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SENDRA cowboy boots
Special edition made for »Boots by Boots«, Stuttgart, Germany
103 MA I 2764 8
Rot, Weiß, Schwarz
Gesamtansicht von vorn
While using Pyro with 35mm and T-Grained film is not always my first choice when it comes to TMax 400 I figured the best way is to use a magic bullet in my chemistry kit. Well it worked, with contrast on-point and an almost classic look to the negatives!
You can read the full review online
www.alexluyckx.com/blog/index.php/2018/02/13/ccrfrb-revie...
Nikon F5 - AF Nikkor 35mm 1:2D (Yellow-15) - Kodak TMax 400 @ ASA-200
Pyrocat-HD (1+1+100) 11:00 @ 20C
Scanner: Epson V700
Editor: Adobe Photoshop CC (2018)
Postcard. Postally used. Stamps intact. Cancellation dates of 25 December 1910 and 28 January 1911.
Bought from an eBay seller in Grimbergen, Belgium.
Location: Google Maps Street View
I've read about using shea butter on curly hair to get rid of frizziness but I was afraid to try it. I thought it would make my hair greasy. Now that I made that whipped shea butter I figured I *have* to try it out. It works great! Not greasy like I thought. No stiffness at all either. This pic was taken after my hair was dry (used the hairdryer a bit and then let it air dry) and with no other product in it. I really should take a pic of my hair without using any type of product to show the difference but it's scary. Trust me.
In Bad Oeynhausen used to be the Motortechnica Museum with mostly East German military vehicles. A few years ago the museum closed her doors and most of the inventory, like this T-34, is rotting away.
Feel free to use this photograph according to the rights described.
Credit as "Barta IV"
Please leave a small picture or a link in the comments to show how you used the photo in your work.
Enjoy and be creative.
This is not a product photo, but only a picture of my old and well used Luminox trip clock
what should one do when one is far inside the forest, and strap belt goes into pieces? create a new of paracord and a clasp from your backpack.
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La Porsche 911 è un'autovettura sportiva prodotta dalla Porsche a partire dal 1963. È tuttora in produzione, e nel corso degli anni ha avuto molti cambiamenti. Si possono, tuttavia, distinguere due serie fondamentali: le 911 con motore raffreddato ad aria (1963-1997) e le 911 "moderne" (dal 1998 ad oggi). Nella seconda metà degli anni cinquanta la Porsche 356 iniziava a sentire il peso degli anni. Il motore 4 cilindri boxer raffreddato ad aria era nato nel 1948 con cilindrata di 1.131 cm³ e 40 CV di potenza, ed era derivato, come altre componenti dell'auto, dalla Volkswagen Maggiolino. Il vecchio 4 cilindri aveva raggiunto il massimo del suo potenziale di sviluppo con la versione 2.0 Carrera GS da 130 CV. Per la progettazione della nuova vettura Ferry Porsche si occupò della parte tecnica, affidando l'innovazione stilistica al figlio Ferdinand Alexander Porsche soprannominato dai suoi familiari "Butzi". Le linee guida decise a priori comportavano il mantenimento dell'impostazione tecnico-stilistica della "356", con il motore boxer raffreddato ad aria e montato posteriormente, ma con un'abitabilità sufficiente a ospitare 4 persone. La costruzione in serie di una tale vettura, avrebbe consentito alla Porsche di entrare nel mercato delle Gran turismo "due litri", con un prezzo concorrenziale rispetto ai modelli costruiti artigianalmente da molti carrozzieri italiani, su meccaniche Alfa Romeo, Fiat e Lancia. Lo sviluppo tecnico non diede gravi difficoltà e la nuova meccanica, incluso l'inedito 6 cilindri boxer, era pronta già nel 1961. Problemi maggiori derivarono dalla definizione della carrozzeria. La soluzione trovata da Butzi alla fine del 1959, il prototipo "T7" (in seguito anche denominato "754"), non convinceva e le varie modifiche non riuscirono a trovare la giusta soluzione tra l'eleganza dell'aspetto e la necessità di ottenere il richiesto spazio per passeggeri dei sedili posteriori.
Un lungo lavoro di affinamento portò alle soluzioni più disparate e bizzarre, finché Butzi si vide costretto ad abbandonare l'iniziale punto programmatico dei 4 posti e ripiegare sulla configurazione 2+2, che consentiva di mantenere la linea di cintura iniziale, raccordando il padiglione con il cofano motore in una sola curva.
L'aspetto estetico risultò subito molto equilibrato e, ancor più la parentela stilistica con il modello "356". Per la nuova vettura venne scelta la sigla commerciale "901" e il primo esemplare costruito, di colore giallo, fu presentato al Salone dell'Automobile di Francoforte del 1963, ottenendo buoni apprezzamenti dal pubblico e dalla stampa specializzata. La commercializzazione della nuova "901", avviata all'inizio del 1964, fu subito ostacolata dalla diffida della Peugeot ad usare quella sigla, poiché depositaria di tutti i numeri a tre cifre con lo zero al centro da utilizzare per i suoi modelli. La Porsche fu quindi costretta a modificare la sigla in "911" a partire dal 10 novembre 1964. Marchiati "901" furono soltanto i primi 82 esemplari già venduti, quasi tutti allestiti in maniera artigianale, dato che la produzione di serie ebbe inizio il 14 settembre di quell'anno. Pur immediatamente ottenendo un buon successo di vendite, la "911" fu inizialmente investita da forti polemiche e contestazioni, soprattutto rivolte all'eccessivo prezzo di listino e alla problematica tenuta di strada. La questione del prezzo, provocò un vero e putiferio di rimostranze da parte della clientela Porsche, dato che il nuovo modello era proposto all'astronomica cifra di 23.900 DM, con un aumento di oltre 7.000 DM, rispetto alla "356". A seguito delle proteste, l'azienda decise di ridurre il prezzo della "911" a 22.400 DM. Inoltre propose una versione con finiture modeste e motore a 4 cilindri derivato dalla "356", al contenuto prezzo di 17.500 DM, poi divenuta "912" dall'aprile 1965. Di soluzione non altrettanto facile furono le carenze tecniche lamentate dalla clientela che si tramutarono, nel 1966, in un dimezzamento delle vendite, passando alle 1.709 vetture consegnate, contro le 3.389 dell'anno precedente. Venivano lamentate la scarsa ventilazione e l'eccessiva rumorosità nell'abitacolo, il comportamento nervoso della vettura e, soprattutto, l'instabilità direzionale oltre i 130 km/h e il notevole effetto sottosterzante. La 911 era una coupé 2+2 (gli affinamenti avevano ridotto lo spazio posteriore), con motore posteriore a sbalzo, trazione posteriore, sospensioni a 4 ruote indipendenti con barre di torsione, 4 freni a disco e cambio meccanico a 5 rapporti (spesso 4 per gli USA). Il 6 cilindri boxer raffreddato ad aria e alimentato da 2 carburatori Solex triplo corpo che la muoveva aveva una cilindrata di 1991 cm³ e una potenza massima di 130 CV. Nel 1966 venne lanciata anche la 911 S che, grazie ad una serie di modifiche all'albero motore, profilo dei pistoni, valvole maggiorate, raggiungeva una potenza di 160 CV. Su tutti i modelli si passò a carburatori Weber. Esternamente la S si riconosceva per i cerchi in lega Fuchs.
