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St. Anne's Chapel is on the south and east side of the priory. This area is a mediaeval addition to the original Norman priory. Well, I say 'original' but there was something on the site before the Normans built anything, but not much is known about that.
The altar, representing the body of Christ, is uncovered just before Easter.
Perfect addition for my Outback Book ;-))
www.sharpsmusic.on.net/Georgie3.html
The Curdnatta Photographers Theme is "Yellow Spring"
georgiesharpreflections.blogspot.com/2010/09/desert-bloom...
New addition to Hawrelak Park. The park is to undergo a massive renovation & this pavilion might be sitting unused for a few years. Hawrelak Park covers 68 hectare in the river valley.
Guisborough - a fairly recent addition to the fleet at Stagecarriage is this former Arriva Midlands, Wardle Transport & Tetley's Coaches Volvo Olympian R650MNU. It is seen here returning to the depot after operating a college service to Prior Pursglove in Guisborough.
New North animated and breathing set available @ The Fifty this month. She's cool, sexy and confident and the perfect addition to your custom AO and photos. Come visit our booth @ The Fifty and check this set out for yourself.
Happy Holidays everyone
The Fifty taxi
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*Full set preview in comments*
An Air Force Lockheed Martin F-22 "Raptor" assigned to the 3rd Wing flies over Joint Base Elmendorf-Richardson, Alaska, Feb. 27, 2018. The Lockheed Martin F-22 "Raptor" is the U.S. Air Force’s premium fifth-generation fighter asset.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-22 "Raptor" is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.
The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.
Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
Development
Origins
In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 "Eagle" and F-16 "Fighting Falcon". Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.
Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.
Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.
Production and procurement
As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.
Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.
The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.
The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.
The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.
Ban on exports
The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 "Eagle" and F-16 "Fighting Falcon" or the newer F-35 "Lightning II", which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.
Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.
Production termination
Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.
In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G "Growler". Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.
In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP). A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.
Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.
In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.
Upgrades
The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.
Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D. To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.
In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.
The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.
Design
Overview
The F-22 "Raptor" is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF. It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.
The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.
The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.
The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.
Stealth
The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.
Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.
The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 "Phantom II" that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.
The latest addition in the Rambler Coaches of Hastings fleet is this fabulous looking Executive Euro 6 Tri-Axle Mercedes-Benz Tourismo, CR17 RAM, which is photographed here approaching Detling Showground for its debut appearance, at the South East Bus Festival 2017. It carries the company's livery; a green and cream with a black skirting carrying orange and green stripes. This, I believe is a first for Rambler, being what I think is the only coach with this axle configuration they have had, although they have operated some coaches with two axles at the front with one at the rear. CR17RAM has C53Ft seating, and I am not yet sure of what fleet number it will carry, although could be 08 or 10.
Pic by Melinda Bayn
Model: Locuala
I`d Like to start with this post, the first in a series of posts related to the color pink. Regardless of style or trend or brand, the common thread will be the color pink (in its infinite shades).
In addition, I will continue to wear headpieces inspiration.
elbauldelaconchapiquer.blogspot.com/2026/02/sweet-pink-an...
In addition to a wide array of beautiful butterflies, the Butterfly Garden also has reptiles including iguanas and turtles. Usually, the iguana spends most of its time in the foliage. However, sometimes it comes down to ground level to visit and annoy the turtles. For some twenty minutes, the iguana made itself a pain in the neck by climbing on top of the turtles and bothering them. I can only imagine that the iguana had visions of being a major predator bringing down its prey. The turtles responded by pulling in their heads or attempting to crawl away. Since the iguana had not teeth, it could do little but gum the turtles until it became bored of the game. The shot was taken in August 2017, with my trusty Olympus digital camera. Enjoy.
Ashford-in-the-Water is a village and civil parish in the Derbyshire Peak District, England. The village is on the River Wye, 2 miles (3 km) north-west of Bakewell.[1] It is known for the quarrying of Ashford Black Marble[2] (a form of limestone), and for the maidens' garlands made to mark the deaths of virgins in the village until 1801. Some of these are preserved in the parish church.[3] The civil parish population (including Sheldon) taken at the 2011 Census was 559.[4]
History
The name Ashford derives from the Old English æsc and ford, and means a ford where ash trees grow. In 926, the village was known as Æscforda and in the Domesday Book of 1086 it was Aisseford. The addition of "in-the-Water" occurred in the late 17th century, and reflected the proximity of the village to meanders of the River Wye.[5]
In the Domesday Book, Ashford was described as one of the locations in the area where lead was refined.[6]
In 1786, Ashford had mills for carving and polishing the local black marble. By 1848, it had 950 inhabitants.[7]
The village passed to the Cavendish family in the 16th century (from the Nevilles) and was finally sold off in the 1950s to pay death duties.
