View allAll Photos Tagged DISINTEGRATION
Cauldron
The copper disintegrates like a fallen leaf
Devoured by a mildew of verdigris.
It flakes at the edges, embracing
A clod of soil where a hearty stew
Once boiled, and a column of steam
And smoke ascended through the roof
Towards the stars. The metal chain
That kedged it to a beam is rusted
Into oblivion, the hollow ladle gone
Through the guts of worms, after
The wood decayed. Lean in to hear
An echo of ancient conversations,
Trapped in the bowels of the cauldron,
The tongues and teeth that formed
The words long-cold, surrendered
To the hungry sovereignty of soil.
Poem by Giles Watson, 2012. Inspired by the remains of a 6th Century copper-alloy cauldron from Watchfield Cemetery, now housed in the Vale and Downland Museum, Wantage. The cauldron would have been suspended over a hearth, either from a roof-beam or from a tripod. Smoke and steam would have escaped the house through a hole in the ceiling.
Following the brief Soviet-Japanese War in 1939, numerous flaws were discovered in the Red Army's mainstay T-26 light tanks: their gasoline engines were too prone to explosions and the armor tended to disintegrate under relatively light Japanese antitank fire. Soviet tank designer Mikhail Koshkin was already working on a medium tank design to replace the T-26, and convinced Stalin to allow further work on the project, which was designated T-34. Despite resistance from the Red Army (which insisted there was nothing wrong with the T-26 and preferred the KV-1 heavy tank), the T-34 entered service in 1940.
When Nazi Germany invaded the USSR in 1941, the appearance of the T-34 took them completely by surprise. Unlike the heavy French Char series, which were slow and unwieldy, the T-34 was fast and mobile, operating in areas the Germans thought impassable for medium tanks. Shells from German 37mm and 50mm guns bounced off the T-34's armor. The only guns the Germans had that could knock out a T-34 were 88mms, and there were only so many to go around. In contrast, the T-34's 76mm gun could defeat any German tank in 1941. Captured T-34s revealed the strength of the tank: its wide tracks and hull gave it better purchase in the mud common to the Russian steppe, and its sloped armor increased armor protection without adding weight. The overall result was a superb blend of speed, protection and armament, the three factors central to tank development. This was not to say the T-34 was perfect: the small turret meant that the commander had to act as both gunner and commander, which could easily result in him becoming too busy; T-34 platoon commanders could not effectively direct their units due to poor optics and a lack of radios. The 76mm was also slow to load.
Nonetheless, the T-34 was such a shock to the Germans that plans were undertaken to counter it, which led to the Panther and Tiger series. The Russians were not idle, however, and began an upgrade of the T-34, with a redesigned turret that allowed for a dedicated gunner, and a relocated radio that allowed the tank commander to communicate with other tanks. The gun was upgraded to an 85mm, resulting in the unofficial designation T-34/85. These retained the mobility and speed of the T-34/76, and would carry the Red Army to Berlin, even if it was still notorious for breakdowns. Though the T-34 series was becoming obsolete by late 1944, the USSR chose not to attempt to replace it to keep production at full speed; 85,000 were produced, second only to its successor, the T-55.
Even after the war, T-34s were common sights. The US Army fought North Korean and Chinese T-34s in the Korean War, while Israeli Shermans and Centurions faced them throughout the Arab-Israeli Wars. T-34s were still seen in action as late as the 1990s.
Because there were so many T-34s produced, tracking down the provenance of an individual tank is difficult. This particular T-34/85 is on display at the Military Museums of Calgary, in their outdoor tank park. Apparently, it is a relatively new acquisition (between 2015 and 2016), and beneath a lot of rust it shows a faded coat of Soviet Army tank green.
A little change of pace today. Here is a series of shots of a scale model built by Richard Sullivan. It's at the Marquette Maritime Museum, near the lower harbor. The detail is incredible. After pouring over video footage and stills of the wreck he scratchbuilt this model (can't remember the scale) from cardstock, paper, wire and thread! The wreck itself lies buried over 500' down and sits in total darkness. Mr. Sullivan's model helps reveal the magnitude and forces involved in the tragedy. I really tweaked the tonality and intensity of these photos to make it appear more subdued and underwater. The originals were slide images taken under incandescent light in 1999.
I give you the car that took Rolls Royce out of the hands of the aristocracy and placed it into the hands of the people, a tradition that has continued ever since. Once rock-stars, pop-stars, TV presenters and alike were seen driving around in a car that was once the exclusive pride and joy of the established gentry, it was then and there that the Class System had truly disintegrated. The Victorian-era divisions of society were well and truly dead.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal.
A closeup of a decorative pillar at the entrance to a church in suburban Brighton in Melbourne, shows the disintegration of the plaster and stone.
Nikon F90X. Nikkor AF 28-105mm. 1:3,5-4,5 D. Película Kodak TriX 400 ISO. Revelador Gago StacP2 1+9, 25ºC. 3 minutos. Papel Foma Fomatone MG Classic 131. Revelador Gago Nerodol (1+5) + Gago Toquefrio. Original 18x 24 cm.
+
Proceso de disgregación de la gelatina / (Gelatin disintegration process) Mordançage.
A Valga, Oia, Pontevedra. Maio 2009.
So much fun to wear my old Mostros until they fall off my feet, temporarily repair with rubber bands or tape, then add just enough adhesive to make them wearable again, until they fall apart again. You might ask why I don't use more glue so they wouldn't come apart so quick? Well, I enjoy wearing them with my toes and heels exposed. I wear these out shopping, taking long walks, whatever. And despite the condition, I've never gotten a comment or even a stare when I've worn them. Most people don't pay any attention.