Sempre nel 1966 le coupé (standard e S) vennero affiancate dalle versioni Targa, con tetto rigido asportabile. Era la 911 T, con alimentazione a carburatori e motore meno prestante (110 CV); la 911 L manteneva il motore a carburatori da 130 CV ed aveva finiture di maggior pregio; la 911 S, ancora dotata di carburatori Weber, offriva 160 CV. Tutti i modelli erano disponibili sia in versione coupé che Targa.
Nel 1968, per rendere meno "nervoso" il comportamento stradale, venne allungato il passo di 6 cm (da 221 a 227 cm): il modello base era ancora la 911 T, con alimentazione a carburatori e motore da 110 CV; i modelli 911 E (140 CV) e 911 S (170 CV) erano dotati di iniezione meccanica Bosch. Nel 1969 fu cambiata la griglia posteriore e la cilindrata del motore: da 1991 a 2195 cm³. Le potenze salirono a 125 CV per la serie T (a carburatori), a 155 CV per la serie E (a iniezione) e a 180 CV per la serie S (pure a iniezione). Una serie S come si direbbe oggi "full optional" fu acquistata dalla Solar Film (casa produttrice statunitense che faceva capo a Steve McQueen) e usata nel film Le 24 Ore di Le Mans, con lo stesso Steve McQueen protagonista, che arriva sul circuito al volante proprio della 911 S grigia. Recentemente quest'auto, venduta dall'attore pochi anni dopo il film, e passata varie volte di mano, è stata battuta ad un'asta statunitense di auto d'epoca. Nel 1971 la cilindrata del boxer venne aumentata ulteriormente da 2195 cm³ a 2341 cm³ e le potenze crebbero a 130 CV (T), 165 CV (E) e 190 CV (S). La più potente 911 S ottenne anche uno spoiler anteriore per stabilizzare l'avantreno alle alte velocità. Nel 1972 fu proposta la 911 Carrera RS (RennSport), mossa da una versione di 2687 cm³ (210 CV) a iniezione meccanica del classico 6 cilindri boxer e carrozzeria alleggerita, con cofani e portiere in alluminio e lamiere non strutturali assottigliate. La Carrera RS era disponibile in una versione Touring con interno simile a quello delle 911 S e Sport, con allestimento interno semplificato per contenere ulteriormente il peso. Era riconoscibile per il celebre alettone posteriore "a coda d'anatra" (ducktail), le strip adesive sulla fiancata ed i cerchi (in lega) in tinta con le strip. Era disponibile nella sola versione coupé. Nel 1973 ne vennero creati otto esemplari da competizione denominati Carrera RSR. Utilizzando come base la RS, vennero montati nuovi freni ventilati a disco con quattro pistoncini e nuove sospensioni sportive irrigidite. I passaruota erano stati allargati per permettere il montaggio di pneumatici da competizione, più grandi rispetto a quelli di serie. Nella parte anteriore venne sistemato un nuovo radiatore dell'olio, mentre il propulsore impiegato era una versione 2.8 da 308 cv del motore della RS stradale. La sua gestione era affidata ad un cambio manuale a 5 rapporti. Questi modelli vennero affidati ai team Brumos e Penske per competere in alcune prove del Campionato Mondiale per vetture sport.
La prima prova fu alla 24 Ore di Daytona, dove i piloti Peter Gregg e Hurley Haywood del team Brumos ottennero la vittoria. Altre pregevoli conquiste furono La Targa Florio e la 12 Ore di Sebring. Nel 1974 le nuove norme USA sulla sicurezza e sull'inquinamento costrinsero i tecnici Porsche a rivedere la 911. Furono cambiati i paraurti, resi più grandi e ad assorbimento d'urto (i cosiddetti "impact bumpers"), con due pistoni idraulici al posto delle barre metalliche usate sul mercato europeo. I gruppi ottici posteriori vennero uniti da una fascia trasparente rossa inglobante i catarifrangenti. Dal punto di vista tecnico, invece, la cilindrata venne portata per tutte le versioni a 2687 cm³. Tutte adottarono l'alimentazione a iniezione meccanica, ma l'adozione di dispositivi antinquinamento ridusse la potenza utile. Anche gli interni furono aggiornati per migliorare comfort e sicurezza. La nuova gamma comprendeva la 911 standard (150 CV), la 911 S (177 CV) e la 911 Carrera (210 CV). Quest'ultima aveva la carrozzeria delle altre 911, senza alleggerimenti e variazioni estetiche, ed era disponibile anche in versione Targa (come pure la standard e la S), mentre il motore era lo stesso della Carrera RS della serie precedente: fu venduta solo sul mercato europeo ed in Sudafrica, ma non negli Stati Uniti. Nel 1975 venne introdotta la 911 Turbo, con motore portato a 2994 cm³ e sovralimentato con turbocompressore . La potenza cresceva così a 260 CV.
La 911 Turbo, disponibile solo in versione coupé, era facilmente riconoscibile per la carrozzeria allargata, l'ampio alettone posteriore (che incorporava l'intercooler), i cerchi sportivi con pneumatici maggiorati sui posteriori, lo spoiler anteriore più pronunciato e la verniciatura in nero opaco di tutte le parti cromate. Minime le modifiche all'interno. Lo stesso anno, data l'esigenza di proporla anche sul mercato statunitense, la cilindrata della Carrera crebbe a 2994 cm³, ma a causa dei dispositivi antinquinamento la potenza scese da 210 a 200 CV. Nel 1977 fu lanciata la 911 SC (SuperCarrera), che sostituiva tutte le altre versioni "non turbo" (standard, S e Carrera); aveva una cilindrata di 2994 cm³ e una potenza ridotta a 180 CV. Esteticamente le uniche modifiche riguardavano la verniciatura in nero opaco dei particolari prima cromati.
La SC, disponibile sia in versione coupé che Targa, venne lanciata in un momento in cui il management della Casa tedesca riteneva che la 911 fosse un modello superato, destinato ad essere gradualmente rimpiazzato dalla Porsche 928, lanciata proprio quell'anno e dotata di un nuovo motore V8 raffreddato ad acqua e meccanica transaxle. La 928 ebbe un buon successo di mercato, soprattutto negli USA, ma non riuscì mai a sostituire nel cuore degli appassionati la 911, che rimase sempre il modello Porsche più popolare. Nel 1978 la cilindrata della 911 Turbo crebbe da 2994 a 3299 cm³ e la potenza, grazie anche all'adozione dell'alimentazione a iniezione elettronica (anziché meccanica), raggiunse i 300 CV. Nel 1981 la potenza delle SC venne incrementata a 204 CV. Nel 1983 le versioni coupé e Targa vennero affiancate dalla 3.0 SC Cabriolet. Nel 1984 le 911 SC lasciarono il posto alle 911 Carrera 3.2, pressoché invariate esteticamente (a parte i piccoli fendinebbia rettangolari, ora integrati nello spoiler anteriore e non più solo opzionali, e il richiamo degli indicatori di posizione in posizione laterale), ma con importanti novità tecniche: cilindrata portata a 3164 cm³, alimentazione a iniezione elettronica anziché meccanica e potenza di 231 CV.
