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The Flatiron Building, originally the Fuller Building, is a triangular 22-story, 285-foot-tall (86.9 m) steel-framed landmarked building located at 175 Fifth Avenue in the eponymous Flatiron District neighborhood of the borough of Manhattan, New York City. Designed by Daniel Burnham and Frederick Dinkelberg, it was one of the tallest buildings in the city upon its 1902 completion, at 20 floors high, and one of only two "skyscrapers" north of 14th Street – the other being the Metropolitan Life Insurance Company Tower, one block east. The building sits on a triangular block formed by Fifth Avenue, Broadway, and East 22nd Street – where the building's 87-foot (27 m) back end is located – with East 23rd Street grazing the triangle's northern (uptown) peak. As with numerous other wedge-shaped buildings, the name "Flatiron" derives from its resemblance to a cast-iron clothes iron.
The building, which has been called "one of the world's most iconic skyscrapers and a quintessential symbol of New York City", anchors the south (downtown) end of Madison Square and the north (uptown) end of the Ladies' Mile Historic District. The neighborhood around it is called the Flatiron District after its signature building, which has become an icon of New York City. The Flatiron Building was designated a New York City landmark in 1966, was added to the National Register of Historic Places in 1979, and was designated a National Historic Landmark in 1989.
In 1901, the Newhouse family sold "Eno's flatiron" for about $2 million to Cumberland Realty Company, an investment partnership created by Harry S. Black, CEO of the Fuller Company. The Fuller Company was the first true general contractor that dealt with all aspects of building construction except design, and they specialized in building skyscrapers. Black intended to construct a new headquarters building on the site, despite the recent deterioration of the surrounding neighborhood. Black engaged Burnham to design the building, which would be Burnham's first in New York City, would also be the first skyscraper north of 14th Street. It was to be named the Fuller Building after George A. Fuller, founder of the Fuller Company and "father of the skyscraper", who had died two years earlier. However, locals persisted in calling it "The Flatiron", a name which has since been made official.
Once construction of the building began, it proceeded at a very fast pace. The steel was so meticulously pre-cut that the frame went up at the rate of a floor each week. By February 1902 the frame was complete, and by mid-May the building was half-covered by terra-cotta tiling. The building was completed in June 1902, after a year of construction.
The Flatiron Building was not the first building of its triangular ground-plan: aside from a possibly unique triangular Roman temple built on a similarly constricted site in the city of Verulamium, Britannia; Casa Saccabarozzi, Turin, Italy (1840); Bridge House, Leeds, England (1875); the Maryland Inn in Annapolis (1782); the Granger Block in Syracuse, New York (1869); I.O.O.F. Centennial Building (18760) in Alpena, Michigan; the Phelan Building in San Francisco (1881); the Gooderham Building of Toronto (1892); and the English-American Building in Atlanta (1897) predate it. All, however, are smaller than their New York counterpart.
Two features were added to the Flatiron Building following its completion. The "cowcatcher" retail space at the front of the building was added in order to maximize the use of the building's lot and produce some retail income. Harry Black had insisted on the space, despite objections from Burnham. Another addition to the building not in the original plan was the penthouse, which was constructed after the rest of the building had been completed to be used as artists' studios, and was quickly rented out to artists such as Louis Fancher, many of whom contributed to the pulp magazines which were produced in the offices below.
The Flatiron Building became an icon of New York City, and the public response to it was enthusiastic, but the critical response to it at the time was not completely positive, and what praise it garnered was often for the cleverness of the engineering involved. Montgomery Schuyler, editor of Architectural Record, said that its "awkwardness [is] entirely undisguised, and without even an attempt to disguise them, if they have not even been aggravated by the treatment. ... The treatment of the tip is an additional and it seems wanton aggravation of the inherent awkwardness of the situation." He praised the surface of the building, and the detailing of the terra-cotta work, but criticized the practicality of the large number of windows in the building: "[The tenant] can, perhaps, find wall space within for one roll top desk without overlapping the windows, with light close in front of him and close behind him and close on one side of him. But suppose he needed a bookcase? Undoubtedly he has a highly eligible place from which to view processions. But for the transaction of business?"
When the building was first constructed, it received mixed feedback. The most known criticism received was known as "Burnham's Folly". This criticism, focused on the structure of the building, was made on the grounds that the "combination of triangular shape and height would cause the building to fall down." Critics believed that the building created a dangerous wind-tunnel at the intersection of the two streets, and could possibly knock the building down. The building's shape was blamed for the 1903 death of a bicycle messenger, who was blown into the street and run over by a car. However, the building's structure was meant to accommodate four times the typical wind loads in order to stabilize and retain the building's iconic triangular shape.
The Flatiron was to attract the attention of numerous artists. It was the subject of one of Edward Steichen's atmospheric photographs, taken on a wet wintry late afternoon in 1904, as well as a memorable image by Alfred Stieglitz taken the year before, to which Steichen was paying homage. Stieglitz reflected on the dynamic symbolism of the building, noting upon seeing it one day during a snowstorm that "... it appeared to be moving toward me like the bow of a monster ocean steamer – a picture of a new America still in the making," and remarked that what the Parthenon was to Athens, the Flatiron was to New York. When Stieglitz's photograph was published in Camera Work, his friend Sadakichi Hartmann, a writer, painter and photographer, accompanied it with an essay on the building: "A curious creation, no doubt, but can it be called beautiful? Beauty is a very abstract idea ... Why should the time not arrive when the majority without hesitation will pronounce the 'Flat-iron' a thing of beauty?"
A 1919 image of the 165th Infantry Regiment passing through Madison Square's Victory Arch. The Flatiron Building is in the background.
After the end of World War I, the 165th Infantry Regiment passes through the Victory Arch in Madison Square, with the Flatiron Building in the background (1919).
Besides Stieglitz and Steichen, photographers such as Alvin Langdon Coburn, Jessie Tarbox Beals, painters of the Ashcan School like John Sloan, Everett Shinn and Ernest Lawson, as well as Paul Cornoyer and Childe Hassam, lithographer Joseph Pennell, illustrator John Edward Jackson as well the French Cubist Albert Gleizes all took the Flatiron as the subject of their work. But decades after it was completed, others still could not come to terms with the building. Sculptor William Ordway Partridge remarked that it was "a disgrace to our city, an outrage to our sense of the artistic, and a menace to life".
