View allAll Photos Tagged DISINTEGRATION
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...
(further pictures and information you can see by clicking on the link at the end of page)
History of the Austrian Province of the Order
About four centuries of eventful events
The history of the Order in Central Europe has its roots on the Tiber Island in Rome. There runs the dynamic, just now by the Pope confirmed Hospital Fraternities Order of St John of God since 1584 a Hospital. In this Hospital 1604 some of the staff of Prince Karl I of Liechtenstein, Envoy of Emperor Rudolf II in Rome, that have fallen ill from malaria are so excellently treated, that the prince shall ask the General Superior to send him some brothers for his territory in Lower Austria and Moravia. Those brothers take over in 1605 under the leadership of Fr John Baptist de Cassinetti the hospital to Saint Barbara in Feldsberg, the residence of the prince.
The second step follows with the delegation of Brother Gabriel Ferrara, an in Italy highly respected surgeon, to Vienna. He installs in 1614 on the road "towards Tabor" a small hospital with 20 beds. Through him Vienna became the starting point for further operations. Already in 1615 another house was founded in Graz. This is followed by Prague in 1620 and 1622 in Neuburg an der Donau. Those foundations form the framework for the further expansions of the Order in the countries of Central Europe.
The first generation of the brothers consists primarily of Italians who are struggling with social difficulties. The brothers win but by their exemplary nursing more and more prestige because their hospitals differ significantly from the in this country already existing hospital facilities, predominantly being hostels, retirement homes and infirmaries - as the Holy Spirit hospitals in Vienna and Graz. The branches of the Hospital Brothers are exclusively hospitals and therefore represent, regardless of their size of first 12 to 20 beds, in the countries of Central Europe the first hospitals in present-day understanding. One of the biggest sponsors was Emperor Ferdinand II, in 1624 the Vienna home endowing with the privilege to be allowed to collect alms in all Habsburg lands.
Due to the Thirty Years' War, the construction initially was just tough. In this by wars and pestilence devastated time, the Brothers of Charity are always to be found where their help is desperately needed. Many of them lose, as a result, their lives - as in 1679 with the great plague in Vienna.
Garden front of the Graz hospital in 1790
Establishment of the "Province of St. Michael the Archangel"
The six hospitals, Feldsberg, Vienna, Prague, Graz, Neuburg an der Donau and Triest, 1659 are raised to the province of the holy Archangel Michael. Until that time, still dominate Italians and some Spaniards that provide about half of the brothers in the convents of the Order in the countries of Central Europe. The exemplary commitment of the brethren but is bearing fruits, and many locals are joining the Order. From 1680 to 1700 a total of 165 brothers are making their profession.
At the end of the 17th Century in all plants of the brothers extensions and conversions are necessary. It develops a certain type of building with church, monastery, hospital and pharmacy in a front. The monks themselves are the nurses and surgeons. For internal diseases a postdoctoral secular physician is appointed who has the title "Spitalsphysikus (hospital physician)".
In principle, the sick are cared for free of charge. For daily maintenance ensure the collections. Despite the collection privilege and other privileges, the Order for the maintenance of the patients, for necessary purchases and for structural measures is dependent on contributions of the respective local lords and donations of wealthy nobles as well as civic benefactors.
Heyday
Within a few decades, doubled the number of the hospitals: Münster, Timisoara, Wroclaw, Eger, Neustadt/Silesia and Proßnitz are significant start-ups. The quality of training of the young brothers is leveled to those in the Latin countries, and since 1718 training centers in Prague and Feldsberg (Valtice - Czech Republic) are being built.
In addition to the imperial family and the Prince of Liechtenstein, other noble houses build on their dominions hospitals. The branches of the Order reach at the end of the 18th Century from Westphalia to the territory of today's Romania. The 31 hospitals of the province with about 500 monks represent a nationwide, well organized and cooperatively-led "network of Hospitality".
Towards the end of the 18th Century occur profound changes in the from Vienna led province. The Age of Enlightenment, the Josephinism, the side effects of the French Revolution and the changes in the Napoleonic period shape the processes strongly. 1781 Emperor Joseph II dissolves the German branches outside of the Habsburg patrimonial lands from the Provincial Association. The branches in the Habsburg lands themselves he separates from the Order leadership in Rome. Although he promotes the Order, but it comes to the isolation of the individual convents.