Fu realizzata anche in versione cabriolet. Nel 1987 venne proposta la nuova migliorata trasmissione G50 e la frizione idraulica. La fascia posteriore rossa ora comprende anche i retronebbia. Sono state prodotte due versioni commemorative della 3.2, chiamate comunemente, ma erroneamente, entrambe Giubileo.
Una del 1988 in occasione della 250.000ª 911 prodotta aveva un colore specifico (Diamantblau met cod. 697), la firma Ferry Porsche ricamata sugli appoggiatesta ed i cerchi ruota forgiati Fuchs con i "petali" nello stesso colore della carrozzeria anziché neri. Venne prodotta in tutte le varianti di carrozzeria, con motore catalizzato e non. Nell'anno seguente è stata realizzata una nuova versione commemorativa per i 25 anni di inizio di produzione della 911: in realtà erano 3 modelli con equipaggiamento molto completo e piuttosto rari, contraddistinti dai codici M097, M098 e M099. Rappresentavano una serie limitata di fine produzione del modello 3.2: M097 modello Anniversario 1989 25 anni 911 versione Germania, vernice blu profondo metallizzata, interni pelle totale colore grigio perla, tappetini in velluto effetto seta colore grigio perla, consolle centrale speciale, cerchi Fuchs in tinta, cruscotto in radica; prodotta principalmente con carrozzeria coupé, ha avuto anche versioni Targa e Cabrio, molto rare; M098 modello Anniversario 1989 25 anni 911 versione USA vernice argento metallizzata, interni in pelle totale colore grigio effetto seta, tappetini in velluto colore grigio, consolle centrale speciale, cerchi Fuchs in tinta; M099 modello Anniversario 1989 25 anni 911 versione Resto del mondo vernice blu metallizzata, pelle totale colore blu, tappetini in velluto colore argento-blu, consolle centrale speciale, cerchi Fuchs in tinta. Il Model Year 1989 rappresenta l'ultimo anno di produzione della 3.2 con la tipica carrozzeria Bumper e le "sospensioni a lame". Le vetture di quest'anno presentano tutta una serie di piccole evoluzioni tecniche e di dotazioni poi riprese dalla imminente 964. Sempre nel 1989 venne realizzata una piccola serie di 911 Speedster.
Si trattava di una cabriolet alleggerita con parabrezza più piccolo, calotta aerodinamica in plastica al posto dei sedili posteriori, carrozzeria slim o allargata "Turbo Look" e meccanica della normale derivata dalla Carrera 3.2. Nel giugno 1989 venne lanciata la 911 Carrera 4 (serie 964), con tantissime novità tecniche ed estetiche. Da punto di vista tecnico la novità principale era l'adozione della trazione integrale permanente e di un motore a cilindrata maggiorata da 3600 cm³ con doppia accensione e 250 CV. I freni ottennero l'ABS di serie, mentre lo sterzo era servoassistito. Esteticamente venivano adottati nuovi paraurti, diversi cerchi, inedito alettone posteriore retrattile e interni rivisti. Le versioni disponibili erano coupé, Targa e cabriolet.
Nel 1990 anche le versioni a trazione posteriore adottarono motore, freni e allestimento della Carrera 4. Il nome commerciale era 911 Carrera 2. Le versioni disponibili erano coupé, Targa e cabriolet. Anche le 964 Turbo (talvolta impropriamente indicate come 965) vennero aggiornate, prendendo i paraurti e gli interni delle Carrera 2/4. La potenza del motore 3,3 litri saliva a 320 CV. Lo stesso anno debuttò anche la Carrera 2 3.6 RS, alleggerita grazie ad un allestimento semplificato e potenziata a 260 CV. Nel 1987 per la prima volta venne proposta la 911 Turbo Cabriolet, e nel 1993 arrivarono la Carrera 2 Speedster e la Carrera 2 3.8 RS (con motore di 3,8 litri da 300 CV). La cilindrata della Turbo venne accresciuta a 3,6 litri con un conseguente aumento della potenza massima a 360 CV. I fari anteriori più inclinati ed il diverso taglio dei gruppi ottici posteriori costrinsero la Porsche a ridisegnare i parafanghi anteriori e alcune lamiere posteriori. Nuovi anche i paraurti e parte degli interni. Rilevanti anche le novità tecniche: nuova sospensione posteriore, denominata "LSA", acronimo che sta per "leggero, stabile, agile" (con traliccio che ingabbiava il motore) e 6 cilindri boxer con condotti di aspirazione a lunghezza variabile "Variocam" introdotta dal Model Year 1996 con conseguente aumento della potenza a 286 CV. Ulteriore novità tecnica fu l'adozione, per la prima volta su un'auto di serie, del fondo piatto, soluzione che migliorò l'aerodinamica e la stabilità della vettura.
La nuova sospensione garantiva un'eccellente tenuta di strada anche al cospetto dei 272 CV erogati dal 6 cilindri di 3,6 litri. Nuova anche la trazione integrale della Carrera 4. Sia le Carrera (a 2 ruote motrici) che le Carrera 4 erano disponibili in versione coupé o cabriolet. La versione Targa non venne inizialmente prodotta. La 911 Turbo della serie 993 venne potenziata con trazione integrale e sovralimentazione con 2 turbocompressori più intercooler, per un totale di 408 CV. Nel 1995, con il Model Year 1996, venne riproposta una versione denominata Targa: si trattava di una Carrera 2 con tetto apribile panoramico in cristallo azionato elettronicamente. Lo stesso anno vennero lanciate le Carrera S e Carrera 4 S, con carrozzeria "Turbo look". Nel 1996 entrarono in gamma la RS (motore di 3,8 litri da 300 CV, trazione posteriore e carrozzeria alleggerita di 100 kg) e la Turbo GT2 (trazione posteriore e motore biturbo da 450 CV). La serie delle 911 con motore raffreddato ad aria si chiuse nel 1997. Bisognava progettare un modello completamente nuovo, ma che mantenesse l'identità estetica e meccanica (motore 6 cilindri boxer posteriore a sbalzo) della 911, evitando gli errori commessi con le varie Porsche 944 e Porsche 968: evolute tecnicamente, ma fallimenti commerciali. Fu così che alla fine del 1997 nacque la 911 serie 996. Un modello completamente nuovo, sia tecnicamente che esteticamente, ma indubbiamente legato alla tradizione, in pratica una riedizione dei modelli tradizionali. Dal punto di vista tecnico le novità riguardarono soprattutto le sospensioni anteriori (comuni alla Porsche Boxster) a quadrilateri ed il motore, sempre sei cilindri boxer, ma con raffreddamento ad acqua e testata a 4 valvole per cilindro. Posteriormente venne riproposta una riedizione della sofisticata sospensione posteriore "LSA". L'ESP integrava il lavoro delle sospensioni ed erano disponibili due tipi di trazione: posteriore o integrale permanente a gestione elettronica.
Grazie alla distribuzione a 24 valvole con fasatura variabile il boxer, nonostante la cilindrata ridotta a 3387 cm³, era in grado di fornire 296 CV. Anche gli interni erano completamente nuovi. La gamma era composta dalle versioni coupé e cabriolet alle quali s'aggiunse successivamente la versione Targa con tetto in cristallo, come sulla 993. Nel 1999 arrivò la GT3, con motore aspirato di 3,6 litri da 360 CV e carrozzeria alleggerita.
