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Accelerating up to speed after seeing a northbound W&A manifest, Q231 is passing through Cartersville, Georgia with a SD40-3 leading a SD50-2 on a beautiful sunny morning.
The 'Ruhelkhand Express' was recorded from a welcomed vantage point in Puranpur, Uttar Pradesh. Indian Railways YDM-4 6477 was working well to accelerate the 07:20 Aishbagh to Izzatnagar Train 15310.
We had initially been at line side level but a large 'enthusiastic' crowd of young locals had gathered around us. Members of the Khan family were watching from their balcony and when I caught their attention and indicated a request to join them for a view, they gestured for us to come up to their home balcony. Their hospitality was excellent and we were given the freedom to have a frame or two of this MG service that was soon to appear.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
29.3.2014. Class 47 D1705 'Sparrowhawk' puts on a display as it accelerates away fro Rothley during the GCR's March Diesel Gala.
Very unusually Res liveried 47749 'Atlantic College' was in charge of 6V97 from Beeston to Cardiff Tidal with loaded scrap at 17.10 on Saturday the 13th September 2003 as it accelerates away from Abbotswood Junction. I recall there was quite a gallery present for this rare allocation of a class 47!
View from the top of Korkeakoski just before it falls about 35 metres to the valley.
Taken with:
Canon EOS 6D
Zeiss Distagon T* 2,8/21 ZE
Lee Filters: 0.9 ND Pro Glass
Lee Filters: GND 0.3 Soft Edge
ONE OF THE WAY TO TRAIN THE "THE AWARENESS MUSCLE
is the critical run
and other emergency art format
CRITICAL RUN / Debate Format
Critical Run is an Art Format created by Thierry Geoffroy/Colonel
debate while running .
Debate and Run together,Now,before it is too late.
www.emergencyroomscanvas todo .org/criticalrun.html
The Art Format Critical Run has been activated in 30 differents countries with 120 different burning debates
New York,Cairo,London,Istanbul,Athens,Hanoi,Paris,Munich,Amsterdam Siberia,Copenhagen,Johanesburg,Moskow,Napoli,Sydney,
Wroclaw,Bruxelles,Rotterdam,Barcelona,Venice,Virginia,Stockholm,Århus,Kassel,Lyon,Trondheim, Berlin ,Toronto,Hannover ...
CRITICAL RUN happened on invitation from institution like Moma/PS1, Moderna Muset Stockholm ,Witte de With Rotterdam,ZKM Karlsruhe,Liverpool Biennale;Sprengel Museum etc..or have just happened on the spot because
a debate was necessary here and now.
In 2020 the Energy Room was an installation of 40 Critical Run at Museum Villa Stuck /Munich
part of Colonel solo show : The Awareness Muscle Training Center
----
Interesting publication for researches on running and art
www.emergencyrooms.org/formats.html
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------------about Venice Biennale history from wikipedia ---------
curators previous
* 1948 – Rodolfo Pallucchini
* 1966 – Gian Alberto Dell'Acqua
* 1968 – Maurizio Calvesi and Guido Ballo
* 1970 – Umbro Apollonio
* 1972 – Mario Penelope
* 1974 – Vittorio Gregotti
* 1978 – Luigi Scarpa
* 1980 – Luigi Carluccio
* 1982 – Sisto Dalla Palma
* 1984 – Maurizio Calvesi
* 1986 – Maurizio Calvesi
* 1988 – Giovanni Carandente
* 1990 – Giovanni Carandente
* 1993 – Achille Bonito Oliva
* 1995 – Jean Clair
* 1997 – Germano Celant
* 1999 – Harald Szeemann
* 2001 – Harald Szeemann
* 2003 – Francesco Bonami
* 2005 – María de Corral and Rosa Martinez
* 2007 – Robert Storr
* 2009 – Daniel Birnbaum
* 2011 – Bice Curiger
* 2013 – Massimiliano Gioni
* 2015 – Okwui Enwezor
* 2017 – Christine Macel[19]
* 2019 – Ralph Rugoff[20]
----------
#art #artist #artistic #artists #arte #artwork
Pavilion at the Venice Biennale #artcontemporain contemporary art Giardini arsenal
venice Veneziako VenecijaVenècia Venedig Venetië Veneetsia Venetsia Venise Venecia VenedigΒενετία( Venetía Hungarian Velence Feneyjar Venice Venezia Venēcija Venezja Venezia Wenecja Veneza VenețiaVenetsiya BenátkyBenetke Venecia Fenisוועניס Վենետիկ ভেনি স威尼斯 (wēinísī) 威尼斯 ვენეციისવે નિસवेनिसヴェネツィアವೆನಿಸ್베니스வெனிஸ்వెనిస్เวนิซوینس Venetsiya
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other Biennale :(Biennials ) :
Venice Biennial , Documenta Havana Biennial,Istanbul Biennial ( Istanbuli),Biennale de Lyon ,Dak'Art Berlin Biennial,Mercosul Visual Arts Biennial ,Bienal do Mercosul Porto Alegre.,Berlin Biennial ,Echigo-Tsumari Triennial .Yokohama Triennial Aichi Triennale,manifesta ,Copenhagen Biennale,Aichi Triennale .Yokohama Triennial,Echigo-Tsumari Triennial.Sharjah Biennial ,Biennale of Sydney, Liverpool , São Paulo Biennial ; Athens Biennale , Bienal do Mercosul ,Göteborg International Biennial for Contemporary Art ,DOCUMENTA KASSEL ATHENS
* Dakar
kritik [edit] kritikaria kritičar crític kritiker criticus kriitik kriitikko critique crítico Kritiker κριτικός(kritikós) kritikus Gagnrýnandi léirmheastóir critico kritiķis kritikas kritiku krytyk crítico critic crítico krytyk beirniad קריטיקער
Basque Veneziako Venecija [edit] Catalan Venècia Venedig Venetië Veneetsia Venetsia Venise Venecia Venedig Βενετία(Venetía) Hungarian Velence Feneyjar Venice Venezia Latvian Venēcija Venezja Venezia Wenecja Portuguese Veneza Veneția Venetsiya Benátky Benetke Venecia Fenis וועניס Վենետիկ ভেনিস 威尼斯 (wēinísī) 威尼斯 Georgian ვენეციის વેનિસ वेनिस ヴェネツィア ವೆನಿಸ್ 베니스 வெனிஸ் వెనిస్ เวนิซ وینس Venetsiya
Thierry Geoffroy / Colonel
#thierrygeoffroy #geoffroycolonel #thierrygeoffroycololonel #lecolonel #biennalist
#artformat #formatart
#emergencyart #urgencyart #urgentart #artofthenow #nowart
emergency art emergency art urgency artist de garde vagt alarm emergency room necessityart artistrole exigencyart predicament prediction pressureart
#InstitutionalCritique
#venicebiennale #venicebiennale2017 #venicebiennale2015
#venicebiennale2019
#venice #biennale #venicebiennale #venezia #italy
#venezia #venice #veniceitaly #venicebiennale
#pastlife #memory #venicebiennale #venice #Venezia #italy #hotelveniceitalia #artexhibit #artshow #internationalart #contemporaryart #themundane #summerday
#biennalevenice
Institutional Critique
Identity Politics Post-War Consumerism, Engagement with Mass Media, Performance Art, The Body, Film/Video, Political, Collage, , Cultural Commentary, Self as Subject, Color Photography, Related to Fashion, Digital Culture, Photography, Human Figure, Technology
Racial and Ethnic Identity, Neo-Conceptualism, Diaristic
Contemporary Re-creations, Popular Culture, Appropriation, Contemporary Sculpture,
Culture, Collective History, Group of Portraits, Photographic Source
, Endurance Art, Film/Video,, Conceptual Art and Contemporary Conceptualism, Color Photography, Human Figure, Cultural Commentary
War and Military, Political Figures, Social Action, Racial and Ethnic Identity, Conflict
Personal Histories, Alter Egos and Avatars
Use of Common Materials, Found Objects, Related to Literature, Installation, Mixed-Media, Engagement with Mass Media, Collage,, Outdoor Art, Work on Paper, Text
Appropriation (art) Art intervention Classificatory disputes about art Conceptual art Environmental sculpture Found object Interactive art Modern art Neo-conceptual art Performance art Sound art Sound installation Street installations Video installation Conceptual art Art movements Postmodern art Contemporary art Art media Aesthetics Conceptualism
Post-conceptualism Anti-anti-art Body art Conceptual architecture Contemporary art Experiments in Art and Technology Found object Happening Fluxus Information art Installation art Intermedia Land art Modern art Neo-conceptual art Net art Postmodern art Generative Art Street installation Systems art Video art Visual arts ART/MEDIA conceptual artis
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CRITICAL RUN is an art format developed by Thierry Geoffroy / COLONEL, It follows the spirit of ULTRACONTEMPORARY and EMERGENCY ART as well as aims to train the AWARENESS MUSCLE.