Culture
The tradition of well-dressing continues in Ashford as in many other villages in the Peak District. Each year slabs of clay are decorated by village volunteers using petals, leaves and other plants to create a picture. The finished designs are then displayed at the six wells around the village and the event is marked by a church service and procession through the village to bless the wells. The event takes place around Trinity Sunday.
Transport
The village is bypassed by the A6 road.
Notable buildings
Within Ashford's civil parish are 62 structures that are listed by Historic England for their historic or architectural interest. None are listed as Grade I, but there are two structures (Ashford Hall and Sheepwash Bridge) that are Grade II*. All the others, including Thornbridge Hall and the parish church, are Grade II.[8]
Ashford Hall dates from 1785, though alterations were made in about 1840. It is a five-bay, three-storey building of gritstone and ashlar, with a balustered parapet around its slate roof. It has an early-19th-century conservatory.[9]
Sheepwash Bridge
The Sheepwash Bridge, which dates from the 17th century, is a packhorse bridge with an attached stone sheepwash: lambs were placed in the pen on one side of the river and the ewes swam across the river to get to them, while being pushed underwater by the shepherds to clean the fleece before shearing. Large trout inhabit the waters of the Wye around the bridge. It is a Scheduled Monument as well as a listed building.[10][11][12]
Ashford's parish church of the Holy Trinity was mostly rebuilt in 1868–70 but has a partly 13th-century tower, a 14th-century north arcade and a recovered Norman tympanum above the south doorway.[2] In the churchyard lies the base and stump of a Grade-II-listed churchyard cross, variously dated to the 14th[13] or 15th century.[14] Behind the church are traces of a moat, all that remains of a fortified house which was the home of Edmund Plantagenet, brother of Edward II.[15]
Thornbridge Hall dates from the 18th century, but was enlarged in 1871 and radically altered in a neo-Tudor style in 1897.[16]
Within the parish, but nearer Sheldon village, is Magpie Mine, a disused but well-preserved Derbyshire lead mine complex.[17]
Demography
In the 2011 census, Ashford-in-the-Water was 99.5% White, and 0.2% Asian.
An addition to our #UnfoldTheUniverse art social media campaign by NASA GSFC/Adriana Manrique Gutierrez. This was created by the NASA Roman mission as an update to their comic series about Webb and Roman.
If you create art inspired by what the James Webb Space Telescope might discover, share it with us! For more information, please visit: go.nasa.gov/unfoldtheuniverse
Image credit: NASA GSFC/Adriana Manrique Gutierrez
🎉🐾 Gather 'round, paw-friends! 🐾🎁 We've got an adorable surprise in store for our beloved BackBoners! 🌟
Introducing our newest addition: the Shiba Inu Hug Pup! 🐕💕
Let's shower our group with cuddles and cuteness! Who's ready to welcome this fluffy friend into our pack? 🎈
The latest addition to the Hromnak menagerie. These guys have been teasing me during my shower time for the past few mornings. I keep seeing them out my window in the backyard and rush to throw on some clothes and grab my camera. Most of the time I get close and they take off, it just so happened that this morning as I turned by the barn there they were! Two clicks later and they were gone again. FYI - for those that know my backyard, this year I'm going natural and letting the grass (or weeds) grow to their heart's content.
SN/NC: Melochia pyramidata L., Syn. Melochia Corchorifolia, Melochia Tomentosa, Melochia Domingensis, Moluchia pyramidata, Malvaceae Family
Melochia corchorifolia, the chocolateweed, is a weedy tropical plant that is typically seen in the wastelands. It has been most frequently observed to grow in open areas, such as highways. Although Melochia corchorifolia does not have any common usage, it has been utilized as a homeopathic remedy. Its weedy and invasive characteristic inhibits its wider cultivation. Melochia corchorifolia is common in the Southeastern regions of the United States. It has been observed to grow from North Carolina to all the way south into Mississippi. In addition, it is prevalent in tropical areas of Africa, Asia and Australia. Sunny or dimly shaded humid regions of riversides, lakesides are its familiar natural habitats. This plant also grows typically as weed in cotton, soybean and rice plants. Melochia corchorifolia was used as a source of fibre for making dillybags and other objects in the north-central Arnhem Land region. It was noted as a source of very strong fibre. is not utilized for decoration or food purposes. However, it contains several phytochemical features. The leaves of Melochia corchorifolia are consumed as a potherb in West Africa and southern Africa. The cooked leaves present a popular, slimy side-dish in Malawi. Such utilization of the leaves are also quite common in Indo-China and India. Additionally, the stems are used for tying bundles and are used in the construction of roofs of houses.