View of the Johannes von Gott Care Center in Kainbach in the 19th century
"Vienna and Graz Province"
1853 the province can again be linked to the General Curia in Rome and to reform-minded brothers in 1859 the Graz Convention is passed. This built in Algersdorf at Graz a convalescent home, which later on develops into the Hospital Graz-Eggenberg. In Kainbach at Graz 1875 a nursing home for the chronically ill is established and in 1876 in St. Veit an der Glan a new hospital built. Thus, the conditions for an own province are given, which in 1879 as the Inner Austrian province to the Sacred Heart of Jesus is established.
Due to the increase of Slovenian brothers in Graz the next step was to build in Kram in Rudolfswerth/Kandia a hospital, which is opened in 1898. From this house with its auxiliary facilities in Vrbinje, Kamnik and Stari Grad develops after the disintegration of the Austro-Hungarian Empire a separate Yugoslav General Delegation, whose existence in 1948 comes to an end by the state confiscation of religious institutions.
Archduke Leopold Salvator visits wounded people in the hospital Graz in 1915 .
Well-trained and recognized personalities lead in this period the Province of Vienna, including Celestine Opitz (1810-1866), who is also a great pioneer of the anesthesia surgery, and his student Johannes de Deo Sobel (1839-1903), who is able to bring the surgery in Prague to the most modern stand. These religious men know how to combine the requirements of progress in medicine with the care of the sick in the sense of the order's founder. The time of the great ancient wards once and for all is over, significant new buildings complement or replace the old hospitals in Vienna, Feldsberg, Linz and Graz.
1914 belong to the Austro-Bohemian Province 15 hospitals with a total of 1,550 beds. However, the World War brought lasting changes, because the majority of hospitals is converted into military hospitals and largely deprived of the power of disposition of the brothers. Due to the going to pieces of the Danube Monarchy the for centuries solid unit with Bohemia and Moravia goes astray, which is 1919 canonically separated, too.
Frater Medardus Oszmeyer treats a patient in the dental clinic in Vienna, 1937
Hardships after the First World War
The Viennese province remain next to the hospital in Vienna Leopoldstadt still the hospital in Linz and the convalescent home in Vienna Hütteldorf. In order to remain Province, in Kritzendorf in 1919 a fourth Convention is built. In 1922 comes the hospital in Eisenstadt because of the integration of the German-speaking areas of western Hungary (Burgenland) to the Vienna province. Only with great difficulty operation in the hospitals can be started. Now that all have to fight for the existence and the old foundation and support funds are worthless, the Order has virtually no resources. The closure of the Viennese house can be avoided only by support from foreign aid agencies. Fortunately, the Vienna City Administration allows an annual public collection.
Soon it comes to the expansion of the province: 1923 through the acquisition of Salzburg's troops Hospital and 1931 by the opening of the Kneipp spa hotel in Schärding. Another convent was founded in Walding at Linz, where a brothers holiday house is installed. As fourth foundation Wien-Gersthof comes along where a maternity ward is taken over and from 1936 on a general hospital is run.
Hospital Bad Kreckelmoos near Reutte in Tirol, 1950
Something similar happens with the Graz province. It can build in 1925 a small hospital in Kreckelmoos near Reutte despite difficult financial circumstances. For the first time gynecological departments in 1926 in St. Veit and Linz are opened. The hospitals of both provinces in this time are literally Hospitals of the poors - the distress in the cities is great, and the brothers themselves are living in modest conditions.
The outpatient clinics, where medical help is available free of charge, are constantly crowded, and also among the hospitalized patients, there are many who are totally destitute and absolutely not are able to pay anything, but nonetheless are looked after free of charge to the best of their knowledge and belief. Especially in Vienna and Graz are - despite of all its own financial woes - even hundreds of hungry people fed daily with a warm meal.
Reconstruction after the Second World War
The next turning point occurs at the time of National Socialism and the Second World War. Except for the Viennese house, all branch offices are expropriated. The main event of this period is the merger of the two in Austria located provinces for "Austrian province" in 1951.
Some facilities have been made soon after the war, so Gersthof 1945, the hospital in Nazareth in 1959, Kreckelmoos 1961 and Hütteldorf 1962. Since then, the brothers lead seven hospitals (Vienna, Graz, Linz, Eisenstadt, Graz-Eggenberg, St. Veit, Salzburg), two nursing centers (John of God Care Center in Kainbach, retirement and nursing home in Kritzendorf) and a spa (Kneipp and health center in Schärding). Since 1978 the Order in Vienna also has its own "school for general health and medical care".
