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I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
Bloomfield, NJ
A yard move with nonrevenue* Jersey Central Geep 4105 leads the equipment from anulled Morristown Line train #808 east from Port Morris via the other fork, the Montclair Boonton line.
*4105 has not had its HEP removed, but it's been nonfunctional for a number of years
Prints available at SmugMug: donaldwinship.smugmug.com/Rail-Photography/i-dcgNg8J
Eichenbach landscape, 2021. Mertesnück.
Minox 35 ML Testfilm. Leider defekt, schade. Die Batterie war teurer als die Kamera. Kleines, fummeliges Ding - eigentlich auch im heilen Zustand nicht zu gebrauchen. Nur bei den Dunkelwaldbildern hat es irgendwie funktioniert.
Da lobe ich mir meine Olympus XA, ein Traum!
Ach ja, eine Zecke hat es mir auch eingebracht ...
Chevrolet Impala (2nd Gen) (1959-60) Engine 283 cid (4635cc) V8
Registration Number 814 UYH (1st registered in the UK 2014 on a London number)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The second generation Impala 1958-60 was radically restyled sharing body shells with lower end Buick's, Oldsmobiles and Pontiac's. with a longer wheelbase. Using a new X-frame chassis, the roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,
The Impala was now a separate series including 4 door Hardtop and Sedans and 2 door Convertible, Coupe and Hardtop The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Special Super Turbo-Thrust with triple two-barrel carburetors,
Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. Australian models were assembled by hand on the GMH Holden assembly lines.
Many thanks for a Marmalising
51,158,163 views
Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-030
Chevrolet Corvette C2 Stingray Roadster (1963-67) Engine 327cu in (5400cc) L79 V8
Registration Number GNH 289 B (Northampton)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The Corvette (C2) ran between model years 1963-67. Designed by Bill Mitchell and based on the Corvette Super Sport racer, the C2 became known as the Stingray. Available as a Roadster and for the first time a Corvette Coupe.
Introduced in 1963 the C2 (2nd Gen) Corvette brought a new not only had a new design, but also newfound handling prowess. and was lighter than the 1st Generation models so acceleration improved despite unchanged horsepower. In its first year production was divided almost evenly between the convertible and the new coupe - 10,919 and 10,594, respectively - and more than half the convertibles were ordered with the optional lift-off hardtop, though the numbers of the Coupe variant were to fall behind the Roadster in later years. And it was not until 1969 when the Coupe, then with a removable T top outsold the Roadster. All 1963 cars had 327cid engines, which made 250 hp (186 kW) standard, with optional variants that made 300 hp (224 kW), 340 hp (254 kW) and 360 hp (268 kW). The most powerful engine was the Rochester fuel injected 327cid V8, which made 360 hp (272 kW)
The suspension was refined for 1964 along with some cosmetic changes including the Coupes backbone window and the two simulated air intakes were eliminated from the hood, though their indentations remained. Also, the decorative air-exhaust vent on the coupe's rear pillar was made functional, but only on the left side. Drivetrains remained as before apart from the high performance engines which gained some noteable improvements.
Styling was cleaned up for the 1965 model year along with an all-new braking system and larger powerplants. 1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, The Sing Ray y became ferocious with the mid-year debut of a big-block V-8, the 425 hp, 396cu in Big Block engine. 1965 also added another 350HP small block engine (Option L79)
For the 1966 Corvette, the big-block V-8 came in two forms of 390 and 425bhp Though it had no more horsepower than the previous high-compression 396, the 427 in³ (7 L), 430 hp packed a lot more torque The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient. Corvettes also received an emblem in the corner of the hood for 1966.
The 1967 model year was the last for the C2, the C3 had been schedualed for 1967 but was delayed with teething troubles. Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance., a single reversing light over the number plate and new wheel covers. . Interior alterations were modest and included revised upholstery, and the handbrake moved from beneath the dash to between the seats. The ultimate Corvette engine for 1967 was coded L88, even wilder than the L89, and was as close to a pure racing engine as Chevy had ever offered in regular production
Diolch am 77,910,034 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 77,910,034 amazing views, every one is greatly appreciated.
Shot 06.10.2019 at Bicester Scramble, Bicester, Oxon. 143-1212
Prada Marfa is a permanently installed sculpture by artists Elmgreen and Dragset, situated near Valentine, Texas, just off U.S. Route 90, and about 60 km northwest of the city of Marfa. The installation was inaugurated in October 2005. The artists called the work a "pop architectural land art project."
Designed to resemble a Prada store, the building is made of adobe bricks, plaster, paint, glass pane, aluminum frame, MDF, and carpet. The installation's door is nonfunctional. On the front of the structure there are two large windows displaying actual Prada wares, shoes and handbags, picked out and provided by Miuccia Prada herself. The sculpture was financed by the Art Production Fund (APF) and Ballroom Marfa, a center of contemporary art and culture.
The Ford Thunderbird (colloquially called the T-Bird) is a personal luxury car manufactured and marketed by Ford Motor Company from model years 1955 to 2005 (with a 1998–2001 hiatus), across 11 generations. Introduced as a two-seat convertible, the Thunderbird was offered variously as a four-seat hardtop coupe, four-seat convertible, five-seat convertible and hardtop, four-door pillared hardtop sedan, six-passenger hardtop coupe, and five-passenger pillared coupe, with the final generation designed again as a two-seat convertible.
Ford targeted the two-seat Thunderbird as an upscale model, but the 1958 model year design introduced a rear seat and arguably marked the expansion of a market segment eventually known as personal luxury cars, positioned to emphasize comfort and convenience over handling and high-speed performance.
Overview
The Thunderbird entered production for the 1955 model year as a sporty two-seat convertible. Unlike the Chevrolet Corvette, it was not marketed as a sports car.[1] Ford positioned the Thunderbird as an upscale model and it is credited in developing a new market segment, the personal luxury car.[citation needed] For 1958, the Thunderbird was redesigned with a second row of seats. Succeeding generations became larger until the line was downsized in 1977, again in 1980, and once again in 1983. Sales were good until the 1990s when large two-door coupes became unpopular. Thunderbird production ended in 1997, then briefly resumed as a two-passenger, marketed from 2002 to 2005.
From its introduction in 1955 to its final phaseout in 2005, Ford produced over 4.4 million Thunderbirds.[2]
Development
A smaller two-seater sports roadster, named the Vega, was developed in 1953 at the behest of Henry Ford II. The completed one-off generated interest at the time, but had meager power, European looks, and a correspondingly high cost, so it never proceeded to production. The Thunderbird was similar in concept but was more American in style, more luxurious, and less sport-oriented.
Credit for the development of the original Thunderbird is given to Lewis Crusoe, a former GM executive lured out of retirement by Henry Ford II; George Walker, chief stylist and a Ford vice president; Frank Hershey, chief stylist for the Ford Division; Bill Boyer, designer for the Body Development Studio, who became the manager of the Thunderbird Studio in the spring of 1955; and Bill Burnett, chief engineer. Ford Designer William P. Boyer was the lead stylist on the original 1955 two-seater Thunderbird and also had input in the following series of Thunderbirds that included the 30th Anniversary Edition.[3] Hershey's participation in the creation of the Thunderbird was more administrative than artistic.[citation needed] Crusoe and Walker met in France in October 1951. Walking in the Grand Palais in Paris, Crusoe pointed at a sports car and asked Walker, "Why can't we have something like that?" Some versions of the story claim that Walker replied by telling Crusoe, "Oh, we're working on it" ... although if anything existed at the time beyond casual dream-car sketches by members of the design staff, records of it have never come to light.[citation needed]
Walker promptly telephoned Ford's HQ in Dearborn and told designer Frank Hershey about the conversation with Crusoe. Hershey took the idea and began working on the vehicle. The concept was for a two-passenger open car, with a target weight of 2,525 lb (1,145 kg), a 252 cu in (4.1 L) Ford Y-block Interceptor V8 based on the forthcoming overhead-valve Ford engine slated for 1954 model year introduction, and a top speed over 100 mph (161 km/h). Crusoe saw a painted clay model on May 18, 1953, which corresponded closely to the final car; he gave the car the go-ahead in September after comparing it with current European trends. After Henry Ford II returned from the Los Angeles Auto Show (Autorama) in 1953, he approved the final design concept to compete with the then-new Corvette.
The name was not among the thousands proposed, including rejected options such as Apache (the original name of the P-51 Mustang), Falcon (owned by Chrysler at the time),[4] Eagle, Tropicale, Hawaiian, and Thunderbolt.[5] A Ford stylist who had lived in the southwest submitted the Thunderbird name,[6] a reference to the mythological thunderbird, a supernatural bird of great power and strength of the North American indigenous people.