Nel 2000 entrò in produzione la 911 Turbo con motore biturbo (420 CV) e trazione integrale che spinge la vettura da 0 a 100 km/h in soli 4,2 secondi. La carrozzeria, inizialmente solo coupé poi anche in versione cabrio, venne allargata rispetto alle "normali", ma era meno estrema rispetto alle edizioni precedenti. Nel frontale debuttarono fari diversi che anticiparono il restyling su tutta la gamma, e sono state introdotte due grosse prese d'aria laterali e feritoie sul paraurti posteriore più alettone (sdoppiato superati i 120 km/h) che ne aumentarono l'aggressività rispetto alla 911 standard, oltre che le prestazioni aerodinamiche. Nel 2002 è stato inoltre rilasciato il modello potenziato "Turbo S", una versione elaborata della 996 turbo che spinge il motore da 420 cv a 450 cv limando il 0-100 a 4,1 secondi, grazie alla rimappatura della centralina, e all'impiego di turbocompressori di maggiori dimensioni. Il tutto firmato Porsche. La carrozzeria è rimasta invariata, ad eccezione della S posteriore affiancata alla scritta turbo. Per i già possessori del turbo standard, la casa produttrice di Stoccarda ha rilasciato anche il KIT S, per poter rimanere al passo senza che i più esigenti abbiano dovuto rivendere il veicolo appositamente per avere la S. Infine, sempre nel 2002 venne lanciata la versione GT2, derivata dalla Turbo, ma potenziata a 462 CV, alleggerita e convertita in trazione posteriore. Quest'auto, particolarmente nervosa ed impegnativa da guidare, era priva di qualsiasi controllo di trazione e stabilità, proprio in nome della filosofia racing che Porsche adotta per le proprie versioni GT. Nel 2004 la GT2 venne leggermente aggiornata nella versione cosiddetta "Mark2", potenziata a 483 CV e modificata in alcuni particolari. Nel 2005 un restyling di fari anteriori, paraurti e interni ha dato vita alla serie 997. Rispetto alla precedente 996, la nuova versione oltre al ritorno dei fari anteriori circolari (oblunghi sulla serie precedente), riportava alcune novità tecniche, soprattutto riguardanti il motore con cilindrata di 3600 cm³ (325 CV) per le 911 Carrera standard e di 3800 cm³ (355 CV) per le 911 Carrera S.
Venne mantenuta disponibile la trazione integrale accanto a quella posteriore, sia per le versioni standard che S. Tutte sono disponibili con carrozzeria coupé, Targa o cabriolet. Nel 2006 hanno debuttato le versioni Turbo (3,6 litri biturbo, trazione integrale, turbine a geometria variabile e 480 CV), GT3 (3,6 litri aspirata da 415 CV), GT3 RS (con la stessa meccanica della GT3 standard, carrozzeria alleggerita e assetto ancora più esasperato) e Carrera 4 Targa (con tetto panoramico in cristallo ad azionamento elettrico e trazione integrale). Alla fine dell'autunno 2006 viene proposta la 911 997 Targa. Nella primavera del 2009 la Porsche annuncia una versione commemorativa che si chiama Sport Classic e si rifà alle 911 classiche: in primis la 2.7 Carrera RS, di cui riprende l'alettone a coda d'anatra e i cerchi "Fuchs style" da 19". La meccanica è quella della Carrera S potenziata a 408 CV, il tetto ha la doppia gobba; ne verranno prodotti solo 250 esemplari.Nel 2010 viene lanciata la GT2 RS: in pratica un'auto da corsa targata. L'abitacolo presenta un roll-bar, e il motore è biturbo con 620 CV, scaricati solo sull'assale posteriore: la più potente Porsche omologata per circolare per strada. Inoltre è stata creata la versione Speedster della 997: a livello meccanico e stilistico è uguale alla Sport Classic, la differenza è naturalmente il tetto ripiegabile nella calotta aerodinamica in plastica. Ne verranno prodotti solo 365 esemplari.
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Used a Vivitar FD 24mm f/2.8 and a Soligor 21mm f/3.8 lenses for the star photos and a Minolta Rokkor 200mm tele for the moon shot.
Got a lot of stars, considering how light polluted the skies of the DC area are, however, I'm not super-happy with these pics.
There seems to be a lot of distortion no matter what combination of settings I use. Could simply be a matter of using cheap lenses.
Ah well, I'm still learning, and any advice would be gratefully appreciated.
Like many British manufacturers, AC Cars had been using the Bristol straight-6 engine in its small-volume production, including its AC Ace two-seater roadster. This had a hand-built body with a steel tube frame, and aluminium body panels that were made using English wheeling machines. The engine was a pre-World War II design by BMW which by the 1960s was considered dated. Bristol decided in 1961 to cease production of its engine and instead to use Chrysler 313 cu in (5.1 L) V8 engines. AC started using the 2.6 litre Ford Zephyr engine in its cars. In September 1961, American automotive designer Carroll Shelby wrote to AC asking if they would build him a car modified to accept a V8 engine. AC agreed, provided a suitable engine could be found. Shelby went to Chevrolet to see if they would provide him with engines, but not wanting to add competition to the Corvette they said no. However, Ford wanted a car that could compete with the Corvette and they happened to have a brand new engine which could be used in this endeavor: Ford's 260 in³ HiPo (4.2 L) engine – a new lightweight, thin-wall cast small-block V8 tuned for high performance. Ford provided Shelby with two engines. In January 1962 mechanics at AC Cars in Thames Ditton, Surrey fitted the prototype chassis CSX2000 with a 260 ci Ford V8 borrowed from Ford in the UK; the 221 ci was never sent. However, early engineering drawings were titled "AC Ace 3.6". After testing and modification, the engine and transmission were removed and the chassis was air-freighted to Shelby in Los Angeles on 2 February 1962. His team fitted it with an engine and transmission in less than eight hours at Dean Moon's shop in Santa Fe Springs, California, and began road-testing.
Production proved to be easy, since AC had already made most of the modifications needed for the small-block V8 when they installed the 2.6 litre inline 6 Ford Zephyr engine, including the extensive rework of the AC Ace's front end bodywork. The most important modification was the fitting of a stronger rear differential to handle the increased engine power. A Salisbury 4HU unit with inboard disc brakes to reduce unsprung weight was chosen instead of the old E.N.V. unit. It was the same unit used on the Jaguar E-Type. On the production version, the inboard brakes were moved outboard to reduce cost. The only modification of the front end of the first Cobra from that of the AC Ace 2.6 was the steering box, which had to be moved outward to clear the wider V8 engine.
AC exported completed, painted and trimmed cars (less engine and gearbox) to Shelby who then finished the cars in his workshop in Los Angeles by installing the engine and gearbox and correcting any bodywork flaws caused by the car's passage by sea. A small number of cars were also completed on the East Coast of the USA by Ed Hugus in Pennsylvania, including the first production car; CSX2001.