Order and works newly profiled
With the creation of central structures, as in 1975 with the computing center of the province in Eisenstadt, important organizational requirements for responsible economic activity are created. Modernizations concern since the mid-70s all of the facilities. They entail the opening of new departments, and also the appearance of all of the houses changes to this day continuously.
Although traditionally the focus of the work of the Brothers of Charity in the Austrian Province of the Order lies on the hospital sector, becomes the caring for people in the sense of the "option for the poor", ousted from the social center because of special disabilities or by their kind of living increasingly important.
In addition to the traditional forms of hospitality emerge various forms of the so-called "New Hospitality". Socially marginalized groups and self-help groups find in the houses of the Order their nursing and medical home. In addition to traditional outpatient clinics for destitutes (dental clinic and general outpatient clinic in Vienna), in Linz (1993 ) and Vienna (1999) are created outpatient clinics for the deaf and in Vienna a special station for acutely ill Justice prisoners. The latter find here because they are not admitted by most of the Vienna's hospitals because of fear of contact and loss of reputation, the necessary nursing and medical care.
In July 1999, the life-world Schenkenfelden (Upper Austria/Mühlviertel) can, an establishment for the deaf and deaf-blind people with special needs, its work start and 2004 is in Kainbach opened a drug treatment center - for the first time in a Central European religious institution.
"Do good and do it well - for the love of Christ". To his motto of St. John of God, the Austrian Province of the Order feels today so deeply committed as 400 years ago.
www.barmherzige-brueder.at/site/barmherzigebrueder/ordens...
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!
feel free to read i know there is alot :D
______________________
Scarecrows Whisper
To let the world hear truth, you must tell it lies, words engraved so deeply, my mind does not need to try, for me it is simply just to divide, the truth and the lie, one who can see needs no proof of the existence of the sky, arguing with my reflection, asking it why, why is she here on this day with one by her side, why she always cries the tears pouring rain fails to hide, why she lied, to dig up her smile she slowly replied, even when the fiend left the mother and child, as her tears dry up along comes a soft sparkle in her eye, how can one throw away the vision of a clear blue sky, she asks mother why, why is there one when two did not die, complete silence for minutes so she does not stutter her reply, daddy wants a new family, a hurtful reply, but I'll be your best friend till the day I die, be there to catch every tear drop from your sky, darkens the brightest day when they took a life for an eye.
Shattering my heart and disintegrating my mind, how one could leave this little one behind, for the sake of status he reduced her to grime, one should not trade flesh and blood for wine, mark these words in let them etch in our time, the forsaken second will come to blacken that shine, exhale the venom which lay in nine, nine is the figure, that will fall in a line, that give birth to the path out of the blind owls mind, corroders so narrow your shadows combine to form a reflection of an opposite kind, one that will arch those smiles on your siblings faces, all lost cases, thinking you are smart, the worst thing you can do is blacken someone's heart, even when I hug my mother, love won't start, you damaged me deeply with your family intact, how much more can one handle before they react, hysterically laughing to myself in this empty room evil thoughts lurk from the darkness they bloom, I wait there patiently as the shadows manufacture doom , it was never my intension, for me to hate would take the weight of the moon, these days the moon does not show itself to me no more, I am a shadow of one's shadow, the hidden word between the scarecrows whisper and the rain drop that dries before it reaches the surface, you have reduced me to an entity no greater then you, but my situation is painted in dark colours with the ties you made with the scarecrows, feeding them lies with your own two hands with the help of a tear from your eye, yet they walkover the fact the little one is drowning in a sea of cries, from his lips to there lies, twist and manipulate so the listener is so ever surprised, you are a sickness indeed, we may spill the same colours when we bleed, I await the day when your biggest struggle is to breathe.
