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The latest brochure request direct mailer for Cox & Kings, silver foil onto colour plan by GF Smith.
Winner, The Travel Marketing Awards 2012 'best print direct marketing'.
21 representantes estudiantiles y 17 de los profesores a los Comités Curriculares, así como el representante estudiantil y de los profesores al Consejo Directivo, con sus respectivos suplentes, recibieron dicha acreditación de manos de la rectora de Utadeo, Cecilia María Vélez White, la vicerrectora académica, Margarita Peña, y la vicerrectora administrativa, Nohemy Arias.
Fotografía Laura Vega - Oficina de Comunicación
Más información aquí goo.gl/cfnma2
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Sondergerät SG104 "Münchhausen" was a German airborne recoillless 355.6 mm (14-inch) caliber gun, intended to engage even the roughest enemy battleships, primarily those of the Royal Navy. The design of this unusual and massive weapon began in 1939. The rationale behind it was that a battleship’s most vulnerable part was the deck – a flat surface, with relatively thin armor (as typical hits were expected on the flanks) and ideally with vital targets underneath, so that a single, good hit would cripple of even destroy a ship. The purpose of such a high angle of attack was likely to allow the projectile to penetrate the target ship's deck, where the ship's armor, if there was any, would have been much thinner than the armor on its sidesHowever, hitting the deck properly with another ship’s main gun was not easy, since it could only be affected through indirect hits and the typical angle of the attack from aballistic shot would not necessarily be ideal for deep penetration, esp. at long range.
The solution to this problem: ensure that the heavy projectile would hit its target directly from above, ideally at a very steep angle. To achieve this, the gun with battleship caliber was “relocated” from a carrier ship or a coastal battery onto an aircraft – specifically to a type that was capable of dive-bombing, a feature that almost any German bomber model of the time offered.
Firing such a heavy weapon caused a lot fo problems, which were severe even if the gun was mounted on a ship or on land. To compensate for such a large-caliber gun’s recoil and to make firing a 14 in shell (which alone weighed around almost 700 kg/1.550 lb, plus the charge) from a relatively light airframe feasible, the respective gun had to be as light as possible and avoid any recoil, which would easily tear an aircraft – even a bomber – apart upon firing. Therefore, the Gerät 104 was designed as a recoilless cannon. Its firing system involved venting the same amount of the weapon's propellant gas for its round to the rear of the launch tube (which was open at both ends), in the same fashion as a rocket launcher. This created a forward directed momentum which was nearly equal to the rearward momentum (recoil) imparted to the system by accelerating the projectile itself. The balance thus created did not leave much net momentum to be imparted to the weapon's mounting or the carrying airframe in the form of felt recoil. A further share of the recoil induced by the moving round itself could be compensated by a muzzle brake which re-directed a part of the firing gases backwards. Since recoil had been mostly negated, a heavy and complex recoil damping mechanism was not necessary – even though the weapon itself was huge and heavy.
Work on the "Münchhausen" device (a secret project handle after a fictional German nobleman created by the German writer Rudolf Erich Raspe in the late 18th century who reputedly had ridden on a cannonball between enemy frontlines), was done by Rheinmetall-Borsig and lasted until 1941. The first test of a prototype weapon was conducted on 9th of September 1940 in Unterlüss with a satisfactory result, even though the weapon was only mounted onto an open rack and not integrated into an airframe yet. At that time, potential carriers were the Ju 88, the Dornier Do 217 and the new Junkers Ju 288. Even though the system’s efficacy was doubted, the prospect of delivering a single, fatal blow to an important , armored arget superseded any doubts at the RLM, and the project was greenlit in early 1942 for the next stage: the integration of the Sondergerät 104 into an existing airframe. The Ju 88 and its successor, the Ju 188, turned out to be too light and lacked carrying capacity for the complete, loaded weapon, and the favored Ju 288 was never produced, so that only the Dornier Do 217 or the bigger He 177 remained as a suitable carriers. The Do 217 was eventually chosen because it had the biggest payload and the airframe was proven and readily available.
After calculations had verified that the designed 14 in rifle would have effectively no recoil, preliminary tests with dumm airframes were carried out. After ground trials with a Do 217 E day bomber to check recoil and blast effects on the airframe, the development and production of a limited Nullserie (pre-production series) of the dedicated Do 217 F variant for field tests and eventual operational use against British sea and land targets was ordered in April 1942.