The dried leaves of Melochia corchorifolia L have been shown to have high crude amount of protein, as well as small amounts of lipids. It also contains critical dietary minerals such as potassium, calcium and magnesium.
Melochia corchorifolia, a erva-de-chocolate, é uma planta tropical com ervas daninhas que normalmente é vista nos terrenos baldios. Tem sido observada com maior frequência em áreas abertas, como rodovias. Embora a Melochia corchorifolia não tenha nenhum uso comum, tem sido utilizada como remédio homeopático. Sua característica infestante e invasora inibe seu cultivo mais amplo. É comum nas regiões do sudeste dos Estados Unidos. Foi observado que cresce da Carolina do Norte até o sul do Mississippi. Além disso, é prevalente em áreas tropicais da África, Ásia e Austrália. É usado como fibra para fazer sacos e amarrar telhados. Também é uma rotina alimentar em alguns países africanos e asiáticos.
Melochia corchorifolia, de chocoladewiet, is een tropische wietplant die veel voorkomt in woestenij. Het is vaker waargenomen in open gebieden zoals snelwegen. Hoewel Melochia corchorifolia niet algemeen wordt gebruikt, is het gebruikt als een homeopathisch middel. Zijn onkruid- en invasieve karakter remt zijn bredere teelt. Het is gebruikelijk in de zuidoostelijke regio's van de Verenigde Staten. Er is waargenomen dat het groeit van Noord-Carolina tot ver naar het zuiden als Mississippi. Bovendien komt het veel voor in tropische gebieden van Afrika, Azië en Australië. Het wordt gebruikt als vezel om zakken te maken en daken vast te binden. Het is ook een voedingspatroon in sommige Afrikaanse en Aziatische landen.
La Melochia corchorifolia, l'erba del cioccolato, è una pianta infestante tropicale che si vede comunemente nelle lande desolate. È stato osservato più frequentemente in aree aperte come le autostrade. Sebbene la Melochia corchorifolia non abbia un uso comune, è stata usata come rimedio omeopatico. La sua caratteristica infestante e invasiva ne inibisce la coltivazione più ampia. È comune nelle regioni sudorientali degli Stati Uniti. È stato osservato che cresce dalla Carolina del Nord fino al Mississippi. Inoltre, è diffuso nelle aree tropicali dell'Africa, dell'Asia e dell'Australia. Viene usata come fibra per fare sacchi e per legare i tetti. È anche una routine dietetica in alcuni paesi africani e asiatici.
Melochia corchorifolia, das Schokoladenkraut, ist eine tropische Unkrautpflanze, die häufig im Ödland anzutreffen ist. Es wurde häufiger in offenen Bereichen wie Autobahnen beobachtet. Obwohl Melochia corchorifolia keine allgemeine Verwendung hat, wurde es als homöopathisches Heilmittel verwendet. Seine unkrautartigen und invasiven Eigenschaften hemmen seinen breiteren Anbau. Es ist in den südöstlichen Regionen der Vereinigten Staaten verbreitet. Es wurde beobachtet, dass es von North Carolina bis nach Mississippi wächst. Darüber hinaus ist es in tropischen Gebieten Afrikas, Asiens und Australiens weit verbreitet. Es wird als Faser zur Herstellung von Säcken und zum Binden von Dächern verwendet. Es ist auch eine Ernährungsroutine in einigen afrikanischen und asiatischen Ländern.
Melochia corchorifolia, la hierba del chocolate, es una planta de hierba tropical que se ve comúnmente en los páramos. Se ha observado con mayor frecuencia en áreas abiertas como carreteras. Aunque Melochia corchorifolia no tiene un uso común, se ha utilizado como remedio homeopático. Su característica maleza e invasiva inhibe su cultivo más amplio. Es común en las regiones del sureste de los Estados Unidos. Se ha observado que crece desde Carolina del Norte hasta el sur de Mississippi. Además, es frecuente en áreas tropicales de África, Asia y Australia. Se utiliza como fibra para hacer costales y amarrar techos. También es una rutina dietética en algunos países africanos y asiáticos.