When I started my walk, the Shox on one side were a little loose, but then they completely tore loose, and by the time I dragged them home, the other side was coming loose.
I am trying to decide what to do? Glue them back together (I do kind of like these)? Do a quick repair, perhaps with some wire to keep them from flopping so far, trying to keep wearing them as they are (not easy, the Shox keep flopping all the way under my toes as I walk), or tearing the Shox off completely and wearing them with no heels (as I've done with a couple of other pair of disintegrating Nikes.)
You can vote in the comments!
An update, I "repaired" the flopping heel with a piece of wire under it tied through the unused lace holes. That limited the amount of "flop" to make them wearable again. A most interesting feeling as the Shox units slip sideways out one side or the other. But now I see the sole on one side holding the Shox heel to the front of the shoe has cracked through, only the other side is holding it on.
I'll keep wearing them around the house like this, but think I'll have to do a more solid repair before wearing them outside, unless I must decide to let the Shox heel part fall off completely. We'll see.
The film stacks disintegrating in transit to the surface on 25-26 April 1972. (Source: Attachment to declassified CIA document, Deep Sea Recovery of HEXAGON Recovery Vehicle 1201-3, dated 24 May 1972.) For more information, visit www.cia.gov/library/publications/historical-collection-pu....
I give you the car that took Rolls Royce out of the hands of the aristocracy and placed it into the hands of the people, a tradition that has continued ever since. Once rock-stars, pop-stars, TV presenters and alike were seen driving around in a car that was once the exclusive pride and joy of the established gentry, it was then and there that the Class System had truly disintegrated. The Victorian-era divisions of society were well and truly dead.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal.
Before We Disintegrate is a wallpaper for one of my favorite lyricists Felipe Andres Coronel aka Immortal technique.
Im sure there is many fans here so i felt id do something for him and you guys.
Download: fc06.deviantart.net/fs71/f/2011/206/7/2/before_we_disinte...
If you're lost and feel alone,
Circumnavigate the globe,
All you ever have to hope
For too.
And the way you seem to flow
Circumnavigating home,
and I seem to lose control,
With you.
Everyone of us is hurt,
Everyone of us is scarred,
Everyone of us is scared.
Not you
With your eyes closed,
Your head hangs,
Your eyes felt stone..
coldplay
just felt like uploading something tonight
So I'm listening to the best Cure album of all time, Disintegration, this morning. As I am gazing lovingly at Robert Smith on the cover I had an idea. So I emailed my trusty PhotoShop Wizard Flooz and she hooked me all kinds of up. I just gave her my picture and told her I wanted it be called Dyxintegration and this is what she created. Isn't she the best? I like that it looks like I have bangs. And that my lazy eye is so prominent. It gives me character.
Thanks Flooz for making my dreams come true!
I give you the car that took Rolls Royce out of the hands of the aristocracy and placed it into the hands of the people, a tradition that has continued ever since. Once rock-stars, pop-stars, TV presenters and alike were seen driving around in a car that was once the exclusive pride and joy of the established gentry, it was then and there that the Class System had truly disintegrated. The Victorian-era divisions of society were well and truly dead.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal.
In the late 1990's a major sneaker distributor went bottom up and liquidated their gigantic stock. Towards the end. I bought over a dozen pair, at about $8 to 10 a pair. The stock was all mixed up, just boxes of sneakers, all different sizes, men's, women's, children's all in the same box. When I saw a style I liked, I tried it on, and if I could wear it, I bought it. I didn't care if it was a men's or women's style or if it was tight or loose, as long as I felt I could wear it.
This is one of those pairs of sneakers. They had Nike air pods, and were very comfortable. I started wearing them a lot as soon as I got them.
Just a few months after I got them, one air pod went flat. A month or so later the other one did. Now, I'll tell you I actually liked them even more with the flat pods, I thought the "squishy" feeling was nice. I still wore them all the time for some years. Over time the sides of the pods crumbled, no big deal, just a little softer walk.
A few years ago, the outersoles became rock hard. The sole on the left shoe began to crumble away, and both heels snapped off, what was left of the pods wore away quickly. The issue now was that there was a hard plastic section of sole at the arch position that I was walking on. It was very slippery and really weird feeling, as my heels never really hit the ground when walking, they were close to an inch shorter than the middle of the shoe.
Now, I rarely hasten the disintegration of a shoe, I usually let wear take its toll, but I finally pried the hard plastic part off. That made walking more comfortable again.
They still feel unusual as what's left of the heel is well below the front of the sole, and the remains of the front outersole are slowly crumbling/peeling away. Nonetheless, they are watertight, fit comfortably, and are very wearable. Better than some brand new sneakers I have on rainy days.
"There will be a substantial reward for the one who finds the Millennium Falcon. You are free to use any methods necessary, but I want them alive. No disintegrations."
Gently disintegrates on Brighton beach. I wonder when this eager little engine wound a boat back up the beach. One of Brighton's residents looks on.