The Fuller Company originally took the 19th floor of the building for its headquarters. In 1910, Harry Black moved the company to Francis Kimball's Trinity Building at 111 Broadway, where its parent company, U.S. Realty, had its offices. U.S. Realty moved its offices back to the Flatiron in 1916, and left permanently for the Fuller Building on 57th Street in 1929.
The Flatiron's other original tenants included publishers (magazine publishing pioneer Frank Munsey, American Architect and Building News and a vanity publisher), an insurance company (the Equitable Life Assurance Society), small businesses (a patent medicine company, Western Specialty Manufacturing Company and Whitehead & Hoag, who made celluloid novelties), music publishers (overflow from "Tin Pan Alley" up on 28th Street), a landscape architect, the Imperial Russian Consulate, the Bohemian Guides Society, the Roebling Construction Company, owned by the sons of Tammany Hall boss Richard Croker, and the crime syndicate, Murder, Inc.
The retail space in the building's "cowcatcher" at the "prow" was leased by United Cigar Stores, and the building's vast cellar, which extended into the vaults that went more than 20 feet (6.1 m) under the surrounding streets, was occupied by the Flatiron Restaurant, which could seat 1,500 patrons and was open from breakfast through late supper for those taking in a performance at one of the many theatres which lined Broadway between 14th and 23rd Streets.
In 1911, the building introduced a restaurant/club in the basement. It was among the first of its kind that allowed a black jazz band to perform, thus introducing ragtime to affluent New Yorkers.
Even before construction on the Flatiron Building had begun, the area around Madison Square had started to deteriorate somewhat. After U.S. Realty constructed the New York Hippodrome, Madison Square Garden was no longer the venue of choice, and survived largely by staging boxing matches. The base of the Flatiron became a cruising spot for gay men, including some male prostitutes. Nonetheless, in 1911 the Flatiron Restaurant was bought by Louis Bustanoby, of the well-known Café des Beaux-Arts, and converted into a trendy 400-seat French restaurant, Taverne Louis. As an innovation to attract customers away from another restaurant opened by his brothers, Bustanoby hired a black musical group, Louis Mitchell and his Southern Symphony Quintette, to play dance tunes at the Taverne and the Café. Irving Berlin heard the group at the Taverne and suggested that they should try to get work in London, which they did. The Taverne's openness was also indicated by its welcoming a gay clientele, unusual for a restaurant of its type at the time. The Taverne was forced to close due to the effects of Prohibition on the restaurant business.
In October 1925, Harry S. Black, in need of cash for his U.S. Realty Company, sold the Flatiron Building to a syndicate set up by Lewis Rosenbaum, who also owned assorted other notable buildings around the U.S. The price was $2 million, which equaled Black's cost for buying the lot and erecting the Flatiron. The syndicate defaulted on its mortgage in 1933, and was taken over by the lender, Equitable Life Assurance Company after failing to sell it at auction. To attract tenants, Equitable did some modernization of the building, including replacing the original cast-iron birdcage elevators, which had cabs covered in rubber tiling and were originally built by Hecla Iron Works, but the hydraulic power system was not replaced. By the mid-1940s, the building was fully rented.
When the U.S. entered World War I, the Federal government instituted a "Wake Up America!" campaign, and the United Cigar store in the Flatiron's cowcatcher donated its space to the U.S. Navy for use as a recruiting center. Liberty Bonds were sold outside on sidewalk stands. By the mid-1940s, the cigar store had been replaced with a Walgreens drug store. During the 1940s, the building was dominated by clothing and toy companies.
Equitable sold the building in 1946 to the Flatiron Associates, an investor group headed by Harry Helmsley, whose firm, Dwight-Helmsley (which would later become Helmsley-Spear) managed the property. The new owners made some superficial changes, such as adding a dropped ceiling to the lobby, and, later, replacing the original mahogany-panelled entrances with revolving doors.
In 1959, St. Martin's Press moved into the building, and gradually its parent company, Macmillan, rented other offices as they became available, until by 2004, all 21 floors of the Flatiron Building's office space was rented by Macmillan. During its tenancy, Macmillan renovated some of the Flatiron Building's floors. for its imprints such as Tor/Forge, Picador and Henry Holt and Company. Macmillan, which is owned by Verlagsgruppe Georg von Holtzbrinck of Stuttgart, Germany, wrote about the building:
The Flatiron's interior is known for having its strangely-shaped offices with walls that cut through at an angle on their way to the skyscraper's famous point. These "point" offices are the most coveted and feature amazing northern views that look directly upon another famous Manhattan landmark, the Empire State Building.
Because the Helmsley/Flatiron Associates ownership structure was a tenancy-in-common, in which all partners have to agree on any action, as opposed to a straightforward partnership, it was difficult to get permission for necessary repairs and improvements to be done, and the building declined during the Helmsley/Flatiron Associates era. The facade of the Flatiron Building was restored in 1991 by the firm of Hurley & Farinella. Helmsley-Spear stopped managing the building in 1997, when some of the investors sold their 52% of the building to Newmark Knight-Frank, a large real estate firm, which took over management of the property. Shortly afterwards, Helmsley's widow, Leona Helmsley, sold her share as well. Newmark made significant improvements to the property, including installing new electric elevators, replacing the antiquated hydraulic ones, which were the last hydraulic elevators in New York City.
During a 2005 restoration of the Flatiron Building a 15-story vertical advertising banner covered the facade of the building. The advertisement elicited protests from many New York City residents, prompting the New York City Department of Buildings to step in and force the building's owners to remove it.
In January 2009, Italian real estate investment firm Sorgente Group, based in Rome, bought a majority stake in the Flatiron Building, with plans to turn it into a luxury hotel. The firm's Historic and Trophy Buildings Fund owns a number of prestigious buildings in France and Italy, and was involved in buying, and then selling, a stake in the Chrysler Building in Midtown New York. The value of the 22-story Flatiron Building, which is already zoned by the city to allow it to become a hotel, was estimated to be $190 million.
In July 2017, Macmillan announced it was consolidating its New York offices to the Equitable Building at 120 Broadway. By June 2019, Macmillan had left the building, and all 21 office floors were vacant. Following Macmillan's departure, the owners of the Flatiron Building, the family-owned GFP Real Estate, planned to use the absence of tenants to upgrade the interior of the building. GFP planned to install a central air and heating system, strip away all interior partitions – leaving triangular open floors – put in a new sprinkler system and a second staircase, and upgrade the elevators. The lobby would also be renovated. The cost would be $60–80 million and the project was estimated to take a year. The owners were interested in renting the entire building to a single tenant, hiring a high-profile real estate agency to find a suitable tenant. The executive director of the ownership company said: "The building was born as a commercial property, and we want to keep it as such." As of November 2020, the building is empty, and the full renovation is expected to take at least until 2022.
