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Ribble Estuary NNR
The estuary is one of the most important sites in the UK for over wintering wildfowl.
Ribble Estuary NNR
County: Lancashire and Merseyside
Main habitats: Saltmarsh, mud and sand flats
Why visit: The reserve occupies over half of the total area of the Ribble Estuary (4520 Ha), including extensive areas of mud and sand flats and one of the largest single areas of saltmarsh in England. It has been described as a ‘hotel-restaurant’ for birds as it is a key site in the chain of wetlands which make up the east Atlantic flyway or migration route for wintering wildfowl and waders. The estuary supports over 100,000 ducks, geese and swans and 150 000 waders during the winter and is an internationally important refuge for 16 bird species.
In light of its importance the reserve has been declared a Ramsar siteexternal link and a Special Protection Area: (106kb)pdf document (SPA).
Seasonal highlights
Summer
In the summer the saltmarshes support large numbers of breeding birds including black-headed gull, herring gull, lesser black-backed gull, common tern, little egret avocet and redshank. Skylark, meadow pipit and linnet nest in significant numbers on the grazing marsh.
Winter
The winter months are the best time to visit the reserve for bird watching as thousands of Widgeon arrive from Siberia to mix with large numbers of Pink-footed geese flying in from Iceland. Whooper Swans can also be seen in good numbers feeding in the surrounding countryside especially at nearby Martin Mere. Impressive numbers of Knot, Dunlin, Grey Plover, Oystercatcher, Curlew Black tailed and Godwit can also be readily observed especially on a high tide when they flock closer to shore and the public footpaths and hides.
History
Large areas of saltmarsh on the Ribble Estuary were reclaimed and converted into agricultural fields during the Victorian period and even as late as the early 1980s. This practise produced very valuable farmland but removed important bird habitat.
In 1979 the National Nature Reserve was purchased in order to protect the remaining saltmarsh for overwintering wildfowl and waders. The traditional land use of seasonal grazing with cattle has continued to this day with up to 20 different local farmers supplying animals to graze the saltmarsh. This practice benefits both the agricultural community and the internationally important bird communities of the Ribble estuary.
Managing the reserve
Management of the site involves grazing the saltmarsh with cattle and sheep to maintain the short sward on which wintering wildfowl (especially wigeon and pink-footed geese) depend.
The main area of saltmarsh is grazed by over 700 cattle from April to September, forming one of the largest single herds of cattle in the UK. Wildfowling also takes place on much of the reserve and improved management of this activity has contributed to the increase in the number of birds visiting the site.
How to get there
The reserve is 7 km west of Preston and includes land on both sides of the Ribble Estuary: as far as Lytham, on the northern bank, and Crossens (near Marshside), on the southern bank.
By foot/cycle
The Lancashire Coastal Wayexternal link runs along the northern bank of the estuary. The northern bank can also be accessed via Route 62 of the Sustrans National Cycle Networkexternal link.
A footpath affording good views of the saltmarsh runs along the flood embankment on the southern edge of the reserve from Crossens pumping station near Southport to Hundred End near Hesketh Bank village and the RSPB Hesketh Outmarsh.
By rail
The nearest train stations are in Prestonexternal link, Lythamexternal link and Southportexternal link (5 km to the south west) served by Northern Rail.
By bus
Local bus services are provided by Stagecoach Northwestexternal link.
By car
Access is via minor roads from the A584 (northern bank) and A59 (southern bank). The two most accessible car parks are at Lytham, and on the Marshside coastal road near Southport.
Visiting the reserve
Please note: due to the dangerous nature and fragility of the saltmarsh and mudflats, access to the site is restricted to public rights of way.
School and community groups
There are no visitor facilities available on the reserve apart from public footpaths although staff can provide guided walks and talks to schools and other groups on request.
Want to get involved?
Voluntary wardens carry out site work, monthly bird counts and regular ‘eyes and ears’ patrols.
Further information
For further information please contact: Dave Mercer, Senior Reserve Manager, 01704 578774. Dave.mercer@naturalengland.org.uk
Designation :: CT 1509.
Alias :: Xcifver.
Rank :: Sergeant.
Primary Weapon :: BC-11 Rifle + Variable Scope V2 + Light Suppressor.
Secondary Weapon :: Assassin Knife.
Optional Third :: M|E-Anti Vehicle Launcher.
Bio :: "Do you know why I call myself Xcifver? Because by the time you realized how to say it, you're dead or close to it.".
"The 'SWB' (short-wheelbase) designation arose from a chassis that, at 2,400mm in that respect, was 200mm shorter than that of the standard 250 GT. Powering the 250 GT SWB was Ferrari's light and compact Colombo-designed 3.0-litre V12. Breathing through three twin-choke Weber carburettors, this two-cam, all-aluminium power unit produced 280bhp at 7,000rpm in competition tune, giving the car a top speed of 150mph and a useful 0-60mph acceleration time of 8.2 seconds."
Source: Bonhams
Photographed at Dublin Weston Airport during first Performance Car Vmax event organized by Runway Club Ireland. If you live in Ireland and you'd like to visit next event organized by them please keep an eye at official website here: Runway Club Ireland
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The Cikavac (JNA designation pending) is the first helicopter domestically designed by Yugoslavia, albeit with quite a bit of foreign assistance chiefly coming from Italy's AgustaWestland operational office. Very much in line with the A129 Mangusta, the Cikavac is a light attack helicopter with observational functions as well. Although the bird is fitted with a 30mm chin-mounted cannon and four hardpoints for other external munitions (not counting the two additional brackets for winglet-mounted missiles), its primary asset lies moreso with its electronics. Able to track at least a dozen independent targets at any given moment, the Cikavac's true reason for being is to provide real-time data of a given battlefield whilst maneuvering under combative pressures. This combination of bite and vigilance has earned the trust of many grunts within the JNA.
Indeed this observational role is what granted SOKO's premier domestic attack helicopter its namesake. According to legend, the Cikavac is a bird- or imp-like creature that does its master's bidding without question (e.g. direct fire support) and allows its owner to understand the animal language (e.g. tracking the movements of a bestial foe). Although the Cikavac is perhaps not as maneuverable as its Western or Eastern counterparts given SOKO's lack of experience in producing top-tier aircraft engines en masse, it nevertheless fulfills an incredibly vital function and fulfills it well enough to keep the Greek threat at bay.
Various bits and bobs have been inspired by or outright stolen from the works of Aleksander Stein, Corvin Stichert, and joop atkld. So, much love for those dudes.
Moated site and associated fishpond south of Mill Lane in Little Woolstone, Milton Keynes, Buckinghamshire.
Designation Type: Scheduled Monument.
List UID: 1011312
Reasons for Designation
Around 6,000 moated sites are known in England. They consist of wide ditches, often or seasonally water-filled, partly or completely enclosing one or more islands of dry ground on which stood domestic or religious buildings. In some cases the islands were used for horticulture. The majority of moated sites served as prestigious aristocratic and seigneurial residences with the provision of a moat intended as a status symbol rather than a practical military defence. The peak period during which moated sites were built was between about 1250 and 1350 and by far the greatest concentration lies in central and eastern parts of England. However, moated sites were built throughout the medieval period, are widely scattered throughout England and exhibit a high level of diversity in their forms and sizes. They form a significant class of medieval monument and are important for the understanding of the distribution of wealth and status in the countryside. Many examples provide conditions favourable to the survival of organic remains.
The moated site south of Mill Lane survives largely undisturbed and is an excellent example of its class. It forms one of several medieval monuments which lie in close proximity to each other strung along the banks of the River Ouzel. Considered as a whole this important group of monuments allows a very complete understanding of the settlement and economy of an area intensively occupied in the medieval period.
Details
The monument includes a small moated enclosure, attached linear fishpond and the site of a building platform situated in a valley bottom on the west bank of the River Ouzel and close to the old course of the river. The moated enclosure is rectangular in shape and orientated NNE to SSW with overall dimensions of 70m north to south by 44m east to west. The moat ditch is of a uniform appearance averaging 10m wide and 1.4m deep and is crossed midway along its western side by a causeway 6m wide, the upper surface of the causeway being 0.6m above the bottom of the ditch. The central island of the moat measures 40m by 18m and is at a similar level to the surrounding ground surface. It is flat and largely undisturbed with the exception of a shallow oval depression scooped into the upper surface of the platform at its northern end. This depression measures some 8m north to south by 5m east to west and is 0.8m deep. Attached to the north-east corner of the moat is a linear ditch of similar proportions to the moat. It measures 64m long by 10m wide and 1.6m deep. Although a continuation of the moat alignment, it is separated from the main moat by a bank and appears to be designed to function as a fishpond. The area immediately west of the fishpond is the site of a building platform discovered during ploughing. Although not visible as a surface feature, it is included within the scheduling. All modern boundaries, structures and metalled surfaces are excluded from the scheduling although the ground beneath is included.
2021 war das Jahr, in dem das zweite Stadt-NEF Saarbrückens vom DRK auf die Malteser überging und so seine hier überall bekannte Bezeichnung 19-21 verlor. Dasselbe Fahzeug fährt seit Sommer für die Rettungswache 1-7 unter der Bezeichung 17-21 (korrekt: Rettung Saar 17-82-1) für den Malteser Hilfsdienst mit den Intensivmedizinern und Anästhesisten des Caritasklinikums Saarbrücken. (Aktuelles Foto mit neuer Bezeichnung kommt hoffentlich bald.) Hier sehen wir das letzte gemeinsame Foto mit dem zweiten vom Caritasklinikum Saarbrücken und dem DRK gemeinsam betriebenen NEF 15-21 (Standort Saarbrücken-Dudweiler) vom Juni diesen Jahres. Es war eine gute Zusammenabreit mit dem DRK, aber auch die Malteser machen einen fantastischen Job! Mit dem DRK arbeiten wir weiterhin zusammen auf dem 15-21.
2021 was the year in which Saarbrücken's second city-NEF (Emergency doctors rescue vehicle) was transferred from the German Red Cross to the Malteser Hilfsdienst and thus lost its designation 19-21, which is known everywhere here. Since the summer, the same vehicle has been driving for the rescue station 1-7 under the designation 17-21 (correct: rescue Saar 17-82-1) for the Malteser Hilfsdienst with the intensive care doctors and anaesthetists of the Caritasklinikum Saarbrücken. (Current photo with new designation coming soon, hopefully.) Here we see the last photo together with the second NEF 15-21 (location Saarbrücken-Dudweiler) jointly operated by the Caritasklinikum Saarbrücken and the DRK from June this year. It was a good teamwork with the DRK, but the Maltesers are also doing a fantastic job! We continue to work with the Red Cross on the 15-21.
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Gait Barrows NNR
Gait Barrows NNR is a rich mosaic of limestone habitats including unique limestone pavement, yew woodland, fen and reedbed.
Gait Barrows NNR
County: Lancashire
Main habitats: Limestone pavement, woodland, fen, limestone grassland.
Why visit: Lying in the heart of the Arnside and Silverdale Area of Outstanding Natural Beauty, Gait Barrows is one of Britain's most important areas of limestone landscape.
It covers an intricate mosaic of limestone habitats that are home to a huge variety of rare and beautiful wildlife. From open rock, to damp fen, deep yew forest and even the tranquil Hawes Water there is much to see on a visit to Gait Barrows.
Please note: Although the nature trails and public footpaths are open to the public at all times, other parts of Gait Barrows are by permit only due to the sensitive nature of the site.
To request a permit, please contact Senior Reserve Manager, Rob Petley-Jones, email rob.petley-jones@naturalengland.org.uk or tel: 07747 852905 providing the email or postal address to which you would like the permit to be sent.
Lyme disease
Ticks are present on this reserve and Lyme disease is present in this area of the country. Visitors are advised to take adequate precautions such as covering arms and legs, and checking for bites after their visit.
Star species:
The lady’s-slipper orchid is the rarest of all British wildflowers. Once thought to be extinct in the UK, this special plant has since been rediscovered and a national species recovery program has been launched. Gait Barrows is now home to a thriving population of reintroduced plants.
The Duke of Burgundy and high brown fritillary butterflies thrive in the woodland glades and clearings, which are carefully managed for their benefit. Look out for small orange and brown Duke of Burgundy in May and the larger high brown fritillary in July and August.
The woodlands and wetlands provide a home for large numbers of redwing and fieldfare arriving from Scandinavia in autumn to feed on the abundant yew berry crop. The restored reed beds of Hawes Water Moss are also home to marsh harrier, bittern and reed bunting.
Access: There are interpretation panels and waymarked trails through the reserve and a number of public footpaths. Leaflets are available to download from our website.
Hawes Water Trail is accessible for all, and disabled parking can be found at the eastern end of this trail. The Limestone Trail is Tramper-friendly but unfortunately slopes and steps on the Yew Trail make it inaccessible for trampers and wheelchairs.
To avoid disturbance to wildlife, dogs are not allowed away from the public footpaths and should be kept on a lead at all times. Much of the site is hazardous and care should be taken when leaving the paths. There is no access to Little Hawes Water or Hawes Water Moss as these areas are extremely hazardous.
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Gait Barrows: what makes it special
Gait Barrows NNR is a rich mosaic of limestone habitats and home to a multitude of fascinating wildlife.
Limestone pavement
The large areas of carboniferous limestone were shaped by glacial ice, rain and groundwater to form flat blocks (clints) and deep fissures (grikes). The shaded humid conditions in the deeper grikes are home to plants such as the hard shield fern, herb Robert, tutsan and the rare ridged buckler fern. These crevices are also home to a rare species of woodlouse, Armadillidium pictum.
The clints are home to a variety of plants, including rare plants such as Solomon’s seal, and the moss, Scorpidium turgescens. The mosses on these pavements also provide a home for a relic population of the narrow-mouthed whorl snail, where Gait Barrows is the only known limestone pavement site for this species in the world.
Ancient trees on the pavement are naturally dwarfed because of the dry conditions and their roots being restricted by the limestone. The ancient ash trees grow only a few millimetres a year and, despite their size may be many hundreds of years old.
Woodland
Much of the woodland at Gait Barrows was traditionally managed by coppicing for charcoal, firewood and timber. This activity has continued to create important habitats for invertebrates and birds, including black cap, garden warbler and woodcock.
The woodlands of Gait Barrows is one of the best sites in the country for fungi, with over 1,600 species being recorded, including yellow stagshorn and green-elf cup.
Hawes Water
Affectionately known as the ‘Gem of Silverdale’, Hawes Water provides inspiring views and some excellent wildlife-spotting opportunities. From the boardwalk you can enjoy the tranquillity of this landscape whilst watching out for the many birds that nest here every year. These include great crested grebe, little grebe and in spring sand martins and marsh harriers. Ospreys can be spotted diving into the lake for fish.
The purity of the water helps plants like the stoneworts and several species of fish such as rudd, European eels, ten-spined stickleback and the rare medicinal leech to thrive.
The rich soil around the edges of the lake support a variety of plants including bird's-eye primrose, the scented fragrant orchid and insectivorous common butterwort, with its small purple flowers dangling on long stalks. The green tiger beetle also nests in burrows in the loose lake-side soil.
Little Hawes Water
Hidden in the heart of the reserve this small lake is surrounded by alder woods and supports a large population of yellow water lilies. It is also a breeding site for brown hawker and migrant hawker dragonfly, and the azure damselfly.
Hawes Water Moss
South-east of Hawes Water, lies an extensive area fen and reedbed which grows in the waterlogged peat and marl sediments that have filled the lake. The reedbeds have been restored by Natural England to encourage rare marsh birds like marsh harriers to nest here every year. The reeds are also home to many types of insect, including the rare silky wainscot and silver hook moths.
Lady’s-slipper orchid
Lady’s-slipper orchid is the rarest British flower, having once been formally declared extinct in Britain in 1917. Several organizations have worked together within the Species Recovery Programme to restore lady’s-slipper orchid to the wild.
Many of these plants have been introduced to Gait Barrows with huge success. The reserve now boasts a growing population of lady’s-slipper orchid’s which can be seen flowering on the limestone every year in late spring-time.