Wilma Deering wearing Helmet - Buck Rogers partner future astronaut flying with jet pack while brandishing a disintegrator ray gun - Newspaper Science Fiction Sci-Fi comic strip hero action figure spaceman flight clouds sky space metalloglass helmets rocket belt 10/11/2011 jetpack rocketpack Go Hero Showcase figure toys toy 1930s 30s retro - spacewoman woman women - astronaut girlfriend female woman girl friend sci-fi Future Futuristic
Following the brief Soviet-Japanese War in 1939, numerous flaws were discovered in the Red Army's mainstay T-26 light tanks: their gasoline engines were too prone to explosions and the armor tended to disintegrate under relatively light Japanese antitank fire. Soviet tank designer Mikhail Koshkin was already working on a medium tank design to replace the T-26, and convinced Stalin to allow further work on the project, which was designated T-34. Despite resistance from the Red Army (which insisted there was nothing wrong with the T-26 and preferred the KV-1 heavy tank), the T-34 entered service in 1940.
When Nazi Germany invaded the USSR in 1941, the appearance of the T-34 took them completely by surprise. Unlike the heavy French Char series, which were slow and unwieldy, the T-34 was fast and mobile, operating in areas the Germans thought impassable for medium tanks. Shells from German 37mm and 50mm guns bounced off the T-34's armor. The only guns the Germans had that could knock out a T-34 were 88mms, and there were only so many to go around. In contrast, the T-34's 76mm gun could defeat any German tank in 1941. Captured T-34s revealed the strength of the tank: its wide tracks and hull gave it better purchase in the mud common to the Russian steppe, and its sloped armor increased armor protection without adding weight. The overall result was a superb blend of speed, protection and armament, the three factors central to tank development. This was not to say the T-34 was perfect: the small turret meant that the commander had to act as both gunner and commander, which could easily result in him becoming too busy; T-34 platoon commanders could not effectively direct their units due to poor optics and a lack of radios. The 76mm was also slow to load.
Nonetheless, the T-34 was such a shock to the Germans that plans were undertaken to counter it, which led to the Panther and Tiger series. The Russians were not idle, however, and began an upgrade of the T-34, with a redesigned turret that allowed for a dedicated gunner, and a relocated radio that allowed the tank commander to communicate with other tanks. The gun was upgraded to an 85mm, resulting in the unofficial designation T-34/85. These retained the mobility and speed of the T-34/76, and would carry the Red Army to Berlin, even if it was still notorious for breakdowns. Though the T-34 series was becoming obsolete by late 1944, the USSR chose not to attempt to replace it to keep production at full speed; 85,000 were produced, second only to its successor, the T-55.
Even after the war, T-34s were common sights. The US Army fought North Korean and Chinese T-34s in the Korean War, while Israeli Shermans and Centurions faced them throughout the Arab-Israeli Wars. T-34s were still seen in action as late as the 1990s.
This excellently preserved T-34/85 is on display at Battlefield Vegas. The overall green scheme was common to Russian tanks (as is the somewhat rough paint--Russian tank units often used whatever was at hand), as it the number font; the white stripe was a recognition feature. Given that most of Battlefield Vegas' collection is still operational, it wouldn't surprise me if this T-34 is as well.
Reversed image photo sequence of the disintegration of the Little Joe II booster vehicle during Mission A-003, which although unplanned/unexpected, demonstrated successful Launch Escape System functionality, pulling Boilerplate 22 to safety and successful parachute touchdown.
Good A-003 reading at:
www.airspacemag.com/space/confidence-booster-32681/
Amazing footage:
Apollo Launch Abort - View on Imgur: m.imgur.com/t/space/2WKROwy
Credit: imgur/willpatt
In January 2017 the Christine J sank in the Shoalhaven River. Attempts were made to refloat her in February but the move failed as she sank again. In August 2017 cables were attached and she was extracted from the river by crane. After lifting the Christine J out of the Shoalhaven River in August 2017, she simply disintegrated. This sad end to what was once the ALMA G II built by Alf Jahnsen in 1947, and the pride of Forster-Tuncurry no longer exists. Shortly after this shot was taken she was scraped up with a front end loader, put in a truck and taken to the tip.
More images are in the Album ALMA G II - CHRISTINE J
UPDATED AUGUST 2021 - Chris Borough
Details
Name: ALMA G II (Christine J from 1947)
Origin of Name: Named after Wylie Gregory's wife - Alma Gregory
Type: Ferry
Length: Estimated 45 ft
Builders: Alf Jahnsen and Leo Royan
Launched: October 1947
As Registered - December 1964
ON: 317060
Dimensions
Length: 43.25 ft
Breadth: 14.6 ft
Depth: 4.2 ft
Gross Tonnage: 23.12 (nb 1 shipping ton = 100 cu. ft.)
Net Tonnage: 15.69
Engine: 6 cyl. 4 stroke Diesel; British made 1961
Diameter: 3 7/8" Stroke: 4 1/4"
Supplier: Clae Engine Pty Ltd, Bankstown, NSW
Estimated speed: 9 Knots
Owners:
1947 – 1953 Wylie R. Gregory
1953 – 1955 Estate of the late W. R. Gregory
1956 – 1963 Wesley Gregory
1959 – Wesley Gregory (converted to fishing vessel)
1963 – 1969 David Beatty Adams (Cronulla)
1964 - RENAMED - CHRISTINE J
Registration: ON 317060 (1/1964)
1969 – ? Estate of D. B. Adams
Before 1995 1995 – 2005 Joan and Don Adams
2005 – Michael Grech
2016 - sold (owners unknown)
ALMA G and ALMA G II
Construction of the ALMA G II commenced during 1946; it is believed that she was launched in October 1947 without fanfare and no record of the event has been found in the newspapers. When Wylie Gregory ordered the ALMA G II, his first ferry (ALMA G) was well patronised and Gregory could see potential for an enhanced service. But by early 1947, while the ALMA G II was being constructed, Wylie appears to have been in financial difficulties and saw the need to dispose of the ALMA G to pay for his new ferry.