Critical Run has been activated on invitation from institutions such as Moderna Muset Stockholm, Moma PS1 ,Witte de With Rotterdam, ZKM Karlsruhe, Liverpool Biennale, Manifesta Biennial ,Sprengel Museum,Venice Biennale but have also just happened on the spot because a debate was necessary here and now.
It has been activated in Beijing, Cairo, London, Istanbul, Athens, Kassel, Sao Paolo, Hanoi, Istanbul, Paris, Copenhagen, Moskow, Napoli, Sydney, Wroclaw, Bruxelles, Rotterdam, Siberia, Karlsruhe, Barcelona, Aalborg, Venice, Virginia, Stockholm, Aarhus, Rio de Janeiro, Budapest, Washington, Lyon, Caracas, Trondheim, Berlin, Toronto, Hannover, Haage, Newtown, Cartagena, Tallinn, Herning, Roskilde;Mannheim ;Munich etc...
The run debates are about emergency topics like Climate Change , Xenophobia , Wars , Hyppocrisie , Apathy ,etc ...
Participants have been very various from Sweddish art critics , German police , American climate activist , Chinese Gallerists , Brasilian students , etc ...
Critical Run is an art format , like Emergency Room or Biennalist and is part of Emergency Art ULTRACONTEMPORARY and AWARENESS MUSCLE .
www.emergencyrooms.org/criticalrun.html
www.emergencyrooms.org/formats.html
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In 2020 a large exhibition will show 40 of the Critical Run at the Museum Villa Stuck in Munich / part of the Awareness Muscle Training Center
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for activating the format or for inviting the installation
please contact 1@colonel.dk
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critical,run,art,format,debate ,artformat,formatart,moment,clarity,emergency,kunst,
Sport,effort,curator,artist,urgency,urgence,criticalrun,emergencies,ultracontemporary
,rundebate,sport,art,activism, critic,laufen,Thierry Geoffroy , Colonel,kunstformat
,now art,copenhagen,denmark
© Ben Heine || Facebook || Twitter || www.benheine.com
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For more information about my art: info@benheine.com
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Arriving downtown I had to wonder if I was about to repeat the last time I went after a Magnetation train and landed trackside with 30 seconds to spare; headlight to the east on M2! Then I got a closer look; it was an NS powered oil. For some reason it was sitting just east of Fairview Ave even though it had a clear green, so what was up? Train failure, accident, picking up some rolls from Pepperidge Farm, well we’ll never know, but after holding for another five minutes it got on the move. Perfect, there’s nothing like the sound of a train getting on the move!
Downers Grove IL / Washington St
BNSF w/b empty unit oil
NS 8113 ES44AC
NS 7220 ES44DC
110 accelerates away from Bury St Edmunds, train is probably a Parkeston Quay to Bathgate Speedlink service, March 1982
IAG Group has announced that BA will be accelerating retirement of the 747s given anticipation of the slow recovery of demand. With BA being the largest 744 operator as of now, one wonders how much time we have left to catch these beauties.
UP 1914 rebuilt SD40-2and GE 7464 accelerate an eastbound grain train as it leaves Harvard, Illinois on 8/13/18. It is following the last rush hour train to Crystal Lake, where they will wait for another commuter train before continuing east to Seeger. D18/08/18A. Photo by James E. Lewnard
Bodie is a ghost town in the Bodie Hills east of the Sierra Nevada mountain range in Mono County, California, United States. It is about 75 miles (121 km) southeast of Lake Tahoe, and 12 mi (19 km) east-southeast of Bridgeport, at an elevation of 8,379 feet (2554 m). Bodie became a boom town in 1876 (146 years ago) after the discovery of a profitable line of gold; by 1879 it had a population of 7,000–10,000.
The town went into decline in the subsequent decades and came to be described as a ghost town by 1915 (107 years ago). The U.S. Department of the Interior recognizes the designated Bodie Historic District as a National Historic Landmark.
Also registered as a California Historical Landmark, the ghost town officially was established as Bodie State Historic Park in 1962. It receives about 200,000 visitors yearly. Bodie State Historic Park is partly supported by the Bodie Foundation.
Bodie began as a mining camp of little note following the discovery of gold in 1859 by a group of prospectors, including W. S. Bodey. Bodey died in a blizzard the following November while making a supply trip to Monoville (near present-day Mono City), never getting to see the rise of the town that was named after him. According to area pioneer Judge J. G. McClinton, the district's name was changed from "Bodey," "Body," and a few other phonetic variations, to "Bodie," after a painter in the nearby boomtown of Aurora, lettered a sign "Bodie Stables".
Gold discovered at Bodie coincided with the discovery of silver at nearby Aurora (thought to be in California, later found to be Nevada), and the distant Comstock Lode beneath Virginia City, Nevada. But while these two towns boomed, interest in Bodie remained lackluster. By 1868 only two companies had built stamp mills at Bodie, and both had failed.
In 1876, the Standard Company discovered a profitable deposit of gold-bearing ore, which transformed Bodie from an isolated mining camp comprising a few prospectors and company employees to a Wild West boomtown. Rich discoveries in the adjacent Bodie Mine during 1878 attracted even more hopeful people. By 1879, Bodie had a population of approximately 7,000–10,000 people and around 2,000 buildings. One legend says that in 1880, Bodie was California's second or third largest city. but the U.S. Census of that year disproves this. Over the years 1860-1941 Bodie's mines produced gold and silver valued at an estimated US$34 million (in 1986 dollars, or $85 million in 2021).
Bodie boomed from late 1877 through mid– to late 1880. The first newspaper, The Standard Pioneer Journal of Mono County, published its first edition on October 10, 1877. Starting as a weekly, it soon expanded publication to three times a week. It was also during this time that a telegraph line was built which connected Bodie with Bridgeport and Genoa, Nevada. California and Nevada newspapers predicted Bodie would become the next Comstock Lode. Men from both states were lured to Bodie by the prospect of another bonanza.
Gold bullion from the town's nine stamp mills was shipped to Carson City, Nevada, by way of Aurora, Wellington and Gardnerville. Most shipments were accompanied by armed guards. After the bullion reached Carson City, it was delivered to the mint there, or sent by rail to the mint in San Francisco.
As a bustling gold mining center, Bodie had the amenities of larger towns, including a Wells Fargo Bank, four volunteer fire companies, a brass band, railroad, miners' and mechanics' union, several daily newspapers, and a jail. At its peak, 65 saloons lined Main Street, which was a mile long. Murders, shootouts, barroom brawls, and stagecoach holdups were regular occurrences.
As with other remote mining towns, Bodie had a popular, though clandestine, red light district on the north end of town. There is an unsubstantiated story of Rosa May, a prostitute who, in the style of Florence Nightingale, came to the aid of the town menfolk when a serious epidemic struck the town at the height of its boom. She is credited with giving life-saving care to many, but after she died, was buried outside the cemetery fence.
Bodie had a Chinatown, the main street of which ran at a right angle to Bodie's Main Street. At one point it had several hundred Chinese residents and a Taoist temple. Opium dens were plentiful in this area.
Bodie also had a cemetery on the outskirts of town and a nearby mortuary. It is the only building in the town built of red brick three courses thick, most likely for insulation to keep the air temperature steady during the cold winters and hot summers. The cemetery includes a Miners Union section, and a cenotaph erected to honor President James A. Garfield. The Bodie Boot Hill was located outside of the official city cemetery.
On Main Street stands the Miners Union Hall, which was the meeting place for labor unions. It also served as an entertainment center that hosted dances, concerts, plays, and school recitals. It now serves as a museum.
The first signs of decline appeared in 1880 and became obvious toward the end of the year. Promising mining booms in Butte, Montana; Tombstone, Arizona; and Utah lured men away from Bodie. The get-rich-quick, single miners who came to the town in the 1870s moved on to these other booms, and Bodie developed into a family-oriented community. In 1882 residents built the Methodist Church (which still stands) and the Roman Catholic Church (burned 1928). Despite the population decline, the mines were flourishing, and in 1881 Bodie's ore production was recorded at a high of $3.1 million. Also in 1881, a narrow-gauge railroad was built called the Bodie Railway & Lumber Company, bringing lumber, cordwood, and mine timbers to the mining district from Mono Mills south of Mono Lake.
During the early 1890s, Bodie enjoyed a short revival from technological advancements in the mines that continued to support the town. In 1890, the recently invented cyanide process promised to recover gold and silver from discarded mill tailings and from low-grade ore bodies that had been passed over. In 1892, the Standard Company built its own hydroelectric plant approximately 13 miles (20.9 km) away at Dynamo Pond. The plant developed a maximum of 130 horsepower (97 kW) and 3,530 volts alternating current (AC) to power the company's 20-stamp mill. This pioneering installation marked the country's first transmissions of electricity over a long distance.