The resulting Do 217 F-0 was based on the late “E” bomber variant and powered by a pair of BMW 801 radial engines. It was, however, heavily modified for its unique weapon and the highly specialized mission profile: upon arriving at the zone of operation at high altitude, the aircraft would initiate a dive with an angle of attack between 50° and 80° from the horizontal, firing the SG 104 at an altitude between 6,000 and 2,000 meters. The flight time of the projectile could range from 16.0 seconds for a shot from an altitude of 6,000 meters at a 50° angle to just 4.4 seconds for a shot from 2.000 meters at an almost vertical 80° angle. Muzzle velocity of the SG 104 was only 300 m/s, but, prior to impact, the effective velocity of the projectile was projected to range between 449 and 468 m/s (1,616 to 1,674 km/h). Together with the round's weight of roughly 700 kg (1.550 lb) and a hardened tip, this would still ensure a high penetration potential.
The operational Sondergerät 104 had an empty mass of 2.780 kg (6,123 lb) and its complete 14 inch double cartridge weighed around 1.600 kg (3,525 lb). The loaded mass of the weapon was 4,237 kg, stretching the limits of the Do 217’s load capacity to the maximum, so that some armor and less vital pieces of equipment were deleted. Crew and defensive armament were reduced to a minimum.
Even though there had been plans to integrate the wepaon into the airframe (on the Ju 288), the Gerät 104 was on the Do 217 F-0 mounted externally and occupied the whole space under the aircraft, precluding any use of the bomb bay. The latter was occupied by the Gerät 104’s complex mount, which extended to the outside under a streamlined fairing and held the weapon at a distance from the airframe. Between the mount’s struts inside of the fuselage, an additional fuel tank for balance reasons was added, too.
The gun’s center, where the heavy round was carried, was positioned under the aircraft’s center of gravity, so that the gun barrel markedly protruded from under the aircraft’s nose. To make enough space, the Do 217 Es bomb aimer’s ventral gondola and his rearward-facing defensive position under the cockpit were omitted and faired over. The nose section was also totally different: the original extensive glazing (the so-called “Kampfkopf”) was replaced by a smaller, conventional canopy, similar to the later Do 217 J and N night fighter versions, together with a solid nose - the original glass panels would have easily shattered upon firing the gun, esp. in a steep high-speed dive. A "Lotfernrohr" bomb aiming device was still installed in a streamlined and protected fairing, though, so that the navigator could guide the pilot during the approach to the target and during the attack run.
To stabilize the heavy aircraft during its attack and to time- and safely pull out of the dive, a massive mechanical dive brake was mounted at the extended tail tip, which unfolded with four "petals". A charecteristic stabilizing dorsal strake was added between the twin fins, too.
The ventral area behind the gun’s rear-facing muzzle received additional metal plating and blast guiding vanes, after trials in late 1940 had revealed that firing the SG 104 could easily damage the Do 217’s tail structure, esp. all of the tail surfaces’ rudders and the fins’ lower ends in particular. Due to all this extra weight, the Do 217 F-0’s defensive armament consisted only of a single 13 mm MG 131 machine gun in a manually operated dorsal position behind the cockpit cabin, which offered space for a crew of three. A fixed 15 mm MG 151 autocannon was mounted in the nose, too, a weapon with a long barrel for extended range and accuracy. It was not an offensive weapon, though, rather intended as an aiming aid for the SG 104 because it was loaded with tracer bullets: during the final phase of the attack dive, the pilot kept firing the MG 151, and the bullet trail showed if he was on target to fire the SG 104 when the right altitude/range had been reached.
The first Do 217 F-0 was flown and tested in late 1943, and after some detail changes the type was cleared for a limited production run of ten aircraft in January 1944. The first operational machine was delivered to a dedicated testing commando, the Erprobungskommando 104 “Münchhausen”, also known as “Sonderkommando Münchhausen” or simply “E-Staffel 104”. The unit was based at Bordeaux/Merignac and directly attached to the KG 40's as a staff flight. At that time, KG 40 operated Do 217 and He 177 bombers and frequently flew reconnaissance and anti-shipping missions over the Atlantic west of France, up to the British west and southern coast, equipped with experimental Henschel Hs 293 glide bombs.
