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SONY a7II + SIGMA MC-11 ( EF-E ) + SIGMA 85mm F1.4 EX DG HSM
Developed by Adobe Photoshop Lightroom CC 2015.6.1
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I had to develop a roll of film I'd been shooting to function test a little tweak I did to my AE-1 before I start out a little mini project with Mark. Check the blog out for more details about that.
Anyway, when I arrived to get my roll processed, I realized that I still had one frame left. What the hell, I need a shot for today anyway right?
Canon AE-1 | Canon FD 28mm f/2.8
Kodak 400 Color | SOOC
20130507
Minox Daylight Developing Tank:Bakelite
Jobo 1510 Tank with 1501 DoulSet reel DIY to Minox 8x11 size:Plastic
Nikkor Developing tank with Minox format reel:Stainless steel
Kindermann Minox format Developing tank and reel:Stainless steel
DIY Jobo 1501 reel to Minox 8x11 format size method link here（Dropbox）:
Window in an old grain elevator. Photographed with Kodak Instamatic X-15F Camera. Ilford Delta 100 35mm film Semi-Stand developed in Adonal (Rodinal) 1-100 for about 1 hour.
From an eight inch square of linen laid cotton (well, some) paper.
Developable is fifty-cent word for "can only bend in one direction at a time." That's not so much a property of paper as it is a dare.
Developed in Caffenol C-L Semi-Stand 60min;Ilford HP5+; Pentax P30; SMC Pentax 55mm f1.8; Epson V600
Roll : 2017 - Décembre- N&B- Strasbourg
Not sure whether this was an exercise, an attempt to hide the equipment, or something seriously wrong!
This a Vietnamese Navy, Soviet built, Osa II class, missile ship no. HQ-358 (1 of 8 run by the Vietnamese Navy). The Vietnam People's Navy (commonly, Vietnamese Navy - Vietnamese: Hải quân nhân dân Việt Nam) is part of the Vietnam People's Army.
Project 205 Tsunami, more commonly known by their NATO reporting name Osa, are a class of missile boats developed for the Soviet Navy in the early 1960s. The Osas are probably the most numerous class of missile boats ever built, with over 400 vessels constructed for both the Soviet Navy and for export to allied countries. "Osa" means "wasp" in Russian, but it is not an official name. The boats were designated as "large missile cutters" in the Soviet Navy.
The Project 205 boats are bigger than the pioneering Project 183R (NATO: Komar class) boats, with a mass four times greater, and nearly double the crew. They were still meant to be 'minimal' ships for the planned tasks.
The hull was made of steel, with a low and wide superstructure made of lighter AMG alloys, continuous deck, and a high free-board. The edges of the deck were rounded and smooth to ease washing off radioactive contamination in case of nuclear war. The hull was quite wide, but the Project 205 boats could still achieve high speeds as they had three Zvezda M503 radial diesel engines capable of a combined 12,000 hp (15,000 hp on Project 205U onward) driving three shafts. The powerful engines allowed a maximum speed of about 40 knots together with reasonable endurance and reliability. There were also three diesel generators. Two main engines and one generator were placed in the forward engine room, the third main engine and two generators in the aft engine room. There was a control compartment between the two engine rooms.
The problem related to the weak anti-aircraft weaponry of the earlier Project 183R was partially solved with the use of two AK-230 turrets, in the fore and aft deck. An MR-104 Rys (NATO: "Drum Tilt") fire-control radar was placed in a high platform, and controlled the whole horizon, despite the superstructures that were quite wide but low. Even if placed in the aft, this radar had a good field of view all around. The AK-230 turrets were unmanned, each armed with two 30 mm guns capable of firing 2,000 rpm (400 practical) with a 2,500 m practical range. Use against surface targets was possible, but as with the previous Komar ships, once all missiles were expended it was planned to escape and not fight. Truly effective anti-surface weaponry was not available until the introduction of the Project 12341.1 Molniya (NATO: "Tarantul") class corvettes, with 76 mm guns.
The missile armament consisted of four box-shaped launchers (protected from bad weather conditions) each with one P-15 Termit (NATO: SS-N-2 "Styx") missile. This doubled the available weapons compared to the Project 183R, giving greater endurance. The missiles were controlled by a MR-331 Rangout (NATO: "Square Tie") radar and a Nikhrom-RRM ESM/IFF that even allowed targeting over the horizon, if the target's radar was turned on.
With all these improvements, these ships were considerably more effective. They had one of the first, if not the first close-in weapon systems (CIWS). The survivability rating was improved to 50%, and the required volley of 12 missiles could be launched by only three ships. Sinking a destroyer was therefore regarded as 'assured' using only six ships (two squadrons of three vessels), making the Project 205 vessels easier to coordinate and even cheaper than would be the required number of Project 183R boats to achieve the same effectiveness.
As a result of these improvements, Project 205 boats were without equal in the late 1950/early 1960s. Over 400 were made in USSR, and another 120 in China. Some of the improved Project 205U (Osa II) were equipped with the 9K32 Strela-2 (NATO: SA-N-5 "Grail") surface-to-air missiles in MTU-4 quadruple launchers, in an attempt to improve air-defences. This new model also had improved, more powerful engines, and new cylindrical missile boxes, with the improved P-15U missiles. The later 205M and 205mod boats had longer tubes for the further-improved P-15M missiles.
Details:
Type:Fast attack craft
Displacement:171.5 tons standard, 209 tons full load
Length:38.6 m
Beam:7.64 m
Draught:3.8 m
Installed power:
3x 4000 hp M-503G diesel engines (205)
3x 5000 hp M-504B diesel engines (205U onwards)
Propulsion:3 shafts
Speed:
38.5 knots (205)
42 knots (205U onwards)
Range:1,800 nmi (3,300 km) at 14 knots,
800 nmi (1,500 km) at 30 knots,
500 nmi (930 km) at 35 knots
Endurance:5 days
Complement:
28 (Osa I)
29 (Osa II)
Sensors and
processing systems:
MR-331 Rangout (Square Tie) radar
Klyon fire-control system for P-15 Termit
Nickel IFF
MR-104 Rys (Drum Tilt) fire-control radar for AK-230
ARP-58SV radio direction finder
Electronic warfare
and decoys:
Nikhrom-RRM IFF/ESM
Armament:
2x AK-230 twin 30 mm CIWS
4x P-15 Termit (SS-N-2 Styx) anti-ship missiles
+++ 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 Sd.Kfz. 141/4 Panzerkampfwagen III, commonly known as the Panzer III, was a medium tank developed in the 1930s by Germany and was used extensively in World War II. It was intended to fight other armored fighting vehicles and serve alongside and support the similar Panzer IV which was originally designed for infantry support. However, as the Germans faced the formidable T-34, more powerful anti-tank guns were needed, and since the Panzer IV had more development potential with a larger turret ring, the latter was redesigned to mount the long-barrelled 7.5 cm KwK 40 gun and the Panzer III effectively swapped roles with the Panzer IV. Later, the Panzer V “Panther” took over the role of the standard MBT. Production of the Panzer III as battle tank ceased in 1943. Nevertheless, the Panzer III's capable chassis was used for a range of specialized vehicles.
The Panzer III was by far the most widely used of all Axis chassis. Besides the StuG, or Sturmgeschütz III, family (9500 built), suspensions, tracks and engine were used in almost a dozen specially modified vehicles. These included the Tauchpanzer III, an improvised “submarine version” designed for “Operation Seelöwe”, the invasion of Great Britain in August 1940, the Sturm-Infanteriegeschütz 33B (or sIG-33B), a 1941-42 conversion of regular Panzer IIIs into a self-propelled chassis for the massive 150 mm (5.9 in) field gun, or the Sturmhaubitze 42 (StuH 42), of which 1024 were built. Other conversions included the Flammpanzer III Ausf.M(Fl), an Ausf.M-based flamethrower version, the Panzerbefehlswagen III command tanks and the Artillerie-Panzerbeobachtungswagen III, which was an advanced artillery observation model of which 262 were produced, appearing on the Russian front in 1943. The Bergepanzer III recovery tank was a late (1944) version affected to the Eastern Front, mostly to Tiger units.
Another late Panzer III development was the SdKfz. 141/4, officially called Panzerspähwagen III but better known as Spähpanzer III. It was, like the Panzerbefehlswagen III, not a newly produced vehicle but rather converted from recovered late Panzer III chassis. It was developed and introduced as an alternative to the SdKfz. 234 8x8 heavy scout cars, primarily for areas where better armor and off-road capabilities were called for, and where range was not a vital asset. In fact, the Panzerspähwagen III was more or less a direct alternative to the stillborn VK 1602 ‘Leopard’ light tank, very similar to it in many aspects.