He advertised the ALMA G in March 1947 and again in May 1947:
“THE new and up to date Passenger Launch ALMA G 45 x 16 x 3ft 2 in. launched Jan 1946. Maiden voyage Sept. 26 last. New 4 cylinder marine Gardner Diesel 10 miles per hour. Separate lighting plant licensed to seat 80 passengers. All new equipment Everything guaranteed. Any trial given. Photo on application to WYLIE R GREGORY Forster Phone 10 or UJ5738”. The Sydney Morning Herald - Saturday 15 March 1947
The ALMA G was sold in 1948 to the Cronulla Ferry Service (Cliff Mallam) leaving only a short period of a few months when both the ALMA G and the ALMA G II operated together on Wallis Lake.
Operation of the ALMA G II
The ALMA G II was popular both for use as a regular ferry and for special events. She had to compete for patronage with the free service provided to passengers travelling on the vehicular ferry service - then operated by Henry Cooke. The ALMA G II offered a quick, undercover service that many were prepared to pay for. His business received a boost in April 1949 when Brian Ivens, proprietor of the Red Bus Service, announced he would “use the passenger ferry "Alma-G II" as much as possible, to convey passengers between Tuncurry and Forster. A bus will be stationed at Forster which will pick up passengers and take them to and from the wharf.” The Manning River Times - 2 April 1949
At Tuncurry both the vehicle ferry and the passenger ferry had to share the same wharf. Cooke complained that the Alma G II had interfered with the berthing of the ferry on Tuncurry side; Council decided to ask the operator of the Alma G II to keep clear of the punt on the Tuncurry approach.
By December 1949, however, Wylie Gregory had reached the end of his tether and discontinued the private ferry service. His letter sums up his frustration: “Owing to the unsatisfactory arrangement which still exists through no fault of ours, the Alma G II passenger service operating between Tuncurry and. Forster will cease to run on and after 10 p.m. Sunday next 11th December. This service was commenced with the object of bringing Tuncurry and Forster into line with the times and the progress of the two towns — in fact it was then 10 years too late. Now we have the retrogressive step which I will watch with interest. I have no apologies to make. I have put our unsatisfactory position to all Departments concerned, but after 4 years I am still not able to do what is an absolute necessity to give a safer and faster service in all weathers”. The Northern Champion - 10 December 1949
Despite Gregory’s announcement that he would cease his passenger ferry service, he continued operation, albeit under duress with continued problems with the operator of the vehicle ferry service.
1949 - Dramatic Rescue
In 1949 the ALMA G II was involved in a dramatic rescue. “When a small flat-bottomed boat was swept over the bar and capsized in the surf at Forster, on Wednesday, two people were rescued in dramatic circumstances. An outstanding feat was per formed by Mr. Wellesley Gregory in the rescue of the two people in the boat — Mr. McIntosh and his daughter, both from Cessnock, visitors to Forster. The visitors' small boat was caught in the surf over the bar, and capsized. Mr. Wellesley Gregory went to their assistance in his launch, but got into difficulties because of the seas. A dramatic turn came when his brother, Mr. Wylie Gregory, rushed to his assistance in his launch, the Alma G II. After lines were passed to Mr. McIntosh and his daughter in the surf, they were taken aboard the boat belonging to Mr. Wellesley Gregory. However, his boat was then in difficulties, and frequently almost filled with water. The two drenched and severely shocked visitors were transhipped to the Alma G II, Mr. Wylie Gregory taking a grave risk in his attempt to assist his brother who also had been in grave danger most of the time of the rescue.” The Northern Champion - 11 May 1949
1953 – Wylie Gregory’s untimely death
Wylie Gregory continued to be harangued by the vehicular ferry operators, Charles Blows & Sons, who had taken on the contract after Henry Cooke. Eventually Gregory was forced by Manning Council to use another wharf at Tuncurry. In July 1953 Wylie was found dead at the rear of his home in Wharf Street with a bullet in his head and a .303 rifle by his side. The Manning River Times - 27 July 1953. The Coroner ruled death by suicide.
After Wylie’s untimely death, the vessel was owned by the Estate of the W. R. Gregory and was operated as a ferry by his son, Wesley Earl Gregory. The ALMA G II was brought back into service in January 1954 The Manning River Times - 6 January 1954.
The last recorded use of the ALMA G II as a ferry was in October 1954 when she was “gaily decorated” and took the wedding guests from Tuncurry to Forster.
Converted to Fishing Boat - circa 1959
In 1956, ownership was transferred to Wesley Gregory who later converted her to a fishing boat with Alf Jahnsen building a small cabin; her engine was changed to a Ford Lees diesel.
ALMA G II sold to David Beatty Adams – Cronulla in 1963
The register shows that Wesley Gregory sold the ALMA G II in 1963 - supported by photograph of her at the launch of the Aloha at Tuncurry in 1963. Although she was reportedly operating around 1962 – 1963 for the CSIRO Division of Fisheries at Newcastle and Cronulla (Howard, P (1995) - The Ferrymen) this seems to be inaccurate.
After Dave Adams of Cronulla purchased her in 1963, he converted her to an outside fishing/touring boat, registered her (ON 317060 (1/1964)) and renamed her CHRISTINE J; Christine was the name of Dave Adams’ daughter. Dave changed her engine to an “NH220” Cummins diesel and lengthened the cabin to provide accommodation and cooking facilities. (Howard, P (1995). The Ferrymen)
Following Dave Adams’ death in 1969 she was owned by the estate of the late D. Adams and was eventually transferred (date unknown) into the names of Joan Adams (Dave’s wife) and Don Adams (Dave’s son).