Harvest completion is a satisfing feeling, but only for a short while. There is next season planting to get the ground ready for, probably some equipment to be repaired and if you are raising livestock well, they get hungry just like kids. Harvest completion also means the holidays are approaching and that means time with family and friends.
An image may be purchased at fineartamerica.com/featured/harvest-completion-ed-peterso...
This fictional image supposes that, on completion of the East Coast electrification, some HST sets were converted to electric traction. The Class 93 (ex-Class 43) power car should not be confused with any planned use of this class number. For the reasons established during the APT project, it would not have been possible to operate with pantographs at each end of the train, nor to pass a high voltage supply through the train. The most likely solution would be to utilise a single, high-power Class 93 at one end and a driving van trailer (DVT) at the other - see accompanying image. The alternative depicted here would have been a hybrid combination of Class 93 and Class 43, using the latter as a booster supply as and when required, and to enable operations beyond the electric network. Thanks to Flickr user Clagmaster for the base image (01-Jul-23).
All rights reserved. Not to be posted on Facebook or anywhere else without my prior written permission. Please follow the link below for additional information about my Flickr images:
www.flickr.com/photos/northernblue109/6046035749/in/set-7...
The completion of my LNER/BR Gresley V2 2-6-2. I started work on this model months ago and haven't stopped work on it until now. It runs very smoothly, going around curves and points with ease. This model was originally designed with smaller wheels, but when changed to the XL wheels the whole model looked much more realistic.
The tender was also another challenging component, using the last of my dark green and orange pieces to create the lines on the sides of the tender.
This model so far is my most accurate and smoothest (in terms of running) yet. My next steamer will be a streamlined LMS coronation class, along with finishing my P2. Enjoy!
The Sasol HQ office building nearing completion in Sandton, set against stormy, Johannesburg skies. There's a huge amount of construction taking place in Sandton at the moment. Do these people know something about the ailing South African economy the rest of us don't?
I have not used selective de-saturation on this shot, although at first glance it may appear otherwise.
Standing at the Derwent Mouth having completed our journey from Ladybower Reservoir, 55 miles later. Now to find a new adventure that will keep us going!
Just a few more things to do, skirting boards, pictures on the walls. Also waiting on a chair and rug that I ordered from Etsy
I'm done! I'm done! I don't know if there are many things in my life that I feel more of a sense of accomplishment for than this. It's actually been nearly a week since I finished and I gotta say, I don't really miss it. I still want photography to be habitual for me but it's nice not having the day's photo in the back of the brain at all times. It's nice sometimes going someplace and NOT taking the camera. Or, not walking through the grocery store and trying to think of things that might photograph well.
And yet, I am SO GLAD I did it. To mark a full year in photos. I may even do it again sometime, just not this year.
Time to get back in to my 100 Strangers Project a bit more.
112 in 2012: 13. Achievement
Europe, Netherlands, Noord Holland, Amsterdam, Central Station, Bus station (uncut)
Shot in the new bus station on Amstredam Central Station called IJsei bus station (Arch.: Benthem Crouwel. Constr: VOF De Ruijterkade). It's length is 360 meter and there are 24 bus stops. It blends in beautifully with the train shed of the old train station. The apparent lightness of the construction was possible due to the use of light glass: Freeformglass ('koudgebogen glas). Check out Movares-Overkapping IJsei for that and other details about the construction process and background.
Parts of the letters D and A are in view - they're part of what wil eventually be the word AMSTERDAM. The roof is not 100% ready, the last part will be placed after completion of the new subway line that runs under the train and bus station. The word is now AMS RDAM).
Shortly after their completion, these ships were transferred to Port Arthur on the Pacific Ocean. The Russians had recently “rented” this harbour to the Chinese but Japan considered their presence there a threat (more info about this “mess” on my Youtube documentaries about the First Sino Japanese War).
www.youtube.com/watch?v=rlJXvg2rFqA&t=40s
When the Russo-Japanese War started in 1904, the three Petropavlovsks were the core of the Russian Battleship Fleet and they were widely used in combat. The name ship, Petropavlovsk sunk after striking a Japanese mine on 13 of April, 1904, taking with it the Commander of the Russian Pacific Fleet (Admiral Makarov) and almost 700 men of its crew.
Sevastopol also hit a mine shortly after, but survived and returned to port.
The two surviving ships fought against the Japanese Combined Fleet during the inconclusive Battle of the Yellow Sea and were forced to return to the Port Arthur, were Poltava was destroyed by the massive 280mm Siege guns that the Imperial Japanese Army deployed there.
Sevastopol was moved to a position out of range of those guns but was frequently attacked by Japanese Torpedo-boats for weeks. When Port Arthur surrendered to the Japanese, the crew of the Sevastopol scuttled the ship in deep waters.
Poltava was repaired by the Japanese and renamed Tango, serving with the IJN until 1916 when it was sold back to Russia and renamed “Chesma”. It was destroyed by the British at Murmansk in 1919 during the Russian Revolution.
To know more about the LEGO model, click here for the next photo:
www.flickr.com/photos/einon/50954236142
Eínon
If you look closely you can see a steam shovel to the right of the monument to give you perspective on its size. The Crazy Horse Memorial is a mountain monument complex that is under construction on privately held land in the Black Hills, in Custer County, South Dakota. It depicts Crazy Horse, an Oglala Lakota warrior, riding a horse and pointing into the distance. The memorial was commissioned by Henry Standing Bear, a Lakota elder, to be sculpted by Korczak Ziolkowski. It is operated by the Crazy Horse Memorial Foundation, a private non-profit organization.
The memorial consists of the mountain carving (monument), the Indian Museum of North America, and the Native American Cultural Center. The monument is being carved out of Thunderhead Mountain on land considered sacred by some Oglala Lakota, between Custer and Hill City, roughly 17 miles from Mount Rushmore. The sculpture's final dimensions are planned to be 641 feet (195 m) wide and 563 feet (172 m) high. The head of Crazy Horse will be 87 feet (27 m) high; by comparison, the heads of the four U.S. Presidents at Mount Rushmore are each 60 feet (18 m) high.
The monument has been in progress since 1948 and is far from completion.[1] If completed, it may become the world's largest sculpture, as well as the first non-religious statue to hold this record since 1967.