As a dedicated scout vehicle, the Panzerspähwagen III was not designed to fight tanks. Its primary mission was rather to guide heavier battle tanks to potential targets in both offensive and defensive situations, and it would also act as an artillery scout. The crew was expected to race in front of the main Panzer Division or lie in wait ahead of defensive strongholds and search out the enemy. Once they had found them, they were to use speed to get out of range or a powerful radio set to report what they had seen, so that the main attack could be prepared.
Tailored to this task, the Spähpanzer III was simplified and lightened. It had a reduced crew of only four, with only the commander and a loader in a new turret - basically the same horseshoe-shaped turret that had originally been developed for the unrealized VK 1602, and which had also found its way on the highly successful SdKfz. 234/2, too. However, in order to provide the commander with a better all-round field of view under closed hatch conditions, a standard cupola was added. Another new piece of equipment was a stereoscopic rangefinder, useful for both reconnaissance and gun aiming. A stowage box was frequently mounted to the turret’s rear, too.
While the hull armor of up to 50 mm was retained, the turret’s armor was relatively light: the front was protected by 30 mm (1.2 in) armor at an angle of 20° from the vertical, the sides and rear had 10 mm armor set at 25°, and the top plate was 10 mm (0.39 in) armor, too. The gun mantlet was rounded and was effectively 40 to 100 mm (1.6 to 3.9 in) thick. Due to its small size and low weight, the turret only had a manual traverse (saving more weight and resources) and -10° to +20° depression/elevation.
The main gun was a 50 mm (1.97 in) KwK 39/1 L/60, which was sufficient to engage lightly armored enemies. It could, however, when firing armor piercing rounds from a favorable angle, penetrate at short range (100m) up to 130mm of armor at a 30° angle, enough to overcome a T-34’s armor – but this was not the vehicle’s task and rather a desperate measure. To support the vehicle’s escape, defensive smoke dischargers were often mounted, too. A 7.92 mm (0.31 in) Mauser MG 42 machine gun was fixed coaxially to the main gun, another machine gun of the same type was carried in a ball mount in a modified glacis plate. The latter was an attempt to improve the tank’s frontal protection through the clever use of angle instead of trying to add ever more armor and, consequently, weight. On the new glacis plate, the 50 mm armor was effectively extended to 115mm, and the shallow angle also deflected incoming rounds more easily. However, the rest of the armor remained almost vertical, so that this gain in protection was only marginal.
For even better ballistic protection both hull crew members (driver and radio operator) had only periscopes, similar to the late Panzer V “Panther” versions. Open vision ports at the front were deleted and therefore weak points in the front armor, even though the side ports were retained. Thanks to the smaller and lighter turret, both driver and radio operator in the hull also received individual hatches in the hull roof, which were greatly appreciated by the crews. They not only offered a better field of view when not under fire, they also provided them with a much improved escape route: former Panzer IIIs with turrets lacked these hatches and the only escape options from the hull were either via the turret or through small emergency hatches in the lower flanks, right through the running gear. The raised glacis plate furthermore offered more internal space in the tank’s front end, so that a new, semi-automatic gearbox could be installed, which made handling easier.
As a command vehicle, the Panzerspähwagen III carried two radio sets: a FuG 2 command channel set with a FuG 122 aerial, and a FuG 5 radio with an intercom system. This arrangement allowed tank commanders to listen on one frequency while transmitting and receiving on the FuG 5. This meant that the commander could listen to the regimental command net while talking to other tanks at the same time. This radio receiver could listen into a total of 125 channels, at 50 kHz channel steps in the 27.0 to 33.3 MHz range. The system had a usable range of around 4 km to 6 km, depending on the atmospheric conditions and the surrounding landscape.
Due to material shortages, esp. the lack of natural and synthetic rubber, most Panzerspähwagen III conversions received simplified, lightweight all-metal road wheels, which made the ride less comfortable but helped to reduce the vehicle’s overall weight. Protective side-skirts against hollow charges could be mounted, but these were normally left away since they added weight and got easily lost in action, so that their benefit was only marginal – and the Panzerspähwagen III was expected to avoid direct confrontations, anyway. Altogether, the Panzerspähwagen III weighed about 19 tons, five tons less than the final Panzer III battle tank versions with 75mm guns and uprated armor, and this markedly improved the vehicle’s performance and agility. The light turret, which markedly lowered the vehicle’s center of gravity, improved the handling, too.
A few Panzerspähwagen IIIs were ready to fight in Normandy in 1944, but their movements were constrained because of Allied air supremacy. However, a good use of the bocage proved that the Panzer III was still a match for most Allied tanks and that the Spähpanzer concept worked well. Only a limited number of this SdKfz. 141 type was produced, though, since resources were concentrated on the development and production of heavy battle tanks. Production numbers are uncertain, but less than 50 Panzerspähwagen IIIs seem to have been re-built until early 1945.
By the end of 1944 the regular Panzer IIIs were no longer the bulk of the German armored forces, and they were relegated to second line duties, e .g in composite small defensive units. And as the production had stopped earlier, their numbers decreased even more, and by fall of 1944, there were perhaps 80 still operational on the Eastern Front. By then, new generations of US, British and Soviet tanks had nailed their coffin. The type had reached its limits as a battle tank, its former advanced features were now commonly used, and no further up-gunning was possible.
The last Panzer IIIs fought in the Netherlands, Northern Italy (Gothic line), and in eastern Prussia. Perhaps a handful still operational were spread between desperately weakened companies in March-April 1945, like the Steiner Brigade.
Specifications:
Crew: Four (commander/gunner, loader, driver, radio-operator/hull machine gunner)
Weight: 19.2 tonnes
Length: 5.56 m (18 ft 3 in), hull only
6,04 m (19 ft 10 in) overall
Width: 2.90 m (9 ft 6 in)
Height: 2.41 m (7 ft 11 in) w/o antenna mast
Suspension: Torsion bar
Fuel capacity: 320 liter
Armor:
15 – 50 mm (0.6 – 1.97 in)
Performance:
Maximum road speed: 44 km/h (27 mph)
Off-road speed: 28 km/h (18 mph)
Operational range: 165 km (103 mi) with internal fuel
Power/weight: 15.63 PS (11.24 kW)/tonne
Engine:
Maybach HL120 TRM water-cooled 12-cylinder gasoline engine with 300 PS (296 hp, 220 kW),
combined with a Maybach OG 55 11 77 semi-automatic transmission
Armament:
1× 50 mm (1.97 in) KwK 39/1 L/60 with sixty rounds
2× 7.92 mm MG 42 machine guns (coaxial with main gun and in the front hull) with 2.400 rounds
The kit and its assembly:
This converted Panzer III was spawned by the idea that, by 1944, this 1936 design could have been re-built for a different use than a battle tank – a task for which this medium tank had become much too light, with an utter lack of development potential. A dedicated recce variant appeared plausible. This idea was further promoted by the fact that I had a surplus VK 1602 turret in the donor bank, left over from a Hasegawa SdKfz. 234/2 “Puma”.
The chassis was taken from a Revell “Panzer III Ostwind” kit and modified in two ways. Firstly, I changed the glacis plate, replacing the old-school vertical front with a sloped alternative, crafted from styrene sheet pieces. A new ball mount for the hull machine gun was added, as well as periscopes for the crew on new hatches, which became possible through the smaller turret.
The turret opening in the hull had not to be adapted to the smaller Puma turret – the latter was only a little bit smaller than the opening, so that some spacers were enough to make it fit snuggly, and a thin “distance ring” between hull and turret was added, too, so that it would not directly sit on the body. Fairings for a stereoscopic rangefinder were added to the turret flanks, scratched from styrene profile material, and I also added a typical Panzer III stowage box to the turret’s rear. It had to be customized to the smaller “Puma” turret, but I think that this visual enlargement of the turret is a good balance to the rest of the hull, and the box changes the vehicle’s silhouette, too. The commando cupola from the Revell kit (which comes, beyond the open “Ostwind” AA turret, with a full, early standard Panzer III turret) was left open, using the hatch from the VK 1602 turret, and I put a figure into the opening – this German commanding officer is actually 1:76, but that’s not obvious. The figure comes IIRC from a Matchbox “Wespe” SPG that I built more than 30 years ago. Since the figure had somehow lost a leg in the meantime, the Panzerspähwagen III became a suitable new workplace for the handicapped, after having been stripped off of an old enamel paint layer and outfitted with a multi-colored new uniform. Other small changes include the scratched antenna mast for the vehicle’s uprated radio equipment (from heated sprue material) and some re-arranged external equipment.