Sold to Michael Grech in 2005
"CHRISTINE J" was sold to Michael Grech of Shoalhaven River Cruise based at Nowra. Michael converted her back to a ferry – quite a substantial undertaking. She operated on the Shoalhaven River until 2014 when she was retired and replaced by the Shoalhaven Explorer.
Sad end for the ALMA G II/CHRISTINE J
Michael Grech sold the Christine J in 2016. In January 2017 she sank in the Shoalhaven River. Attempts to refloat her in February 2017 were unsuccessful and finally she was removed from the river in August 2017 only to collapse into a pile of rubble on the shore of the river.
Image Source: South Coast Register
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Nike Wrestling Shoes from 1988, crumbling
Yet another pair of disintegrating Nikes. The soles, or what is left of them, have become brittle and are cracking. In fact a good sized piece which had been patched with shoe goo fell off when I put them on for these pictures.
I bought these about 1988 in my unending quest for lightweight shoes with no artificial support and good ground feel. They were pretty inexpensive, and the place I got them from only had this one pair, they said they were discontinued. I don't even remember what size they really are, possibly 8 or 8 1/2, but very comfortable.
The first issue came when I hiked on lava fields in Hawaii in 1989. The sharp lava cut slits right through the thin sole in several places. I am glad it didn't cut slits in my feet! Some of the slits were quite long, but the shoes still stayed on my feet for the rest of my travels.
When I got home, I eventually glued the slits with crazy glue, which more-or less worked. I had to re-glue them from time to time.
A few months later, the heels wore through. Then the soles in the toe and ball of my foot area. I patched them with shoe goo a few times until the holes got too big, and merged with the slits from the lava. At that point I wore them with the holes.
That winter, I tried an experiment that worked well. I took the soles from an old pair of flip-flops and stuffed them in the bottom inside of the wrestling shoes. That worked very well, they stayed dry and warm, even when walking in snow or puddles.
The next year, the holes got so large that my toes tended to pop out the bottom when I walked, and I sort of "retired" them. I did still use them when bike riding some times.
I bought another pair of wrestling shoes, a different make as these were no longer made, and wore them some, but they were never as comfortable as the Nikes.
Trastronaut Trump wearing Bubble Helmet - Not Buck Rogers or Flash Gordon future astronaut flying with jerk pack while brandishing a disintegrator ray gun - Newspaper Science Fiction Sci-Fi comic strip hero action figure spaceman flight clouds sky space metalloglass helmets rocket belt 08/10/2018 jetpack rocketpack figure 1930s 30s 1950 50s retro - scifi Future Futuristic jet jerkpack
In January 2017 the Christine J sank in the Shoalhaven River. Attempts were made to refloat her in February but the move failed as she sank again. In August 2017 cables were attached and she was extracted from the river by crane. After lifting the Christine J out of the Shoalhaven River in August 2017, she simply disintegrated. This sad end to what was once the ALMA G II built by Alf Jahnsen in 1947, and the pride of Forster-Tuncurry no longer exists. Shortly after this shot was taken she was scraped up with a front end loader, put in a truck and taken to the tip.
More images are in the Album ALMA G II - CHRISTINE J
UPDATED AUGUST 2021 - Chris Borough
Details
Name: ALMA G II (Christine J from 1947)
Origin of Name: Named after Wylie Gregory's wife - Alma Gregory
Type: Ferry
Length: Estimated 45 ft
Builders: Alf Jahnsen and Leo Royan
Launched: October 1947
As Registered - December 1964
ON: 317060
Dimensions
Length: 43.25 ft
Breadth: 14.6 ft
Depth: 4.2 ft
Gross Tonnage: 23.12 (nb 1 shipping ton = 100 cu. ft.)
Net Tonnage: 15.69
Engine: 6 cyl. 4 stroke Diesel; British made 1961
Diameter: 3 7/8" Stroke: 4 1/4"
Supplier: Clae Engine Pty Ltd, Bankstown, NSW
Estimated speed: 9 Knots
Owners:
1947 – 1953 Wylie R. Gregory
1953 – 1955 Estate of the late W. R. Gregory
1956 – 1963 Wesley Gregory
1959 – Wesley Gregory (converted to fishing vessel)
1963 – 1969 David Beatty Adams (Cronulla)
1964 - RENAMED - CHRISTINE J
Registration: ON 317060 (1/1964)
1969 – ? Estate of D. B. Adams
Before 1995 1995 – 2005 Joan and Don Adams
2005 – Michael Grech
2016 - sold (owners unknown)
ALMA G and ALMA G II
Construction of the ALMA G II commenced during 1946; it is believed that she was launched in October 1947 without fanfare and no record of the event has been found in the newspapers. When Wylie Gregory ordered the ALMA G II, his first ferry (ALMA G) was well patronised and Gregory could see potential for an enhanced service. But by early 1947, while the ALMA G II was being constructed, Wylie appears to have been in financial difficulties and saw the need to dispose of the ALMA G to pay for his new ferry.