At the time, Ernest Breech, then chairman of Ford Motor Company, was a member of the Thunderbird Country Club in Rancho Mirage, California. According to club lore, he asked its permission to use the name, which was granted.[7]
Generations
First generation (1955–1957)
Main article: Ford Thunderbird (first generation)
1955 Ford Thunderbird
1957 Ford Thunderbird
The Ford Thunderbird was introduced in February 1953 as a response to Chevrolet's new sports car, the Corvette, which was publicly unveiled in prototype form just a month before.[8] Under rapid development, the Thunderbird went from idea to prototype in about a year, being unveiled to the public at the Detroit Auto Show on February 20, 1954. It was a two-seat design available with a detachable fiberglass hardtop and a folding fabric top.[9]
Production of the Thunderbird began on September 9 of that year, with the car beginning sales as a 1955 model on October 22, 1954. Though sharing some design characteristics with other Fords of the time such as single circular headlamps and tail lamps, and modest tail fins, the Thunderbird was sleeker in shape and featured a hood scoop and a 150 mph (240 km/h) speedometer not available on other Fords. It used mechanical components from mass-market Ford models. The Thunderbird's 102.0 in (2,591 mm) wheelbase frame was a shortened version used in other Fords and the standard 292 cu in (4.8 L) Y-block V8 came from Ford's Mercury division.[10]
Though inspired by and positioned directly against the Corvette, Ford advertised the Thunderbird at launch as a "personal car of distinction" and put a greater emphasis on the car's comfort and convenience features rather than its inherent sportiness.[11][12][13][14][15][16]
The Thunderbird sold exceptionally well in its first year, outselling the Corvette by more than 23-to-one in 1955 with 16,155 Thunderbirds sold against 700 Corvettes.[17][14][18][19]
With the Thunderbird considered a success, few changes were made to the car for the 1956 model year. The most notable change was moving the spare tire to a Continental-style rear bumper to make more storage room in the trunk and a new 12-volt electrical system.[11][20] The addition of the weight at the rear caused steering issues. Among the few other changes were new paint colors, the addition of standard circular porthole windows in the fiberglass roof to improve rearward visibility (with a delete option), and a 312 cu in (5.1 L) Y-block V8 rated at 215 hp (160 kW) when mated to a three-speed manual transmission or 225 hp (168 kW) when mated to a Ford-O-Matic three-speed automatic transmission; this transmission featured a "low gear", which was accessible manually via the gear selector. When in Drive, it was a two-speed automatic transmission (similar to Chevrolet's Powerglide). Low gear could also be accessed with a wide-open throttle. In 1956, Ford also added its new Lifeguard safety package.[21]
The Thunderbird was revised for 1957 with a reshaped front bumper, a larger grille and tailfins, and larger tail lamps. The instrument panel was heavily restyled with round gauges in a single pod, and the rear of the car was lengthened, allowing the spare tire to be positioned back in the trunk.[14] The 312 cu in (5.1 L) V8 became the Thunderbird's standard engine, and was rated at an increased 245 hp (183 kW). Other, more powerful versions of this V8 were available, including one with two four-barrel Holley carburetors (VIN code "E"), and another with a Paxton supercharger rated at 300 hp (224 kW) (VIN code "F"). Though Ford was pleased to see sales of the Thunderbird rise to a highest ever 21,380 units for 1957, company executives felt the car could do even better, leading to a substantial redesign of the car for 1958.
Second generation (1958–1960)
Main article: Ford Thunderbird (second generation)
1959 Ford Thunderbird hardtop
Although the 1955–57 Thunderbird was a success, Ford executives—particularly Robert McNamara—were concerned that the car's position as a two-seater limited its sales potential. As a result, the car was redesigned as a four-seater for 1958.[12]
Despite being released mid-model year, the new Thunderbird began a sales momentum previously unseen with the car, selling 200,000 units in three years, four times that of the two-year two-seat model run. This success spawned a new market segment, the personal luxury car.[12] It was the first individual model line (as opposed to an entire brand's line) to earn Motor Trend "Car of the Year" honors.[22]
It was offered in both hardtop and convertible body styles, although the latter was not introduced until June 1958, five months after the release of the hardtop.[23] The new Thunderbird was considerably larger than the previous generation, with a longer 113.0 in (2,870 mm) wheelbase to accommodate the new back seat. The increased size also increased the car's weight by 800 lb (363 kg). Along with a new, more rigid unibody construction was new styling, including quad headlights, more prominent tailfins, a bolder chrome grille, and a larger, though nonfunctional, hood scoop. The engine was the new 300 hp (224 kW) 352 cu in (5.8 L) FE V8, available with a three-speed manual or automatic transmissions.[12] The mid-1958 model year sales were 37,892 units, an increase of 16,000 over the previous year.[12]
For 1959, the Thunderbird featured a new grille and a newly optional 350 hp (261 kW) 430 cu in (7.0 L) MEL V8 engine. Sales increased to 67,456 units.
For the 1960 model year, the grille was again redesigned along with minor styling changes. A new option was a manually operated sunroof for hardtop models. The dual-unit round taillights featured on the 1958 and 1959 were changed to triple-units. Sales increased again, with 92,843 sold in 1960. Wikipedia
Chevrolet Corvette C2 Roadster (1963-67) Engine 396 cu in (6490cc) Big Block V8 425hp
Registration Number FDS 284 C (Peebles-shire)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The Corvette (C2) ran between model years 1963-67. Designed by Bill Mitchell and based on the Corvette Super Sport racer, the C2 became known as the Stingray. Available as a Roadster and for the first time a Corvette Coupe.
Introduced in 1963 the C2 (2nd Gen) Corvette brought a new not only had a new design, but also newfound handling prowess. and was lighter than the 1st Generation models so acceleration improved despite unchanged horsepower. In its first year production was divided almost evenly between the convertible and the new coupe - 10,919 and 10,594, respectively - and more than half the convertibles were ordered with the optional lift-off hardtop, though the numbers of the Coupe variant were to fall behind the Roadster in later years. And it was not until 1969 when the Coupe, then with a removable T top outsold the Roadster. All 1963 cars had 327cid engines, which made 250 hp (186 kW) standard, with optional variants that made 300 hp (224 kW), 340 hp (254 kW) and 360 hp (268 kW). The most powerful engine was the Rochester fuel injected 327cid V8, which made 360 hp (272 kW)
The suspension was refined for 1964 along with some cosmetic changes including the Coupes backbone window and the two simulated air intakes were eliminated from the hood, though their indentations remained. Also, the decorative air-exhaust vent on the coupe's rear pillar was made functional, but only on the left side. Drivetrains remained as before apart from the high performance engines which gained some noteable improvements.
Styling was cleaned up for the 1965 model year along with an all-new braking system and larger powerplants. 1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, The Sing Ray y became ferocious with the mid-year debut of a big-block V-8, the 425 hp, 396cu in Big Block engine. 1965 also added another 350HP small block engine (Option L79)
For the 1966 Corvette, the big-block V-8 came in two forms of 390 and 425bhp Though it had no more horsepower than the previous high-compression 396, the 427 in³ (7 L), 430 hp packed a lot more torque The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient. Corvettes also received an emblem in the corner of the hood for 1966.
The 1967 model year was the last for the C2, the C3 had been schedualed for 1967 but was delayed with teething troubles. Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance., a single reversing light over the number plate and new wheel covers. . Interior alterations were modest and included revised upholstery, and the handbrake moved from beneath the dash to between the seats. The ultimate Corvette engine for 1967 was coded L88, even wilder than the L89, and was as close to a pure racing engine as Chevy had ever offered in regular production
Thankyou for a massive 56,167,583 views
Shot 07.08.2016 at the 2016 Shugborough Classic Car Show) REF 121-734
Chevrolet Impala (2nd Gen) (1959-60) Engine 283 cid (4635cc) V8
Registration Number 814 UYH (1st registered in the UK 2014 on a London number)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The second generation Impala 1958-60 was radically restyled sharing body shells with lower end Buick's, Oldsmobiles and Pontiac's. with a longer wheelbase. Using a new X-frame chassis, the roof line was three inches lower, bodies were two inches wider, and curb weight increased. Its tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide nonfunctional front air intake scoops were added just above the grille,
The Impala was now a separate series including 4 door Hardtop and Sedans and 2 door Convertible, Coupe and Hardtop The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW). The available V8s were reduced to seven, in 283-cu in or 348-cu in displacements. The carbureted Turbo-Fire 283 cu in V8 could have either 170 or 230 hp (130 or 170 kW). The 348 cu in was available in 250 to 320 hp (190 to 240 kW) with a 350 hp (260 kW) Special Super Turbo-Thrust with triple two-barrel carburetors,
Right-hand drive cars were made in Oshawa, Ontario, Canada, for New Zealand, Australia, and South Africa and assembled locally from CKD or SKD kits. Australian models were assembled by hand on the GMH Holden assembly lines.
Thanks for a stunning 60,353,046 views
Diolch am olygfa anhygoel, 60,353,046 hoblogaeth y Lloegr honno dros y Mynyddoedd
Shot 18.06.2017 at Trentham Gardens Car Show, Trentham, Stoke on Trent REF 128-053
.
Chevrolet Corvette C2 Convertible (1963-67) Engine 427 cu in (6931cc) Big Block V8
Registration Number
GFX 369 D (Dorset)
CHEVROLET ALBUM
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The Corvette (C2) ran between model years 1963-67. Designed by Bill Mitchell and based on the Corvette Super Sport racer, the C2 became known as the Stingray. Available as a Roadster and for the first time a Corvette Coupe.
Introduced in 1963 the C2 (2nd Gen) Corvette brought a new not only had a new design, but also newfound handling prowess. and was lighter than the 1st Generation models so acceleration improved despite unchanged horsepower. In its first year production was divided almost evenly between the convertible and the new coupe - 10,919 and 10,594, respectively - and more than half the convertibles were ordered with the optional lift-off hardtop, though the numbers of the Coupe variant were to fall behind the Roadster in later years. And it was not until 1969 when the Coupe, then with a removable T top outsold the Roadster. All 1963 cars had 327cid engines, which made 250 hp (186 kW) standard, with optional variants that made 300 hp (224 kW), 340 hp (254 kW) and 360 hp (268 kW). The most powerful engine was the Rochester fuel injected 327cid V8, which made 360 hp (272 kW)
The suspension was refined for 1964 along with some cosmetic changes including the Coupes backbone window and the two simulated air intakes were eliminated from the hood, though their indentations remained. Also, the decorative air-exhaust vent on the coupe's rear pillar was made functional, but only on the left side. Drivetrains remained as before apart from the high performance engines which gained some noteable improvements.
