the Thames, South Coast of England and the Bristol Channel with calls at Liverpool & Llandudno.
Waverley is the World’s last seagoing paddle steamer. In 1974, at the end of her working life, she was famously gifted for £1 to the Paddle Steamer Preservation Society. Waverley Steam Navigation Co. Ltd., a charity registered in Scotland, was set up to own and operate the ship. Waverley then began a second career as one of the country’s best-loved tourist attractions. Since she has been in operational preservation, she has been awarded four stars by Visit Scotland, an engineering heritage award, and has carried over 6 million passengers from over 60 ports around the UK.
2003 saw the completion of a £7m Heritage Rebuild which returned Waverley to the original 1940s style in which she was built. This was made possible with major grants from the Heritage Lottery Fund and the Paddle Steamer Preservation Society (PSPS). Contributions also came from Glasgow City Council, Scottish Enterprise Glasgow, the European Regional Development Fund and local authorities.
In May 2019 Waverley was withdrawn from service and a capital appeal was launched to raise £2.3 million to allow her boilers to be replaced and re-commission Waverley for further service. In December 2019 it was announced that the appeal target had been reached.
Despite delays to the boiler refit due to the COVID-19 pandemic Waverley returned to service in August 2020 and operated a short season on the Firth of Clyde. After a successful season on the Clyde the following year, Waverley will be returning to other sailing areas in 2022.
2022 marked 75 years since Waverley’s maiden voyage on June 16, 1947.
Paddle steamer history
In 1812, when Henry Bell’s paddle steamer Comet became the world’s first commercial steamship to operate in coastal waters, a tradition was started which remains alive today only in the form of the world’s last seagoing paddle steamer, Waverley.
From the 1860’s onward, paddle steamers developed an important niche in the coastal passenger and excursion trade. Large fleets served the cities, towns, villages and resorts of the Firth of Clyde, the Bristol Channel, the South Coast of England, London and the Thames Estuary.
Paddle Steamers also made a significant contribution to the war effort as minesweepers in both World Wars, and indeed Waverley is named after and was built to replace the previous Waverley who performed a heroic role at Dunkirk in May 1940 before being sunk by enemy action.
With a few exceptions, the Clyde steamers were owned and operated by railway companies. These were largely commuter ferries linking all the villages with the nearest railhead for onward travel.
Technical Data:
Hull - Passenger Paddle Steamer. Construction: Riveted steel. Hull designed by A&J Inglis at Glasgow in 1946, built 1947 by A. & J. Inglis Ltd. at Pointhouse.
LOA: 240′ 0″, Beam: 58′ 0″, Draft: 6′ 0″, Displacement: 1524600 lbs. Hull Number 1330P. The ‘P’ signifies the Pointhouse yard as A&J Inglis was by that time part of Harland and Wolff in Belfast. Originally certificated to carry 1350 passengers. With almost 70 years of updates to worldwide passenger carrying regulations and safety policies in place, Waverley’s carrying capacity has gradually been reduced and she can now carry up to 860 passengers.
Boilers - 3 pass wetback reversal chamber built and designed by Cochran of Annan, installed April 2020. Fuel: Marine Gas Oil, Pressure: 180 psi, Output: 22500 lbs/hr, 105″ dia X 199″ long Steel barrel. 184 X 2″ dia Steel tubes. Welded with rolled in fire tubes construction, condensing, forced draft fan, steam feed pump, electric feed pump, feed water heater, whistle, Originally fitted with a double ended Scotch boiler, this was replaced in 1981 with a Babcock Steambloc boiler.
Engine - Diagonal Triple Expansion. 24″ + 39″ + 62″ X 66″ Built 1947 by Rankin & Blackmore Ltd. at Greenock Design: Paddle Inside PV on HP. Outside PV on MP. Bal SV on LP valve. Stephenson valve gear. Power: 2100 HP Engine Number 520. Normal service speed of 13 knots at 44 rpm. Maximum speed 18 knots at 57 rpm. Shell and tube surface condenser. Full set of steam auxiliaries.
Paddles - 8 Feathering floats. 216″ diameter, 132″ wide. Each paddle float is 36″ deep. There are always two full floats worth in the water at any one time. Each float is 33 square feet in area.
[WaverleyExcursions.co.uk]
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We applied for and obtained a Use of Easement so that a side walkway be poured within the easement. We applied for and obtained the PERMIT as required and handled all inspections. We removed the driveway which was damaged by a sinkhole. We poured the driveway with 4000 PSI concrete. All joints were cut accordingly.
out with the old in with the new.
a Christmas gift that will be installed once everything in the Den is finished.
::the list is a bit long.
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