As another, subtle gimmick, I replaced the original main wheels, for a different and somewhat confusing look. A simplified running gear, without rubber on the main wheels, appeared quite plausible for 1944 onwards. The new road wheels came from a Zvezda IS-2 tank. I had a dozen of these left over from another conversion project, just in the right number and their diameter is virtually identical to the Panzer III’s original wheels! Just the spare wheels had to be taken over from the Revell kit. The fiddly OOB segmented plastic tracks were replaced with soft vinyl tracks from a Panzer III/IV CMK aftermarket set. Personally, I find them easier to handle and to paint – due to their anthracite black color and the material’s smoothness. Nice stuff!
Painting and markings:
As a late WWII vehicle I decided to apply a non-standard/fictional paint scheme, something different from the popular “Hinterhalt” scheme, and I settled upon a pattern similar to an E-100 tank I had built a while ago. The scheme consists of an overall coat of grey-green (RLM02, a universal and omnipresent tone) with disrupting, large spots of dark grey (RAL 7021, Schwarzgrau), which were strategically placed over corners and edges of the hull, so that the outlines break up. I adapted the concept onto my modified Panzer III, but somehow this looked goofy – probably due to the much smaller size and classic tank silhouette of the vehicle: the whole affair was way too reminiscent of the Allied late-war “Mickey Mouse” scheme in olive drab and black!
In order to provide a more outstanding look and lighten everything up a little, I added small grey-green mottles to the dark grey areas. After that, however, the still uniform grey-green areas stood out, so that I eventually applied mottles in RAL 7028 (Dunkelgelb) to these areas, too. The contrast is rather low, but I think that the overall look is in the end more balanced with them, and the mottles overall help to break up the outlines even further – and the paint scheme looks more “different” now. The wheels and the running gear sections of the hull were – as a standard order of the time – left without the mottles, because the swirling patterns would be rather obvious when the vehicle was moving.
The basic tones are Revell 45, Humbrol 67 and ModelMaster 1584, later treated with a dark, red-brown overall washing with acrylic paint, dry-painting with a greyish beige all over (Revell 89, nice weathering tone for fresh, clayish mud) and some watercolor in ochre and umbra for dust and mud residues. Tactical markings are minimal and come from the Revell Ostwind kit and a Hasegawa Panther. Finally, the kit was sealed with matt acrylic varnish and some mineral pigments were dusted onto the model’s lower areas.
An interesting result, and the fictional Panzerkampfwagen III looks IMHO disturbingly plausible, as it combines well-known elements and comes with subtle updates/modifications. And somehow the vehicle (unintentionally) reminds me a lot of the comparable M24 Chaffee. And isn’t there a certain look of a mini KV-1, due to the turret’s shape and proportions?
Some background:
]The VF-4 Lightning III began development in 2005 under the initial designation of the VF-X-4. Developed as a successor craft to the VF-1 Valkyrie, the VF-4 Lightning III was designed as a variable fighter that emphasized mobility in outer space.
The VF-4's development began with the prototype VF-X-4 and the VF-X-3. However, when Earth was devastated in Space War I the loss of military facilities also resulted in loss of the VF-X-3. Amongst the airframes under development exist prototype No. 1 craft, VF-X-4V1 and the trial manufactured VF-4A-0 and thus the surviving VF-X-4 was developed and completed as the VF-4 Lightning III. A trial-produced variable fighter, designated the VF-4A-0, was also built using 25% VF-1 Valkyrie parts.
VF-X-4 underwent flight tests, including being test piloted by Space War I veteran Hikaru Ichijo. Once successful operational models were ready, the VF-4 began mass production on February 2012. Initial deployment began on the SDF-2 Megaroad-01 in VF-1 Skull and SVF-184 Iron Chiefs Squadrons on September 2012. When the SDF-2 Megaroad launched in the same month, Hikaru Ichijō flew a VF-4 alongside the new colonization vessel as the ship lifted from Earth and began exploration outside of the Sol system.
As a result of integrating existing Overtechnology and Zentradi-series technology, the VF-4 had a characteristic three-hulled-type airframe structure remarkably different from the conservative VF-1 Valkyrie design. The three-hulled style of the VF-4 increased fuselage volume, propellant capacity and armament load capability that all resulted in a 40% improved combat ability over the VF-1. Fully transformable, the VF-4 could shift into Battroid and Gerwalk modes like previous variable fighters.
However, the VF-4 did suffer minor mobility problems within an atmosphere and the new type was primarily deployed to the Space Air Corps of emigrant fleets to serve as the main fighter craft of the UN Forces in the 2020s. It was because flight performance within the atmosphere was not as good as the VF-1 that the VF-5000 Star Mirage became the main combat craft within atmosphere, while the VF-4 operated mainly in outer space.
Built as a space fighter, the VF-4 primary weapons became two large beam cannons, though the craft was capable of carrying a GU-11 gun pod in Gerwalk and Battroid modes. In addition to the powerful primary beam guns, the Lightning III also featured twelve semi-recessed long-range missiles, as well as underwing pylons for additional missiles and other stores.
The VF-4 was only slightly heavier than the VF-1, but featured considerably more powerful engines, making the craft ideal for operations deeper out in space. The Lightning III was also much faster in the atmosphere than the older VF-1, although the VF-4’s flight mobility performance was not as great.
The VF-4 was also notable as the first production variable fighter to utilize a HOTAS system (Hands On Throttle And Stick) for the cockpit HMI (Human-Machine Interface). Furthermore, the VF-4's cockpit was laid out as a single hexagonal MFD (Multi-Function Display) that proved so successful that it was retrofitted into "Block 6" VF-1 fighters, as well as providing the template for all future variable fighter cockpits.
By the end of 2015, mass production of the VF-1 series at last had come to an end. From 2020 onward, the VF-4 Lightning III officially replaced the VF-1 to become the main variable fighter of U.N. Forces. Production of the VF-4 continued for a decade and ceased in 2022, with a total of 8,245 Lightning III variable fighters produced.
The VF-4 variable fighter remained in active service into the late 2040's but was complemented or substituted in many branches of the UN Forces by the cheaper and more atmospherically maneuverable VF-5000 Star Mirage. The VF-4 Lightning III was eventually replaced as the main variable fighter of U.N. Spacy in the later half of the 2030s by the VF-11 Thunderbolt.
General characteristics:
Manufacturer: Stonewell/Bellcom
Equipment Type: Variable fighter
Government: U.N. Spacy, U.N. Space Marines
Introduction: 2012
Operational Deployment: September 2012
Dimensions:
Accommodation: pilot only
Fighter Mode: wingspan 12.65 meters; height 5.31 meters; length 16.8 meters
Mass: empty 13.95 metric tons
Structure: space metal frame, SWAG energy conversion armor
Powerplant:
2x Shinnakasu/P&W/Roice FF-2011 thermonuclear turbine engines,
rated at 14,000 kg (137.34 kN) each
2x dorsal rocket engines (mounted on top of the main thermonuclear turbine engines)
2x ramjet engines (embedded into the inner wing sections)
P&W HMM-1A high-maneuverability vernier thrusters
Performance:
Fighter Mode: Mach 3.02 at 10,000 m
Mach 5.15 at 30,000+ m
Thrust-to-weight ratio: (empty) 2.01 (rating for turbine engine thrust ONLY)
g limit: unknown
[Armament:
2 x large beam cannons in forward engine nacelles
12x semi-recessed long range missiles (mounted on engine nacelles and ventral fuselage)
8x underwing pylons for missiles, gun pods an/or drop tanks
The kit and its assembly:
Well, this build has been lingering for almost 25 years in the back of my mind. It just took so long that a suitable IP kit (with a reasonable price tag) would materialize!
The original inspiration struck me with a VF-4 profile in the source book "This is animation special: Macross PLUS" from 1994, which accidently fell into my hands in a local Japanese book store. Among others, a side and top view profile of an aggressor VF-4 in an all-brown, Soviet-style paint scheme was featured. At that time I found the idea and the scheme pretty cool, so much that I even built a modified 1:100 VF-1 as a ground attack aircraft in this paint scheme.
However, the original VF-4 profile from the source book had always been present, but for years there had been no affordable kit. There have been garage/resin kits, but prices would start at EUR 250,-, and these things were and are extraordinarily rare.
Things changed for the better when WAVE announced an 1:72 VF-4 kit in late 2016, and it eventually materialized in late 2017. I immediately pre-ordered one from Japan (in a smart move, this even saved money) and it eventually turned up here in Germany in early 2018. Patience pays out, it seems...
I had preferred a 1:100 kit, though, due to space issues and since almost any other Macross variable fighter model in my collection is in this small scale, but I am happy that a decent VF-4 kit at all appeared after so many years!
Concerning the WAVE kit, there’s light and shadow. First of all, you have to know that you get a VF-4A. This is mentioned nowhere on the box, but might be a vital information for hardcore modelers. The early VF-4A is a rather different aircraft than the later VF-4G, with so fundamental differences that it would warrant a completely new kit! On the other side, with a look at the kit’s parts, I could imagine that a VF-4B two-seater could be easily realized in the future, too.