Styling was cleaned up for the 1965 model year along with an all-new braking system and larger powerplants. 1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, The Sing Ray y became ferocious with the mid-year debut of a big-block V-8, the 425 hp, 396cu in Big Block engine. 1965 also added another 350HP small block engine (Option L79)
For the 1966 Corvette, the big-block V-8 came in two forms of 390 and 425bhp Though it had no more horsepower than the previous high-compression 396, the 427 in³ (7 L), 430 hp packed a lot more torque The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient. Corvettes also received an emblem in the corner of the hood for 1966.
The 1967 model year was the last for the C2, the C3 had been schedualed for 1967 but was delayed with teething troubles. Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance., a single reversing light over the number plate and new wheel covers. . Interior alterations were modest and included revised upholstery, and the handbrake moved from beneath the dash to between the seats. The ultimate Corvette engine for 1967 was coded L88, even wilder than the L89, and was as close to a pure racing engine as Chevy had ever offered in regular production
Diolch am 80,372,037 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 80,372,037 amazing views, every one is greatly appreciated.
Shot 30.05.2021. at Capesthorne Hall car show, Siddington Cheshire 145-055
The Grade II Listed Liverpool Lime Street railway station, Lime Street, Liverpool, Merseyside.
The original terminus of the 1830 Liverpool and Manchester Railway was located at Crown Street, in Edge Hill, to the east of and outside the city centre. A new station in the city centre was needed. Construction of a purpose-built station at Lime Street in the city centre began in October 1833; the land was purchased from Liverpool Corporation for £9,000 (equivalent to £770,000 in 2015). A twin track tunnel was constructed between Edge Hill and the new station before the station was built in 1832; it was used to transport building materials for the station. The architects were Cunningham and Holme, and John Foster Jr.. The station opened to the public in August 1836. This building was designed with four large gateways, two of which were intentionally nonfunctional. Due to the steep incline uphill from Lime Street to Edge Hill, trains were halted at Edge Hill. Locomotives were removed from the trains and the passenger carriages were taken down by gravity, with the descent controlled by brakemen in a brake van. The return journey was achieved by using a stationary steam engine, located at Edge Hill, to haul the carriages up to Edge Hill by rope. This system, constructed by Mather, Dixon and Company under the direction of John Grantham, ended in 1870.
Within six years of opening, the rapid growth of the railways required expansion of the original station. A plan was formed to erect an iron roof similar to that found at Euston station in London, a ridge roof supported by iron columns. However, Richard Turner and William Fairburn submitted a design for a single curved roof, which won the approval of the station committee.
Meanwhile, in 1845, the L&MR had been absorbed by its principal business partner, the Grand Junction Railway (GJR); the following year the GJR became part of the London and North Western Railway. A group of four columns, adjoining platform 1 and attributed to Edward Woods, date to the 1846-50 rebuild of the station.
In 1867 further expansion was needed and included the present northern arched train shed. Designed by William Baker and Francis Stevenson and with a span of 200 feet (61 m), it was the largest in the world at the time. It was also the first train shed in which iron was used throughout. A second parallel southern train shed was completed in 1879, designed by Stevenson and E.W. Ives; notably, it was of dry construction and each bay took only three days to build.
Upon nationalisation in 1948, the station passed to the London Midland Region of British Railways. Lime Street's present signal box was commissioned on 28 January 1948. The station concourse was redeveloped in 1955. In 1959, preparations began at Lime Street for the first stage of electrification of the West Coast Main Line. On 1 January 1962, electric services between Lime Street and Crewe officially began. On 18 April 1966, the station hosted the launch of its first InterCity service, introducing a 100 mph (160 km/h) service between Liverpool and London. On 11 August 1968, the Fifteen Guinea Special, a return service to Carlisle, was hauled by the Black Five locomotive 45110 from Liverpool to Manchester Victoria and back. The train arrived back at Lime Street at 7:58 pm, marking the end of British Railways' final steam-hauled mainline passenger journey.
Chevrolet Impala (2nd Gen) 4 door Sports Hardtop (1959-60) Engine 283 cu in (4637cc) Turbo Fire V8
Registration Number LTR 204 F (Southampton)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
As part of a GM economy move the 1959 Chevrolet Impala was redesigned to share bodyshells with lower-end Buicks and Oldsmobiles, and Pontiacs. Using a new X-frame chassis the roof line was 3 inches lower, bodies were 2 inches wider, the wheelbase was 1-1/2 inches longer, and curb weight increased. Flattened tailfins protruded outward, rather than upward. The taillights were a large "teardrop" design at each side, and two slim-wide, nonfunctional front air intake scoops were added just above the grille,
he Impala became a separate series, adding a four-door hardtop and four-door sedan to the two-door Sport Coupe and convertible. Sport Coupes featured a shortened roof line and wrap-over back window. The standard engine was an I6, while the base V8 was the carryover 283 cu in (4.6 L), at 185 hp (138 kW). Optional were a 283 cu in with 290 hp (220 kW) and 348 cu in (5.7 L) V8 up to 335 hp (250 kW)
The second series Impala 1959-60 now available in five different body styles two and four door hardtops, a two door convertable, a four door sedan and a two door coupe. 1959 was the only model year that the Impala appeared without the trademark six tail lights instead using large teardrop style lights .
Diolch yn fawr am 66,296,805 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,296,805 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-071
Chevrolet Corvette C2 Roadster (1963-67) Engine 327cu (5358cc) V8
Chassis Number 103663
Registration Number FDS 326 C Peebles-shire)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The Corvette (C2) ran between model years 1963-67. Designed by Bill Mitchell and based on the Corvette Super Sport racer, the C2 became known as the Stingray. Available as a Roadster and for the first time a Corvette Coupe.
Introduced in 1963 the C2 (2nd Gen) Corvette brought a new not only had a new design, but also newfound handling prowess. and was lighter than the 1st Generation models so acceleration improved despite unchanged horsepower. In its first year production was divided almost evenly between the convertible and the new coupe - 10,919 and 10,594, respectively - and more than half the convertibles were ordered with the optional lift-off hardtop, though the numbers of the Coupe variant were to fall behind the Roadster in later years. And it was not until 1969 when the Coupe, then with a removable T top outsold the Roadster. All 1963 cars had 327cid engines, which made 250 hp (186 kW) standard, with optional variants that made 300 hp (224 kW), 340 hp (254 kW) and 360 hp (268 kW). The most powerful engine was the Rochester fuel injected 327cid V8, which made 360 hp (272 kW)
The suspension was refined for 1964 along with some cosmetic changes including the Coupes backbone window and the two simulated air intakes were eliminated from the hood, though their indentations remained. Also, the decorative air-exhaust vent on the coupe's rear pillar was made functional, but only on the left side. Drivetrains remained as before apart from the high performance engines which gained some noteable improvements.
Styling was cleaned up for the 1965 model year along with an all-new braking system and larger powerplants. 1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, The Sing Ray y became ferocious with the mid-year debut of a big-block V-8, the 425 hp, 396cu in Big Block engine. 1965 also added another 350HP small block engine (Option L79)
For the 1966 Corvette, the big-block V-8 came in two forms of 390 and 425bhp Though it had no more horsepower than the previous high-compression 396, the 427 in³ (7 L), 430 hp packed a lot more torque The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient. Corvettes also received an emblem in the corner of the hood for 1966.
The 1967 model year was the last for the C2, the C3 had been schedualed for 1967 but was delayed with teething troubles. Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance., a single reversing light over the number plate and new wheel covers. . Interior alterations were modest and included revised upholstery, and the handbrake moved from beneath the dash to between the seats. The ultimate Corvette engine for 1967 was coded L88, even wilder than the L89, and was as close to a pure racing engine as Chevy had ever offered in regular production
FDS 326 C
Purchased new by Frank Hayashi of Wisconsin on 31/12/1965 from Hult Chevrolet in Madison, Wisconsin, this Stingray remained in the same ownership until 2011when this car was brought to the UK. In 2010 the car enjoyed an all-expenses-spared restoration to NCRS standards considered to be one of the best examples of a Stingray in existence, chassis 103663 was offered for auction sale at the show by auction house Coys, selling for a hammer price of £60,040 (2016)
Thankyou for a massive 57,221,784 views
Shot 28.10.2016 at The Alexandra Palace, London REF 124-055
Peruvian Lily...
The next few macro images that will be posted are all SOOC with Aperture RAW conversion only. No Post Processing at all.. Only my watermark.. View on black and full screen if you have time.. Thanks !!
The pistil , one of the four basic parts of a flower , the central structure around which are arranged the stamens, the petals, and the sepals. The pistil is usually called the female reproductive organ of a flowering plant, although the actual reproductive structures are microscopic. The pistil has a bulbous base (the ovary) containing the ovules, which develop into seeds after fertilization of egg cell(s) in the ovule. A pistil is composed of one or more highly modified leaves (carpels), each containing one or more ovules. A flower may have one or more simple pistils, each a separate organ, or, in higher orders, a compound pistil, formed of several fused carpels. Usually, there is above the ovary a stalk (the style) bearing on its tip the stigma, where the pollen grains land and germinate (see pollination ). The stigma is often sticky or hairy, to retain the pollen. Evolutionary relationships can often be inferred from the location of the ovary in relation to the other parts of the flower. If the stamens, petals, and sepals are attached beneath the ovary, the flower is hypogynous and the ovary is superior; if they are attached above, the ovary is inferior and the flower epigynous; if the ovary is located in a receptacle at the outer edges of which are attached the other flower parts, it is called superior or half-inferior and the flower perigynous. A flower that has one or more pistils but no stamens (or nonfunctional ones) is called pistillate, or female, as distinguished from a staminate, or male, flower, in which the pistil is nonfunctional or absent.