Initial flights confirmed that the Do 217 airframe was burdened with the SG 104 to its limits, the already rather sluggish aircraft (the Do 217 had generally a high wing loading and was not easy to fly) lost anything that was left of what could be called agility. It needed an experienced pilot to handle it safely, esp. during start and landing. It is no wonder that two Do 217 F-0s suffered ground accidents during the first two weeks of operations, but the machines could be repaired, resume the test program and carry out attack missions.
However, during one of the first test shots with the weapon, one Do 217 F-0 lost its complete tail section though the gun blast, and the aircraft crashed into the Bay of Biscay, killing the complete crew.
On 4th or April 1944 the first "hot" attack against an enemy ship was executed in the Celtic Sea off of Brest, against a convoy of 20 ships homeward bound from Gibraltar. The attack was not successful, though, the shot missing its target, and the German bomber was attacked and heavily damaged by British Bristol Beaufighters that had been deployed to protect the ships. The Do 217F-0 eventually crashed and sank into the Atlantic before it could reach land again.
A couple of days later, on 10th of April, the first attempt to attack and destroy a land target was undertaken: two Do 217 F-0s took off to attack Bouldnor Battery, an armored British artillery position located on the Isle of Wight. One machine had to abort the attack due to oil leakages, the second Do 217 F-0 eventually reached its target and made a shallow attack run, but heavy fog obscured the location and the otherwise successful shot missed the fortification. Upon return to its home base the aircraft was intercepted by RAF fighters over the Channel and heavily damaged, even though German fighters deployed from France came to the rescue, fought the British attackers off and escorted the limping Do 217 F-0 back to its home base.
These events revealed that the overall SG 104 concept was generally feasible, but also showed that the Do 217 F-0 was very vulnerable without air superiority or a suitable escort, so that new tactics had to be developed. One consequence was that further Do 217 F-0 deployments were now supported by V/KG 40, the Luftwaffe's only long range maritime fighter unit. These escorts consisted of Junkers Ju 88C-6s, which were capable of keeping up with the Do 217 F-0 and fend of intercepting RAF Coastal Command’s Beaufighters and later also Mosquitos.
In the meantime, tests with the SG 104 progressed and several modifications were tested on different EKdo 104's Do 217 F-0s. One major upgrade was a further strengthening of the tail section, which added another 200 kg (440 lb) to the aircraft's dry weight. Furthermore, at least three aircraft were outfitted with additional dive brakes under the outer wings, so that the dive could be better controlled and intercepted. these aircraft, however, lost their plumbed underwing hardpoints, but these were only ever used for drop tanks during transfer flights - a loaded SG 104 precluded any other ordnance. On two other aircraft the SG 104 was modified to test different muzzle brakes and deflectors for the rear-facing opening, so that the gun blast was more effectively guided away from the airframe to prevent instability and structural damage. For instance, one machine was equipped with a bifurcated blast deflector that directed the rearward gasses partly sideways, away from the fuselage.
These tests did not last long, though. During the Allied Normandy landings in June 1944 E-Staffel 104 was hastily thrown into action and made several poorly-prepared attack runs against Allied support ships. The biggest success was a full hit and the resulting sinking of the Norwegian destroyer HNoMS Svenner (G03) by "1A+BA" at dawn on 6th of June, off Sword, one of the Allied landing zones. Other targets were engaged, too, but only with little effect. This involvement, however, led to the loss of three Do 217 F-0s within just two days and four more heavily damaged aircraft – leaving only two of EKdo 104's Do 217 F-0s operational.
With the Allied invasion of France and a worsening war condition, the SG 104 program was stopped in August 1944 and the idea of an airborne anti-ship gun axed in favor of more flexible guided weapons like the Hs 293 missile and the Fritz-X glide bomb. Plans for a further developed weapon with a three-round drum magazine were immediately stopped, also because there was no carrier aircraft in sight that could carry and deploy this complex 6.5 tons weapon. However, work on the SG 104 and the experience gained from EKdo 104's field tests were not in vain. The knowledge gathered from the Münchhausen program was directly used for the design of a wide range of other, smaller recoilless aircraft weapons, including the magnetically-triggered SG 113 "Förstersonde" anti-tank weapon or the lightweight SG 118 "Rohrblock" unguided air-to-air missile battery for the Heinkel He 162 "Volksjäger".