In 1910, the population was recorded at 698 people, which were predominantly families who decided to stay in Bodie instead of moving on to other prosperous strikes.
The first signs of an official decline occurred in 1912 with the printing of the last Bodie newspaper, The Bodie Miner. In a 1913 book titled California Tourist Guide and Handbook: Authentic Description of Routes of Travel and Points of Interest in California, the authors, Wells and Aubrey Drury, described Bodie as a "mining town, which is the center of a large mineral region". They referred to two hotels and a railroad operating there. In 1913, the Standard Consolidated Mine closed.
Mining profits in 1914 were at a low of $6,821. James S. Cain bought everything from the town lots to the mining claims, and reopened the Standard mill to former employees, which resulted in an over $100,000 profit in 1915. However, this financial growth was not in time to stop the town's decline. In 1917, the Bodie Railway was abandoned and its iron tracks were scrapped.
The last mine closed in 1942, due to War Production Board order L-208, shutting down all non-essential gold mines in the United States during World War II. Mining never resumed after the war.
Bodie was first described as a "ghost town" in 1915. In a time when auto travel was on the rise, many travelers reached Bodie via automobiles. The San Francisco Chronicle published an article in 1919 to dispute the "ghost town" label.
By 1920, Bodie's population was recorded by the US Federal Census at a total of 120 people. Despite the decline and a severe fire in the business district in 1932, Bodie had permanent residents through nearly half of the 20th century. A post office operated at Bodie from 1877 to 1942
In the 1940s, the threat of vandalism faced the ghost town. The Cain family, who owned much of the land, hired caretakers to protect and to maintain the town's structures. Martin Gianettoni, one of the last three people living in Bodie in 1943, was a caretaker.
Bodie is now an authentic Wild West ghost town.
The town was designated a National Historic Landmark in 1961, and in 1962 the state legislature authorized creation of Bodie State Historic Park. A total of 170 buildings remained. Bodie has been named as California's official state gold rush ghost town.
Visitors arrive mainly via SR 270, which runs from US 395 near Bridgeport to the west; the last three miles of it is a dirt road. There is also a road to SR 167 near Mono Lake in the south, but this road is extremely rough, with more than 10 miles of dirt track in a bad state of repair. Due to heavy snowfall, the roads to Bodie are usually closed in winter .
Today, Bodie is preserved in a state of arrested decay. Only a small part of the town survived, with about 110 structures still standing, including one of many once operational gold mills. Visitors can walk the deserted streets of a town that once was a bustling area of activity. Interiors remain as they were left and stocked with goods. Littered throughout the park, one can find small shards of china dishes, square nails and an occasional bottle, but removing these items is against the rules of the park.
The California State Parks' ranger station is located in one of the original homes on Green Street.
In 2009 and again in 2010, Bodie was scheduled to be closed. The California state legislature worked out a budget compromise that enabled the state's Parks Closure Commission to keep it open. As of 2022, the park is still operating, now administered by the Bodie Foundation.
California is a state in the Western United States, located along the Pacific Coast. With nearly 39.2 million residents across a total area of approximately 163,696 square miles (423,970 km2), it is the most populous U.S. state and the 3rd largest by area. It is also the most populated subnational entity in North America and the 34th most populous in the world. The Greater Los Angeles area and the San Francisco Bay Area are the nation's second and fifth most populous urban regions respectively, with the former having more than 18.7 million residents and the latter having over 9.6 million. Sacramento is the state's capital, while Los Angeles is the most populous city in the state and the second most populous city in the country. San Francisco is the second most densely populated major city in the country. Los Angeles County is the country's most populous, while San Bernardino County is the largest county by area in the country. California borders Oregon to the north, Nevada and Arizona to the east, the Mexican state of Baja California to the south; and has a coastline along the Pacific Ocean to the west.
The economy of the state of California is the largest in the United States, with a $3.4 trillion gross state product (GSP) as of 2022. It is the largest sub-national economy in the world. If California were a sovereign nation, it would rank as the world's fifth-largest economy as of 2022, behind Germany and ahead of India, as well as the 37th most populous. The Greater Los Angeles area and the San Francisco Bay Area are the nation's second- and third-largest urban economies ($1.0 trillion and $0.5 trillion respectively as of 2020). The San Francisco Bay Area Combined Statistical Area had the nation's highest gross domestic product per capita ($106,757) among large primary statistical areas in 2018, and is home to five of the world's ten largest companies by market capitalization and four of the world's ten richest people.
Prior to European colonization, California was one of the most culturally and linguistically diverse areas in pre-Columbian North America and contained the highest Native American population density north of what is now Mexico. European exploration in the 16th and 17th centuries led to the colonization of California by the Spanish Empire. In 1804, it was included in Alta California province within the Viceroyalty of New Spain. The area became a part of Mexico in 1821, following its successful war for independence, but was ceded to the United States in 1848 after the Mexican–American War. The California Gold Rush started in 1848 and led to dramatic social and demographic changes, including large-scale immigration into California, a worldwide economic boom, and the California genocide of indigenous people. The western portion of Alta California was then organized and admitted as the 31st state on September 9, 1850, following the Compromise of 1850.
Notable contributions to popular culture, for example in entertainment and sports, have their origins in California. The state also has made noteworthy contributions in the fields of communication, information, innovation, environmentalism, economics, and politics. It is the home of Hollywood, the oldest and one of the largest film industries in the world, which has had a profound influence upon global entertainment. It is considered the origin of the hippie counterculture, beach and car culture, and the personal computer, among other innovations. The San Francisco Bay Area and the Greater Los Angeles Area are widely seen as the centers of the global technology and film industries, respectively. California's economy is very diverse: 58% of it is based on finance, government, real estate services, technology, and professional, scientific, and technical business services. Although it accounts for only 1.5% of the state's economy, California's agriculture industry has the highest output of any U.S. state. California's ports and harbors handle about a third of all U.S. imports, most originating in Pacific Rim international trade.
The state's extremely diverse geography ranges from the Pacific Coast and metropolitan areas in the west to the Sierra Nevada mountains in the east, and from the redwood and Douglas fir forests in the northwest to the Mojave Desert in the southeast. The Central Valley, a major agricultural area, dominates the state's center. California is well known for its warm Mediterranean climate and monsoon seasonal weather. The large size of the state results in climates that vary from moist temperate rainforest in the north to arid desert in the interior, as well as snowy alpine in the mountains.
Settled by successive waves of arrivals during at least the last 13,000 years, California was one of the most culturally and linguistically diverse areas in pre-Columbian North America. Various estimates of the native population have ranged from 100,000 to 300,000. The indigenous peoples of California included more than 70 distinct ethnic groups, inhabiting environments from mountains and deserts to islands and redwood forests. These groups were also diverse in their political organization, with bands, tribes, villages, and on the resource-rich coasts, large chiefdoms, such as the Chumash, Pomo and Salinan. Trade, intermarriage and military alliances fostered social and economic relationships between many groups.
The first Europeans to explore the coast of California were the members of a Spanish maritime expedition led by Portuguese captain Juan Rodríguez Cabrillo in 1542. Cabrillo was commissioned by Antonio de Mendoza, the Viceroy of New Spain, to lead an expedition up the Pacific coast in search of trade opportunities; they entered San Diego Bay on September 28, 1542, and reached at least as far north as San Miguel Island. Privateer and explorer Francis Drake explored and claimed an undefined portion of the California coast in 1579, landing north of the future city of San Francisco. Sebastián Vizcaíno explored and mapped the coast of California in 1602 for New Spain, putting ashore in Monterey. Despite the on-the-ground explorations of California in the 16th century, Rodríguez's idea of California as an island persisted. Such depictions appeared on many European maps well into the 18th century.
The Portolá expedition of 1769-70 was a pivotal event in the Spanish colonization of California, resulting in the establishment of numerous missions, presidios, and pueblos. The military and civil contingent of the expedition was led by Gaspar de Portolá, who traveled over land from Sonora into California, while the religious component was headed by Junípero Serra, who came by sea from Baja California. In 1769, Portolá and Serra established Mission San Diego de Alcalá and the Presidio of San Diego, the first religious and military settlements founded by the Spanish in California. By the end of the expedition in 1770, they would establish the Presidio of Monterey and Mission San Carlos Borromeo de Carmelo on Monterey Bay.
After the Portolà expedition, Spanish missionaries led by Father-President Serra set out to establish 21 Spanish missions of California along El Camino Real ("The Royal Road") and along the Californian coast, 16 sites of which having been chosen during the Portolá expedition. Numerous major cities in California grew out of missions, including San Francisco (Mission San Francisco de Asís), San Diego (Mission San Diego de Alcalá), Ventura (Mission San Buenaventura), or Santa Barbara (Mission Santa Barbara), among others.