The kit is a solid construction, a snap-fit kit molded in different colors so that it can be built without painting. This sounds toy-like, but - like many small scale Bandai Valkyrie kits - anything you ask for is actually there. When you use glue and put some effort into the kit and some donor parts, you can make a very good model from it.
The kit's box is pretty oversized, though (any sprue is shrink-wrapped, horrendous garbage pile and wasted space!), and the kit offers just a single decal (water-slide decals, not stickers) option for a Skull Squadron VF-4A – AFAIK it’s Hikaru Ichijoe’s machine that appears in one of the Macross Flash Back 2012 music videos, as it escorts the SDF-02 “Megaroad” colonial ship after launch from Earth towards the center of our Galaxy.
The parts are crisply molded, and I actually like the fact that the kit is not as uber-engineered as the Hasegawa Valkyries. You can actually call the WAVE kit simple - but in a positive sense, because the parts number is reduced to a minimum, material strength is solid and the kit's construction is straightforward. Fit is excellent – I just used some putty along the engine gondolas due to their complex shape, but almost anything else would either fit almost perfectly or just call for some sanding. Impressive!
Surface details etc. are rather basic, but very crisp and emphasized enough that anything remains visible after adding some paint. However, after all, this aircraft is just a fictional animation mecha, and from this perspective the kit is really O.K..
After building the kit I most say that it's nothing that leaves you in awe, and for a retail price of currently roundabout EUR 50-70,- (I was lucky to get it for an early bird deal at EUR 40,-, but still pricey for what I got) the kit is pretty expensive and has some weaknesses:
The model comes with a decent (= simple) cockpit and a very nice and large pilot figure, but with no ordnance except for the semi-recessed long-range missiles (see below). The cockpit lacks any side consoles, floor or side wall details. If you put the pilot into the cockpit as intended, this is not a big issue, since the figure blocks any sight into the cockpit’s lower regions. However, the side sticks are molded into the pilot’s hands, so that you have to scratch a lot if you want to present the cockpit open and with an empty seat.
The landing gear is simple, too, and the wells are very shallow (even though they feature interior details). As a special feature, you can switch with some extra parts between an extended or retracted landing gear, and there are extra parts that allow the air intakes and some vectoring nozzles to be closed/extended for orbital operations. However, detail fetishists might replace the OOB parts with the landing gear from an 1:72 F-18 for an overall better look.
Provisions for underwing hardpoints are actually molded into the lower fuselage part (and could be punched/drilled open - another indication that more VF-4 boxings with extra sprues might follow?), but the kit does not come with any pylons or other ordnance than the dozen fuselage-mounted AAMs. Furthermore, the semi-recessed missiles are just that: you only get the visible halves of the only provided ordnance, which are simply stuck into slits on the model’s surface. As a consequence, you have to mount them at any rate – building a VF-4 for a diorama in which the missiles are about to be loaded would require massive scratch-building efforts and modifications.
Another problem indirectly arises when you put some effort into the kit and want to clean and pre-paint the missiles before assembly: every missile is different and has its allocated place on the VF-4 hull. The missiles are numbered – but only on the sprue! Once you cut them out, you either have to keep them painstakingly in order, or you will spend a long evening figuring out where which missile belongs! This could be easily avoided if the part number would be engraved on the missiles’ back sides – and that’s what I actually did (with a water-proof pen, though) in order to avoid trouble.
The clear canopy is another issue. The two parts are crystal-clear, but, being a snap-fit kit, the canopy parts have to be clipped into the fuselage (rear part) and onto a separate canopy frame (front part). In order to fit, the clear parts have cramps molded into their bases – and due to the excellent transparency and a magnifier effect, you can see them easily from the outside – and on the inside, when you leave the cockpit open. It’s not a pretty solution, despite the perfect fit of the parts.
One option I can think of is to carefully sand the cramps and the attachment points away, but I deem this a hazardous stunt. I eventually hid the cramps behind a thin line of paint, which simulates a yellow-ish canopy seal. The extra windscreen framing is not accurate, but the simplest solution that hides this weak point.
The kit itself was built OOB, because it goes together so well. I also refrained from adding pylons and ordnance – even though you can easily hang anything from Hasegawa’s VF-1 weapon set under the VF-4’s wings and fuselage. A final, small addition was a scratched, ventral adapter for a 3.5 mm steel rod, as a display for the flight scene beauty pic.
Painting and markings:
As mentioned above, the livery is based on an official profile which I deem authentic and canonical. My aircraft depicts a different machine from VFT-127, though, since I could not (and did not really want to) 100% replicate the profile's machine from the Macross PLUS source book, "13 Red". Especially the squadron’s emblem on the fin would create massive problems.
For the two-tone wrap-around scheme I used Humbrol 72 (Khaki Drill) and 98 (Chocolate Brown), based on the printed colors in the source book where I found the scheme. The pattern is kept close to the benchmark profile, and, lacking an underside view, I just mirrored the upper scheme. The starboard side pattern was guesstimated.
As a second-line aggressor aircraft, I weathered the VF-4 with a black ink wash, some post-shading with various lighter tones (including Humbrol 160, 168, 170 and 187) and did some wet-sanding treatment for an uneven and worn look.
Interior surfaces were painted according to visual references from various sources: the landing gear and the air intakes became white, while the cockpit was painted in RAF Dark Sea Grey.
In order to add some color to the overall brown aircraft I decided to paint the missiles all around the hull in white with tan tips – in the profile, the appear to be integrated into the camouflage, what I found dubious.
Most stencils come from the OOB sheet, but I added some more from the scrap box. The grey "kite" roundels come from an 1:72 Hasegawa Macross F-14 Tomcat kit sheet, which I acquired separately for a reasonable price. Even though it took four weeks to be delivered from Asia, the investment was worthwhile, since the sheet also provided some useful low-viz stencils.
The VAT-127 “Zentraedi Busters” unique tail insignia was more complicated, because these had to be printed at home. As a side note, concerning the fin marking, I recently found a translation of the benchmark profile's text on mahq.net, which is interesting: "The Regult within the targeting reticle on the tail met with disapproval from micronized Zentraedi pilots, and so was only used for a short time." The comment also reveals that the original aircraft's modex is "713", not just "13" as depicted, so I tried to reflect these details on my build, too.
I eventually settled for a solution that was partly inspired by the kit’s OOB fin marking and the wish for more contrast for the motif: I scanned the original Regult pod illustration from the source book and printed it on white decal sheet. This was sealed with two layers of glossy acrylic varnish (applied with a rattle can) and then cut into a white field that fills the fixed part of the fin (using the WAVE kit’s OOB fin markings as reference). Once in place and dry, two black outlines were added separately (generic decal material) which help blend the decal and the surroundings. Finally, thin strips of silver decal sheet were used for the fins’ leading edges.
This design variation, compared with the original “13 Red” illustration, led to the idea of a flight leader’s machine with slightly more prominent markings. In order to take this concept further I also gave the aircraft a white stripe around the front fuselage, placed under the kite roundel and again with black outlines for a consistent look. It’s not much different from “13 Red”, but I think that it looks conclusive and, together with the white fin markings and the missiles, livens up the VF-4’s look.
The appropriate flight leader tactical code “01 Red” was puzzled together from single digits from a Begemot Su-27 sheet, the rest of the bort numbers were taken from the OOB sheet (which incidentally feature a “01” code, too).
Concerning the OOB decal sheet, there’s much light but also some deep shadow. While the register is excellent and the carrier film flexible enough to lay down smoothly, the instructions lack information where to place the zillion of stencils (“No step” and “Beware of Blast” stuff) are to be placed! You only get references for the major markings – the rest has either to be guessed, OR you are in possession of the VF-4 source book from Softbank Publishing which was (incidentally?) released in parallel with the WAVE kit. This mecha porn offers an overview of all(!) relevant stencils on the VF-4A’s hull, and ONLY with this information the exhaustive decal sheet makes some sense…
As final steps, the VF-4 received some dry-brushing with light grey around the leading edges, some chipped paint was simulated with dry-brushed aluminum and, finally, light soot stains around the vectoring nozzles all around the hull and the weapon bays were created with graphite. Then the kit was sealed with matt acrylic varnish (Italeri).
Well, in the end, it’s not a carbon copy of the inspiring illustration, but rather another machine from the same squadron, with more creative freedom. I stayed as true to the benchmark as possible, though, and I like the result. Finally, after almost 25 years, I can tick this project off of my long ideas and inspiration list.
Considering the kit itself, I am really torn. I am happy that there finally is a VF-4 IP kit at all after so many years, but to me it’s a contradictive offer. I am not certain about the target group, because for a toy-like snap-fit kit it’s too detailed and expensive, but for the serious modeler it has some major flaws.