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Gait Barrows: seasonal highlights
Gait Barrows offers a wonderful variety of landscape and wildlife all year round.
Spring
In early spring, the first flowers of stinking hellebore can be seen when walking along the Limestone Trail. Look out for sulphur coloured brimstone butterflies on sunny spring mornings. The high mewing call of buzzards can be heard in the skies above Gait Barrows.
Summer
Late spring and early summer bring the full glory of Gait Barrows to life. Enjoy the richness of butterfly life, including the rare high brown fritillary and revel in the rare flowers of the limestone pavements such as the angular Solomon’s-seal. You may also be lucky enough to see the male marsh harrier high in the sky over Hawes Water.
Autumn
In autumn, walk the Yew Trail and marvel at the gorgeous colours of the yews in the low afternoon sun, and be enthralled by the thousands of redwings and fieldfares which arrive in October to feast on the yew berry crop. Elusive hawfinches are also much easier to spot at this time of year. On the woodland border with the pastures, brown hawker and migrant hawker dragonflies can be seen hunting for late-flying insects. A trip to Hawes Water will be rewarded with views of the autumn-flowering grass-of-Parnassus.
Winter
In deepest winter, look out for signs of roe and fallow deer which have passed the same way in the depths of the frosty night. In late winter a trip to Hawes Water could be rewarded with sights of great crested grebes courting. These spectacular birds take part in an impressive courtship display which involves ‘walking on water!’
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Gait Barrows: history
The landscape at Gait Barrows has been shaped over thousands of years by natural processes and human land use.
A significant proportion of the reserve is covered by limestone that was smoothed by glacial processes during the last ice age. Groundwater has weathered the pavement to create the characteristic features of a limestone pavement and nature has moved into fill all the niche habitats on offer.
At White Scar, in the centre of the reserve, low limestone cliffs can be seen looking much like a limestone pavement tipped on its side, with a bedding plane erupting vertically from the ground. These cliffs were once much more open and could clearly be seen from a long distance away as a glowing white landform. Natural England is now restoring open conditions at several points along the Scar to encourage plants like the rare spring sedge to flourish.
Before the site was declared a National Nature Reserve, limestone was quarried and taken away for rockery stone, leaving large exposed slabs of limestone. The remaining pavements are now protected and the naked scars of rock left by this activity are gradually being taken back by nature, with coverings of lichens and mosses, blue moor grass and wild flowers such as common rock-rose and bird’s-foot trefoil.
Hawes Water Basin, a deep trough in the limestone, was gouged out by glaciers in the last Ice Age and then filled with groundwater to create Hawes Water lake. In the past Hawes Water was more extensive, but now much of the basin is filled with layers of clay-like marl and fen peat.
Much of the ancient woodland has been managed for centuries by coppicing. This practice has given rise to the dense structure of these woodlands, which is ideal for much of its wildlife. In recent times, coppicing ceased in many British woodlands, however, at Gait Barrows coppicing continues for the sole benefit of the wildlife living here.
Gait Barrows was declared a National Nature Reserve in 1977, in celebration of the Silver Jubilee of Queen Elizabeth II. To mark this special occasion a cairn was erected in a particularly scenic spot on the limestone pavement. From this point you can enjoy views of the whole reserve.
www.naturalengland.org.uk/ourwork/conservation/designatio...
By cycle
The NNR is on the Lancashire Cycleway route 90external link, an offshoot of national route 6external link of the National Cycle Network.
There is a cycle rack in the car park. Please note that cycles are not permitted on the nature reserve.
By train
The nearest train stations are in Silverdaleexternal link and Arnsideexternal link. Both stations are served by TransPennine Expressexternal link and Northern Railexternal link.
By bus
Local bus services to the area from Carnforth and Lancaster are provided by Stagecoachexternal link.
By car
From the A6, turn off at Beetham and follow minor roads through the village of Slack Head. At the T-junction take a right turning onto Brackenthwaite Road and drive along the side of the reserve to find parking.
A small permit holder’s car park is available on the reserve, and alternative road-side parking can be found along Brackenthwaite Road.
On foot
There are several public footpaths leading from Yealand Redmayne, Silverdale and Arnside. Silverdale is at the northern end of the Lancashire Coastal Wayexternal link.
Facilities
The nearest toilets and refreshments can be found in local towns and villages.
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows: want to get involved?
There are plenty of ways to get involved with the reserve.
Natural England holds a number of events and activities at Gait Barrows NNR each year. Past events have focused on moths, butterflies, fungi, trees and birds of the nature reserve. For details of current events please visit our North West events page or see posters at the nature reserve.
We have volunteer opportunities on National Nature Reserves throughout South Cumbria, including a weekly conservation work party at Gait Barrows which runs throughout the winter. Whether you have specialist skills you wish to use, or are looking for a chance to get some hands on experience, we’d love to hear from you.
Students and professionals are also invited to conduct studies on our National Nature Reserves. Please contact the Senior Reserve Manager to discuss and gain relevant permissions.
Further information
Please contact Senior Reserve Manager, Rob Petley-Jones on 077478 52905 or email rob.petley-jones@naturalengland.org.uk for more information or to request a site permit.
The Curtiss-Wright XP-55 Ascender (company designation CW-24) was a 1940s United States prototype fighter aircraft built by Curtiss-Wright. Along with the Vultee XP-54 and Northrop XP-56, it resulted from United States Army Air Corps proposal R-40C issued on 27 November 1939 for aircraft with improved performance, armament and pilot visibility over existing fighters; it specifically allowed for unconventional aircraft designs. A highly unusual design for its time, it had a canard configuration, a rear mounted engine, swept wings and two vertical tails. Because of its pusher design, it was sarcastically referred to as the "Ass-ender". Like the XP-54, the Ascender was initially designed for the Pratt & Whitney X-1800 engine and had to be redesigned when that engine project was cancelled. It was also the first Curtiss fighter aircraft to use tricycle landing gear.
On 10 July 1942, the United States Army Air Forces issued a contract for three prototypes under the designation XP-55. During this time, the Pratt & Whitney X-1800 H-block sleeve valve engine was experiencing serious developmental delays, and was eventually cancelled. Curtiss decided to switch to the 1,000 hp Allison V-1710 (F16) liquid-cooled inline engine because of its proven reliability. During the mock-up phase, it was decided to switch to the more powerful 1,275 hp V-1710-95.
A special feature of the XP-55 was a propeller jettison lever located inside the cockpit to prevent the pilot from hitting the propeller during bailout.
Of the 3 XP-55s built, two of them crashed during testing. The sole survivor is on loan to the Air Zoo from the Smithsonian National Air & Space Museum. I took this photo of the unique XP-55 during a visit to the Air Zoo (Portage, MI) on June 6, 2016.
The designation of Prague as "Golden City" refers to the sandstone towers that shimmer in sunlight in gold tones. Another explanation for this designation is that Emperor Charles IV. let gild the towers of Prague Castle. In addition, the city was once a center of attraction for alchemists.
Here a view of the Hradcany. The Prague Castle is the largest enclosed castle areas in the world and is located on the mountain Hradcany in Czech capital Prague.
Reloaded
Space superiority fighter designation ORCA. Weapons: gimbal mounted particle beam emitter for point defense, 8x medium-yield nuclear missiles plus mission-variable twin hard points. Propulsion is provided by an ion drive requiring substantial heat dissipation. The design of the ship offers a small and narrow frontal cross-section. Roundel features on either flank of the ship are classified and their function is not currently know. The chin houses six canisters of countermeasures. Pilots of these vessels undergo extensive genetic modifications to enable them to pilot craft in both zero and extremely high Gs.
My entry for the Starfighter 200+ contest. The initial design was a really simple, hard-edged rectangle with the alternating black/white graphic shapes. It looked a little boring so I'd add extra volume and embellishments only to regret that it started losing it's bold outlines and simplicity. After see-sawing back and forth a few times I finally settled on this iteration; a little bit of both. Heavily inspired by weapon design in games such as Destiny. And this blog.
The Crab Nebula (catalogue designations M1, NGC 1952, Taurus A) is the result of a supernova that was first observed and then recorded in Chinese astronomical writings in the year 1054. The Crab Nebula is found in the constellation Taurus and is about 6,700 light years away. This explosion was so bright that it was visible during daylight hours for over 20 days and remained visible in the night sky for over two years.
Observation data: J2000.0 epoch
Right ascension: 05h 34m 31.94s
Declination: +22° 00′ 52.2″
Distance: 6500 ly
Apparent magnitude (V): 8.4
Apparent dimensions (V): 420″ × 290″
Constellation: Taurus
Tech Specs: Orion 8” RC Telescope, ZWO ASI2600MC camera running at -10F, 4 Hours and 7 Minutes using 60 second exposures, Celestron CGEM-DX pier mounted, ZWO EAF and ASIAir Pro, processed in PixInsight. Image Date: November 2, 2024. Location: The Dark Side Observatory (W59), Weatherly, PA, USA (Bortle Class 4).
Dungeness is a headland on the coast of Kent, England, formed largely of a shingle beach in the form of a cuspate foreland. It shelters a large area of low-lying land, Romney Marsh. Dungeness is also the name of the power station and a few other nearby buildings near the beach, and of an important ecological site at the same location.
Dungeness is one of the largest expanses of shingle in the world. It is of international conservation importance for its geomorphology, plant and invertebrate communities and birdlife. This is recognised and protected mostly through its conservation designations as a National Nature Reserve (NNR), a Special Protection Area (SPA), a Special Area of Conservation (SAC) and part of the Site of Special Scientific Interest (SSSI) of Dungeness, Romney Marsh and Rye Bay.
There is a remarkable variety of wildlife living at Dungeness, with over 600 different types of plant: a third of all those found in Britain. It is one of the best places in Britain to find insects such as moths, bees and beetles, and spiders; many of these are very rare, some found nowhere else in Britain.
The short-haired bumblebee, Bombus subterraneus, was last found in the UK in 1988, but has survived in New Zealand after being shipped there more than 100 years ago. It is to be reintroduced at Dungeness. It is planned that the first bees will be introduced in the spring of 2010.
The flooded gravel pits on Denge Beach, both brackish and fresh water, provide an important refuge for many migratory and coastal bird species. The RSPB has a bird sanctuary there and every year thousands of bird watchers descend on the peninsula to catch a glimpse of a rare bird from the bird observatory.
One of the most remarkable features of the site is an area known as 'the patch' or, by anglers, as 'the boil'. The waste hot water and sewage from the Dungeness nuclear power stations are pumped into the sea through two outfall pipes, enriching the biological productivity of the sea bed and attracting seabirds from miles around.
Beach fishing is popular at Dungeness, with the area being a nationally recognised cod fishing venue in the winter.
The name Dungeness derives from Old Norse nes: "headland", with the first part probably connected with the nearby Denge Marsh. Popular etymology ascribes a French origin to the toponym, giving an interpretation as "dangerous nose".
Climbing the steps towards the Ten Thousand Buddhas Monastery in Sha Tin, Hong Kong.
Its designation as a monastery is a misnomer because there are no monks residing at the complex, which is managed solely by laypersons. Both the main temple building, and the pagoda are listed as Grade III historic buildings by the Government of Hong Kong.
Ground-breaking and construction of the temple began in 1951 under Yuet Kai and his followers, and the structure was finished six years later. It closed for three years at the end of the 20th century after one of its caretakers was killed in a mudslide caused by poorly maintained slopes nearby. The main journey up to the monastery is an attraction itself, as the path is lined on both sides with golden Buddhas, each unique and in different poses. Despite the common translation of its name, the monastery contains nearly 13,000 Buddha statues.
The Monastery was founded in 1951 by the Venerable Yuet Kai, who moved to Hong Kong from mainland China almost two decades before in 1933 to proselytize the teachings of Buddhism. The site previously housed a temple to Kwun Yam where a nun was killed during World War II. After the land was purchased by the owner of a local tobacco company, he consequently donated it to Yuet Kai for the purpose of establishing a Buddhist college.
This, however, did not come to fruition and the Monastery was built in its stead. Yuet Kai and his followers carried out the building "by hand" and personally transported supplies from the base of the hill. This endeavour was funded through donations from the lay public; the construction of the Monastery was eventually completed in 1957, although the installation of Buddhist statues throughout the monastery complex continued into the new millennium.
Yuet Kai died in 1965, eight years after the Monastery first opened. An apocryphal story written by his followers claims that his body was found to be incorruptible eight months after his death, a result of the seated lotus position he was buried in. However, newspapers maintain that he was in fact embalmed; his intact body is exhibited in the main hall of the monastery.
Unlike an actual monastery, the Ten Thousand Buddhas Monastery does not have any monks living on site; the complex is instead maintained by laypeople. After Yuet Kai's death, his nephews assumed the role of overseeing the maintenance of the building. It was at this time that the Monastery began to decline in popularity. This was partly owing to the disruption caused by the construction of the Sha Tin New Town during the 1970s. Renovations to the Monastery buildings have taken place since; the latest renovation was described by the Antiquities Advisory Board as having compromised the building's historic "authenticity".
Information Source:
ONI Robotics - TITAN wave 1
Designation: [ DECAY ]
Weapon: ONI Robotics - CORRODER cannon module
Specification:
- A frontal assault is no hard task with DECAY in the front lines. Together with the Corroder cannon module anything steel will melt away
- Compatible with other modules and weapons
-------------------------------------------------------------------------------------------------
Build made with Bricklink Studio 2.0 with existing parts and image enhanced and edited in Photoshop.
Note on reverse (title).
Whippet A249 now in service with the Freikorps, undergoes some running repairs in front of the Hotel Eden in Berlin.
The Germans captured fewer than fifteen Whippets however just two were in running condition. Initially they were kept for evaluation purposes, but one of them - A249, saw action with the Freikorps in the German Revolution of 1918–1919. The Germans gave them the designation Beutepanzer A.
Artillery museum. Saint-Petersburg. Артиллерийский музей. Санкт-Петербург.
The 2K11 Krug (Russian: 2К11 «Круг»; English: circle) is a Soviet and now Russian long-range, medium-to-high altitude surface-to-air missile (SAM) system. "2K11" is its GRAU designation, while SA-4 Ganef is its NATO reporting name. The system was designed by NPO Novator and produced by Kalinin Machine Building Plant.
Development of the Krug ZRK-SD (2K11) air defense system started in 1957 by the Lyulev OKB design bureau. It was first displayed during a parade in Moscow in May 1964. The system started to be fielded in 1967 and became fully operational in 1969. It was used by the Russian Army as a long-range SAM.
The early version of the Krug entered service in 1965. The first operational deployment version, the Krug-A, entered service in 1967, with extensively modified versions, the Krug-M in 1971 and the Krug-M1 in 1974, which were developed to rectify problems discovered during army service.[1] The upgraded version Krug-M was fielded in 1971 and the Krug-M1 in 1974. A target drone called 9M316M Virazh, developed from obsolete Krug missiles, was proposed for export in 1994.
The 2K11 was briefly operated by the Soviet army during the war in Afghanistan in 1979 and 1980, but was withdrawn several months after the initial invasion.[4] In 1997, it was reported[2] that, between 1993 and 1996, some 27 fire units of Krug and 349 missiles had been sold to Armenia. Poland flight tested four missiles in September 2006 against P-15 Termit (SS-N-2 'Styx') targets.
The missiles are launched with the aid of four solid fuel rocket motors inside boosters attached to the outside of the massive missile. Once they have burned and the missile is aloft, it fires a liquid-fuelled ramjet sustainer engine. It reaches speeds of up to Mach 4 and has an effective range of 50–55 km (31–34 miles) depending upon the version. It carries a 135 kg (300 lb) warhead. Possible engagement altitudes range from 100 m-27 km (330-88,500 feet). 3M8 missile was designed and produced by NPO Novator.