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I made this nonfunctional and somewhat in-jokey calendar for my BFF who just got a promotion. She wanted a calendar for her desk in her tiny cubicle. :3
People with psychosis may have one or more of the following: hallucinations, delusions, catatonia, or a thought disorder, as described below. Impairments in social cognition also occur.
A hallucination is defined as sensory perception in the absence of external stimuli. Hallucinations are different from illusions, or perceptual distortions, which are the misperception of external stimuli. Hallucinations may occur in any of the five senses and take on almost any form, which may include simple sensations (such as lights, colors, tastes, and smells) to experiences such as seeing and interacting with fully formed animals and people, hearing voices, and having complex tactile sensation,
Psychosis may involve delusional beliefs, some of which are paranoid in nature. Put simply, delusions are false beliefs that a person holds on to, without adequate evidence. It may be difficult to change the belief even with evidence to the contrary. Common themes of delusions are persecutory (person believes that others are out to harm him/her), grandiose (person believing that he or she has special powers or skills) etc. Depressed persons may have delusions consistent with their low mood e.g., delusions that they have sinned, or have contracted serious illness etc. Karl Jaspers has classified psychotic delusions into primary and secondary types. Primary delusions are defined as arising suddenly and not being comprehensible in terms of normal mental processes, whereas secondary delusions may be understood as being influenced by the person's background or current situation (e.g., ethnicity; religious, superstitious, or political beliefs).
Catatonia describes a profoundly agitated state in which the experience of reality is generally considered impaired. There are two primary manifestations of catatonic behavior. The classic presentation is a person who does not move or interact with the world in any way while awake. This type of catatonia presents with waxy flexibility. Waxy flexibility is when someone physically moves part of a catatonic person's body and the person stays in the position even if it is bizarre and otherwise nonfunctional (such as moving a person's arm straight up in the air and the arm stays there).
Thought disorder describes an underlying disturbance to conscious thought and is classified largely by its effects on speech and writing. Affected persons show loosening of associations, that is, a disconnection and disorganization of the semantic content of speech and writing. In the severe form speech becomes incomprehensible and it is known as "word salad".
Psychiatric disorder
From a diagnostic standpoint, organic disorders were those believed caused by physical illness affecting the brain (that is, psychiatric disorders secondary to other conditions), while functional disorders were considered disorders of the functioning of the mind in the absence of physical disorders (that is, primary psychological or psychiatric disorders). The materialistic view of the mind–body problem holds that mental disorders arise from physical processes; in this view, the distinction between brain and mind, and therefore between organic and functional disease, is an artificial one. Subtle physical abnormalities have been found in illnesses traditionally considered functional, such as schizophrenia. The DSM-IV-TR avoids the functional/organic distinction, and instead lists traditional psychotic illnesses, psychosis due to general medical conditions, and substance-induced psychosis.
Primary psychiatric causes of psychosis include the following:
schizophrenia and schizophreniform disorder
affective (mood) disorders, including severe depression, and severe depression or mania in bipolar disorder (manic depression). People experiencing a psychotic episode in the context of depression may experience persecutory or self-blaming delusions or hallucinations, while people experiencing a psychotic episode in the context of mania may form grandiose delusions.
schizoaffective disorder, involving symptoms of both schizophrenia and mood disorders
brief psychotic disorder, or acute/transient psychotic disorder
delusional disorder (persistent delusional disorder)
chronic hallucinatory psychosis
Psychotic symptoms may also be seen in
schizotypal disorder
certain personality disorders at times of stress (including paranoid personality disorder, schizoid personality disorder, and borderline personality disorder)
major depressive disorder in its severe form although it is possible and more likely to have severe depression without psychosis
bipolar disorder in severe mania and/or severe depression although it is possible to have severe mania and/or severe depression without psychosis as well, in fact that is more commonly the case
post-traumatic stress disorder
induced delusional disorder
Sometimes in obsessive-compulsive disorder
Stress is known to contribute to and trigger psychotic states. A history of psychologically traumatic events, and the recent experience of a stressful event, can both contribute to the development of psychosis. Short-lived psychosis triggered by stress is known as brief reactive psychosis, and patients may spontaneously recover normal functioning within two weeks. In some rare cases, individuals may remain in a state of full-blown psychosis for many years, or perhaps have attenuated psychotic symptoms (such as low intensity hallucinations) present at most times.
Urbex Benelux -
folly, (from French folie, “foolishness”), also called Eyecatcher, in architecture, a costly, generally nonfunctional building that was erected to enhance a natural landscape.
We adopted this little love bug about a month ago. The end of her tail was bitten off, the other part of her tail is bent, one of her back legs is nonfunctional and swollen and her front leg has a kink in it. She had a rough baby rat life, but now she's the happiest, hoppiest, most lovable little lady in the universe.
In the 1920s, matching sets began to gain popularity. This dress is made in the iconic drop-waist style of the decade. The coat is a style known as a "clutch coat," as the wearer would hold it shut; the buttons are nonfunctional. The ensemble is unified by Fleur-de-lis appliqués.
A matching dress and coat. The dress lis mainly of a ribbed burnt orange cloth and matching chiffon, lined fully with white silk. The unlined coat is of a lightweight, subtly ribbed black silk. Both garments have matching fleur-de-lis appliqués in the opposite color edged with black beads.
A.) The dress is in the boxy, drop-waist style so particular to the 1920s. To embellish the straight silhouette, accordion pleated panels define the hips. The only shaping of the garment are two large knife pleats that do not diminish the straight form. It closes center front with snaps, overlaid with decorative covered buttons. The neckline is a subtle curved V. The sleeves are cut in a subtle bishop style, the bottom 2/3 of which are chiffon. The sleeves end at the wrist with a cuff closing with snaps and decorated with covered buttons.
B.) This "clutch coat" hangs open at center front, fronts bordered neck to hem with black buttons. The coat folds back into labels, lined with contrasting orange cloth. It has a small rectangular stand-up collar. The sleeves are cut widening at the cuff with a large slit at the wrist, decorated with black buttons.
A) OL 37"; B) OL 45 1/2".
ACC# 81.295
See more vintage apparel at flic.kr/s/aHskTjUcgr. Described & mounted by Clare Barnett.
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums).
Luna moth and rosy maple moth are two eye-catching, beautiful moths in the same moth family, Saturniidae (giant silkworm and royal moths); the winged adults of this family do not eat, cannot eat, because their small mouthparts are nonfunctional... the adults therefore survive on the foods they ate as caterpillars
Rosy maple moth, a highlight of our visit to Oconee State Park, and the first time I ever remember seeing this species!
The best of our 848 captures are in a mini-themed album:
• Outing to Oconee State Park, SC – 2021APR13
◦ Moody Spring – 2021APR13 – SC Highway 107
◦ Oconee State Park – 2021APR13 – Mountain Rest, SC
◦ Wigington Overlook – 2021APR13 – SC Highway 413
Hope you enjoy this 34% of 32 "rosy" captures we took today!
Back in the day when portholes were cool!
A traditional Buick styling cue dating to 1940 is a series of three or four "portholes" or vents on the front fender behind the front wheels. The source of this design feature was a custom car of Buick stylist Ned Nickles, which in addition had a flashing light within each hole each synchronized with a specific spark plug simulating the flames from the exhaust stack of a fighter airplane. Combined with the bombsight mascot (introduced in the 1940s), the ventiports put the driver at the controls of an imaginary fighter airplane. The flashing light feature was not used by Buick in production, but the portholes remained as nonfunctional ornamentation.
These were originally called "Ventiports" since the suggestion was made that they did allow air flow out of the engine bay (later just "portholes"). Air enters from the grill into the engine bay and is pressurized by the radiator fan, and exits through the ventiports. Ventiports have appeared sporadically on several models since and are currently featured on three of the four current Buick models.
Lower cost models were equipped with three portholes, while higher cost models came with four. Often, people would denote their cars as "Four-Holers" or "Three-Holers" to assert the car's class. When the number of portholes was standardized across the entire model line, buyers of the higher cost models complained bitterly that they felt shortchanged.
The Grade II Listed Liverpool Lime Street railway station, Lime Street, Liverpool, Merseyside.
The original terminus of the 1830 Liverpool and Manchester Railway was located at Crown Street, in Edge Hill, to the east of and outside the city centre. A new station in the city centre was needed. Construction of a purpose-built station at Lime Street in the city centre began in October 1833; the land was purchased from Liverpool Corporation for £9,000 (equivalent to £770,000 in 2015). A twin track tunnel was constructed between Edge Hill and the new station before the station was built in 1832; it was used to transport building materials for the station. The architects were Cunningham and Holme, and John Foster Jr.. The station opened to the public in August 1836. This building was designed with four large gateways, two of which were intentionally nonfunctional. Due to the steep incline uphill from Lime Street to Edge Hill, trains were halted at Edge Hill. Locomotives were removed from the trains and the passenger carriages were taken down by gravity, with the descent controlled by brakemen in a brake van. The return journey was achieved by using a stationary steam engine, located at Edge Hill, to haul the carriages up to Edge Hill by rope. This system, constructed by Mather, Dixon and Company under the direction of John Grantham, ended in 1870.