a life you deprived a child of, it has come to losing you all is a divine cause, no rewind nor pause, lost all intension to be happy and smile, I will forever await the day you come tumbling down, not so funny when you are a motionless clown, controlled by others you are puppet bound, get acquainted with pain something you know nothing of, the only pain that was real was the one you caused, How do you think your little one felt when you threw her and her mother out of their place, and to add that extra damage you destroyed the photo she drew for you right in front of her face, one you can't replace, one that she tried her best so she did not trace, a look that would make a stone cry was left on her face, she dreams of you and cries when she wakes not because it wasn't real but because you were fake, god forgives all so I question faith, she cries every night, he lies about what is right, she struggles to pick herself up, he wins the fight, choosing to lose a child cause your funds are right, I never see her teeth no more, his are always shown, my, my how your pockets have grown, you seem to be doing fine now, no more pain in your life, which doctor prescribed you to lose your daughter and wife, the funny thing is the doctor was right, soon sweet sound of sorrow you will hear in the night, In this twisted sight love is fear, you are in the driver's seat and you can't steer clear, cliff endless in all axis awaits your decent, falling forever and begging to finally pass but you can suffer a whole life time and I will keep pressing rewind, likewise to your sinister siblings, disease's to mankind, but it's that young sibling that stands out of the crowd, you will get what's coming to you, karma works both ways, you emotionless sadistic fiend, our blood was shed for you to stay afloat for you a leave a quote, more than a feeling dust in the wind fear the reaper with the broken wing , you and who surrounds you are all glass living in a glass house, soon will come the day you rest in pieces as you shatter to the ground.
To all the scarecrows believing lies over fact, go find yourself a heart, cause when that tough situation rises in your life, I won't be the one whispering, I would have been the shoulder to your damaged livelihood, and not let a single word change its meaning about you, I know now that respect is stored in the heart, because it hurt so much when I lost it for you.
Just take note that screams may reach over mountains, but whispers can reach the heavens for that reason you will be forever that scarecrow.
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.
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
A motley crowd waiting for their ride in the dusty, grimy and shabby Aurangabad bus station from where I took my bus back to Pune. The ceiling looked like it would collapse any minute, with patches of missing plaster. I used to travel from here almost weekly way back in 1983 when I lived in Aurangabad for a few months. I don’t think the bus station has been maintained, swept, cleaned or painted since then. Back then in 1983, there was little else to do in Aurangabad, so the bus station was a popular evening spot. I had no experience traveling abroad then, so it was fascinating to sit at the bus station looking at the sheer number of buses coming in and going out and gawking at the staggering variety of destinations. By night, the bus station was bright, cheerful and a happy place to be. Now now- by night, Aurangabad bus station was dark, depressing and very poorly lit. (Aurangabad, Maharashtra, Dec. 2022)
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.
GREAT LAKES MANNING RIVER SHIPPING, NSW - Flick Group --> Alphabetical Boat Index --> Boat builders Index --> Tags List
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.
Saint Vitus' Cathedral (Czech: Katedrála svatého Víta) is a Roman Catholic cathedral in Prague, and the seat of the Archbishop of Prague. This cathedral is an excellent example of Gothic architecture and is the biggest and most important church in the country. Located within Prague Castle and containing the tombs of many Bohemian kings and Holy Roman Emperors, the cathedral is under the ownership of the Czech government as part of the Prague Castle complex. Cathedral dimensions are 124 x 60 meters, the main tower is 96.5 meters high, front towers 82 m, arch height 33.2 m.
Window by Mucha;
"Paris, 1894. The fame of Moravian-born painter Alphonse Mucha unexpectedly started with a poster for a play featuring actress Sarah Bernhardt. Its overnight triumph – fans of the new ‘Mucha style’ (later dubbed Art Nouveau) stole the 2 meter high ad from billboards – resulted in a flurry of commercial art flaunting pastel-coloured, curvaceous, flower-haloed ‘Mucha women’ in flowing robes.
Prague, 1910-30s. After Mucha’s contributions to the 1900 Exposition Universelle helped to spread his successful style across Europe and the USA, he returned home in 1910. Here he developed a nationalistic iconography for more artistic projects such as the monumental Slav Epic – a history cycle in 20 paintings, finished in 1928. His 1931 design for a stained glass window in Prague’s Gothic St. Vitus cathedral belongs to the same atmosphere. In an explosion of light, colour and activity, Mucha surrounds St. Wenceslas, patron saint of the Czech people, with scenes from the lives of Slav Saints. The window’s centre from top to bottom compiles 1000 years of national history.
