Interesting places in Cascais:

Gandarinha		Baía de Cascais
Quinta da Gandarinha		Praia da Rainha - Queen Beach
Hotel Pergola House B&B		Hotel Albatroz
Hotel Albergaria Valbom		Hotel Estalagem Villa Albatroz
Hotel Residencial Solar Dom Carlos		Saboia Estoril Hotel
Hotel Cidadela		Hotel Baia
Hotel Cascais Miragem		Hotel Grande Real Villa Itália
Hotel da Vila		Farol Design Hotel
Hotel Vila Galé Cascais		Museu do Mar
Mouth of Hell (Boca do Inferno)		Casa das Histórias Paula Rego
Train Station/Estação de Comboios de Cascais		Praia da Conceição/Palm Beach
Marina de Cascais		Hotel Baía
Discoteca Coconuts

Cascais (pron. IPA: ) is a town on the Atlantic Ocean about 30 kilometres west of Lisbon, Portugal. It is a cosmopolitan suburb of the Portuguese capital and one of the richest municipalities in Portugal. The former fishing village gained fame as a resort for Portugal's royal family in the late 1800s and early 1900s. Nowadays it is a popular vacation spot for both Portuguese and foreign tourists. The most expensive aerodrome in Europe.

Cascais is the dormitory of the Lisbon international working community and the "younger set" who enjoy the diverse and sophisticated the nightlife.

One of the most outstanding palaces is the Palácio de Conde de Castro Guimarães that is open to the public and exhibits its own grand private collection that includes over 25,000 books and such rarities as an illustrated book by Duarte Galvão(1455-1517).

Also, most of the pre-historic finds from the Grutas de Alapraia are stored here.

These were a series of underground caves only discovered in the late 19th Century.

The Grutus do Poço Velho are located in the centre of the town and date back to the Neolithic period.

On a much more modest scale is the Museu do Mar that depicts the story of Cascais and its fishing history.

Just outside the town is the famous Boca do Inferno in which the sea on rougher days hammers into the rock and creates a booming noise and a spectacular spray thus creating its name which in English means "mouth of hell".

Today, Cascais now boasts a smart new Marina with lovely yachts adding a further attraction to the town.

The Parque Palmela is an attractive park created by the Duques de Palmela and now maintained by the Town Hall and in which open-air concerts are often held.

Within easy reach of Cascais is the famous beach at Guincho with its high waves that attract windsurfers from all around the world as having some of the best rollers in Europe.

The next town to the east of Cascais is the resort town of Estoril with its popular Casino.

To the north and within easy reach is the romantic and fascinating town of Sintra and which was made famous too foreigners after a glowing account of its splendours recorded by Lord Byron.