Within six years of opening, the rapid growth of the railways required expansion of the original station. A plan was formed to erect an iron roof similar to that found at Euston station in London, a ridge roof supported by iron columns. However, Richard Turner and William Fairburn submitted a design for a single curved roof, which won the approval of the station committee.
Meanwhile, in 1845, the L&MR had been absorbed by its principal business partner, the Grand Junction Railway (GJR); the following year the GJR became part of the London and North Western Railway. A group of four columns, adjoining platform 1 and attributed to Edward Woods, date to the 1846-50 rebuild of the station.
In 1867 further expansion was needed and included the present northern arched train shed. Designed by William Baker and Francis Stevenson and with a span of 200 feet (61 m), it was the largest in the world at the time. It was also the first train shed in which iron was used throughout. A second parallel southern train shed was completed in 1879, designed by Stevenson and E.W. Ives; notably, it was of dry construction and each bay took only three days to build.
Upon nationalisation in 1948, the station passed to the London Midland Region of British Railways. Lime Street's present signal box was commissioned on 28 January 1948. The station concourse was redeveloped in 1955. In 1959, preparations began at Lime Street for the first stage of electrification of the West Coast Main Line. On 1 January 1962, electric services between Lime Street and Crewe officially began. On 18 April 1966, the station hosted the launch of its first InterCity service, introducing a 100 mph (160 km/h) service between Liverpool and London. On 11 August 1968, the Fifteen Guinea Special, a return service to Carlisle, was hauled by the Black Five locomotive 45110 from Liverpool to Manchester Victoria and back. The train arrived back at Lime Street at 7:58 pm, marking the end of British Railways' final steam-hauled mainline passenger journey.
In the 1920s, matching sets began to gain popularity. This dress is made in the iconic drop-waist style of the decade. The coat is a style known as a "clutch coat," as the wearer would hold it shut; the buttons are nonfunctional. The ensemble is unified by Fleur-de-lis appliqués.
A matching dress and coat. The dress lis mainly of a ribbed burnt orange cloth and matching chiffon, lined fully with white silk. The unlined coat is of a lightweight, subtly ribbed black silk. Both garments have matching fleur-de-lis appliqués in the opposite color edged with black beads.
A.) The dress is in the boxy, drop-waist style so particular to the 1920s. To embellish the straight silhouette, accordion pleated panels define the hips. The only shaping of the garment are two large knife pleats that do not diminish the straight form. It closes center front with snaps, overlaid with decorative covered buttons. The neckline is a subtle curved V. The sleeves are cut in a subtle bishop style, the bottom 2/3 of which are chiffon. The sleeves end at the wrist with a cuff closing with snaps and decorated with covered buttons.
B.) This "clutch coat" hangs open at center front, fronts bordered neck to hem with black buttons. The coat folds back into labels, lined with contrasting orange cloth. It has a small rectangular stand-up collar. The sleeves are cut widening at the cuff with a large slit at the wrist, decorated with black buttons.
A) OL 37"; B) OL 45 1/2".
ACC# 81.295
See more vintage apparel at flic.kr/s/aHskTjUcgr. Described & mounted by Clare Barnett.
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums).
Was reluctant to post this photo, but it is a part of life on the bayou. This is a follow-on shot to a photo that I posted about a month ago called Jack will not go hungry. This is another capture of Jack as he swam away from me while hanging on to the catch that he had made earlier. In this scene you can see the wing of the bird on the left and what I believe is the beak of the brown pelican just to the right of Jack’s massive body. I gave him plenty of room. Photo taken at the mouth of Horsepen Bayou. No mistaking that this is Jack…all thirteen feet of him.
I had some issues the Flickr today and finally called it quits and headed to the bayou. I must admit that I got the ol' dreaded Panda one too many times this morning.
________________________________________
I was hoping for some calmer conditions, but it wasn’t to be. I still got a few shots….hopefully. Will try to catch up with my comments over the next couple of days.
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Just a footnote. I know that I am not seeing everyone's post and am sending yet ANOTHER letter to Flickr team. See the letter below.
Dear Flickr team,
I am once again having issues seeing photos from my friends. This is becoming a problem that continues to happen over and over again and I am beginning to get a bit weary. Not much of a sharing platform if the photos that my contacts and I put up are not able to be seen. At some point you have to ask yourself if you REALLY have a viable product or if you need to go back and begin to rethink the product that you are providing. Flickr worked quite well a few months ago before someone started changing it and messing with it and it has become almost nonfunctional at present. I know three of my contacts that are strongly considering not renewing their contracts. I have to wonder myself if I am getting my money’s worth with my subscription.
I know people that are searching for other sites and may be forced to do the same. It’s getting increasingly difficult to justify your charges. Can you fix the problem OR not? If I had done the work for my company this poorly, I would have been shown the door in short order.
JUST SAYING!!!!
Disgruntled again,
Jerome
__________________________________________
Flickr informed me that they have rebuilt my feed, but I just get the feeling that I'm still not seeing everyone's photos. Only time will tell.
A7R03983uls
In the 1920s, matching sets began to gain popularity. This dress is made in the iconic drop-waist style of the decade. The coat is a style known as a "clutch coat," as the wearer would hold it shut; the buttons are nonfunctional. The ensemble is unified by Fleur-de-lis appliqués.
A matching dress and coat. The dress lis mainly of a ribbed burnt orange cloth and matching chiffon, lined fully with white silk. The unlined coat is of a lightweight, subtly ribbed black silk. Both garments have matching fleur-de-lis appliqués in the opposite color edged with black beads.
A.) The dress is in the boxy, drop-waist style so particular to the 1920s. To embellish the straight silhouette, accordion pleated panels define the hips. The only shaping of the garment are two large knife pleats that do not diminish the straight form. It closes center front with snaps, overlaid with decorative covered buttons. The neckline is a subtle curved V. The sleeves are cut in a subtle bishop style, the bottom 2/3 of which are chiffon. The sleeves end at the wrist with a cuff closing with snaps and decorated with covered buttons.
B.) This "clutch coat" hangs open at center front, fronts bordered neck to hem with black buttons. The coat folds back into labels, lined with contrasting orange cloth. It has a small rectangular stand-up collar. The sleeves are cut widening at the cuff with a large slit at the wrist, decorated with black buttons.
A) OL 37"; B) OL 45 1/2".
ACC# 81.295
See more vintage apparel at flic.kr/s/aHskTjUcgr. Described & mounted by Clare Barnett.
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums).
I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
In the 1920s, matching sets began to gain popularity. This dress is made in the iconic drop-waist style of the decade. The coat is a style known as a "clutch coat," as the wearer would hold it shut; the buttons are nonfunctional. The ensemble is unified by Fleur-de-lis appliqués.
A matching dress and coat. The dress lis mainly of a ribbed burnt orange cloth and matching chiffon, lined fully with white silk. The unlined coat is of a lightweight, subtly ribbed black silk. Both garments have matching fleur-de-lis appliqués in the opposite color edged with black beads.
A.) The dress is in the boxy, drop-waist style so particular to the 1920s. To embellish the straight silhouette, accordion pleated panels define the hips. The only shaping of the garment are two large knife pleats that do not diminish the straight form. It closes center front with snaps, overlaid with decorative covered buttons. The neckline is a subtle curved V. The sleeves are cut in a subtle bishop style, the bottom 2/3 of which are chiffon. The sleeves end at the wrist with a cuff closing with snaps and decorated with covered buttons.
B.) This "clutch coat" hangs open at center front, fronts bordered neck to hem with black buttons. The coat folds back into labels, lined with contrasting orange cloth. It has a small rectangular stand-up collar. The sleeves are cut widening at the cuff with a large slit at the wrist, decorated with black buttons.
A) OL 37"; B) OL 45 1/2".
ACC# 81.295
See more vintage apparel at flic.kr/s/aHskTjUcgr. Described & mounted by Clare Barnett.
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums).
Chevrolet Corvette C2 Roadster (1963-67) Engine 396 cu in (6490cc) Big Block V8 425hp
Registration NumberMKH 921 E (Hull)
CHEVROLET SET
www.flickr.com/photos/45676495@N05/sets/72157623638181561...
The Corvette (C2) ran between model years 1963-67. Designed by Bill Mitchell and based on the Corvette Super Sport racer, the C2 became known as the Stingray. Available as a Roadster and for the first time a Corvette Coupe.
Introduced in 1963 the C2 (2nd Gen) Corvette brought a new not only had a new design, but also newfound handling prowess. and was lighter than the 1st Generation models so acceleration improved despite unchanged horsepower. In its first year production was divided almost evenly between the convertible and the new coupe - 10,919 and 10,594, respectively - and more than half the convertibles were ordered with the optional lift-off hardtop, though the numbers of the Coupe variant were to fall behind the Roadster in later years. And it was not until 1969 when the Coupe, then with a removable T top outsold the Roadster. All 1963 cars had 327cid engines, which made 250 hp (186 kW) standard, with optional variants that made 300 hp (224 kW), 340 hp (254 kW) and 360 hp (268 kW). The most powerful engine was the Rochester fuel injected 327cid V8, which made 360 hp (272 kW)
The suspension was refined for 1964 along with some cosmetic changes including the Coupes backbone window and the two simulated air intakes were eliminated from the hood, though their indentations remained. Also, the decorative air-exhaust vent on the coupe's rear pillar was made functional, but only on the left side. Drivetrains remained as before apart from the high performance engines which gained some noteable improvements.