The biggest issue is the kit’s horrendous price – even if it would be more detailed or contained some fine resin or PE parts (which I would not want, just a “good” plastic kit). Sure, you can put some effort into the kit and improve it, e .g. in the cockpit or with a donor landing gear, but weak points like the “flat” missiles and the lack of proper bays for them are IMHO poor. For the relatively huge price tag I’d hoped for a “better” OOB offer. However, the kit is easy to build and a good representation of the Lightning III, and I am curious if there are kit variants in WAVE’s pipeline?
The Rise
Regency Square Mall was originally developed in the mid-to-late 1960s. The project was initiated by Regency Centers, a now-powerful retail real estate trust based in Jacksonville that was at the time just getting started.
The mall was constructed at a cost of $12 million upon a giant clump of sand dunes, and opened its doors to the public in 1967. It featured three anchor stores – JC Penney, Furchgott’s, and May-Cohens – as well as an adjacent movie theater.
Regency quickly became a hit, owing a lot of its success to its location. At the time the Arlington area was among Jacksonville’s fastest-growing neighborhoods, and Regency Square Mall was by far the closest retail hub for its residents as well as shoppers coming into town from the beaches. It also helped that the mall was built in an era where shopping malls were quickly becoming a ubiquitous part of life in America.
The surrounding area experienced a development boom, with shopping centers, car dealers, office parks, and restaurants popping up all along neighboring stretches of Atlantic Blvd. Some of this was a result of continued growth in Arlington, but much was the direct result of traffic brought in by Regency’s success.
By the late ’70s, Regency was one of the country’s most active malls, and completely dominated the Jacksonville shopping landscape. The only “nearby” mall that could claim to compete with Regency’s offerings at the time, Orange Park Mall, was over 24 miles away.
Naturally, the mall’s ownership wanted to capitalize on this success, so around this time plans were developed to double the size of the mall at a cost of around $30 million.
Bizarrely, developers opted to tack on the additional space to the opposite side of May-Cohens, creating two wings divided by an anchor store. Ivey’s and Sears became the anchors of the newly-opened west wing.
Shortly thereafter, the east wing would get upgrades in the form of an AMC theater and a large food court.
All the while, business continued to boom at Regency Square, perhaps more so than ever.
The Fall
There’s an old proverb based on a Bible passage that states, “Pride comes before a fall.”
In the mid ’80s, Furchgott’s announced their merger with Stein Mart. While most of the chain’s stores were converted to the Stein Mart branding, Regency’s operators proudly believed the brand to be too low-class for their mall and opted to pursue a replacement anchor.
At the turn of the decade, Regency faced stiff new competition in the form of The Avenues. This new two-story mall, constructed along the intersection of Philips Highway and Southside Blvd., offered a slightly more upscale shopping experience and threatened to lure customers from the then-thriving Baymeadows area away from Regency.
Around this same time, cracks began to show in the foundation at Regency. The mall changed ownership, being sold off to Chicago-based General Growth Properties.
A couple of anchor stores began a decade-long game of musical chair. Dillard’s moved to yet another new wing, vacating the former Ivey’s, which would then become a Montgomery Ward. May-Cohens would become a Gayfer’s, then later a Belk.
Most significant, however, was the rapidly-growing issue of crime. By the early ’90s, yearly crime reports at the mall reached quadruple digits. Over the following decade, the mall rapidly developed a reputation among locals as “the sketchy mall”.
The mall’s management made attempts to fix their reputation, but for the most part the damage had been done. The addition of a JSO substation in 1998 did little to curb the crime epidemic, and the addition of an aggressively-enforced mall dress code the next year only served to alienate its remaining customers.
It seemed clear that despite the mall’s shortcomings, its management felt as though it was still an elite retail hub. In other words, they let pride take the place of rationality.
Another round of renovations in the late ’90s brought an upgraded food court and theater. When Montgomery Ward left in 2001, management pursued big-name anchors rather than simply looking to fill the vacated spot. As a result, Ward’s spot stayed empty for five years.
In 2005, the opening of the St. Johns Town Center made Regency’s survival even less likely. The Town Center now catered to the upscale crowd, with The Avenues’ savvy management team rolling out renovations around the same time to keep up appearances.
Meanwhile, Regency’s crime rate grew worse and vacancies began piling up within its corridors.
By the late 2000s, it was clear that the mall was dying. Crimes at Regency outpaced those at The Avenues and St. Johns Town Center combined.
The mall’s west wing became a ghost town. Dillard’s converted their location to a clearance center. A shooting in 2008 involving an off-duty JSO officer only served to further solidify the mall’s reputation as a bad place. Many locals refused to shop at the mall by themselves, or after dark.
By 2014, the mall’s occupancy rate slipped well under 50%. Belk, which occupied the anchor space that separated the east and west wings, announced that they planned to bolt to a standalone store further down Atlantic Blvd. General Growth Properties, finally accepting that they wouldn’t be the ones to save the mall, put it up for sale in 2013, and got rid of it just a year later.
When new ownership took over, they opted to close down the west wing and move any remaining tenants over to the east wing in hopes of saving at least one part of the mall.
Taken with a Kodak Brownie Cresta II camera in week 447 of my 52 film cameras in 52 weeks project:
www.flickr.com/photos/tony_kemplen/collections/72157623113584240
Fuji Acros ISO 100 black and white negative film, developed in Rodinal.
Bats are flying mammals in the order Chiroptera (pronounced /kaɪˈrɒptərə/). The forelimbs of bats are webbed and developed as wings, making them the only mammals naturally capable of true and sustained flight. By contrast, other mammals said to fly, such as flying squirrels, gliding possums and colugos, glide rather than fly, and can only glide for short distances. Bats do not flap their entire forelimbs, as birds do, but instead flap their spread out digits,[2] which are very long and covered with a thin membrane or patagium. Chiroptera comes from two Greek words, cheir (χείρ) "hand" and pteron (πτερόν) "wing."
There are about 1,100 bat species worldwide, which represent about twenty percent of all classified mammal species.[3] About seventy percent of bats are insectivores. Most of the rest are frugivores, or fruit eaters. A few species feed from animals other than insects. Bats are present throughout most of the world and perform vital ecological roles such as pollinating flowers and dispersing fruit seeds. Many tropical plant species depend entirely on bats for the distribution of their seeds.
Bats range in size from Kitti's Hog-nosed Bat measuring 29–33 mm (1.14–1.30 in) in length and 2 g (0.07 oz) in mass,[4] to the Giant Golden-crowned Flying-fox, which has a wing span of 1.5 m (4 ft 11 in) and weighs approximately 1.2 kg (3 lb).
Bats are mammals. Sometimes they are mistakenly called "flying rodents" or "flying rats", and they can also be mistaken for insects and birds. There are two suborders of bats:
Megachiroptera (megabats)
Microchiroptera (microbats/echolocating bats)
Not all megabats are larger than microbats. The major distinctions between the two suborders are:
Microbats use echolocation: megabats do not with the exception of Rousettus and relatives.
Microbats lack the claw at the second toe of the forelimb.
The ears of microbats do not close to form a ring: the edges are separated from each other at the base of the ear.
Microbats lack underfur: they are either naked or have guard hairs.
Megabats eat fruit, nectar or pollen while most microbats eat insects; others may feed on the blood of animals, small mammals, fish, frogs, fruit, pollen or nectar. Megabats have a well-developed visual cortex and show good visual acuity, while microbats rely on echolocation for navigation and finding prey.
The phylogenetic relationships of the different groups of bats have been the subject of much debate. The traditional subdivision between Megachiroptera and Microchiroptera reflects the view that these groups of bats have evolved independently of each other for a long time, from a common ancestor that was already capable of flight. This hypothesis recognized differences between microbats and megabats and acknowledged that flight has only evolved once in mammals. Most molecular biological evidence supports the view that bats form a single or monophyletic group.[5]
Researchers have proposed alternate views of chiropteran phylogeny and classification, but more research is needed.
Genetic evidence indicates that megabats originated during the early Eocene and should be placed within the four major lines of microbats.