General characteristics:
Crew: 3 (pilot, navigator, radio operator/gunner)
Length: 20,73 m (67 ft 11 in) overall
18,93 m (62 ft 3/4 in) hull only
Wingspan: 19 m (62 ft 4 in)
Height: 4.97 m (16 ft 4 in)
Wing area: 57 m² (610 sq ft)
Empty weight: 9,065 kg (19,985 lb)
Empty equipped weight:10,950 kg (24,140 lb)
Max takeoff weight: 16,700 kg (36,817 lb)
Fuel capacity: 2,960 l (780 US gal; 650 imp gal) in fuselage tank and four wing tanks
Powerplant:
2× BMW 801D-2 14-cylinder air-cooled radial piston engines, delivering
1,300 kW (1,700 hp) each for take-off and 1,070 kW (1,440 hp) at 5,700 m (18,700 ft),
driving 3-bladed VDM constant-speed propellers
Performance:
Maximum speed: 475 km/h (295 mph, 256 kn) at sea level
560 km/h (350 mph; 300 kn) at 5,700 m (18,700 ft)
Cruise speed: 400 km/h (250 mph, 220 kn) with loaded Gerät 104 at optimum altitude
Range: 2,180 km (1,350 mi, 1,180 nmi) with maximum internal fuel
Ferry range: 2,500 km (1,600 mi, 1,300 nmi); unarmed, with auxiliary fuel tanks
Service ceiling: 7,370 m (24,180 ft) with loaded Gerät 104,
9,500 m (31,200 ft) after firing
Rate of climb: 3.5 m/s (690 ft/min)
Time to altitude: 1,000 m (3,300 ft) in 4 minutes 10 seconds
2,000 m (6,600 ft) in 8 minutes 20 seconds
6,100 m (20,000 ft) in 24 minutes 40 seconds
Armament:
1x 355.6 mm (14-inch) Sondergerät 104 recoilless gun with a single round in ventral position
1x 15 mm (0.787 in) MG 151 machine cannon with 200 rounds, fixed in the nose
1x 13 mm (0.512 in) MG 131 machine gun with 500 rounds, movable in dorsal position
Two underwing hardpoints for a 900 l drop tank each, but only used during unarmed ferry flights
The kit and its assembly:
This was another submission to the "Gunships" group build at whatifmodellers.com in late 2021, and inspiration struck when I realized that I had two Italeri Do 217 in The Stash - a bomber and a night fighter - that could be combined into a suitable (fictional) carrier for a Sondergerät 104. This mighty weapon actually existed and even reached the hardware/test stage - but it was never integrated into an airframe and tested in flight. But that's what this model is supposed to depict.
On the Do 217, the Sg 104 would have been carried externally under the fuselage, even though there had been plans to integrate this recoilless rifle into airframes, esp. into the Ju 288. Since the latter never made it into production, the Do 217 would have been the most logical alternative, also because it had the highest payload of all German bombers during WWII and probably the only aircraft capable of carrying and deploying the Münchhausen device, as the SG 104 was also known.
The fictional Do 217 F-0 is a kitbashing, using a Do 217 N fuselage, combined with the wings from a Do 217 K bomber, plus some modifications. What initially sounded like a simple plan soon turned into a improvisation mess: it took some time to realize that I had already donated the Do 217 K's BMW 801 engines to another project, an upgraded He 115... I did not want to use the nightfighter's more powerful DB 603s, and I was lucky to have an Italeri Ju 188 kit at hand which comes with optional BMW 801s and Jumo 211s. Transplanting these engines onto the Do 217's wings took some tailoring of the adapter plates, but was feasible. However, the BMW 801s from the Ju 188 kit have a flaw: they lack the engine's characteristic cooling fans... Another lucky find: I found two such parts in the scrap box, even though from different kits - one left over from another Italeri Do 217 K, the other one from what I assume is/was an Italeri 1:72 Fw 190 A/F. To make matters worse, one propeller from the Ju 188 kit was missing, so that I had to find a(nother) replacement. :-/
I eventually used something that looked like an 1:72 F6F Hellcat propeller, but I an not certain about this because I have never built this model...? With some trimming on the blades' trailing edges and other mods, the donor's overall look could be adapted to the Ju 188 benchmark. Both propellers were mounted on metal axis' so that they could also carry the cooling fans. Lots of work, but the result looks quite good.