Styling was cleaned up for the 1965 model year along with an all-new braking system and larger powerplants. 1965 styling alterations were subtle, confined to a smoothed-out hood now devoid of scoop indentations, a trio of working vertical exhaust vents in the front fenders that replaced the previous nonfunctional horizontal "speedlines," restyled wheel covers and rocker-panel moldings, The Sing Ray y became ferocious with the mid-year debut of a big-block V-8, the 425 hp, 396cu in Big Block engine. 1965 also added another 350HP small block engine (Option L79)
For the 1966 Corvette, the big-block V-8 came in two forms of 390 and 425bhp Though it had no more horsepower than the previous high-compression 396, the 427 in³ (7 L), 430 hp packed a lot more torque The 1966 model's frontal appearance was mildly altered with an eggcrate grille insert to replace the previous horizontal bars, and the coupe lost its roof-mounted extractor vents, which had proven inefficient. Corvettes also received an emblem in the corner of the hood for 1966.
The 1967 model year was the last for the C2, the C3 had been schedualed for 1967 but was delayed with teething troubles. Changes were again modest: Five smaller front fender vents replaced the three larger ones, and flat-finish rockers sans ribbing conferred a lower, less chunky appearance., a single reversing light over the number plate and new wheel covers. . Interior alterations were modest and included revised upholstery, and the handbrake moved from beneath the dash to between the seats. The ultimate Corvette engine for 1967 was coded L88, even wilder than the L89, and was as close to a pure racing engine as Chevy had ever offered in regular production
Diolch yn fawr am 66,327,848 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel
Thank you 66,327,848 amazing views, enjoy and stay safe
Shot 01.07.2018 at the American Car Show, Tatton Park, Manchester Ref 135-083
View LARGE or ORIGINAL for detail if you have time...
Explored: 3-12-09 Pg 18
14,000 + Views - thank you all!
The pistil , one of the four basic parts of a flower , the central structure around which are arranged the stamens, the petals, and the sepals. The pistil is usually called the female reproductive organ of a flowering plant, although the actual reproductive structures are microscopic. The pistil has a bulbous base (the ovary) containing the ovules, which develop into seeds after fertilization of egg cell(s) in the ovule. A pistil is composed of one or more highly modified leaves (carpels), each containing one or more ovules. A flower may have one or more simple pistils, each a separate organ, or, in higher orders, a compound pistil, formed of several fused carpels. Usually, there is above the ovary a stalk (the style) bearing on its tip the stigma, where the pollen grains land and germinate (see pollination ). The stigma is often sticky or hairy, to retain the pollen. Evolutionary relationships can often be inferred from the location of the ovary in relation to the other parts of the flower. If the stamens, petals, and sepals are attached beneath the ovary, the flower is hypogynous and the ovary is superior; if they are attached above, the ovary is inferior and the flower epigynous; if the ovary is located in a receptacle at the outer edges of which are attached the other flower parts, it is called superior or half-inferior and the flower perigynous. A flower that has one or more pistils but no stamens (or nonfunctional ones) is called pistillate, or female, as distinguished from a staminate, or male, flower, in which the pistil is nonfunctional or absent.
Encyclopedia.com
PERUVIAN LILY [G] Alstroemeria ligtu (pink with brown streaks)
Alstroemeriaceae, Alstroemeria Family (or Amaryllidaceae, Amaryllis Family)
Spirit: Assists meditation on celestial realities, connecting with one's own understanding of higher archangelic realms. Opens the veil between illusory 3D experiences and celestial manifestations beyond; useful for scientists, stargazers, astronomers to restimulate spiritual wonder: the Universe is an expression of divine Grace. Enhances opening to the ecstasy of the moment; opens the mind to incorporate higher realities, cosmic grandeur and spaciousness.
Flower Essences
Jagdish Temple is a large Hindu temple in the middle of Udaipur in Rajasthan. The temple was originally called the temple of Jagannath Rai but is now called Jagdish-ji. The temple is raised on a tall terrace and was completed in 1651. It attaches a double-storey Mandapa (hall) to a double-storey saandhara (with a covered ambulatory) sanctum. The mandapa has another storey tucked within its pyramidal samavarna (bellroof) while the hollow clustered spire over the sanctum contains two more, nonfunctional stories. Lanes taking off from many of the sheharpanah (city wall) converge on the Jagdish Temple. It was built by Maharana Jagat Singh in 1651 & is an example of Māru-Gurjara Architecture.
I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
This Big Boy - nonfunctional - in Denver - The 4014 Big Boy converted from Coal to Oil just made a round trip this past summer around the country - got home to Cheyenne in snow storm for the winter.
Twenty-five Big Boys were built exclusively for Union Pacific Railroad, the first of which was delivered in 1941. The locomotives were 132 feet long and weighed 1.2 million pounds. Because of their great length, the frames of the Big Boys were "hinged," or articulated, to allow them to negotiate curves. They had a 4-8-8-4 wheel arrangement, which meant they had four wheels on the leading set of "pilot" wheels which guided the engine, eight drivers, another set of eight drivers, and four wheels following which supported the rear of the locomotive. The massive engines normally operated between Ogden, Utah, and Cheyenne, Wyo.
There are seven Big Boys on public display in various cities around the country. They can be found in St. Louis, Missouri; Dallas, Texas; Omaha, Nebraska; Denver, Colorado; Scranton, Pennsylvania; Green Bay, Wisconsin; and Cheyenne, Wyoming.
Big Boy No. 4014 was delivered to Union Pacific in December 1941. The locomotive was retired in December 1961, having traveled 1,031,205 miles in its 20 years in service. Union Pacific reacquired No. 4014 from the RailGiants Museum in Pomona, California, in 2013, and relocated it back to Cheyenne to begin a multi-year restoration process. It returned to service in May 2019 to celebrate the 150th Anniversary of the Transcontinental Railroad's Completion.
nonfunctional, which is why i have no zenit set. okay this is a great ebay story though! this thing was described as being in 'perfect working order.' it came to me with (something) rattling around inside. and it doesn't sound like a screw, it sounds… big! one of the knobs (upper deck, left side if you're looking through the finder — iso i believe, but it's not in front of me) was simply not attached. the shutter fires, but it's like… turning the speed knob one way seems to change things, and turning it the other doesn't… and it only fires in half the positions… and it doesn't fire in bulb… i have no idea about the shutter timing, and i never checked the meter out to see if it works. now here's the kicker — i could give the seller the benefit of the doubt and say that it was working when it left them, even though that seems like a crazy enough idea. but let's say that. then we could blame the courier(s) involved, or we could blame the seller again… for sending a camera… across the atlantic… not in a box. it was just wrapped in a bit of bubbles and tape and had an address label slapped on. anyway i got refunded, and i still have the thing lying around for some reason, so i thought i'd shoot it. with my industar mounted.
Flummoxed by technology and a tuxedo kitten.
My television has ceased functioning as it should, leaving me without an entertainment option. Both the tv and the cable box are seen here having power but they’re not communicating with each other. They worked fine before BB tried climbing the shelves…. sigh
Update (Wednesday) - I’ve tried every suggestion on YouTube, hand tightened all the cords, and did my version of lady-like cursing, all to no avail. So I guess in the morning I’ll bite the bullet and buy a new set and hope….
I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
Chuck E. Cheese's #3198 (9,191 square feet)
1528 Sams Circle, Kohl's Crossing, Chesapeake, VA
Opened in December 1996
The animatronic set-up is the same as the VA Beach location, minus the nonfunctional curtains. However, if you read what I wrote in that linked photo you'll see where I mentioned how the characters still moved around a little when they weren't "performing" at that location. That was not the case here! Instead, they seemed to go into some sort of sleep-mode, complete with shut eyes. I assume this is what they used to do back when they were covered by curtains (why the hell did they stop using them anyways?), but it's weird for them to do it when exposed like this! It was disappointing that the band stayed inactive during the entirety of my short visit. (By the way, I love that the bass drum skin is still a drawing of the old rat Chuck E.!)
Also, I feel like the characters here look different than the ones at VA Beach, though I can't figure out why. It must be really subtle (thinner eyelashes maybe?). I think the ones here were probably newly manufactured for the 1996 opening, whereas the ones at VA Beach came from a much older 80s Pizza Time Theatre store (since that location started out as a Showbiz and had its' own characters removed). I prefer the VA Beach location, for what it's worth, but really any CEC that’s still hanging onto these relics is fine by me. One location up north in Woodbridge got remodeled last year and removed their band in favor of a dance floor for the costumed Chuck E., and that'll probably be a common occurrence in the next few years.
