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taken from Quintin Lodge, Milford Track
pinhole image
zero 2000
few seconds balanced on the handrail of the ramp at the back of the dining room
It rained and rained and the mountains poured with water all day that day...
It was amazing.
Plant the seeds of your dreams and weed all the objections out.
~ Mary Anne Radmacher
Fresh imported green almonds that I picked up at the farmers market. For me, these are a real treat to see because nut trees do not grow here. I love the soft green colour and velvety look and feel of them. I especially love that there were still fresh almond leaves among the nuts.
Green almonds are only available for a brief 8-week period from late April to the middle of June, which is one of the reasons they have always been considered such a delicacy. One of the other reasons, and perhaps the most important, is their distinct taste. Within the green almond’s fuzzy hull lies a jelly-like inside and a skinless, white almond with a gelatinous texture, similar to a firm grape. These luscious pleasures encompass a subtle flavor that has been described as grassy, fruity, and even simply as “green.”
Whether they’re used in green gazpacho or as a garnish to an entrée, green almonds are appearing on top chef menus all around the world. Take Chef Laurent Manrique of Aqua for example. He pairs delicate green almonds with fish to bring balance to salty dishes like striped sea bass with saffron rice, chorizo, and fruits de mer. And then there’s Chef Thomas Keller of The French Laundry who picks green almonds fresh from the orchard to accompany his popular entrée of sautéed sirloin of Cloverdale Farms rabbit and his salad with mizuna and Santa Rosa plums. Even the Ritz-Carlton dining room in San Francisco offers a chilled Dungeness crab appetizer with pineapple compote, fuzzy green almonds and watercress.
Excerpted from The Almond Board of California
Lightly toasted on my iPad in PhotoToaster and Pic Grunger.
In the late 1960s, around the time the Transport Act of 1968 was being implemented along with various PTAs and PTEs, there was a flurry of activity in Liverpool, backed by the City Council, to develop a transport strategy for the city and the soon to be formed Metropolitan County of Merseyside. One key component of this was the development of sections of underground railways in Liverpool city centre that was designed to utilise existing, mostly third rail electrified, railways that would allow for two main outcomes.
Firstly, better penetration of the central area than the existing lines could offer - most notably in the case of Exchange station that was arguably on the northern fringe of the centre by building the 'Link' line from Moorfields through Central and on to the Garston lines. This cleverly made use of some tunnel sections that the 'Loop' line would free up as we shall see.
Secondly to improve capacity on the existing 'Wirral lines' that, using the original Mersey railway tunnel, terminated in a reversing tunnel at Central station. This was to be achieved by a single line 'loop' via Moorfields, Lime St and back to Central, that allowed 'through running' as well as better connections and that was complemented by a new birrowing junction to segregate the running lines under Birkenhead at Hamilton Square.
Backed by the DoE and the PTE the British Railways Board undertook the works for both schemes and work started in c1972 and mostly completed by 1977. Sadly, two other components of the wider scheme, the Edge Hill spur and the Outer Loop railway, were cancelled leaving just the third rail operated Wirral and Northern lines of today - with the City line out on something of a limb in many senses.
The network created by these works has been expanded, with some extensions and new stations, although some of the wider ambitions seen in these three publications are still discussed to this day.
The second leaflet is a more technically orientated publicity leaflet issued by the Merseyside PTE in association with the British Railways Board. It explains the background and looks in more detail at the physical engineering and construction undertaken to deliver the Loop and Link projects. This includes a useful diagram of the works and some photos of tunnellers at work drilling through the city's underlying sandstone to create escalator shafts at Lime St 'Loop" station.
In the late 1960s, around the time the Transport Act of 1968 was being implemented along with various PTAs and PTEs, there was a flurry of activity in Liverpool, backed by the City Council, to develop a transport strategy for the city and the soon to be formed Metropolitan County of Merseyside. One key component of this was the development of sections of underground railways in Liverpool city centre that was designed to utilise existing, mostly third rail electrified, railways that would allow for two main outcomes.
Firstly, better penetration of the central area than the existing lines could offer - most notably in the case of Exchange station that was arguably on the northern fringe of the centre by building the 'Link' line from Moorfields through Central and on to the Garston lines. This cleverly made use of some tunnel sections that the 'Loop' line would free up as we shall see.
Secondly to improve capacity on the existing 'Wirral lines' that, using the original Mersey railway tunnel, terminated in a reversing tunnel at Central station. This was to be achieved by a single line 'loop' via Moorfields, Lime St and back to Central, that allowed 'through running' as well as better connections and that was complemented by a new birrowing junction to segregate the running lines under Birkenhead at Hamilton Square.
Backed by the DoE and the PTE the British Railways Board undertook the works for both schemes and work started in c1972 and mostly completed by 1977. Sadly, two other components of the wider scheme, the Edge Hill spur and the Outer Loop railway, were cancelled leaving just the third rail operated Wirral and Northern lines of today - with the City line out on something of a limb in many senses.
The network created by these works has been expanded, with some extensions and new stations, although some of the wider ambitions seen in these three publications are still discussed to this day.
The second leaflet is a more technically orientated publicity leaflet issued by the Merseyside PTE in association with the British Railways Board. It explains the background and looks in more detail at the physical engineering and construction undertaken to deliver the Loop and Link projects. This includes a useful diagram of the works and some photos of tunnellers at work drilling through the city's underlying sandstone to create escalator shafts at Lime St 'Loop" station.