The Do 217 N's hull lost the lower rear gunner position and its ventral gondola, which was faired over with a piece of styrene sheet. The pilot was taken OOB, the gunner in the rear position was replaced by a more blob-like crew member from the scrap box. The plan to add a navigator in the seat to the lower right of the pilot did not work out due to space shortage, but this figure would probably have been invisble, anyway.
All gun openings in the nose were filled and PSRed away, and a fairing for a bomb aiming device and a single gun (the barrel is a hollow steel needle) were added.
The SG 104 was scratched. Starting point was a white metal replacement barrel for an 1:35 ISU-152 SPG with a brass muzzle brake. However, after dry-fitting the barrel under the hull the barrel turned out to be much too wide, so that only the muzzal brake survived and the rest of the weapon was created from a buddy refueling pod (from an Italeri 1:72 Luftwaffe Tornado, because of its two conical ends) and protective plastic caps from medical canulas. To attach this creation to the hull I abused a conformal belly tank from a Matchbox Gloster Meteor night fighter and tailored it into a streamlined fairing. While this quite a Frankenstein creation, the overall dimensions match the real SG 104 prototype and its look well.
Other cosmetic modifications include a pair of underwing dive brakes, translanted from an Italeri 1:72 Ju 88 A-4 kit, an extended (scratched) tail "stinger" which resembles the real dive brake arrangement that was installed on some Do 217 E bombers, and I added blast deflector vanes and a dorsal stabilizer fin.
In order to provide the aircraft with enough ground clearance, the tail wheel was slightly extended. Thanks to the long tail stinger, this is not blatantly obvious.
Painting and markings:
This was not an easy choice, but as a kind of prototype I decided that the paint scheme should be rather conservative. However, German aircraft operating over the Atlantic tended to carry rather pale schemes, so that the standard pattern of RLM 70/71/65 (Dunkelgrün, Schwarzgrün and Hellblau) with a low waterline - typical for experimental types - would hardly be appropriate.
I eventually found a compromise on a He 177 bomber (coded 6N+BN) from 1944 that was operated by KG 100: this particular aircraft had a lightened upper camouflage - still a standard splinter scheme but consisting of RLM 71 and 02 (Dunkelgrün and Grau; I used Modelmaster 2081 and Humbrol 240), a combination that had been used on German fighters during the Battle of Britain when the standard colors turned out to be too dark for operations over the Channel. The aircraft also carried standard RLM 65 (or maybe the new RLM76) underneath (Humbrol 65) and on the fin, but with a very high and slightly wavy waterline. As a rather unusual feature, no typical camouflage mottles were carried on the flanks or the fin, giving the aircraft a very bleak and simple look.
Despite my fears that this might look rather boring I adapted this scheme for the Do 217 F-0, and once basic painting was completed I was rather pleased by the aircraft's look! As an aircraft operated at the Western front, no additional markings like fuselage bands were carried.
To set the SG 104 apart from the airframe, I painted the weapon's visible parts in RLM 66 (Schwarzgrau, Humbrol 67), because this tone was frequently used for machinery (including the interior surfaces of aircraft towards 1945).
RLM 02 was also used for the interior surfaces and the landing gear, even though I used a slightly different, lighter shade in form of Revell 45 (Helloliv).
A light black ink washing was applied and post-shading to emphasize panel lines. Most markings/decals came from a Begemot 1:72 He 11 sheet, including the unusual green tactical code - it belongs to a staff unit, a suitable marking for such an experimental aircraft. The green (Humbrol 2) was carried over to the tips of the propeller spinners. The unit's code "1A" is fictional, AFAIK this combination had never been used by the Luftwaffe.
The small unit badge was alucky find: it actually depicts the fictional Baron von Münchhausen riding on a cannonball, and it comes from an Academy 1:72 Me 163 kit and its respective sheet. The mission markings underneath, depicting two anti-ship missions plus a successful sinking, came from a TL Modellbau 1:72 scale sheet with generic German WWII victory markings.