Juan Bautista de Anza led a similarly important expedition throughout California in 1775–76, which would extend deeper into the interior and north of California. The Anza expedition selected numerous sites for missions, presidios, and pueblos, which subsequently would be established by settlers. Gabriel Moraga, a member of the expedition, would also christen many of California's prominent rivers with their names in 1775–1776, such as the Sacramento River and the San Joaquin River. After the expedition, Gabriel's son, José Joaquín Moraga, would found the pueblo of San Jose in 1777, making it the first civilian-established city in California.
The Spanish founded Mission San Juan Capistrano in 1776, the third to be established of the Californian missions.
During this same period, sailors from the Russian Empire explored along the northern coast of California. In 1812, the Russian-American Company established a trading post and small fortification at Fort Ross on the North Coast. Fort Ross was primarily used to supply Russia's Alaskan colonies with food supplies. The settlement did not meet much success, failing to attract settlers or establish long term trade viability, and was abandoned by 1841.
During the War of Mexican Independence, Alta California was largely unaffected and uninvolved in the revolution, though many Californios supported independence from Spain, which many believed had neglected California and limited its development. Spain's trade monopoly on California had limited the trade prospects of Californians. Following Mexican independence, Californian ports were freely able to trade with foreign merchants. Governor Pablo Vicente de Solá presided over the transition from Spanish colonial rule to independent.
In 1821, the Mexican War of Independence gave the Mexican Empire (which included California) independence from Spain. For the next 25 years, Alta California remained a remote, sparsely populated, northwestern administrative district of the newly independent country of Mexico, which shortly after independence became a republic. The missions, which controlled most of the best land in the state, were secularized by 1834 and became the property of the Mexican government. The governor granted many square leagues of land to others with political influence. These huge ranchos or cattle ranches emerged as the dominant institutions of Mexican California. The ranchos developed under ownership by Californios (Hispanics native of California) who traded cowhides and tallow with Boston merchants. Beef did not become a commodity until the 1849 California Gold Rush.
From the 1820s, trappers and settlers from the United States and Canada began to arrive in Northern California. These new arrivals used the Siskiyou Trail, California Trail, Oregon Trail and Old Spanish Trail to cross the rugged mountains and harsh deserts in and surrounding California. The early government of the newly independent Mexico was highly unstable, and in a reflection of this, from 1831 onwards, California also experienced a series of armed disputes, both internal and with the central Mexican government. During this tumultuous political period Juan Bautista Alvarado was able to secure the governorship during 1836–1842. The military action which first brought Alvarado to power had momentarily declared California to be an independent state, and had been aided by Anglo-American residents of California, including Isaac Graham. In 1840, one hundred of those residents who did not have passports were arrested, leading to the Graham Affair, which was resolved in part with the intercession of Royal Navy officials.
One of the largest ranchers in California was John Marsh. After failing to obtain justice against squatters on his land from the Mexican courts, he determined that California should become part of the United States. Marsh conducted a letter-writing campaign espousing the California climate, the soil, and other reasons to settle there, as well as the best route to follow, which became known as "Marsh's route". His letters were read, reread, passed around, and printed in newspapers throughout the country, and started the first wagon trains rolling to California. He invited immigrants to stay on his ranch until they could get settled, and assisted in their obtaining passports.
After ushering in the period of organized emigration to California, Marsh became involved in a military battle between the much-hated Mexican general, Manuel Micheltorena and the California governor he had replaced, Juan Bautista Alvarado. The armies of each met at the Battle of Providencia near Los Angeles. Marsh had been forced against his will to join Micheltorena's army. Ignoring his superiors, during the battle, he signaled the other side for a parley. There were many settlers from the United States fighting on both sides. He convinced these men that they had no reason to be fighting each other. As a result of Marsh's actions, they abandoned the fight, Micheltorena was defeated, and California-born Pio Pico was returned to the governorship. This paved the way to California's ultimate acquisition by the United States.
In 1846, a group of American settlers in and around Sonoma rebelled against Mexican rule during the Bear Flag Revolt. Afterward, rebels raised the Bear Flag (featuring a bear, a star, a red stripe and the words "California Republic") at Sonoma. The Republic's only president was William B. Ide,[65] who played a pivotal role during the Bear Flag Revolt. This revolt by American settlers served as a prelude to the later American military invasion of California and was closely coordinated with nearby American military commanders.
The California Republic was short-lived; the same year marked the outbreak of the Mexican–American War (1846–48).
Commodore John D. Sloat of the United States Navy sailed into Monterey Bay in 1846 and began the U.S. military invasion of California, with Northern California capitulating in less than a month to the United States forces. In Southern California, Californios continued to resist American forces. Notable military engagements of the conquest include the Battle of San Pasqual and the Battle of Dominguez Rancho in Southern California, as well as the Battle of Olómpali and the Battle of Santa Clara in Northern California. After a series of defensive battles in the south, the Treaty of Cahuenga was signed by the Californios on January 13, 1847, securing a censure and establishing de facto American control in California.
Following the Treaty of Guadalupe Hidalgo (February 2, 1848) that ended the war, the westernmost portion of the annexed Mexican territory of Alta California soon became the American state of California, and the remainder of the old territory was then subdivided into the new American Territories of Arizona, Nevada, Colorado and Utah. The even more lightly populated and arid lower region of old Baja California remained as a part of Mexico. In 1846, the total settler population of the western part of the old Alta California had been estimated to be no more than 8,000, plus about 100,000 Native Americans, down from about 300,000 before Hispanic settlement in 1769.
In 1848, only one week before the official American annexation of the area, gold was discovered in California, this being an event which was to forever alter both the state's demographics and its finances. Soon afterward, a massive influx of immigration into the area resulted, as prospectors and miners arrived by the thousands. The population burgeoned with United States citizens, Europeans, Chinese and other immigrants during the great California Gold Rush. By the time of California's application for statehood in 1850, the settler population of California had multiplied to 100,000. By 1854, more than 300,000 settlers had come. Between 1847 and 1870, the population of San Francisco increased from 500 to 150,000.
The seat of government for California under Spanish and later Mexican rule had been located in Monterey from 1777 until 1845. Pio Pico, the last Mexican governor of Alta California, had briefly moved the capital to Los Angeles in 1845. The United States consulate had also been located in Monterey, under consul Thomas O. Larkin.
In 1849, a state Constitutional Convention was first held in Monterey. Among the first tasks of the convention was a decision on a location for the new state capital. The first full legislative sessions were held in San Jose (1850–1851). Subsequent locations included Vallejo (1852–1853), and nearby Benicia (1853–1854); these locations eventually proved to be inadequate as well. The capital has been located in Sacramento since 1854 with only a short break in 1862 when legislative sessions were held in San Francisco due to flooding in Sacramento. Once the state's Constitutional Convention had finalized its state constitution, it applied to the U.S. Congress for admission to statehood. On September 9, 1850, as part of the Compromise of 1850, California became a free state and September 9 a state holiday.
During the American Civil War (1861–1865), California sent gold shipments eastward to Washington in support of the Union. However, due to the existence of a large contingent of pro-South sympathizers within the state, the state was not able to muster any full military regiments to send eastwards to officially serve in the Union war effort. Still, several smaller military units within the Union army were unofficially associated with the state of California, such as the "California 100 Company", due to a majority of their members being from California.
At the time of California's admission into the Union, travel between California and the rest of the continental United States had been a time-consuming and dangerous feat. Nineteen years later, and seven years after it was greenlighted by President Lincoln, the First transcontinental railroad was completed in 1869. California was then reachable from the eastern States in a week's time.
Much of the state was extremely well suited to fruit cultivation and agriculture in general. Vast expanses of wheat, other cereal crops, vegetable crops, cotton, and nut and fruit trees were grown (including oranges in Southern California), and the foundation was laid for the state's prodigious agricultural production in the Central Valley and elsewhere.
In the nineteenth century, a large number of migrants from China traveled to the state as part of the Gold Rush or to seek work. Even though the Chinese proved indispensable in building the transcontinental railroad from California to Utah, perceived job competition with the Chinese led to anti-Chinese riots in the state, and eventually the US ended migration from China partially as a response to pressure from California with the 1882 Chinese Exclusion Act.
Under earlier Spanish and Mexican rule, California's original native population had precipitously declined, above all, from Eurasian diseases to which the indigenous people of California had not yet developed a natural immunity. Under its new American administration, California's harsh governmental policies towards its own indigenous people did not improve. As in other American states, many of the native inhabitants were soon forcibly removed from their lands by incoming American settlers such as miners, ranchers, and farmers. Although California had entered the American union as a free state, the "loitering or orphaned Indians" were de facto enslaved by their new Anglo-American masters under the 1853 Act for the Government and Protection of Indians. There were also massacres in which hundreds of indigenous people were killed.
Between 1850 and 1860, the California state government paid around 1.5 million dollars (some 250,000 of which was reimbursed by the federal government) to hire militias whose purpose was to protect settlers from the indigenous populations. In later decades, the native population was placed in reservations and rancherias, which were often small and isolated and without enough natural resources or funding from the government to sustain the populations living on them. As a result, the rise of California was a calamity for the native inhabitants. Several scholars and Native American activists, including Benjamin Madley and Ed Castillo, have described the actions of the California government as a genocide.
