Jaffa, who we lost just before Christmas was our first cat and would I think have been quite happy on his own. The transition to being an indoor cat when we moved to Canada was particularly hard for him as there was no escaping the interlopers, but once the in floor heat was switched on everyone rubbed along very nicely.

My contribution to the photo Sunday theme heat.

A warm conversation spreads and provides underfloor heating.

The color version. I can't decide between the two versions.

two great nights in the Igloo - and stars to reach for

Underfloor heating and heated glass roof - there you can hold out

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

This Robin came for a closer look while I finished my flask the other day, yet he would only stand on top of the manure heap! Mobile phone snap as didn't want to scare him off.

Two types depending on the CD. There is also a version that does not make a sound. A type in which the chair rattles. This seems to have been added by an engineer.

The underfloor is up and down, and it looks like the real thing.

But, if you want to hear this, you can't hear it unless you raise the output to about -90db. Your floor sways.

This isn't listening to music.

如何よ？大和？

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

Perge, Turkey

#mechanicalventilation moves #air through #subfloor spaces creating #airflow with a Fan machine; reducing #mouldspore creation #VENTILATE (via Twitter twitter.com/VentilateHome/status/748350395924123648)

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

We were almost five years late. What on earth had we been doing in the time since Lee was taken out by a serious case of man flu just before we were due to head off to Dartmoor? A couple of weeks earlier, I’d taken two days leave and we’d gone on a scouting mission to Foggintor and Great Staple Tor. At Windy Post, a lone tog had asked us whether we were Canon men or Nikon men, as if there was some kind of badge we should be wearing that defined us. We scratched our heads. In Lee’s case he was a Canon/Nikon/Sony/David Hasselhof/Fujifilm/Rolleiflex/Kodak Instamatic/Box Brownie/Canon again/Sony again/Nikon again man. We just nodded, smiled and agreed that Windy Post wasn't working today. A few days later Lee was in bed, clinging grimly onto life with the mysterious disease known as “A Stinking Cold,” and groaning that a photography expedition would be too much for him. “Go on without me,” his whine came over pitifully on the Whatsapp. “I’ll only hold you back.” It was all too pathetic - we’d wait until he was well again. Reluctantly I contacted an understanding host, said we’d be back, and life moved on.

Somewhere towards the end of last year, it was agreed that another trip was due. Lee had disposed of all of the above camera systems (probably), and was now in possession of two exotic Leicas. Whether they’d bear fruit, he still wasn’t sure. By now the three happy clackers had fallen into an easy rhythm of heading off for a few days every second February. In 2018 we christened the new tradition with a winter wonderland at Glencoe, while in 2020 and 2022 we managed to time our respective visits to Snowdonia (or Eryri as my sister now insists we call it) and Somerset (or Somerset as we insist we call it) with monstrous storms. And while another dose of snowfall would be more than welcome, we really didn’t need any more tempests. We were done with cowering in our digs watching airborne trampolines zooming past the windows and waiting for the wind to drop below seventy miles per hour. For the bleak uplands of West Devon, rain and mist would be ideal.

This time, in recompense for his earlier failure to keep away from the microbes, Lee booked the accommodation - and a mighty fine billet he found us too. Dave and I immediately agreed that from now on, Lee was appointed Director of Housing. Not only had our host left enough tea bags to last a week, but we also found three freshly baked scones waiting for us on arrival. Next to them stood three pots of jam, and it didn’t take long to locate the clotted cream in the fridge either. What a lovely Westcountry welcome. I decided not to mention the fact I live five minutes walk from the place where they make the clotted cream - it might have seemed ungrateful. And then there was the underfloor heating. Lee had excelled himself. We’d overlook the fact that being on a working farm, it might be quite busy at 5am, but then again there was a plan to get up early on the first morning. And with fog and mist expected at the crack of dawn, it was a rare opportunity to go to the woods. Those woods.