I figured after showing you two ends, I would share a middle.
Funny thing is, I have wanted to do a photo series like this using the human body and have just never gotten around to it. Instead, it took a snowshoe trip up to Mirror Lake to find it.
Another of my favourite shots from my recent trip to Iceland, I'm surprised at how empty one of Reykjaviks most famous tourist attractions was, particularly how appalling the weather was outside......
More of my Iceland photos : www.flickr.com/photos/darrellg/sets/72157650886963062
From Wikipedia : "Hallgrímskirkja is a Lutheran (Church of Iceland) parish church in Reykjavík, Iceland. At 73 metres (244 ft), it is the largest church in Iceland and the sixth tallest architectural structure in Iceland after Longwave radio mast Hellissandur, the radio masts of the US Navy at Grindavík, Eiðar longwave transmitter and Smáratorg tower. The church is named after the Icelandic poet and clergyman Hallgrímur Pétursson (1614 to 1674), author of the Passion Hymns.
State Architect Guðjón Samúelsson's design of the church was commissioned in 1937. He is said to have designed it to resemble the basalt lava flows of Iceland's landscape. It took 38 years to build the church. Construction work began in 1945 and ended in 1986, the landmark tower being completed long before the church's actual completion. The crypt beneath the choir was consecrated in 1948, the steeple and wings were completed in 1974, and the nave was consecrated in 1986. Situated in the centre of Reykjavík, it is one of the city's best-known landmarks and is visible throughout the city. It is similar in style to the expressionist architecture of Grundtvig's Church of Copenhagen, Denmark, completed in 1940."
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As with most Otters, this one has a very interesting history as written by Otter Historian Karl E Hayes.
Otter 296 was delivered to the United States Army on 1 November 1958 with serial 58-1688 (tail number 81688). It was delivered from Downsview to Crissy Army Airfield, San Francisco where it served the Presidio of San Francisco for a time before joining the 17th Aviation Company at Fort Ord, California. It was transferred in January 1962 to the 18th Aviation Company for service in Vietnam and continued to fly for this unit in Vietnam until March 1966, when it was returned to the ARADMAC depot at Corpus Christi, Texas for overhaul. Otters were returned from Vietnam to the depot for major overhaul aboard either USAF C-124s or C-133s. On completion of the work 81688 was airlifted back to Vietnam in May 1966 and joined the 54th Aviation Company.
The Otter is mentioned a few times in the 54th’s unit history. During June 1968 the Otter was hit by enemy fire at Cao Laun. During September 1968 “the Photo Mission had a frustrating week with aircraft 688 pumping oil out of the collector box and, by way of the slipstream, all over the camera lens”. In October 1968 “on take-off out of Plantation Airstrip at Long Binh, 688 experienced an erratic take-off during which the landing gear was slightly damaged. Landing was made at Vung Tau without incident. During 1969 the Otter was based at Long Than North. In January 1970 it made an emergency landing at Vinh Long after engine failure.
81688 continued flying for the 54th Aviation Company until January 1971, when Army use of the Otter in Vietnam came to an end. It was taken on charge by the 56th Transportation Company and then the following month by the 388th Transportation Company at Vung Tau where it remained in storage until May 1971. 81688 was one of five Otters in Vietnam selected by the Army for transfer to the Fuerza Aérea de Nicaragua (FAN) under a Military Aid Program. The five were shipped from Vung Tau, arriving at the port of Balboa in Panama. From the port the five were towed with wings removed to Albrook AFB., where they were re-assembled by the Army’s 590th Aviation Maintenance Company and refurbished and repainted, ready to be handed over to the FAN in June 1971.
With the FAN 81688 received the serial FAN-1014. It continued to fly for the FAN throughout the 1970s and was the only one of the five Otters to continue flying after the fall of the Somoza dynasty in Nicaragua in July 1979. The following year the air arm became the Fuerza Aerea Sandinista and was increasingly supplied with Soviet equipment. In 1987 there was a clear out of what was left of the original western- supplied equipment. Four T-28 Fennecs, an IAI Arava and several Hughes helicopters and the Otter were sold. The Otter and the T-28s had been purchased by Venture Aviation Services Ltd., of Vancouver, who arranged with Victoria Air Maintenance of Victoria, BC for the repatriation of the aircraft. They were loaded onto trucks at Managua and driven to Costa Rica. By Bill of Sale dated 11 May 1987 a Nicaraguan government agency, Suplidara de Negocios SA., of Managua, transferred ownership of the four Fennecs and the Otter, described by its then military identity of YN-BKB, to Victoria Air Maintenance. The aircraft were shipped from Costa Rica to Victoria on Vancouver Island where work started on rebuilding the Otter and converting it to a civilian aircraft.
By Bill of Sale 7 August 1987 Victoria Air Maintenance transferred title of the Otter to Venture Aviation Services who on the same day transferred title to C&S Enterprises (Hawkesbury) Ltd., a firm of aircraft brokers who had bought the Otter for sale on. It was registered as C-FANJ to C&S Enterprises on 4 November 1987. A buyer was quickly found for the Otter, 40 Mile Air of Tok, Alaska and by Bill of Sale 9 November 1987 ownership was transferred to 40 Mile Air, to whom the Otter was registered N5056Q on 2 December 1987.
40 Mile Air were an existing Otter operator and N5056Q was painted at Victoria into their house colours of black lower fuselage, white upper fuselage and a cheatline of two shades of blue, the same colour scheme as their existing Otter N1037G (77). The re-assembly, overhaul and civilianisation of the aircraft was also completed. A Canadian registration was required to test fly the aircraft and it was registered C-FAWZ to Victoria Air Maintenance for that purpose between 19 January and 01 February 1988. In March 1988 the Otter reverted to N5056Q and was delivered that month from Victoria to Tok, Alaska where it entered service as part of the 40 Mile Air fleet, serving the Alaskan bush country. During this period Victoria Air Maintenance had also been preparing Otter N3125N (394) for 40 Mile Air, so that the company then had a three strong Otter fleet.
With 40 Mile Air N5056Q was based at Tok and was heavily engaged in supporting mineral exploration camps out in the bush. It flew into remote mining camp airstrips such as Slate Creek, Pogo and Robertson River. At one stage it flew alongside the company’s other Otters N1037G and N3125N on a large exploration project at Yukon Flats. N5056Q was damaged on take-off from the Fairbanks International Airport on 10 February 1989. The pilot reported that before the flight the wings and stabilizer were swept, leaving a layer of “polished” frost. Freight was loaded and the aircraft was serviced to bring the fuel level up to 120 gallons. After start, taxi and run-up the pilot began his take-off from the approach end of the 10,300 foot runway, with 35 inches manifold pressure and 2,250 RPM. At about one hundred feet above the ground he adjusted the power to 30 inches and 2,000 rpm and raised the flaps to climb at 82 knots. However the Otter did not climb and would not accelerate in level flight.