In the twentieth century, thousands of Japanese people migrated to the US and California specifically to attempt to purchase and own land in the state. However, the state in 1913 passed the Alien Land Act, excluding Asian immigrants from owning land. During World War II, Japanese Americans in California were interned in concentration camps such as at Tule Lake and Manzanar. In 2020, California officially apologized for this internment.
Migration to California accelerated during the early 20th century with the completion of major transcontinental highways like the Lincoln Highway and Route 66. In the period from 1900 to 1965, the population grew from fewer than one million to the greatest in the Union. In 1940, the Census Bureau reported California's population as 6.0% Hispanic, 2.4% Asian, and 89.5% non-Hispanic white.
To meet the population's needs, major engineering feats like the California and Los Angeles Aqueducts; the Oroville and Shasta Dams; and the Bay and Golden Gate Bridges were built across the state. The state government also adopted the California Master Plan for Higher Education in 1960 to develop a highly efficient system of public education.
Meanwhile, attracted to the mild Mediterranean climate, cheap land, and the state's wide variety of geography, filmmakers established the studio system in Hollywood in the 1920s. California manufactured 8.7 percent of total United States military armaments produced during World War II, ranking third (behind New York and Michigan) among the 48 states. California however easily ranked first in production of military ships during the war (transport, cargo, [merchant ships] such as Liberty ships, Victory ships, and warships) at drydock facilities in San Diego, Los Angeles, and the San Francisco Bay Area. After World War II, California's economy greatly expanded due to strong aerospace and defense industries, whose size decreased following the end of the Cold War. Stanford University and its Dean of Engineering Frederick Terman began encouraging faculty and graduates to stay in California instead of leaving the state, and develop a high-tech region in the area now known as Silicon Valley. As a result of these efforts, California is regarded as a world center of the entertainment and music industries, of technology, engineering, and the aerospace industry, and as the United States center of agricultural production. Just before the Dot Com Bust, California had the fifth-largest economy in the world among nations.
In the mid and late twentieth century, a number of race-related incidents occurred in the state. Tensions between police and African Americans, combined with unemployment and poverty in inner cities, led to violent riots, such as the 1965 Watts riots and 1992 Rodney King riots. California was also the hub of the Black Panther Party, a group known for arming African Americans to defend against racial injustice and for organizing free breakfast programs for schoolchildren. Additionally, Mexican, Filipino, and other migrant farm workers rallied in the state around Cesar Chavez for better pay in the 1960s and 1970s.
During the 20th century, two great disasters happened in California. The 1906 San Francisco earthquake and 1928 St. Francis Dam flood remain the deadliest in U.S. history.
Although air pollution problems have been reduced, health problems associated with pollution have continued. The brown haze known as "smog" has been substantially abated after the passage of federal and state restrictions on automobile exhaust.
An energy crisis in 2001 led to rolling blackouts, soaring power rates, and the importation of electricity from neighboring states. Southern California Edison and Pacific Gas and Electric Company came under heavy criticism.
Housing prices in urban areas continued to increase; a modest home which in the 1960s cost $25,000 would cost half a million dollars or more in urban areas by 2005. More people commuted longer hours to afford a home in more rural areas while earning larger salaries in the urban areas. Speculators bought houses they never intended to live in, expecting to make a huge profit in a matter of months, then rolling it over by buying more properties. Mortgage companies were compliant, as everyone assumed the prices would keep rising. The bubble burst in 2007–8 as housing prices began to crash and the boom years ended. Hundreds of billions in property values vanished and foreclosures soared as many financial institutions and investors were badly hurt.
In the twenty-first century, droughts and frequent wildfires attributed to climate change have occurred in the state. From 2011 to 2017, a persistent drought was the worst in its recorded history. The 2018 wildfire season was the state's deadliest and most destructive, most notably Camp Fire.
Although air pollution problems have been reduced, health problems associated with pollution have continued. The brown haze that is known as "smog" has been substantially abated thanks to federal and state restrictions on automobile exhaust.
One of the first confirmed COVID-19 cases in the United States that occurred in California was first of which was confirmed on January 26, 2020. Meaning, all of the early confirmed cases were persons who had recently travelled to China in Asia, as testing was restricted to this group. On this January 29, 2020, as disease containment protocols were still being developed, the U.S. Department of State evacuated 195 persons from Wuhan, China aboard a chartered flight to March Air Reserve Base in Riverside County, and in this process, it may have granted and conferred to escalated within the land and the US at cosmic. On February 5, 2020, the U.S. evacuated 345 more citizens from Hubei Province to two military bases in California, Travis Air Force Base in Solano County and Marine Corps Air Station Miramar, San Diego, where they were quarantined for 14 days. A state of emergency was largely declared in this state of the nation on March 4, 2020, and as of February 24, 2021, remains in effect. A mandatory statewide stay-at-home order was issued on March 19, 2020, due to increase, which was ended on January 25, 2021, allowing citizens to return to normal life. On April 6, 2021, the state announced plans to fully reopen the economy by June 15, 2021.
A sight and sound fitting to welcome in the New Year.
With Ade Holman at the controls, CFPS 40106 'Atlantic Conveyor' with 'The Class Forty Preservation Society' headboard is seen passing Hay Bridge, accelerating away from the speed restriction at Stearns, with the New Years Day Highley - Bridgnorth SVR service.
I hope you like the panning here. It's not very sharp, because I'm still learning. This photo is taken with 1/50 exposure. Is it enough, or should I take 1/25 or even more? Mercedes SLS AMG. Maximilianstraße. 16.07.2011
24087 slowly accelerates away from a signal check at Stoke - On - Trent Station with a coal working. The vista of the railway north of Stoke can clearly be seen. Photograph taken on 23/06/1976
The short set still continues to see use on Wherry line services from Norwich despite the return of long term absentee 153 314 from Wolverton Works. I was at Crown Point depot for a media event this morning and took this before wending my way home on a miserable day weatherwise. This coincided with the only spot of vague brightness I saw all day - it was almost in sun!
Accelerating up the gradient from Walsall West Coast Railways Class 47 diesel locomotive 47826 works hard on the approach to Green Lane, Birchills working the Jorvik & Scarborough Spa Express from Kidderminster to Scarborough. 47832 was on the rear.
It wasn't long ago since Boeing restarted deliveries of the Boeing 787 Dreamliner after what has been a tumultuous 2020 and 2021 for the company after production and subsequent deliveries were halted for well-over a year; whilst those manufactured and in storage across the United States undergo necessary modifications with Charleston, Everett and Victorville are just a number of locations that are providing the necessary work to get the Boeing 787 re-certified for delivery.
American Airlines was the first airline to receive the Boeing 787 since deliveries restarted back in August 2022; at present, the carrier is in the process of taking delivery of the second batch of Boeing 787-8s. The order for 47 additional Boeing 787s back in 2018, at the time included 22 Boeing 787-8s and 25 Boeing 787-9s were part of a second-batch destined for American Airlines would enable the replacement of the Airbus A330 fleet (now all gone) and ageing Boeing 767-300ER fleet.
Deliveries commenced for this batch started in 2020, at the height of the COVID-19 pandemic, starting with the Boeing 787-8s which would feature the same interiors as the Boeing 787-9s, owing the original batch of 20 Boeing 787-8s delivered between 2015 to 2017 featured the much-maligned customisable Safran Cirrus Business Class seats, opting instead for the Collins Super Diamond Business Class seats.
For American Airlines, the carrier received only 4 of the Boeing 787-8s until deliveries were paused after quality control issues and production deficiencies. During COVID-19, orders were swapped around, with 5 Boeing 787-8s converted to Boeing 787-9s with 30 now on-order, meaning American Airlines will only receive 17 Boeing 787-8s, of which 8 more examples are due to arrive.
As for where the Boeing 787-8s are usually found, they are based from Chicago-O'Hare, Dallas-Fort Worth, Miami and Philadelphia.
Currently, American Airlines operates 51 Boeing 787s, which includes 29 Boeing 787-8s and 22 Boeing 787-9s. American Airlines have 8 Boeing 787-8s and 30 Boeing 787-9s on-order.
November Eight Seven One Alpha Yankee is one of 29 Boeing 787-8s operated by American Airlines, delivered new to the carrier on lease from BOC on 29th April 2020 and she is powered by 2 General Electric GEnx-1B engines.
Boeing 787-8 Dreamliner N871AY on short finals into Runway 28L at Dublin-Collinstown (DUB) on AA208 from Chicago-O'Hare (ORD), Illinois.
Another shot from under the bridge, this time an 8 way rotation with the fisheye, lit with a torch and a slightly cooler white balance.
Sooc apart from watermark.