Melochia corchorifolia, l'herbe à chocolat, est une plante adventice tropicale que l'on voit couramment dans les friches. Il a été observé plus fréquemment dans des zones ouvertes telles que les autoroutes. Bien que Melochia corchorifolia n'ait pas d'usage courant, il a été utilisé comme remède homéopathique. Sa caractéristique adventice et envahissante inhibe sa culture plus large. Il est courant dans les régions du sud-est des États-Unis. On a observé qu'il poussait de la Caroline du Nord jusqu'au Mississippi au sud. De plus, il est répandu dans les régions tropicales d'Afrique, d'Asie et d'Australie. Il est utilisé comme fibre pour fabriquer des sacs et pour attacher les toits. C'est aussi une routine alimentaire dans certains pays d'Afrique et d'Asie.
Melochia corchorifolia、チョコレートの雑草は、荒地でよく見られる熱帯の雑草植物です。高速道路などの開けた場所でより頻繁に観察されています。 Melochia corchorifolia には一般的な用途はありませんが、ホメオパシーのレメディとして使用されてきました。その雑草と侵略的な特性は、より広い栽培を阻害します。これは、米国の南東部地域で一般的です。ノースカロライナ州から南はミシシッピ州まで成長することが観察されています。さらに、アフリカ、アジア、オーストラリアの熱帯地域で流行しています。袋を作ったり、屋根を結ぶための繊維として使用されます。また、アフリカやアジアの一部の国では日常的な食生活でもあります。
Melochia corchorifolia ، عشب الشوكولاتة ، هو نبات عشب استوائي يشاهد عادة في الأراضي القاحلة. وقد لوحظ بشكل متكرر في المناطق المفتوحة مثل الطرق السريعة. على الرغم من أن Melochia corchorifolia ليس له استخدام شائع ، فقد تم استخدامه كعلاج المثلية. حشائشها وخصائصها الغازية تمنع زراعتها على نطاق أوسع. إنه شائع في المناطق الجنوبية الشرقية من الولايات المتحدة. وقد لوحظ أنه ينمو من ولاية كارولينا الشمالية حتى الجنوب مثل ميسيسيبي. علاوة على ذلك ، فهو منتشر في المناطق الاستوائية في إفريقيا وآسيا وأستراليا. يتم استخدامه كألياف لصنع الأكياس وربط الأسقف. إنه أيضًا روتين غذائي في بعض البلدان الأفريقية والآسيوية.
The foot-end bench and privacy screens match perfectly with the latest bedroom releases - Releasing today - noon SLT at TMD
Soooo I saw Scaris Frankie at Walmart and....well I didn't plan on getting this Frankie BUT I gave in.... -_-
A recent addition to Stagecoach Bluebird is this one time Stagecoach East and latterly Manchester and Highland Trident 18110. The Bluebird engineer must really dislike Volvo B9TLs if this was chosen over the ex First Geminis recently on loan and currently spare with Fife.
18110 seen here on the current excessive layover at Woodend on the X17 that disappears or at least reduces later this month in the timetable change. Annoying for passengers but for handy for catching up and photographing X17 buses. The Trident joins 18018 in being the only flip dot display vehicles in the fleet now.
This is a picture of the brand new addition of the Royal Ontario Museum. It is the Michael Lee-Chin Crystal by Daniel Libeskind!!
In addition to farming the Dorze are engaged in weaving,pottery and blacksmithing.Dorze women are responsible for taking care of the child,household works,collecting firewood ,spinning cotton. The male mainly farm,weave,and construct houses.
In addition to its French colonial roots, the city of Montréal attracts many people from the french speaking part of the world. This bar is the meeting point of the french expats living in New France. During the World Cup it is filled with supporters of Les Bleus and the atmosphere is absolutely electric when the likes of Mbappé touch the ball.
Last of their line?
With the addition of more electric buses into the First Glasgow fleet, it means the withdrawal of older types that have served the city well. It also means that Volvo, once the dominant marque in the First Glasgow fleet is now down to less than a hundred vehicles.
Gone now are all the Citybuses and B10M single deckers, Ailsas, Olympians, B10BLEs and B7Ls (thankfully in the case of the last one). The only active B7RLE single-deckers now are in the driver training fleet and First used the opportunity of the sale of First Scotland East to McGill’s to offload most of its remaining B7TLs as part of that fleet. Any left within Glasgow are now withdrawn and being used for spare parts as new Enviro 400EVs arrive. This leaves its remaining B9TLs as its remaining active passenger carrying Volvo buses. These are likely to be the last vehicles to bear that marque in the fleet for sometime.