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Hot Dog Van (Citoen Type H)
Made by pedrosimoes7
Le Citroën Type HY C'est Pierre Franchiset le père du Type H, il travaillait chez Citroën à la conception et à la mise au point des carrosseries, c'est lui qui a pensé le H, qui a suivi sa conception jusqu'à la commercialisation. Il a reçu le projet, il a déterminé l'ensemble du véhicule, il a réalisé le premier prototype. Pendant la grande guerre les études du H ont été lancées en cachette des occupants qui avaient interdit d'étudier de nouveaux modèles, les conditions de travail n'étaient pas des meilleures, il n'y avait pas d'essence, pas de matières premières. Une fois la guerre finie le H a été terminé très rapidement. Il était entièrement réalisé en tôle ondulée, Franchiset avait pris de la tôle de 5/10e et pour la rigidifier l'avait emboutie nervurée, un principe utilisé dans l'aviation bien avant le H. Au point de vue solidité il était exceptionnel ! Il y avait des charnières Yoder partout, volets de coté, volets de roue de secours, réservoir, portes, capot moteur intérieur, capot avant, etc. Il s'agit de charnières réalisées par pliage des tôles, on le trouve aussi sur la Traction et plus tard sur la 2CV. Il n'y a pas eu beaucoup de prototypes comme pour la Deux Chevaux, seulement deux. Il n'y a pas eu de maquettes réduites non plus, on est parti directement sur le premier prototype. Ce premier prototype avait à l'origine une porte latérale pivotante, porte qui encombrait le trottoir à l'ouverture et n'était pas pratique quand on voulait descendre. Le second prototype avait une porte coulissante, ce n'était pas difficile de modifier le véhicule car il n'avait que des lignes droites... Sur les prototypes on avait mis une couche de peinture pour qu'ils ne rouillent pas, c'était du gris métal. Il y avait certainement des stocks de cette peinture car en ce temps-là on sortait des Tractions gris métal ; le Type H est donc né comme ça, gris. Il est né gris et il est mort gris. Pour le concevoir à une telle vitesse il était évident que plusieurs ensembles (mécanique, essieu de la Traction 15 élargi, tableau de bord, poignées de portes, etc.) soient empruntés à la Traction Avant. Même la petite 2CV, elle aussi gris métal, prêta quelque chose (sièges, phares, etc.). Ils ont en commun la même solidité, la simplicité, la génialité. Le Type H, au contraire de son prédécesseur TUB qui avait un châssis et une coque, est monocoque et, bien évidemment, traction avant. Toute pièce est étudiée afin d'obtenir le maximum au moindre coût : le pare-brise était en deux moitiés (si une partie était abîmée, on ne devait pas remplacer la totalité), de la toile remplaçait les panneaux de porte, la lunette arrière était de dimension très réduite, .... même sur le nom Citroën avait fait des économies, il arrivait huitième d'une série d'études et c'est pourquoi on l'appela H, la huitième lettre de l'alphabet, sans chercher plus loin. On dit que le H était prêt pour le Salon de 1946 mais Pierre Boulanger (à l'époque directeur de Citroën) refusait de l'exposer car il ne voulait pas faire comme certains et séduire la clientèle avec un modèle qu'il ne pouvait pas encore fabriquer. En 1947 Citroën présenta le Type H, 11CV, 1200 Kg de charge utile. La bombe H du Quai de Javel explosa au Salon de l'Automobile de Paris en octobre 1947, dans un climat de pauvreté et d'ingéniosité. Tout est recyclé, les voitures d'occasion (véhicules militaires américaines et quelques berlines) sont rares et coûteuses, exploitées jusqu'à la dernière tôle restante, et ensuite retapées. Les utilitaires sont rares et souvent les voitures sont transformées en camionnette. Même si certains artisans réalisent de petites merveilles, la plupart de ces véhicules sont bricolés. Le Type H entre en commercialisation le 1er juin 1948. La presse l'ignore et annonce seulement sa comparse, le 34e Tour de France, premier de l'après-guerre passionne bien plus les foules. Mais le bon gros Tube, comme on le surnomme à cause de son prédécesseur, n'a pas de rivaux et il a même les rétroviseurs de série ! Il démarre dans la vie sans rien demander à personne, sans publicité autre que le bouche à oreille. Les années défilent et le Type H est toujours là, qui le possède déjà en fait de la publicité aux potentiels clients et qui ne le possède plus en achète un neuf ! Citroën ne s'en occupe pas beaucoup, un minimum de publicité, quelques mises à jour par-ci et par-là et le client est rapidement convaincu. Paysans, éleveurs, corbillards, marchands, boulangers, jardiniers, menuisiers, brocanteurs, fleuristes, bouchers, tout le monde en a eu au moins un dans la vie, il a travaillé pour La Poste, pour la Gendarmerie, pour les hôpitaux, les administrations, il a servi les acteurs, les vacanciers, les voleurs... Chez Citroën on dit : à chacun son H , toujours le même et toujours si différent. Il y a eu deux motorisations essence (1600cm3 9CV et 1900cm3 11CV) et trois Diesel (Perkins 1621cm3 7CV, Indenor 1816cm3 7CV et Indenor 1946cm3 8CV). Des versions plateau nu étaient aussi disponibles pour les carrossiers (il est impossible de recenser les carrossiers qui pendant toute la longue vie du H l'ont offert au public à toutes les sauces). En fonction de la charge et de sa carrosserie l'appellation commerciale changeait, H, HY, HZ, HX, HW. Il y a eu aussi des équipements spécifiques pour véhicules de secours urgent et pour véhicules de réanimation et de chirurgie avec suspension arrière hydropneumatique. 14 était le nombre de coloris offerts par Citroën dont une partie réservée aux administrations. Le gris reste la couleur la plus fréquente mais on pouvait le choisir blanc, rouge ou bleu. 300 était le nombre d'ouvriers nécessaires pour produire un exemplaire complet, que ce soit en France, en Hollande, en Belgique ou au Portugal. Une trentaine d'années plus tard un jeune à la peau lisse (le C35) lui à piqué la place mais pas sa célébrité légendaire, sa personnalité, son caractère. L'histoire finit le 14 décembre 1981, à Aulnay. Le dernier porte le numéro de série 473289 et il est gris. Près d'un demi-million de H ont été construit en 34 ans, un record ! Mais à dire vrai, l'histoire n'est pas terminée le 14 décembre 1981, le Type H est dur à mourir, physiquement et aussi dans les souvenirs de ceux qui l'ont eu et apprécié. Il roule toujours peinard avec ses publicités sur les cotés, avec son vêtement de travail gris ou les plus chanceux sont devenus des camping-cars.


