View allAll Photos Tagged Elephantitis,
in the chilly hours and minutes,
of uncertainty, i want to be,
in the warm hold of your loving mind.
to feel you all around me,
and to take your hand, along the sand,
ah, but i may as well try and catch the wind.
when sundown pales the sky,
i wanna hide a while, behind your smile,
and everywhere i'd look, your eyes i'd find.
for me to love you now,
would be the sweetest thing, 'twould make me sing,
ah, but i may as well try and catch the wind.
when rain has hung the leaves with tears,
i want you near, to kill my fears
to help me to leave all my blues behind.
for standin' in your heart,
is where i want to be, and i long to be,
ah, but i may as well try and catch the wind.
--donovan
Since the start of the drought relief service that run from Victoria and South Australia back to New South Wales there have been some quite interesting combinations.
Now on the lead for a change of pace, XR558 leads BL31 and G540 through the dup at Westmere on 5CK6 empty grain from Junee Sub to Dimboola
yeah....i forgot the dragons, firewheel, lanzetta with elmo coming out of his ass, although Bethy might be lighting that cigarette.
I met this man in a small village near Bhubaneswar - Orissa (India). He claimed that he was cured from elephantitis after praying to Shiva under a certain tree. Here you see him sitting next to the little shrine he made under the tree.
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1924 Hispano-Suiza H6C "Tulipwood" Torpedo by Nieuport-Astra
$9,245,000 USD | Sold
This car became the 2025 Pebble Beach Concours d’Elegance Best of Show Winner. Read my Flickr album description for this car to learn about its 2025 Best in Show win and compare this 2022 shot of the car to what it looked like in its 2025 win.
From Sotheby's:
ANDRÉ DUBONNET’S ‘TULIPWOOD’ TORPEDO
Aperitif scion André Dubonnet lived a life of excitement—six aerial victories as a young pilot during the Great War, development of a namesake automotive suspension he sold to General Motors, and a pioneer of solar energy. In between all these things he competed in Olympic bobsledding and loved fine, swift automobiles, racing Bugattis and Hispano-Suizas. It was the latter that would make his name immortal in motoring circles; he would commission a particularly fabulous streamlined coupe on an H6C chassis from Saoutchik, and create his own Hispano-Suiza-powered automobile, which failed to fledge. Both of these came after his most famous Hispano-Suiza, a car now known to enthusiasts as the “Tulipwood” Torpedo—a car that has been famous since virtually the moment of its birth.
Dubonnet’s machine began as an 8-liter overhead-cam Hispano-Suiza H6C chassis of the newly developed Type Sport. Only Hispano-Suiza co-founder Marc Birkigt himself took delivery of an H6C earlier, reflecting the aperitif heir’s importance to the firm. Dubonnet’s was one of three factory-built lowered surbaissé chassis, fitted with a lowered radiator and a 52-imperial gallon fuel tank, a necessity for long rallies. That the frame was originally surbaissé is seen in a surviving photograph of the engine compartment when new, depicting the lower angle of the water hoses between the top of the cylinder block and the radiator, as well as by comparison of period photographs with other, standard H6C chassis.
The true brilliance came in the coachwork. Some of Dubonnet’s competitors, many of themselves aviators, had begun to figure out that aircraft construction methods could yield techniques useful in the construction of lightweight bodies; thus emerged the earliest fabric-bodied coachwork of the period. Dubonnet seemed to cut out the drawing board between aviation and automobile, commissioning aircraft manufacturer Nieuport-Astra of Argenteuil to body his car. Their creation was designed by their engineer Henri Chasseriaux and formed of delicate 1/8-inch-thick strips of mahogany—not actually tulip wood, but romantic legends and alliterative names both die hard—formed over an external layer that was in turn laid over inner 3/4-inch ribs, all secured together by many thousands of aluminum rivets and varnished. Similar to the “skiff” bodies pioneered in the Teens and Twenties most notably by French coachbuilder Labourdette, Nieuport’s torpedo reportedly weighed only 160 pounds, featherweight by the standards of bodywork to be fitted to such a large automobile; by comparison, it added virtually nothing to the weight of its chassis and engine.