The pilot increased the power to 31 inches and 2,100 rpm but he believed there was a definite loss of power. The Otter was damaged when the pilot aborted the take-off on snow-covered terrain beyond the end of the runway. An investigation revealed that the take-off gross weight exceeded the maximum limit by 130 pounds and that the entire aircraft was covered with a coating of frost. The wrecked Otter was transported back to Victoria Air Maintenance for rebuild. That crash however marked the end of its career with 40 Mile Air.
By May 1989 the repairs had been completed and by Bill of Sale 19 May 1989 40 Mile Air sold the Otter to Central Patricia Outfitters Ltd., of Pickle Lake, Ontario to whom the Otter was registered as C-FFIJ on 16 June 1989 and delivered across the country from Victoria to Pickle Lake. It was flown first to Sioux Lookout, Ontario where a set of floats were fitted and then on to Pickle Lake where it entered service alongside two Beavers. The new owners traded as Bottenfields Winisk Air, providing the usual range of bush services around north-western Ontario. The Otter remained in basic 40 Mile Air colour scheme but with Winisk Air fuselage titles. By July 1991 it had 6,488 hours on the airframe and this had increased to 7,340 by June 1993. On 2 April 1993 the Otter had operated a flight from Pickle Lake to Sioux Lookout with a defective radio, which the pilot had failed to write up in the aircraft’s journey log, leading to his licence being suspended for seven days.
In April 1994 C-FFIJ was flying on a contract for a lumber company, transporting a large amount of building material (133,975 pounds) from Kabania Lake, which was 38 miles north of Pickle Lake, to Fishbasket Lake, a distance of 41 miles. Fifty trips had been flown and on 6 April the Otter was to fly the fifty first and last trip. The Otter was taking off from the ice strip when, to quote from the accident report: “The aircraft was reported to be just below maximum take-off weight. The wheel-skis struck a three foot high snow bank at the end of the ice strip and the pilot aborted the take-off. The left strut collapsed and the left wheel assembly was driven into the fuselage. The pilot had accepted a 5 to 10 knot tail wind for the take-off and reported a strong gust at lift off”.
Gold Belt Air Transport Otter C-FCZO (71) was brought in from Pickle Lake to fly the trip. The load was transferred from FIJ to CZO and it attempted to take off a couple of times but was unable to do so. The load was taken off and weighed and found to be 2,000 pounds overweight. “A build-up of extra weight left from the first fifty trips had been loaded on the fifty first trip, resulting in an enormous over-load on what would have been the final clean-up trip”. As a result the pilot of FIJ was fined $500 by the Minister for Transport for operating the Otter in such an overloaded condition. In the meantime, after temporary repairs at the scene of the accident, a ferry permit was issued on 8 April for FIJ to fly from Kabania Lake to Pickle Lake and on to Bar River, Ontario for permanent repairs. These were completed by 21 June 1994 and the Otter resumed service with Winisk Air.
On 25 May 1995 Otter C-FFIJ went on lease from Central Patricia Outfitters to Leuenberger Air Service of Nakina, Ontario for six months and at the end of the lease was bought outright by Leuenberger Air Service, by Bill of Sale 31 December 1995, at a time when Central Patricia Outfitters / Bottenfield Winisk Air was closing down. FIJ flew as part of the Leuenberger fleet of Otters for summer 1995 and summer 1996 until sold at the end of that season. The buyer was Jeanne C. Porter who together with her husband owned Bald Mountain Aviation, based at Homer-Beluga Lake, Alaska.
By Bill of Sale 14 October 1996 Leuenberger Air Service transferred title to Vazar Aerospace of Bellingham, Washington and by a further Bill of Sale 5 February 1997 ownership was transferred to Jeanne Porter. The Otter, still registered C-FFIJ, was noted at Vancouver Air Maintenance’s facility at Victoria during April 1997, being repainted and readied for its return to Alaska. On 27 May 1997 a ferry permit was issued for a flight from Victoria to Ketchikan. The Canadian registration was cancelled on 9 June 1997 and the Otter registered N103SY to Bald Mountain Air Service Inc. This company also operated Beaver N102SY. In April 2001 these were joined by a second Otter N104BM (118) and all were kept very busy.
As the company website explained: “We are Gary and Jeanne Porter, owners and operators of Bald Mountain Air. We are both lifelong Alaskans and take great pleasure in showing our guests all that we know and love about Alaska. Among our great loves are the mountains and waters of South-Central Alaska. There we find one of Alaska’s greatest natural wonders – the great brown bears of Katmai National Park. Our all-day tour is kept to a small group. Our pilots are selected not only for their flying expertise but also thorough understanding of bear behaviour and will also be your guide”. Then aircraft were used, on floats, to fly to whatever location in the four and a half million acre Katmai Park where the bears were to be found. Tours were also conducted to Kodiak Island for bear viewing.
At the end of the summer 2001 season, N103SY was advertised for sale, on EDO 7170 floats, with a total time of 10,300 hours on the airframe. It had an asking price of $360,000. The Otter was eventually sold and was registered to Craig M. Schweizer of Kenai, Alaska on 19 June 2003. It arrived at AOG’s facility at Kelowna, BC in April 2004 where it was converted to a Walter turbine, with the M601 engine. It was painted into a colour scheme of black lower fuselage, cream upper fuselage and blue cheatline, with Mavrik Aire titles on the tail. The Otter then flew to its Kenai base, to fly for Craig Schweizer’s company, Mavrik Aire, this being a trading name of Exousia Inc. It flew alongside Beaver N613WG and some single Cessnas. The company provided the usual range of bush services, including fly-out fishing and hunting charters, bear viewing and scenic flights. Mostly it flew hunters. For example, on 1 September 2004 it flew hunters from Kotzebue to a lake at Noatak National Preserve, where they hunted caribou but in a place and at a time when such hunting was prohibited. Craig Schweizer was subsequently prosecuted for this.