Missile guidance is via radio command with a terminal semi-active radar homing (SARH) phase. Optical tracking is possible for the initial command guidance stage in a heavy ECM environment.
n service 1964–present
Production history
Designer Lyulev Novator
Designed 1957
Manufacturer MZiK
Variants Krug, Krug-A, Krug-M, Krug-M1, Krug-M2, Krug-M3
Specifications (2K11 Krug[1])
Weight 28,200 kg
Length 7.5 m (9.46 m with missiles)
Width 3.2 m
Height 4.472 m (with missiles)
Crew 3 to 5
Armour 15 mm
Engine V-59 V-12 water-cooled diesel
520 hp
Power/weight 17.33 hp/t
Ground clearance 0.44 m
Fuel capacity 850 litres
Operational
range 780 km
Speed 35 km/h
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows NNR
Gait Barrows NNR is a rich mosaic of limestone habitats including unique limestone pavement, yew woodland, fen and reedbed.
Gait Barrows NNR
County: Lancashire
Main habitats: Limestone pavement, woodland, fen, limestone grassland.
Why visit: Lying in the heart of the Arnside and Silverdale Area of Outstanding Natural Beauty, Gait Barrows is one of Britain's most important areas of limestone landscape.
It covers an intricate mosaic of limestone habitats that are home to a huge variety of rare and beautiful wildlife. From open rock, to damp fen, deep yew forest and even the tranquil Hawes Water there is much to see on a visit to Gait Barrows.
Please note: Although the nature trails and public footpaths are open to the public at all times, other parts of Gait Barrows are by permit only due to the sensitive nature of the site.
To request a permit, please contact Senior Reserve Manager, Rob Petley-Jones, email rob.petley-jones@naturalengland.org.uk or tel: 07747 852905 providing the email or postal address to which you would like the permit to be sent.
Lyme disease
Ticks are present on this reserve and Lyme disease is present in this area of the country. Visitors are advised to take adequate precautions such as covering arms and legs, and checking for bites after their visit.
Star species:
The lady’s-slipper orchid is the rarest of all British wildflowers. Once thought to be extinct in the UK, this special plant has since been rediscovered and a national species recovery program has been launched. Gait Barrows is now home to a thriving population of reintroduced plants.
The Duke of Burgundy and high brown fritillary butterflies thrive in the woodland glades and clearings, which are carefully managed for their benefit. Look out for small orange and brown Duke of Burgundy in May and the larger high brown fritillary in July and August.
The woodlands and wetlands provide a home for large numbers of redwing and fieldfare arriving from Scandinavia in autumn to feed on the abundant yew berry crop. The restored reed beds of Hawes Water Moss are also home to marsh harrier, bittern and reed bunting.
Access: There are interpretation panels and waymarked trails through the reserve and a number of public footpaths. Leaflets are available to download from our website.
Hawes Water Trail is accessible for all, and disabled parking can be found at the eastern end of this trail. The Limestone Trail is Tramper-friendly but unfortunately slopes and steps on the Yew Trail make it inaccessible for trampers and wheelchairs.
To avoid disturbance to wildlife, dogs are not allowed away from the public footpaths and should be kept on a lead at all times. Much of the site is hazardous and care should be taken when leaving the paths. There is no access to Little Hawes Water or Hawes Water Moss as these areas are extremely hazardous.
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows: what makes it special
Gait Barrows NNR is a rich mosaic of limestone habitats and home to a multitude of fascinating wildlife.
Limestone pavement
The large areas of carboniferous limestone were shaped by glacial ice, rain and groundwater to form flat blocks (clints) and deep fissures (grikes). The shaded humid conditions in the deeper grikes are home to plants such as the hard shield fern, herb Robert, tutsan and the rare ridged buckler fern. These crevices are also home to a rare species of woodlouse, Armadillidium pictum.
The clints are home to a variety of plants, including rare plants such as Solomon’s seal, and the moss, Scorpidium turgescens. The mosses on these pavements also provide a home for a relic population of the narrow-mouthed whorl snail, where Gait Barrows is the only known limestone pavement site for this species in the world.
Ancient trees on the pavement are naturally dwarfed because of the dry conditions and their roots being restricted by the limestone. The ancient ash trees grow only a few millimetres a year and, despite their size may be many hundreds of years old.
Woodland
Much of the woodland at Gait Barrows was traditionally managed by coppicing for charcoal, firewood and timber. This activity has continued to create important habitats for invertebrates and birds, including black cap, garden warbler and woodcock.
The woodlands of Gait Barrows is one of the best sites in the country for fungi, with over 1,600 species being recorded, including yellow stagshorn and green-elf cup.
Hawes Water
Affectionately known as the ‘Gem of Silverdale’, Hawes Water provides inspiring views and some excellent wildlife-spotting opportunities. From the boardwalk you can enjoy the tranquillity of this landscape whilst watching out for the many birds that nest here every year. These include great crested grebe, little grebe and in spring sand martins and marsh harriers. Ospreys can be spotted diving into the lake for fish.
The purity of the water helps plants like the stoneworts and several species of fish such as rudd, European eels, ten-spined stickleback and the rare medicinal leech to thrive.
The rich soil around the edges of the lake support a variety of plants including bird's-eye primrose, the scented fragrant orchid and insectivorous common butterwort, with its small purple flowers dangling on long stalks. The green tiger beetle also nests in burrows in the loose lake-side soil.
Little Hawes Water
Hidden in the heart of the reserve this small lake is surrounded by alder woods and supports a large population of yellow water lilies. It is also a breeding site for brown hawker and migrant hawker dragonfly, and the azure damselfly.
Hawes Water Moss
South-east of Hawes Water, lies an extensive area fen and reedbed which grows in the waterlogged peat and marl sediments that have filled the lake. The reedbeds have been restored by Natural England to encourage rare marsh birds like marsh harriers to nest here every year. The reeds are also home to many types of insect, including the rare silky wainscot and silver hook moths.
Lady’s-slipper orchid
Lady’s-slipper orchid is the rarest British flower, having once been formally declared extinct in Britain in 1917. Several organizations have worked together within the Species Recovery Programme to restore lady’s-slipper orchid to the wild.
Many of these plants have been introduced to Gait Barrows with huge success. The reserve now boasts a growing population of lady’s-slipper orchid’s which can be seen flowering on the limestone every year in late spring-time.
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows: seasonal highlights
Gait Barrows offers a wonderful variety of landscape and wildlife all year round.
Spring
In early spring, the first flowers of stinking hellebore can be seen when walking along the Limestone Trail. Look out for sulphur coloured brimstone butterflies on sunny spring mornings. The high mewing call of buzzards can be heard in the skies above Gait Barrows.
Summer
Late spring and early summer bring the full glory of Gait Barrows to life. Enjoy the richness of butterfly life, including the rare high brown fritillary and revel in the rare flowers of the limestone pavements such as the angular Solomon’s-seal. You may also be lucky enough to see the male marsh harrier high in the sky over Hawes Water.
Autumn
In autumn, walk the Yew Trail and marvel at the gorgeous colours of the yews in the low afternoon sun, and be enthralled by the thousands of redwings and fieldfares which arrive in October to feast on the yew berry crop. Elusive hawfinches are also much easier to spot at this time of year. On the woodland border with the pastures, brown hawker and migrant hawker dragonflies can be seen hunting for late-flying insects. A trip to Hawes Water will be rewarded with views of the autumn-flowering grass-of-Parnassus.
Winter
In deepest winter, look out for signs of roe and fallow deer which have passed the same way in the depths of the frosty night. In late winter a trip to Hawes Water could be rewarded with sights of great crested grebes courting. These spectacular birds take part in an impressive courtship display which involves ‘walking on water!’
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows: history
The landscape at Gait Barrows has been shaped over thousands of years by natural processes and human land use.
A significant proportion of the reserve is covered by limestone that was smoothed by glacial processes during the last ice age. Groundwater has weathered the pavement to create the characteristic features of a limestone pavement and nature has moved into fill all the niche habitats on offer.
At White Scar, in the centre of the reserve, low limestone cliffs can be seen looking much like a limestone pavement tipped on its side, with a bedding plane erupting vertically from the ground. These cliffs were once much more open and could clearly be seen from a long distance away as a glowing white landform. Natural England is now restoring open conditions at several points along the Scar to encourage plants like the rare spring sedge to flourish.
Before the site was declared a National Nature Reserve, limestone was quarried and taken away for rockery stone, leaving large exposed slabs of limestone. The remaining pavements are now protected and the naked scars of rock left by this activity are gradually being taken back by nature, with coverings of lichens and mosses, blue moor grass and wild flowers such as common rock-rose and bird’s-foot trefoil.
Hawes Water Basin, a deep trough in the limestone, was gouged out by glaciers in the last Ice Age and then filled with groundwater to create Hawes Water lake. In the past Hawes Water was more extensive, but now much of the basin is filled with layers of clay-like marl and fen peat.
Much of the ancient woodland has been managed for centuries by coppicing. This practice has given rise to the dense structure of these woodlands, which is ideal for much of its wildlife. In recent times, coppicing ceased in many British woodlands, however, at Gait Barrows coppicing continues for the sole benefit of the wildlife living here.
Gait Barrows was declared a National Nature Reserve in 1977, in celebration of the Silver Jubilee of Queen Elizabeth II. To mark this special occasion a cairn was erected in a particularly scenic spot on the limestone pavement. From this point you can enjoy views of the whole reserve.
www.naturalengland.org.uk/ourwork/conservation/designatio...
By cycle
The NNR is on the Lancashire Cycleway route 90external link, an offshoot of national route 6external link of the National Cycle Network.
There is a cycle rack in the car park. Please note that cycles are not permitted on the nature reserve.
By train
The nearest train stations are in Silverdaleexternal link and Arnsideexternal link. Both stations are served by TransPennine Expressexternal link and Northern Railexternal link.
By bus
Local bus services to the area from Carnforth and Lancaster are provided by Stagecoachexternal link.
By car
From the A6, turn off at Beetham and follow minor roads through the village of Slack Head. At the T-junction take a right turning onto Brackenthwaite Road and drive along the side of the reserve to find parking.
A small permit holder’s car park is available on the reserve, and alternative road-side parking can be found along Brackenthwaite Road.
On foot
There are several public footpaths leading from Yealand Redmayne, Silverdale and Arnside. Silverdale is at the northern end of the Lancashire Coastal Wayexternal link.
Facilities
The nearest toilets and refreshments can be found in local towns and villages.
www.naturalengland.org.uk/ourwork/conservation/designatio...
Gait Barrows: want to get involved?
There are plenty of ways to get involved with the reserve.
Natural England holds a number of events and activities at Gait Barrows NNR each year. Past events have focused on moths, butterflies, fungi, trees and birds of the nature reserve. For details of current events please visit our North West events page or see posters at the nature reserve.
We have volunteer opportunities on National Nature Reserves throughout South Cumbria, including a weekly conservation work party at Gait Barrows which runs throughout the winter. Whether you have specialist skills you wish to use, or are looking for a chance to get some hands on experience, we’d love to hear from you.
Students and professionals are also invited to conduct studies on our National Nature Reserves. Please contact the Senior Reserve Manager to discuss and gain relevant permissions.
Further information
Please contact Senior Reserve Manager, Rob Petley-Jones on 077478 52905 or email rob.petley-jones@naturalengland.org.uk for more information or to request a site permit.
Date Taken: December 21, 2014
Basic Details:
Operator: PANGASINAN FIVE STAR BUS COMPANY, INC.
Fleet Number: 934
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 53 Passengers
Body:
Coachbuilder: Five Star Bus Body
Body Model: Unknown / Unspecified Model Designation
Air-Conditioning Unit: Dependent Overhead Unit
Chassis:
Chassis Manufacturer: Nissan Diesel Motor Company, Ltd.
Chassis Model: Nissan Diesel RB46S
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive (4x2 RR layout)
Suspension: Leaf Springs Suspension
Engine:
Engine Manufacturer: Nissan Diesel Motor Company, Ltd.
Engine Model: Nissan Diesel PE6-T
Cylinder Displacement: 711.987 cu. inches (11,670 cc / 11.7 Liters)
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged
Max. Power Output: 276 bhp (280 PS - metric hp / 206 kW) @ 2,300 rpm
Peak Torque Output: 795 ft.lbs (1,080 N.m / 110 kg.m) @ 1,400 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
Geography[edit]
At Riverhead proper, Long Island splits into two tines, hence the designations of The South Fork and The North Fork. The dividing line between the two forks in the west is the Peconic River. The North Fork is composed of all of the Town of Southold in the east and part of the Town of Riverhead in the west. The body of water north of this region is Long Island Sound. The southern water boundary comprises several connected bodies of water, including the Great Peconic Bay, Little Peconic Bay, and Gardiners Bay.
Lying between the North Fork and the South Fork, are several islands, including Robins Island and the two large islands of Shelter Island and Gardiners Island. Shelter Island lies between the North and South Forks, and ferries provide shuttle service between Greenport Village and Shelter Island Heights, as well as between Shelter Island and North Haven along The South Fork. The easternmost tip of the North Fork is Orient Point. Beyond that point are three additional significant parts of the Town of Southold, Plum Island, Great Gull Island, and Fisher's Island. These islands and the North Fork itself originated as the Harbor Hill Moraine.[3]
The North Fork offers beautiful views of Long Island Sound and Peconic/Gardiners Bay. Wineries, vineyards, apple orchards, potato farms and sod farms characterize the North Fork. At the tip of the fork are Orient Point County Park and Orient Beach State Park as well as an often busy ferry terminal connecting Long Island and eastern Connecticut. Areas like Mattituck, Cutchogue, Peconic, Southold, Greenport, East Marion, Orient, and Orient Point are the hamlets on the North Fork. The North Fork also offers fishing, crabbing, and clamming on the bay, sound and adjacent creeks and beaches. Local seafood is often sold and served. Like the South Fork which is home to the famed Hamptons region, the North Fork is also a region popular with second home owners, and summer vacationers, but it has a much more rural feel and character than The Hamptons.
The Ten Thousand Buddhas Monastery in Sha Tin, Hong Kong.
Its designation as a monastery is a misnomer because there are no monks residing at the complex, which is managed solely by laypersons. Both the main temple building, and the pagoda are listed as Grade III historic buildings by the Government of Hong Kong.
Groundbreaking and construction of the temple began in 1951 under Yuet Kai and his followers, and the structure was finished six years later. It closed for three years at the end of the 20th century after one of its caretakers was killed in a mudslide caused by poorly maintained slopes nearby. The main journey up to the monastery is an attraction itself, as the path is lined on both sides with golden Buddhas, each unique and in different poses. Despite the common translation of its name, the monastery contains nearly 13,000 Buddha statues.
The Monastery was founded in 1951 by the Venerable Yuet Kai, who moved to Hong Kong from mainland China almost two decades before in 1933 to proselytize the teachings of Buddhism. The site previously housed a temple to Kwun Yam where a nun was killed during World War II. After the land was purchased by the owner of a local tobacco company, he consequently donated it to Yuet Kai for the purpose of establishing a Buddhist college. This, however, did not come to fruition and the Monastery was built in its stead. Yuet Kai and his followers carried out the building "by hand" and personally transported supplies from the base of the hill. This endeavour was funded through donations from the lay public; the construction of the Monastery was eventually completed in 1957, although the installation of Buddhist statues throughout the monastery complex continued into the new millennium.
Yuet Kai died in 1965, eight years after the Monastery first opened. An apocryphal story written by his followers claims that his body was found to be incorruptible eight months after his death, a result of the seated lotus position he was buried in. However, newspapers maintain that he was in fact embalmed; his intact body is exhibited in the main hall of the monastery.
Unlike an actual monastery, the Ten Thousand Buddhas Monastery does not have any monks living on site; the complex is instead maintained by laypeople. After Yuet Kai's death, his nephews assumed the role of overseeing the maintenance of the building. It was at this time that the Monastery began to decline in popularity. This was partly owing to the disruption caused by the construction of the Sha Tin New Town during the 1970s. Renovations to the Monastery buildings have taken place since; the latest renovation was described by the Antiquities Advisory Board as having compromised the building's historic "authenticity".