On 27 April 1924, Dubonnet drove the H6C, fitted with Paris registration 6966-I6, in the Targa Florio through the torturous Sicilian mountains, widely considered one of the most rigorous and dangerous performance tests of the era, and finished 6th overall. He then ran the additional lap to complete the Coppa Florio, running 8 1/2 hours on the Madonie circuit, to finish 5th overall, despite his appalling luck with tires. Both events demonstrated the practical success of Hispano-Suiza’s engineering and Nieuport-Astra’s innovation; Dubonnet’s driving skill and the fascinating wooden coachwork made a heavy brute—reportedly the largest car on the field—into a true competitor.
It is not exaggeration to state that the Tulipwood Torpedo was as advanced and remarkable a performance automobile in 1924 as the Pagani or McLaren are held to be today; both employed their time’s most potent drivetrains and state-of-the-art lightweight materials to ensure maximum performance, with no regard to cost. The results were breathtaking in every regard.
THE MOST FAMOUS HISPANO-SUIZA IN THE WORLD
Subsequent to its brief but successful competition career, Dubonnet equipped his car for road use, with flat open fenders, a low windscreen, a small door and a large searchlight added on the passenger’s side, headlights, etc., as shown in a photograph taken of him with the H6C. Subsequently the Hispano-Suiza was briefly owned by a Coty, believed to have been the noted Hispanophile Roland Coty, the perfume magnate’s son. According to the biography A Zest for Life, marmalade heir, archaeologist, and automobilist Alexander Keiller from Scotland acquired the car from Coty in early 1925. It was registered by him in London as XX 3883 soon thereafter.
During Keiller’s ownership the car was photographed in the parking field at Brooklands. Additional photographs from his ownership show that the car now had a cover over the rear seat; tendril-like flowing wings, later replaced with cycle-style fenders, and other minor trim changes, as well as what appears to be a new exhaust system. The flowing open fenders and other touches were likely added for Keiller by coachbuilder Barker, whose name appears on original photographs of the car in the Nethercutt Collection’s library; they are very similar to those on Barker-bodied Mercedes-Benzes and Rolls-Royces of the era.
Keiller eventually put the Hispano-Suiza away in the storage facilities of a coachbuilder, possibly Hooper, in Plymouth, and there it remained through the duration of World War II. According to the late, great British motoring historian Bill Boddy in his article “White Elephantitis,” published in the September 1959 issue of Motor Sport, while in storage “a bomb splinter caused some damage to the tail but otherwise it remained in original trim.”
In 1950, Rodney Forestier-Walker discovered the car in storage, and after tea with Mr. Keiller, succeeded in its acquisition. After covering the war wounds in the tail with plywood, modifying front and rear windscreens, and replacing the original Blériot headlights with Lucidus lights, he kept and drove the Hispano-Suiza for six years, writing fondly of his travels in it in an article, “A Journey to Remember,” published in the 3 March 1954 edition of The Motor.
Gerald Albertini, a Standard Oil heir and passionate automobile enthusiast living in London, spotted the car at roadside in 1955, and in the age-old fashion left a note on the windshield offering to buy it. Six months passed before a change in Forestier-Walker’s circumstances led to the consummation of the transaction, held at an appointed spot on a Welsh roadside, as the seller’s family was heartbroken and did not want to see the car go. The return trip home necessitated a pause for fuel, at which Mr. Albertini sat down for a leisurely cup of tea, emerged, and found the attendant still laboriously hand-pumping vast quantities of fuel into the tail’s 52-gallon tank! To add insult to injury, the wealthy owner found his wallet empty, and was forced to pawn his watch to pay for the fuel.
Albertini soon undertook a restoration of his new acquisition, with the mechanical components rebuilt under the supervision of the great Hispano-Suiza technician, George Briand; reportedly the car had only a little over 17,000 miles and showed virtually no wear aside from the clutch. To suit Mr. Albertini’s build, a smaller steering wheel was mounted and the seat moved back, necessitating fitment of a longer outside cranked gear-lever.
Coachwork restoration was handled by Panelcraft of Putney, with repairs made to the areas damaged in the war using new wood, numerous trim changes including copper plating throughout, and the interior outfitted in cream leather. The cycle-style fenders fitted by Mr. Keiller were replaced by the elegant wooden torpedoes currently mounted. Each was meticulously hand-crafted by an elderly boat-builder, Harry Day, who assured Mr. Albertini that “if a craftsman can make them in metal, be assured I can make them in wood.” Each fender was formed of a hand-beaten alloy shell, over which was laid a skin of polished wood, steamed to fit and secured by matching aluminum rivets, then sanded perfectly smooth and polished. The result was fenders that appeared not as an afterthought but to have been there all along, and they still do to this day.