Above, Cyril and Methodius, 9th century Christian missionaries to the Slavs, baptize a disciple. The middle focuses on ‘Good King Wenceslas’, who as a child was raised by his Christian grandmother St. Ludmilla, against the will of his tyrannical pagan mother. Both are looking upward absorbed in prayer, doused in the golden and red tones of holiness and later martyrdom at the hands of treacherous kin. Below them, typical ‘Mucha women’ personify the young Czech and Slovakian peoples.
When 18, Wenceslas began to rule independently, stopped pagan persecution of Christian priests, and became the legendary founder of the (predecessor of) St. Vitus cathedral. At the same time, he united the Bohemian lands against oppression by neighbouring rulers. Political content is never far away: Wenceslas obviously personifies the fledgling Czechoslovakian state created in 1918 after centuries of ‘parental rule’ by the Habsburg Empire that disintegrated after World War I."
National Atomic Testing Museum
The Atom Bomb and Popular Culture
Artifact Legend
1. "Atomic" Sewing Kit, 1950-1960s
Museum Purchase
2. "Atomic Disintegrator" Toy Repeating Cap Pistol by Hubley, 1950
Museum Purchase
3. "Atom Buster" Toy Metal Pistol
Museum Purchase
4. Fat Man Atomic Bomb Shaped Salt and Pepper Shakers
Museum Purchase
5. Iguana Radioactive Atomic Pepper Sauce
Donated by Robert Friedrichs, Las Vegas, NV
6. Snapple Atomic Jacked Apple Energy Drink
Donated by Robert Friedrichs, Las Vegas, NV
7. La Bomba Grande Red Wine made for Los Alamos National Laboratories' 50th Anniversary 1993, autographed by vintner John Balagna
Donated by Loretta Helling, Las Vegas, NV
8. Toys "Atomic Cannon" with U.S. Army Truck Designed to Carry the Atomic Cannon, Ideal Toys
Museum Purchase
9. Christmas Tree Ornaments with Atomic Symbols
Museum Purchase
10. Ashtray, Mizpah Hotel, Tonopah, NV Advertising Famous "Atomic" Slot Machines
Museum Purchase
11. Matchbook, Mizpah Hotel, Tonopah, NV Advertising Famous "Atomic" Slot Machines
Donated by Robert Friedrichs, Las Vegas, NV
12. Mushroom Cloud Paperweight
Donated by Barbara Pierce, Las Vegas, NV
13. Drinking Glass "U.S. Atomic Test Center, Nevada"
Museum Purchase
14. Atomic Bank Coin Collector
Museum Purchase
15. Atomic Fireballs Container and Candy
Donated by Los Alamos National Laboratory, Los Alamos, NM
16. Playing Cards with Atomic Fireball Candy Advertisement
Museum Purchase
17. Postcard "Charlie" Tumbler-Snapper Series
April 22, 1952 Donated by Dr. Steve Behrends Boston, MA
18. Booklet "Atomic Energy--Boy Scouts of America Merit Badge Series," 1983
Donated by Nick Aquilling Las Vegas, NV
19. Boy Scout "Golden Spread-Fifth Seminar Atomic Energy Merit Badges, 1977
Museum Purchase
20. Baseball Cap with Boy Scout Atomic Energy Merit Badge, 1989
Donated by Lorette Helling Las Vegas, NV
21. Razor Blades Atomic Blade Company
Museum Purchase
22. Wooden Matchbook with Atomic Bar Logo
Museum Purchase
23. “Atomic" Gas Lantern Wicks
Museum Purchase
24. Wine Bottle Cork Topped With Model of "Pat Man" Bomb
Donated by Lorette Helling
25. Lionel Model Train with Atomic Energy Commission Fission Control Trailers, 1996
Museum Purchase
26. First Day Cover 1907 Arrows to Atoms 1967 50th Anniversary of Oklahoma Statehood
On loan from the Smithsonian Institution
27. First Day Cover 1903-1952 Honoring Senator Brien McMahon
On loan from the Smithsonian Institution National Postal Museum
28. Three Cent Postage Stamps "Atoms for Peace"
Donated by Barbara Yoerg, Las Vegas, NV
29. Atomic Repeating Paper Caps (for toy cap guns)
Museum Purchase
30. Kix Cereal Box Advertising Kix Atomic Bomb Ring. 19461 (Largest response to a cereal giveaway)
Museum Purchase
31. Lone Ranger Atomic Bomb Ring Advertised on Kix Cereal Box, 1947
Museum Purchase