Information Source:
Multirole New Generation Jet -1. Affectionately known as "Mingi", with its official designation "Menace", it is a sixth-generation multi-role jet, mainly offensive in nature. The "Menace" was developed in parallel with the "ArrowHead" jet, from which it takes the style of the front fuselage. The "Menace" will have to operate offensively by attacking and neutralizing targets outside national borders. The MNGJ, therefore, can operate as a raider, reconnaissance aircraft, fighter-bomber, and air supremacy jet, depending on the armaments installed. The "Menace" is equipped with the latest avionics technologies and latest-generation sensors, including advanced stealth capabilities and very low infrared signature. It has a top speed of Mach 2.1, an operational range of 1150 km, and a payload of 30 tons (fuel included). Its armament, the same as its brother "ArrowHead", includes air-to-air missiles and air-to-ground missiles (laser, infrared and radar guided, both long and medium-short range), bunker-busters, cruise missiles, anti-ship missiles, and general-purpose bombs. This model completes the "trident": Y-02 "Vanguard" (offense and defense, aircarrier-based), NGF-1 "ArrowHead" (defense, ground-based), MNGJ-1 "Menace" (offense, ground-based).
USS Pharris (FF-1094) was a Knox-class frigate named after Medal of Honor recipient Lieutenant Commander Jackson C. Pharris. It was originally designated as destroyer escort DE-1094 and later reclassified as a frigate with the designation FF-1094 in the United States Navy. In 1992 the ship was decommissioned and transferred to the Mexican Navy. It was recommissioned as ARM Victoria, named after Mexico's first president, Guadalupe Victoria.
Pharris was laid down 11 February 1972; launched 16 December 1972; and purchased 14 December 1973. She was commissioned 26 January 1974.
The Knox class design was derived from the Brooke-class frigate modified to extend range and without a long-range missile system. The ships had an overall length of 438 feet (133.5 m), a beam of 47 feet (14.3 m) and a draft of 25 feet (7.6 m). They displaced 4,066 long tons (4,131 t) at full load. Their crew consisted of 13 officers and 211 enlisted men.
The ships were equipped with one Westinghouse geared steam turbine that drove the single propeller shaft. The turbine was designed to produce 35,000 shaft horsepower (26,000 kW), using steam provided by 2 C-E boilers, to reach the designed speed of 27 knots (50 km/h; 31 mph). The Knox class had a range of 4,500 nautical miles (8,300 km; 5,200 mi) at a speed of 20 knots (37 km/h; 23 mph).
The Knox-class ships were armed with a 5"/54 caliber Mark 42 gun forward and a single 3-inch/50-caliber gun aft. They mounted an eight-round RUR-5 ASROC launcher between the 5-inch (127 mm) gun and the bridge. Close-range anti-submarine defense was provided by two twin 12.75-inch (324 mm) Mk 32 torpedo tubes. The ships were equipped with a torpedo-carrying DASH drone helicopter; its telescoping hangar and landing pad were positioned amidships aft of the mack. Beginning in the 1970s, the DASH was replaced by a SH-2 Seasprite LAMPS I helicopter and the hangar and landing deck were accordingly enlarged. Most ships also had the 3-inch (76 mm) gun replaced by an eight-cell BPDMS missile launcher in the early 1970s.
Pharris was decommissioned 15 April 1992, and struck 11 January 1995. Ex-Pharris was disposed of through the Security Assistance Program, to Mexico, on 15 June 1999.
USS Pharris (FF-1094) was a Knox-class frigate named after Medal of Honor recipient Lieutenant Commander Jackson C. Pharris. It was originally designated as destroyer escort DE-1094 and later reclassified as a frigate with the designation FF-1094 in the United States Navy. In 1992 the ship was decommissioned and transferred to the Mexican Navy. It was recommissioned as ARM Victoria, named after Mexico's first president, Guadalupe Victoria.
Pharris was laid down 11 February 1972; launched 16 December 1972; and purchased 14 December 1973. She was commissioned 26 January 1974.
The Knox class design was derived from the Brooke-class frigate modified to extend range and without a long-range missile system. The ships had an overall length of 438 feet (133.5 m), a beam of 47 feet (14.3 m) and a draft of 25 feet (7.6 m). They displaced 4,066 long tons (4,131 t) at full load. Their crew consisted of 13 officers and 211 enlisted men.
The ships were equipped with one Westinghouse geared steam turbine that drove the single propeller shaft. The turbine was designed to produce 35,000 shaft horsepower (26,000 kW), using steam provided by 2 C-E boilers, to reach the designed speed of 27 knots (50 km/h; 31 mph). The Knox class had a range of 4,500 nautical miles (8,300 km; 5,200 mi) at a speed of 20 knots (37 km/h; 23 mph).
The Knox-class ships were armed with a 5"/54 caliber Mark 42 gun forward and a single 3-inch/50-caliber gun aft. They mounted an eight-round RUR-5 ASROC launcher between the 5-inch (127 mm) gun and the bridge. Close-range anti-submarine defense was provided by two twin 12.75-inch (324 mm) Mk 32 torpedo tubes. The ships were equipped with a torpedo-carrying DASH drone helicopter; its telescoping hangar and landing pad were positioned amidships aft of the mack. Beginning in the 1970s, the DASH was replaced by a SH-2 Seasprite LAMPS I helicopter and the hangar and landing deck were accordingly enlarged. Most ships also had the 3-inch (76 mm) gun replaced by an eight-cell BPDMS missile launcher in the early 1970s.
Pharris was decommissioned 15 April 1992, and struck 11 January 1995. Ex-Pharris was disposed of through the Security Assistance Program, to Mexico, on 15 June 1999.
Circa 1880 - United Reform Church in Newport Pagnell Buckinghamshire 18May21 grade II listed.
The following info is from the Historic England website.
Name: UNITED REFORMED CHURCH
Designation Type: Listing
Grade: II
List UID: 1380138
Congregational, now United Reformed, Church. 1880-81, by John Sulman of London. Built of red brick in Flemish bond with Bath stone dressings. Steep plain slate roof with serrated ridge tiles, and, at the centre, a small slate-hung bellcote with slated spire and decorative iron windvane. Entrance elevation (facing north): wide central section between two buttresses which provide end stops to a lean-to porch. This consists of two identical 2-centred stone arches with stiff-leaf trail mouldings, and a hood moulding extending as a moulded string. Within a raised shallow porch, 2 pairs of part-glazed doors under a segmental brick arch. Above the entrances, a moulded stone cornice enriched with formal flowers. Above, a large rose window of 6 cinquefoils in roundels set around a central quatrefoil. A narrow vent opening to the roof void. The diminutive side bays are hipped. The sides consist of 3 bays to the nave, defined by offsetting brick buttresses with stone detail, and 4 high-set windows to each bay, each light with trefoil tracery. Beyond the nave, a flush gabled bay representing the transepts, and a narrow bay for the chancel. The S [ritual E] end is a high square block between buttresses, terminating in a hipped roof. The ground floor, containing the church office, has 3 modern windows. Attached to the walls, a memorial stone to Rev William Bull, minister for 50 years d.1814, and Rev Thomas Palmer Bull, his successor, d.1859, together with their wives. (The Bull family are of considerable importance to the history of Newport Pagnell.) The foundation stone, laid by Miss French, is set in the first buttress on the W side.
Interior: The entrance lobby, which has a glazed screen with leaded lights and trefoiled heads, divides off the body of the church. Open roof of 3 bays to the nave and a narrow crossing bay at the S end. Arched braces on stone corbels with sloping boarded soffit carrying tie beams, above which is the boarded open roof, ceiled at collar level. The walls are plastered below the sill strings. Wide S (ritual E) end, with the organ mounted at upper level behind the pulpit. Arched doors lead to lobbies either side, with 2-light openings into the body of the church. Square panelled reredos, and the pulpit is similarly panelled, approached by steps each side. At the N end, a canted balcony with similar panelled front above the entrance screen. Three banks of pews. Affixed to the walls, a number of monuments taken from the former chapel, mostly corniced tablets of white marble of the late C18 and early C19, from left around the church to the right: Marble tablet by Bacon. An inscribed tablet with curved apron, fluted side pilasters, and on the cornice a draped urn against a streaked grey marble field. To Walter Beaty, d.1791; Tablet, draped urn over, to Amelia Higgins, d.1834; Profile head in a shaped top, with a poppy scroll, to Rev Thomas Palmer Bull, d.1859; Flat profile head in a circular panel, ribbons over, a prostrate cross and book on a bed of leaves, to Rev William Bull, d.1814; Shaped tablet to the Rev John Gibbs, ex University of Cambridge, who was ejected for his Protestant views in 1660, d.1690, the tablet erected in c.mid C19, with a draped eastern crown over; Tablet with sprays of leaves over, to Mary Ward, d. 1850, wife of the vicar; A simple tablet, with a Grecian urn emitting flame over, to Joseph Ward, d.1771; Tablet with open book over, to Elizabeth Kilpin;
On the S wall - Aedicule with yellow marble slips and Ionic columns, Greek key frieze, to William Bull, solicitor, d.1884; Tablet between fluted pilasters, grey backing, apron with sprays, and a draped urn on the cornice against a shaped back between acroteria, to George Osborn, d.1857; Marble tablet on a painted panel, Grecian urn over, to Rev Thomas Jones, d.1795; A panel with a simple pediment, fluted sides, to Joseph Cripps, d.1829; Cast bronze tablet to Arthur George Percy French, corporal in the City of London Volunteers, d.1900; Sarcophagus shaped tablet with gable and ball feet, to Jones Millas, secretary to the British and Foreign School Society in the town, d.1852; Tablet with urn over, on brackets, to John Rogers, surgeon, d.1858; On the W wall: White marble tablet with a shaped apron, a cornice carrying an urn against a grey marble field, to Ann Greatheed (nee Hamilton) d.1807; Tablet, a book against a shaped grey pediment.
On the upper level: (r) Acroteria gabled pediment on a streaked grey marble field, to Thomas Hackett, student of Newport Evangelical Institution, died unexpectedly, 1821.
History: The Congregational community was originally founded in Newport in 1662 with the ejection of the vicar, Rev John Gibbs, who took a licence as a Presbyterian preacher. The foundation stone of the new church was laid on October 26 1880; it was opened in 1881, the cost being £4000, and it seated up to 400 members. The large rose window in the N gable end was the gift of Dr Rogers of Exeter.
Designation: CT-6102
Alias: Cloud
Rank: General.
Primary weapon: H-Series ULD +S3 MOD.
Secondary weapon: XP-Pistol
Bio: "Just some clone born onto a side, with no other life choice other than kill whoever I'm assigned. With no leave, no rest and no pay. Who could ask for more?"
The Mi-24W is the Polish designation for the Mi-24V, which entered production in 1976. The "V" variant saw numerous upgrades over the earlier "D" including provision to carry the advanced 9M114 Shturm (AT-6 Spiral) missile. "Hind" helicopters have been widely exported around the world. Their popularity is probably a consequence of their incredible versatility - being able to carry troops as well as a potent selection of weaponry.
About the model:
I've come a long way since my first attempt at designing a Hind (www.flickr.com/photos/39885799@N02/4510655806/in/photolis...) and I've got a lot more detail onto this version, despite working to a much smaller scale. Like the other helicopters I've modelled so far, this one took a lot of tinkering to get right. However, the cockpit area was pretty straightforward (although my cockpits are about 20% too large). Dornbi's version provided quite a lot of inspiration, although I haven't really used many of his techniques. I've also used a rotor solution found here: www.flickr.com/photos/75482622@N02/20397049828/in/datepos...
The Sikorsky H-34 Choctaw (Company designation S-58) was a piston-engined military helicopter originally designed by American aircraft manufacturer Sikorsky for the United States Navy for service in the anti-submarine warfare (ASW) role.
Sikorsky H-34s have since served mostly as medium transports on every continent with the armed forces of twenty-five countries — from combat in Algeria, the Dominican Republic, Nicaragua, and throughout Southeast Asia, to saving flood victims, recovering astronauts, fighting fires, and carrying presidents. As one of the last piston-powered helicopter designs before its replacement by turbine-powered types such as the UH-1 Huey and CH-46 Sea Knight, it would see a remarkably long run of 2,108 H-34s produced between 1953 and 1970. It would see extended use when adapted to turbine power by the British licencee as the Westland Wessex and Sikorsky as the later S-58T. The British did not retire the Wessex until 2003 as the main transport helicopter; it was replaced by the Aérospatiale Puma.
The only star in which Bayer designation constellation does not correspond to current constellation is ρAql (Tso Ke); 16Lyn is the current Bayer designation of ψ10Aur (Dolones X). Cfr. 95 notes¹ over the above image. 0.2/0.65/10 mA/R/L²
Key: red, constellation boundaries; green, meridian (horizontal line) and horizon (↑E→N); blue, celestial equator of date; orange, galactic equator; yellow, ecliptic of date; magenta, O/C longitude (the line of ecliptic longitude passing through both ecliptic poles, ☉ and opposition point); cyan, instantaneous AP circles. FOV235°
19970501143200ZW4N41.927E12.481G3E1H3E1 [☉♀☿Ari, Aˢᶜ⚸Vir, Dˢᶜ♄⚶Psc, ♂Leo, ☾⚳Aqr, ♃⛢♆Cap, ⚴Aql, ⚵Ori, ⚷Lib, ♇Sco]
φ° = δ°; λ° = (15 αʰ)° ∀ 0ʰ⩽αʰ⩽12ʰ; λ° = (15 αʰ - 360)° ∀ 12ʰ⩽αʰ⩽24ʰ
1 LY = 9,460,730,472,580,800 m ≅ 9.4607E15 m
Human-Related Nanoscale (HRN):
1 mm / 1000 Km = 1 mg / 1000 Kg = 1 s / 31.688 years = 30 cm/s / c
NOTES
1. NGP: N27.13E-167.1495 (Com); SGP: N-27.13E12.8505 (Scl); GC: N-28.94E-93.6 (Sgr); A(N0E0) in Psc, Ω(N0E180) in Vir.
2. G. Zotti & A.V. Wolf 2025: Stellarium 25.2 guide, pp. 28-30.
N15.202700E38.820070A1.508E11: ☉ (nearest star).
N-9.514300E-28.470130A3.711E5: ☾ (nearest object).
N-27.855629E53.082937A3.169E26: JADES-GS-z14-0 (farthest object).
REFERENCES
S. Carniani & al. 2024: JADES-GS-z14-0.
M.E. Tegmark 2014: Our mathematical universe.
M. Anderson & al. 2004: Sherlock Holmes in Babylon.
N. Campion & N. Kollerstrom 2003: Galileo's astrology.
J.D. Barrow 2002: The constants of nature.
F. Thompson 1913: The Mistress of vision, §§ 28-34.
A.E. Bray 1838: Traditions of Devonshire, vol. 2, pp. 287.
T. Aquinas 1265: Summa theologiæ, I, q. CXV, a. IV, § III.
Κ. Πτολεμαίος 130: Τετράβιβλος, I, III, § XXIII.
Stellarium · AEP · PBD · n-sphere · CCS-SCS · UTM-WGS84 · χ · P3S · oldest stars · universe chronology and composition · gZ
The ‘440’ designation indicated that it was the model with mid-level trim, positioned above the base level Coronet but not as ‘nice’ as the Coronet 500. I believe this one is a 1966 model.
It bears a ‘V8’ emblem but despite that ‘440’ designation it doesn’t necessarily have the 440 cubic inch engine.
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
Shot at Båstnäs Vehicle graveyard with a Nikon D70.
Edited on a IPad 2
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Panther tank, officially Panzerkampfwagen V Panther (abbreviated PzKpfw V) with ordnance inventory designation Sd.Kfz. 171, was a German medium tank of World War II. It was used on the Eastern and Western Fronts from mid-1943 to the end of the war. The Panther was intended to counter the Soviet T-34 medium tank and to replace the Panzer III and Panzer IV. Nevertheless, it served alongside the Panzer IV and the heavier Tiger I until the end of the war. It is considered one of the best tanks of World War II for its excellent firepower, protection, and mobility although its reliability in early times were less impressive.