Of course the B9TLs remaining have been upgraded with new Euro VI exhausts but with the newest now coming up for fourteen years old next year (2023), they’re definitely approaching the twilight of their years. Here is 37751 (SF09LFB), still resplendent in Greater Glasgow Passenger Transport Executive (GGPTE) livery it received in 2019.
Of course having purchased Leyland Bus back in the latter part of the 1980s, Volvo could claim a history back as far as the 1920s of providing buses to Glasgow. However I’m going to disregard that as those buses were Leyland designed and built. So technically, the first pure Volvo bus dates back to 1973 and the latter days of the Glasgow Corporation Transport (GCT) fleet. GCT received a Volvo B9R demonstration vehicle and tried it on two routes. This bus, registered VEB566L, had two doors and was fitted with Marshall Cammair bodywork and was the first non-fully British bus to run for GCT. Volvo had started to see some success with coaches in United Kingdom (UK) and felt it could extend it to buses. With Leyland introducing its integral National model, it tested the water with this vehicle with several operators as it no doubt felt that bus companies may be put off by Leyland’s fancy new bus. No orders were placed, hardly a surprise in the double-deck dominated GCT fleet, but this demonstrator bus was supplied by the new Ailsa Bus company.
Alisa Bus was an offshoot of Ailsa Trucks which was based in Ayrshire, within sight of the Ailsa Craig off the west of Scotland. It was the UK importer of Volvo commercial vehicles, which at that stage was mainly trucks, where to be fair Volvo was enjoying some considerable success. It hoped to extend this to buses.
As GCT morphed into GGPTE, it became concerned over Leyland’s dominance of the double-decker market. With operators stepping up orders to get Government Grants for buses suitable for driver-only operations, Leyland could dictate the delivery time and specifications of buses. Assurances of priority deliveries one day became worthless if another aggrieved operator got similar assurances the next day. What was needed was an alternative option rather than wait for outstanding orders for the Atlantean. Whilst GGPTE and GCT before it were satisfied with the Atlantean, it wasn’t immune to its limitations. By looking at alternative designs, it would also be a shot across the bows of Leyland to not take Glasgow’s business for granted.
That option appeared to be the Metropolitan built by Metro-Cammell Weyman (MCW) in Birmingham. It was a semi-integral design which used Scania running units in a rear-engined layout. GCT had ordered 20 off the drawing board. However it also placed an order for three of the new Volvo Ailsa. The Volvo Ailsa, later designated the Volvo B55 when Volvo assumed full control of the project, had been developed on the behest of the Scottish Bus Group. However it was a bit different compared to other double-deckers on the market. It had a front engined layout but used Volvo’s incredibly compact - for a bus engine at least - 6.7 litre turbocharged engine to give enough space at the front for a passenger entrance and a conventional passenger layout. It was not as sophisticated as the Metropolitan by any standard but it was robust and importantly, reliable. Ailsa worked with Alexanders to design a very smart body for it with peaked domes, very in the style at the time.
Ailsa Bus built ten pre-production models and had hoped the PTE would take the full ten. In the end, the PTE took just the three and the others went to other bus companies. The PTE would later take a further 15 (plus an additional 20 Metropolitan as well) but the 15 were slightly different as they lost the peaked domes in their Alexander bodywork in favour of rounded ones, to make them compatible with the Atlanteans. Unlike the Metropolitans, which were withdrawn by 1982 due to corrosion of their steel frames, these early Ailsas had long lives with the company and lasted well into the 1990s, although their numbers were decimated by the Larkfield depot fire in 1992. Two of these earlier Ailsas are preserved, one of the earlier three and one of the latter 15, both within the collection at the Glasgow Vintage Vehicle Trust.
Had things been different more Ailsas may have came in. But a change of Chief Engineer saw the company look to standardise on the Atlantean and make the best of running a standardised fleet.
However as the 1980s begun, the Atlantean was nearing the end of a glorious production run - mainly due to noise regulations. GGPTE was now Strathclyde PTE and with a new broom in charge, it turned to the Ailsa as its main bus ordering 134 over two years, These were the of the mark three design of the Ailsa and featured higher driving positions, sliding cab doors (instead of hinged) and most had attractive Alexander R-type bodies. It also picked up a couple of interesting one-offs, including two Marshall bodied Ailsas and the only single-deck Ailsa built, again with Marshall bodywork.
However of more interest was the prototype Volvo Citybus. This was a replacement for the Ailsa which used the underfloor B10M coach chassis as a base but with smaller wheels. This meant Volvo could offer the B10M as a coach, single-decker or double decker. Marshall’s designed a very thin floor to keep the vehicle’s height down. Even then, the Citybus (Volvo model B10M-55) was a tall bus and not suitable for all routes. Strathclyde PTE added it to its fleet.