Paula Rego's Museum
Made by pedrosimoes7
Cascais, Portugal PAULA REGO Paula Rego started painting at the age of four. She was sent to Saint Julian's School, Carcavelos, Portugal before studying at the Slade School of Art where she met the artist Victor Willing, whom she eventually married. Career Her work often gives a sinister edge to storybook imagery, emphasizing malicious domination or the subversion of natural order. She deals with social realities that are polemic, an example being her important Triptych (1998) on the subject of abortion, now in the collection of Abbot Hall Art Gallery in Kendal. Rego's style is often compared to cartoon illustration. As in cartoons, animals are often depicted in human roles and situations. Her later work adopts a more realistic style, but sometimes keeps the animal references — the Dog Woman series of the 1990s, for example, is a set of pastel pictures depicting women in a variety of dog-like poses (on all fours, baying at the moon, and so on). [2] Clothes play an important role in Rego's work, as pieces of her visual story-telling. Many of the clothes worn by models and mannequins in her work are representative of the frocks she wore as a child in Portugal. Rego's thoughts on how the clothes show character are as follows: “‘clothes enclose the body and tighten it and give you a feeling of wholeness. You are contained inside your clothes. So I put them in the pictures’.[1]” In 1989, Rego was shortlisted for the Turner Prize and in June 2005 was awarded the Degree of Doctor of Letters honoris causa by Oxford University. Rego has also painted a portrait of Germaine Greer, which is in the National Portrait Gallery in London, as well as the official presidency portrait of Jorge Sampaio. Rego only ever painted one self-portrait which included her grand daughter, Grace Smart, that sold for some £300,000. [Personal Life Rego and her husband, Willing, divided their time between Portugal and England until 1975, when they moved to England permanently. In 1988, Willing died after suffering for some years from multiple sclerosis. Rego is the mother-in-law to Ron Mueck, whose career she has significantly influenced. SOUTO MOURA Eduardo Elísio Machado Souto de Moura (Porto, 25 de Julho de 1952 ) é um arquitecto português. Trabalhou com Álvaro Siza Vieira, mas cedo criou o seu próprio espaço de trabalho. Souto Moura, influenciado pela horizontalidade das linhas condutoras de Mies van der Rohe, tem nas casas o seu grande espólio de obras. É um dos expoentes máximos da chamada Escola do Porto. Formado pela Escola Superior de Belas Artes do Porto, Eduardo Souto de Moura iniciou a sua carreira colaborando no atelier de Álvaro Siza Vieira. Em 1981, recém-formado, surpreendeu a comunidade dos arquitectos vencendo o concurso para o importante projecto do Centro Cultural da Secretaria de Estado da Cultura no Porto (1981-1991) que o viria a lançar, dentro e fora de Portugal, como um dos mais importantes arquitectos da nova geração. O seu reconhecimento internacional viria a reforçar-se com a conquista do primeiro lugar no concurso para o projecto de um hotel na zona histórica de Salzburgo, na Áustria, em 1987. A partir da Casa em Cascais, realizada em 2002, começou a afastar-se da linguagem miesziana que o definiu numa primeira fase da sua obra, começando a redesenhar a forma de construir e criar arquitectura através da complexidade e dinamismo de formas, mas sempre com o cuidado do desenho espacial habitual. Exemplo disso é o Estádio Municipal de Braga, onde o imaginário de teatro e o cenário da pedreira, onde a obra foi edificada, nada nos remetem às primeiras obras do arquitecto, mas muito mais a uma segunda etapa que dá, agora, os primeiros passos. Tem nestes anos recentes dado alguns passos no campo do design de produto.