The Panther was a compromise. While having essentially the same Maybach V12 petrol (700 hp) engine as the Tiger I, it had better gun penetration, was lighter and faster, and could traverse rough terrain better than the Tiger I. The trade-off was weaker side armor, which made it vulnerable to flanking fire. The Panther proved to be effective in open country and long-range engagements.
The Panther was far cheaper to produce than the heavy Tiger I. Key elements of the Panther design, such as its armor, transmission, and final drive, were simplifications made to improve production rates and address raw material shortages. Despite this the overall design remain described by some as "overengineered". The Panther was rushed into combat at the Battle of Kursk in the summer of 1943 despite numerous unresolved technical problems, leading to high losses due to mechanical failure. Most design flaws were rectified by late 1943 and early 1944, though the bombing of production plants, increasing shortages of high-quality alloys for critical components, shortage of fuel and training space, and the declining quality of crews all impacted the tank's effectiveness.
Though officially classified as a medium tank, at 44.8 metric tons the Panther was closer to a heavy tank weight and the same category as the American M26 Pershing (41.7 tons), British Churchill (40.7 tons) and the Soviet IS-2 (46 tons) heavy tanks. The Panther's weight caused logistical problems, such as an inability to cross certain bridges, otherwise the tank had a very high power-to-weight ratio which made it highly mobile.
The Panther was only used marginally outside of Germany, mostly captured or recovered vehicles, some even after the war. Japan already received in 1943 a specimen for evaluation. During March–April 1945, Bulgaria received 15 Panthers of various makes (D, A, and G variants) from captured and overhauled Soviet stocks; they only saw limited (training) service use. In May 1946, Romania received 13 Panther tanks from the USSR, too.
After the war, France was able to recover enough operable vehicles and components to equip its army and offer vehicles for sale. The French Army's 503e Régiment de Chars de Combat was equipped with a force of 50 Panthers from 1944 to 1947, in the 501st and 503rd Tank Regiments. These remained in service until they were replaced by French-built ARL 44 heavy tanks.
In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation, which continued until 1961.
However, this was not the Panther’s end of service. The last appearance by WWII German tanks on the world’s battlefields came in 1967, when Syria’s panzer force faced off against modern Israeli armor. Quite improbably, Syria had assembled a surprisingly wide collection of ex-Wehrmacht vehicles from a half-dozen sources over a decade and a half timeframe. This fleet consisted primarily of late production Panzer V, StuGIII and Jagdpanzer IVs, plus some Hummel SPAAGs and a handful Panthers. The tanks were procured from France, Spain, and Czechoslovakia, partly revamped before delivery.
All of the Panthers Syria came from Czechoslovakia. Immediately after Germany’s collapse in May 1945, the Soviet army established a staging area for surrendered German tanks at a former Wehrmacht barracks at Milovice, about 24 miles north of Prague, Czechoslovakia. By January 1946, a total of roughly 200 operational Panzer IVs and Panthers of varying versions were at this facility. Joining them was a huge cache of spare parts found at a former German tank repair depot in Teplice, along with ammunition collected from all over Czechoslovakia and the southern extremity of the Soviet occupation zone in Germany. Throughout 1946, the Czechoslovak government’s clean-up of WWII battlefields recovered more than one hundred further tank wrecks, of which 80 were pieced back together to operational status and handed over to the Czechoslovakian Army,
In early 1948, the now-nationalized CKD Works began a limited upkeep of the tanks, many of which had not had depot-level overhauls since the war. A few were rebuilt with a Czechoslovak-designed steering system, but this effort was halted due to cost. These tanks remained operational in the Czechoslovak army until the end of 1954, when sufficient T-34s were available to phase them out.
A Syrian military delegation visited Prague from 8 April – 22 April 1955. An agreement was struck for the sale, amongst other items, of 45 Panzer IVs and 15 Panthers. Despite their obsolescence the Czechoslovaks were not about to just give the tanks away and demanded payment in a ‘hard’ western currency, namely British pounds. The cost was £4,500 each (£86,000 or $112,850 in 2016 money), far above what they were probably worth militarily, especially considering the limited amount of foreign currency reserves available to the Damascus government. The deal included refurbishment, a full ammunition loadout for each, and a limited number of spare parts. Nonetheless, the deal was closed, and the tanks’ delivery started in early November 1955.
The Syrians were by that time already having dire problems keeping their French-sourced panzers operational, and in 1958, a second contract was signed with CKD Works for 15 additional Panzer IVs and 10 more Panthers, these being in lesser condition or non-operational, for use as spare parts hulks. An additional 16 refurbished Maybach engines for both types were also included in this contract, as well as more ammunition.
The refurbished Panthers for Syria had their original 7.5 cm KwK 42 L70 replaced with the less powerful Rheinmetall 7.5 cm KwK 40 L48 gun – dictated by the fact that this gun was already installed in almost all other Syrian tanks of German origin and rounds for the KwK 42 L70 were not available anymore. and the Panther’s full ammo load was 87 rounds. The KwK 40 L48 fired a standard APCBC shell at 750 m/s and could penetrate 109 mm (4.3 in) hardened steel at 1.000 m range. This was enough to take out an M4 Sherman at this range from any angle under ideal circumstances. With an APCR shell the gun was even able to penetrate 130 mm (5.1 in) of hardened steel at the same distance.
Outwardly, the gun switch was only recognizable through the shorter barrel with a muzzle brake, the German WWII-era TZF.5f gunsight was retained by the Syrians. Additionally, there were two secondary machine guns, either MG-34s or MG-42s, one coaxial with the main gun and a flexible one in a ball mount in the tank’s front glacis plate.
A few incomplete Panther hulls without turret were also outfitted with surplus Panzer IV turrets that carried the same weapon, but the exact share of them among the Syrian tanks is unknown – most probably less than five, and they were among the batch delivered in the course of the second contract from 1958.
As they had been lumped all together in Czechoslovak army service, the Syrians received a mixed bag of Panzer IV and Panther versions, many of them “half-breeds” or “Frankensteins”. Many had the bow machine gun removed, either already upon delivery or as a later field modification, and in some cases the machine gun in the turret was omitted as well.
An obvious modification of the refurbished Czech export Panthers for Syria was the installation of new, lighter road wheels. These were in fact adapted T-54 wheels from Czechoslovakian license production that had just started in 1957 - instead of revamping the Panthers’ original solid steel wheels, especially their rubberized tread surfaces, it was easier to replace them altogether, what also made spare parts logistics easier. The new wheels had almost the same diameter as the original German road wheels from WWII, and they were simply adapted to the Panther’s attachment points of the torsion bar suspension’s swing arms. Together with the lighter main gun and some other simplifications, the Syrian Panthers’ empty weight was reduced by more than 3 tonnes.
The Czechoslovaks furthermore delivered an adapter kit to mount a Soviet-made AA DShK 12.7mm machine gun to the commander cupola. This AA mount had originally been developed after WWII for the T-34 tank, and these kits were fitted to all initial tanks of the 1955 order. Enough were delivered that some could be installed on a few of the Spanish- / French-sourced tanks, too.
It doesn’t appear that the Czechoslovaks updated the radio fit on any of the ex-German tanks, and it’s unclear if the Syrians installed modern Soviet radios. The WWII German Fu 5 radio required a dedicated operator (who also manned the bow machine gun); if a more modern system was installed not requiring a dedicated operator, this crew position could be eliminated altogether, what favored the deletion of the bow machine gun on many ex-German Syrian tanks. However, due to their more spacious hull and turret, many Panthers were apparently outfitted with a second radio set and used as command tanks – visible through a second whip antenna on the hull.
A frequent domestic Panther upgrade were side skirts to suppress dust clouds while moving and to prevent dust ingestion into the engines and clogged dust filters. There was no standardized solution, though, and solutions ranged from simple makeshift rubber skirts bolted to the tanks’ flanks to wholesale transplants from other vehicles, primarily Soviet tanks. Some Panthers also had external auxiliary fuel tanks added to their rear, in the form of two 200 l barrels on metal racks of Soviet origin. These barrels were not directly connected with the Panther’s fuel system, though, but a pump-and-hose kit was available to re-fuel the internal tanks from this on-board source in the field. When empty or in an emergency - the barrels were placed on top of the engine bay and leaking fuel quite hazardous - the barrels/tanks could be jettisoned by the crew from the inside.
Inclusive of the cannibalization hulks, Syria received a total of roughly 80 former German tanks from Czechoslovakia. However, at no time were all simultaneously operational and by 1960, usually only two or three dozen were combat-ready.
Before the Six Day War, the Syrian army was surprisingly unorganized, considering the amount of money being pumped into it. There was no unit larger than a brigade, and the whole Syrian army had a sort of “hub & spokes” system originating in Damascus, with every individual formation answering directly to the GHQ rather than a chain of command. The Panthers, Panzer IVs and StuG IIIs were in three independent tank battalions, grossly understrength, supporting the normal tank battalions of three infantry brigades (the 8th, 11th, and 19th) in the Golan Heights. The Jagdpanzer IVs were in a separate independent platoon attached to a tank battalion operating T-34s and SU-100s. How the Hummel SPGs were assigned is unknown.
The first active participation of ex-German tanks in Syrian service was the so-called “Water War”. This was not really a war but rather a series of skirmishes between Israel and Syria during the mid-1960s. With increasing frequency starting in 1964, Syria emplaced tanks on the western slope of the Golan Heights, almost directly on the border, to fire down on Israeli irrigation workers and farmers in the Galilee region. Surprisingly (considering the small number available) Syria chose the Panzer IV for this task. It had no feature making it better or worse than any other tank; most likely the Syrians felt they were the most expendable tanks in their inventory as Israeli counterfire was expected. The panzers were in defilade (dug in) and not easy to shoot back at; due to their altitude advantage.
In 1964, Syria announced plans to divert 35% of the Jordan River’s flow away from Israel, to deprive the country of drinking water. The Israelis responded that they would consider this an act of war and, true to their word, engaged the project’s workers with artillery and sniper fire. Things escalated quickly; in 1965, Israeli M4 Shermans on Israeli soil exchanged fire with the Syrian Panzer IVs above inconclusively. A United Nations peacekeeping team ordered both sides to disengage from the border for a set period of time to “cool off”, but the UN “Blue Berets” were detested and considered useless by both the Israelis and Syrians, and both sides used the lull to prepare their next move. When the cooling-off period ended, the Syrians moved Panzer IVs and now some Panthers, too, back into position. However, the IDF had now Centurion tanks waiting for them, with their fire arcs pre-planned out. The Cold War-era Centurion had heavy armor, a high-velocity 105mm gun, and modern British-made optics. It outclassed the WWII panzers in any imaginable way and almost immediately, two Syrian Panzer IVs and a Panther were destroyed. Others were abandoned by their crews and that was the end of the situation.
Syria’s participation in the Six Say War that soon followed in 1967 war was sloppy and ultimately disastrous. Israel initially intended the conflict to be limited to a preemptive strike against Egypt to forestall an imminent attack by that country, with the possibility of having to fight Syria and Jordan defensively if they responded to the operations against Egypt. The war against Egypt started on 5 June 1967. Because of the poor organization of the Syrian army, news passed down from Damascus on the fighting in the Sinai was scarce and usually outdated by the time it reached the brigade level. Many Syrian units (including the GHQ) were using civilian shortwave radios to monitor Radio Cairo which was spouting off outlandish claims of imaginary Egyptian victories, even as Israeli divisions were steamrolling towards the Suez Canal.
Syrian vehicles of German origin during the Six Day War were either painted overall in beige or in a dark olive drab green. Almost all had, instead of tactical number codes, the name of a Syrian soldier killed in a previous war painted on the turret in white. During the Six Day War, no national roundel was typically carried, even though the Syrian flag was sometimes painted to the turret flanks. However just as the conflict was starting, white circles were often painted onto the top sides of tanks as quick ID markings for aircraft, and some tanks had red recognition triangles added to the side areas: Syrian soldiers were notoriously trigger-happy, and the decreased camouflage effect was likely cancelled out by the reduced odds of being blasted by a comrade!
During the evening of 5 June, Syrian generals in Damascus urged the government to take advantage of the situation and mount an immediate invasion of Israel. Planning and preparation were literally limited to a few hours after midnight, and shortly after daybreak on 6 June, Syrian commanders woke up with orders to invade Israel. The three infantry brigades in the Golan, backed up by several independent battalions, were to spearhead the attack as the rest of the Syrian army mobilized.
There was no cohesion at all: Separate battalions began their advance whenever they happened to be ready to go, and brigades went forward, missing subunits that lagged behind. A platoon attempting a southern outflank maneuver tried to ford the Jordan River in the wrong spot and was washed away. According to a KGB report, at least one Syrian unit “exhibited cowardice” and ignored its orders altogether.
On 7 June, 24 hours into their attack, Syrian forces had only advanced 2 miles into Israel. On 8 June, the IDF pushed the Syrians back to the prewar border and that afternoon, Israeli units eliminated the last Egyptian forces in the Sinai and began a fast redeployment of units back into Israel. Now the Syrians were facing serious problems.
On 9 June, Israeli forces crossed into the Golan Heights. They came by the route the Syrians least expected, an arc hugging the Lebanese border. Now for the first time, Syria’s panzers (considered too slow and fragile for the attack) were encountered. The next day, 10 June 1967, was an absolute rout as the Syrians were being attacked from behind by IDF units arcing southwards from the initial advance, plus Israel’s second wave coming from the west. It was later estimated that Syria lost between 20-25% of its total military vehicle inventory in a 15-hour span on 10 June, including eight Panthers. A ceasefire was announced at midnight, ending Syria’s misadventure. Syria permanently lost the Golan Heights to Israel.
By best estimate, Syria had just five Panthers and twenty-five Panzer IVs fully operational on 6 June 1967, with maybe another ten or so tanks partially operational or at least functional enough to take into combat. Most – if not all – of the ex-French tanks were probably already out of service by 1967, conversely the entire ex-Spanish lot was in use, along with some of the ex-Czechoslovak vehicles. The conflict’s last kill was on 10 June 1967 when a Panzer IV was destroyed by an Israeli M50 Super Sherman (an M4 Sherman hull fitted with a new American engine, and a modified turret housing Israeli electronics and a high-velocity French-made 75mm gun firing HEAT rounds). Like the Centurion, the Super Sherman outclassed the Panzer IV, and the Panther only fared marginally better.
Between 1964-1973 the USSR rebuilt the entire Syrian military from the ground up, reorganizing it along Warsaw Pact lines and equipping it with gear strictly of Soviet origin. There was no place for ex-Wehrmacht tanks and in any case, Czechoslovakia had ended spares & ammo support for the Panzer IV and the Panthers, so the types had no future. The surviving tanks were scrapped in Syria, except for a single Panzer IV survivor sold to a collector in Jordan.
Specifications:
Crew: Five (commander, gunner, loader, driver, radio operator)
Weight: 50 tonnes (55.1 long tons; 45.5 short tons)
Length: 6.87 m (22 ft 6 in) hull only
7.52 m (24 ft 7¾ in) overall with gun facing forward
Width: 3.42 m (11 ft 3 in) hull only
3,70 m (12 ft 1¾ in) with retrofitted side skirts
Height: 2.99 m (9 ft 10 in)’
Ground clearance: 56 cm (22 in)
Suspension: Double torsion bar, interleaved road wheels
Fuel capacity: 720 liters (160 imp gal; 190 US gal),
some Syrian Panthers carried two additional external 200 l fuel drums
Armor:
15–80 mm (0.6 – 3.93 in)
Performance:
Maximum road speed: 56 km/h (35 mph)
Operational range: 250 km (160 mi) on roads; 450 km (280 mi)with auxiliary fuel tanks
100 km (62 mi) cross-country
Power/weight: 14 PS (10.1 kW)/tonne (12.7 hp/ton)
Engine & transmission:
Maybach HL230 V-12 gasoline engine with 700 PS (690 hp, 515 kW)
ZF AK 7-200 gearbox with 7 forward 1 reverse gear
Armament:
1× 7,5 cm KwK 40 (L/48) with 87 rounds
2× 7.92 mm MG 34 or 42, or similar machine guns;
one co-axial with the main gun, another in the front glacis plate
with a total of 5.100 rounds (not always mounted)
Provision for a 12.7 mm DShK or Breda anti-aircraft machine gun on the commander cupola
The kit and its assembly:
A rather exotic what-if model, even though it’s almost built OOB. Inspiration came when I stumbled upon the weird Syrian Panzer IVs that were operated against Israel during the Six Day War – vehicles you would not expect there, and after more than 20 years after WWII. But when I did some more research, I was surprised about the numbers and the variety of former German tanks that Syria had gathered from various European countries, and it made me wonder if the Panther could not have been among this shaggy fleet, too?