The first 75 Cobra Mk1 models (including the prototype) were fitted with the 260 cu in (4.3 L). The remaining 51 Mk1 models were fitted with a larger version of the Windsor Ford engine, the 289 cu in (4.7 L) V8. In late 1962 Alan Turner, AC's chief engineer completed a major design change of the car's front end to accommodate rack and pinion steering while still using transverse leaf spring suspension. The new car entered production in early 1963 and was designated Mark II. The steering rack was borrowed from the MGB while the new steering column came from the VW Beetle. About 528 Mark II Cobras were produced in the summer of 1965 (the last US-bound Mark II was produced in November 1964).
Since late 1962 when the new GM Stingray was shown up briefly by the Mk1 Cobra (until hub failure intervened) the development of the Grand Sport Corvette program had continued at a pace and was thought to be going for a build series of 125 cars. This would allow GM to compete directly in the FIA GT class of racing. Just to compound this Enzo Ferrari was trying to pull another "fast one" on the FIA with the request for the homologation of the 250LM. The FIA had not forgotten the serious lack of production of the 250GTO, which it had granted homologation in advance of Enzo's assured 100 minimum per year. Just thirty-six were produced over three years with two very different chassis, neither of which were too similar to the 250 GT which was supposed to form the basis of the vehicle. In an effort to prepare for the task ahead alternative engines were considered. The 289 cu in (4.7 L) leaf-spring Cobra dominated the US domestic race series (USRRC), with only one race lost in three years. The results in the FIA GT class were different. This was mainly due to the number of circuits that had much higher sustained speeds. Aerodynamics were more important and put the roadster at a disadvantage. As a result, coupe versions were built.
A stroker 289 (325),and the larger 390/427 up to the "cammer" 427 was considered. Shelby was told at the eleventh hour to use the iron 427 cu in (7.0 L). There was little time to fully develop a competition vehicle. The coil spring Cobra production was slow and an insufficient number made to meet FIA's GT homologation. Therefore the S/C (Semi – Competition) was produced by making available to the general production the full race options for the street. By now Enzo was having races recategorised in Italy to prevent the almost inevitable defeat on home soil as the 250LM was not homologated as a GT and would have to run as a prototype. GM had pulled the plug on the Grand Sport and so the five chassis that were built had to run as prototypes and so were placed in a difficult position to say the least.
Shelby had earlier in 1964 fit a larger Ford FE engine of 390 cubic inches (6.4 L) in to CSX2196. Unfortunately the car was not able to receive the development it needed as resources were aimed at taking the crown from Ferrari in the GT class. Ken Miles drove and raced the FE-powered Mark II at Sebring and pronounced the car virtually undriveable, naming it "The Turd". It failed to finish with the engine expiring due to damper failure. A new chassis was required developed and designated Mark III. CSX2196 was revised for the show down at Nassau which allowed a more relaxed class division of racing. This allowed the GT cobras to run with prototype Ford GT, GM Grand Sport Corvettes and Lola Mk.6. The first meeting at which the GS Corvettes showed up was in 1963. It was for this event in 1964 that the Fliptop cobra was used. An aluminium 390 cubic inches (6.4 L) engine was used. However, the car failed to finish.
The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4 in (102 mm) main chassis tubes (up from 3 in (76 mm)) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the "side oiler" Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 164 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 185 mph (298 km/h) in the competition model. Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby's workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427s were actually fitted with Ford's 428 cubic inches (7.01 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing. It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender versions, which were referred to as the AC 289, were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privateers and went on to win races all the way into the 1970s. The remaining 31 unsold examples were detuned and fitted with wind screens for street use. Called S/C for semi-competition, an original example can currently sell for 1.5 million USD, making it one of the most valuable Cobra variants.
Shelby wanted the AC Cobras to be "Corvette-Beaters" and at nearly 500 lb (227 kg) less than the Chevrolet Corvette, the lightweight roadster accomplished that goal at Riverside International Raceway on 2 February 1963. Driver Dave MacDonald piloted CSX2026 past a field of Corvettes, Jaguars, Porsches, and Maseratis and recorded the Cobra's historic first-ever victory. Later, Shelby offered a drag package, known as the Dragonsnake, which won several NHRA National events with Bruce Larson or Ed Hedrick at the wheel of CSX2093. Only five Dragonsnake Cobras were produced by the factory, with three others (such as CSX2093) prepared by customers using the drag package.
An AC Cobra Coupe was calculated to have done 186 mph (299 km/h) on the M1 motorway in 1964, driven by Jack Sears and Peter Bolton during shakedown tests prior to that year's Le Mans 24h race. A common misconception is that this incident persuaded the British Government to introduce the 70 mph (110 km/h) maximum speed limit on UK motorways, which up until that year had no speed restrictions, although government officials have cited the increasing accident death rate in the early 1960s as the principal motivation, the exploits of the AC Cars team merely highlighting the issue.
The AC Cobra was a financial failure that led Ford and Carroll Shelby to discontinue importing cars from England in 1967. AC Cars kept producing the coil-spring AC Roadster with narrow fenders, a small block Ford 289 and called the car the AC 289. It was built and sold in Europe until late 1969. AC also produced the AC 428 until 1973. The AC Frua was built on a stretched Cobra 427 MK III coil spring chassis using a very angular steel body designed and built by Pietro Frua. With the demise of the 428 and succeeding 3000ME, AC shut their doors in 1984 and sold the AC name to a Scottish company. The company's tooling, and eventually the right to use the name, were licensed by Autokraft, a Cobra parts reseller and replica car manufacturer owned by Brian A. Angliss.
Used dresser and lamp we got for the baby. The dresser was only $15 from someone advertising it on Kijiji, and the lamp was $5 at Value Village thrift store.
I absolutely love the lamp, it's so cute! I'm planning to one day paint the dresser too, maybe put some cute animals on it.
2/52
+1 in comments
I've used this line before, which only emphasizes what it means unfortunately. This could apply to more than one person. There are some things that I want to forget, but my subconscious refuses to let me. I've discussed this with other people and what I've confirmed is that our minds can be twisted and annoying. But perhaps there are some things that we have to remember for the better? I am "over" this, really. So I should take comfort in the fact that it's not the only thing I think about it. It doesn't distract me from my schoolwork or keep me up late at night (other things do that for it, haa). But it's just annoying to have it in my head.
On an unrelated note, one morning I woke up and the light coming from the window was so lovely. I ran all around the house trying to find a camera, but my daddy hid his D90 because he didn't want me playing with it and the other camera we had was broken. I've yet to see that lighting again, but I'm waiting patiently for it.
I'm going to use this for my "52 Weeks" Project because I don't know when I'll get to my other ideas.
I've been unusually active on Flickr lately, and that's probably not a good thing. I started to organize a layout for an online portfolio type of thing to refresh my memory on Web Designing & Coding. But I haven't gotten very far, so I made another Tumblr in case I decide to stop. Nothing is posted yet though. :\
I talk too much, sorry. One day, my descriptions will be so long that no one will even bother to scroll down to make a quick comment. Ack.
This Royal Coat of Arms on display at the Tower of London was used bewtween 1603 and 1688. The Royal Coat of Arms of the United Kingdom is official coat of arms of the British monarch, officially known as their Arms of Dominion. Variants of the Royal Arms are used by other members of the Royal Family; and by the British Government in connection with the administration and government of the country.