At its completion by Panelcraft, the restored Hispano-Suiza was taken by Mr. and Mrs. Albertini on an extended tour of France and Italy; a photograph taken in 1957, published on the cover of the German magazine Auto Motor und Sport, shows it with luggage mounted for the tour!
In 1964 the Hispano-Suiza made its way stateside courtesy of renowned Bentley collector E. Ann Klein. It was rapidly acquired by Richard E. “Jerry” Riegel, Jr., a longstanding enthusiast, motoring historian, and much-missed friend of many, with a letter in the file from Panelcraft describing to him work completed in Mr. Albertini’s care. In Mr. Riegel’s ownership the Hispano-Suiza was occasionally shown with pride during the 1960s. It appeared in the annual Sports Cars on Review exhibit at the Henry Ford Museum in 1965, and four years later at the New York Auto Show.
The Hispano-Suiza was bought from Mr. Riegel at Kirk F. White’s 1973 Philadelphia auction by the late John Warth, who, his son Richard fondly recalls, collected it thereafter and drove it from Pennsylvania into New York City to dine at Lutèce with the restaurant’s owner, fellow French coachwork partisan André Surmain. According to Richard Warth, his father subsequently sold the car to Anthony Bamford, later styled Lord Bamford, then again brokered its sale to wealthy racing driver Michel Poberejsky, also known by the nom de course “Mike Sparken,” who registered it in France in Hauts de Seine as 2396 EA 92. From Poberejsky the car is believed to have passed in 1982 to a Greek shipping executive, Ares Emmanuel, living in London. Around this time, it was also the basis for one of Gerald Wingrove’s elaborately detailed models.
In 1983, the car was acquired from Emmanuel by a new owner, and beginning in late 1985 subsequently underwent an eight-month restoration by Mike Fennel. It was debuted at the completion of the restoration at the 1986 Pebble Beach Concours d’Elegance, winning the Alec Ulmann Trophy for Most Significant Hispano-Suiza. Several years later, it was purchased for the present collection, where, aside from very occasional museum display, it has remained since—preserved and largely out of sight, but seldom out of mind of passionate collectors. During this time, it has continued to occasionally be featured in books and magazines, most recently in November 2021 in the heavily detailed edition of the Hispano Drivers Club Newsletter No. 16, by its editor/publisher Hans Veenenbos.
Overall, the “fuselage” body remains largely in preservation condition. It retains its original woodwork, including the inner sub-layers of wood that shape the outer curves, as noted by recent inspection by RM Auto Restorations. RM notes that some portions have been patched over the years, likely correction of the aforementioned shrapnel damage, with early repairs with aluminum and wood, those done by Panelcraft, and later repairs using some fiberglass. Whereas the car exhibits some age from storage, as well as several fender and metal trim modifications made at Albertini’s behest by Panelcraft, it still makes an impressive statement. At the time of the latest restoration the body was refinished with an orange stain and an outer clearcoat, rather than the original furniture-type varnish. This gave the body rivets a brass tint, but they are actually all aluminum as original. The number “6096” was found marked in chalk on the back of the front seat. Accompanying the car is a fascinating history file, including photographs and research compiled by the noted Hispano-Suiza historian, Hans Veenenbos.
The “Tulipwood” Torpedo is, to borrow an apt cliche, the stuff that enthusiast dreams are made of. Admired and desired its entire life, it is inarguably the best-known Hispano-Suiza, and among the most famous French automobiles ever built—a car held along the Bugatti Atlantic and “teardrop” Talbot-Lagos, a pantheon of small and select company.
---
Kristina and I headed over to RM Sotheby's at the Monterey Conference Center to view some glorious cars at their auction preview.
- - -
Had a blast with our auto-enthusiast friend and neighbor, Fred, at Monterey Car Week 2022.
Life is, once again, busy guys. I have started at Sixth Form now, so homework is soon to be coming in thick and fast. I'm sorry for the lack of uploads, but time has been pretty short recently.
I have something to ask before I go into my randomness. Why has everyone stopped commenting? My latest uploads have had more views than normal, but a lot fewer comments. And its not just my photos, but it seems that everyone is having a drop in comments. This doesn't bode well for my questions! Although, I always have Teun to make me laugh! (Check out his stream! www.flickr.com/photos/santapanter) (Whilst I'm at it, check out Peter Saunders' Stream too! www.flickr.com/photos/petersaunders-photos/)
Right, time for a quick but of randomness and then I will go into my questions...