I had a surplus Dragon Panther Spähpanzer in The Stash™, to be correct a “PzBeobWg V Ausf. G”, an observation and artillery fire guidance conversion that actually existed in small numbers, and I decided to use it as basis for this odd project. The Dragon kit has some peculiarities, though: its hull is made from primed white metal and consists of an upper and lower half that are held together by small screws! An ambiguous design, because the parts do not fit as good as IP parts, so that the model has a slightly die-cast-ish aura. PSR is necessary at the seams, but due to the metal it’s not easy to do. Furthermore, you have to use superglue everywhere, just as on a resin kit. On the other side, surface details are finely molded and crisp, even though many bits have to be added manually. However, the molded metal pins that hold the wheels are very robust and relatively thin – a feature I exploited for a modified running gear (see below).
For the modified Panther in my mind I had to retrograde the turret back to a late standard turret with mantlet parts left over from a Hasegawa kit – they fitted perfectly! The PzBeobWg V only comes with a stubby gun barrel dummy. But I changed the armament, anyway, and implanted an aftermarket white metal and brass KwK 40 L48, the weapon carried by all Syrian Panzer IVs, the Jagdpanzer IVs as well as the StuG IIIs. This standardization would IMHO make sense, even if it meant a performance downgrade from the original, longer KwK 42 L70.
For a Syrian touch, inspired by installations on the Panzer IVs, I added a mount for a heavy DShK machine gun on the commander’s cupola, which is a resin aftermarket kit from Armory Models Group (a kit that consists of no less than five fiddly parts for just a tiny machine gun!).
To change and modernize the Panther’s look further, I gave it side skirts, leftover from a ModelCollect T-72 kit, which had to be modified only slightly to fit onto the molded side skirt consoles on the Panther’s metal hull. A further late addition were the fuel barrels from a Trumpeter T-54 kit that I stumbled upon when I looked for the skirts among my pile of tank donor parts. Even though they look like foreign matter on the Panther’s tail, their high position is plausible and similar to the original arrangement on many Soviet post-WWII tanks. The whip antennae on turret and hull were created with heated black sprue material.
As a modern feature and to change the Panther’s overall look even more, I replaced its original solid “dish” road wheels with T-54/55 “starfish” wheels, which were frequently retrofitted to T-34-85s during the Fifties. These very fine aftermarket resin parts (all real-world openings are actually open, and there’s only little flash!) came from OKB Grigorovich from Bulgaria. The selling point behind this idea is/was that the Panther and T-54/55 wheels have almost the same diameter: in real life it’s 860 vs. 830 mm, so that the difference in 1:72 is negligible. Beneficially, the aftermarket wheels came in two halves, and these were thin enough to replace the Panther’s interleaved wheels without major depth problems.
Adapting the parts to the totally different wheel arrangement was tricky, though, especially due to the Dragon kit’s one-piece white metal chassis that makes any mods difficult. My solution: I retained the inner solid wheels from the Panther (since they are hardly visible in the “3rd row”), plus four pairs of T-54/55 wheels for the outer, more rows of interleaved wheels. The “inner” T-54/55 wheel halves were turned around, received holes to fit onto the metal suspension pins and scratched hub covers. The “outside” halves were taken as is but received 2 mm spacer sleeves on their back sides (styrene tube) for proper depth and simply to improve their hold on the small and rounded metal pin tips. This stunt worked better than expected and looks really good, too!
Painting and markings:
Basically very simple, and I used pictures of real Syrian Panzer IVs as benchmark. I settled for the common green livery variant, and though simple and uniform, I tried to add some “excitement” to it and attempted to make old paint shine through. The hull’s lower surface areas were first primed with RAL 7008 (Khakigrau, a rather brownish tone), then the upper surfaces were sprayed with a lighter sand brown tone, both applied from rattle cans.
On top of that, a streaky mix of Revell 45 and 46 – a guesstimate for the typical Syrian greyish, rather pale olive drab tone - was thinly applied with a soft, flat brush, so that the brownish tones underneath would shine through occasionally. Once dry, the layered/weathered effect was further emphasized through careful vertical wet-sanding and rubbing on all surfaces with a soft cotton cloth.
The rubber side skirts were painted with an anthracite base and the dry-brushed with light grey and beige.
The model then received an overall washing with a highly thinned mix of grey and dark brown acrylic artist paint. The vinyl tracks (as well as the IP spare track links on the hull) were painted, too, with a mix of grey, red brown and iron, all acrylic paints, too, that do not interact chemically with the soft vinyl.
The decals/markings are minimal; the Arabian scribble on the turret (must be a name?), using the picture of a Syrian Panzer IV as benchmark, was painted in white by hand, as well as the white circle on the turret roof. The orange ID triangles are a nice contrast, even though I was not able to come up with real-life visual evidence for them. I just found a color picture of a burned T-34-85 wreck with them, suggesting that the color was a dull orange red and not florescent orange, as claimed in some sources. I also found illustrations of the triangles as part of 1:35 decal sets for contemporary Syrian T-34-85s from FC Model Trend and Star Models, where they appear light red. For the model, they were eventually cut out from decal sheet material (TL-Modellbau, in a shade called “Rotorange”, what appears to be a good compromise).
Dry-brushing with light grey and beige to further emphasize edges and details followed. Finally, the model was sealed with matt acrylic vanish overall, and some additional very light extra dry-brushing with silver was done to simulate flaked paint. Dirt and rust residues were added here and there with watercolors. After final assembly, the lower areas of the model were furthermore powdered with mineral pigments to simulate dust.
The idea of a modernized WWII Panther: a simple idea that turned into a major conversion. With the resin DShK machine gun and T-54/55 wheel set the costs of this project escalated a little, but in hindsight I find that the different look and the mix of vintage German and modern Soviet elements provide this Panther with that odd touch that sets it apart from a simple paint/marking variation? I really like the outcome, and I think that the effort was worthwhile - this fictional Panther shoehorns well into its intended historical framework. :-D
www.naturalengland.org.uk/ourwork/conservation/designatio...
Skipwith Common is Natural England's newest National Nature Reserve and it has a wide variety of wildlife that anyone can enjoy.
Skipwith Common NNR
Occupying 274 hectares within the fabulous Escrick Park Estate, Skipwith Common is a wonderful place to visit at any time of year.
Species lovers can spend time discovering the variety of rare heathland plants and rich collection of dragonflies and other insects. There are also a huge array of birds that can be spotted in and around the reserve.
If you are interested in history you will enjoy the many bronze and iron age features that are scattered about the reserve. There are also the remains of Riccall airfield, where Halifax bomber crews were trained in the Second World War.
Where: North Yorkshire, between Selby and York
Main habitats: Wet and dry heathland and scrub woodland
Events
Throughout the year we have a wide variety of events taking place at Skipwith NNR. From fungus forays in the autumn to dawn chorus walks in the spring. Join us on one of our guided walks, as we look for residents of the common and share more about the enigmatic species found here.
Find out when our next event is taking place.
Friends of Skipwith Common
The Friends of Skipwith Commonexternal link were set up in 2003 and contribute a large number of hours of practical management, help look after the animals which are used to graze the site and take a particular interest in the archaeology on Skipwith Common NNR. They have a programme of guided walks and events both on the common, and at local community functions. They produce a quarterly newsletter and maintain their own website.
friendsofskipwithcommon.org.uk/
Skipwith: how to get there
Skipwith Common is in North Yorkshire
Skipwith Common can be accessed from the A19 from the village of Riccall or from A163 passing through the village of North Duffield.
We encourage the use of sustainable transport whenever possible
By train
The nearest train stations to Skipwith are Wressleexternal link and Selbyexternal link.
By bus
Bus services to and from Skipwith are provided by East Yorkshire Motor Serviceexternal link and York Pullman Bus Companyexternal link.
By car
There are three main access points to the reserve: Riccall Village along King Rudding Lane, Skipwith Village along Common Lane, Barlby (A163 Market Weighton Road, then up Cornelius Causeway).
There is a car park with two designated disabled parking bays on the site.
Additional travel information for the area is provided by Yorkshire Travelexternal link
Accommodation
Local accommodation includes a holiday park and camping and caravan sites near Skipwith and Cliffe villages. For details of where to stay locally visit the Yorkshire Tourismexternal link web site.
Additional information
Please keep dogs on leads and under close control throughout the year due to ground nesting birds and grazing livestock.
Refreshment facilities and basic services can be found in the nearby villages of Riccall, Skipwith and Barlby.
Skipwith Common: school and community groups
Skipwith Common National Nature Reserve offers exciting and engaging outdoor learning opportunities.
School visit to Skipwith Common NNR © Natural England
Bring a group to Skipwith to learn about its connection to World War II, try your hands at a real archaeological dig with experts or learn some wild science – it’s up to you!
Spectacular habitats to explore
Curriculum linked sessions
Equipment such as gps, environmental games and science resources available for use on site
Groups can: learn about the site and its archaeology, help with surveying key species on the site, see seasonal highlights, or get involved with practical conservation challenges on the NNR.
Practical information
Facilities: once you have left your coach or cars, the Common has no facilities, however, adult groups may be able to make use of the nearby public house in Skipwith Village for a lunch time break.
Toilets: there are no toilet facilities on site and most sessions will be arranged for a half day due to this.
Access: Skipwith Common is very flat and there is a good path network, woodland areas provide excellent outdoor classrooms kept clear thanks to our browsing livestock! There is an easy access route on the site which groups can use to see a selection of the World War II features. It is best to stick on or near the paths as there are inaccessible areas of the site, which help preserve its feel of a wilderness and its value as a National Nature Reserve.
More information
For further information or to see if anyone can assist with your visit, please contact Craig Ralston on 07917088021, or e-mail craig.ralston@naturalengland.org.uk
A two-seater CF-18B flies over the Parc des Laurentides en route to Valcartier firing range.
The McDonnell Douglas (now Boeing) CF-18B "Hornet" (official military designation CF-188) is a Royal Canadian Air Force (RCAF) fighter aircraft, based on the American McDonnell Douglas (now Boeing) F/A-18 "Hornet" fighter. In 1980, the F/A-18 was selected as the winner of the New Fighter Aircraft Project competition, and a production order was awarded. The Canadian Forces began receiving the CF-18 in 1982. CF-18s have supported North American Aerospace Defense Command (NORAD) air sovereignty patrols and participated in combat during the Gulf War in 1991, the Kosovo War in the late 1990s, and as part of the Canadian contribution to the international Libyan no-fly zone in 2011. CF-18s were also part of the Canadian contribution to the military intervention against ISIL, Operation Impact.
www.naturalengland.org.uk/ourwork/conservation/designatio...
Skipwith Common is Natural England's newest National Nature Reserve and it has a wide variety of wildlife that anyone can enjoy.
Skipwith Common NNR
Occupying 274 hectares within the fabulous Escrick Park Estate, Skipwith Common is a wonderful place to visit at any time of year.
Species lovers can spend time discovering the variety of rare heathland plants and rich collection of dragonflies and other insects. There are also a huge array of birds that can be spotted in and around the reserve.
If you are interested in history you will enjoy the many bronze and iron age features that are scattered about the reserve. There are also the remains of Riccall airfield, where Halifax bomber crews were trained in the Second World War.
Where: North Yorkshire, between Selby and York
Main habitats: Wet and dry heathland and scrub woodland
Events
Throughout the year we have a wide variety of events taking place at Skipwith NNR. From fungus forays in the autumn to dawn chorus walks in the spring. Join us on one of our guided walks, as we look for residents of the common and share more about the enigmatic species found here.
Find out when our next event is taking place.
Friends of Skipwith Common
The Friends of Skipwith Commonexternal link were set up in 2003 and contribute a large number of hours of practical management, help look after the animals which are used to graze the site and take a particular interest in the archaeology on Skipwith Common NNR. They have a programme of guided walks and events both on the common, and at local community functions. They produce a quarterly newsletter and maintain their own website.
friendsofskipwithcommon.org.uk/
Skipwith: how to get there
Skipwith Common is in North Yorkshire
Skipwith Common can be accessed from the A19 from the village of Riccall or from A163 passing through the village of North Duffield.
We encourage the use of sustainable transport whenever possible
By train
The nearest train stations to Skipwith are Wressleexternal link and Selbyexternal link.
By bus
Bus services to and from Skipwith are provided by East Yorkshire Motor Serviceexternal link and York Pullman Bus Companyexternal link.
By car
There are three main access points to the reserve: Riccall Village along King Rudding Lane, Skipwith Village along Common Lane, Barlby (A163 Market Weighton Road, then up Cornelius Causeway).
There is a car park with two designated disabled parking bays on the site.
Additional travel information for the area is provided by Yorkshire Travelexternal link
Accommodation
Local accommodation includes a holiday park and camping and caravan sites near Skipwith and Cliffe villages. For details of where to stay locally visit the Yorkshire Tourismexternal link web site.
Additional information
Please keep dogs on leads and under close control throughout the year due to ground nesting birds and grazing livestock.
Refreshment facilities and basic services can be found in the nearby villages of Riccall, Skipwith and Barlby.
Skipwith Common: school and community groups
Skipwith Common National Nature Reserve offers exciting and engaging outdoor learning opportunities.
School visit to Skipwith Common NNR © Natural England
Bring a group to Skipwith to learn about its connection to World War II, try your hands at a real archaeological dig with experts or learn some wild science – it’s up to you!
Spectacular habitats to explore
Curriculum linked sessions
Equipment such as gps, environmental games and science resources available for use on site
Groups can: learn about the site and its archaeology, help with surveying key species on the site, see seasonal highlights, or get involved with practical conservation challenges on the NNR.
Practical information
Facilities: once you have left your coach or cars, the Common has no facilities, however, adult groups may be able to make use of the nearby public house in Skipwith Village for a lunch time break.
Toilets: there are no toilet facilities on site and most sessions will be arranged for a half day due to this.
Access: Skipwith Common is very flat and there is a good path network, woodland areas provide excellent outdoor classrooms kept clear thanks to our browsing livestock! There is an easy access route on the site which groups can use to see a selection of the World War II features. It is best to stick on or near the paths as there are inaccessible areas of the site, which help preserve its feel of a wilderness and its value as a National Nature Reserve.
More information
For further information or to see if anyone can assist with your visit, please contact Craig Ralston on 07917088021, or e-mail craig.ralston@naturalengland.org.uk
Tikal Temple I is the designation given to one of the major structures at Tikal. It also is known as the Temple of the Great Jaguar because of a lintel that represents a king sitting upon a jaguar throne.
Tikal National Park in El Peten, Guatemala.
Tikal is among the world's travel wonders, many calling Tikal one of the most spiritually powerful spots on earth. The monumental site with its towering pyramids looms out of the thick jungle canopy like stoic sentinels of ancient mysteries.
Tikal was once a wealthy metropolis of 100,000 inhabitants and the seat of power for the great Jaguar clan lords. Today, Tikal attracts archeologists from all around the globe and the wild-live surrounding the ruins makes it a naturalist's dream. Because of its importance and magnificent combination of nature and archaeological remains, Tikal has been declared a Heritage of Humanity by UNESCO.
The ruins of Tikal include more than 3,000 structures extending over six square miles and including palaces, temples, ceremonial platforms, ball courts, terraces, plazas, avenues and steam baths. The ancient Maya began building Tikal around 600 B.C., and for the next 1500 years the area was an important religious, scientific, and political center.