He advertised the ALMA G in March 1947 and again in May 1947:
“THE new and up to date Passenger Launch ALMA G 45 x 16 x 3ft 2 in. launched Jan 1946. Maiden voyage Sept. 26 last. New 4 cylinder marine Gardner Diesel 10 miles per hour. Separate lighting plant licensed to seat 80 passengers. All new equipment Everything guaranteed. Any trial given. Photo on application to WYLIE R GREGORY Forster Phone 10 or UJ5738”. The Sydney Morning Herald - Saturday 15 March 1947
The ALMA G was sold in 1948 to the Cronulla Ferry Service (Cliff Mallam) leaving only a short period of a few months when both the ALMA G and the ALMA G II operated together on Wallis Lake.
Operation of the ALMA G II
The ALMA G II was popular both for use as a regular ferry and for special events. She had to compete for patronage with the free service provided to passengers travelling on the vehicular ferry service - then operated by Henry Cooke. The ALMA G II offered a quick, undercover service that many were prepared to pay for. His business received a boost in April 1949 when Brian Ivens, proprietor of the Red Bus Service, announced he would “use the passenger ferry "Alma-G II" as much as possible, to convey passengers between Tuncurry and Forster. A bus will be stationed at Forster which will pick up passengers and take them to and from the wharf.” The Manning River Times - 2 April 1949
At Tuncurry both the vehicle ferry and the passenger ferry had to share the same wharf. Cooke complained that the Alma G II had interfered with the berthing of the ferry on Tuncurry side; Council decided to ask the operator of the Alma G II to keep clear of the punt on the Tuncurry approach.
By December 1949, however, Wylie Gregory had reached the end of his tether and discontinued the private ferry service. His letter sums up his frustration: “Owing to the unsatisfactory arrangement which still exists through no fault of ours, the Alma G II passenger service operating between Tuncurry and. Forster will cease to run on and after 10 p.m. Sunday next 11th December. This service was commenced with the object of bringing Tuncurry and Forster into line with the times and the progress of the two towns — in fact it was then 10 years too late. Now we have the retrogressive step which I will watch with interest. I have no apologies to make. I have put our unsatisfactory position to all Departments concerned, but after 4 years I am still not able to do what is an absolute necessity to give a safer and faster service in all weathers”. The Northern Champion - 10 December 1949
Despite Gregory’s announcement that he would cease his passenger ferry service, he continued operation, albeit under duress with continued problems with the operator of the vehicle ferry service.
1949 - Dramatic Rescue
In 1949 the ALMA G II was involved in a dramatic rescue. “When a small flat-bottomed boat was swept over the bar and capsized in the surf at Forster, on Wednesday, two people were rescued in dramatic circumstances. An outstanding feat was per formed by Mr. Wellesley Gregory in the rescue of the two people in the boat — Mr. McIntosh and his daughter, both from Cessnock, visitors to Forster. The visitors' small boat was caught in the surf over the bar, and capsized. Mr. Wellesley Gregory went to their assistance in his launch, but got into difficulties because of the seas. A dramatic turn came when his brother, Mr. Wylie Gregory, rushed to his assistance in his launch, the Alma G II. After lines were passed to Mr. McIntosh and his daughter in the surf, they were taken aboard the boat belonging to Mr. Wellesley Gregory. However, his boat was then in difficulties, and frequently almost filled with water. The two drenched and severely shocked visitors were transhipped to the Alma G II, Mr. Wylie Gregory taking a grave risk in his attempt to assist his brother who also had been in grave danger most of the time of the rescue.” The Northern Champion - 11 May 1949
1953 – Wylie Gregory’s untimely death
Wylie Gregory continued to be harangued by the vehicular ferry operators, Charles Blows & Sons, who had taken on the contract after Henry Cooke. Eventually Gregory was forced by Manning Council to use another wharf at Tuncurry. In July 1953 Wylie was found dead at the rear of his home in Wharf Street with a bullet in his head and a .303 rifle by his side. The Manning River Times - 27 July 1953. The Coroner ruled death by suicide.
After Wylie’s untimely death, the vessel was owned by the Estate of the W. R. Gregory and was operated as a ferry by his son, Wesley Earl Gregory. The ALMA G II was brought back into service in January 1954 The Manning River Times - 6 January 1954.
The last recorded use of the ALMA G II as a ferry was in October 1954 when she was “gaily decorated” and took the wedding guests from Tuncurry to Forster.
Converted to Fishing Boat - circa 1959
In 1956, ownership was transferred to Wesley Gregory who later converted her to a fishing boat with Alf Jahnsen building a small cabin; her engine was changed to a Ford Lees diesel.
ALMA G II sold to David Beatty Adams – Cronulla in 1963
The register shows that Wesley Gregory sold the ALMA G II in 1963 - supported by photograph of her at the launch of the Aloha at Tuncurry in 1963. Although she was reportedly operating around 1962 – 1963 for the CSIRO Division of Fisheries at Newcastle and Cronulla (Howard, P (1995) - The Ferrymen) this seems to be inaccurate.
After Dave Adams of Cronulla purchased her in 1963, he converted her to an outside fishing/touring boat, registered her (ON 317060 (1/1964)) and renamed her CHRISTINE J; Christine was the name of Dave Adams’ daughter. Dave changed her engine to an “NH220” Cummins diesel and lengthened the cabin to provide accommodation and cooking facilities. (Howard, P (1995). The Ferrymen)
Following Dave Adams’ death in 1969 she was owned by the estate of the late D. Adams and was eventually transferred (date unknown) into the names of Joan Adams (Dave’s wife) and Don Adams (Dave’s son).
Sold to Michael Grech in 2005
"CHRISTINE J" was sold to Michael Grech of Shoalhaven River Cruise based at Nowra. Michael converted her back to a ferry – quite a substantial undertaking. She operated on the Shoalhaven River until 2014 when she was retired and replaced by the Shoalhaven Explorer.