Grapefruit Failure.
Sterilised Plug Rifle.
YOU FORGOT TO SAY CHEESE!
Elephantitis.
Enough of that, it's time for my questions!
1. What is your favourite fruit?
2. Supercar or tuner car?
3. What did you forget to say?
4. Best ever drifting/burnout experience?
The most intense question on the lips of all gaming, car loving people...5. Forza 5 or Gran Turismo 6?
6. What do you think of my photo? Likey or no likey?
7. Be random!
One last thing!!!! I PASSED 50,000 VIEWS ON FLICKR THE OTHER DAY! Woop.
Thanks guys for sticking with me over the last couple of years and I'm sorry for the lack of uploads recently! I hope you guys understand! ;)
Tom :D
Please, please, please, like my new photography Facebook Page!!!
This is a custom made wheelchair for a 38 year old female patient with Diabetes Mellitus and Elephanititis, she also suffered from depression during the last year of her life. One of the contribution factors to that was that her daughter disowned her, and her only other relative who was elderly became infirm and couldn't care for her any more. These are the two reasons why she was institutionalized.
1924 Hispano-Suiza H6C "Tulipwood" Torpedo by Nieuport-Astra
$9,245,000 USD | Sold
From Sotheby's:
ANDRÉ DUBONNET’S ‘TULIPWOOD’ TORPEDO
Aperitif scion André Dubonnet lived a life of excitement—six aerial victories as a young pilot during the Great War, development of a namesake automotive suspension he sold to General Motors, and a pioneer of solar energy. In between all these things he competed in Olympic bobsledding and loved fine, swift automobiles, racing Bugattis and Hispano-Suizas. It was the latter that would make his name immortal in motoring circles; he would commission a particularly fabulous streamlined coupe on an H6C chassis from Saoutchik, and create his own Hispano-Suiza-powered automobile, which failed to fledge. Both of these came after his most famous Hispano-Suiza, a car now known to enthusiasts as the “Tulipwood” Torpedo—a car that has been famous since virtually the moment of its birth.
Dubonnet’s machine began as an 8-liter overhead-cam Hispano-Suiza H6C chassis of the newly developed Type Sport. Only Hispano-Suiza co-founder Marc Birkigt himself took delivery of an H6C earlier, reflecting the aperitif heir’s importance to the firm. Dubonnet’s was one of three factory-built lowered surbaissé chassis, fitted with a lowered radiator and a 52-imperial gallon fuel tank, a necessity for long rallies. That the frame was originally surbaissé is seen in a surviving photograph of the engine compartment when new, depicting the lower angle of the water hoses between the top of the cylinder block and the radiator, as well as by comparison of period photographs with other, standard H6C chassis.
The true brilliance came in the coachwork. Some of Dubonnet’s competitors, many of themselves aviators, had begun to figure out that aircraft construction methods could yield techniques useful in the construction of lightweight bodies; thus emerged the earliest fabric-bodied coachwork of the period. Dubonnet seemed to cut out the drawing board between aviation and automobile, commissioning aircraft manufacturer Nieuport-Astra of Argenteuil to body his car. Their creation was designed by their engineer Henri Chasseriaux and formed of delicate 1/8-inch-thick strips of mahogany—not actually tulip wood, but romantic legends and alliterative names both die hard—formed over an external layer that was in turn laid over inner 3/4-inch ribs, all secured together by many thousands of aluminum rivets and varnished. Similar to the “skiff” bodies pioneered in the Teens and Twenties most notably by French coachbuilder Labourdette, Nieuport’s torpedo reportedly weighed only 160 pounds, featherweight by the standards of bodywork to be fitted to such a large automobile; by comparison, it added virtually nothing to the weight of its chassis and engine.
On 27 April 1924, Dubonnet drove the H6C, fitted with Paris registration 6966-I6, in the Targa Florio through the torturous Sicilian mountains, widely considered one of the most rigorous and dangerous performance tests of the era, and finished 6th overall. He then ran the additional lap to complete the Coppa Florio, running 8 1/2 hours on the Madonie circuit, to finish 5th overall, despite his appalling luck with tires. Both events demonstrated the practical success of Hispano-Suiza’s engineering and Nieuport-Astra’s innovation; Dubonnet’s driving skill and the fascinating wooden coachwork made a heavy brute—reportedly the largest car on the field—into a true competitor.