SPTE then ordered a further 5 Citybuses but with Alexander bodies this time. These also featured tip-up seating in the lower deck and a wheelchair lift in the entrance. They were designed to be used on demand-responsive services run as part of the normal services which wheelchair passengers could prebook.
After deregulation, it saw the first Volvo B10M single-deckers arrive with two Plaxton Derwent bodies for a tendered route. It also picked up a few similar B10M buses when Paisley independent operator Graham’s of Paisley closed down, some with Caetano bodywork. These useful class of buses could also double as semi-coaches if needed.
It also ordered more Citybuses. Initially it ordered 55 Citybuses along with 65 MCW Metrobuses, a replacement for the Metropolitan. However issues at MCW meant that the 40 were chopped off the Metrobus order and an equivalent number of Citybuses took their place. These Citybuses, with attractive Alexander RV-type bodies were built to a unique specification and this batch of Volvo buses are generally regarded as the best buses ever to operate in Glasgow.
With Volvo purchasing Leyland Bus in 1987, it began to naturally push people towards the purpose built Leyland Olympian double-decker and although the Citybus remained available, sales withered. Strathclyde’s Buses, as SPTE’s bus arm had become, bought initially three all Leyland Olympians, to cover for warranty work on the Citybuses. It followed this up with 52 further Olympians. Strathclyde specified a particularly unusual gearbox and engine combination on its Olympians which probably explains why these were Leyland models when the revised Volvo Olympian was already on the horizon.
After that time, Strathclyde only ordered Volvo models. Four Volvo Olympians - two with Alexander Royale bodies, the other Northern Counties Palatine 2 bodies, were initially ordered to test engine types. When former Scottish Bus Group fleet Kelvin Central was acquired, Volvo B10M-55/Alexander PS-type single deckers were bought. A large order of Volvo Olympians for 150 was ordered - largely to a Stagecoach spec with Alexander bodies, Stagecoach having a stake in the company at the time.
However only around 50 of these were delivered as Strathclyde’s Buses was sold to Firstbus. Firstbus refined the order, with some being swapped for low-floor single deckers and First spec-Volvo Olympians. Although some Volvo B10Ls arrived with Wright Liberator bodies and Volvo B6BLEs with Alexander ALX200 bodies, it’s first non Volvo buses for a while came, these being Dennis Darts and Scania low-floor single-deckers.But it did receive 60 First spec-long wheelbase Volvo Olympians, ten with Northern Counties and the remainder with Alexander bodies. After its acquisition by Firstbus, the fleet has tended to favour Volvo for buses until the end of the naughties, having received large batches of B7RLEs (123), B7TLs (84) B10BLEs and B7Ls (over a 100) plus 10 unusual B7L tri-axle double-deckers with East Lancs Nordic bodieds. But after it’s last B9TLs came in 2009, no more Volvos have came, apart from six B7TLs cascaded from London. There will soon be no Volvo’s in the First Glasgow fleet. And that day is edging closer.
Another beautiful addtion to the PU/Leather section of my wardrobe.
Not only is this skirt my favourite length, but it also has a lovely flare to it.
Originally opened in 1921, the 500-seat Seminole three-story building on Krome Avenue was built for Henry Booker, Sr. and James Washington English for movies and live entertainment. The theater was heavily damaged in a 1940 fire, leaving little more than a blackened shell.
Prolific theater architect Roy A. Benjamin was hired to rebuild the Seminole, which he designed in Streamline Moderne style. The cost of the movie theater's reconstruction was around $50,000. It reopened in the fall of 1940. In addition to movies, the Seminole continued to host live entertainment, as well as beauty contests and cooking demonstrations. In the early 1970s, the Seminole has renamed the Premier Theatre and began to show Spanish-language movies. It closed in 1979 due to declining attendance.
For years, the theater sat vacantly and fell into disrepair. In 1992, when Hurricane Andrew hit the Homestead area, the Seminole was not spared, and though its walls stood, the roof was torn off and the theater's interior suffered serious damage. In 1993, the Seminole Theater's owners donated the battered theater to the city, which designed it a local historic site two years later. The building is one of the few remaining examples of Art Moderne/Art Deco style theatres in all of Miami-Dade County.
The Seminole Theater Group was organized in 1997 with the intention of restoring the theater as a performing arts venue serving the Homestead and Dade County region. It is expected to cost about $4.2 million to bring the old Seminole back to life. The Seminole Theatre was reopened on October 28, 2015.