JEREZ DE LA FRONTERA, SPAIN - SEP 03: Pilot of motorcycling of Formula Extreme in the Spanish championship of velocity (CEV) on Sep 03, 2005, in racetrack of velocity of Jerez de la Frontera
The Grisha-class small anti-submarine ship (Project 1124 Albatros malyy protivolodochnyy korabl or MPK in Soviet terms) was designed in the mid-1960s to search for and destroy enemy submarines found in Soviet coastal areas.
In 1991 the Russian Navy operated over 70 Grishas but that number had dwindled to 28 by 2004. This was due in large part to the difficulty in replacing the ship's turbines (which I think may have been built in Ukraine).
The first series of Grishas was built from 1968-74, but successive improvements to the design led to four discrete versions, three for the Soviet Navy and one sub-class for the KGB's coastal patrols. The Grishas pack a heavy anti-submarine armament (anti-submrine rocket launchers, torpedo tubes for heavy wire-guided torpedoes and depth charges) into a relatively small hull. Combined with a respectable anti-aircraft armament (SA-N-4 surface-to-air missiles, the twin 57mm gun aft and the AK-630 30mm automatic cannon), this makes the Grishas much more effective than the profusion of older escort vessels that were retired in the late 1980s.
Grishas were 71.6m in length, had a beam of 9.8m and a draught of 3.7m. With a diesel engine powering each of the two outboard propeller shafts, the ships could reach 22 knots. Add the gas turbine on the centre shaft, in a CODAG arrangement, and they could make 35 knots. However, all that machinery must have made them very cramped for their 60-strong crews. They were limited in range to about 7,400 km and only operated in coastal waters.
The Grisha III variants (Project 1124M) began appearing in the late 1970s and 34 were built by the mid-1980s when construction of this variant ended.
The vessel seen above was operating in the Baltic off Liepaya, which was then in the Soviet Union but is now in Latvia. It was attempting to shepherd us away from a torpedo-firing exercise being conducted by other Soviet ships which we were watching.
This is a rework of an earlier image in my stream.
As the Second Greco-Roman War dragged on, the resources at the NGRF's disposal continued to dwindle. This was accelerated by the URE's capture of the Macedonian construction yards, effectively cutting the Federation's manufacturing output in half. No longer able to produce Hastati IIs at an acceptable rate, they fell back on bolstering their forces with Decurions.
The Decurion began its development cycle as an early prototype for the Hastati. Based largely off of tech from the Gremlin, the original design was updated with modern armor and features to become the System we see today. Its performance falls short of the URE's Aardwolf III, but it makes up for that in sheer versatility. It specializes in ground combat but the B-type equipment adds a number of propellant tanks and thrusters to allow for limited use in outer space. This equipment has also been used for dropping Decurions into combat zones from the air, a tactic that has proved somewhat effective for surprising URE forces.
The Decurion's standard armament is a 100mm machine gun but it is also capable of wielding the "Pilum" heavy beam bazooka. Optional equipment includes "System Buster" warheads that can be mounted on the waist and missile pods that fit over the shoulders.
Geez that description took a lot out of me. I make most of it up on the fly and have to scour through all my old descriptions to properly reference stuff and make sure I don't contradict anything.
Anyway I wanted to do a build inspired by Dipo Muh's work, especially his Zaku redesigns. I put a lot of effort into the weapons as well, and really like how the flip-out stock on the rifle turned out as well as how all the parts on the bazooka mesh together. The backpack looks pretty heavy but it stands up pretty well. Only weight issues I've had is with holding the bazooka, where the shoulder guard is kinda necessary.
Accelerating Evil.
Agnitus fortunae ponitur quaestio vehementer urgentur,
besitzen Verständnis Leidenschaften wünscht mechanische Morde,
утверждающий основные предположения предрассудки до сих пор не доверяя,
dissimilarities sylfaenol endurable farces ofnadwy diafol,
Les décisions trompeur procédure de magnanimité dissimulation lésés,
противречи догматска слагалице независност раскошне затвор судбина,
consciences dáimhe unconditioned ludicrously drochuair enchained,
Obblighi prelibatezze future concezioni lontananza torture,
consilio labitur, tristibus propter inopiam crudelitas importat preferences doctrinis,
cunoștințe formule probabil epuizat disperat adâncimi rele instruiți,
ellentétes episztemológiai felfogások képtelen fellebbezések csodálkozni,
énigmes nécessaires compromettante stupidité des sacrifices injustice ascètes,
bewerkelijkheid aristocratische luiheid opvattingen diepgaand,
διαφοροποιημένη παρουσία συναρπαστική ύβρεις δυσανεξία διατηρεί ακαθαρσία,
uforenlige verdivurderinger umoralske enigmatically instinkter vises,
取り除か手恐ろしい骨死.
Steve.D.Hammond.
Colas Rail Freight Class 56s 56302 "Peco - Railway Modeller 2016 70 Years" and 56078 accelerate towards Barnt Green with the 11:31 (63 early) 3S33 Swindon to Gloucester Horton Road Rail Head Treatment Train.
This train was booked to pass here northbound at 12:00 and the plan was for it to go into Kings Norton OTP. Instead, it passed at 11:24 so I missed it going north and it was sent into the loop here at Barnt before heading south.
Since then, 56105 and 56078 were allocated to the RHTT diagram but 56078 was replaced by 56104, which then suffered faults. The Gloucester RHTT is now worked by Freightliner Class 66s.
FUJIFILM Neopan Acros 100
XTOL stock @18C - 10 min
Zenit 12xp
HELIOS-44M-4
Hoya HMC K2 + Kenko Realpro ND64
142067 returns to Leeds with the 2K71 Selby to Leeds local as it accelerates over Sandhill Lane Level Crossing near Selby.
The 04:55 Sikar Junction to Jaipur Junction MG Passenger 02082 accerates away from Nindhar Benar in the care of YDM-4 6738.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse
DLs 9423 and 9446 begin to get into their stride as they accelerate Train 225 away from Te Rapa yard in Hamilton.
In a few moments they will be running parallel to the passenger platform at Frankton Junction. Whilst there is a platform for the East Coast Main Trunk which diverges from the North Island Main Trunk here, there have been no scheduled passenger services on the line for quite some time now, since the railcar service to Tauranga ceased in October 2001.
For me and Stirling's buildoff
To build a weapon in the other's style.
So yeah, Credit to Stirling for his style, for much inspiration, and for the "heatshield" technique :P
Please, for all that is good, comment. I'm bored and I might go insane if someone doesn't say something to me.
Alright, Arch is bored once again, so its storytime children.
Rain fell upon wet broken pavement, and we stood solemn at what we were about to unleash.
Man in his pride boldly strode forth into the stars, unaware of just what he would find. A million fertile worlds, a million planetary nations spread across the Milkyway's great glittering arm. The rate of technological advancement grew absurd. In the year 2015 we stumbled upon new means of power supply which lead to the first faster-than-light spacecraft by 2025. Come 2050 Humanity was so far spread and advancing at such a rate that technology failed to travel beyond the originating solar system before it was already antiquated by new technology.
Then in 2073 several events simultaneously rocked the human race. In one system Technological Singularity was achieved, and a race of super transient AI armed with a robotic army waged war upon us.
From another system an intelligent biological virus which manipulated the host body to spread itself via any means possible, even to the degree of harnessing technology, started turning worlds into zombie-like couriers of the virus.
Another toyed with bioengineering too much and created a thousand different violent and fearsome mutant species of human which overwhelmed containment forces.
One managed to somehow create new life in the form of a violent and bloodthristy new species that would strive to consume both the knowledge and flesh of humanity.
The final straw came when one planet tore a rift in time and space which resulted not only in the appearance of alien life in our own galaxy which until now had lacked it, but also brought with it an invasion force of humanity from an alternate reality.
It was then resolved by us on Earth, in the center of this maelstrom of chaos that humanity, the cause of this, must by bridled and quickly.
We designed the STLG Accelerated Entropy System for this purpose, a rifle that would fire a beam which would speed the rate at which things aged, wore down, and broke. Soldiers in power armor faded to skeletons in rusty wreckages in minutes, blast gates fell right off their own hinges, reactors cooled off in seconds.
This was a mighty weapon, but not mighty enough for the task at hand. The genocide of the human race and the fearsome creations it had brought to life. We had become like gods, but we used our power poorly. We would destroy it all, and create the Sphere, and artificial construct which would permanents confine us within our home solar systems, once the majority of life and technology within that system had been destroyed. This would occur in parallel with the founding of the Order of Containment, which would keep humanity confined within their Spheres, advancing its own technology only as much as required to keep the humans within the Spheres contained. There would be ten Spheres for each of the systems closest to earth, where the seat of the Oder of Containment would rest. Everything that humanity has made would be destroyed.
Rain fell upon wet broken pavement, and we stood solemn at what we were about to unleash...