Sad end for the ALMA G II/CHRISTINE J
Michael Grech sold the Christine J in 2016. In January 2017 she sank in the Shoalhaven River. Attempts to refloat her in February 2017 were unsuccessful and finally she was removed from the river in August 2017 only to collapse into a pile of rubble on the shore of the river.
Image Source: South Coast Register
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flickr Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
Wilma Deering wearing Helmet - Buck Rogers partner future astronaut flying with jet pack while brandishing a disintegrator ray gun - Newspaper Science Fiction Sci-Fi comic strip hero action figure spaceman flight clouds sky space metalloglass helmets rocket belt 10/11/2011 jetpack rocketpack Go Hero Showcase figure toys toy 1930s 30s retro - spacewoman woman women - astronaut girlfriend female woman girl friend sci-fi Future Futuristic
6932. Having passed across the foredeck, through the Captain's cabin and chart room - fatally injuring three men in its path - we see here, looking aft, where the 6-inch practice shell [packed with plaster of Paris] from Fort Cowan Cowan had begun to disintegrate, but was still wreaking damage. It has knocked down a ventilation uptake beside the ship's funnel and punched large holes through the corner bulkheads of the radio shock at the rear of the ship, before splashing into the sea well beyond the vessel. This scene is more discernible if one refers to the author Craig mair's builders model of the ship shown on the cover of his book [Entry 3936], where the two large ventilation uptakes are visible, as well as the radio shack. Photo: photographer unknown, this image [ which appears in Craig Mair's book at p136], has been kindly supplied by Philip Spry-Bailey, AO, of Melbourne, whose father was an engineering officer on HMAS TAMBAR at the time of the incident. 'A Lucky Ship: The Nine Lives of the Australian coaster TAMBAR', softcover, 240pp with index and appendices, 160 photographs, maps and ships plans, is available from the publisher, the Nautical Association of Australia, PO box 237 Leopold Vic. 3224, $29.95 posted in Australia for members, $36.00 posted in Australia to non-members. Visa or Mastercard accepted.
After lifting the Christine J out of the Shoalhaven River in August 2017, she simply disintegrated. This sad end to what was once the ALMA G II built by Alf Jahnsen in 1947, and the pride of Forster-Tuncurry no longer exists. Shortly after this shot was taken she was scraped up with a front end loader, put in a truck and taken to the tip.
More images are in the Album ALMA G II - CHRISTINE J
UPDATED AUGUST 2017 - Chris Borough
Details
Name: ALMA G II (Christine J from 1947)
Origin of Name: Named after Wylie Gregory's wife - Alma Gregory
Type: Ferry
Length: Estimated 45 ft
Builders: Alf Jahnsen and Leo Royan
Launched: October 1947
As Registered - December 1964
ON: 317060
Dimensions
Length: 43.25 ft
Breadth: 14.6 ft
Depth: 4.2 ft
Gross Tonnage: 23.12
Net Tonnage: 15.69
Engine: 6 cyl. 4 stroke Diesel; British made 1961
Diameter: 3 7/8" Stroke: 4 1/4"
Supplier: Clae Engine Pty Ltd, Bankstown, NSW
Estimated speed: 9 Knots
Owners:
1947 – 1953 Wylie R. Gregory
1953 – 1955 Estate of the late W. R. Gregory
1956 – 1963 Wesley Gregory
1963 – 1969 David Beatty Adams (Cronulla)
1964 - RENAMED - CHRISTINE J
Registration: ON 317060 (1/1964)
1969 – 1995 Estate of D. B. Adams
1995 – Joan and Don Adams
2005 – Michael Grech
2016 - sold (owners unknown)
ALMA G and ALMA G II
Construction of the ALMA G II commenced during 1946; it is believed that she was launched in October 1947 without fanfare and no record of the event has been found in the newspapers. When Wylie Gregory ordered the ALMA G II, his first ferry (ALMA G) was well patronised and Gregory could see potential for an enhanced service. But by early 1947, while the ALMA G II was being constructed, Wylie appears to have been in financial difficulties and saw the need to dispose of the ALMA G to pay for his new ferry.
He advertised the ALMA G in March 1947 and again in May 1947:
“THE new and up to date Passenger Launch ALMA G 45 x 16 x 3ft 2 in. launched Jan 1946. Maiden voyage Sept. 26 last. New 4 cylinder marine Gardner Diesel 10 miles per hour. Separate lighting plant licensed to seat 80 passengers. All new equipment Everything guaranteed. Any trial given. Photo on application to WYLIE R GREGORY Forster Phone 10 or UJ5738 Wednesday 19th March.” The Sydney Morning Herald - Saturday 15 March 1947
The ALMA G was sold in 1948 to the Cronulla Ferry Service (Cliff Mallam) leaving only a short period of a few months when both the ALMA G and the ALMA G II operated together on Wallis Lake.
Operation of the ALMA G II
The ALMA G II was popular both for use as a regular ferry and for special events. She had to compete for patronage with the free service provided to passengers travelling on the vehicular ferry service - then operated by Henry Cooke. The ALMA G II offered a quick, undercover service that many were prepared to pay for. His business received a boost in April 1949 when Brian Ivens, proprietor of the Red Bus Service, announced he would “use the passenger ferry "Alma-G II" as much as possible, to convey passengers between Tuncurry and Forster. A bus will be stationed at Forster which will pick up passengers and take them to and from the wharf.” The Manning River Times - 2 April 1949
At Tuncurry both the vehicle ferry and the passenger ferry had to share the same wharf. Cooke complained that the Alma G II had interfered with the berthing of the ferry on Tuncurry side; Council decided to ask the operator of the Alma G II to keep clear of the punt on the Tuncurry approach.