32. Bottle Cap "1945-First Atomic: Bomb Used in World War
Dropped on Hiroshima by the United States" Cap went with a pint milk bottle distributed with school lunches
Donated by Robert Friedrichs, Las Vegas, NV
33. DC Comic Book "Superboy #115" September 1964
Museum Purchase
34. Book "Atomic Cocktails Mixed Drinks for Modern Times" Karen Brooks, 1998
Museum Purchase
35. Book "Our Friend the Atom" Walt Disney, 1956
Museum Purchase
36. Comic Book "Li'l Abner: Operation Survival," 1957
Museum Purchase
37. "Wildcat Echo" 1953 Las Vegas High School Yearbook Donated by Clinton B. Webb, Los Alamos, NM
38. Las Vegas Postcard Featuring the Pioneer Club with Mushroom Cloud, 1950s
Donated by Robert Friedrichs Las Vegas, NV
39. Las Vegas Postcard Featuring the Convention Center with Mushroom Cloud, 1990s
Donated by Robert Friedrichs, Las Vegas, NV
40. Book "The Atomic Age Opens" edited by Gerald Wendt and Donald Porter Geddes, November 1945
Museum Purchase
41. Book "Thomas Swift and His Atomic Earth Blaster" Victor Appleton II, 1954
Museum Purchase
42. Las Vegas Postcard Featuring the Desert Inn with Mushroom Cloud, 1990s
Donated by Robert Friedrichs, Las Vegas, NV
43. Life Magazine "Atomic Explosion" February 27, 1950
Donated by Darwin Morgan, Las Vegas, NV
44. Life Magazine "The Awesome Fireball" April 19, 1954
Donated by Darwin Morgan, Las Vegas, NV
45. Gilbert Atomic Energy Lab Chemistry Set, 1950s
Museum Purchase
46. Record "Atomic Cafe" Soundtrack, 1980s
Donated by Robert Friedrichs Las Vegas NV
47. Sheet Music "The Wild West Is Where I Want To Be"
Tom Lehrer, 1953
Donated by Nick Aquilina, Las Vegas, NV
48. Music CD "Let It Go" Slav Simanic with 1951 Atmospheric Test Cover Art, 2002
Donated by LaTomya Glass, Las Vegas, NV
49. Flyer for Las Vegas Hip Hop Club, "The Bomb"
Donated by Robert Friedrichs, Las Vegas, NV
50. Record "Songs by Tom Lehrer" Tom Lehrer
In Memory of Robbie Robertson, Donated by Robert Friedrichs, Las Vegas, NV
51. Civil Defense Helmet
Museum Purchase
52. Civil Defense First-Aid Kit
Museum Purchase
53. Booklet "Atomic Test Effects in the Nevada Test Site Region, January 1955"
Donated by Darwin Morgan, Las Vegas, NV
54. Booklet "Survival Under Nuclear Attack" Civil Defense Office, 1950
Museum Purchase
55. Civil Defense Information Cards Distributed by the Clark County Civil Defense Agency, 1955 Donated by William Gray Johnson, Las Vegas, NV
56. Booklet "Civil Defense Instruction Manual," 1958 Donated by Linda Elder, Las Vegas, NV
57. Tin Cans of "Emergency Drinking Water"
Museum Purchase
58. Civil Defense All-Purpose Survival Crackers, 1962
Museum Purchase
59. Spanish Booklet "Durante la Emergencia" Department of Defense, 1968
Museum Purchase
60. Booklet "What You Should Know About Nuclear Preparedness" Federal Emergency Management Agency, 1983
Museum Purchase
61. Civil Defense Emergency Medical Tags
Museum Purchase
62. Booklet "Fallout Protection What To Know and Do About Nuclear Attack" Department of Defense, 1961
Museum Purchase
63. Booklet "Defense Against Radioactive Fallout on the Farm" U.S. Department of Agriculture, 1964 Museum Purchase
64. Civil Defense Armbands
Museum Purchase
oh i miss the kiss of treachery
the shameless kiss of vanity
the soft and the black and the velvety
up tight against the side of me
and mouth and eyes and heart all bleed
and run in thickening streams of greed
as bit by bit it starts the need
to just let go
my party piece
oh i miss the kiss of treachery
the aching kiss before i feed
the stench of a love for a younger meat
and the sound that it makes
when it cuts in deep
the holding up on bended knees
the addiction of duplicities
as bit by bit it starts the need
to just let go
my party piece
but i never said i would stay to the end
so i leave you with babies and hoping for frequency