Consequently, two new suborders based on molecular data have been proposed. The new suborder Yinpterochiroptera includes the Pteropodidae or megabat family as well as the Rhinolophidae, Megadermatidae, and Rhinopomatidae families. The new suborder Yangochiroptera includes all the remaining families of bats (all of which use laryngeal echolocation). These two new suborders are strongly supported by statistical tests. Teeling (2005) found 100% bootstrap support in all maximum likelihood analyses for the division of Chiroptera into these two modified suborders. This conclusion is further supported by a fifteen-base pair deletion in BRCA1 and a seven-base pair deletion in PLCB4 present in all Yangochiroptera and absent in all Yinpterochiroptera.[6] The Chiropteran phylogeny based on molecular evidence is controversial because microbat paraphyly implies that one of two seemingly unlikely hypotheses occurred. The first suggests that laryngeal echolocation evolved twice in Chiroptera, once in Yangochiroptera and once in the rhinolophoids.[7][8] The second proposes that laryngeal echolocation had a single origin in Chiroptera, was subsequently lost in the family Pteropodidae (all megabats), and later evolved as a system of tongue-clicking in the genus Rousettus.[9]
Analyses of the sequence of the "vocalization" gene, FoxP2 was inconclusive of whether laryngeal echolocation was secondarily lost in the pteropodids or independently gained in the echolocating lineages[10]. However, analyses of the "hearing" gene, Prestin seemed to favor the independent gain in echolocating species rather than a secondary loss in the pteropodids.[11]
In addition to Yinpterochiroptera and Yangochiroptera, the names Pteropodiformes and Vespertilioniformes have also been proposed for these suborders.[12][13] Under this new proposed nomenclature, the suborder Pteropodiformes includes all extant bat families more closely related to the genus Pteropus than the genus Vespertilio, while the suborder Vespertilioniformes includes all extant bat families more closely related to the genus Vespertilio than to the genus Pteropus.
In the 1980s, a hypothesis based on morphological evidence was offered that stated that the Megachiroptera evolved flight separately from the Microchiroptera. The so-called flying primates theory proposed that when adaptations to flight are removed, the Megachiroptera are allied to primates by anatomical features that are not shared with Microchiroptera. One example is that the brains of megabats show a number of advanced characteristics that link them to primates. Although recent genetic studies support the monophyly of bats,[14] debate continues as to the meaning of available genetic and morphological evidence.[15]
Little fossil evidence is available to help map the evolution of bats, since their small, delicate skeletons do not fossilize very well. However a Late Cretaceous tooth from South America resembles that of an early Microchiropteran bat. The oldest known definitely identified bat fossils, such as Icaronycteris, Archaeonycteris, Palaeochiropteryx and Hassianycteris, are from the early Eocene period, 52.5 million years ago[5]. These fossil bats were already very similar to modern microbats. Archaeopteropus, formerly classified as the earliest known megachiropteran, is now classified as a microchiropteran.
Bats were formerly grouped in the superorder Archonta along with the treeshrews (Scandentia), colugos (Dermoptera), and the primates, because of the apparent similarities between Megachiroptera and such mammals. Genetic studies have now placed bats in the superorder Laurasiatheria along with carnivorans, pangolins, odd-toed ungulates, even-toed ungulates, and cetaceans.[1]
The finger bones of bats are much more flexible than those of other mammals. One reason is that the cartilage in their fingers lacks calcium and other minerals nearer the tips, increasing their ability to bend without splintering. The cross-section of the finger bone is also flattened compared to the circular cross section that human finger bones have, and is very flexible. The skin on their wing membranes has more elasticity and so can stretch much more than other mammals.
The wings of bats are much thinner than those of birds, so bats can manoeuvre more quickly and more accurately than birds. It is also delicate, ripping easily.[22] However the tissue of the bat's membrane is able to regrow, such that small tears can heal quickly.[22][23] The surface of their wings is equipped with touch-sensitive receptors on small bumps called Merkel cells, found in most mammals including humans, similarly found on our finger tips. These sensitive areas are different in bats as each bump has a tiny hair in the center,[24] making it even more sensitive and allowing the bat to detect and collect information about the air flowing over its wings, thereby providing feedback to the bat to change its shape of its wing to fly more efficiently.[24] Some bats like the little brown bat can use this dexterious ability where it is able to drink in mid air.[25] Other bats such as the flying fox or fruit bat gently skim the water's surface, then land nearby to lick water from their chest fur.[26] An additional kind of receptor cell is found in the wing membrane of species that use their wings to catch prey. This receptor cell is sensitive to the stretching of the membrane.[24] The cells are concentrated in areas of the membrane where insects hit the wings when the bats capture them.
Other
The teeth of microbats resemble insectivorans. They are very sharp to bite through the hardened armor of insects or the skin of fruit.
Mammals have one-way valves in veins to prevent the blood from flowing backwards, but bats also have one-way valves in arteries.
One species of bat has the longest tongue of any mammal relative to its body size. This is beneficial to them in terms of pollination and feeding. Their long narrow tongues can reach deep into the long cup shape of some flowers. When their tongue retracts, it coils up inside their rib cage.[27]
I am working on a series of "primitive style" fairies and I have now reached the stage of embellishment.
Each fairy will be named and have a back story.
Mixed media
In 1982 Mercedes-Benz released the production version of more than a decade's research into developing a compact format, efficient and safe luxury car. The name '190' referred back to the 1950 and 60s versions of 'reduced power output' models of their mainstream saloon car range. The 190E specified a fuel-injected 2.0 litre, four cylinder engine, whilst a 190 model, without the 'E' (for einspritz' appellation, referred to the same engine, but using a carburetor.
This is the version most commonly seen in taxis, along with a 2.0 litre 4-cylinder diesel, with even less power......
Then something strange happened within the halls of Mercedes-Benz....
190E 2.3-16 & 2.5-16 "Cosworth":
In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 bhp (239 kW) for the rally car. This project was known as project "WAA' by Cosworth". During this time, the Audi Quattro with its all-wheel drive and turbocharger was launched, making the 2.3-16v appear outclassed. With a continued desire to compete in high-profile motor sport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motor sport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high-performance model was known as the 190 E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph (247.94 km/h) over the 50,000 km endurance test, and establishing twelve international endurance records. The Mercedes 190-E Cosworth was also featured on the second episode in series fifteen of the popular car show Top Gear.
Engin:
2.5-16 Cosworth
The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the cylinder head, "applying knowledge we've learnt from the DFV and BDA." It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".
In roadgoing trim,the 2.3 L 16-valve engine made "185 hp (138 kW) at 6,200 rpm and 174 lb·ft (236 N·m) at 4,500 rpm. The oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0–100 km/h (62 mph) was less than eight seconds, and the top speed was 230 km/h (143 mph).
US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW) @ 5800 rpm and 162 lb·ft (220 N·m) @ 4750.
The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp (138 kW) specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3 including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.
16v differences:
Due to their performance, the 16-valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox. The pattern is also unusual in that the driver engages reverse by shifting left and up from neutral, as for first gear in a conventional pattern. This was demonstrated in a Top Gear episode (S15E02) where James May took a 190E 2.3-16 Cosworth and repeatedly confused reverse and first gear. An oil cooler was fitted to ensure sufficient oil cooling for the inevitable track use many of these cars were destined for.
The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver. The 2.5-16 added Almandine Red and Astral Silver.
All 2.3-16-valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.
The suspension on 16-valve models is very different from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-levelling suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.
At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A then unknown Ayrton Senna took first place.
Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.
Evolution models:
2.5-16 Evolution II
With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.
The Evo I's output is similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.
Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).
In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled.
The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.
As mentioned 500 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.
[Test taken from Wikipedia]
This Lego miniland-scale 190E 2.5-16 Evolution II sedan has been created for Flickr LUGNuts' 84th Build Challenge, our 7th birthday, - "LUGNuts Turns 7…or 49 in Dog Years", - where all the previous challenges are available to build to. In this case Challenge 57, - "From Mild to Wild", for vehicles that have been turned into something special out of the ordinary. And also challenge 33, - "Size Matters", - as a buddy challenge with Sirmanperson, who has produced the same 190E 2.5-16 Evolution II in 1:17 scale.
- Pentax Spotmatic II
- Helios 44-2 58mm f/2 ( I found my notes )
- Expired Fuji Pro 400H (July 2007) @ ASA 100
- Developed in Unicolor C-41
SONY a7II + SIGMA MC-11 ( EF-E ) + SIGMA 85mm F1.4 DG HSM A016
Developed by Adobe Photoshop Lightroom CC 2015.10
600x600px icon for Adobe Photoshop.
I found myself needing these for a personal project so developed some high-resolution icons, and thought I'd share.
Natural arch developed in Jurassic sandstones in Utah, USA.
These are eolian sandstones of the Navajo Sandstone, a thick, Mesozoic-aged unit representing ancient sand dune deposits. The Navajo is a prominent cliff-forming unit in much of western America. The coloration is from hematite (Fe2O3 - iron oxide). Laterally-equivalent units are known by other names, but are all the same deposit: Glen Canyon Sandstone, Nugget Sandstone, and Aztec Sandstone.
Rock arches are rare features - they form by differential weathering and erosion of many different types of rocks, but often sandstone. If a creek or river passes underneath, it is a natural bridge. If no creek or river is present, it is a natural arch. Along lakeshores and ocean coastlines, they are called lake arches and sea arches. Very small erosional openings in rocks are called windows.