Prada Marfa is a permanently installed sculpture by artists Elmgreen and Dragset, situated 2.3 km (1.4 miles) northwest of Valentine, Texas, just off U.S. Route 90, and about 60 km (37 miles) northwest of the city of Marfa.[1] The installation was inaugurated on October 1, 2005. The artists called the work a "pop architectural land art project."[2] The sculpture, realized with the assistance of American architects Ronald Rael and Virginia San Fratello[3], cost US$80,000 and was intended to never be repaired, so it might slowly degrade back into the natural landscape.[4] This plan was deviated from when, three days after the sculpture was completed, vandals graffitied the exterior, and broke into the building stealing handbags and shoes.[4]
[edit] Sculpture
Designed to resemble a Prada store, the building is made of "adobe bricks, plaster, paint, glass pane, aluminum frame, MDF, and carpet."[2] The installation's door is nonfunctional. On the front of the structure there are two large windows displaying actual Prada wares, shoes and handbags, picked out and provided by Miuccia Prada herself from the fall/winter 2005 collection; Prada allowed Elmgreen and Dragset to use the Prada trademark for this work.[1] Prada had already collaborated with Elmgreen and Dragset in 2001 when the artists attached signage to the Tanya Bonakdar Gallery in New York City with the (false) message "Opening soon - PRADA". Prada Marfa is located relatively close to Donald Judd's Chinati Foundation. The minimalism of Prada's usual displays that are mimicked in this work play off the minimalism that Judd is known for as an artist. The sculpture was financed by the Art Production Fund (APF) and Ballroom Marfa, a center of contemporary art and culture.
Along a ledge that runs around the base of the building, hundreds of people have left business cards, weighed down by small rocks.[5]
[edit] Vandalism
A few days after Prada Marfa was officially revealed, the installation was vandalized. The building was broken into and all of its contents (six handbags and 14 right footed shoes) were stolen, and the word "Dumb" and the phrase "Dum Dum" were spray painted on the sides of the structure.[4] The sculpture was quickly repaired, repainted, and restocked. The new Prada purses do not have bottoms and instead hide parts of a security system that alerts authorities if the bags are moved.
I´m happy to present you my newest model, a not exact copy of the ferries on lake Balaton in Hungary. You can find the video here and some more pictures in my Photostream! Hope you like it!
As I was a small kid we often spent our summer near Balaton. If someone is younger than 6 and lives normally in a small village, it is really impressive to see cars which drive onto a ship and after that they come down on the other side. That´s why it was always a highlight for me to visit and sometimes travel by this ferry. Still nowadays if I´m there I wait the ferry once coming and going away. It´s still the same ferry as 25 years ago, I still find it really cool and it brings back the old memories.
It took 9 months from the idea to the final MOC. The building process included some really cool challenges and was one of the most exciting developing projects in my entire MOC-life. The idea was to build a remote controlled ferry which can swim and drive on real water, can catch the coast reliably and my older tiny RC models (Milka truck and Flixbus) have to be able to drive up and down. The last requirement was to make it possible to show the whole setup on exhibitions.
At first I searched on the internet for the biggest one-piece plastic box and ordered one of them. It was difficult because most of the big boxes has small bottom wholes to let water out. I needed exactly the opposite of it. Keeping water in the box. The measures of the box decided the measures of the model.
On the beginning I tried to experiment with some LEGO boat hulls. The facts that these hulls are not completely closed and the ship is without vehicles already very heavy brought me to the solution to use empty bottles. They are the most reliable things to keep air in and protect the electric parts, like Sbrick from the water. Of course you can say I could put everything to a higher position, not integrated into the deck. But no, if everything would be in the building, everything would be on one side and the ferry would be completely unbalanced. On this side everything would be under water. What I could do was to integrate the motors on the other side into the deck. It was also not enough. I needed counterweights. At first some LEGO keels, but they were not heavy enough (they contain air, too :/). So at the end I used simply some pieces of steel.
The real ferry has Voith Schneider propellers. We know that it´s possible to recreate it with LEGO bricks, but not at this small size. And he depth of the box is only 15 cm. That level of reality was also not the goal of the project. The draught of the loaded ferry had to be less than 15 cm, so I decided to use 4 propellers. Of course the available propellers of LEGO are like disasters, if we examine their functionality. If they are not, they are too big. So I built my own version out of Technic pieces. The propulsion uses two channels of the Sbrick, one for each side. You can turn with the ferry that way. I thought you don’t need this feature in this thin box, which is only 10 cm wider, than the ferry. But I was not right. You really need to do turning maneuvers to keep the ferry parallel with the walls. And yes, I hope I will have the chance to drive the ferry in a bigger pool in the future!
Next challenge was to catch the coast stable enough for the buses and trucks. Maybe I said earlier that the ferry is everything else than horizontal. The counterweights are good, but not good enough. The proportion of the weights of the vehicles and the real ferry are also different than at the LEGO word. So the LEGO ferry has extremely strong reactions, if the vehicles come. The real ferry has also water tanks to balance itself. The LEGO ferry doesn´t have such a help. So I decided to build the ramp so that it can take part in bringing the ferry into a better position at least near the coast. There is a hook on the ramp (see in the video). It catches the panels of the coast and don´t let the ferry go away. After that it goes down a bit more and forces the whole ferry to raise itself a bit. The coast is horizontal, so this force brings the ferry also closer to the right horizontal position. That is nice, but as the vehicles arrive, it changes. That´s why I had to develop a correct order, position and driving path for the vehicles, too. These small vehicles are not off-roaders. If you can´t follow the instructions, the vehicles stuck on the ramp. But if you do everything well, it works smooth!
The most difficult one of the nonfunctional problems was to create the meeting of the deck and the curved walls without gaps. I used for it 1x2x2 panels. The deck goes actually into the wall (under the top of the panels). But the upper end of these panels is not equal high with a whole number of plates, so I had to sink the wall on the sides with a half plate. I did it by using different wholes on the Technic frame, as for the deck. 1 Technic whole is 2,5 plates, so using neighboring wholes gives us the 0,5 plate difference.
The ferry had its first appearance on Bricks4Family 2021. It worked surprisingly well during the weekend. After the box was completely horizontal and the exact level of the water was also found.
By catching the coast the visitors often thought, it´s enough to turn off the propellers and open the ramp. What they (and I on the beginning) didn´t realise was the fact that if the ferry drives, the water goes in the other direction under it. If the propellers stop, the water brings the ferry slowly back. One method is the perfect timing with opening the ramp. Other method is to keep the propellers on and opening the ramp at the same time.
After Bricks4Family I made a few very small changes on the ferry, so on the second exhibition (Ilmbricks 2021) worked everything even better. I put for example a door on the side, so it was possible to switch on and off the battery box, without removing the captain´s deck, the life boat and the whole roof. The deck has also 4 invisible, but removable panels. If they are removed, I can hold the ferry by holding the really strong Technic frame. Now there are small Technic bricks in them. It became much easier to remove the panels with the help of a small bar or an axle.
If you really read all of these, a huge thank you for it! Hope you liked the ferry!
PS.: The next exhibition where I plan to show the ferry is Bricks am Meer 2022 in Bad Zwischenahn, Germany. Hope we can meet there!
hand stitched sailor-style dress with full circle skirt and nonfunctional front tie, made from heather ross fabric. closes via front buttons and hidden snaps.
Jagdish Temple is a large Hindu temple in the middle of Udaipur in Rajasthan. A big tourist attraction, the temple was originally called the temple of Jagannath Rai but is now called Jagdish-ji. It is a major monument in Udaipur.
OVERVIEW
The Jagdish Temple is raised on a tall terrace and was completed in 1651. It attaches a double-storey Mandapa (hall) to a double-storey saandhara (with a covered ambulatory) sanctum. The mandapa has another storey tucked within its pyramidal samavarna (bellroof) while the hollow clustered spire over the sanctum contains two more, nonfunctional stories. To reach the main shrine, one must climb 32 marble steps, intercepted by a Brass image of Garuda in the end, being the mount (vahana) of God Vishnu. Shri Jagdish Temple is the most beautiful example of Hindu Iconography, consisting of three stories of hand carved stone, with a steeple nearly 79 feet high and is the largest temple of Udaipur.
Lanes taking off from many of the sheharpanah (city wall) converge on the Jagdish Temple. It was built by Maharana Jagat Singh in 1651. Jagdish Temple is a splendid example of either Māha Māru or the Māru-Gurjara architecture, decorated by beautiful and ornate carvings. A short walk from the city palace will bring you to this temple. The temple sanctum has an idol of the deity Lord Jagannath, in local parlance of God Vishnu or God Krishna, carved out of a single black stone, resplendent with four arms, flowers and finery. Four smaller shrines, dedicated to Lord Ganesha, Surya, Goddess Shakti and Lord Shiva form a circle around the main shrine, housing the idol of Lord Vishnu. It is said that an estimated RS 1.5 million (or 1,500,000) ($22023. 21) was spent to construct the building in 1651.
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Udaipur is a city, a municipal corporation and the administrative headquarters of the Udaipur district in the state of Rajasthan in western India. It is located 403 kilometres southwest of the state capital, Jaipur and 250 km northeast from Ahmedabad. Udaipur is the historic capital of the kingdom of Mewar in the former Rajputana Agency. The Sisodia clan of Rajputs ruled the Mewar and its capital was shifted from Chittorgarh to Udaipur after founding city of Udaipur by Maharana Uday Singh. The Mewar province became part of Rajasthan after India became independent.
Udaipur is a very popular tourist destination. Apart from its history, culture, and scenic locations, it is also known for its Rajput-era palaces. The Lake Palace, for instance, covers an entire island in the Pichola Lake. Many of the palaces have been converted into luxury hotels. It is often called the "Venice of the East", and is also nicknamed the "Lake City" or "City of Lakes". Lake Pichola, Fateh Sagar Lake, Udai Sagar and Swaroop Sagar in this city are considered some of the most beautiful lakes in the state.