It is not exaggeration to state that the Tulipwood Torpedo was as advanced and remarkable a performance automobile in 1924 as the Pagani or McLaren are held to be today; both employed their time’s most potent drivetrains and state-of-the-art lightweight materials to ensure maximum performance, with no regard to cost. The results were breathtaking in every regard.
THE MOST FAMOUS HISPANO-SUIZA IN THE WORLD
Subsequent to its brief but successful competition career, Dubonnet equipped his car for road use, with flat open fenders, a low windscreen, a small door and a large searchlight added on the passenger’s side, headlights, etc., as shown in a photograph taken of him with the H6C. Subsequently the Hispano-Suiza was briefly owned by a Coty, believed to have been the noted Hispanophile Roland Coty, the perfume magnate’s son. According to the biography A Zest for Life, marmalade heir, archaeologist, and automobilist Alexander Keiller from Scotland acquired the car from Coty in early 1925. It was registered by him in London as XX 3883 soon thereafter.
During Keiller’s ownership the car was photographed in the parking field at Brooklands. Additional photographs from his ownership show that the car now had a cover over the rear seat; tendril-like flowing wings, later replaced with cycle-style fenders, and other minor trim changes, as well as what appears to be a new exhaust system. The flowing open fenders and other touches were likely added for Keiller by coachbuilder Barker, whose name appears on original photographs of the car in the Nethercutt Collection’s library; they are very similar to those on Barker-bodied Mercedes-Benzes and Rolls-Royces of the era.
Keiller eventually put the Hispano-Suiza away in the storage facilities of a coachbuilder, possibly Hooper, in Plymouth, and there it remained through the duration of World War II. According to the late, great British motoring historian Bill Boddy in his article “White Elephantitis,” published in the September 1959 issue of Motor Sport, while in storage “a bomb splinter caused some damage to the tail but otherwise it remained in original trim.”
In 1950, Rodney Forestier-Walker discovered the car in storage, and after tea with Mr. Keiller, succeeded in its acquisition. After covering the war wounds in the tail with plywood, modifying front and rear windscreens, and replacing the original Blériot headlights with Lucidus lights, he kept and drove the Hispano-Suiza for six years, writing fondly of his travels in it in an article, “A Journey to Remember,” published in the 3 March 1954 edition of The Motor.
Gerald Albertini, a Standard Oil heir and passionate automobile enthusiast living in London, spotted the car at roadside in 1955, and in the age-old fashion left a note on the windshield offering to buy it. Six months passed before a change in Forestier-Walker’s circumstances led to the consummation of the transaction, held at an appointed spot on a Welsh roadside, as the seller’s family was heartbroken and did not want to see the car go. The return trip home necessitated a pause for fuel, at which Mr. Albertini sat down for a leisurely cup of tea, emerged, and found the attendant still laboriously hand-pumping vast quantities of fuel into the tail’s 52-gallon tank! To add insult to injury, the wealthy owner found his wallet empty, and was forced to pawn his watch to pay for the fuel.
Albertini soon undertook a restoration of his new acquisition, with the mechanical components rebuilt under the supervision of the great Hispano-Suiza technician, George Briand; reportedly the car had only a little over 17,000 miles and showed virtually no wear aside from the clutch. To suit Mr. Albertini’s build, a smaller steering wheel was mounted and the seat moved back, necessitating fitment of a longer outside cranked gear-lever.
Coachwork restoration was handled by Panelcraft of Putney, with repairs made to the areas damaged in the war using new wood, numerous trim changes including copper plating throughout, and the interior outfitted in cream leather. The cycle-style fenders fitted by Mr. Keiller were replaced by the elegant wooden torpedoes currently mounted. Each was meticulously hand-crafted by an elderly boat-builder, Harry Day, who assured Mr. Albertini that “if a craftsman can make them in metal, be assured I can make them in wood.” Each fender was formed of a hand-beaten alloy shell, over which was laid a skin of polished wood, steamed to fit and secured by matching aluminum rivets, then sanded perfectly smooth and polished. The result was fenders that appeared not as an afterthought but to have been there all along, and they still do to this day.
At its completion by Panelcraft, the restored Hispano-Suiza was taken by Mr. and Mrs. Albertini on an extended tour of France and Italy; a photograph taken in 1957, published on the cover of the German magazine Auto Motor und Sport, shows it with luggage mounted for the tour!