In 1603, when James VI of Scotland ascended the throne of England, the royal arms became grandquarterly: the first and fourth counter quarters the three fleurs de lis (France, George III renounced sovereignty in 1803) and three lions passant gaurdant (England); the second quarter Scotland; and the third quarter Ireland. Henry VIII had proclaimed himself king of Ireland in 1541, but the kingdom's arms hadn't been incorporated into the royal arms until 1603. The Great Seal of Scotland, from 1603 to the present, has retained the same arrangement as the English/British royal arms, but with Scotland in place of England, and England in place of Scotland.
The crest is a lion statant guardant wearing the imperial crown, itself on another representation of that crown. The dexter supporter is a likewise crowned lion, symbolizing England; the sinister, a unicorn, symbolising Scotland. According to legend a free unicorn was considered a very dangerous beast; therefore the British heraldic unicorn is chained.
The banner below the shield carries the motto of British royalty: Dieu et mon droit, which is French for "God and my [birth]right." Inscribed on a belt surrounding the shield is the motto of the Order of Garter: Honi soit qui mal y pense, Latin for "Evil for him who thinks evil".
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The Brisbane Courier
Wed 28 Nov 1888
Brisbane Tramway Company
[...] Since the printing of the report the company had sold to the Townsville Omnibus Company a considerable number of light horses which were unfit for the Brisbane traffic, and had formerly been used on the "feeders." They had also disposed of four waggons and three omnibus, the lot coming to nearly £700. This had relieved the company of a considerable number of animals and vehicles for which they had no present use, and they had agreed to take payment for this rolling-stock and these horses in shares in the Townsville company. He [the chairman] had looked into the matter very carefully when he visited Townsville, and he believed the little 'bus company there would be an extremely remunerative investment. The town was so laid out that there were no hills on the routes, and the wear and tear would be but small. At any rate, the board was convinced that they had done the right thing in getting rid of these 'busses on the terms agreed to, and had experienced considerable difficulty in getting rid of them.
He could not allow the opportunity to pass without mentioning the point that was casually mooted at the last annual meeting - namely, the possibility of substituting electricity for horses as their traction power. During the twelve months that had elapsed since that meeting there had been an immense development in the phase of electical science. There was now in Richmond City, Virginia, USA, an electrical street railway that had been running for a number of months with absolute success at a cost of less than half of what the same company had previously expended for the propulsion of their cars by horses or mules. The result of the success of this new system had been very marked in America, and one of the most important effects was that the West End Boston Company had absolutely determined to adopt the system.
Queensland State Archives Item ID 436348, Photographic material
The Brisbane tramway network served the city of Brisbane, Australia, between 1885 and 1969. It ran on standard gauge track. The electric system was originally energised to 500 volts, and subsequently increased to 600 volts. All tramcars built in Brisbane up to 1938 had an open design. This proved so popular, especially on hot summer nights, that the trams were used as fundraisers and often chartered right up until the last service by social groups.
Most trams operated with a two-person crew – a driver (or motorman) and a conductor, who moved about the tram collecting fares and issuing tickets. The exceptions to this arrangement were on the Gardens line (Lower Edward Street) where the short duration of the trip meant it was more effective for passengers to simply drop their fare into a fare box as they entered the tram; and the "one man cars" which operated in the early 1930s.
The peak year for patronage was in 1944–45 when almost 160 million passengers were carried. The system route length reached its maximum extent of 109 kilometres (68 mi) in 1952. The total track length was 199 kilometres (124 mi), owing to many routes ending in single, rather than double, track. Single track segments of the track were protected by signalling which operated off the trolley wire. By 1959 more than 140 kilometres (87 mi) of track were laid in concrete, a method of track construction pioneered in Brisbane.
The last track opened was in O'Keefe Street Woolloongabba, in May 1961. However, this track was not used in normal passenger service and was merely used to reduce dead running from Logan Road back to Ipswich Road Depot.
Of the Australian capital cities which closed their networks between the 1950s and 1970s (only Melbourne and Adelaide retained trams, although Adelaide only had one line in operation), Brisbane was the last capital city to close its tram network. Despite the decision to shut down the network, Brisbane's trams were held with great affection by locals, and one commentator described their removal "one of the most appalling urban planning mistakes in the city’s history". There have been ongoing proposals since the early 1990s to reinstate a functional tram network.
Brisbane expanded to become one of the most dispersed cities in the world by the 1870s. In the early years of Brisbane's settlement walking was the most convenient way to get around as most people choose to live close to their workplace. In 1875, the railway line to Ipswich opened up some areas in western and southern districts, however fares were expensive, as was owning a horse.
By 1885 an omnibus service reached almost every part of Brisbane. Omnibuses consisted of a strongly constructed wooden wagon with seating for males on the roof and a back-door entrance to the interior.
On 10 August 1885 the Metropolitan Tramway and Investment Company began official horse-drawn tramway services for the public. The 18 tramcars were built from highly polished cedar and mahogany in the United States by JG Brill Company and John Stephenson Company. Fares were expensive, with the typical patron belonging to the middle class. Some even used the services to go home for lunch. Depression struck in 1893 and combined with 1893 Brisbane floods the horse-drawn tramway services saw large drops in patronage.
The first electric tramway ran along Stanley Street, in South Brisbane on 16 June 1897. Horse-drawn carriages were still being used in 1899.
In 1900 local residents were agitating to have the Kelvin Grove tramway extended along Enoggera Road to the Newmarket Hotel in Newmarket. However, a new bridge over Enoggera Creek would be required.[5] Also there were concerns that the close proximity of the proposed tramway would take revenue away from the railway line. However these concerns were resolved and the tramway extension to the Newmarket Hotel was opened on Monday 27 July 1903.
Up until the end of World War I, Brisbane's trams were the primary method used for travelling within the city.
Between 1923 and 1934 tram services in Brisbane were greatly expanded. Brisbane's tramway system came under the control of the newly merged Brisbane City Council (BCC) in 1925.
After seven years of agitation, Brisbane's tram service was extended to Grange in July 1928. The opening ceremony was attended by the Lord Mayor of Brisbane, William Jolly, and two Members of the Queensland Legislative Assembly, James Stevingstone Kerr and Charles Taylor. The mayor had threatened not to attend any ceremony for the opening of the tram service because two rival groups were organising separate celebrations; he would only attend if there was a single ceremony.
Until 1934, the trams carried mail between the Brisbane General Post Office and suburban post office branches, and also acted as mobile postboxes
Through the 1940s and 1950s the tram system enjoyed strong political support within the council, which continued to expand the tram network and upgrade its fleet with some of the most advanced trams in Australia. Trolleybuses were introduced in 1951. The last tramway to open was in March 1961. Clem Jones became Lord Mayor of Brisbane the same year, and all new route construction was cancelled.
By 1948 Brisbane's trams failed to return a profit as they could not compete with the more efficient bus services. Urban development, often well away from public transport, the rise of suburban shopping centres and the relative decline in the cost of motorcars meant that as elsewhere, Brisbane's public street transport system increasingly had to compete with the private motor car and patronage slowly declined from a post war peak of 148 million passenger journeys in 1946, to approximately 64 million passenger journeys in 1968.