Now I know you know. And you know that I know you know. There’s probably little point in maintaining a veil of pretence as to the exact location, but I’m going to beg your indulgence on this one. Yes of course it’s that famous woodland - the one we don’t talk about for fear of inviting massed hordes into its depths. Our new friend Carl told us a film party had recently asked permission to come here with a large smoke machine. At least there were only four of us creeping around benignly at half past eight in the morning, sheltering from the persistent drizzle that followed us wherever we went. Ok so the gloom wasn’t quite as thick as it might have been, but as things went, the gods appeared to be with us as we searched for the beasts who guard the forest. Here, I found two reptilian forms, swathed in deep green coats of moss and ferns, making their way across the ancient boulders. The one on the left looked spent, but any attempts to overcome him would surely be repelled by a rather fierce looking companion.

Five years on and we’d timed this visit well. No storms, no snow, just an agreeable blanket of misty morning doom. For a couple of hours we moved around the edges of the wood, entranced and enchanted by its curious inhabitants, nursing cups of coffee drawn from thermos flasks. Just now and then a composition might unravel from the chaos, although more often confusion ruled amongst the beasts. Beasts that skulked and plotted in the shadows as we shook the raindrops from our packs and wiped our cameras with whatever passed for towels. All too soon our time was up - the next rendezvous lay waiting somewhere nearby. We packed our gear away and left the guardians to their secrets. I could almost feel them watching our backs as we retreated into the fog once more.

Two weeks lay ahead of us, a blank canvas waiting to be filled with new discoveries alongside returns to the places we’d visited all too briefly three years earlier. Excited? You bet we were - so much so that more than twenty-four hours of sleep deprivation wasn’t going to stop us heading out into the adventure almost immediately after checking in at our first base near Grundarfjordur. That initial burst of adrenalin would see us through these opening hours of the trip we’d been waiting all year for - in my case that retirement present to self, boosted by the fact that the lump sum had been a bit more generous than the figure my own calculations had arrived at. I didn’t question it.

We were keen to explore Kirkjufell and the spaces around it rather more extensively than we’d been able to when we’d come here in the summer of 2019. Then, we’d arrived at the waterfall scene somewhere around midnight, taken the classic shot, walked back to the van where we’d left it and flopped for the night before heading north the following morning. Now, we had two full days in Snaefellsnes, to which we could add the four or five hours of daylight that remained. And as we pulled up on the side road to the west of the famous mountain to tramp about in the marshes, something had already caught the eye. Somebody with a bit of cash to invest had chosen the location of their new holiday cabin rather well, looking out north over the fjord towards Kirkjufell, backed by the most dramatic scenery, and guaranteed to command visitors whose pockets were rather more comfortably furnished than our own - despite the lump sum booster I let slip about earlier. Don't tell anyone will you! Still, we didn’t come here to wallow around in luxury, but rather more to wallow around in muddy spaces in our wellies - they’d have never let us stay even if we were filthy rich, rather than just filthy.

Sadly I’ll have to leave you to imagine the cosy inside, the quadruple glazing and the underfloor heating for yourself, because I’m having to do the same. Actually just about everywhere in Iceland has underfloor heating, thanks to the geothermal soup that lies beneath the earth here. But despite the obvious newness of this well appointed pit stop, it fulfilled the “appealing lone building in the middle of nowhere” category admirably. Set against cloud filled slopes, it stood out immediately as a subject in this sparsely populated area. A couple of miles east lay the small fishing port of Grundarfjordur, home to less than a thousand souls, while the occupants would have to drive more than ten miles to the west of here before arriving at Olafsvik, hardly any bigger in size. If you like life away from the concrete jungle, you could do a lot worse than come here. And because all the togs and day drippers will be standing at the waterfalls, or by the lake, there will only be a couple of strange looking men training telephoto lenses on your lodgings from across the marsh. For the pair of strange men, it had been a pleasing way to begin the journey in this magnificent country.

All of this makes me think of another theme for Iceland. This bearing in mind that the third, fourth and fifth trips to the country are already pretty much sketched out in between my ears. How about a trip with a self imposed ban on photographing anything instantly recognisable? Fat chance of sticking to that rule of course, yet everywhere you look there are lone buildings, some of them derelict, some of them luxury holiday homes. Many are simple cabins, dotted here and there against the most astonishing backdrops. In fact when I think about it, I’ve a few more of these to share. Hang around and wait for that sense of splendid isolation to creep in. Even here, where thousands throng the hotspots, new compositions and stories lie in wait in the quiet spaces.