In 1964 the Hispano-Suiza made its way stateside courtesy of renowned Bentley collector E. Ann Klein. It was rapidly acquired by Richard E. “Jerry” Riegel, Jr., a longstanding enthusiast, motoring historian, and much-missed friend of many, with a letter in the file from Panelcraft describing to him work completed in Mr. Albertini’s care. In Mr. Riegel’s ownership the Hispano-Suiza was occasionally shown with pride during the 1960s. It appeared in the annual Sports Cars on Review exhibit at the Henry Ford Museum in 1965, and four years later at the New York Auto Show.
The Hispano-Suiza was bought from Mr. Riegel at Kirk F. White’s 1973 Philadelphia auction by the late John Warth, who, his son Richard fondly recalls, collected it thereafter and drove it from Pennsylvania into New York City to dine at Lutèce with the restaurant’s owner, fellow French coachwork partisan André Surmain. According to Richard Warth, his father subsequently sold the car to Anthony Bamford, later styled Lord Bamford, then again brokered its sale to wealthy racing driver Michel Poberejsky, also known by the nom de course “Mike Sparken,” who registered it in France in Hauts de Seine as 2396 EA 92. From Poberejsky the car is believed to have passed in 1982 to a Greek shipping executive, Ares Emmanuel, living in London. Around this time, it was also the basis for one of Gerald Wingrove’s elaborately detailed models.
In 1983, the car was acquired from Emmanuel by a new owner, and beginning in late 1985 subsequently underwent an eight-month restoration by Mike Fennel. It was debuted at the completion of the restoration at the 1986 Pebble Beach Concours d’Elegance, winning the Alec Ulmann Trophy for Most Significant Hispano-Suiza. Several years later, it was purchased for the present collection, where, aside from very occasional museum display, it has remained since—preserved and largely out of sight, but seldom out of mind of passionate collectors. During this time, it has continued to occasionally be featured in books and magazines, most recently in November 2021 in the heavily detailed edition of the Hispano Drivers Club Newsletter No. 16, by its editor/publisher Hans Veenenbos.
Overall, the “fuselage” body remains largely in preservation condition. It retains its original woodwork, including the inner sub-layers of wood that shape the outer curves, as noted by recent inspection by RM Auto Restorations. RM notes that some portions have been patched over the years, likely correction of the aforementioned shrapnel damage, with early repairs with aluminum and wood, those done by Panelcraft, and later repairs using some fiberglass. Whereas the car exhibits some age from storage, as well as several fender and metal trim modifications made at Albertini’s behest by Panelcraft, it still makes an impressive statement. At the time of the latest restoration the body was refinished with an orange stain and an outer clearcoat, rather than the original furniture-type varnish. This gave the body rivets a brass tint, but they are actually all aluminum as original. The number “6096” was found marked in chalk on the back of the front seat. Accompanying the car is a fascinating history file, including photographs and research compiled by the noted Hispano-Suiza historian, Hans Veenenbos.
The “Tulipwood” Torpedo is, to borrow an apt cliche, the stuff that enthusiast dreams are made of. Admired and desired its entire life, it is inarguably the best-known Hispano-Suiza, and among the most famous French automobiles ever built—a car held along the Bugatti Atlantic and “teardrop” Talbot-Lagos, a pantheon of small and select company.
---
Kristina and I headed over to RM Sotheby's at the Monterey Conference Center to view some glorious cars at their auction preview.
- - -
Had a blast with our auto-enthusiast friend and neighbor, Fred, at Monterey Car Week 2022.
recorded entirely on my hand built cigar box guitar
whole song downloadable here:
www.divshare.com/download/8380281-c41
thanks
olds
This is a custom made wheelchair for a 38 year old female patient with Diabetes Mellitus and Elephanititis, she also suffered from depression during the last year of her life. One of the contribution factors to that was that her daughter disowned her, and her only other relative who was elderly became infirm and couldn't care for her any more. These are the two reasons why she was institutionalized.
I hope they're fun to drive because they're sure ugly to look at! Take the low-slung 240Z of my mis-spent youth, along with Camaros, Mustangs, 'Cudas, etc. Bring them forward to the Bizzaro World of 2012, where US Citizens (and lots of North Americans in general) rattle around it "SUV"s which are neither sporty nor utilitarian (think BMW X5- WTF?)