As an Orion spaceship returns to Earth, screaming through the atmosphere at 24,700 mph, one of the more critical events that must happen for the parachutes to be deployed is the jettison of the capsule’s forward bay cover. The forward bay cover is affixed above the portion of the crew module’s back shell that houses the parachutes.
The jettison mechanism is quick and powerful – generating thrust equal to 26,250 lbs. of force, launching the 1000-lb. forward bay cover away from the capsule. During separation, the cover accelerates to a speed of almost 30 mph in just over half a second.
The test was performed on the Orion structural test article at the company’s Littleton, Colorado facility. The successful test not only validated the jettison mechanisms but also validated the structural stress modules used in designing the crew module.
Europhoenix Class 37 37884 accelerates through Northfield with the 14:27 5Z94 Bedford Cauldwell Walk to Long Marston, consisting of recently off-lease Thameslink Class 319 319437.
'Western' Class diesel hydraulic No. D1058 'Western Nobleman' accelerates out of Gloucester past Tuffley Junction on 20th June 1970 with an unidentified express which, despite the headcode, is thought to be a Cheltenham Spa - London Paddington service. The loco was withdrawn from service in January 1977 and cut up at Swindon Works during June 1979. Any help with the train identification would be appreciated.
Freightliner's 70014 Accelerates 4O29, The 08.55 Crewe Basford Hall to Southampton Service As It Leaves Walsall Running 29 Minutes Late.
How Much Longer This View Is Possible Remains To Be Seen As The OLE Structure Foundations Are All In Place, And The Remainder Of the Steel Work And Then The Wire Won't Be Far Behind.
Saturday 12th May 2018
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86. The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading-edge sweep and 3.5 degrees of anhedral, and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust. The aircraft was designated XF-96A and flew on 3 June 1950. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak. The F-84 designation was eventually retained because the fighter was expected to be a low-cost improvement of the straight-wing Thunderjet with over 55 percent commonality in tooling.
In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65. To accommodate the larger engine, YF-84Fs with a British-built Sapphire as well as production F-84Fs with the J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production quickly ran into problems, though. Although tooling commonality with the Thunderjet was supposed to be 55 %, but just 15 % of the tools could actually be re-used. To make matters worse, the F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete, too, and the improved J65-W-3 did not become available until 1954. When the first production F-84F flew on 22 November 1952, it was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator. A number of aircraft were also retrofitted with spoilers for improved high-speed control. As a result, the F-84F was not declared operational until 12 May 1954.
The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust, but this arrangement kept the nose section free and permitted placement of cameras, and the different design was adopted for the RF-84F Thunderflash reconnaissance version. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, though, delaying operational service until March 1954.
During the F-84F’s development the Air Defense Command was looking for a replacement for the outdated F-94 ‘Starfire’ interceptor, a hasty development from the T-33 trainer airframe with an afterburner engine and an on-board radar. However, the F-94 was only armed with machine guns in its early versions or unguided missiles in its later incarnations, which were inadequate. An aircraft with better performance, ideally with supersonic speed, a better radar, and the ability to carry guided missiles (in the form if the AIR-1 and 2 ‘Falcon’ AAMs) as well as the AIR-2 ‘Genie’ missile was now requested.
The Douglas AIR-2 Genie followed a unique but effective concept that represented the technological state-of-the-art: it was an unguided air-to-air rocket with a 1.5 kt W25 nuclear warhead. The interception of Soviet strategic bombers was a major military preoccupation of the late 1940s and 1950s. The World War II-age fighter armament of machine guns and cannon were inadequate to stop attacks by massed bomber formations, which were expected to come in at high altitude and at high subsonic speed. Firing large volleys of unguided rockets into bomber formations was not much better, and true air-to-air missiles were in their infancy. In 1954 Douglas Aircraft began a program to investigate the possibility of a nuclear-armed air-to-air weapon. To ensure simplicity and reliability, the weapon would be unguided, since the large blast radius made precise accuracy unnecessary. Full-scale development began in 1955, with test firing of inert warhead rockets commencing in early 1956. The final design carried a 1.5-kiloton W25 nuclear warhead and was powered by a Thiokol SR49-TC-1 solid-fuel rocket engine of 162 kN (36,000 lbf) thrust, sufficient to accelerate the rocket to Mach 3.3 during its two-second burn. Total flight time was about 12 seconds, during which time the rocket covered 10 km (6.2 mi). Targeting, arming, and firing of the weapon were coordinated by the launch aircraft's fire-control system. Detonation was by time-delay fuze, although the fuzing mechanism would not arm the warhead until engine burn-out, to give the launch aircraft sufficient time to turn and escape. However, there was no mechanism for disarming the warhead after launch. Lethal radius of the blast was estimated to be about 300 meters (980 ft). Once fired, the Genie's short flight-time and large blast radius made it virtually impossible for a bomber to avoid destruction. The rocket entered service with the designation MB-1 Genie in 1957.
During the development phase the first carrier aircraft earmarked to carry the AIR-2 was the Northrop F-89 Scorpion, which had already been introduced in the early Fifties. While being an all-weather interceptor with on-board radar, it was a slow and large aircraft, and outdated like the F-94. Trying to keep the F-84 production lines busy, however, Republic saw the chance to design an all-weather interceptor aircraft that would surpass the F-89’s mediocre performance and meet the AIR-2 carrier requirements on the basis of the swept-wing (R)F-84F. To emphasize its dedicated interceptor role and set it apart from its fighter-bomber ancestors, the heavily modified aircraft was designated F-96B (even though it had little to do with the XF-96A that became the F-84F) and called ‘Thunderguard’.
The F-96B was largely based on the RF-84F’s airframe with its wing-root air intakes, what offered ample space in the aircraft’s nose for a radar system and other equipment. The radar was coupled with a state-of-the-art Hughes MC-10 fire control system. To relieve the pilot from operating the radar system one of the fuel cells behind the cockpit was deleted and a second crew member was placed behind him under an extended, strutless hood that opened to starboard. To compensate for the loss of fuel and maintain the F-84F’s range, a new tank was mounted under the cockpit floor in the aircraft’s center of gravity.
To improve performance and cope with the raised take-off weight, the F-96B was powered by an uprated Wright J65-W-18 turbojet, which generated 0.4 kN more dry thrust than the F-84F’s original J65-W-3 (7,700 lbf/34 kN). This was not too much, though, so that the J65 was additionally outfitted with an afterburner. With this upgrade the powerplant provided a maximum thrust of 10,500 lbf (47 kN), what resulted in a markedly improved rate of climb and the ability to break the sound barrier in level flight. The additional reheat section necessitated a wider and longer rear fuselage, which had to be redesigned. As an unintended side benefit, this new tail section reduced overall drag due to a slightly area-ruled coke-bottle shape behind the wings’ trailing edge, which was even emphasized through the ventral brake parachute fairing.
Armament consisted only of missiles, which were all carried externally on wing stations, all guns of the former F-84 versions were deleted to save weight. The F-96B’s weapons range included GAR-1/2/3/4 (Later re-designated as AIM-4) radar- and IR-guided Falcon air-to-air missiles and a pair of MB-1 Genie missiles. Up to four pods with nineteen unguided 2.75 in (70 mm) "Mighty Mouse" Mk 4/Mk 40 Folding-Fin Aerial Rockets each were an alternative, too, and a pair of drop tanks were typically carried under the inner wings to provide the aircraft with sufficient range, since the new afterburner significantly increased fuel consumption.
Even though it was only a derivative design, the F-96B introduced a lot of innovations. One of these was the use of a diverertless supersonic inlet (DSI), a novel type of jet engine air intake to control air flow into their engines. Initial research into the DSI was done by Antonio Ferri in the 1950s. It consisted of a "bump" and a forward-swept inlet cowl, which worked together to divert boundary layer airflow away from the aircraft's engine. In the case of the F-96B this was realized as an inward-turning inlet with a variable contraction ratio. However, even though they had not been deemed necessary to guarantee a clean airflow, the F-96B’s air intakes were further modified with splitter plates to adapt them to the expected higher flight speeds and direct the air flow. The initial flight tests had also revealed a directional instability at high speed, due to the longer nose, so that the tail surfaces (both fin and stabilizers) were enlarged for the serial aircraft to compensate.
Another novel feature was an IRST sensor in front of the windscreen which augmented the on-board radar. This sensor, developed by Hughes International and designated ‘X-1’, was still very experimental, though, highly unreliable, and difficult to handle, because it relied on pressurized coolant to keep the sensor cold enough to operate properly, and dosing it at a consistent level proved to be difficult (if not impossible). On the other side the IRST allowed to track targets even in a massively radar-jammed environment. The 7” diameter silicone sensor was, together with the on-board radar, slaved to the fire control system so that its input could be used to lock guided missiles onto targets, primarily the GAR-1 and GAR-2 AAMs. The X-1 had a field of view of 70×140°, with an angular resolution of 1°, and operated in 2.5 micron wavelength range. When it worked properly the sensor was able to detect a B-47-sized aircraft’s tails aspect from 25 nm (29 ml/46 km) and a target of similar size from directly ahead from 10 nm (12 ml/19 km). Later, better developed versions of Hughes IRST, like the X-3 that was retrofitted to the F-101B in the early Sixties, had a better range and were more reliable.