screaming like this in the hope of the secrecy
screaming me over and over and over
i leave you with photographs
pictures of trickery
stains on the carpet and
stains on the scenery
SONGS ABOUT HAPPINESS MURDERED IN DREAMS
WHEN WE BOTH US KNEW
HOW THE ENDING WOULD BE…
SO IT’S ALL COME BACK ROUND TO BREAKING APART AGAIN
BREAKING APART LIKE I’M MADE UP OF GLASS AGAIN
making it up behind my back again
holding my breath for the fear of sleep again
holding it up behind my head again
cut in deep to the heart of the bone again
round and round and round
and IT’S COMING APART AGAIN
OVER AND OVER AND OVER
NOW THAT I KNOW THAT I’M BREAKING TO PIECES
I’LL PUT OUT MY HEART AND I’LL FEED IT TO ANYONE
crying for sympathy
crocodiles cry for the love of the crowd
and the three cheers from everyone
dropping through sky
through the glass of the roof
through the roof of your mouth
through the mouth of your eye
through the eye of the needle
IT’S EASIER FOR ME TO GET CLOSER TO HEAVEN
THAN EVER FEEL WHOLE AGAIN
i never said i would stay to the end
i knew i would leave you with babies and everything
screaming like this in the hole of sincerity
SCREAMING ME OVER AND OVER AND OVER
i leave you with photographs
pictures of trickery
stains on the carpet and
stains on the memory
songs about happiness murmured in dreams
when we both of us knew
how the end always is
HOW THE END ALWAYS IS,
ALWAYS IS
ALWAYS IS
ALWAYS IS
ALWAYS IS
ALWAYS
ALWAYS
ALWAYS
ALWAYS
ALWAYS IS
by The Cure
The loss of Francis Gary Powers’ U-2A on 1 May 1960 underscored the fact that the U-2 was not as invulnerable to interception as originally hoped. If altitude was no longer a defense against Soviet air defenses, speed would be. Clarence “Kelly” Johnson, who had designed the U-2, was put to work with his legendary “Skunk Works” section of Lockheed to develop a very high-speed reconnaissance aircraft to supplement the U-2, named first the A-12—like the U-2’s use of the innocuous “utility” designation, the A-12 would use the outdated “attack” designation, though it carried no weapons. This designation was later changed as the design evolved, to the RS-71; this in turn was reversed to SR-71 by General Curtis LeMay, for strategic reconnaissance.
Work on the A-12/SR-71 was done in the strictest secrecy, although its existence was revealed in 1964 by President Lyndon Johnson. Virtually everything about the aircraft had to be invented on the spot, and even the tools used in its production had to be specially built first. The SR-71 was built of mostly light titanium, and design specifications were such that normal tools would damage the airframe. Emphasis was made on stealth and especially high speed: the SR-71’s intended normal operating speed was in excess of Mach 3, which at that time had only been achieved with the rocket-powered X-15. To reach this speed, the aircraft would use J58 ramjets: once at altitude, the SR-71 would be accelerated to the point that the airflow over its shock-cone intakes would be forced into the engines at above the speed of sound. At speed above Mach 3, the SR-71 was more or less pulling itself through the air by brute force, with the engines only providing thirty percent of the thrust.
At these speeds, heat was a real problem, as the fuselage would rapidly heat up. Titanium sheds heat better than most metals, and the SR-71 was designed with corrugated “skin” that would easily expand and contract with changing airspeed, heat, and altitude. Panels in the aircraft were deliberately designed to be loose on the ground and contract at altitude; fuel leaks on SR-71s were so commonplace that they were not remarked upon. Even the fuel and black paint scheme (actually a very dark blue) were placed and applied to diffuse heat away from leading edges.