William B Medellin Architect P.A. as the historic preservation consultant for the project was responsible for the restoration of the historic facades, including the re-painting of the exterior walls to match the original historic colors; re-installation of missing historic elements such as the historic “Starburst” fretwork over the transom entrance doors and the historic travertine wainscot using historic salvaged travertine found at the Theater’s storage room. The interior lobby stairs and railings were the only original historic interior elements remaining in the building.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Homestead_Historic_Downtown_District
seminoletheatre.org/about/seminole-theatre-history
wbmarchitect.com/portfolio-posts/the-seminole-theater/
www.google.com/search?q=how+many+floors+does+the+seminole...
© All Rights Reserved - you may not use this image in any form without my prior permission.
University of Washington, Seattle
My wife and I recently toured the University of Washington mainly to see the cherry blossoms. If you would like to read more about our visit and see more photos, check out my post Cherry Blossoms Beckon to the University of Washington at my blog Batteredsuitcase.net
Ely Ouse
Denver Complex
Norfolk
The most recent addition to the Denver Complex was a new Navigation Lock, completed in 2002, which now allows boats to navigate the Relief Channel to Downham Market. It is an aspiration that one day another lock will be incorporated into the Tail Sluice at the Kings Lynn end of the Relief Channel. This would enable craft to navigate safely to Kings Lynn and out into the Wash without using the Great Ouse Tidal River below Denver which has suffered so badly from silting in recent years.
A temporary addition to the Reliance fleet is that of Alexander Dennis Enviro 200MMC YX17 NXA, a short wheelbase version which has been fitted with "Smart Pack"... the official explanation is that this is a “driveline efficiency package combining electric cooling and smart accessories, where alternators and compressors only draw power when the engine is in coast”. It was last in the York area in January with York Pullman, but stayed over around Tadcaster and East Leeds. The livery is certainly rather attractive on this, and is seen at Exhibition Square with the 40 service to Easingwold via sutton on the forest. This is the smallest bus that has been on the 40 in quite a while, and the reaction from one passenger on getting their first view of the bus was of shock due to it's unusual appearance.
Anemone hupehensis var. japonica (Japanese anemone). Taken with an inexpensive Pentax-M SMC 2.8/100 @2.8.
The latest additions including 2 for a new sister company, Payne Travel. The fleet theme here is orange.
Mid Fox has taken an N-reg low floor Dart (which is interesting as Payne Travel has an N-reg Dart but which is step entrance.)
A Scania Omnicity from Southamton for a new Uni contract after the previous operator went bust.
An Enviro400, which is the newest vehicle in the fleet (Hooray for that)
A Megabus Leyland Olympian for School work.
Faith thought some beach images would make a perfect addition to her portfolio, so we cooked up the rather ambitious plan to do a sunrise shoot at the Tybee Island pier.
I used The Photographer's Ephemeris web app to calculate the precise time of sunrise so that I could be set up and ready to go well ahead of that time. With Faith running late we only had about 3 minutes to test my lighting setup before the sun peaked over the horizon. Unfortunately, I didn't get any great pictures until the sun was already a little ways up in the sky, but this was at least close.
The biggest problem with this shoot was the wind. I expected the wind to be constant but relatively gentle, which it was not. It was blowing about 15-20mph throughout the entire shoot. Had it been less windy, I would have had a much larger selection of modifiers at my disposal. However, my least sail-like modifier - the Mola Demi - became my only feasible option (aside from a bare flash).
strobist: 1 White Lightning x3200, camera left, diffused by a Mola Demi beauty dish with opal and PAD reflector gelled with a 1/4 CTS gel. 1 Canon 580EX, camera right, bare, 1/4 CTO gelled. Both monolight and flash triggered via Cybersyncs. Monolight powered via Vagabond II. Setup shot here.
A temporary addition to the York Pullman fleet is that of Alexander Dennis Enviro 200MMC YX17 NXA, a short wheelbase version which has been fitted with "Smart Pack"... the official explanation is that this is a “driveline efficiency package combining electric cooling and smart accessories, where alternators and compressors only draw power when the engine is in coast”. It has currently been running routes new to Pullman who have taken over work from Just Travel which closed down near the end of 2017 due to family issues - in the first week this bus has been on the Asda Killingbeck shuttles in Leeds, though for week 2 it has been running Tadcaster school services. After a busy day I was heading past and spotted this about to get a wash and so grabbed a photo of it being washed and then another once parked up... this also gave me opportunity to use my new tripod, as the bus wash area is only lit from the building behind so I had to set my camera to a 10-second delay and then whizz my bike around the corner with my headlight on full beam to illuminate this side of the bus; and the back of the depot is completely unlit where the bus was parked up so I had to use my bike to light it up again. The livery is certainly rather attractive on this, and I'd like to see this on the 36 or 37 (on a saturday) before its' loan period is finished.