During the Thunderguard’s development another competitor entered the stage, the F-101B Voodoo. In the late 1940s, the Air Force had already started a research project into the future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point. Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo fighter bomber), the USAF assigned the designation F-101B. Its development was protracted, so that the F-96B – even though it offered less performance – was ordered into production to fill the USAF’s urgent interceptor gap.
F-96B production started after a brief test phase in late 1957, and the first aircraft were delivered to the 60th Fighter-Interceptor Squadron in 1958. However, when it became clear that the F-101B would finally enter service in 1959, F-96B production was quickly cut down and the initial order of 300 aircraft reduced to only 150, which were produced until early 1960 in three batches. Only sixty were directly delivered to ADC units, because these were preferably equipped with the supersonic F-102A and the new F-101B, which could also carry the nuclear Genie missile. The rest was directly handed over to Air National Guard units – and even there they were quickly joined and replaced by the early ADC aircraft.
Operationally, almost all F-96Bs functioned under the US–Canadian North American Air Defense Command (NORAD), which protected North American airspace from Soviet intruders, particularly the threat posed by nuclear-armed bombers. In service, the F-96Bs were soon upgraded with a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. Furthermore, the F-96B was upgraded to allow the carrying of two GAR-11/AIM-26 Nuclear Falcon missiles instead of the Genies when they became available in 1961.
A handful F-96Bs were camouflaged during the late Sixties with the USAF’s new SEA scheme, but most aircraft retained their original bare metal finish with more or less colorful unit markings. Due to its limited capabilities and the introduction of the Mach 2 McDonnell F-4 Phantom, the last F-96B was retired from ANG service in 1971.
General characteristics:
Crew: 2
Length: 54t 11 1/2 in (16,77 m) incl. pitot
Wingspan: 33 ft 7.25 in (10,25 m)
Height: 16 ft 9 in (5,11 m)
Wing area: 350 sq ft (37,55 m²)
Empty weight: 13,810 lb (6.264 kg)
Gross weight: 21,035 lb (9.541 kg)
Max takeoff weight: 28,000 lb (12.701 kg)
Powerplant:
1× Wright J65-W-18 turbojet with 8,600 lbf (34 kN) dry thrust and 10,500 lbf (47 kN) with afterburner
Performance:
Maximum speed: 695 mph (1,119 km/h, 604 kn, Mach 1.1) at 35,000 ft (10,668 m)
Cruise speed: 577 mph (928 km/h, 501 kn)
Range: 810 mi (1,304 km, 704 nmi) combat radius with two droptanks
Service ceiling: 49,000 ft (15,000 m)
Rate of climb: 16,300 ft/min (83 m/s)
Wing loading: 86 lb/sq ft (423 kg/m²)
Armament:
No internal guns;
6× underwing hardpoints for a total ordnance load of up to 6,000lb (2,727 kg), including
a pair of 191.5 US gal (727 l) or 375 US gal (1.429 l) drop tanks on the inner stations
and a mix of AIM-4 Falcon (up to six), MB-1 Genie (up to two) and/or pods with
nineteen 2.75”/70 mm FFAR unguided missiles each (up to four) on the outer stations
The kit and its assembly:
This fictional missing link between the RF-84F and the F-105 was conceived for the Fifties Group Build at whatifmodellers.com, an era when the USAF used a wide variety of interceptor aircraft types and technical advancements were quick and significant – in just a decade the interceptor evolved from a subsonic machine gun-toting aircraft to a guided weapons carrier platform, capable of Mach 2.
The F-96B (I re-used Republic’s dropped designation for the swept-wing F-84F) was to display one of the many “in between” designs, and the (R)F-84F was just a suitable basis for a conversion similar to the T-33-derived F-94, just more capable and big enough to carry the nuclear Genie missile.
The basis became Italeri’s vintage RF-84F kit, a rather simple affair with raised panel lines and a mediocre fit, plus some sinkholes. This was, however, heavily modified!
Work started with the implantation of a new tandem cockpit, taken wholesale from a Heller T-33. Fitting the cockpit tub into the wider Thunderflash hull was a bit tricky, putty blobs held the implant in place. The canopy was taken from the T-33, too, just the RF-84F’s original rear side windows were cut away to offer sufficient length for the longer clear part and the cockpit side walls had to be raised to an even level with the smaller windscreen with the help of styrene strips. With these adapters the T-33 canopy fitted surprisingly well over the opening and blended well into the spine.
The camera nose section lost its tip, which was replaced with the tail cone from a Matchbox H.S. Buccaneer (actually its air brake), and the camera windows as well as the slant surfaces that held them were PSRed away for a conical shape that extended the new pointed radome. Lots of weight in the nose and under the cockpit floor ensured a safe stance on the OOB landing gear.
The rear section behind the air brakes became all-new; for an afterburner I extended and widened the tail section and implanted the rear part from a B-66 (Italeri kit, too) engine nacelle, which received a wider nozzle (left over from a Nakotne MiG-29, a featureless thing) and an interior.
To balance the longer nose I also decided to enlarge the tail surfaces and replaced the OOB fin and stabilizers with leftover parts from a Trumpeter Il-28 bomber – the fin was shortened and the stabilizers reduced in span to match the rest of the aircraft. Despite the exotic source the parts blend well into the F-84’s overall design!
To add supersonic credibility and to connect the design further with the later F-105 I modified the air intakes and cut them into a raked shape – quite easy to realize. Once the wings were in place, I also added small splitter plates, left over from an Airfix BAC Strikemaster.
As an interceptor the armament had to be adapted accordingly, and I procured the quartet of IR-guided Falcons as well as the Genie duo from an Academy F-89. The large drop tanks were taken OOB from the Italeri kit. The Genies were mounted onto their massive Scorpion pylons under the outer wings of the F-96B, while the Falcons, due to relatively little space left under the wings, required a scratched solution. I eventually settled for dual launchers on small pylons, mounted in front of the landing gear wells. The pylons originally belong to an ESCI Ka-34 “Hokum” helicopter kit (they were just short enough!), the launch rails are a halved pair of F-4 Sidewinder rails from a Hasegawa air-to-air weapons set. With everything on place the F-96B looks quite crowded.
Painting and markings:
The machine would represent a late Fifties USAF type, so that the paint options were rather limited if I wanted to be authentic. ADC Grey was introduced in the early Sixties, SEA camouflage even later, so that bare metal became a natural choice – but this can be quite attractive! The model received an overall coat with acrylic “White Aluminum” from the rattle can, plus some darked panels all over the hull (Humbrol 56 for good contrast) and an afterburner section in Revell 91 (Iron Metallic) and Humbrol’s Steel Metallizer. The radome became deep black, the anti-glare panel in front of the windscreen olive drab (Revell 46). Light grey (Revell 75) was used for some small di-electric fairings.
Interior surfaces (cockpit and landing gear wells) were painted with Zinc Chromate primer (I used Humbrol 80), while the landing gear struts became silver-grey (Humbrol 56) and the inside of the covers as well as the air brakes were painted in bright red (Humbrol 19).
Once basic painting was done the model received a black ink washing and was rubbed with grinded graphite to emphasize the raised panel lines, and the material adds a nice dark metallic shine to the silver base coat.
Another challenge was to find suitable unit markings for the Fifties era in the decal vault, which would also fit onto the model. After a long search I eventually settled for rather simple markings from a 325th FIS F-102 from an Xtradecal sheet, which only features a rather timid fin decoration.
Finding other suitable standard markings remained demanding, though. Stars-And-Bars as well as the USAF taglines were taken from the Academy F-89 that also provided the ordnance, most stencils were taken from the OOB Italeri sheet and complemented by small markings from the scrap box. The biggest problem was the creation of a matching serial number. The “FF” code was originally used for P/F-51D Mustangs during the Korea War, but after the type had been phased out it might have been re-used? The letters as well as the serial number digits were created from various markings for USAF F-100s, also from an Xtradecal sheet.
Once the decals had been applied the model was sealed with semi-gloss acrylic varnish, except for the radome, the anti-glare panel as well as the walking areas on the wings as well as parts of the afterburner section, which were coated with matt varnish.
A rather straightforward conversion, even though finishing the project took longer than expected. But the result looks surprisingly natural and plausible. Lots of PSR was needed to modify the fuselage, though, especially the tail section was not easy to integrate into the Thunderflash’s hull. Sticking to the simple NMF livery paid IMHO out, too: the livery looks very natural and believable on the fictional aircraft, and it suits the F-84’s bulbous shape well.