After some soot stains around the engine exhaust and weapon muzzles had been added with graphite, the model was sealed with matt acrylic varnish and final details like position lights and wire antennae (from heated black plastic sprue material) were added.
Well, what started as a combination of two kits of the same kind with a simple huge pipe underneath turned out to be more demanding than expected. The (incomplete) replacement engines were quite a challenge, and body work on the hull (tail stinger, fairing for the SG 104 as well as the weapon itself) turned out to be more complex and extensive than initially thought of. The result looks quite convincing, also supported by the rather simple paint scheme which IMHO just "looks right" and very convincing. And the whole thing is probably the most direct representation of the inspiring "Gunship" theme!
This Book of Hours, ca. 1460, was completed for use of Rome and illuminated under the influence, if not the direct participation, of Willem Vrelant. There remain twenty-two extant marginal calendar illustrations, thirteen extant full-page miniatures (many of which are paired with opening suffrages, perhaps suggesting a certain amount of significance to the owner), and one historiated initial. The contemporary binding, signed Livinus Stuaert, is dated 1477 and is most likely of Bruges or Ghent origin. It is thought that the first owner was French due to the French headings throughout and prominent fleur-de-lis figurations decorating the binding. Further, the first owner was likely female, suggested by the ways in which the book was structured to facilitate legibility. This is evinced by the large size of the script and the lack of abbreviations. While much of the text is standard, there remains evidence of personal significance and preference. This is seen in the chosen illuminations for those sections that are most significant to the owner. Most illuminations are paired with the opening page of staple Hours; however, many are accompanied by individual suffrages, constituting a large portion of the beginning of the manuscript. Personal preference is also shown in those sections of text that stray from the standard. The devotional sequence of this manuscript is notable for its sheer length and diversity of prayers as well as its inclusion of a French prayer not of official liturgy (fols. 215r-219v). The first collection of three prayers is headed and written in French. The prayer is attributed to St. Augustine and is described to guarantee a transformation of tribulation into joy through Christ's mercy, but only if the suppliant recites the prayer for thirty consecutive days. While it is not uncommon for evidence of an owner's predilections to surface in a Book of Hours, the particularly divergent features of this book allow readers to glean an intimate view of the patron.
To explore fully digitized manuscripts with a virtual page-turning application, please visit Walters Ex Libris.
Direct Rail Services Vossloh/Stadler Class 88 dual-mode electro-diesel locomotive at Quintinshill loops with 4S43 the 06:40 Daventry to Mossend Euroterminal Tesco container train.
Direct Rail Services' Class 37 No. 37419 passes Whistlefield Bridge, between Garelochhead and Arrochar while working 0Z80 1316 Motherwell Tmd (Drs) to Motherwell Tmd (Drs)
27th May 2012. Sinar F 4x5 camera. Schneider Repro Claron 135mm f/8 lens at f/8 on Kentmere VC select (RC multigrade) paper, 1/2s.
Direct positive (reversal) process. Scanned directly, and tones corrected in the GIMP to look as close to final print as possible (i.e. there should be no artifacts from scanning/digitising). The yellow/blue duo-tone is how it comes out.
My second pinhole exposure using Harman Direct Positive Paper FB (Fiber) in a Harman Titan pincam. I pre-flashed the paper and processed in a variation of Caffenol-C for 3 minutes. Scanned the print in color for the natural brown tone and flipped it to undo the mirror image you get with positives.
This is the famed "Tornado Tower" from a different perspective from my original pinhole of it (www.flickr.com/photos/goyaboy/4555869778/)
Voor verdere uitbreiding van de diensten op Antwerpen en Brussel, heeft NS International 19 nieuwe TRAXX-locomotieven besteld, aanvullend op de reeds geleaste locomotieven. Vanaf augustus 2014 kwam de levering van de nieuwe locomotieven op gang. De kleurstelling is vanaf begin af aan in geel/blauwe NS-stijl.
Locomotief 186 002 vertrok op 22 augustus 2014 uit de fabriek in Kassel op weg naar Nederland. Op 26 augustus werden testritten gereden op het conventionele spoor, een dag later was de HSL aan de beurt. Op 11 september 2014 werd de locomotief als eerste geel-blauwe ingezet in de Intercity Direct dienst.