In the late 1960s, around the time the Transport Act of 1968 was being implemented along with various PTAs and PTEs, there was a flurry of activity in Liverpool, backed by the City Council, to develop a transport strategy for the city and the soon to be formed Metropolitan County of Merseyside. One key component of this was the development of sections of underground railways in Liverpool city centre that was designed to utilise existing, mostly third rail electrified, railways that would allow for two main outcomes.
Firstly, better penetration of the central area than the existing lines could offer - most notably in the case of Exchange station that was arguably on the northern fringe of the centre by building the 'Link' line from Moorfields through Central and on to the Garston lines. This cleverly made use of some tunnel sections that the 'Loop' line would free up as we shall see.
Secondly to improve capacity on the existing 'Wirral lines' that, using the original Mersey railway tunnel, terminated in a reversing tunnel at Central station. This was to be achieved by a single line 'loop' via Moorfields, Lime St and back to Central, that allowed 'through running' as well as better connections and that was complemented by a new birrowing junction to segregate the running lines under Birkenhead at Hamilton Square.
Backed by the DoE and the PTE the British Railways Board undertook the works for both schemes and work started in c1972 and mostly completed by 1977. Sadly, two other components of the wider scheme, the Edge Hill spur and the Outer Loop railway, were cancelled leaving just the third rail operated Wirral and Northern lines of today - with the City line out on something of a limb in many senses.
The network created by these works has been expanded, with some extensions and new stations, although some of the wider ambitions seen in these three publications are still discussed to this day.
The second leaflet is a more technically orientated publicity leaflet issued by the Merseyside PTE in association with the British Railways Board. It explains the background and looks in more detail at the physical engineering and construction undertaken to deliver the Loop and Link projects. This includes a useful diagram of the works and some photos of tunnellers at work drilling through the city's underlying sandstone to create escalator shafts at Lime St 'Loop" station.
In the late 1960s, around the time the Transport Act of 1968 was being implemented along with various PTAs and PTEs, there was a flurry of activity in Liverpool, backed by the City Council, to develop a transport strategy for the city and the soon to be formed Metropolitan County of Merseyside. One key component of this was the development of sections of underground railways in Liverpool city centre that was designed to utilise existing, mostly third rail electrified, railways that would allow for two main outcomes.
Firstly, better penetration of the central area than the existing lines could offer - most notably in the case of Exchange station that was arguably on the northern fringe of the centre by building the 'Link' line from Moorfields through Central and on to the Garston lines. This cleverly made use of some tunnel sections that the 'Loop' line would free up as we shall see.
Secondly to improve capacity on the existing 'Wirral lines' that, using the original Mersey railway tunnel, terminated in a reversing tunnel at Central station. This was to be achieved by a single line 'loop' via Moorfields, Lime St and back to Central, that allowed 'through running' as well as better connections and that was complemented by a new birrowing junction to segregate the running lines under Birkenhead at Hamilton Square.
Backed by the DoE and the PTE the British Railways Board undertook the works for both schemes and work started in c1972 and mostly completed by 1977. Sadly, two other components of the wider scheme, the Edge Hill spur and the Outer Loop railway, were cancelled leaving just the third rail operated Wirral and Northern lines of today - with the City line out on something of a limb in many senses.
The network created by these works has been expanded, with some extensions and new stations, although some of the wider ambitions seen in these three publications are still discussed to this day.
The second leaflet is a more technically orientated publicity leaflet issued by the Merseyside PTE in association with the British Railways Board. It explains the background and looks in more detail at the physical engineering and construction undertaken to deliver the Loop and Link projects. This includes a useful diagram of the works and some photos of tunnellers at work drilling through the city's underlying sandstone to create escalator shafts at Lime St 'Loop" station.
Seen on our 1981 Mercedes-Benz 307D Bürstner Club.
The 1988 Bürstner Club caravan trailer was assembled professionally in 1989 on a 1981 M-B 307D TN-chassis, and got in the same year its new license number.
Number seen: 1, of course...
Boulogne-sur-Mer (Fr), D940, Boulevard Sainte-Beuve, Febr. 27, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
Fresh imported green almonds that I picked up at the farmers market. For me, these are a real treat to see because nut trees do not grow here. I love the soft green colour and velvety look and feel of them. I especially love that there were still fresh almond leaves among the nuts.
Green almonds are only available for a brief 8-week period from late April to the middle of June, which is one of the reasons they have always been considered such a delicacy. One of the other reasons, and perhaps the most important, is their distinct taste. Within the green almond’s fuzzy hull lies a jelly-like inside and a skinless, white almond with a gelatinous texture, similar to a firm grape. These luscious pleasures encompass a subtle flavor that has been described as grassy, fruity, and even simply as “green.”
Whether they’re used in green gazpacho or as a garnish to an entrée, green almonds are appearing on top chef menus all around the world. Take Chef Laurent Manrique of Aqua for example. He pairs delicate green almonds with fish to bring balance to salty dishes like striped sea bass with saffron rice, chorizo, and fruits de mer. And then there’s Chef Thomas Keller of The French Laundry who picks green almonds fresh from the orchard to accompany his popular entrée of sautéed sirloin of Cloverdale Farms rabbit and his salad with mizuna and Santa Rosa plums. Even the Ritz-Carlton dining room in San Francisco offers a chilled Dungeness crab appetizer with pineapple compote, fuzzy green almonds and watercress.
A useful web 2.0 quote by George Glider. It was used for a relatively famous video that goes by the name of "DId you know?" by Karl Fisch.
Image from FlickrCC www.flickr.com/photos/peterkreder/1224793137 Thanks to Peterkreder
Quote from thefischbowl.blogspot.com/2006/08/did-you-know.html thanks to George Glider and Karl Fisch.