Novigrad na Dobri is now little village along the river Dobra and the historical roads Karolina (1726th to 1732nd), situated in a beautiful valley underfloor the once important fortified medieval town of the same name. Even earlier, the whole place, including a castle and a parish, simply called Dobra, after the river that flows through it. At the edge of the Novigrad place passages and other old roads, Louisiana (1803rd to 1811th), and since 2001 a beautiful view of the vote and the surrounding area is provided with the highway Zagreb - Rijeka.

47592 ’County of Avon’ with a matching rake of blue and grey coaches is almost at its destination of Paddington, while DEMU 210001 heads away from Paddington towards Reading.

The class 210 unit is one of two built as prototypes for a new generation of diesel units for British Rail. Class 210 was designed as an outer suburban unit using electric transmission and with a single engine located above the solebar in one of the coaches. In this image, the leading coach of the class 210 contains the unit's engine.

Ultimately the class 210 was not taken forward: effectively their role was fulfilled by the range of Sprinter units built through the 1980s. Sprinters used underfloor mounted diesel mounted engines under each coach with hydraulic transmission. 210002 continued in service until 1988.

This view is looking from the west of London towards the east. The train shed of Paddington station, built by Isambard Kingdom Brunel in the 1850s is visible in the centre of the frame.

The tower on the left of the frame is what was then called the NatWest Tower (now Tower 42), which through the 1980s was the tallest building in London. Tower 42 is located at Cornhill, in the city of London. To the left, and neatly framed by two lighting columns on the Westway, is Centre Point tower. This, one of London's first skyscrappers, was built in the 1960s and sits above Tottenham Court Road tube station.

Thanks to Table 158 Photography for identifying the class 47 in this image.

A photograph by an unknown photographer, now part of my collection.

Stockholm, Sweden

The underfloor engine gave a better spreading of the weight, more space for the cab and it was easy to do maintenance.

A bit of "hooah" as a Marine Diesel-9 powers out of RWY 23, bound home for the States. Nowadays long gone from the skies, the C-9 family comprised three militarized versions of the DC-9-32, including the C-9A Nightingale aeromedical evacuation aircraft, the C-9B tactical transporter - and the VC-9C VIP shuttle.

Often used for short-notice personnel and material repositioning, the B was also fitted with additional fuel tanks (located in what was the DC-9s underfloor baggage hold), which could - with restrictions - gave it an intercontinental range approaching 4,700 km...

Helping to ferry open day visitors around the extensive Science Museum outstation site at Wroughton airfield is the Southern National 1701 (OTT55). A Bristol LS5G with Eastern Coachworks bodywork new in 1953, it is one of several road vehicles in the Museum’s own collection, representing one of the earlier underfloor-engined buses. The Bristol LS was a sturdy vehicle that served with the state-owned British bus fleets. Southern National obtained some 24 years of service with 1701, well into National Bus Company days. It has been a camera-shy vehicle in more recent years. The Science Museum has not hosted Wroughton open days for a while, and the most recent Flickr postings for OTT55 date from 2009.

September 1987

Rollei 35 camera

Kodachrome ASA64 film.

The underfloor engine was responsable for the rearward position of the last axle. Placing the rear axle on its normal position meant there was not enough space for the clutch and gearbox.

Made the trek to Sugar Pine Walk in Laurel Hill NSW Australia as snow was forecast for the area. Unfortunately the fall wasnt heavy enough to fully penetrate to the underfloor of the plantation but the fog and light dusting provided a wonderful atmosphere

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

PS5_3099

Buxton or bust.

Cph 18 - rail motor.

Built in 1926 at the New South Wales Government Railways in the Eveleigh Workshops.

When it entered service it was powered by a Leyland petrol engine and 4-speed gearbox with underfloor radiators.

Throughout it's working life Cph 18 underwent various modifications and in 1953 it was fitted with GM 6-71 diesel engine and Twin Disc torque converter.

Cph 18 was taken out of service in 1984 where it was to the Rail Motor Society in Paterson.