Een goede maand later, op 15 oktober 2014, staat de locomotief onder de fraaie kap van Amsterdam Centraal gereed voor vertrek. Achter de locomotief hangen de eerder besproken rijtuigen in FYRA-huisstijl. In de loop van 2015 hebben de rijtuigen deze huisstijl verruild voor de geel/blauwe NS-huisstijl. Waarmee FYRA definitief tot het verleden behoort.
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Datum en tijd: 2014 10 15 - 12 50 43
Locatie: Amsterdam
Maatschappij: NSI
Materieel: Serie 186, 186 002
Trein: ICD 938 (Amsterdam – Breda)
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© Peter de Winter – No unauthorised use
Looking down Ox Pasture Drain, a subsidiary of Wigsley Drain which runs to the Foss Dyke Canal outside of Saxilby. Viewed from the National Cycle Route 647 on the route of the former Chesterfield and Lincoln Direct Railway, close to Harby in Nottinghamshire.
Direct Rail Serivces 57312 'Sloway Princess' awaits the off from Birmingham International, whilst dropping passengers off, with the Northern Belle to Coventry working 1Z48, 12:25 BIRMINGHAM INTERNATIONAL - 18:57 COVENTRY.
Monday 18/12/2017.
Direct Rail Services English Electric Class 20s 20305 'Gresty Bridge' and 20309 diesel electric locomotives at Oldside in Workington on the Cumbrian coast railway line top and tail a small train of PFA flat wagons from Workington docks to Sellafield
We saw this truck a million times. I'm curious what the hot babes actually do when they come to you ... but not curious enough to dial the number and find out.
Direct Rail Services class 88007 'Electra' approaching South Kenton with 1351 Daventry DRS Tesco - Tilbury2 Container TML, as a Harrow bound TFL Bakerloo train heads north & a Metropolitan train crosses the bridge in background.
A massive complex of thunderstorms rolled into Phoenix from the east on August 11, 2015. Typically, monsoon thunderstorms are fairly isolated and short lived. I didn't even want to go chasing that night, since only one tiny storm was on radar, and it was 60 miles from my house. Glad I did! This lonely cell turned into a powerful line of severe-warned monsters over the Superstition Mountains and put on one hell of a show that lasted for hours!
The only major suck factor was the temperature. It was north of 113 degrees that day and didn't cool down much by the time the storms started. You can see I was shooting at ISO 400 but the sensor was so hot, all my images had much more noise than usual.
Graham on the first ascent, today. Backed off this pitch years ago due to bad ice. Today it had big holes, but the ice that was there, was good :)
KOMZ Industar-51 210mm f4.5
4x5 Harman Direct Positive Paper FB
Agfa paper developer
Toned in lightroom to replicate the real paper tone as close as possible.
Los electrodomésticos enloquecieron, no puedo seguir, pisoteando a la gente, tú puedes ofrecerme escapar. La casa se está moviendo, la casa habla, si me llevas obtendrás alivio, alivio, alivio, alivio... Y si voy a hablar, sólo quiero hablar, porfavor no interrumpas, sólo sientate atrás y escucha, es demasiado, muy brillante, muy poderoso, demasiado, muy brillante, muy poderoso...
Direct Rail Services Class 68, 68033 arriving into South Gyle working 2L69 1745 to Cardenden, service had started at Edinburgh Waverley, taken 9th July 2018
Directed by Val Guest and stars Forrest Tucker, Peter Cushing and Maureen Connell.