By December 1949, however, Wylie Gregory had reached the end of his tether and discontinued the private ferry service. His letter sums up his frustration: “Owing to the unsatisfactory arrangement which still exists through no fault of ours, the Alma G II passenger service operating between Tuncurry and. Forster will cease to run on and after 10 p.m. Sunday next 11th December. This service was commenced with the object of bringing Tuncurry and Forster into line with the times and the progress of the two towns — in fact it was then 10 years too late. Now we have the retrogressive step which I will watch with interest. I have no apologies to make. I have put our unsatisfactory position to all Departments concerned, but after 4 years I am still not able to do what is an absolute necessity to give a safer and faster service in all weathers”. The Northern Champion - 10 December 1949
Despite Gregory’s announcement that he would cease his passenger ferry service, he continued operation, albeit under duress with continued problems with the operator of the vehicle ferry service.
1949 - Dramatic Rescue
In 1949 the ALMA G II was involved in a dramatic rescue. “When a small flat-bottomed boat was swept over the bar and capsized in the surf at Forster, on Wednesday, two people were rescued in dramatic circumstances. An outstanding feat was per formed by Mr. Wellesley Gregory in the rescue of the two people in the boat — Mr. McIntosh and his daughter, both from Cessnock, visitors to Forster. The visitors' small boat was caught in the surf over the bar, and capsized. Mr. Wellesley Gregory went to their assistance in his launch, but got into difficulties because of the seas. A dramatic turn came when his brother, Mr. Wylie Gregory, rushed to his assistance in his launch, the Alma G II. After lines were passed to Mr. McIntosh and his daughter in the surf, they were taken aboard the boat be longing to Mr. Wellesley Gregory. However, his boat was then in difficulties, and frequently almost filled with water. The two drenched and severely shocked visitors were transhipped to the Alma G II, Mr. Wylie Gregory taking a grave risk in his attempt to assist his brother who also had been in grave danger most of the time of the rescue.” The Northern Champion - 11 May 1949
1953 – Wylie Gregory’s untimely death
Wylie Gregory continued to be harangued by the vehicular ferry operators, Charles Blows & Sons, who had taken on the contract after Henry Cooke. Eventually Gregory was forced by Manning Council to use another wharf at Tuncurry. In July 1953 Wylie was found dead at the rear of his home in Wharf Street with a bullet in his head and a .303 rifle by his side. The Manning River Times - 27 July 1953. The Coroner ruled death by suicide.
After Wylie’s untimely death, the vessel was owned by the Estate of the W. R. Gregory and was operated as a ferry by his son, Wesley Earl Gregory. The ALMA G II was brought back into service in January 1954 The Manning River Times - 6 January 1954 .
The last recorded use of the ALMA G II as a ferry was in October 1954 when she was “gaily decorated” and took the wedding guests from Tuncurry to Forster.
Converted to Fishing Boat - circa 1958
In 1956, ownership was transferred to Wesley Gregory who later converted her to a fishing boat with Alf Jahnsen building a small cabin; her engine was changed to a Ford Lees diesel.
ALMA G II sold to David Beatty Adams – Cronulla in 1963
The register shows that Wesley Gregory sold the ALMA G II in 1963 - supported by photograph of her at the launch of the Aloha at Tuncurry in 1963. Although she was reportedly operating for the CSIRO Division of Fisheries at Newcastle and Cronulla (Howard, P (1995) - The Ferrymen) this seems to be inaccurate.
After Dave Adams of Cronulla purchased her in 1963, he converted her to an outside fishing/touring boat, registered her (ON 317060 (1/1964)) and renamed her CHRISTINE J; Christine was the name of Dave Adams’ daughter. Dave changed her engine to an “NH220” Cummins diesel and lengthened the cabin to provide accommodation and cooking facilities. (Howard, P (1995). The Ferrymen)
Following Dave Adams’ death in 1969 she was owned by the estate of the late D. Adams and was eventually transferred into the names of Joan Adams (Dave’s wife) and Don Adams (Dave’s son).
Sold to Michael Grech in 2005
"CHRISTINE J" was sold to Michael Grech of Shoalhaven River Cruise based at Nowra. Michael converted her back to a ferry – quite a substantial undertaking. She operated on the Shoalhaven River until 2014 when she was retired and replaced by the Shoalhaven Explorer.
Sad end for the ALMA G II/CHRISTINE J
Michael Grech sold the Christine J in 2016. In January 2017 she sank in the the Shoalhaven River. Attempts to refloat her in February 2017 were unsuccessful and finally she was removed from the river in August 2017 only to collapse into a pile of rubble on the shore of the river.
Image Source: Greg Stubbs, Nowra
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
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A disintegrating sculpture by Urs Fischer at The Legion of Honor (formerly known as The California Palace of the Legion of Honor) in San Francisco
I'm still months behind on posting my photos. These photos were taken in June and early July of this year (2022).
I'll try to get caught up in the near future.
I've had these nice very comfortable espadrilles with leather uppers for many years. I used to wear them to work in the city fairly often,. The soles are worn down, and somewhat rotted from getting wet in the rain.
Pieces are popping out and falling away, but they are still good to wear. When the soles completely disintegrate, I want to repair them. I've seen replacement rope soles for sale on the Internet. I need to look into that more.