The rail motor was became part of the NSWRTM in 2003 where it has undergone a restoration.

It is now used for taking train buffs from Thirlmere to Buxton to day trips.

Buxton, New South Wales, Australia.

12/1/2020.

It is cold cold cold here on the South Island of New Zealand, and the snowstorm hit on the exact same day I ran out of diesel to heat the house. I don't really have central heating, as the house warms up with underfloor water pipes that are heated by a big diesel generator. I woke up a few days ago when the storm hit thinking, man, it's really fucking cold...something isn't right. Then I went out to check the tank and it was bone dry... It's taken about four days to get a diesel delivery, so my house is about exactly as cold as the photo you see here! Haha... it's okay... I've got tons of firewood and Wi-Fi. What else do you need?

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

Excerpt from nl.wikipedia.org/wiki/Gasthuiskerk_(Middelburg):

The Gasthuiskerk is a Protestant church of the Christian Reformed Churches in Middelburg in the province of Zeeland .

The church was built in 1493 as a chapel of the then hospital (guesthouse) dedicated to Saint Barbara . The chapel was originally called St. Barbara's Chapel, which was changed to Gasthuiskapel before being given the current name. The originally Roman Catholic hospital chapel was used by the residents of the abbey from 1568-1571 and was rented out to English merchants from 1579-1589. The chapel was subsequently assigned to the Reformed in 1589 and in 1799 it became a Roman Catholic church again. In 1845 the building was sold to the Christian Segregated Congregations and purchased in 1936 by the Christian Reformed Churches.

In 1954-1955 the church was completely restored internally. The bell tower above the facade was also completely renovated. In 1961, the buildings on the north and west facades of the church were demolished. The corridor from the Lange Delft to the church building also disappeared . The Gothic entrance to that corridor was placed in the front facade of the church. The vault of the corridor was bricked into the shop building next to the church in 1962. The current consistory, actually the choir of the church, was used as a sexton's house until that year. In 2018, the exterior was thoroughly restored again, with a statue of Saint Barbara by Lein Kaland and Barre Verkerke placed in a niche above the entrance.

The interior was renovated for the first time in 1981 and the outbuilding was completed in 1982-1983. In the spring of 2002, the church hall was redecorated, during which underfloor heating was installed, the wooden floor was replaced by a hard stone floor and the liturgical center was raised.

The main body of the current church organ dates from the 18th century and the upper part of the organ may have come from a house organ from around 1675. It is not known when the organ was assembled, but in 1832 the organ was placed in the Reformed Church in Sprang . In 1874 the organ was transferred to the Gasthuiskerk. In 2009 and 2010, an extensive restoration of the instrument took place by organ builder Van Vulpen from Utrecht, during which painters also reapplied the original colors of the organ case.

Two important synods were held in the church , namely the synod of 1869 in which the Christian Segregated Congregations merged with the Reformed Churches under the Cross to form the Christian Reformed Church and the "mission synod" of the Reformed Churches in the Netherlands of 1896 in which the Reformed Churches decided that mission was a task of the church and not of private societies.

While renovating a very old building i lifted the floor boards in a large room which was once the music room and neatly folded into a square and buried in dust was this silk handkerchief . I have know idea how old it is but the house was 18th century . it is very delicate and is light as a feather . I soaked it in warm water and cleaned it up to this .

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

Nice old Queenslander near Laidly, SE Qld.

"Queenslander buildings are primarily of timber construction and can be low or high-set, one to two storeys. All have one or more veranda spaces, a sheltered edge of the building that is typically only part-enclosed and used as another living zone. This consideration for climate is the defining characteristic of the Queenslander type.

The raising of the main living spaces off the ground can be seen as both a stylistic and practical device. The vertical "stumps", initially of timber, allow the building to "float" above the terrain. Queenslanders all have this underfloor area that is used to cool the building through ventilation and also for protection of the main structure from termite attack and other pests. The stumps also help to overcome any variations in the terrain that would normally require earthworks to flatten for construction and allow for the natural flow of water across the terrain in the event of excessive rain and downpours. The underfloor space is often high enough for additional uses such as storage, carport or even as extra living area in the cool, dark spaces beneath the building. The underfloor area was sometimes decoratively screened at the perimeter with timber battens. Another advantage of being constructed on stumps is that the buildings are highly adaptive. It is relatively easy to raise, lower, reorient or completely relocate Queenslanders.