St. Margaret's Church, Hunningham, Warwickshire (24/52).
Fascinating 13th-century church with 19th-century additions. Wooden porch and small wooden bellcote with massive buttress on west wall. Peaceful location within the hamlet of Hunningham.
The Feldon Group consists of the six Anglican parishes of Hunningham, Long Itchington, Marton, Offchurch, Wappenbury with Eathorpe, and Weston under Wetherley. All of these churches are situated in rural Warwickshire, England, and are part of the Diocese of Coventry.
Please have a look at my 'Project 52 2016' photo set www.flickr.com/photos/29663856@N03/albums/72157660757070783
Please have a look at my previous projects:-
'Project 52 2013' photo set www.flickr.com/photos/29663856@N03/sets/72157632445195620/
'Project 52 2014' photo set www.flickr.com/photos/29663856@N03/sets/72157639407666594/
'Project 52 2015' photo set www.flickr.com/photos/29663856@N03/sets/72157650090374041
New addition to the shade garden. A columbine.
I really like the unusual flowers. And the name is pretty cool too.
Songbird Cardinal Columbine (Aquilegia)
Kenichi has added to his layout, he sent a single photo of the new addition, I broke the photo down into several areas to highlight the great detail he has put into his work.
The latest addition for Robinson Transport of Weisdale is this Mercedes 921 Turas 900 seen here @ the Viking bus station on the 2120 9 to Walls which is opearted by the company in the evening. This is now one of the 2 of this type on the island, the other is J80 with Johnsons
In addition to the heated bed, this was another purchase over the holidays... Very popular, especially since we moved the bird feeder from the backyard for the winter...
In addition to the plastic wrap, Daisy's wrists are locked together and chained to the back of her chair. For those who were understandably concerned she might not be properly secured. 😉
A welcomed re-addition to mi familia of Canon camera's.
Originally purchased back in 1988, was lent to a friend and lost contact. Reunited by chance and was returned to me in pristine condition. Excited to put a roll of film and get some pics.
In addition to lot of the trees in Gardens of Václav Skalník being quite unique, few of them are so old, there is high chance that they may very well actually remember their founder. As that was 200 years ago, nobody really knows for sure anymore, but the age of the trees can be today found out very precisely and it is in some cases quite possible. I unfortunately did not have enough time to actually find out which of them are supposed to be this old. Maybe next time.
The ground was bare when the site was chosen. Slowly addition after addition came to be wrought making a new transformed landscape. A way was made here that stood to honour our ancestors and to praise their contemporaries as they held the balance of year and kept the intent to give themselves as the makers of markers for the futures.
The ground was bare when the site was chosen. At first wooden markers were raised up and set in sockets within the ground and these posts were piled around with the egg like river stones that spoke of the fertile mother and of her elusive lover. The Spring Bolt God who echoed everywhere even as his signature was found as hollowed and hallowed as boundless vibrating Air so his spirit as swift as lightning so fully intense and so fully fledged and fletched as he as the Lord of Thunderbolts needs to be always vigilant and always ready yet also fulfilled as the Green Man that in one session flowers a Season strong enough to turn the Wheel of the Year was also upon the instant to retract, to reduce so much as to seemingly disappear.
The ground was bare when the site was chosen. There were signs on the land here that soil here was barely draped over, these were the signs the natural characteristics that they could follow as they built up the glories of gods and set them in ‘stone bone’ back upon the Earth. The light and shadow marked out the plans by day and the stars confirmed the solar plots and so stone the bone of the land was raised for their ways to be praised longer than many, many lengths of timber lasting days.
© PHH Sykes 2023
phhsykes@gmail.com
Clava Cairns Near Inverness, IV2 5EU
www.historicenvironment.scot/visit-a-place/places/clava-c...
A Visitors’ Guide to Balnuaran of Clava a prehistoric cemetery
www.archhighland.org.uk/userfiles/file/Sites/Historic%20S...
Balnuaran Of Clava, South-west
canmore.org.uk/site/14279/balnuaran-of-clava-south-west
Highland Historic Environment Record
Clàr Àrainneachd Eachdraidheil na Gàidhealtachd