VW Beetle
Made by pedrosimoes7
Cascais, Portugal (Wikepedia) The Volkswagen Type 1, more commonly known as the Beetle or Bug, is an economy car produced by the German auto maker Volkswagen from 1938 until 2003. Although the names Beetle and Bug were quickly adopted by the public, it was not until August of 1967 that VW itself began using the name Beetle in marketing materials in the US. In Britain VW never used the name Beetle officially. It had previously been known only as either the Type I or as the 1200 (twelve-hundred), 1300 (thirteen-hundred) or 1500 (fifteen-hundred), which had been the names under which the vehicle was marketed in Europe ; the numbers denoted the vehicle's engine size in cubic centimetres. In 1998, many years after the original model had been dropped from the lineup in most of the world (production continued in Mexico until 2003), VW introduced the New Beetle (built on a Volkswagen Golf platform) and bearing a cosmetic resemblance to the original. Its peculiar styling, underpowered motor, rough ride, and high noise levels[citation needed] compared to modern vehicles should have made it a market failure[citation needed]. It was in its day, though, more comfortable and powerful than most European small cars, and ultimately the longest-running and most-produced automobile of a single design (a record that will not take long to be beaten by its younger cousin the Type-2 Bus or Kombi, which is still in production in Brazil with the same basic characteristics of the first series). It remained a top seller in the US even as rear-wheel drive conventional subcompacts were refined and eventually replaced by front-wheel drive models. The Beetle car was the benchmark for both generations of American compact cars such as the Chevrolet Corvair and subcompact cars such as the Ford Pinto and Chevrolet Vega. In the international poll for the award of the world's most influential car of the twentieth century the Beetle came fourth after the Ford Model T, the Mini, and the Citroën DS. Starting in 1931 Ferdinand Porsche and Zündapp develop the Auto für Jedermann (car for everybody), first time the name Volkswagen was used. Porsche already prefered the 4-cylinder Flat 4 engine, but Zündapp used a watercooled 5-cylinder radial engine. In 1932 three prototypes were running [1]. All of those cars were lost during the war; the last in 1945 in Stuttgart during a bombing raid. Porsche Typ 12, 1931/32 by Zündapp Nürnberg In 1933, Adolf Hitler submitted sketches[citation needed] to Ferdinand Porsche of a proposed Volks-Wagen (People's Car), a basic vehicle that should be capable of transporting two adults and three children at a speed of 100 km/h (62 mph). The People's Car would be made available to citizens of the Third Reich through a savings scheme at 990 Reichsmark, about the price of a small motorcycle at the time (an average income being around 32RM/week). [2] Hitler's commissioning of the People's Car did not necessitate a clean-sheet car design. Ferdinand Porsche formulated the original parameters of a car design similar to the final production version of the Beetle several years before it was commissioned, and had built working prototypes by 1931. Erwin Komenda, Porsche's chief designer, was responsible for the design and styling of the car. Production only became financially viable, however, when it was backed by the Third Reich. War broke out before the large-scale production of the People's Car could commence and manufacturing capacity was shifted to producing military vehicles. Production of civilian VW automobiles did not start until after the post-war occupation began.