The main living areas of the house, being raised from the terrain, are a series of rooms on a platform floor. Traditionally, planning and fenestration encouraged cross-ventilation for passive cooling in a variety of innovative methods including fanlights, ceiling roses, and alignment of doors and windows to allow uninterrupted air flow. The verandah is the most typical inclusion in the plan and can be used day and night as a semi-external living space. In Brisbane, many people have tables and chairs for dining and a daybed or 'sleepout' on their verandah.

The roof is a large and visible presence externally and was traditionally steeply pitched. They are of varied materials including slate and tiles but are most characteristically sheeted with corrugated iron. The iron roofs could withstand torrential rains and be re-used if damaged by cyclonic winds.

Typically, the Queenslander is suited to the sub-tropical climate of Queensland of high rainfall and mild to hot, humid climate with average summer temperatures in the range of 23–36 degrees Celsius (73–97 degrees Fahrenheit). "

Two Leyland leopards were delivered to Halton Borough transport in 1975, with unusual East Lancashire coach bodies. The company had them rebodied and they became the lastr underfloor engined vehicles in the fleet, finally passing to Hyndburn transport in around 1990, where they joined a fleet of similar vehicles, although the ex haltons could be distinguished by their extra Length (11m as opposed to 10m) and lack of opening windows. One of the 2 entered preservation with the Darwen Transport Museum Trust, and has been used for the past few years on their "vintage" bus service to the darwen lions gala.

The Battleship. Lincoln's entry for the (fictional) early-1960's American Road Racing Championship. This series was an epic mix of big American brand hubris (and funding), local small-business pride, an open rulebook, and Space Program engineers moonlighting on racecar projects for fun, bringing their aerospace materials and tech.

The Continental ARRC was based on a non-production short-wheelbase two door coupe design concept, and mostly held to the spirit of the ruleset in keeping front facia, rear facia, fender and rooflines intact. Recalled by the lead engineer as "the nightmare love child of a Continental and an F1 car" the ARRC has a front-mounted Ford/Cosworth DFV engine, rear mounted sports-car-derived transaxle, pushrod suspensions, monocoque tub chassis, and rear-mounted cooling to clear the way for the fully cut-away nose area and aggressive underfloor aero.

Model builds up as a modular chassis with separate tub, engine, sidepod, and rear transmission/suspension structures all featuring loads of mechanical detail. Removable bodywork panels and a well-appointed racing interior.

Created around 3DSC's custom windscreen. Instructions in multiple colorways available. If you want to give it a build, stop by my shop Prototyp-brickworks.com

New WC offset from drains to allow for vanity unit. Soil pipe connected using flexible adapters hidden inside wall and housing.

Toilet roll container is a Moet & Chandon small acrylic ice bucket in a colour to match travertine.

The waste bin, not shown, is a tall black Moet & Chandon acrylic ice bucket.

Underfloor WarmUp heating system was sufficient even in the winter of 2010.

By comparison with the rather 'down at heels' Bristol L, this ECW-bodied Bristol LS is positively sparkling in the attractive pale blue-grey and maroon Tilcon livery, which was a common sight on Foden tipper trucks across the north of England from the 1970s into the early 1990s and perhaps a little longer. When United started to dispose of its Bristol LS buses in the early 1970s, some contractors took the opportunity to replace older Bristol L buses with the newer, underfloor-engined model.

STRICTLY COPYRIGHT: You may download a copy of any image for your personal use, but it would be an offence to remove the copyright information or post them elsewhere without the express permission of the copyright owner.