Into this world of huge wheels and 35 series tires, with white paint, gold trim, 4 wheel drive and fenders that start more than 40 inches off the ground, come "sporty" cars that also have fender tops 40 inches off the ground, giant tires and the Hot Wheels slammed greenhouse of the Hummer H2. You can still see traces, styling cues, from the 240Z but this one apparently has elephantitis. As in The Elephant Man. A grotesque and misshapen exterior you have to see past to find common ground.
Fortunately for me, nothing in my price/performance range is ever likely to get this treatment!
0815011008
I saw a dog with the biggest balls while passing by the parking lot next to the building that I work in...
Wajidah had diabetes mellitus and elephantitis. The courageous manageress of the institution where Wajidah was resident before her death had this wide wheelchair made especially for this patient. The patient Wajidah was 38 years old when she died.
I say courageous to describe the manageress of the womens' section of this governmental institution because she had to fight buearocracy to improve the quality of life for some of the patients, by facilitating for them
Upon opening the door to the outside world, to gather the milk, already warming in the glorious bad weather of summer, the milkman appeared...
....he looked somewhat disgruntled.
Bastard!
Frame from upcoming film "The milkman always knocks cuckoos nest's" available soon on piratebay.
Zigong, Sichuan.
Giant sculpture in the Lantern Park representing a group of elephants made from porcelain plates, spoons and cups. The sculpture is weathering rapidly and many utensils have fallen off.
This woman has HIV/AIDS. Many people with HIV/AIDS show signs of elephantitis. She had a difficult time walking on this foot, but she persisted.
( Please ask permission if you are going to use my work. If you are not going to do this at least leave credit. Thank you. )
Medium: Quink and bleach.
"For the mujina, one battle is never enough."
In Japanese mythology, the mujina is a variant of the Tanuki - you know, those magical raccoon dogs with shapeshifting testicles. The mujina is usually depicted as a badger, though it is also a trickster and shapeshifter much like its elephantitis-afflicted kin. They are often associated with another yokai, in fact, the noppera-bo, or faceless man.
In Dreamblade, the Mujina is one of two figures that can Skirmish Self - or rather, its special ability lets it move itself right out of the combat before opponents can strike back. If you roll luckily enhough, hilarious things can happen! Or at least it did for me that one time I played one in a sealed tourney - in one game, it got to travel across every single square with combat before settling into a scoring cell.
MA24 Log 1: We here at JS Arms wanted to build a better bulkier Bullpup assault rifle. So we asked our drafters to come up with some designs, and chose what we think was the best one. This is that design. Based on the famous assault rifle from the popular sci-fi game HALO. Such design elements are the configuration, upper receiver and built in flashlight.
Field Log 1:
Date: 2535: Battle of New Olympus: It was Ten years since it's inception, when the insurrectionists attacked a Harvest Class colony on one of Neptune's moons. And our super soldier went into effect, conscripting hundreds of children that were deemed worthy for the augmentation procedure. When the initial training started, the Hellfire troopers were tested to assess their abilities. Many exceeded, few failed, or didn't make the cut. The training was brutal, so brutal in fact that when the trainees had to improvise some of the Training Instructors died by the hands of the trainees. The training went on until their 16 birthday, most were 6-8 when conscripted, then they underwent the augmentation process, and received the following augmentations:
Carbide Ceramic Ossification:
Description: Advanced material grafting onto skeletal structures to make bones virtually unbreakable. Recommended coverage not to exceed 3% total bone mass because of significant white blood cell necrosis.
Risk(s): Specific risk for pre and near-post-pubescent adolescents: skeletal growth spurts may cause irreparable bone pulverization.
Muscular Enhancement Injections:
Description: Protein complex is injected intramuscularly to increase tissue density and decrease lactase recovery time.
Risk(s): 5% of test subjects experience a fatal cardiac volume increase.
Catalytic Thyroid Implant:
Description: Platinum pellet containing human growth hormone catalyst is implanted in the thyroid to boost growth of skeletal and muscle tissues.
Risk(s): Rare instances of elephantitis. Suppressed sexual drive.
Occipital Capillary Reversal:
Description: Submergence and boosted blood vessel flow beneath the rods and cones of the subject's retina. Produces a marked visual perception increase.
Risk(s): Retinal rejection and detatchment. Permanent blindness.
Superconducting Fibrification of Neural Dendrites:
Description: Alteration of bioeletrical nerve transduction to shielded electronic transduction. 300% increase in subject reflexes. Anecdotal evidence of marked increase in intelligence, memory, and creativity.