Brief Synopsis
Botanist Dr. John Rollason, his wife and colleague Helen and his assistant, Pete Fox, venture into the rugged Himalayan mountains in search of rare plants. One day, after they establish camp at a village, the Lhama, the spiritual leader of the village who possesses extrasensory perception, forecasts the imminent arrival of a climbing expedition and asks John if he intends to join them. When Helen learns about the expedition, she fears that John plans to hlep them search for the mythical creature known as the Abominable Snowman. Soon after, Tom Friend, an American adventurer, arrives with his guide Kusang and his colleagues, Jacques McNee and Ed Shelley, and a band of porters. When Helen denies the existence of the creatures, known as the "Yeti" by the natives, McNee rebuts that he has seen their footprints in the snow. As proof of their existence, Friend produces a stolen silver cylinder bearing an inscription about "powerful beings." Inside is a giant tooth, allegedly belonging to a Yeti. Friend then explains that he plans to lead a small party of five men into the heights of the Himalayas in search of the Yeti, and invites John to be their fifth member. When they present the tooth to the Lhama, however, the holy man claims that it is not real, but carved from ivory. Disregarding Helen's objections, John joins Friend's expedition, and the next morning, they begin their trek into the treacherous snow-covered peaks. That night, as they camp, John hypothesizes that the Yeti may have developed in parallel to mankind. When the crude, unthinking Shelley displays a trap he has brought to capture the creature, John is distressed to discover that he has been enlisted in a hunting party. The mercenary Friend then admits that his goal, far from being scientific, is to catch the Yeti and then make money by exhibiting him on television. In the village below, meanwhile, the porters that Friend left behind clamor for their unpaid wages. The next day, the expedition continues their trek, and McNee confesses to John that he has been obsessed by the creatures ever since spotting their footprints in the snow. Soon after, McNee, an inexperienced climber who has paid Friend for the privilege of joining the expedition, falls into a trap set by Shelley and injures his foot. John denounces the use of traps until Shelley claims that he has caught one of the creatures. When John examines Shelley's catch, however, he identifies it as a Himalayan monkey. As they pitch their tent that night, a radio broadcast warns of an approaching blizzard. Later, the monkey, locked in the cage outside, begins wildly chattering, and is accompanied by snarls and growls. When Kusang, Shelley, John and Friend run out to investigate, they find a huge footprint in the snow. McNee, left behind in the tent, sees a huge, hairy claw slip under the tent flap. Returning to the tent for his rifle, Kusang spots the Yeti and goes berserk, streaking down the mountain to the village below, while McNee, hypersensitive to the creature, goes into a trance. Firing at a figure fleeing on the ice, Shelley wounds the creature and they follow a trail of blood to find the fallen Yeti, dead. When Kusang returns to the village, Helen, fearing for her husband's safety, requests an audience with the Lhama, who confirms that John is in danger but pronounces that his outcome will be governed by his own nature. Determined to find John, Helen offers to pay the porters' back wages if they will lead her into the mountains. At the camp, meanwhile, McNee regains consciousness and questions John about the dead Yeti. After John reports that he saw sadness and wisdom in the slain creature's face, McNee sneaks out of the tent. Continuing his quest for the Yeti, the weakened McNee strikes out through the snow and plunges to his death from a precipice. After Shelley is attacked by two other creatures, Friend hits upon the idea of using him as bait and instructs Shelley to sequester himself in the cave while Friend watches from the tent, gun in hand. In a blinding blizzard, Friend and John hear the snarls of the creatures, and Shelley, confronted by the charging Yeti, aims his rifle, but the weapon fails to fire. By the time John and Friend reach the cave, Shelley has died from a heart attack. When the creatures return for the body of their compatriot, John surmises that they are more civilized and intelligent than man, and sense they must hide from man, the destroyer. Soon after, Friend, hallucinating, hears Shelley calling for help and runs out of the cave, firing his gun, thus triggering an avalanche that buries him alive. John remains in the cave, and when the two creatures come to claim their friend's body, he stares into their faces and then passes out. In a tent nearby, Helen hears the creatures' cries and runs out into the blizzard, where she finds John unconscious in the snow, and a giant footprint near his body. After John is rescued, he meets with the Lhama and affirms that the Yeti does not exist.
Second opinion.synopsis
This is a so-so early Hammer horror film from Nigel Kneale, who also wrote The Quatermass Experiment. Forrest Tucker and botanist Peter Cushing lead an expedition to the Himalayan Mountains (actually the Pyrenees, but who's complaining?) in search of the legendary Yeti. Several mysterious locals tell them to stay away with the sort of cryptic warnings found only in horror movies, but they carry on regardless. As expected, the furry beast is alive and well; meanwhile, members of the expedition begin to die from a series of accidents. The monster isn't shown very often and looks silly when it finally shows up, but there is a fair amount of atmosphere, and the stars are always fun to watch. Director Val Guest's career continued to slide from its 1940's highs until, by the '70s, he was making leering nonsense like The Au Pair Girls.
After our brief visit to Arnhem, we returned to the Centraal Station to continue our main agenda today: to visit Huis Bergh.
First, a few photos of the very busy bus terminal at Arnhem Centraal Station.