This example is Corona Arch, also known as Little Rainbow Bridge. It is not in Arches National Park, which is located northeast of here.
Stratigraphy: Navajo Sandstone, Glen Canyon Group, Lower Jurassic
Locality: Corona Arch, north of Bootlegger Canyon & east of the Colorado River, west of the town of Moab, eastern Utah, USA (38° 34' 47.66" North latitude, 109° 37' 12.35" West longitude)
Note: John faced some cancer in 2015. Sondra is his wife...
How tardy and bizarrely uncharacteristic of me to "come up short" Carol, on the genealogical history of the deceased equine entity called Tony.
Actually the initial send had more text....in my whimpering inadequacies.... I encountered a road block that was insurmountable for my chemo-laced brain.....I cried until Sondra came to my mewling puddle of shameful "masculine-tech" whining on the floor.....she tried to solve the dilemma .....and had "lift-off" for only a portion of the rocket.....basically it was a cluster fuck, a message that was intended for one planet.....but the message splintered,........you received some of the text, and some of it will arrive on Saturn's second inner ring, around 2525. The video that I tried to include with the text....imploded, folding in-ward unto itself.....consuming its life and frames until it resembled a tiny black jube-jube lying on the sidewalk.........not even the slugs were interested.
Tony was 22 when he died.....born in Saskatchewan......had papers.....not the kind of papers that illegal refugees have....but papers that proved he was pure Percheron. Tony was and is the only papered horse we have ever owned. Both his parents....sire and brood mare were registered Percheron. Percheron is a French heavy horse breed.....that basically opened the west, plowed the soil and pulled the goods.
In my world, being papered and registered means nothing....what does matter .......do I like what I see. And with Tony ....it was all good.
I'n John R's world of horses, registered and papered has meaning.
Sondra and I bought Tony along with another horse named Spider.....they were a team.....had worked as a team, pulling wagons and sleighs and also as a logging team for a teamster/logger/farmer/truck-driver from the 100 Mile House area of BC's Caribou region. Spider was a giant of a horse, also Percheron, not registered and not papered. Spider weighted about a ton, Tony was around 1800 lbs......
Spider was tall, quite a bit taller than Tony, so they looked a bit mis-matched....both horses were black as coal..........Tony had one white sock, rear right, if you are looking up the dirt chute........and both had their tails docked.... I'm not a fan of docked tails, but that's the way they came.
The year was 2004, when we heard about these boys being available.....we already had a team.....two wonderful Belgian/Percheron crosses, both unpapered and un-registered, that were named Pat and Mike, that we bought in 1999.
We were thinking of easing up on using Pat and Mike, as we were logging quite a bit. We wanted a younger team.....and Tony and Spider were around 10 ......a little side bar to horse trading.....a horse trader if he's trying to sell a horse , when confronted with the question .....
"so, how old is this horse"......will almost always tell you, he's 9. (old enough to know better but young enough to be strong and eager)(keep that in mind Carol, when it comes time to trade the old boy in)
To really know how old a horse is.....you look at his teeth, and if you know how to read the markings on their teeth, you can come to within a year or two. Many a 9 year old has turned out to be 17 or even older.
Sondra and I heard about the big blacks being for sale.....made some time to come up from the farm to have a look.
Always an adventure....searching out horses.
So up to the 100 Mile House area.....it was early summer....this area, high in elevation, excels in showing its beauty during the summer. It's sparsely populated.....a few small towns dot the region, to offer commerce and alcohol......the area is home to ranches, lots of large acreages, raising and growing beef..... As well as the ubiquitous logging industry.......give us some trees to exploit.
It's a gorgeous part of the province Carol, a high plateau, spotted with numerous lakes, expansive lodge pole pine forests, and these old, well worn ranch settlements.
It was one of these ranches that Tony and Spider were residing ......log house, log out-buildings, log fences, log barn.........right on the edge of a good sized lake.
Tom the owner was ready for us when we arrived....horses were at the hitching rail....harnessed and ready to perform.
But you never jump right into the task at hand .....you have to have the BC chats first.....sort of like kicking the tires when you are looking to buy a "new to you" truck......so the three of us are walking around the horses, hands running over their bodies, asking questions that don't always pertain to horses, "do you know such and such, he has a logging team near Princeton"......." where did these boys come from"...."when did you last use them"....."any problems"....."how are their feet"........"do these boys come with the harness"..... "how long have you lived up here"......."no kidding, I know Ted Guisbrech, we logged together over near Rock Creek".........and so on.
Then .....you ask if it would be ok to see them walk around.........he may say sure, take the lines, or he may say....sure, let me walk them first and then you can have a go.
All this seemingly unimportant prater......registers...it is all telling us about his relationship with his horses.....does he want to make sure the horses are calmed down when it comes time for us to drive them, .......does he think they might be a bit spooky if we take the lines.....is he setting the standard by showing us how he handles them.....all part of the game.
I want him to walk the horses around, to see what kind of relationship he has with them.....how he holds the lines ......where he stands.....how he gets them to move, does he "kiss them up", or "click" them up .....(two very distinct sounds in the horse world)....or does he remain silent, and communicate through the lines.....do they move on their own, when he grabs the lines......does he say their names to get them to move.......does he hold the lines....firm.......loosely.....does he slap the horses rears with the lines to get them to walk.....all of this shows me how this guy gets along with his horses.....gentle, coarsely, frantic, lazy, attentive, casual, ....and this gives me some incite into what we might be buying.
It's such a dance.....you want it to fall into place....you've invested 6 hours of travel one way......you like the initial viewing.....you need a team .....you want it to work. The foot work, the rhythm, the music, the touch, all these "things" need to be right for the dance to feel good...the flow....and eventually the coupling.
Where was I. .....oh yea.... Tom is walking the boys around, they have their harness on, the harness is well worn, with some minor binder-twine fix-it's......binder-twine....the non-natural material they use to tie bales of hay with.....it is ubiquitous with the horse world.....binder-twine is the rural duct-tape....you use it everywhere to tie down, to tie up, to keep apart, to shorten and to lengthen, you use it for clothes lines, and dog leashes, you use it to mark the planting lines for lettuce and carrots.....It almost always comes in the colour orange.....but now they have introduced the colour blue. It the very old days they used wire to wrap bales.
Tom walks the boys around the corral.....whoa-ing them up then asking them to step up(move ahead).....making them "gee" and "haw".....right and left......I watch how his hands work the lines.....lightly.....aggressively.....does he verbally communicate or is it all done with touch (pressure with the lines)......so the lines are long strips of leather or polypropylene that are attached to the bridle, a sort of head set that has the bit, the metal bar that is inserted to the horses mouth, attached to......so every time you pull on the lines it activates the bit......in a good or bad way.....gentle with the lines equates to gentle with the bit......aggressive with the lines, equates to harsh rough bit movement..........I'm certain Carol you've experienced this with the Hun. To get his attention (his noodle buried in a Conan movie) you sometimes have to jerk his bit.
So what you want to see as a perspective buyer, is the owner driving the horses around in a calm atmosphere.....no rodeos.....using "soft" hands........you want the horses displaying a zen.......a zone where they are willing to do what you ask of them.
Think Pointer Sisters......."I want a man with a slow hand....I Want a lover with an easy touch. I want a lover who will take some time. Not come and go in a heated rush"
Now that's what makes a perfect teamster.......Sondra points out that in the equine world, every teamster thinks he has soft hands. Phew, was that air leaving my body!
Then we attach the horses to the double-tree......sometimes made from hard wood and now usually made from metal.....this is the devise that is attached to two big leather straps that are attached to the horses harness.....these straps are called tugs....and then the double tree is attached to the device you want the horses to pull....ie. a wagon, a sleigh, a rake, a mower, or for our purposes a log. The double tree drags on the ground, so sometimes does not drag smoothly, as it gets caught up on debris , small babies, stumps, empty beer cases, that sort of thing......logging horses get acclimatized to this irregular pull and constant clanging, and are not spooked by the sound or pull.....uninitiated horses go ballistic....as they can never run away from the ragged feel, and the scary sound.
Tony and Spider were great.....and after numerous manoeuvres and requests.....lots of backing up, going forward.....asking them to take one step forward and whoa......asking them to stand while putting the lines on the ground......some horses will creep forward....
hooking them up to a big log and pulling it around.....doing the same tasks that we asked of them without the log..... we put them back to the hitching rail......removed their harness.