N103SY continued to fly for Mavrik Aire for a few years. Main base was at Kenai but during the summer months it often deployed north to Kotzebue from where it flew hunters out into the bush. It was also used in winter and during April 2007 was based at Bethel hauling mining equipment to Kisaralik Lake in the Kilbuck Mountains. On 12 June 2007 the Otter was re-registered to Ascention LLC., of Kenai, another Craig Schweizer company, but continued to fly for Mavrik Aire. Trouble struck the following month. “The Anchorage Daily News reported earlier this week that Craig Schweizer, son of imprisoned Montana Freemen leader Leroy Schweizer, lost his aviation licence in July for multiple safety and legal violations. But Craig Schweizer says that is baloney and maintains that FAA inspectors have a vendetta against him because of his family ties to the Freemen, the defunct self-described ‘Christian Patriot Group’ famously headed by his father”. According to various newspaper reports, the FAA revoked Mavrik Aire’s operating certificate and also revoked Craig Schweizer’s pilots licence and aviation mechanic’s licence, citing a long list of violations.
Craig Schweizer appealed to an Administrative Law judge and an appeal hearing was held in Anchorage on 8 and 9 August 2007. The FAA administrator produced witnesses who gave evidence of a long list of violations of rules, both by Mr Schweizer and by Mavrik Aire. Among these witnesses was a former Mavrik Aire pilot who testified that he made numerous trips in the Otter when it was substantially over-loaded due to incorrect weight and balance information provided by Mr Schweizer. When the pilot brought this to his attention he flew into a rage and was so angry that the pilot abandoned the Otter in the field. Evidence of this nature clearly did not help Mavrik Aire’s case and the Law Judge dismissed the appeal. Mr Schweizer and Mavrik Aire appealed further to the NTSB but on 21 September 2007 the Board also denied the appeal and affirmed the Law Judge’s decision. That was the end of the road for Mavrik Aire, which was closed down, leaving Otter N103SY in store in the company’s hangar in Kenai.
In February 2008 N103SY was advertised for sale by Island Aero Services of Victoria, BC on behalf of its owner Ascention LLC. It was for sale on EDO 7170 floats, with 12,100 hours on the airframe and with an asking price of $995,000. The buyer of the Otter was STOLAirus of Kelowna, BC where the Otter arrived in July 2008. Its US registration was cancelled on 31 July 2008 but it was not immediately re-registered in Canada, as it was to spend several months at Kelowna being overhauled and refurbished. By October 2008 it had been stripped of its paint scheme and re-painted white and work continued on preparing the Otter for re-sale.
The Otter was advertised for sale by Arctic Aerospace Inc of Vancouver, a company associated with STOLAirus, in February 2009. The advert gave total airframe time of 12,128 hours, an increase of 28 hours since February 2008, and an asking price of $1,395,000. The advertisement quoted a registration of C-FXZD, although the aircraft was not at that time on the Canadian register. That remained the position as at December 2009, the Otter still at Kelowna and advertised for sale by Arctic Aerospace, alongside serial 465, which was also for sale as a Walter Turbine Otter. C-FXZD was eventually registered to Arctic Aerospace Inc, Richmond, BC on 27 April 2010, still advertised for sale in September 2010, painted all white and still parked at Kelowna.
More than two and a half years after it had arrived in Kelowna, the Otter was sold, being re-registered C-GRRJ to its new owners, 3097448 Manitoba Ltd., (Adventure Air) of Lac du Bonnet, Manitoba on 12 April 2011, and was painted into Adventure Air’s colour scheme and acquired company titles on the side of the fuselage. Adventure Air is a leasing company, as well as an operating company, and already owned a number of Otters. The delivery flight from Kelowna to Lac du Bonnet took place on 19 April 2011, in the course of which an incident took place near Castlegar, BC. The Otter climbed into Class B airspace without obtaining a clearance from air traffic control. The pilot contacted ATC while descending back to 12,500 feet to advise he had made an emergency climb due to icing. Having arrived at Lac du Bonnet, RRJ entered service as part of the Adventure Air Otter fleet.
As well as leasing out its Otters, Adventure Air also flew in support of their own fishing operation, Jacksons Lodge and Outposts, with several lodges located throughout north-eastern Manitoba, within three of Manitoba’s beautiful Provincial Parks – Atikaki, Nopiming and Whiteshell. RRJ was used to service this business. It was based at Red Lake, Ontario during summer 2013 flying fishermen to lodges, on charter to lodge owners. An incident was reported on CADORS for 17 June 2014 at the Lac du Bonnet water aerodrome. The float-equipped Otter was climbing about three minutes after take-off when the pilot observed flames from the engine exhaust and the engine lost power. The pilot conducted a forced landing on Lac du Bonnet. There was no damage to the aircraft and no injuries. The engine was removed and sent to the Czech Republic for repair, after which Otter RRJ returned to service.
On 25 August 2016 C-GRRJ was registered to Peter Hagedorn Investments Ltd., trading as Chimo Air Service, and began operating from the company’s base at Red Lake, Ontario. It retained the previous colour scheme but without titles. As at January 2018 the Otter was still registered to this company.
Chimo Air Service provided general charter work out of Red Lake as well as flying the fishing lodge guests of Chimo Lodge and Outposts, also owned by Peter Hagedorn. The main lodge was at Roderick Lake and there were numerous outpost camps, all located in the Ontario bush country to the north of Red Lake.
After many years of carrying on this business, Peter Hagedorn retired in the spring of 2018 and sold both Chimo Air Service and Chimo Lodge and Outposts to Superior Airways Ltd, an established charter operator also based at Red Lake. At that time Superior Airways operated a fleet of Cessna Caravans and Piper Navajos. From then on Superior Airways owned the fishing lodge business, as well as Chimo Air Service, which it closed down. Henceforth the fishing lodge business would be serviced by a fleet of two turbine Otters, one piston Otter, a Beaver and two Cessna Caravans, all operated by Superior Airways. On 16 April 2018 the three former Chimo Air Service Otters, turbines C-FODQ (111) and C-GRRJ (296) and piston Otter C-GYYS (276) were all registered to Superior Airways Ltd and for summer 2018 were flying out of Red Lake for their new owner.
View along the Tyne Bridge as it nears completion, 25 September 1928 (TWAM ref. 3730/15/23).
The Tyne Bridge is one of the North East’s most iconic landmarks. These photographs were taken by James Bacon & Sons of Newcastle and document its construction from March 1927 to October 1928. They belonged to James Geddie, who was Chief Assistant Engineer on the construction of the Bridge with Dorman, Long & Co. Ltd. of Middlesbrough.