The GNR(I)'s first and last double-deckers were a batch of Park Royal-bodied AEC Regent IIIs, one of which fortunately survives beautifully restored to original condition at the Irish National Transport Museum. It is interesting to speculate what the company would have bought next had it continued as an independent concern and with the financial resources to invest in new buses (the reality was of course that it had reached the end of the road financially speaking). The real successor to the Regent III was the Regent V (the mark IV being the still born underfloor-engined double-decker), seen here with full-fronted Park Royal bodywork of a style favoured by the East Kent Road Car Company. The GNR livery suits it well as would the CIE Birmingham-style blue and cream livery had it ultimately passed to that company. I'm grateful to Shane Conway for suggesting fleet number 443 (the highest numbered Regent III was 442) and registration ZY 3271 (15-Dec-09).

All rights reserved; not to be posted on Facebook or anywhere else without prior written permission. Please follow the link below for additional information about my work and the techniques used:

www.flickr.com/photos/northernblue109/6046035749/in/set-7..

Nearly 2km southeast of Moulay Ismail's mausoleum, Heri Es Souani, the king's immense granaries and stables, were ingeniously designed. Tiny ceiling windows, massive walls and a system of underfloor water channels kept the temperatures cool and air circulating. Incredibly the building provided stabling and food for 12,000 horses, and Moulay Ismail regarded it as one of his finest architectural projects. The giant vaults are impressive and atmospheric – particularly in the darkest corners – with original cedar wood doors leaning against the walls.

Meknes is one of the four Imperial cities of Morocco, located in northern central Morocco and the sixth largest city by population in the kingdom. Founded in the 11th century by the Almoravids as a military settlement, Meknes became capital of Morocco under the reign of Sultan Moulay Ismaïl (1672–1727), son of the founder of the Alaouite dynasty. Moulay Ismaïl turned Meknes into an impressive city in Spanish-Moorish style, surrounded by high walls with great doors, where the harmonious blending of the Islamic and European styles of the 17th century Maghreb are still evident today. The city recorded a population of 632,079 in the 2014 Moroccan census. It is the seat of Meknès Prefecture and an important economic pole in the region of Fès-Meknès.

With its rear-engined, short low-frame chassis (RESL), Bristol achieved what Leyland failed to do with its Panther Cub - install a rear, underfloor-mounted engine of sufficient power to the job within the constraints of a short overall length. Not only that, but its long-standing partnership with bodybuilder Eastern Coachworks ensured that the whole thing wouldn't fall apart. The RESL wasn't a massive seller, simply because most customers found the longer RELL closer to their needs. But it filled a niche in many fleets where there was a role for shorter buses that were just a little bit bigger and tougher than the lightweight LH design.

United Automobile Services didn't take any Series I RESLs but it was an earlier customer for the Series II, as evidenced by the shallow windscreen on this digitally coloured view of RS1 (PHN 201F), the first of a batch of twenty delivered in 1967.

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This remarkable vehicle was for many years Stockton's only single-deck bus. Leyland surprised the market with the Olympic, its first underfloor-engined model. Not only was it of integral construction but the bodywork was by MCW rather than its own bodybuilding department.

Stockton Corporation possibly created as much surprise locally, not only by purchasing a single example of the new model but by specifying a rear entrance and front exit. Delivered in 1951, MPT 858 (fleet number 26) seated 41 passengers rather than the standard 44. It must have been difficult to judge the success of a single vehicle of such unconventional layout in a fleet that was otherwise made up entirely of traditional open-platform double-deckers. The only thing that we can be sure of is that it remained unique, although Stockton returned to the concept of dual door single-deckers in its twilight years - albeit with a front entrance and centre exit.

As far as the home market was concerned, the Olympic was soon succeeded in Leyland's catalogue by the Royal Tiger, marking a return to conventional body-on-chassis construction (16-Jan-10).

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Darlington bought an eclectic collection of rear and underfloor-engined single deckers, including Daimler Roadliners and Fleetlines, Seddon Pennine RUs, Leyland Leopards, Dennis Dominators and Ward Dalesmen. The rear-engined Leyland Panther would not have looked out of place and perhaps Darlington would have made it work as it did with the ill-starred Daimler Roadliner. The livery style is non-standard but suits the Marshall Camair body well. Darlington specified the later Camair 80 body on Dennis Dominator chassis, the first of which were delivered in 1980 (25-May-10).