Political support for the tram system waned in the 1960s, particularly so after the Paddington tram depot fire on 28 September 1962. 67 trams were destroyed, which represented 20% of the entire fleet. Brisbane's Lord Mayor Alderman Clem Jones was pro-freeway and private car. The Kalinga, Toowong, Rainworth and Bulimba ferry routes closed in December 1962.
In common with many other cities, Brisbane converted its remaining tram lines between 1968 and 1969 to all bus operation. The last trolley buses ran on 13 March 1969 and the final trams ran on 13 April 1969. Photographs of this last tram ride, organised by Grahame Garner and other tramways workers are in the University of Queensland Fryer Library collection. The tramway closure was notable for the speed with which it was carried out. Over 300 replacement Leyland Panther buses were purchased, at the time the largest single bus purchase in the world. Most older, wooden trams were stripped of metal parts and then burnt at the City Council's yard at Cribb Street, Milton (adjacent to the tramway workshops). The bodies of later, all-metal cars were sold as sheds and playground equipment.
The Brisbane Tramway Museum Society was formed in 1968 to preserve some of Brisbane's trams. At present the museum has 24 Brisbane trams in its collection, with 6 operational; California type tram 47, Ten Bench tram 65, Baby Dreadnought tram 99, Dropcentre tram 341, Four Motor tram 429, and the last tram built and officially operated in Brisbane, Four Motor Phoenix tram 554. Tramway operations commenced at the museum at Ferny Grove in 1980.
There have been several proposals from both the Brisbane City Council and state government to return a tram or light rail system to Brisbane since the 1990s. The most prominent of these include the ambitious 1997 Brisbane Light Rail Transit proposal. The plans escalated to a Queensland government tender for four company consortia to purchase new trams, construct and operate the system in 1 the project was projected to cost A$235 million but was subsequently vetoed in favour of expanding the existing bus network.
These various proposed options included a line from Roma Street station to Queensland University of Technology’s CBD campus along George Street, CBD to West End and University of Queensland via Victoria Bridge and Melbourne Street and CBD to Fortitude Valley via Wickham Terrace.
In 2007, following several failed road and tunnel projects and based on the recommendations of the Brisbane City Council's 2006 CBD masterplan, Premier Peter Beattie announced $250 million of state government funding for an extensive light rail system to rival Melbourne's and significantly larger than those of Sydney or Adelaide. The plan, at the centre of the government's "Smart City" plan, was to link South Brisbane to New Farm and Bowen Hills with future extensions down the newly created South Eastern and Inner Northern Busways, bridges and pedestrian spines.[14] In the March 2008 Brisbane city elections, the Queensland Greens campaigned on a more comprehensive plan. However, by June 2008 progress had stalled, without an official project announcement, the Brisbane City Council once again distancing itself from the plan due to cost of the investment (estimated at $600 million for the New Farm link) and instead giving consideration of diverting the funds to enhancing the bus and CityCat ferry systems.
Types of trams
Unlike many other systems, Brisbane never adopted an alphabetical or numerical system for classifying its trams (cf Melbourne trams), preferring instead to use official descriptions, such as "standard centre aisle car", or "drop-centre saloon car”.
Horse trams
- single deck saloon
- single deck cross bench
- double deck - open top deck, lower saloon
Electric trams
Converted electric trams
Delivery of early combination cars was delayed and as a result the tramway company decided to convert many of the horse tram to electric operation, as a temporary expedient. Despite this, many of these converted cars remained in passenger service well into the 1930s.
California Combination car
The prototype Brisbane electric tram (No 1) was built at the Melbourne cable tram workshops from the body of a horse tram, and had 5 saloon windows instead of the usual 4 windows on the new-built Combination cars, with one fixed and one tip-over seat on each end platform.
Large Combination cars
These three trams were built in 1904 from three single deck horse trams, similar to the new-built California Combination trams but with 6 saloon windows as opposed to 4 on the new trams, and a single fixed cross-bench seat on each end platform instead of 2 tip-over seats each end. Withdrawn from service 1925 to 1930s.
Saloon cars
Each tram in this class was constructed by joining two single deck saloon horse trams together on a single motorised chassis. Their long, enclosed bodies gave rise to their nickname of "coffin cars". They were built in 1897, when delivery of new electric trams was delayed. 6 cars in this class. They were all withdrawn from service by 1930.
"Summer" cars
The 6 bench horse trams were motorised and later most were lengthened to accommodate 10 cross benches. One car was to remain in service until 1958 as an advertising car.
New-built electric trams
California Combination
Officially referred to as "Standard Combination" trams, but more popularly referred to as "matchboxes". They had a central 4 window saloon with 2 tip-over cross-bench seats on each end platform. There were 62 trams in this class, built between 1897 and 1904, with the last one withdrawn from passenger service in 1952. Two, (nos 14 and 15), were converted into "scrubber" cars (track maintenance cars). Several were used as advertising cars, with 47 and 53 being used as one man cars on the Gardens shuttle route.
Nine Bench Cars
These 4 trams were constructed in 1897 and 1898 by the Brisbane Tramways Company. They were cross bench cars with no centre aisle. Two of the benches (those attached to the end bulkheads) were fixed and the other seven benches were tip-over. They could carry 45 seated passengers, plus standees. Two were withdrawn from service in 1938, the other two were probably withdrawn in 1943.
Brills
These 20 cars were officially "bogie open tip-over cross-bench cars". They were a standard design tram built by JG Brill Company of Philadelphia, although two were built by the Brisbane Tramways Company, presumably under licence from the Brill Company. They each had 4 fixed back-to-back benches and 8 tip-over benches. The first 8 had clerestory roofs, the remainder had plain roofs. The first 8 were also fitted with couplings for trailers, but the trailers were eventually motorised (see "light twelve bench cars" below.) As these trams only had hand brakes, operating a coupled set was physically demanding on drivers. In later years these workhorses were very dilapidated and had diagonal cross bracing on each bulkhead to reduce body sway. One tram was involved in a bad accident in 1944 and was converted to centre aisle design (see Special Dreadnoughts). They were gradually withdrawn from service between 1937 and 1952.
Light Twelve Bench Cars
These eight cars were originally built as trailers between 1901 and 1903, but were motorised in 1912. They had 12 fixed back-to-back benches and could carry 66 passengers. They were all withdrawn from service between 1948 and 1951.
Standard Ten Bench Cars
There were 32 of these sturdy little single truck trams constructed in Brisbane. 28 were built by the Brisbane Tramways Company between 1907 and 1921 and a further 4 were built by the Brisbane Tramways Trust between 1923 and 1925. They had fixed, back-to-back bench seating carrying 50 seated passengers (plus standees). They were commonly called "toastracks" or "jumping jacks". In 1936 4 of these cars were converted to Baby Dreadnoughts (see below); another two were converted to this class in 1944. Apart from one car converted to an advertising car and another retained for historical purposes, they were all withdrawn from service between 1952 and 1955.
Dreadnoughts
Officially referred to as standard centre-aisle trams, 65 trams in this class built between 1908 and 1925. These trams could carry 90 passengers. The last 21, which were built for the Brisbane Tramways Trust between 1924 and 1925, had 12 windows, remainder built with 6 windows. Originally they were built with open end platforms, but these were enclosed in the 1930s. Some received "streamlining" with oval windows and skirting around their bogies. The attached picture illustrates the differences between various members of this class. The tram in the foreground is a 12 window Dreadnought (built by the Tramways Trust), still with seats on its end platforms and no streamlining. The tram ahead of it is an older, 6 window Dreadnought (built by the Tramways Company), but with its end seats removed and streamlining around its windows and skirting below the body of the tram.