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk.
Italien / Piemont - Lago Maggiore
Isola Bella
Isola Bella (lit. 'beautiful island') is one of the Borromean Islands of Lago Maggiore in Northern Italy. The island is situated in the Borromean Gulf 400 metres from the lakeside town of Stresa. Isola Bella is 320 metres long by 400 metres wide and is divided between the Palace, its Italianate garden, and a small fishing village.
History
Until 1632 the island—known only as l’isola inferiore or isola di sotto—was a rocky crag occupied by a tiny fishing village: but that year Carlo III of the influential House of Borromeo began the construction of a palazzo dedicated to his wife, Isabella D'Adda, from whom the island takes its name. He entrusted the works to the Milanese Angelo Crivelli, who was also to be responsible for planning the gardens. The works were interrupted around midcentury when the Duchy of Milan was struck by a devastating outbreak of the plague.
Construction resumed when the island passed to Carlo’s sons, Cardinal Giberto III (1615–1672) and Vitaliano VI (1620–1690); the latter in particular, with the financial backing of his elder brother, entrusted the completion of the works to the Milanese architect Carlo Fontana and turned the villa into a place of sumptuous parties and theatrical events for the nobility of Europe.
The completion of the gardens, however, was left to his nephew Carlo IV (1657–1734). They were inaugurated in 1671.
The island achieved its highest level of social success during the period of Giberto V Borromeo (1751–1837) when guests included Edward Gibbon, Napoleon and his wife Joséphine de Beauharnais, and Caroline of Brunswick, the Princess of Wales. It is said that Caroline, having fallen in love with the place, did her best to convince the Borromeo family to sell her Isola Madre or the Castelli di Cannero islands; her request being turned down, she established herself on the banks of Lake Como at Cernobbio in the Villa d’Este.
A conference of high representatives of Italy, France, and the United Kingdom was held in the palace at Isola Bella in April 1935, resulting in the agreement known as the Stresa Front.
The island today
Isola Bella is a popular tourist attraction, with a regular ferry service from Stresa, Laveno, Pallanza, and Intra. It plays host to the annual Stresa music festival.
(Wikipedia)
Die Isola Bella (deutsch: ‚schöne Insel‘) ist eine Insel im Lago Maggiore. Sie zählt zu den Borromäischen Inseln und findet sich im Borromäischen Golf des Sees, etwa 400 Meter vor der Gemeinde Stresa. Sie ist 320 Meter lang und 180 Meter breit, im Nordwesten ist sie bebaut mit dem Palazzo Borromeo, an den sich im Südosten die Gartenanlagen des Palastes anschließen. Seit dem 12. Jahrhundert befinden sich die Inseln bis heute im Besitz der Familie Borromeo.
Geschichte
Bis 1632 war die isola inferiore oder isola di sotto ‚untere Insel‘ eine felsige Erhebung, auf der ein kleines Fischerdörfchen stand. Carlo III. Borromeo begann damit, den Felsen zu planieren und auf der Insel einen Palast für seine Frau, Isabella D’Adda, zu errichten. Nach ihr wurde die Insel Isola Isabella benannt, mit den Jahren verkürzte sich der Name zu Isola Bella. Mit dem Bau wurde der Mailänder Baumeister Angelo Crivelli betraut, der auch für die Anlage der Gärten verantwortlich war. Die Arbeiten mussten in der Mitte des 17. Jahrhunderts pausieren, als eine Pest-Epidemie das Herzogtum Mailand heimsuchte.
Unter der Herrschaft der Nachfolger Carlos wurden die Arbeiten dann wieder aufgenommen. Kardinal Giberto III. (1615–1672) und Vitaliano VI. (1620–1690) bauten weiter an den Anlagen. Besonders Vitaliano steckte erhebliche Mittel in die Arbeiten, für die er den Mailänder Architekten Francesco Maria Richini und den römischen Architekten Carlo Fontana gewann und die vorwiegend mit Mitteln seines Bruders finanziert wurden. Im Palast, der schließlich im Jahre 1671 eingeweiht wurde, fanden große Feste und Theateraufführungen für den europäischen Adel statt. Zu dieser Zeit ließ Vitaliano auch die terrassenförmigen Gartenanlagen anlegen. Der geplante große Hafen am Nordende der Insel wurde allerdings nie gebaut.
Vitalianos Nachfolger wurde sein Neffe Carlo IV. Borromeo Arese (1657–1734). Unter Giberto V. Borromeo (1751–1837) besuchten berühmte Gäste die Insel: Napoleon Bonaparte und seine Frau Joséphine verbrachten zwei Nächte auf der Insel, so wie auch die Prinzessin von Wales, Caroline von Braunschweig-Wolfenbüttel, spätere Königin Caroline von England. Diese verliebte sich anlässlich ihres Aufenthaltes – einer Anekdote zufolge – derart in den Ort, dass sie alles versuchte, die Borromäer dazu zu bringen, ihr die Isola Madre oder die Castelli di Cannero zu verkaufen.
Jean Paul lässt in seinem Roman Titan (veröffentlicht 1800–1803) die Hauptfigur Albano de Zesara die ersten drei Jahre seines Lebens auf der Isola Bella im Borromeischen Palast verbringen und ihn wiederholt dorthin zurückkehren.
Vom 11. bis 14. April 1935 tagte im Palazzo Borromeo die Stresa-Konferenz.
Sehenswürdigkeiten
Die Isola Bella zählt heute zu den großen Touristenattraktionen am Lago Maggiore. Sie ist per Schiff von Stresa, Baveno und anderen Orten am Lago Maggiore aus zu erreichen und zieht jedes Jahr zahlreiche Besucher an.
Der Palazzo Borromeo und seine Gärten sind ein Beispiel barocker Kunst. Im Palast findet man Salons mit Ausblicken auf den See, zahlreiche Gemälde berühmter Künstler, kostbare Möbel, Marmor, neoklassizistischen Stuck, antike Skulpturen, Rüstungen und flämische Wandteppiche mit Goldfäden aus Seide. Im Untergeschoss befinden sich mehrere Muschelgrotten mit hellen und dunklen Stein- und Muschelverzierungen. Die Gartenanlagen sind treppen- und pyramidenförmig nach antikem Vorbild und mit Balustraden eingefasst, auf denen zahlreiche Statuen von mythologischen Helden und Tieren verteilt sind. Die Gärten beherbergen exotische Blumen, Pflanzen, Bäume und Obstsorten sowie eine kleine Orangerie.