Portuguese police car
Made by pedrosimoes7
Cascais, Portugal in Wikipedia smart GmbH (formerly MCC smart GmbH) is a manufacturer of microcars and superminis of Daimler AG based in Böblingen, Germany, produced in Hambach (France). It is marketed as the smart in all lower case, as in the logo. The current smart brand logo denotes part of a circle representing the wheel and an arrow for forward thinking. The name of the company, part of Daimler AG, was changed from Smart GmbH Micro Compact Car GmbH to smart fortwo GmbH in September 2002. The original idea behind the very short smart car was that the vehicle would be easy to park. It is short enough to allow it to be parked nose-in where a conventionally sized car would have to parallel park. Its length of 250 centimetres (98.4 in) equals the width of a regular parking slot, allowing two or three smarts to park in the same space as one normal car if parked side-on to the usual parking direction. Smart Car custom LCB (Lindt chocolate Bunny) edition. The project idea was originally started by Swiss watch manufacturer Swatch and was nicknamed the Swatchmobile. The name SMART is an acronym for Swatch Mercedes ART.[1][2] The car was supposed to use innovative features (such as a hybrid engine) and to be an affordable car for young people. Similar to the objective for the Citroën 2CV in the 1940s, its purpose was to transport two people and a case of beer. Swatch CEO Nicolas Hayek sought an established car maker to produce his Swatch car and found a partner in Volkswagen. Plans never reached a final stage so Swatch teamed up with Daimler-Benz. The purpose-built factory complex Smartville in Hambach, France, was established in 1994 as a joint-venture of Daimler-Benz and Swatch. An Australian dealer web site provides the following summary of the beginnings of the product: How everything began: In 1993 Mercedes-Benz started a feasibility study on a subcompact car. Together with the Swatch Group Ltd. they founded the Micro Compact Car AG in 1994. The smart city-coupé celebrates its world première at the IAA in Frankfurt (Germany) in 1997 and is one year successfully launched in nine European countries. By now, the smart is available in 25 countries all over the world and was sold over 750,000 times.[3] The final car design proved to be far from Hayek's expectations: its engine eco-technology was out of the goal of Mercedes. The joint venture experienced heavy losses and dispute then Swatch pulled out. In 2005, DaimlerChrysler decided against purchasing a 50% share in the Dutch NedCar plant used to manufacture the Forfour supermini. DC also halted development on the Formore and decided to discontinue production of the Roadster. In 2006, after dwindling sales, smart GmbH was liquidated and its operations transferred within the Mercedes-Benz automobile group. It was later revealed that smart GmbH lost nearly 4 billion euros from 2003 to 2006. [1] In the same year, DaimlerChrysler announced that it would also cancel the Forfour and redesign the Fortwo to debut in Europe in 2007.


Red Jaguar XK140
Made by pedrosimoes7
Cascais. Portugal in Wikipedia The Jaguar XK120 was a sports car manufactured by Jaguar between 1948 and 1954. It was the first post-war sports car from the marque, succeeding the SS 100 which ended production in 1940 with the start of the war in Britain. The XK120 was launched at the 1948 London Motor Show as a test bed and show vehicle to highlight the new Jaguar XK engine. The car caused a sensation, which persuaded William Lyons to put it into production as a standard model. The first cars manufactured in 1948 and 1949 had hand built aluminum bodies on an ash frame. Jaguar built 240 of these alloy bodied cars prior to moving to a more mass production XK120 in order to meet the demand for this popular model. With the 1950 model year a production version had a steel pressed body with alloy doors, bonnet, and trunk skin. Other features included torsion bar front suspension, and a removable windscreen. Power came from a dual overhead cam 3.4 L straight-6 engine, Jaguar's famous XK engine. With an alloy cylinder head and twin side draft SU carburators, the XK engine was very advanced for a mass produced unit, developing 160 bhp with the standard 8:1 compression ratio. This same basic design of the XK engine was used in 3.8L and 4.2L versions into the late 1980s. The XK120 name referred to the vehicle's impressive 120 mph (193 km/h) top speed - even faster with the windscreen removed - and at the time of its launch it was the world's fastest standard production car[1]. It was available as a coupe (FHC or Fixed Head Coupe, introduced in 1951), convertible (DHC or Drop Head Coupe, 1953), or the original roadster (OTS or Open Two Seater). An XK120 FHC can claim the only import win in NASCAR when it won NASCAR's first road race at Linden Airport, New Jersey, June 13th, 1954 with Al Keller at the wheel. Earlier in the year, on 31 January / 1 February, an XK120 Coupe driven by Mrs D Anderson, Chas Swinburne and Bill Pitt had won the first 24 hour car race to be held in Australia, the 1954 Mt. Druitt 24 Hours Road Race. The Roadster had a very light weight canvas top and removable side curtains screwed to the doors, which had no external handle - to open them you reached through the screen to pull a cord on the inside. It also had a removeable windscreen, which could be removed so that aeroscreens could be fitted. The DHC or Drop Head Coupe had a padded top and roll up windows. Both the FHC and DHC had an elegant wood veneer dash, whereas the roadster's was leather. All models were manufactured with spats to cover the back wheel arch which enhanced the streamlined look, but when optional (from 1951) wire wheels were fitted, the spats had to be removed to make room for the hub spinners. There was also an M version (called SE for Special Equipment in England) which included increased power, stiffer suspension, dual exhaust, and wire wheels.