Risk(s): Significant instances of Parkinson's Disease and Fletcher's Syndrome.
Statistics:
Caliber: 7.62 NATO
Length: 720mm
Weight: 3.8 kg
Rate of Fire: 900 rpm
Muzzle Velocity: 880m/s
Schematic:
Credit: Halopedia for augmentation descriptions. Stirling for the handguard.
Direct Relief Aid helps Dr. Cruz Jiminian to treat patients in need free of charge.
Fundacion Cruz Jiminian, founded by Dr. Cruz Jiminian, operates one hospital and two clinics in Santo Domingo, with a special emphasis on genetically mutated children, encephalitis, and elephantitis.
Item:
Title: Elephantitis Victim, Antigua
Photographer: J.H. Horsey
Publisher:
Publisher#:
Year: ca 1890
Height: 6"
Width: 8"
Media: albumen print
Color: B/W
Country: Antigua
Town: St John's
Notes:
For information about reproducing this image, visit: THE CARIBBEAN PHOTO ARCHIVE
My first attempt to paint a portrait Francis Bacon style. Abstract Portrait. Painted on my apple itouch.
Elephantitis of the little toe! That was after ONE day of walking, which made day two and three all the more interesting. My little toes each pretty much turned entirely into one big blister.
We awoke early for breakfast and were at the hospital by 7:00am. Patients were already lined up waiting for us. The local hospital employees were incredibly helpful, organizing the patients so that those who were seen last year and told to come back got to be screened first. The clinic was run very well and was not at all as chaotic as I had imagined it would be. Each patient was seen first by the two surgeons, Dr. Richard Siegel and Dr. Chris Connor, to see if their case was one that we could operate on. It is always tragic to turn a patient away, but some come with very minor problems or cosmetic issues that they want fixed. Many parents bring their children back after they’ve had a cleft palate repair because they can still see a very small hole in the roof of the child’s mouth. This hole is a perfectly normal thing to have after a palate repair, and as the child grows the tiny hole slowly closes up. The surgeons and translators explained this to the parents and these cases were sent home. One very sad case was a young woman with elephantitis of the hand (extremely swollen/oversize hand). Repairing this deformity requires very specialized surgery which unfortunately our surgeons are unable to perform. We will try to send a hand surgeon on the next trip to this site so that this patient can be treated.
We saw a huge number of ptosis cases, several burns, and a number of cleft lips/palates. As this is a very “mature” Interplast site (i.e. we have been here many times before) we are seeing a lot of kids who have had their cleft lip repaired but have returned for palate repair or revision of the lip or palate. One young woman in particular captured my heart…
Dien is 26 years old, although she is so small and youthful she looks like she is only about 15. When she was less than one month old she was burned in an accident. She was sleeping under a mosquito net when a strong wind blew through her house and knocked over a kerosene lantern. The mosquito net caught fire and fell in flames on top of Dien. She has a tremendously beautiful face despite the scars that she will always bear. Dien went to school until the 5th grade. Her family was very large and one of the children needed to drop out of school and start working to help support the family. Since Dien was not happy at school and had to suffer the ridicule of her classmates every day, she volunteered to give up her education to help her family. Now she is a farmer, and her little finger contracture on her right hand bothers her when she is working in the fields. The Interplast team will release this contracture for her, and hopefully ease some of this discomfort for her. When asked if she was married she responded, “No. I am so ugly why would anyone want to marry me?” It’s ironic, since her physical beauty had caught my eye from the beginning, and the more she smiled and talked the more enamored I was with her. It’s so tragic that she doesn’t think anyone sees her true beauty.
almost 24 hours post-extraction. my face has gotten puffier, and puffier, and puffier. good times all around :-)
BARNYARD MADNESS
Allen Phunt wasn't impressed with SB's offering today. I overheard him saying something about being drawn after some old movie called "Elephantitis Man" was not a compliment at all.
Poor SB seems to be on a roll....downhill and spiralling
today I have completed 1/6th of the project. yeah. go me.
BTW - THe quote is intentionally the opposite from the movie.
prev ... irony <- the younger generation <- a wood chipper <- spark plugs <- the sun <- time <- watching paint dry <- having no eyes <- death <- the fountain of youth <- cigarettes <- the patch <- a flesh-eating disease <- elephantitis (having lots of flesh) <- elephants <- poison peanuts <- peanut-destroying robot <- the sun <- some guy breaking a rule <- a librarian <- a bonfire ... next