HISTORY
Udaipur was founded in 1559 by Maharana Udai Singh II as the final capital of the erstwhile Mewar kingdom, located in the fertile circular valley-"Girwa" to the southwest of Nagda, on the Banas River, the first capital of the Mewar kingdom. This area already had a thriving trading town of "Ayad" which had served as capital of Mewar for over 200 years and 17 rulers of Mewar had ruled from Ayad town of Girwa Valley (~10-12th centuries, Ruler #18-34), still earlier (4+1) Rawals ruled from Nagda; so the “Girwa” (& adjoining) valley was already well-known to Chittaud rulers who moved to it whenever the vulnerable tableland (Mesa)Chittaudgadh was threatened with enemy attacks. Maharana Udai Singh II, in the wake of 16th century emergence of artillery warfare decided to move his capital to a more secure location, importance of which he had realized during his exile at Kumbhalgadh. Ayad was flood-prone, hence he chose the ridge east of Pichola Lake to start his new capital city, where he came upon a hermit while hunting in the foothills of the Aravalli Range. The hermit blessed the king and asked him to build a palace on the spot, assuring him it would be well protected. Udai Singh II consequently established a residence on the site. In November 1567, the Mughal emperor Akbar attacked & laid siege of the venerated fort of Chittor, which was reduced to one of the 84 forts of Mewar.
As the Mughal empire weakened, the Sisodia ranas, and later maharanas (also called the Guhilots or Suryavansh), who had always tried to oppose Mughal dominance, reasserted their independence and recaptured most of Mewar except for Chittor. Udaipur remained the capital of the state, which became a princely state of British India in 1818. Being a mountainous region and unsuitable for heavily armoured Mughal horses, Udaipur remained safe from Mughal influence in spite of much pressure. The rajvansh of Udaipur was one of the oldest dynasties of the world. Maharana Mahendra Singh Mewar (the Royal Family of Udaipur),is the current symbolic ruler of the city.
GEOGRAPHY & CLIMATE
Udaipur is located at 24.525049°N 73.677116°E. It has an average elevation of 598.00 m. It is located in the southern region of Rajasthan and is close to Gujarat. It has five major lakes, which are under restoration with funds provided by the National Lake Conservation Plan (NLCP) of the Government of India:
Fateh Sagar Lake
Rangsagar Lake
Pichola Lake
Swaroopsagar Lake
Dudh Talai Lake
Udaisagar Lake
Udaipur's autumn / winter climate is the most appealing time to pay her a visit. Tourists arrive in numbers, anytime between mid-September to late March or early April. Even in January, the coldest month, the days are bright, sunny and warm with maximum temperature around 28.3 °C. Mornings, evenings and nights are cold with minimum temperature around 11.6 °C especially if there is a slight breeze in the air.
CITY PALACE
Standing on the east bank of Lake Pichola is a massive series of palaces built at different times from 1559. The balconies of the palace provide panoramic views of the "Jag Niwas" (the Lake Palace Hotel). They also have views of Jag Mandir on one side and the city of Udaipur on the other. Its main entrance is through the triple-arched gate - the Tripolia, built in 1725. The way now leads to a series of courtyards, overlapping parations, terraces, corridors and gardens. There is a Suraj Gokhda, where the maharanas of Mewar presented themselves in the times of trouble to the people to restore confidence. The Mor-chowk (Peacock courtyard), gets its name from the mosaics in glass decorating its walls. The chini chitrashala is noteworthy while a series of wall paintings of Krishna are on display in Bhim Vilas. There are numerous other palaces such as Dilkhush mahal, Sheesh mahal, Moti mahal and Krishna vilas - in memory of a princess of striking beauty who poisoned herself to avert a bloody battle for her hand by rival princes. Now the palace contains many antique articles, paintings, decorative furniture and utensils and attracts thousands of visitors every day. Celebration mall (Highest rated mall of Rajasthan) that is India's first and only Heritage mall, is now serving as a tourist attraction destination.
The former guesthouse of the city palace, Shiv Niwas Palace and the Fateh Prakash Palace have been converted into heritage hotels.
LAKE PALACE
The Lake Palace was built in 1743-1746. It is made of marble and is situated on Jag Niwas island in Lake Pichola. It was originally built as a royal summer palace, but is now a luxury 5 Star hotel, operating under the "Taj Hotels Resorts and Palaces" banner.
JAG MANDIR
Jag Mandir is another island in Lake Pichola which is known for its garden courtyard. Shah Jahan took refuge here while revolting against his father. There is a restaurant run by the HRH group of hotels.
MONSOON PALACE
Monsoon Palace also known as Sajjan Garh Palace The summer resort of the Maharajas is atop the hill overlooking all of the lakes. This palace had a way to collect rain water for consumption all year around.
Jagdish Temple
The Jagdish Temple is a large Hindu temple in the middle of Udaipur. It was built by Maharana Jagat Singh Ist in 1651 A.D. It is an example of Indo - Aryan architecture. This temple is a great example of architecture and art. The area is the main tourist place in the city. You can also find some special kind of things like rajasthani dress, paintings etc.
FATEH SAGAR LAKE
Fateh Sagar Lake is situated in the north of Lake Picholas. It was originally built by Maharana Jai Singh in the year 1678 AD, but later on reconstructed and extended by Maharana Fateh Singh after much destruction was caused by heavy rains. In 1993-1994, the water vanished from the lake, but in 2005-2006, the lake regained its water.
LAKE PICHOLA
Lake Pichola has two islands, Jag Niwas and the Jag Mandir. This lake is 4 km long and 3 km wide, originally built by Maharana Udai Singh II. There are many ghats, like the bathing and washing ghats, which can be approached through boats from the City Palace of Udaipur (Bansi Ghat). In the heart of the lake the Lake Palace stands, which is now converted into a heritage palace hotel. The lake remains fairly shallow even during heavy rains, and gets dry easily in times of severe drought.
SAHELION KI BARI
Sahelion ki Bari was laid for a group of forty-eight young women attendants who accompanied a princess to Udaipur as part of her dowry. The gardens set below the embankment of the Fatah Sagar Lake have lotus pools, marble pavilions and elephant-shaped fountains. These fountains are fed by the water of the lake gushing through ducts made for the purpose.
UDAIPUR IN POPULAR CULTURE
Udaipur is mentioned under the spelling Oodeypore in Rudyard Kipling's The Jungle Book as the birthplace of Bagheera, the fictional panther in the king's Menagerie.
Because of its picturesque and scenic locations, Udaipur has been the shooting location for many Hollywood and Bollywood movies. Indian sections of the James Bond film Octopussy were filmed in the city,[10] the Lake Palace, and the Monsoon Palace. The nearby desert was the backdrop of the remarkable rescue of Octopussy (Maud Adams) by Bond (Roger Moore). Some scenes from the British television series The Jewel in the Crown were filmed in Udaipur. The Disney channel film, The Cheetah Girls One World, was shot in Udaipur in January 2008. Additional non-Indian movies/TV serials filmed in Udaipur include: Darjeeling Limited, Opening Night, Heat and Dust, Indische Ring, Inside Octopussy, James Bond in India, Gandhi, and The Fall.
Some of the Bollywood movies shot here are Guide, Mera Saaya, Phool Bane Angaray, Kachche Dhaage, Mera Gaon Mera Desh, Jalmahal, Yaadein, Return of the thief of the bagdad, Eklavya: The Royal Guard, Dhamaal, Jis Desh Mei Ganga Rehta Hai, Chalo Ishq Ladaaye, Fiza, Gaddaar, Hum Hain Rahi Pyar Ke, Khuda Gawah, Kundan, Nandini, Saajan Ka Ghar,Yeh Jawaani Hai Deewani,Ramleela, In addition, many Bollywood films' songs were filmed in Udaipur. Udaipur is also the setting of Star Plus's hit serial Yeh Rishta Kya Kehlata Hai. TV serials Swayamber of Rakhi Sawant and Swayambar of Rahul Mahajan on NDTV Imagine also filmed here at Hotel Fatehgarh. A hit historical show by Contiloe Telefilms named "Maharana Pratap" on Sony is shooting in that place. The pop Star Shakira performed in a party on 15 November 2011 of real estate tycoon owner of DLF Kush Pal Singh.The Party was held in Jag Mandir Palace.
WIKIPEDIA
In the 1920s, matching sets began to gain popularity. This dress is made in the iconic drop-waist style of the decade. The coat is a style known as a "clutch coat," as the wearer would hold it shut; the buttons are nonfunctional. The ensemble is unified by Fleur-de-lis appliqués.
A matching dress and coat. The dress lis mainly of a ribbed burnt orange cloth and matching chiffon, lined fully with white silk. The unlined coat is of a lightweight, subtly ribbed black silk. Both garments have matching fleur-de-lis appliqués in the opposite color edged with black beads.
A.) The dress is in the boxy, drop-waist style so particular to the 1920s. To embellish the straight silhouette, accordion pleated panels define the hips. The only shaping of the garment are two large knife pleats that do not diminish the straight form. It closes center front with snaps, overlaid with decorative covered buttons. The neckline is a subtle curved V. The sleeves are cut in a subtle bishop style, the bottom 2/3 of which are chiffon. The sleeves end at the wrist with a cuff closing with snaps and decorated with covered buttons.
B.) This "clutch coat" hangs open at center front, fronts bordered neck to hem with black buttons. The coat folds back into labels, lined with contrasting orange cloth. It has a small rectangular stand-up collar. The sleeves are cut widening at the cuff with a large slit at the wrist, decorated with black buttons.
A) OL 37"; B) OL 45 1/2".
ACC# 81.295
See more vintage apparel at flic.kr/s/aHskTjUcgr. Described & mounted by Clare Barnett.
(Photo credit - Bob Gundersen www.flickr.com/photos/bobphoto51/albums).