Triumph TR 3
Made by pedrosimoes7
Cascais, Portugal From Wikipedia, the free encyclopedia Triumph TR3 ManufacturerTriumph Motor Company Production1955–1957 PredecessorTriumph TR2 SuccessorTriumph TR3A ClassSports car LayoutFR layout Engine(s)1991 cc straight-4 Transmission(s)4-speed overdrive manual[1] Wheelbase88 in (2,235 mm)[2] Length151 in (3,835 mm)[2] Width56 in (1,422 mm)[2] Height50 in (1,270 mm)[3] Curb weight904 kg (1,993 lb)[1] The Triumph TR3 was a car built between 1955 and 1957 by the Standard Motor Company in the United Kingdom, during which time 13,377[4] cars were produced, of which 1286 were sold within the UK while the rest were exported mainly to the USA. As of 2002 there were only 893 registered TR3/3a's on UK roads. [5] Although the car was usually supplied as an open two seater, an occasional rear seat and bolt on steel hard top were available as extras. The car was powered by a 1991 cc straight-4 OHV engine which initially produced 95 bhp (71 kW/96 PS) increasing to 100 bhp at 5000 rpm.[3] The four speed transmission could be supplemented by an overdrive unit on the top three ratios electrically operated and controlled by a switch on the dash. In 1956 the front brakes changed from drum to disc becoming the first British series production car to be so fitted.[6].


out by the lighthouse
Made by °°k°°
Come up to my lighthouse for I have something I wish to say It can wait for a moment; well in fact it can wait all day I just wanted to bring you up here so you could have the chance to see the beauty of this situation that you could share with me It may seem strange to talk of love and then lighthouses It's not strange to me Hey All alone you and I in our high tower That's the way to be Some laugh at my lighthouse they say it's just an ivory tower But I don't mind because I know their envy grows by the hour See I have a purpose up here to guide the ships upon their way All this is mine; it could be yours too what do you say? It may seem strange to talk of love and then lighthouses It's not strange to me Hey All alone you and I in our high tower That's the way to be Hehehey hey. My lighthouse by Pulp


Casa das Histórias Paula Rego, Cascais, Portugal
Made by pedro kok
O arquiteto português Eduardo Souto de Moura será contemplado com o prêmio Pritzker de Arquitetura em 2011. Espaço de exposições 'Casa das Histórias Paula Rego' em Cascais, Portugal. 2009. Mais fotos em www.pedrokok.com.br/2010/12/casa-das-historias-paula-rego... Portuguese architect Eduardo Souto de Moura is the 2011 laureate for the Pritzker Architecture Prize. 'Casa das Histórias Paula Rego' exhibition space in Cascais, Portugal. 2009. More photos in: www.pedrokok.com.br/en/2010/12/casa-das-historias-paula-r...


Almost blind
Made by .danielamoreira.
Do not believe in anything simply because you have heard it. Do not believe in anything simply because it is spoken and rumored by many. Do not believe in anything simply because it is found written in your religious books. Do not believe in anything merely on the authority of your teachers and elders. Do not believe in traditions because they have been handed down for many generations. But after observation and analysis, when you find that anything agrees with reason and is conducive to the good and benefit of one and all, then accept it and live up to it. -Buddha . Yann Tiersen - le moulin


olhar além do mar
Made by brumó
Eternamente nell'immensità dello spazio, due sottilissimi raggi di Sole s'affrettano a colpire la Terra, essi si incontrano e freneticamete s'aggrovigliano e si intrecciano, sciogliendosi... Scivolano l'uno dentro l'altro, legandosi fino a formare un unico raggio e così nell'immortalità del tempo altri raggi si uniscono, uno, cento, mille, insieme fino ad un unico immenso raggio di Sole, e questi miei occhi soli, che ora guardano quest'immensità dello spazio, si chiudono... lentamente... ed io respiro... la luce. E. C.