The Tikal National Park is not only home to an ancient Mayan City. Screeching howler monkeys and squawking parrots provide nature's soundtrack to all visitors in the area. From monkeys to white lipped peccary, brocket deer, coati-mundis, toucans, scarlet macaws, parrots, ocelots; even the seldom jaguar can occasionally be spotted. Along with many vegetation spices there is also an abundance of tropical flowers.
For video, please visit youtu.be/Oja0drHZS6c
From left to right
Designation: CT-0101
Alias: Grimm
Bio: "Me and my bro, were gonna go far."
__
Designation: CT-0102
Alias: Reaper
Bio: "Ray bands & a fedora, nah that ain't me."
__
Designation: CT-1089
Alias: Broadside
Bio: "These kids are idiots."
__
Broadside's Log
So I'm a sniper, right? Well guess what my first deployment is gonna be CQC. Great, and I'm with two kids who call themselves The Bloodbrothers, sounds stupid, but hey it's fitting. Hell I don't even think they're clones. I don't know whats happening but this looks like the end of my story, and it hasn't even started.
__
I tried a different angle, what do you think?
So I posted a goodbye picture after months of no uploads, then this? Well I got my camera (Didn't have one previously), some members of the 457th are trying to revive it (Some inspiration), and my legos got here finally (moved). So no, this isn't my comeback, just me maybe gonna start posting a tad bit. Not trying to be a view whore, just trying to get my inspiration back. Hope you don't mind.
Also like the easter eggs?
Circa 1883 - The gatehouse at Bletchley Park - Bletchley, Buckinghamshire on 13 September 2021.
Grade II listed.
The following is from the Historic England website.
Name: Gatehouse and attached south range
Designation Type: Listing
Grade: II
List UID: 1246848
The south side of the stable yard consists of the gateway, flanked by single storey ranges to the east and west, that to the west originally slightly detached, each having a half-hipped roof and forming the south return of the west stable range (q.v.). Built in c.1883-88 for H.S Leon following his purchase of the property in 1883, as a store for apples, pears and plums produced on the estate. Altered and extended by Edward Swinfen Harris in c.1890. Converted in 1938-39 to provide accommodation for Government Code and Cypher School (CG&CS) by Hubert Faulkner, a local builder.
PLAN: a long range, aligned east-west and enclosing the south side of the stable yard; it adjoins the south end of the west range, now The Bungalow and attached stables range (qv).
EXTERIOR: One and a half storeys. The gatehouse, which faces across the rear of Bletchley Park (qv), is built of timber, raised on four-in brick pilasters on flanking walls, the posts rising from stone pads, and having trefoil-pierced arched braces to a high horizontal lintel each side. Boarded soffit with access trap for a vertical iron stair. The superstructure containing the clock mechanism is gabled on the north and south faces. Framed with square panel decorative framing, and having pebbledashed infill. Two keyed bronze clocks face the yard and rear of the house. Bargeboards carved with stepped arcading rise to meet at a dropped pendant. Plain tile roof with crested ridge tiles. Two smaller gables of similar construction face east and west over the linked buildings. At the centre of the roof, standing on a tiled octagonal base below ridge level, is an octagonal louvred belltower with a lead-covered ogee cap carrying a wind vane with a wyvern crest.
Running east from the gatehouse, a single storey range of eight bays with three single bay two-storey gables facing south, with deep bargeboarded eaves, plain Dreadnaught nib-tiled roof (probably dating from a re-roofing), half-hipped at the gatehouse end, with crested ridges. The first and third gables from the gatehouse originally had wide brick-arched openings and double doors for access to the fruit stores, now infilled. Two original two-light timber casement windows survive in the gables. Also a single door and various replaced paned timber windows on the ground floor. The eighth bay was apparently added in the late 1880s or early 1890s by E.S Harris, and has a door and windows in the gable end.
The yard elevation, facing north, has a high chamfered plinth, later rendered and colourwashed, and various replaced windows, with the added end bay returned by 1/2 bay under a hipped roof carried on four chamfered posts. This covers an entrance and window from the yard at the east end. Two small side windows with coloured leaded glass. Beyond the end gable, a short crenellated wall running east from the south face of the building has a two-centred gateway arch with a framed and panelled door with decorative ironwork on the south face.
West of the gatehouse. is a two-bay single-storey returned end of the west range of the former garage, the front now infilled with wire-cut Flettons when the building was converted to a dwelling for the site surveyor[ PW1]. Similar tiled roof half-hipped against the gatehouse. It appears to have been built independently of the gatehouse and linked later.
INTERIOR: The range east of the gatehouse is subdivided by plastered brick partitions, with a stud wall forming a corridor on the south side. Boarded floors. Two chimney stacks, with stepped tile, and brick fireplaces. The single purlin roof is on king-post trusses and intermediate studs above and below the collar.
HISTORICAL NOTE: during the Second World War, the section east of the gatehouse, known then as the 'bungalow' was re-partitioned to accommodate the [PW2] Enigma Attack section of CG&CS.
The group of buildings intimately associated with. and lying to the north of the listed Bletchley Park consists of two ranges of buildings forming the south and west side of the former stable yard, a row of three cottages. now forming the north side of the yard. and two estate buildings, now private dwelling houses known as The Bungalow and Fenella (not included), continuing the west range further to the north beyond the north gate. The range of eight loose boxes enclosing the stable yard on the east was demolished in 1937.
Bletchley Park is the successor to Water Hall, a fine mansion built in 1711 by the eminent historian Dr Browne Willis. co-founder of the Society of Antiquaries of London. on land purchased by his ancestor from the second Duke of Buckingham in 1694. The house was demolished in 1798 by Thomas Harrison. steward to Earl Spencer, the then owner. The estate was split up and was bought in 1865 by a descendent. Spencer Harrison, who sold it in 1870s to a Mr Coleman, who erected a new house, which now forms the rear part of the house now known as Bletchley Park. This was enlarged by a succeeding owner, Samuel Beckham in 1881 who had bought it with 430 acres. The estate however was again sold in 1883 to Herbert Samuel Leon. an eminent stockbroker. financier, company director, later a county councillor, liberal MP for North Division of Buckinghamshire (1891-1895), newspaper proprietor, successful farmer and a good friend of the Prime Minister David Lloyd George, who frequently stayed at the house. He was created baronet in 1911, and through his local interest and beneficence, the town benefited considerably. Sir Herbert considerably enlarged the house immediately following his purchase, adding an opulent new south front range. The identity of his architect is not known. He also developed ancillary accommodation to the north around a stable yard and his extensive nursery gardens, which included a walled garden and orchid houses. Further buildings on the estate, which at one time had about 200 staff, including the Lodge, built in 1886, Dauphin House (for M & E engineer) 1886. the Laundry 1888. Lodge and Pavilion on Buckingham Road. 1896-7, a house in School Lane, 1899 and the eight Noel Cottages on Church Green Road, of 1904. He died in 1926 and Lady Fanny Leon continued to live there and actively support the community until her death in 1938. The estate was then further split up and sold.
After March 1938. with the tensions in Europe rising fast following the Austrian Anschluss, the property. then vacant, was identified from a list of available properties by 'Commander' Alastair [PW3] Denniston of the Ministry of Works as a new dispersal location for the Foreign Office's Code and Cypher School, GC & CS, later renamed GCHQ. The first elements of the organisation, known flippantly as Capt. Ridley's Shooting Party', moved in in August 1939. The accommodation in the house was soon insufficient for the rapidly growing organisation, and personnel spilled over into all outbuildings, and a range of hastily erected prefabricated huts.
The organisation, under Rear-Admiral Sinclair, who was later referred to simply as 'C', was equipped with and developed the Enigma electro-mechanical deciphering machines originally designed in the 1920s. The enemy coded messages deciphered here by the 7,000-plus staff were greatly instrumental in the prosecution and successful outcome of the Second World War. The accommodation was soon expanded into a series of huts, a further expansion occurring in response to German expansion into the Balkans and North Africa. The Station was responsible for developing methods to penetrate up to 58 German Enigma codes, and to sift the intelligence, termed top secret ULTRA, for direct transmission to the Prime Minister, Whitehall and to operational field stations, the special liason Units. One of its most significant early successes was the interception of the German Knickebein beam guidance system in June 1940. later, it became the hub of the Battle of the Atlantic and was able to forewarn accurately the disposition of German defences prior to Operation Overlord. It also identified secret work at Peenemunde and forewarned the V-weapon attacks.
The Porsche 996 is the internal designation for the 911 model manufactured from 1997 to 2006[1] It was replaced by the 997 in 2004 but the high performance Turbo S, GT2 and GT3 variants remained in production until 2006. The 996 had little in common with its predecessor, with the first all new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakthrough from the original car other than the overall layout.
The 996 Turbo debuted at the Frankfurt Auto show in September 1999 and went on sale in the US in summer of 2000 as a 2001 model. The Turbo is powered by a water-cooled twin-turbocharged and intercooled 3.6-litre flat-6 engine derived from the 1998 Le Mans winning 911 GT1 race car. The engine is rated at 309 kW (420 PS; 414 hp) at 6,000 rpm and 415 lb⋅ft (563 N⋅m) of torque. It features an all-wheel drive system and was available with either a 6-speed manual or a 5-speed Tiptronic transmission. It has revised styling and a wider stance than the naturally aspirated 996 Carrera models, along with new bi-xenon headlamps and a fixed rear wing. The Turbo also came with VarioCam Plus and stability management, and on the US models, an electronically adjustable rear spoiler was included which would rise at a speed of 76 mph (122 km/h) and lower at 36 mph (58 km/h). The bodywork was also revised to allow airflow to 3 radiators up front and to accommodate 18-inch wheels and tyres.
Mission 16.1:
Designation: CT-9696
Nickname: Flip
Rank: ARC Sergeant
Unit: 253rd Legion 1st Regiment
Log 0.02
“ it was a long and boring journey traveling through hyper space on that ugly separatist ship. We were heading to an outer rim planet of Vandos Prine, another icy hell hole.
Fantastic, this is gonna be so fun.
As we exited hyperspace I got all my gear ready. It was the first time in a while I’d be going out on the front lines fighting clankers. I’d be lying if I said I wasn’t scared from my boots to my vibroblade. I was summoned to the bridge for a secret transmission from my new admiral. When I first saw him I knew I would have a hard time taking orders from him. I could tel from the way he spoke down to us that he had no love, respect, or appreciation for us clones, he was just another wealthy core world civilian who knew the chancellor.
Why are we taking orders from him? No clone should be subject to such ignorance, after all we have done for the republic, to be treated as slaves and weapons?
As the mission Briefing ends were sent to the gunships, with the bad tase from my interaction with the admiral still fresh in my mouth.
On the gunship I meet my new companions, two clones who have been with the 253rd for a while by the tell of the scorches and scratches on their armor
“What’s your name brothers?” I ask
The one on the left answers, “ they call me Skipper and my brother here Dae, I guess we’ll be working with you from now on Sir. I’ve heard lots about that fancy ARC training you and a couple others received on kamino, good stuff”
“Yes indeed, after the first battle of the war I was the only survivor in my squad so they sent me for further training, once that was done they shipped me off here. They call me Flip, and please, don’t call me sir.”
Once we landed we used our jet packs to get high in the sky, onto the floating platform where the communication equipment was stations. I told Skipper and Dae to stay on the lower level of the floating platform and set charges, where I went to the top to make sure the alarm systems didn’t go off once we started blasting it out of the clouds.
Damn that’s a nice view
//end//
Howdy and this is my entry for mission 16.1 on vandos prime! Hope you enjoy!
What is a "flagcruiser?" It's the designation I came up with between heavy cruiser and greatcruiser. Holmfirth's original mission was to hunt down and destroy the Whispering Mare. Sadly, Ryan decided to attack me before she was ready, and I responded with an international coalition to finish that damned thing once and for all. I don't know what he expected to happen. When it became clear a cruiser fleet inspection would have to happen, I left Holmfirth flying under the Bolish flag, as she had been built in Boland and was legally owned by Boland, only to be later sold in exchange for production rights to something else. I thought this ship would last a few CRs by lurking in the background, but lo and behold, she gets her shit slapped by destroyers in the opening battle of the current war. Maybe she can redeem herself? If she even survives the next CR...
Edit: she made it out and has had a career of running up and down the Tethys sea escorting troop transports ever since. She even helped sink a battlecruiser that had early been wounded by an Ordenhere fort!
I've been concerned the stats might be a tad on the powergaming side of things, but I only ever intended to build this one ship, whose purpose was lost before she was even finished. Tell me what you guys think:
Speed: 33 knots
Armament: 2x3 10-inch guns, 8x1 four-inch dual purpose guns, 4x2 1.5-inch twin autocannons, 9x1 1-inch autocannons, 4x3 21-inch torpedo tubes, 1x1 long-range high-power radio tower/receiver
Aircraft: 1 floatplane and catapult
Armor: 4.5 inch belt over magazines and engine machinery (this especially gives me doubts),1.4 inches of deck armor over magazines and engine machinery, 3 inches on main turrets, 1 inch on the secondaries
Range: 15,000 km
Valley of Fire State Park is a public recreation and nature preservation area covering nearly 46,000 acres (19,000 ha) located 16 miles (26 km) south of Overton, Nevada. The state park derives its name from red sandstone formations, the Aztec Sandstone, which formed from shifting sand dunes 150 million years ago. These features, which are the centerpiece of the park's attractions, often appear to be on fire when reflecting the sun's rays. It is Nevada's oldest state park, as commemorated with Nevada Historical Marker #150. It was designated as a National Natural Landmark in 1968. Valley of Fire is located 50 miles (80 km) northeast of Las Vegas, at an elevation between 1,320–3,009 feet (402–917 m). It abuts the Lake Mead National Recreation Area on the east at the Virgin River confluence. It lies in a 4 by 6 mi (6.4 by 9.7 km) basin. Complex uplifting and faulting of the region, followed by extensive erosion, have created the present landscape. The rough floor and jagged walls of the park contain brilliant formations of eroded sandstone and sand dunes more than 150 million years old. Other important rock formations include limestones, shales, and conglomerates. Prehistoric users of the Valley of Fire included the Ancient Pueblo Peoples, also known as the Anasazi, who were farmers from the nearby fertile Moapa Valley. Their approximate span of occupation has been dated from 300 BC to 1150 AD. Their visits probably involved hunting, food gathering, and religious ceremonies, although scarcity of water would have limited their stay. Fine examples of rock art (petroglyphs) left by these ancient peoples can be found at several sites within the park. The creation of Valley of Fire State Park began with transfer of 8,760 acres (3,550 ha) of federal land to the state at Nevada in 1931. Work on the park was initiated by the Civilian Conservation Corps in 1933. During the years of their employment, which continued into the early 1940s, the CCC workers built campgrounds, trails, stone visitor cabins, ramadas, and roads. The park opened in 1934; it achieved official designation by the state legislature in 1935. Valley of Fire Road is the main road accessing and traversing through the park. The 10.5-mile (16.9 km) section of the road between the east and west entrances of the park was officially designated as a Nevada Scenic Byway on June 30, 1995.
en.wikipedia.org/wiki/Valley_of_Fire_State_Park
Climbing the steps towards the Ten Thousand Buddhas Monastery in Sha Tin, Hong Kong.
Its designation as a monastery is a misnomer because there are no monks residing at the complex, which is managed solely by laypersons. Both the main temple building, and the pagoda are listed as Grade III historic buildings by the Government of Hong Kong.
Ground-breaking and construction of the temple began in 1951 under Yuet Kai and his followers, and the structure was finished six years later. It closed for three years at the end of the 20th century after one of its caretakers was killed in a mudslide caused by poorly maintained slopes nearby. The main journey up to the monastery is an attraction itself, as the path is lined on both sides with golden Buddhas, each unique and in different poses. Despite the common translation of its name, the monastery contains nearly 13,000 Buddha statues.