The A-12, and the short-lived YF-12 interceptor, lacked the extended chines of the SR-71; these were used to enhance the aircraft’s stealth techniques to reflect away radar. While in practice this did not work—Soviet radars could easily track the SR-71 through its heat plume—it actually made the aircraft more controllable and gave it increased lift. The SR-71 was not an easy aircraft to fly, but it was considerably easier than the U-2, and was generally reliable unless it lost an engine: the high speeds of the aircraft occasionally caused engine disintegration, which would usually destroy the SR-71. It was also very unstable in bad weather, should it run into any after takeoff or on approach. Because of its high speed, the approach “pattern” for SR-71s to land at their home base of Beale AFB, California, had to begin at St. Louis, Missouri. The navigation system was adapted from that of the Skybolt air-launched nuclear missile, while cameras and side-looking radar was carried in the nose or the chines; these could be swapped out as the mission required. Extensive electronic countermeasures were also carried.
The SR-71 first flew in December 1964 and entered service in 1966—only six years after being ordered, an impressive achievement given its highly advanced nature. It was immediately committed to service over Vietnam under Operation Giant Scale, where its operations were meant to be “secret,” though everyone, including the North Vietnamese, were aware of its presence. Soviet attempts to intercept the SR-71 were not successful: MiG-25 Foxbat interceptors could reach Mach 3, but Foxbat pilot Viktor Belenko later related the “ridiculous ease” that SR-71s could leave behind even the speedy MiG-25. Even later variants of SAMs and increasingly more sophisticated Soviet aircraft still could not intercept the SR-71, which quickly acquired the nickname Blackbird for its paint scheme; its snakelike chines earned it the nickname (and later callsign) Habu from Okinawans around Kadena airbase, where SR-71s often operated from, after the habu pit viper.
One thing that the Blackbird could not outrace was the cost of operation: it required special JP-7 fuel, which in turn required specialized KC-135Q tankers to refuel them. The tooling for the aircraft had been destroyed on the order of Secretary of Defense Robert McNamara in 1967, which meant the 32 operational SR-71s had to be maintained by cannibalizing either the retired A-12 fleet or other Blackbirds to stay operational. It survived several attempts at forced retirement in the 1980s until the breakup of the Communist Bloc finally brought an end to SR-71 operations in 1989, though developments were underway to equip the Blackbird with synthetic-aperture radar and even more advanced engine designs that could propel it up to Mach 6.
This retirement proved to be short-lived: during the First Gulf War, the USAF keenly felt the loss of the SR-71, which could provide better coverage of Iraq than satellites and was not as vulnerable as other reconnaissance platforms. Over heavy opposition from the USAF (which wanted to channel increasingly lower budget money towards the B-2 Spirit and development of the RQ-4 Global Hawk), three SR-71s were returned to service in 1993. After annual fights between the USAF, Congress, and President Bill Clinton over keeping the Blackbird in service, it was finally retired for good in 1998, except for two aircraft to be handed over to NASA for flight testing. NASA’s two aircraft only lasted a few years longer, with the end finally coming in 1999.
Of the 32 SR-71s produced (including SR-71A operational aircraft, SR-71B conversion trainers, and the single SR-71C “hybrid” trainer, converted from an A-12), 12 were lost in accidents. The remaining 20 aircraft have all been preserved in museums around the world. Its replacement was ostensibly the RQ-4 (the U-2 remains in service, ironically outlasting the Blackbird), but speculation abounds that a still-faster and more advanced reconnaissance aircraft is in service, usually referred to as Project Aurora.
Dad built the 1/72 Hasegawa SR-71 kit almost as soon as it hit the market: this was a popular kit when it came out in the early 1980s, because it had an accurate SR-71 cockpit. Dad also wanted a SR-71 kit for some time, and 1/72 scale was easier to store. He built it as 61-7978, the "Rapid Rabbit," so named for the Playboy Bunny carried on the tails. Rapid Rabbit flew Giant Scale missions during the Vietnam War, and was assigned to the 9th Strategic Reconnaissance Wing at Beale AFB, though it was forward deployed to Kadena, Japan. The Rabbit had something of a cursed career: it was nearly lost over Vietnam due to engine failure in May 1972, but managed to make it to Udorn, Thailand. A month later, the Rabbit was landing at Kadena when its dragchute failed; the aircraft went off the runway and was damaged beyond repair. It would be scrapped for parts, but ironically many of the Rabbit's components survive to this day as part of other SR-71s on display.
This model is showing some of the problems of being stuck on Dad's shelf for years without being dusted; the dust has gotten ingrained in the plastic. Today, the model is in the possession of Mr. Adam Pehl.