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The Airbus A321 is a stretched first derivative of the standard A320. The variant was launched in 1988, when the A320 began operations. Compared with the A320, the A321's major change is the stretched fuselage, which is lengthened by 6.94 metres (22 ft 9 in); the A321 is the largest of the A320 family. This is achieved by adding a 4.27 m (14 ft 0 in) front plug immediately forward of wing, and a 2.67 m (8 ft 9 in) rear plug. To maintain performance, double-slotted flaps were included, in addition to increasing the wing area by 4 m2 (43 sq ft), to 128 m2 (1,380 sq ft).

Other minor modifications were made to accommodate the A321-100's 9,600 kg (21,200 lb) increase in maximum takeoff weight to 83,000 kg (183,000 lb). The maiden flight of the first of two prototypes came on 11 March 1993. The A321-100 entered service in January 1994 with Lufthansa.

The basic A321-100 features a reduction in range compared to the A320 as extra fuel tankage was not added to the initial design to compensate for the extra weight. Consequently, Airbus launched the heavier and longer range A321-200 development in 1995 which has a full-passenger transcontinental US range.

This is achieved through higher thrust engines (V2533-A5 or CFM56-5B3), minor structural strengthening, and an increase in fuel capacity with the installation of one or two optional 2,990 L (790 US gal) tanks in the rear underfloor hold. The additional fuel tankage increases the total capacity of this model to 30,030 L (7,930 US gal). These modifications also increased the maximum takeoff weight of the A321-200 to 93,000 kg (205,000 lb). This variant first flew in December 1996, and entered service with Monarch Airlines in April 1997. Its direct competitors include the 757–200 and the 737-900/900ER.

A total of 1,376 of the A321ceo model have been delivered, with 347 remaining on order as of 30 September 2016.

"De Lindesche Molen", te Vorden

History:

1856 built on high hump by Kelderman from Ootmarsum

1876 ​​it is described that brothers Kelderman were the owners

1881 it is stated that the owner B.Kelderman owned a mill which milled on wind and steam

1890 mentioned that after fire the mill has been rebuilt

March 11, 1905 Hendrik Jan Kelderman sells to Hendrik Jan Wonnink from Zutphen flour mill with gas engine, house and barns and yard and garden and farmland everything under Linde in the gem. For Fl 8.000.00

It is also stated that the former owner after 1 November 1905 in the circumference of three quarters of an hour (on foot) of the sold no grain miller should be, on penalty of Fl 300.00 per event. Hengelo was obviously more than three quarters of an hour's walk, because Kelderman started turning a corn mill again, but without wind, but with steam and later electricity.

April 1, 1924 the mill with outbuildings was sold to Ons Belang in the Medler for FL 11,500.00 incl. Wick valves, two sails, two bascules with 2 weights, bilhamers, the millstones and all tools belonging to the mill, as well as the engine, the beams and hildeslieten

1966 from the then still present remains of the windmill cross i.v.m. Danger. The blades were disassembled by mill builder ten Have for Fl 498,25

On 20 April 1968 the last miller Toon Dieks died. Toon was working at this mill for 24 years

August 1970 was started with restoration by ten Have and in 1972 completed by the successor of ten Have, Mr. H. Groot Wesseldijk

1975 sold the mill to Mrs. P.J.M.Blommesteijn in Maasland. Later resident of the Lindeseweg building 25

December 19, 1986: the mill handed over to the foundation Stichting de Lindesche Molen

1992: restoration of the interior (grinding) delivered

May 2010: completely new board of Foundation: Fam. Ruiterkamp

June 2010: the surrounding terrain with buildings transferred to Fam. Ruiterkamp

2016: opening Uutbloashuuske 't Luiwerk

2016: major renovation. Underfloor heating, painting, new kitchen.

2017: painting the outside of the mill and replacing beams in the tail of the mill

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Canon 70D / Sigma 18-300mm F3.5-6.3 DC Macro OS HSM C

With HDR Efex Pro2 conversion

IMG_8757_HDR_1

The actual Roman remains at the Roman Baths are all beneath the modern street level, and are incorporated within a museum. This is just one tiny section, and is the remains of the Caldarium - a room with a hot plunge bath, used in Roman bath complexes. This was a very hot and steamy room heated by a hypocaust, an underfloor heating system. Here the floor has been removed to reveal the empty space which the hot air heated by a furnace flowed through to heat the floor. It was a very effective form of central heating.