"Special" Dreadnoughts
Each of these four cars was unique in their own way. Two were outwardly like the Dreadnoughts. Tram 100 was built in 1903 as the Tramway Company Manager's personal "Palace" car, fitted with carpets, plush seat covers and further interior decorations. Converted to regular passenger use in 1918 and was withdrawn from service in 1958. Tram 110 was built in 1906 as the prototype for the Dreadnoughts, but it had different trucks, which resulted in high steps. It was withdrawn from service in 1952. Tram 101 was built in 1899 originally with no solid roof, just a canvas awning suspended from a lightweight frame. It was withdrawn from service around 1935. Tram 104 was converted in 1943 from a Brill 12 bench car that had been badly damaged in an accident. In its converted form this tram had design features derived from the Four Motor, Dropcentre and Baby Dreadnought tram designs. It was withdrawn from service in 1958.
Stepless Car
Known as "big Lizzie", also sometimes referred to as a "New York type tram", tram 301 was intended to be the first of a fleet of inter-urban trams. It was built by JG Brill Company in 1912 and imported in 1914. It was unusual for a Brill stepless car in that it was partially made of timber, rather than the normal all-metal construction. It was the first fully enclosed tram in Brisbane. Heavy and troubled by poor road clearance, it usually only saw service on the West End – Ascot line and was withdrawn from service in 1935.
"One man" trams
Between 1929 and 1930, 9 Dreadnoughts were converted to "one-man" operation, as a cost-saving measure. These trams were operated with drivers only and without conductors. They were only used on the Rainworth and Red Hill routes. Passengers were required to enter the tram from the front entrance and pay the driver as they entered. For this reason these trams had a distinctive colour scheme which included red and white diamonds on their front aprons. In May 1934 one man operation was abandoned and these trams were repainted in normal colours.
Two combination trams were also converted to one man operation for use on the Gardens route. The first tram was converted in 1925, the second in 1930.
"Baby" Dreadnoughts
Sometimes called "small centre-aisle" or "single truck saloon" cars, the 6 trams in this class were built primarily for the hilly Spring Hill route. They were built in two batches: the first four in 1936 were converted from 10 bench trams, the last two were built in 1943 using the underframes from 10 bench trams, making the last two trams in this class the non-bogie cars built in Australia. These trams were fitted with special sanders allowing sand to be dropped not only in front, but also behind, their wheels, in case the trams slipped backwards on the steep section of the Spring Hill line. They were withdrawn from service in 1958–1959, one car was preserved.
Dropcentres
The most numerous of Brisbane's trams, there were 191 trams of this class built between 1925 and 1938. Officially called "bogie drop centre combination cars", (usually shortened to "dropcentre" or "droppie") these trams' distinctive drop centre compartment was open to the elements, with only canvas blinds to provide protection for passengers in cold or wet weather. Although designed to be operated using airbrakes, most cars in this class were instead built with rheostatic brakes and hand brakes. However, the last 17 cars (Nos 370–386) were built with airbrakes. Subsequently, many of the older cars in this class were retrofitted with airbrakes and had their rheostatic braking systems removed. Early cars were built with open ends (meaning the drivers were unprotected from the elements) but later cars were built with enclosed ends (or "vestibules"). The ends of all the earlier cars of this class were enclosed by 1934. These trams were last used in regular service in December 1968.
Four Motor (FM) trams
Officially referred to as "drop centre saloon cars", or "four motor cars", they were popularly referred to as "400s", "FM's" or "silver bullets". They were the first class of trams built in Brisbane with airbrakes. 155 were constructed by the Brisbane City Council between 1938 and 1964, with a maximum carrying capacity of 110 passengers. Trams 400–472 were built with wide centre doors, 407 was altered to narrow centre doors and renumbered 473 (and the tram to be numbered 473 entered service as 407), trams 474–554 built with narrow centre doors. Through the 28 years during which they were built, many innovations were introduced, such as fluorescent lighting, helical gears, resilient wheels, remote controlled controllers and streamlined construction techniques. Early versions had canvas blinds in the doorways, while later versions had sliding doors. The last 8 trams were built from components salvaged from the Paddington tram depot fire and were painted light blue with phoenix emblems below the motorman's windows, to symbolise that the trams had risen from the ashes of the fire.
Workshops, power houses and administration
Workshops and administration for the electric tram system were initially located in cramped quarters at Countess Street, at the western side of the Roma Street railway yards (now the site of the Roma Street Parkland), but in 1927 were relocated to Milton. Access to the workshops was from Boomerang Street in Milton, off Milton Road. Head Office was accessed from Coronation Drive (then known as River Road).
Power for the electric trams was originally drawn from a power station operated by the tramway company adjacent to its Countess Street depot and workshops. As the tramway company increased both the number of trams and the length of routes, the power supply rapidly became inadequate. Additional power generating units were installed at Light Street depot and a further powerhouse was built on Logan Road, Woolloongabba, adjacent to the Woolloongabba railway line. Inadequate power supply was to remain a problem while the tramways remained in private hands. With the takeover of the system in 1922 by the Brisbane Tramways Trust (and subsequently the City Council) considerable investment was made in many areas including power generation and distribution. A larger powerhouse was built in New Farm which commenced generation in 1928 and was sufficient for both the needs of the tram system and other consumers.
The original Countess Street powerhouse was demolished and material from it was used to construct the new Tramways headquarters.
Used our babyphoto's, put them in a frame from CoffeeShop Rita ,
www.thecoffeeshopblog.com/p/coffeeshop-storyboards-and-fr...
the frame comes with a vintage texture giving the photo's an old look. Then i used my Cabinetcard as a background and added the quote and finally I added my own old paper texture 2.
Honey you still make me so happy and i still love you deeply !!! and you do give me strength !!!
Created for 20th MMM Challenge
EXPLORE Worthy, Mini Challenge #8 - BE MY VALENTINE (Art from 2013)
Please don't use this image on websites, blogs or other media without my explicit permission.
© All rights reserved
© All rights are reserved, please do not use my photos without my permission
Red Kestrel, is a new £10 million ro-ro freight ferry which is currently being built by Cammell Lairds and will service the Southampton-East Cowes route.
Whilst under construction an Isle of Wight silver sixpence dating from 1811 and a halfpenny from 1792 was placed under the keelblock for good luck.
Name: RedKestrel
IMO: 9847645
MMSI: 232019192
Call Sign: MEGW6
Flag: U.K.
Type: Passenger
Length Overall: 74.25m
Beam Moulded: 17m
Gross Tonnage: 1070Gt
Passengers: 12
Vehicles: 12 HGV's
Crew: 6-7
Built: 2019
Builder: Cammell Lairds, Birkenhead U.K.
Engines: 2 x Cummins QSK38 Tier III diesel main engines
Propellers 2 x Rolls Royce US 155FP azimuth thrusters
Generators: 2 x Cummins 6B-CP Gen Set each developing 80kW
Service Speed: 12.5 knots @ 85% MCR
Delivery: Spring 2019