I ask Tom how "they load"......how easily do they go in a trailer.....a very important feature.....especially for people who move their horses around....like horse loggers.....always going to different sites.......some horses react to trailers like a 9 year old boy going to the dentist.....it can be hell.....and I've participated in many "rodeos" trying to get unwilling horses in a trailer. Both hard on the horse and the handler. Feet stepped on, smashed around by hyper animals, and that's before you get them in the trailer..... Securing them in the trailer is even more ramped up in terms of activity. So having calm, easy going horses to load...can be the deal sealer or breaker.Tom assures me that they "load easy"
We let the horses cool down......and then I picked up every foot......you want a cooperative horse when trimming hooves.....looked in their mouths to check teeth......hands feeling all over their bodies.....feeling and looking for bumps, irregularities, sores.....seeing how the harness fits them, any rubs, buckle wear, .......you try and do a full inspection..........just like the 50 point checkup that your Audi receives every 6 months.
For me it's all fun.....a chance to visit with another teamster.....to check out his stock....see new country.... hear some new lies and stories.
All the while the test drive and chit-chat is happening, Sondra and I are communicating about what we think about the team.....likes and dislikes....this is all done without talking....it's done with eyes, eye brows, facial wrinkles, nostril flares, smiles, hands, and head nods.....we don't want to diss the owner about the abilities of his team, or challenge anything he says about them.....we just register silently the good and bad......we didn't drive 6 hours to tell someone they have a badly mannered team of horses. It's a sort of rural respect and politeness that seems to prevail in rural Canada.
More generalized talk takes place....we find out more about his place.....some of the jobs he did with the team.....his daughter comes out of the house and jumps up on a saddle horse and rides around.....learn that he's bought a truck and car wash in 100 Mile House.....very entrepreneurial ...... He wanders off to feed some animals.... And Sondra and I kick a few horse buns around and decide yes, we want the team......
The negotiations are straight forward....we pay $4000....
In most horse transactions you buy the horse and the seller provides you with a halter and a lead rope......usually the most worn out and manure stained ones he can find in the tack shed.....often repaired with binder-twine, that use to be orange.
We manage, through friendly haggling, to get the harness, a double tree, and some pieces of harness "thrown in" with the 4 grand. We are happy with the deal, he's happy with the deal.
He agrees to feed the horses for a week, and Sondra and I will return the following weekend with our horse trailer, pick them up and bring them to Trinity Valley.
This adventure was wonderful.....a great way to start a new relationship with a new team......we were anxious to play with them, learn more about them.......and see what they could do.
The boys turned out to be all we wished for.....great addition to our already mature and well behaved team of Pat and Mike.....
Spider as he got older developed a rear hip malfunction.....that eventually made it very difficult for him to get up, after he would lie down for a rest and or a roll. At the end I was having to lift him up with the tractor....too complicated to describe, believe me it was as hard on me as it was on Spider.....Spider learned not to lie down too much .....and when he did, he'd try to position himself strategically on a slope so when it was time for lift-off, gravity would help. One time Spider lay down in his corral....winter time....in a hollow and couldn't rise up......thrashed around for awhile, making his bed a skating rink....total ice, caused by his body heat, ..... and even more difficult for him......finally as darkness was settling in I managed to get him up......this was becoming a problem.
In spring time I had a chat with the big boy......I was tiring of the effort it took to get him back up on all "four"...... Eventually the time came and he had his final lie-down.......
After Spider died, Tony was confused and then sad.....no more mate.....these horses when they are teamed up.....often act as one......they eat side by side, they rest side by side......when one heads off in a direction, the other one will follow......when one decides to let it all out and race around the field, full throttle, the other one copies. They are often joined at the hip. So Tony was bummed when Spider passed on, ........and he got little sympathy from the other team......at this point on the calendar, our original team of Pat and Mike, had both died, and we had bought another team, Jackie and Star, younger than both Spider and Tony, and this new team became our "go to team".
Jackie and Star, also Percheron's, also black, but with un-cropped tails, dragging on the ground, beautiful, true warriors......Don Monjoy was so proud of us for staying black, and staying Perch......this team was young, bold, frisky, and dominating. So Tony went to the bottom of the pecking order, and just wasn't too sure where he fit in. Sondra and I continued to show love and attention his way.....and Sondra would harness him and drive him around, but we always felt he was somewhat confused.......and missing his mate. But through that wondering, he was always a treat to be around.....he was extremely handsome.....very curious.....enormously smart.........and we always said he had a great ass.... And we will miss him.
Well now he can rejoin Spider......they can be a team again.
Developing Avcılar - Gelişen Avcılar
Bizimevler, Avcılar District, Istanbul, TR
SUGRAPHIC ~ Always Under The Light of Your Love ...
Sanatın Ustaları ~ Masters of Art ~ One 1stanbul Photo Album - Candidate Photos
ISTANBUL 2024 Summer Olympics and Paralympics for Peace on Earth..
DÜNYADA BARIŞ için ISTANBUL 2024 Yaz Olimpiyatları ve Paralimpiksleri..!
Scenes from Day Two of the Lake Pepin Three Speed Tour, 15 May 2022.
Camera: Minolta XD5
Lens: Minolta MD 50mm f/1.7
Film: Kentmere 400
Home developed
Ilfosol 3 1:9 at 5:30 in a Rondinax 35U daylight tank
Scanned with Kodak Scanza
A roll of Fuji 200 my mother left in a Minolta 400si with two exposures remaining after battery died.. then they gave me the camera.
Leica MP
Leica Elmarit 28mm f/2.8 III
Ilford Delta 100
Ars Imago FD 1+59
5 min 45 sec 20°C
Scan from negative film
Quay Brothers Return to Philly for First North American Exhibition, Film Festival Award
print version
Norristown-Native Animators, University of the Arts Grads Have Developed Global Cult Following
PHILADELPHIA (December 8, 2008) – Quirky, dark and moody has worked well for identical twins and Norristown natives Stephen and Timothy Quay. Their global cult following knows them better as the award-winning, London-based Brothers Quay, stop-action animators and graduates of The University of the Arts.
For the first time in North America, original sets (décors) from their films will be on display in the exhibition "DORMITORIUM: Film ‘Décors’ by the Quay Bros.” at their alma mater’s Rosenwald-Wolf Gallery, February 27 – April 9. Part of the University’s 50th anniversary celebration of its College of Art and Design, the festivities will include a reception with the brothers, and a presentation of the Vision Award for extraordinary achievement in filmmaking in conjunction with Philadelphia CineFest on April 3.
The décors in the exhibition range from the brothers’ critically acclaimed “Street of Crocodiles” (1986) to “The Piano Tuner of Earthquakes” (2006). The exhibition also includes décors from “The Unameable Little Broom” (1985); “Stille Nacht I (Dramolet)” (1988); “The Comb (From the Museums of Sleep)” (1990); “Rehearsals for Extinct Anatomies” (1988); “The Cabinet of Jan Svanmajer” (1984); “Rehearsals For Extinct Anatomies” (1988); and “The Calligrapher” (1991). After its run at the University’s Rosenwald-Wolf Gallery, the show travels to Parsons The New School for Design in New York City in the fall and Old Dominion University, Norfolk, Va., in the fall.
“Street of Crocodiles,” based on the short novel of the same name by the Polish author and artist Bruno Schulz, was selected by director and animator Terry Gilliam as one of the 10 best animated films of all time, and critic Jonathan Romney included it on his list of the 10 best films in any medium. “The Piano Tuner of Earthquakes” – a dark fairy tale about a demonic doctor who abducts a beautiful opera singer, with designs on transforming her into a mechanical nightingale – is the brothers’ second full-length feature film.
The Quays also directed an animated sequence in the 2002 Oscar-winning film “Frida,” starring Salma Hayek and Alfred Molina. Their first feature film, “Institute Benjamenta, or This Dream People Call Human Life” was released in 1995. Their third feature, based on Schulz’s “Sanatorium Under the Sign of the Hourglass,” is in pre-production.
They have built a cult following making dark and moody films, mostly on or influenced by Eastern European film, literature and music. Many feature partially disassembled dolls and generally have no meaningful spoken dialogue. Their work has been impacted by an array of disparate influences – from Polish animators Walerian Borowczyk and Jan Lenica to writers Franz Kafka and Robert Walser; from puppeteers Wladyslaw Starewicz and Richard Teschner to composers Leo Janácek, Zdenek Lika and Leszek Jankowski.
Born and raised in Norristown, Pa., the brothers graduated from the Philadelphia College of Art (now The University of the Arts) in 1969 (Stephen with a degree in film; Timothy with a degree in illustration) and promptly moved to England to study at the Royal College of Art, where they made their first film. During the ’70s, they spent time in the Netherlands and returned to England to team up with fellow Royal College alumnus Keith Griffiths, who has produced all of their films, to form Koninck Studios in 1980.
The University of the Arts is the nation’s first and only university dedicated to the visual, performing and communication arts. Its 2,300 students are enrolled in undergraduate and graduate programs on its campus in the heart of Philadelphia’s Avenue of the Arts. The institution’s roots as a leader in educating creative individuals date back to 1868.