Voor de stationschef in Wehrendorf zit de dienst er op zaterdagochtend op. De laatste scholierenrit verlaat het station richting Preussisch Oldendorf. In het weekend zullen geen andere treinen meer rijden. De Triebwagenführer neemt met een handgebaar afscheid van zijn collega.

Met motorwagen T3 zal hij zijn weg vervolgen. De Triebwagen is in 1935 door de Waggon- und Maschinenfabrik Aktiengesellschaft vorm. Busch in Bautzen als Vt 135 060 aan de Deutsvche Reichsbahn geleverd. Het motorrijtuig diende als prototype voor de toepassing van een achtcilinder unterflur dieselmotor van DWK. De motor was in een draagraam onder de wagenvloer gemonteerd. Zodoende werden er minder trillingen doorgegeven aan de rijtuigbak en was ook de geluidsoverlast in het rijtuig beperkt. Bovendien werd er geen kostbare zitplaats ruimte ingenomen want bij de serie-uitvoering stak een deel van de motor in het reizigerscompartiment. Deze constructie voldeed goed en werd later algemeen toegepast. In 1949 werd de motorwagen aan de Wittlager Kreisbahn verkocht. Als museum-motorwagen is het voertuig nog steeds op de lijn van de Kreisbahn aan te treffen.

Deze scene is nagebootst tijdens een door Tanago georganiseerd foto-evenement.

Klik op de foto voor een grote afbeelding.

Bekijk mijn fotoalbum in de klassieke versie.

The Battleship. Lincoln's entry for the (fictional) early-1960's American Road Racing Championship. This series was an epic mix of big American brand hubris (and funding), local small-business pride, an open rulebook, and Space Program engineers moonlighting on racecar projects for fun, bringing their aerospace materials and tech.

The Continental ARRC was based on a non-production short-wheelbase two door coupe design concept, and mostly held to the spirit of the ruleset in keeping front facia, rear facia, fender and rooflines intact. Recalled by the lead engineer as "the nightmare love child of a Continental and an F1 car" the ARRC has a front-mounted Ford/Cosworth DFV engine, rear mounted sports-car-derived transaxle, pushrod suspensions, monocoque tub chassis, and rear-mounted cooling to clear the way for the fully cut-away nose area and aggressive underfloor aero.

Model builds up as a modular chassis with separate tub, engine, sidepod, and rear transmission/suspension structures all featuring loads of mechanical detail. Removable bodywork panels and a well-appointed racing interior.

Created around 3DSC's custom windscreen. Instructions in multiple colorways available. If you want to give it a build, stop by my shop Prototyp-brickworks.com

Albion Nimbus EWB 112B at the Isle of Wight Military Museum, 16th October 2019. EWB 112B is an Albion Nimbus chassis fitted with a Reading B35F body delivered new to the Island of Guernsey in 1964, registration 14651 and operated by Guernsey Railway. The Albion Nimbus was an underfloor-engined, ultra-lightweight midibus or coach chassis, with a four-cylinder horizontal diesel engine and a gross vehicle weight of six tons. It was largely operated on light rural bus duties and private hires. The design was produced from 1955 to 1965 and three hundred and forty one chassis were manufactured.

Nicknamed the Spanish 'Sparrows’, Irish Rail/Iarnród Éireann DMU class 2700 2726 DMU set looks rather forlorn on the the storage sidings at Inchicore Works Dublin. (May 2022)

The 2700 Class units were 2-car sets; 25 cars were built by GEC Alstom Barcelona in 1997 and 1998, and began entering service in December 1998. Each car weighed 38 long tons (39 t; 43 short tons) and was fitted with a 350 hp (260 kW) underfloor Cummins engine with a maximum service speed of 110 km/h (68 mph).

They had relatively short working lives of just 14 years., the last of the class being withdrawn in 2012. Plans to refurbish the units in 2016 amounted to nothing and I believe the units have now been taken off the rails in 2023.

H