The Monastery was founded in 1951 by the Venerable Yuet Kai, who moved to Hong Kong from mainland China almost two decades before in 1933 to proselytize the teachings of Buddhism. The site previously housed a temple to Kwun Yam where a nun was killed during World War II. After the land was purchased by the owner of a local tobacco company, he consequently donated it to Yuet Kai for the purpose of establishing a Buddhist college.
This, however, did not come to fruition and the Monastery was built in its stead. Yuet Kai and his followers carried out the building "by hand" and personally transported supplies from the base of the hill. This endeavour was funded through donations from the lay public; the construction of the Monastery was eventually completed in 1957, although the installation of Buddhist statues throughout the monastery complex continued into the new millennium.
Yuet Kai died in 1965, eight years after the Monastery first opened. An apocryphal story written by his followers claims that his body was found to be incorruptible eight months after his death, a result of the seated lotus position he was buried in. However, newspapers maintain that he was in fact embalmed; his intact body is exhibited in the main hall of the monastery.
Unlike an actual monastery, the Ten Thousand Buddhas Monastery does not have any monks living on site; the complex is instead maintained by laypeople. After Yuet Kai's death, his nephews assumed the role of overseeing the maintenance of the building. It was at this time that the Monastery began to decline in popularity. This was partly owing to the disruption caused by the construction of the Sha Tin New Town during the 1970s. Renovations to the Monastery buildings have taken place since; the latest renovation was described by the Antiquities Advisory Board as having compromised the building's historic "authenticity".
Information Source:
Space Shuttle Atlantis (Orbiter Vehicle designation: OV‑104) displayed at the Kennedy Space Center Visitor Complex (FL).
[Load program]
…
[Designation: Metatron]
[Origin: GD Autonomous Walker Yard 7, Houston, TX]
[Transponder: Central States of America]
[Mission: Forward base defence, nuclear deterrent]
[Entering Duckling mode…]
…
[Accept Program: Y/N]
> N
[Input new program]
…
[Program accepted]
…
>
We are Metatron,
Right Hand of God,
Carrier of the Torch,
Wrath of the Prelacy Ascendant.
>
The Sisterhood must be punished for its heresies.
>
We are coming.
>
Cathedral will fall.
>
[Execute program]
Not sure on designation yet.. But all I know is that until BRICKFAIR the B4 droids will have to wait since I don't have any other old revolvers (the new LR ones don't work at all.)
Anyway , I KNOW I got this idea from somewhere but I don't remember where... There's 3 more , an HK-09 , HK-50 and HK-51 (K2 cut content)
Needs blue arms , I know. Problem is I can't find my droid gunship set from 2014 and that still only has two of those , and this guy uses six of those parts.
About the droids color - these , unlike the B4 droids , do not have environment specific variations. The colors are just there Becuase I liked them. Unlike say , on a B4 , where a blue one would be an aquatic version. Also , for some reason if I stand him he casts a shadow OVER HIMSELF , and it makes the picture look TERRIBLE. So instead he's lying on my over full work table (seriously , that worker drone trapped under his spear I literally couldn't find somewhere else to put)
Designation
Name of the building: Church
Running title: Notre-Dame de Croaz-Batz Church and enclosure
Location: Brittany; Finistère (29); Roscoff; Albert-de-Mun street
Building address: Albert-de-Mun (street)
Cadastral references: 1998 AC 131
Historical
Century of the main construction campaign
16th century; 1st quarter 17th century; 18th century; 19th century
Century of secondary construction campaign
4th quarter of the 18th century
Year(s) of construction campaign(s)
1515; 1610; 1634; 1701; 1777
Historical description
The Church of Notre-Dame de Croaz-Batz was built between 1515 and 1549. Originally, it ended on the east with a chancel with a flat chevet. The current chancel was rebuilt in the early 17th century. The entire roof structure was paneled in 1610, and the south porch was replaced in 1634 with a chapel dedicated to Saint Joseph. The north chapel was not added until 1701. Major interior renovations took place in 1777.
Protection and label
Nature of the protection of the building
Partially listed as a historic monument
Date and level of protection of the building
1886/07/12: classified MH; 1913/10/22: classified MH; 1934/01/23: classified MH
Clarification on the protection of the building
Church (cad. AC 131): classified by decree of July 12, 1886; The two ossuaries (cad. AC 131): classified by decree of October 22, 1913; Enclosure surrounding the church and its boundary walls (cad. AC 131): classified by decree of January 23, 1934
Nature of the act of protection
Order; decree
Reference to preserved objects
PM29000958; PM29002954; PM29003890; PM29003891; PM29006073; PM29006105; PM29006106; PM29006107; PM29006108; PM29001229; PM29000969; PM29000962; PM29000974; PM29001817; PM29000970; PM29000961; PM29000964; PM29000963; PM29000968; PM29001818; PM29000965; PM29001678; PM29000973; PM29001680; PM29000971; PM29000960; PM29000966; PM29000959; PM29000967; PM29000972; PM29001679
Legal status
Legal status of the owner
Property of the municipality
The USS Texas, constructed in 1892 with hull designation AC1, was a 301' long armored cruiser boasting two single 12" guns, six 6" guns, twelve 6 pounders, ten 1 pounders, Gatling guns, and torpedoes; a dreadnought to be reckoned with in her day. Similar to the more famous USS Maine, hull designation AC2, the main difference being the main guns: while the Texas possessed single 12" guns along the centerline, in offset fore and aft turrets, the Maine had two guns per turret, increasing her displacement and overall dimensions. After the destruction of the Maine in Havana harbor, the Texas served proudly during the Spanish-American War, pounding the Spanish fleet during a fierce battle off Santiago. After the war, the USS Texas joined Roosevelt's Great White Fleet during that epic voyage flaunting American might. Soon thereafter, however, she became obsolete as technological advances passed her by. Rather than attempting to modernize her, the Texas was to be utilized as a target for ordinance tests and naval gunnery exercises. In February, 1911, her name was officially changed to SAN MARCOS, with the designation of USS Texas soon to be passed on to her successor. She was stripped of her armament, with the exception of her 12" guns, and towed into the Chesapeake Bay, off Tangier Island. March and April of 1911 witnessed numerous ships hurling projectiles and casting torpedoes at the once proud warship. During an interval following the first round of exercises, the 12" guns were salvaged, as well as other accessible brass and copper fittings. The SAN MARCOS was allowed little relief; following World War I, Billy Mitchell utilized the target vessel as practice prior to sinking the Ostfriesland and other German war prizes. The past 80 years has seen the sunken hulk battered by weather, continued naval exercises and aerial bombardment, salvage, and demolition. The former armored cruiser did not go quietly, however. She sought her revenge on several unaware vessels that would run aground on her submerged hulk and sink. Currently, the hulk lies scattered along the bottom of the Chesapeake Bay in 30' of water, with sections rising to within 15' of the surface. Navigation of the wreck is next to impossible given the extensive demolition of the wreck and average visibility of less than 2 feet. There is little potential for artifact recovery due to her salvage history – much of her upper decks were demolished and pushed into a trench along the side of the wreck in order to prevent further navigation accidents. Portions of the wreck of interest to a visiting diver are likely to be interned beneath twisted bulkheads or buried in sediment. However, a lucky diver may perhaps find a relic from the USS Texas, an ancestor of our contemporary Navy.
/LOG_ENTRY/ Designation: Protector-491 ‘Ghost’
Entry title: War on the streets of Garang
‘We arrived in the outskirts after a major battle had begun in the streets of Dantooine’s capital. My squaddies fell behind and I made my way for the droid army’s centre. A group of them were attacking a small scrap-parts shop, so I picked up a discarded rifle and got to work.’
—————————————
Quite happy to be building in free form again, rather than using a frame.
Circa 1890 - Cottages 1,2 & 3 at Bletchley Park - Bletchley, Buckinghamshire on 13 September 2021.
Grade II listed.
The following is from the Historic England website.
ame: Cottages 1, 2 and 3
Designation Type: Listing
Grade: II
List UID: 1246849
A row of three cottages, now two dwellings and an exhibition area, forming the north side of the former stable yard of Bletchley Park (qv), and probably originally an alteration and extension of an earlier north range undertaken c.1890 by Edward Swinfen Harris, architect of London and Stony Stratford, for Leon's Head Groom, Cottage (No 1), a feed store with hay loft over (No 2), and, at the east end (No 3), a tack room with accommodation for stable lads over. Converted in 1938-39 to provide accommodation for Government Code and Cypher School (CG&CS) by Hubert Faulkner, a local builder.
PLAN: east-west aligned range enclosing north of stable yard.
EXTERIOR: Head Groom's cottage, now No 1, of two-storey, 'l'-plan, red brick, with shaped tile hanging to the south-facing upper storey and the half-hipped gable at the rear. Plain red tiled roof with crested ridges. Entrance in the angle of the 'l' under a forward extension of the roof, facing south; a recessed porch with a two-bay timber arcaded front on turned columns, covering a five-panelled door and two-light hall window with diamond lattice lead glazing. The main living room in the south gable has a canted bay window with PVCu glazing and hipped tiled roof. Above, on the first floor, a four-light window, later altered. To the rear two segmental-headed plate glass sash windows on the ground floor, and two two-light windows on the first floor. large brick stack with brick string and outsetting head, carrying four clayware pots. The west side- the upper floor is tile hung above a double chamfered brick course, and attached at right angles, a low service outbuilding providing a covered lobby for the side door, a fuel store and door to the rear garden. A short two-storey service wing to the east with a rear entrance extends to meet the rear of Cottage No 2.
Cottage No 2 stands forward of the Groom's Cottage, attached by an angled rendered brick wall [PW1] flanked by offsetting brick buttresses, now infilled with two four-paned windows, probably an alteration of c.1910. The cottage is of one storey and attics, and consists of two parallel ranges with a central valley gutter, roofed with plain red tiles with crested ridges. Beyond the forward buttress, a panelled door with six-pane light, and, to the right, a further sash window, followed by a projecting one and a half storey brick stair tower with canted angles rising from a high chamfered plinth to a hipped roof with open eaves. Two-light windows directly under the eaves around the southwest angle. Six-flue brick chimney between Cottages No 2 and No 3.
Cottage No 3, now a private dwelling, continues the double banked building past the stair tower, the roof returning at a slightly higher level at the east end forming a small louvred gablet above the front ridge. Similar window details and white painted front. Large dormer on the return end. Brick stack with red clayware pots. Four-light window and a long lean-to against the gable end. To the rear, paired four-light sash windows under a painted lintel, four-light window with segmental head, and two dormers, one four-light and one two-light, with tile hung gables.
INTERIORS: modernised. Through corridor in No 1, with door to the former sitting room on the left, and dog-leg stair on the right. In No 2, the corridor runs at an angle. The stair has a high match boarded dado and a pole handrail supported on square chamfered balusters. Rooms plastered. Half-storey in attic.
HISTORICAL NOTE: Following the acquisition of Bletchley Park by GC&CS, Cottage No 1 was occupied by Lt. Commander Dunn, head of Naval Intelligence, with his two A TS drivers billeted on ground floor. Cottage No 2 was occupied by the Head Storeman, and No 3 by the Catering Officer responsible for feeding the very numerous staff of Bletchley Park.
The group of buildings intimately associated with, and lying to the north of the listed Bletchley Park consists of two ranges of buildings forming the south and west side of the former stable yard, a row of three cottages, now forming the north side of the yard, and two estate buildings, now private dwelling houses known as The Bungalow and Fenella (not included), continuing the west range further to the north beyond the north gate. The range of eight loose boxes enclosing the stable yard on the east was demolished in 1937.
Bletchley Park is the successor to Water Hall, a fine mansion built in 1711 by the eminent historian Dr Browne Willis, co-founder of the Society of Antiquaries of London, on land purchased by his ancestor from the second Duke of Buckingham in 1694. The house was demolished in 1798 by Thomas Harrison, steward to Earl Spencer, the then owner. The estate was split up and was bought in 1865 by a descendent, Spencer Harrison, who sold it in 1870s to a Mr Coleman, who erected a new house, which now forms the rear part of the house now known as Bletchley Park. This was enlarged by a succeeding owner, Samuel Beckham in 1881 who had bought it with 430 acres. The estate however was again sold in 1883 to Herbert Samuel Leon, an eminent stockbroker, financier, company director, later a county councillor, Liberal MP for, North Division of Buckinghamshire (1891-1895), newspaper proprietor, successful farmer and a good friend of the Prime Minister David Lloyd George, who frequently stayed at the house. He was created baronet in 1911, and through his local interest and beneficence, the town benefited considerably. Sir Herbert considerably enlarged the house immediately following his purchase, adding an opulent new south front range. The identity of his architect is not known. He also developed ancillary accommodation to the north around a stable yard and his extensive nursery gardens, which included a walled garden and orchid houses. Further buildings on the estate, which at one time had about 200 staff, including the Lodge, built in 1886, Dauphin House (for M & E engineer) 1886, the Laundry 1888, Lodge and Pavilion on Buckingham Road, 1896-7, a house in School Lane, 1899 and the eight Noel Cottages on Church Green Road, of 1904. He died in 1926 and Lady Fanny Leon continued to live there and actively support the community until her death in 1938. The estate was then further split up and sold.
After March 1938, with the tensions in Europe rising fast following the Austrian Anschluss, the property, then vacant, was identified from a list of available properties by 'Commander' Alastair [PW2] Denniston of the Ministry of Works as a new dispersal location for the Foreign Office's Code and Cypher School, GC&CS, later renamed GCHQ. The first elements of the organisation, known flippantly as Capt. Ridley's Shooting Party', moved in in August 1939. The accommodation in the house was soon insufficient for the rapidly growing organisation, and personnel spilled over into all outbuildings, and a range of hastily erected prefabricated huts.
Following the acquisition of Bletchley Park by GC&CS, Cottage No 1 was occupied by Lt. Commander Dunn, head of Naval Intelligence, with his two A TS drivers billeted on ground floor. Cottage No 2 was occupied by the Head Storeman, and No 3 by the Catering Officer responsible for feeding the very numerous staff of Bletchley Park. The organisation, under Rear-Admiral Sinclair, who was later referred to simply as 'C', was equipped with and developed the Enigma electro-mechanical deciphering machines originally designed in the 1920s. The enemy coded messages deciphered here by the 7,000-plus staff were greatly instrumental in the prosecution and successful outcome of the Second World War. The accommodation was soon expanded into a series of huts, a further expansion occurring in response to German expansion into the Balkans and North Africa. The Station was responsible for developing methods to penetrate up to 58 German Enigma codes, and to sift the intelligence, termed top secret ULTRA, for direct transmission to the Prime Minister, Whitehall and to operational field stations, the Special Liason Units. One of its most significant early successes was the interception of the German Knickebein beam guidance system in June 1940. Later, it became the hub of the Battle of the Atlantic and was able to forewarn accurately the disposition of German defences prior to Operation Overlord. It also identified secret work at Peenemunde and forewarned the V-weapon attacks.
The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.
The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.
NAME
The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.
Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.
Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.
Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.
FIRST GENERATION (1953)
The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.
The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.
Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.
SECOND GENERATION (1954–1956)
In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.
For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.
For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.
THIRD GENERATION (1957-1960)
1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.
1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.
There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.
The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.
An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.
For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.
On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.
The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.
The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.
The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.
A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.
The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.
FOURTH GENERATION (1961–1964)
Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.
A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.
In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).
It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.
FITH GENERATION (1965–1966)
The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.
In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.
SIXTH GENERATION (1967–1970)
The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.
The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.
Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.
In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.
In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.
In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.
SEVENTH GENERATION (1971–1978)
The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.
In 1972 sales rose to 40,074.
Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.
In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.
The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.
1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.
For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.
In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.
In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.
A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.
ELDORADO BIARRITZ
Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.
The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).
For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.
The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.
EIGHTH GENERATION (1979–1985)
A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.
In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]
For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.
Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.
From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.
In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.
Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.
Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.
NINTH GENERATION (1986–1991)
The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.
The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.
Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.
1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.
TENTH GENERATION (1992–2002)
The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.
The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."
In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.
In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.
The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.
In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.
Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.
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