Am Westufer der Isola Bella liegen einige Häuser am Fuße der Palast- und Gartenmauer, die mehrere Gaststätten, Geschäfte und die Schiffsanlegestelle beherbergen.
(Wikipedia)
We introduce the Lagniappe Pub, where the pub's resident Alligator, Rurufus, scrounges for something...or someone, to eat.
Chaney's Corner, Christchurch Northern Motorway.
"Fanfare" is a large-scale work by Christchurch artist Neil Dawson (he who created "Chalice" in Cathedral Square).
It is 20m in diameter, 25 tonnes and is covered by 360 separate 1m-round wind-powered 'pinwheels' (all independently attached and lit up for special occasions on the calendar).
"Fanfare" was originally commissioned by Sydney, Australia, for its 2005 New Year celebrations. It was raised from a barge at midnight and suspended from its Harbour Bridge for three weeks. Then in 2007, Sydney gifted it to Christchurch...
Now this giant bauble is being installed beside the northern entrance to the city. Total asset cost: $3.3 million.
Double vision! The first thing 650 did after completion was visit NHVC to meet [https://www.flickr.com/photos/channel4squares]’ similar Network liveried Lolyne. So here together are 650 and 427, with a bit of a Mansfield Road corridor feel with blinds for the 57 and 15. Since the last time when Daniel’s 427 met my 403, his Lolyne has gained adverts.
As 427 shows, the majority of NCT’s pre-2001 buses have the registration number matching the fleet number, but 650 breaks this rule by being 941 instead, and SNR at the end while the rest of the batch were SNN. Operators usually booked number blocks in advance, and while the DVLA will reserve special combinations I don’t see what’s particularly special about the number 650. So we’ve got one matching registration with V427 DRA, and one non-matching with W941 SNR. Also, NCT randomly switched from numbering their Lolynes in the 400s to the 600s.
#abfav_urban_architectural
I love how buildings and streets are lit in the dark period, it pays to look up! LOL
Leeds Town Hall was built between 1853 and 1858 on The Headrow (formerly Park Lane), Leeds, West Yorkshire, England, to a design by architect Cuthbert Brodrick.
It is one of the largest town halls in the United Kingdom and as of 2017 it is the thirteenth tallest building in Leeds. It was opened by Queen Victoria, in a lavish ceremony in 1858 as Leeds celebrated the completion of an important civic structure.
The town hall is classical in style but baroque in imaginative power and drama. It stands squarely at the top of a flight of steps (altered from their original shape) on a mound made specially for the purpose.
The whole facade is made of giant columns and all the sides reflect that pattern. The central portico has ten huge Corinthian columns.
Then there is an immense frieze and rising above it all the central tower, 225 ft (69 m) high, which was not in the original design.
May your day be filled with joy, thank you for visiting, Magda, (*_*)
ALL IMAGES ARE BEST seen On Black, yours too!
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Please do not use any of my images on websites, blogs or any other media without my explicit permission. © All rights reserved
Today I was trying to shoot some pictures, but it was a cloudy and dark afternoon, and there wasn't enough light to expose the 1/125s ISO50 scanner.
Maybe tomorrow I'll be more lucky.
BTW, I know, the painted body is not very good looking: I have to think about a good finish for the body and lens.
I had to take away the battery slot and open a big window on the back, to have access to the components while it's running, so now the body is set up for quick checks and easy adjusting. When the camera will be really completed, will be the time to think about the look of the body, so don't worry about the strange screws and bolts...
The third cable coming from the body is for the live view.
Following completion of the nationalization of the system in 1976 there followed a prolonged period of neglect, under-funding and general retrenchment. However the need to provide replacements for the older members of the fleet could not be ignored. A batch of new cars was ordered during the late 'seventies from the Burn Standard Company, a Calcutta engineering firm mainly concerned with the manufacture of freight wagons. The new cars did not introduce any technological advances or changes in overall concept, but at least for a time looked a little less battered than their predecessors.
The Burn Standard Company went out of business in April 2018.
Completion: 2016
Floor area/size: 14096 m2
Architect: UNStudio
Contractor: G&S Bouw
Client: HIH Global Invest
With the completion of its latest series of milestone tests, NASA’s James Webb Space Telescope has now survived all of the harsh conditions associated with a rocket launch to space.
Webb’s recent tests have validated that the fully assembled observatory will endure the deafening noise, and the jarring shakes, rattles and vibrations that the observatory will endure during liftoff. Known as “acoustic” and “sine-sibration” testing, NASA has worked carefully with its international partners to match Webb’s testing environment precisely to what Webb will experience both on launch day, and when operating in orbit.
Though each component of the telescope has been rigorously tested during development, demonstrating that the assembled flight hardware is able to safely pass through a simulated launch environment is a significant achievement for the mission. Completed in two separate facilities within Northrop Grumman’s Space Park in Redondo Beach, California, these tests represent Webb’s final two, in a long series of environmental tests before Webb is shipped to French Guiana for launch.
The next environment Webb will experience is space.
Read the full feature on this milestone: go.nasa.gov/3d5Kuhh
Now that environmental testing has been successfully concluded, Webb will move forward into the last full extension of its iconic primary mirror and sunshield, followed by a full systems evaluation before being encapsulated in a specialized shipping container for transport to South America.
Image credit: NASA/Chris Gunn
Breast 165F and deep in thighs 175F. Juicy, tender, and perfectly seasoned. I smoke any poultry between 325 and 350F, because I like crispy skin, not bird flavored rubber. Quicker completion time helps keep the breast meat juicy and tender, not dried out from 8+ hours of 225F drying out the meat.
“Rushing into action, you fail.
Trying to grasp things, you lose them.
Forcing a project to completion,
you ruin what was almost ripe.
Therefore the Master takes action
by letting things take their course.
He remains as calm at the end
as at the beginning.
He has nothing,
thus has nothing to lose.
What he desires is non-desire;
what he learns is to unlearn.
He simply reminds people
of who they have always been.
He cares about nothing but the Tao.
Thus he can care for all things.”
― Lao Tzu, Tao Te Ching
A touch of old Hollywood meets modern chic. This home came with extra personality in each space. We had fun creating her vision and the results were nothing short of glamorous!
My 6 wide tornado, about 90% done, definitely needs name plates though. Any suggestions on how I might go about it?
753 Fast Response Boat in tow by Motor Life Boat (MLB) Canadian Coast Guard Cutter Cape Naden upon completion of the mission.