Cascais Beach - Lisbon, Portugal (File:IMG_9991)
Made by Beto Frota
Traditionally a small fishing port, Cascais has changed during the last 100 years to become one of the favourite tourist destinations in Portugal. It exudes a cosmopolitan atmosphere without losing its local flavour. In Cascais, the bay is the main attraction. It is worthwhile walking around the pathways that surrounds the bay taking note of the contrast between the vivid colours of the small fishing boats and the sober ones of the yachts and sail boats at the yacht club.


Cascais in Panorama
Made by ccsharry
It is an unbelievable experience to be at Portugal in the summer time! Perfect weather to go with the beautiful beach. Just amazing! View with Darkr _______________________________________________________________________ Canon 400D | Sigma 10-20 @ 10mm | 1/50s | f/13 | ISO100 | RAW | Hand Held | Panorama from 6 shots | Photomatrix HDR


All together now
Made by Cracas
Portuguese and brazilian got together for a huge street celebration after their 0-0 game at the World Cup. Win-win situation, both advanced, both celebrated, together... most of these photos had no crop. It's easier to see the whole report on slideshow. Have fun! P.S. (better later than never) in meantime Brasil took out Chile and tomorrow Portugal will take Spain eheh - they didn't :-( but who cares. Fair play rules!


Shaky HDR paradise
Made by joeljackson
This is Cascais in Portugal, a popular getaway destination among Lisboetas. Portugal is at times very beautiful! This was one of those times. The title is because this was a horribly shaky handheld HDR. The exposures aren't even close to each other really. You can see artifacts from the shakiness all over the picture. Despite this I couldn't resist sharing this gorgeous location with all y'all. :-)


Boca do Inferno & Cabo da Roca
Made by DAMIR HUREMOVIC | PHOTOGRAPHY
Cabo da Roca, placed in the upper part of the photo is a cape which forms the westernmost point of both mainland Europe and mainland Portugal. Boca do inferno is chasm and natural phenomenon located on the cliffy seashore near the town of Cascais. The seawater has access to the deep bottom of the chasm and vigorously strikes its rocky walls, making it a large tourist attraction. f.14, 1/400, ISO 250.


Casa das Historias - Paula Rego - Cascais
Made by p_dude
Casa das Histórias Paula Rego by Eduardo Souto de Moura from Souto Moura Arquitectos, Porto, Portugal. Opened in September 2009 Eduardo Souto de Moura’s Casa das Histórias Paula Rego is a museum devoted to the artist Paula Rego, the House of Stories. Structural and mechanical engineers AFAconsult www.casadashistoriaspaularego.com


Portuguese EMU - Cascais.
Made by Renown
By way of something a little different, a picture taken in the late 1990s leaning over the wall from the adjacent bus terminus showing Cascais railway station. I could well be wrong, but I believe that the EMU (Electric Multiple Unit) which forms the subject, has some British connection possibly with the Clayton firm. Thanks to fellow Flickrites, for Clayton, read Cravens!


boca do inferno : "The mouth of the inferno"
Made by flamed
On this particular day the weather, rough seas and overcast skies helped create a lovely dramatic atmosphere for taking pictures. I'm definitely learning how indispensable tripods are now when travelling. With the help of an ND filter and the tripod I managed to really manipulate the crashing sea below the cliffs with the long exposure jedi mind trick..


Sweet taste of illusion
Made by Kariobinja
View On Black This a square in cascais and it's exceptional because of this illusion. The floor is absolutely plane, but as you can se, there are wonderful waves!


Casa das Histórias Paula Rego, Cascais, Portugal
Made by pedro kok
Espaço de exposições 'Casa das Histórias Paula Rego' em Cascais, Portugal. Projeto do arquiteto Eduardo Souto de Moura. 2009. 'Casa das Histórias Paula Rego' exhibition space in Cascais, Portugal. Designed by architect Eduardo Souto de Moura. 2009. www.pedrokok.com.br